Parking mechanism, control method, electromechanical brake, and vehicle

Abstract

The application provides a parking mechanism, a control method, an electromechanical brake and a vehicle. The parking mechanism comprises a motor, an electromagnet assembly, a transmission assembly and a heat conduction assembly. The transmission assembly is in transmission connection with the electromagnet assembly, the transmission assembly is fixedly connected with a rotating shaft of the motor, and the transmission assembly is coated with a lubricating medium. The electromagnet assembly is used for driving the transmission assembly to lock the rotating shaft of the motor when power is supplied, and driving the transmission assembly to release the locking of the rotating shaft of the motor when power is lost. The heat conduction assembly is arranged in close contact with the electromagnet assembly and the transmission assembly, and is used for conducting heat generated by the electromagnet assembly when a set current is supplied to the electromagnet assembly to the transmission assembly, so as to reduce the viscous resistance moment of the lubricating medium. The set current is less than an actuation threshold of the electromagnet assembly. According to the application, the viscous resistance moment of the lubricating medium is reduced, and the response reliability of the parking mechanism in locking and releasing in a low-temperature environment is improved, and energy consumption control and structural complexity are considered.

Description

Technical Field

[0001] This application relates to the field of vehicle braking control, and more particularly to a parking mechanism, control method, electromechanical brake, and vehicle. Background Technology

[0002] With the rapid development of new energy vehicles and intelligent driving technology, electronic mechanical brakes (EMBs), as core actuators for achieving brake-by-wire and parking functions, are being used more and more widely in electric and hybrid vehicles. To meet the parking braking requirements of vehicles under different operating conditions, EMBs typically integrate a dedicated parking structure to achieve reliable mechanical parking.

[0003] In related technologies, the parking mechanism in an EMB typically employs an electromagnet-driven ratchet and pawl locking mechanism. This mechanism usually includes components such as a motor, a transmission gear set, a ratchet, a pawl, and an electromagnet. When parking, the electromagnet is energized to drive its push rod to extend or retract, which in turn causes the pawl to swing and engage with the outer teeth of the ratchet, forming a locking engagement to prevent the motor shaft and transmission gear set from rotating, thus achieving the locking function of the motor transmission mechanism. When releasing the parking mechanism, the electromagnet is controlled to reverse its movement, causing the pawl to separate from the ratchet, thereby releasing the transmission shaft.

[0004] However, the aforementioned parking structure is prone to jamming in low-temperature environments, reducing parking reliability and affecting vehicle safety. Summary of the Invention

[0005] The parking mechanism, control method, electromechanical brake, and vehicle provided in this application are intended to improve the reliability of the parking mechanism's locking and releasing response in low-temperature environments, while also taking into account energy consumption control and structural complexity.

[0006] In a first aspect, this application provides a parking mechanism, comprising: a motor, an electromagnet assembly, a transmission assembly, and a heat-conducting assembly; wherein...

[0007] The transmission component is connected to the electromagnet component, the transmission component is fixed to the motor shaft, and the transmission component is coated with a lubricating medium.

[0008] An electromagnet assembly is used to drive a transmission component to lock the motor shaft when energized, and to drive the transmission component to release the lock on the motor shaft when de-energized;

[0009] The heat-conducting component, which is fitted to the electromagnet component and the transmission component, is used to conduct the heat generated by the electromagnet component when it is energized with a set current to the transmission component, thereby reducing the viscous resistance torque of the lubricating medium. The set current is less than the actuation threshold of the electromagnet component.

[0010] In one possible embodiment, the heat-conducting component includes a heat-conducting portion; the heat-conducting portion is disposed in close contact with the bottom of the electromagnet component.

[0011] In one possible embodiment, the electromagnet assembly includes: an electromagnet assembly body and a mounting portion connected to the electromagnet assembly body;

[0012] The orthographic projection of the electromagnet assembly body onto the reference plane is located inside the orthographic projection of the heat-conducting assembly onto the reference plane, and the reference plane is perpendicular to the thickness direction of the heat-conducting assembly.

[0013] At least a portion of the orthographic projection of the mounting part on the reference plane is located outside the orthographic projection of the heat-conducting component on the reference plane.

[0014] In one possible embodiment, the transmission assembly includes a ratchet and a pawl, and the heat-conducting assembly further includes a connecting portion; wherein...

[0015] The ratchet is press-fitted onto the motor shaft, with one end of the pawl connected to the electromagnet assembly for transmission and the other end connected to the ratchet for rotation.

[0016] The connecting part is rotatably connected to the pawl.

[0017] In one possible embodiment, the connecting portion includes: a first connecting portion, a second connecting portion, and a third connecting portion connected sequentially along the thickness direction of the heat-conducting component; the first connecting portion is connected to the heat-conducting component; the first connecting portion, the second connecting portion, and the third connecting portion together form a receiving area; and a portion of the pawl is located in the receiving area.

[0018] Both the first connecting part and the third connecting part have a first connecting hole;

[0019] The pawl located in the receiving area has two connecting protrusions, each of which is inserted into the first connecting hole in a corresponding manner.

[0020] In one possible embodiment, the thermally conductive component includes a metal substrate layer, wherein the metal substrate layer is used to absorb and conduct heat to the transmission component.

[0021] In one possible embodiment, it further includes a heat-conducting layer disposed between the bottom of the heat-conducting component and the electromagnet component.

[0022] In one possible embodiment, a housing is also included;

[0023] The housing is provided with a receiving groove, and at least part of the heat-conducting components are located in the receiving groove;

[0024] And / or, the parking mechanism also includes a mounting component, the electromagnet assembly having a second connection hole and the housing having a third connection hole, the mounting component being inserted into the second connection hole and the third connection hole to connect the electromagnet assembly and the housing;

[0025] And / or, the transmission assembly includes a first transmission component and a second transmission component, the first transmission component and the second transmission component are connected in a transmission manner, the second transmission component is press-fitted onto the motor shaft, and the first transmission component is rotatably connected to the housing.

[0026] In one possible embodiment, the motor is mounted on one side of the housing, and the motor shaft passes through the housing and extends to the opposite side of the housing.

[0027] Secondly, this application provides a control method for a parking mechanism, applied to the parking mechanism provided above, the control method including:

[0028] When the vehicle is stationary, acquire multi-dimensional preheating intent information of the vehicle;

[0029] Based on the multi-dimensional preheating intent information, determine whether the vehicle has a preheating requirement;

[0030] When it is determined that the vehicle has a preheating requirement, a set current is injected into the electromagnet assembly in the parking mechanism. The set current is less than the actuation threshold of the electromagnet assembly.

[0031] In one possible embodiment, before controlling the injection of a set current into the electromagnet assembly in the parking mechanism, the method further includes:

[0032] When it is determined that the vehicle requires preheating, real-time status data of the vehicle is acquired;

[0033] Perform security arbitration on real-time status data to obtain a security arbitration result;

[0034] A confirmed outcome of the security arbitration indicates that the arbitration has been successful.

[0035] In one possible embodiment, the real-time state data is subjected to security arbitration to obtain a security arbitration result, including:

[0036] Multi-condition security arbitration is performed on real-time status data to obtain a security arbitration result. The multi-condition security arbitration includes security constraint verification and status matching verification.

[0037] In one possible embodiment, the set current is determined in the following way:

[0038] The initial current was obtained by performing internal magnetic circuit simulation and structural mechanics simulation on the electromagnet assembly.

[0039] The vehicle is calibrated on a real vehicle to obtain the correction coefficient;

[0040] Multiply the initial current by the correction factor to obtain the set current.

[0041] In one possible embodiment, controlling the injection of a predetermined current into the electromagnet assembly in the parking mechanism includes:

[0042] During the heating duration, a set current is injected into the electromagnet assembly in the parking mechanism. The heating duration is determined based on the vehicle's current temperature data.

[0043] In one possible embodiment, the multidimensional preheating intent information includes: current environmental data of the vehicle, historical vehicle usage behavior, and user-initiated demand data;

[0044] Correspondingly, based on the multi-dimensional preheating intent information, it is determined whether the vehicle has a preheating requirement, including:

[0045] The preheating intent value is obtained by weighting and summing the current environmental data, historical vehicle usage behavior, and user proactive demand data.

[0046] When the preheating intention value is greater than or equal to the preheating threshold, it is determined that the vehicle has a preheating requirement;

[0047] If the preheating intention value is less than the preheating threshold, it is determined that the vehicle does not have a preheating requirement.

[0048] In one possible embodiment, it also includes:

[0049] Record the preheating process data, which includes the set current, the actual action response time of the parking mechanism after preheating, the current environmental data, and the heating duration.

[0050] The preheating threshold is adjusted based on the process data.

[0051] In one possible embodiment, it also includes:

[0052] During the preheating process, feedback signals from the parking mechanism are acquired;

[0053] If the feedback signal indicates an abnormal state in the parking mechanism, stop injecting the set current into the electromagnet assembly in the parking mechanism and record the abnormal state.

[0054] In one possible embodiment, it also includes:

[0055] After the preheating process is completed and / or when it is determined that the vehicle does not require preheating, it is determined whether the current environmental data is below the low-temperature thrust optimization threshold.

[0056] If it is determined that the current is below the low-temperature thrust optimization threshold, the injection current of the electromagnet assembly is adjusted, wherein the adjusted injection current is greater than the actuation threshold current of the electromagnet assembly.

[0057] In one possible embodiment, it also includes:

[0058] During the adjustment of the injected current, the coil temperature of the electromagnet assembly is obtained;

[0059] When the coil temperature exceeds the safe temperature threshold, the injection current of the electromagnet assembly is adjusted, wherein the adjusted injection current is greater than the actuation threshold of the electromagnet assembly.

[0060] Thirdly, this application provides an electromechanical brake, which includes the parking mechanism described above.

[0061] Fourthly, this application provides a vehicle, including a vehicle body and an electromechanical brake.

[0062] Fifthly, this application provides an electronic device, including: a memory and a processor;

[0063] The memory stores instructions that the computer executes;

[0064] The processor executes computer execution instructions stored in the memory, causing the processor to perform the second aspect and / or various possible implementations of the second aspect as described above.

[0065] In a sixth aspect, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement the second aspect and / or various possible embodiments of the second aspect as described above.

[0066] In a seventh aspect, this application provides a computer program product, including a computer program that, when executed, implements the second aspect and / or various possible implementations of the second aspect.

[0067] The parking mechanism, control method, electromechanical brake, and vehicle provided in this application relate to the field of vehicle braking control. The parking mechanism includes: a motor, an electromagnet assembly, a transmission assembly, and a heat-conducting assembly; wherein the transmission assembly is drively connected to the electromagnet assembly, the transmission assembly is fixedly connected to the motor shaft, and the transmission assembly is coated with a lubricating medium; the electromagnet assembly is used to drive the transmission assembly to lock the motor shaft when energized, and to drive the transmission assembly to release the lock on the motor shaft when de-energized; the heat-conducting assembly is fitted to the electromagnet assembly and the transmission assembly, and is used to conduct the heat generated by the electromagnet assembly when energized with a set current to the transmission assembly, thereby reducing the viscous resistance torque of the lubricating medium, where the set current is less than the actuation threshold of the electromagnet assembly. This application sets up a motor, an electromagnet assembly, a transmission assembly fixed to the motor shaft and coated with a lubricating medium, and a heat-conducting assembly attached to the electromagnet assembly and the transmission assembly. By utilizing the heat generated by the electromagnet assembly when a set current less than the actuation threshold is applied to the transmission assembly, the transmission assembly and its lubricating medium can be heated without triggering the electromagnet assembly to operate, thereby reducing the viscous resistance torque of the lubricating medium and improving the response reliability of the parking mechanism locking and releasing in low-temperature environments, while taking into account energy consumption control and structural complexity. Attached Figure Description

[0068] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0069] Figure 1 This is a schematic diagram of the parking mechanism provided in an embodiment of this application;

[0070] Figure 2 This is a schematic diagram of the structure of the heat-conducting component given in the embodiments of this application;

[0071] Figure 3 This is another structural schematic diagram of the parking mechanism provided in the embodiments of this application;

[0072] Figure 4 A schematic flowchart illustrating a control method for a parking mechanism provided in an embodiment of this application;

[0073] Figure 5 A flowchart illustrating a control method provided in an example of this application;

[0074] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0075] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0076] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0077] Electromechanical brake parking mechanism control belongs to the field of vehicle braking control technology and is mainly used in parking actuator systems of intelligent vehicles such as electric vehicles and hybrid vehicles. This type of parking actuator system typically includes a motor, a transmission mechanism connected to the motor shaft, and electromagnetic drive components for locking and releasing. These components work together to maintain and release the parking position.

[0078] The parking function of existing electromechanical brakes mostly uses a motor to drive a transmission mechanism to output mechanical motion, and an electromagnet to drive a locking mechanism to constrain the motor shaft or related transmission components. During operation, the surfaces of transmission parts such as ratchet, pawl, and gears are usually coated with a lubricating medium to reduce wear and lower motion resistance at room temperature.

[0079] When a vehicle is in a low-temperature environment, the viscosity of the lubricating medium increases significantly, and the viscous resistance torque of each moving pair inside the transmission mechanism increases accordingly. When the electromagnet-driven locking mechanism is activated, it is more prone to problems such as slow response, insufficient engagement, or incomplete release. Existing solutions mostly perform locking and releasing based on the rated driving capacity, which is difficult to adapt to the resistance changes at low temperatures. Using additional heating devices will lead to increased structure, limited layout, and increased energy consumption.

[0080] The aforementioned defects can reduce the stability of the parking mechanism in cold conditions, and in severe cases, cause parking failure or abnormal release of parking, affecting vehicle parking safety and user experience, and also increasing the difficulty of calibrating the vehicle control system for low-temperature conditions.

[0081] Based on the above-mentioned technical problems, the electromagnet in the parking mechanism is regarded as a reusable heat source carrier. Its energization process itself is accompanied by heat generation. If this heat is guided to the transmission component coated with lubricating medium, the viscous resistance at low temperature can be reduced first, and then the locking and releasing actions can be combined to improve the operational reliability of the parking mechanism.

[0082] Based on this idea, the parking mechanism uses a motor, an electromagnet assembly, a transmission assembly that is fixed to the motor shaft and drives the electromagnet assembly, and a heat-conducting assembly that fits between the electromagnet assembly and the transmission assembly. When the electromagnet assembly is energized with a set current lower than the actuation threshold, the heat generated is conducted to the transmission assembly to alleviate the resistance caused by the increased viscosity of the lubricating medium, while taking into account both system complexity and energy consumption control.

[0083] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0084] Figure 1 This is a schematic diagram of the parking mechanism provided in an embodiment of this application. Figure 1 As shown, the parking mechanism includes a motor 1, an electromagnet assembly 4, a transmission assembly 5, and a heat-conducting assembly 3. The transmission assembly is connected to the electromagnet assembly and is fixed to the motor shaft. The transmission assembly is coated with a lubricating medium. The electromagnet assembly is used to drive the transmission assembly to lock the motor shaft when energized and to drive the transmission assembly to release the lock on the motor shaft when de-energized. The heat-conducting assembly is fitted to the electromagnet assembly and the transmission assembly to conduct the heat generated by the electromagnet assembly when energized with a set current to the transmission assembly, thereby reducing the viscous resistance torque of the lubricating medium. The set current is less than the actuation threshold of the electromagnet assembly.

[0085] The motor refers to the drive unit that provides rotational power to the parking mechanism. The motor is set as the energy input end in the overall parking mechanism. The end of the motor shaft is coaxially or nearly coaxially connected to the transmission components to ensure a stable power transmission path.

[0086] An electromagnet assembly refers to an electromagnetic actuator that uses electromagnetic attraction to drive a locking component when energized. In this mechanism, it is used to drive the transmission assembly to lock the motor shaft when energized and to release the lock when de-energized. The electromagnet assembly is arranged opposite to the transmission assembly and forms a transmission connection with the transmission assembly through push-pull, pull-in, or reset structures, so as to switch the locking state when the current changes. Furthermore, the coil arrangement area of ​​the electromagnet assembly corresponds to the contact area of ​​the heat-conducting component to ensure compatibility between heat output and mechanical drive without changing the original locking stroke.

[0087] A transmission component refers to a mechanical transmission part that meshes with the electromagnet assembly and directly participates in the locking and releasing of the motor shaft. It is fixedly connected to the motor shaft and its surface is coated with a lubricating medium to reduce frictional resistance during engagement, slippage, or oscillation. This transmission component acts as both the constraint object of the motor shaft and the motion receiver of the electromagnet assembly, thereby achieving locking under electromagnetic attraction and releasing the lock upon power failure. Furthermore, the transmission component is typically located at the end of the motor shaft or the corresponding locking engagement area, and establishes a kinematic connection with the electromagnet assembly through a mechanical transmission structure. Even further, the lubricating medium layer on the surface of the transmission component can also cover the contact surface or sliding surface to maintain a low-friction contact state.

[0088] A heat-conducting component is an intermediate heat transfer member positioned between the electromagnet assembly and the transmission assembly to establish a heat conduction path. It is fitted closely to both the electromagnet and transmission assemblies to conduct the heat generated by the electromagnet assembly when energized with a set current to the transmission assembly, thereby preheating the lubricating medium coated on the transmission assembly. Structurally, this heat-conducting component typically does not perform active motion; instead, it establishes a stable thermal coupling with the components on both sides through surface contact, partial pressing, or embedded fitting, enabling the heat generated by the electromagnet assembly to be directionally transferred to the contact area of ​​the transmission assembly.

[0089] In one possible embodiment, the heat-conducting component can be a heat-conducting element or a heat-conducting member, the thickness of which is usually less than the main structural thickness of the transmission component in order to reduce the axial space occupied. It can be set to a partial bonding or large-area bonding form according to the contact thermal resistance requirements. The larger the contact area, the more continuous the heat conduction path and the more stable the heat conduction efficiency. Therefore, a tight pressing structure can be adopted where assembly permits.

[0090] The set current refers to the predetermined energizing current applied to the electromagnet assembly. Its magnitude is less than the actuation threshold of the electromagnet assembly, allowing it to output heat without mechanical actuation. This set current is matched to the coil parameters, magnetic circuit structure, and ambient temperature of the electromagnet assembly, enabling it to continuously or intermittently act on the coil windings under low-temperature conditions. The resulting Joule heat is transferred to the transmission component via the heat-conducting component. It should be noted that the set current must be strictly limited to the non-saturation range of the electromagnet assembly's static characteristic curve. Under this set current, the electromagnet push rod maintains a zero-displacement output state and does not exhibit any mechanical actuation.

[0091] In one possible embodiment, the set current can be preset or dynamically adjusted according to the ambient temperature, parking request status, and mechanism temperature rise requirements, but its lower and upper limits are both kept within the range where the electromagnet assembly does not trigger mechanical engagement, so as to decouple the heat output from the locking action. Since the set current is below the actuation threshold, the electromagnet assembly only participates in the preheating process as a reusable heat source carrier, without changing the original locking and releasing control logic.

[0092] Optionally, when the electromechanical brake is in a low-temperature parking standby state, a set current less than the actuation threshold can be applied to the electromagnet assembly. This allows the electromagnet assembly to heat up using its own coil windings without locking. The generated heat is transferred to the surface of the transmission assembly through the heat-conducting component in contact with the electromagnet assembly, and further acts on the lubricating medium coated on the transmission contact area. This causes the viscosity of the lubricating medium to return to a more suitable working range as the local temperature rises, thereby reducing the viscous resistance torque of the transmission assembly. Subsequently, when the parking or release command arrives, the electromagnet assembly switches to the drive state that meets the actuation requirements, driving the transmission assembly to complete the locking or releasing action. Since the transmission area has been preheated, the engagement or disengagement process between related components can maintain a more stable response characteristic, reducing the phenomenon of delayed action, incomplete engagement, or incomplete release caused by increased viscosity of the lubricating medium.

[0093] In summary, the embodiments of this application, by setting up a motor, an electromagnet assembly, a transmission assembly fixed to the motor shaft and coated with a lubricating medium, and a heat-conducting assembly attached to the electromagnet assembly and the transmission assembly, utilize the heat generated by the electromagnet assembly when a set current less than the actuation threshold is applied to conduct to the transmission assembly. This allows for the heating of the transmission assembly and its lubricating medium without adding independent heating devices or triggering the electromagnet assembly, thereby reducing the viscous resistance torque of the lubricating medium and improving the reliability of the parking mechanism's locking and releasing response in low-temperature environments, while also taking into account energy consumption control and structural complexity.

[0094] Figure 2 This is a schematic diagram of the structure of a heat-conducting component according to an embodiment of this application. Figure 2 As shown, the heat-conducting component includes a heat-conducting part 31; the heat-conducting part is attached to the bottom of the electromagnet component.

[0095] In the embodiments, the heat-conducting part is typically attached to the bottom of the electromagnet assembly, so that it forms a surface contact or near-surface contact with the electromagnet assembly, and forms a thermal coupling relationship with the transmission assembly, so as to shorten the heat transfer path and reduce the contact thermal resistance.

[0096] Depending on the actual assembly requirements of the parking mechanism, the heat-conducting part can be configured as any one of a plate-shaped heat-conducting sheet, a block-shaped heat-conducting block, or a thin-film heat-conducting pad. In some exemplary implementations, the heat-conducting part can also adopt a multi-layer composite heat-conducting structure to balance heat conduction efficiency and assembly compatibility; the material of the heat-conducting part can be aluminum, copper, aluminum alloy, copper alloy, or any one of graphite sheets, thermally conductive silicone sheets, or metal composite materials, utilizing the high thermal conductivity of the above materials to achieve heat diffusion and transfer.

[0097] To further reduce thermal resistance, the planar dimensions of the heat-conducting part are usually not smaller than the main heat-generating coverage area at the bottom of the electromagnet assembly. The thickness can be designed as a relatively thin sheet structure to improve heat conduction efficiency without significantly increasing the overall height. Furthermore, the fit tolerance between the heat-conducting part and the bottom of the electromagnet assembly should be controlled within a small range to ensure stable contact and reduce heat loss caused by local gaps.

[0098] The heat-conducting part generally does not need to move independently during operation. Instead, it maintains a stable thermal conductivity by continuously adhering to the bottom of the electromagnet assembly, under the combined effects of thermal expansion and contraction and assembly pre-tightening force. Furthermore, the heat-conducting part can be fixed or semi-fixed to the electromagnet assembly through welding, pressing, bonding, riveting, or snap-fitting. If necessary, local bosses or expanded heat dissipation areas can be provided on the surface of the heat-conducting part to improve the heat exchange capacity with the bottom of the electromagnet assembly.

[0099] During the operation of the parking mechanism, when parking locking or unlocking is required, the electromagnet assembly generates heat when energized with a set current below the actuation threshold. This heat is first collected and transferred through the heat-conducting part attached to its bottom, and then further directed to the adjacent transmission component. This causes the lubricating medium coated on the transmission component to gradually heat up and reduce viscous resistance torque. Because the heat-conducting part is arranged close to the bottom of the electromagnet assembly, heat can enter the transmission component along a shorter path, thereby more quickly reducing the motion resistance caused by the increased viscosity of the lubricating medium in a low-temperature environment. This results in better response consistency and agility of the transmission component when the electromagnet assembly subsequently performs locking or unlocking actions.

[0100] As can be seen from the above process, the solution provided in this application embodiment does not require additional independent heating device. It can achieve local preheating by utilizing the electromagnet assembly itself to generate heat when energized. This helps to reduce the probability of insufficient engagement, incomplete release, or slow action of the parking mechanism under cold conditions, thereby improving the low-temperature adaptability and operational reliability of the parking mechanism.

[0101] Figure 3 Another structural schematic diagram of the parking mechanism provided in an embodiment of this application. From Figure 3 As can be seen from the image, the electromagnet assembly includes: an electromagnet assembly body 41 and a mounting portion 42 connected to the electromagnet assembly body; the orthographic projection of the electromagnet assembly body on the reference surface is located inside the orthographic projection of the heat-conducting component on the reference surface, and the reference surface is perpendicular to the thickness direction of the heat-conducting component; at least a portion of the orthographic projection of the mounting portion on the reference surface is located outside the orthographic projection of the heat-conducting component on the reference surface.

[0102] Since the orthographic projection of the electromagnet assembly body on the reference plane is located inside the orthographic projection of the heat-conducting component on the reference plane, and the reference plane is perpendicular to the thickness direction of the heat-conducting component, from the perspective of planar projection relationship, the heating area of ​​the electromagnet assembly body can be covered by the heat-conducting component within its corresponding range, thereby shortening the heat transfer path and improving the heat coupling efficiency. At the same time, at least a portion of the orthographic projection of the mounting part on the reference plane is located outside the orthographic projection of the heat-conducting component on the reference plane, so that the mounting part can avoid the heat-conducting area occupied by the heat-conducting component, so as to reserve space for screw fastening, snap-fit, welding fixation or plug-in assembly, and reduce the obstruction of the heat conduction path by the mounting structure.

[0103] In some possible implementations, the electromagnet assembly body can be a push-rod type electromagnet formed by combining coil windings, an iron core, an armature, and a push rod, or it can be a swing-arm type electromagnet or a composite magnetic circuit type electromagnetic drive unit. The mounting part can be a laterally extending ear plate, a top-mounted flange, a boss along the edge of the housing, a stud with threaded holes, or a connecting seat structure. When the mounting part is designed as a laterally extending ear plate or a top flange, its projection range is strictly controlled outside the projection of the heat-conducting component, avoiding the main heat conduction area of ​​the heat-conducting component through asymmetrical layout. For example, if the heating area of ​​the electromagnet assembly body is located inside the projection of the heat-conducting component, the ear plate or flange of the mounting part avoids the heat conduction path of the heat-conducting component by extending laterally, providing fixed support points only in non-critical areas to ensure that the thermal contact between the heat-conducting component and the electromagnet assembly body is not interfered with by the mounting structure. The shape of the electromagnet assembly body can be set as a rectangular block, a cylindrical block, or a flat box to adapt to different layout spaces and thermal contact area requirements. The mounting part can be set as a sheet-like outward structure, a partially protruding structure, or a circumferential wrapping structure, so as to achieve reliable fixation without affecting the coverage relationship between the body and the heat-conducting components.

[0104] Furthermore, the projection of the electromagnet assembly body onto the reference plane should ideally be located in the central region of the heat-conducting component's projection area. This ensures an effective heat-conducting envelope is formed around the electromagnet assembly body. The extension length of the mounting portion can be adjusted according to the housing boundary, fastener positions, and the edge position of the heat-conducting component, generally ensuring it does not encroach on the main heat-conducting contact area. While a larger contact area between the electromagnet assembly body and the heat-conducting component results in more efficient heat transfer, necessary assembly clearances and thermal expansion compensation space must be maintained to avoid assembly interference due to manufacturing tolerances or temperature changes.

[0105] During the operation of the parking mechanism, when entering the parking control standby or low temperature preheating state, the electromagnet assembly body can be continuously or intermittently energized according to a preset current less than the actuation threshold. After being energized, the coil inside the electromagnet assembly body heats up and transfers heat to the adjacent heat-conducting component through its outer surface. The heat-conducting component then diffuses the heat to the surface of the transmission component that is in contact with it, so that the viscosity of the lubricating medium coated on the transmission component is reduced in the low temperature environment, and the viscous resistance torque is reduced accordingly.

[0106] At the same time, since the mounting part is at least partially located outside the projection range of the heat-conducting component, the mounting part can stably undertake the functions of fixing and positioning without significantly occupying the heat-conducting contact area, thereby maintaining a large effective heat exchange area between the electromagnet assembly body and the heat-conducting component.

[0107] As the temperature gradually rises, the resistance encountered by the moving pairs such as ratchet, pawl, or gear inside the transmission assembly during locking and releasing decreases. When the electromagnet assembly is in operation, it can drive the transmission assembly more smoothly to lock or release the motor shaft. This reduces the slow response, insufficient engagement, or incomplete release caused by the increased viscosity of the lubricating medium at low temperatures. Therefore, the embodiments of this application can improve the operational reliability of the parking mechanism in cold conditions without adding an independent heating device, and help reduce structural complexity and energy consumption.

[0108] Based on the foregoing embodiments, please continue to refer to Figure 1 and Figure 2 The transmission assembly includes a ratchet 51 and a pawl 52, and the heat-conducting assembly also includes a connecting part 32; wherein, the ratchet is press-fitted on the motor shaft, one end of the pawl is connected to the electromagnet assembly for transmission, and the other end is rotatably connected to the ratchet; the connecting part is rotatably connected to the pawl.

[0109] The embodiments of this application, through the above-described configuration, create a repeatable locking pair between the ratchet and the pawl. When the electromagnet assembly is energized, the pawl engages with the ratchet teeth to restrict the motor shaft's rotation. When the electromagnet assembly is de-energized, the pawl disengages, releasing the lock on the motor shaft. Furthermore, the connection between the heat-conducting component and the pawl provides a stable pivot point for the pawl and transfers heat to it. This gradually warms the lubricating medium coated on the pawl, reducing its viscous resistance torque. It also allows the pawl to maintain a predetermined trajectory during heating and stress, thus balancing the reliability of the mechanical locking with the precision of the fit between the heat-conducting component and the transmission component.

[0110] Furthermore, the ratchet is press-fitted onto the motor shaft, typically fixed to the motor shaft via interference fit, spline fit, or press fit, thus rotating synchronously with the motor shaft; one end of the pawl is connected to the electromagnet assembly for transmission, and can be driven by a push rod, paddle, armature, or linkage rod, while the other end of the pawl is rotatably connected to the ratchet, so that it can rotate around the pawl connection point under the drive of the electromagnet assembly and lock or release the ratchet.

[0111] The connecting part of the heat-conducting component is rotatably connected to the pawl, usually located near the middle or support end of the pawl, and can form an integral installation or a detachable assembly relationship with the heat-conducting component, so as to enhance the continuity of structural support and heat transfer path without affecting the rotation of the pawl.

[0112] Furthermore, the ratchet can be a toothed disc, a ring gear, or a partial tooth segment structure, with tooth profiles that can be unidirectional helical teeth, symmetrical teeth, or stepped teeth; the pawl can be a plate-shaped pawl, a bent pawl, or a lever-type pawl, with the front end of the pawl having contact teeth, locking teeth, or hook-shaped ends that match the ratchet tooth profile; the connecting part can be an ear seat, a shaft seat, a bracket, a hole seat, or a bushing-type rotating shaft seat structure, and its material can be metal parts, composite material parts, or metal-coated parts, which improves the assembly stability between the rotating bearing and the heat-conducting components while meeting the requirements of the rotating bearing.

[0113] In some possible implementations, the outer diameter of the ratchet is usually larger than the effective engagement length of the pawl to form a sufficient engagement lever arm and locking radius. Appropriate return clearance and disengagement clearance can be reserved between the pawl and the ratchet to ensure that there is no jamming due to thermal expansion or assembly deviation during release. The rotational fit clearance between the connecting part and the pawl is usually set according to the viscosity change of the lubricating medium at low temperature, assembly tolerance, and wear resistance requirements, so that the pawl can still reliably swing with the help of the electromagnet assembly under low temperature conditions.

[0114] The electromagnet assembly is initially in a preheating or standby state with a set current. The heat-conducting component transfers the heat generated by the electromagnet assembly during this process to the transmission component, and the rotational engagement between the connecting part and the pawl maintains the pawl's mobility and uniform heating. As heat gradually reaches the contact area between the ratchet and the pawl, the viscosity of the lubricating medium coated on the transmission component decreases under low-temperature conditions, thus reducing the pawl's swing resistance relative to the ratchet. Subsequently, when it is necessary to lock the motor shaft, the electromagnet assembly further drives the pawl to rotate around the pivot point between the connecting part and the pawl, causing one end of the pawl to engage with the ratchet teeth, thereby locking the ratchet pressed onto the motor shaft and restricting its rotation. When it is necessary to release the parking position, the electromagnet assembly reverses or loses power, and the pawl disengages from the engagement position under its own return force and the gap between it and the ratchet, allowing the motor shaft to return to a rotatable state.

[0115] Since the connecting part provides stable support and rotation guidance for the pawl, and the heat conduction component can transfer the heat generated by the electromagnet component to the area adjacent to the ratchet and pawl, the embodiments of this application can effectively reduce the viscous resistance torque caused by the thickening of the lubricating medium in low temperature environment, reduce the probability of pawl action delay and insufficient engagement, and improve the consistency and reliability of locking and releasing actions, thereby improving the execution stability of the parking mechanism under cold working conditions.

[0116] In one possible implementation, please refer to [reference needed]. Figure 2 .like Figure 2 As shown, the connecting part includes: a first connecting part 321, a second connecting part 322, and a third connecting part 323 connected sequentially along the thickness direction of the heat-conducting component. The first connecting part is connected to the heat-conducting component. The first connecting part, the second connecting part, and the third connecting part together form a receiving area. The pawl part is located in the receiving area. The first connecting part and the third connecting part both have a first connecting hole. The pawl located in the receiving area has two connecting protrusions, and each connecting protrusion is inserted into each of the first connecting holes.

[0117] The first connecting part is typically located on the side closest to the heat-conducting part, the second connecting part is located in the middle, and the third connecting part is located on the side furthest from the heat-conducting part. These three parts are sequentially connected along the thickness direction of the heat-conducting assembly and together form a receiving area. A pawl portion is embedded within this receiving area, and two connecting protrusions are respectively inserted into the first connecting holes provided in the first and third connecting parts to form a rotational connection or a locking relationship between the two fulcrums. The first connecting part is connected to the heat-conducting part to ensure a stable assembly reference and heat conduction path between the connecting part and the heat-conducting assembly.

[0118] The first, second, and third connecting parts can be plate-shaped, lug-shaped, or frame-type connecting parts, respectively, or they can adopt an integrally formed stepped structure. The first connecting hole can be a round hole, an oblong hole, or a positioning hole with chamfers. The connecting protrusion can be a cylindrical boss, a hemispherical protrusion, or a shoulder-type protrusion. The connecting parts can be made of stainless steel, aluminum alloy, carbon steel, copper alloy, or high-strength engineering plastics. The connecting protrusion on the pawl can be formed by stamping, welding, riveting, or integrally formed with the pawl body.

[0119] In some possible embodiments, the receiving area can be designed as an envelope space with a predetermined gap, the width of which is slightly larger than the thickness of the pawl body, to allow the pawl to swing within a preset angle range without jamming. Simultaneously, a sealant can be applied to the contact surface between the receiving area and the pawl, or an elastic bushing can be provided to prevent lubricant leakage while allowing the pawl to swing. A clearance fit or a slight transition fit can be used between the first connecting hole and the connecting protrusion to improve positional repeatability while ensuring rotational flexibility and reducing the impact of assembly tolerances on motion consistency. The height, width, and depth of the receiving area can be designed to match the pawl dimensions, typically maintaining appropriate gaps between the pawl body and the first and third connecting portions. The diameter of the first connecting hole is slightly larger than the outer diameter of the connecting protrusion to meet the requirements of rotation and thermal expansion and contraction compensation. Furthermore, the thickness of the second connecting portion can be less than or equal to that of the first and third connecting portions to reduce unnecessary cross-sectional changes in the thermal resistance path while ensuring structural strength.

[0120] When the electromagnet assembly receives a set current, it generates heat and transfers the heat energy outward through the heat-conducting component that is attached to it. The receiving area formed by the first connecting part, the second connecting part and the third connecting part, while maintaining the partial surrounding support of the pawl, transfers the heat more directly to the working area where the pawl is located, so that the pawl and the surrounding lubricating medium in the receiving area gradually heat up and reduce the viscosity.

[0121] Meanwhile, the two connecting protrusions on the pawl are respectively embedded in the first connecting holes of the first connecting part and the third connecting part. When the electromagnet assembly drives the pawl to move, the pawl can rotate smoothly around the connecting protrusions relative to the connecting part, and maintain a predetermined motion trajectory under the dual constraints of the first and third connecting parts. It should be noted that the connecting protrusions of the pawl and the connecting holes adopt a clearance fit, and the clearance size is controlled within a set range to prevent the lubricating medium from overflowing into the non-moving area due to excessive clearance, ensuring that the cleanliness of the connecting part and the heat conduction efficiency are not affected by contamination.

[0122] Since the second connecting part is located between the two connecting parts, it can provide intermediate support for the pawl and form a continuous heat conduction path. Therefore, the starting resistance of the pawl in low temperature environment is reduced, and the meshing and release process between the pawl and the ratchet is smoother. This enables the parking mechanism to maintain high operational reliability during the locking process of the motor shaft when the power is on and off.

[0123] Based on the above analysis, it can be seen that the embodiments of this application can improve the assembly positioning accuracy and motion stability of the pawl through the coordinated design of enclosed containment, dual-point rotation connection and heat conduction path. On the other hand, it can enhance the heat transfer efficiency from the electromagnet assembly to the transmission assembly, thereby helping to reduce the viscous resistance torque caused by the lubricating medium at low temperatures, reduce jamming and slow response, and improve the adaptability of the parking mechanism in cold working conditions.

[0124] In one possible implementation, the thermally conductive component includes a metal substrate layer, wherein the metal substrate layer is used to absorb and conduct heat to the transmission component.

[0125] In one possible embodiment, the metal substrate layer is typically disposed on the main body of the heat-conducting component and can be integrally formed or stacked with the heat-conducting part, connecting part or other auxiliary structure, so that it can establish a stable thermal coupling path with the electromagnet component and the transmission component through surface contact, bonding contact or partial pressing.

[0126] Based on the heat conduction requirements of the heat-conducting components, the metal substrate layer can adopt a thin plate, sheet, mesh, or porous plate structure to increase the heat exchange area and shorten the heat diffusion path within a limited installation space. In terms of material selection, the metal substrate layer can be any of aluminum, copper, aluminum alloy, copper alloy, stainless steel, nickel-plated steel, or composite metal materials. Alternatively, multi-layer composite metal plates, stamped metal sheets, or metal parts with heat dissipation fins can be selected according to corrosion resistance and heat capacity requirements to balance thermal conductivity and mechanical strength.

[0127] Furthermore, the thickness of the metal substrate layer is usually smaller than its planar dimensions to form a larger area-to-thickness ratio, which is conducive to the rapid diffusion of heat within the layer and its uniform transfer to adjacent structures; the planar dimensions of the metal substrate layer can be adapted according to the relative arrangement of the electromagnet assembly and the transmission assembly to ensure coverage of the main heat-generating areas and to achieve effective heat exchange.

[0128] Furthermore, the metal substrate layer itself generally does not participate in active movement, but relies on the high thermal conductivity of its own material to continuously absorb the heat transferred from the electromagnet component, and further transfer the heat to the local contact area of ​​the transmission component, thereby compensating for the temperature rise of the relevant moving parts before the locking or releasing action occurs.

[0129] Based on the above analysis, it can be seen that the metal substrate layer can reuse the heat of the electromagnet assembly without adding an independent heating device, thereby achieving directional heat conduction and heat diffusion of the transmission assembly, and thus improving the consistency of the parking mechanism's operation and engagement reliability in low-temperature environments.

[0130] When the electromagnet assembly is energized with a set current below the actuation threshold, it first generates heat that can be absorbed by the metal substrate layer. Due to its high thermal conductivity, the metal substrate layer rapidly diffuses this heat along its plane and transfers it to the transmission component that is in contact with it. This causes the lubricating medium inside and on the surface of the transmission component to gradually heat up and return to a lower viscosity. As the viscous resistance torque decreases, when the electromagnet assembly switches to the actuation state, the engagement, locking, and release actions between the pawl and ratchet after de-energization can all be completed under conditions of less resistance, thereby reducing the risk of delayed action, jamming, or insufficient engagement.

[0131] Because the metal substrate layer has both heat diffusion and heat buffering functions during heat conduction, the transmission components are heated more evenly, which can avoid the instability of lubricating medium performance caused by excessive local temperature rise. This improves the response consistency and reliability of the parking mechanism under cold conditions, and reduces system energy consumption and layout difficulty without introducing additional complex heating structures.

[0132] In one possible implementation, the parking mechanism further includes a heat-conducting layer disposed between the bottom of the heat-conducting component and the electromagnet component.

[0133] In this implementation, a thermally conductive layer is sandwiched between the bottom of the thermally conductive component and the electromagnet component, typically arranged along the interface where they adhere to each other. A stable connection is formed through press-fitting, dispensing, lamination, or pre-coating followed by curing, establishing a continuous heat conduction path between the upper surface of the thermally conductive component and the bottom of the electromagnet component. Furthermore, the thermally conductive layer can take the form of one or more combinations of thermally conductive pads, thermally conductive adhesive layers, phase change thermally conductive layers, or metal foil layers. Thermally conductive pads can be elastic sheet structures to compensate for assembly tolerances and fill microscopic gaps; thermally conductive adhesive layers can combine thermal conductivity and adhesion after curing; phase change thermally conductive layers can soften or undergo phase change within the operating temperature range to improve contact adhesion; and metal foil layers can achieve rapid heat diffusion through their high thermal conductivity. The materials can be selected from silicone-based thermally conductive materials, graphite materials, metal powder-filled composite materials, phase change materials or high thermal conductivity polymer materials. Aluminum foil, copper foil or composite matrix containing high thermal conductivity fillers can also be introduced according to heat dissipation requirements to achieve a balance between thermal conductivity, flexibility and ease of assembly.

[0134] The thermally conductive layer is typically designed as a thin layer structure, with a thickness that is sufficient to fill the microscopic unevenness of the interface without significantly increasing the thermal resistance. For example, it can be 0.1 mm to 3 mm. Its planar area is usually adapted to the effective contact area of ​​the bottom of the thermally conductive component or the bottom of the electromagnet component to form a covering heat transfer and avoid local voids that would cause discontinuous heat flow.

[0135] The interface between the heat-conducting layer and the heat-conducting components, as well as between the heat-conducting layer and the electromagnet components, mainly achieves energy transfer through heat conduction and heat diffusion when energized and heated. It itself usually does not participate in mechanical motion, but by improving contact integrity and reducing contact thermal resistance, the rate and uniformity of heat transfer to the transmission components can be improved.

[0136] When the electromagnet assembly is energized with a set current lower than the actuation threshold, it continuously generates heat. This heat is first transferred from the bottom of the electromagnet assembly to the heat-conducting layer, then from the heat-conducting layer to the heat-conducting component, and diffuses along the heat-conducting component to the transmission component that is in contact with it. This causes the low-temperature lubricating medium near components such as ratchet and pawl to gradually become heated and reduce viscosity, thereby reducing the viscous resistance torque of the transmission pair before and after parking lock or release.

[0137] Because the heat-conducting layer effectively eliminates tiny gaps and uneven areas on the bottom contact surface, interface losses during heat transfer are reduced, allowing the heat generated by the electromagnet assembly to act on the target transmission part more quickly. This improves the response speed and engagement consistency of the pawl action in low-temperature environments. As heat gradually diffuses within the transmission assembly and the fluidity of the lubricating medium is restored, the electromagnet assembly can more stably complete the locking or releasing action of the motor shaft when subsequently powered on, reducing sluggishness, jamming, or incomplete release caused by excessive resistance.

[0138] Therefore, it can be seen that the heat-conducting layer enhances the thermal management effect by leveraging the heating capacity of the electromagnet assembly itself without adding an additional independent heating device. This not only helps improve the reliability and consistency of the parking mechanism under low-temperature conditions, but also balances structural compactness and energy consumption control.

[0139] Based on the foregoing embodiments, it further includes a housing 2; the housing is provided with a receiving groove, and at least part of the heat-conducting components are located in the receiving groove;

[0140] And / or, the parking mechanism also includes a mounting component, the electromagnet assembly having a second connection hole and the housing having a third connection hole, the mounting component being inserted into the second connection hole and the third connection hole to connect the electromagnet assembly and the housing;

[0141] And / or, the transmission assembly includes a first transmission component and a second transmission component, the first transmission component and the second transmission component are connected in a transmission manner, the second transmission component is press-fitted onto the motor shaft, and the first transmission component is rotatably connected to the housing.

[0142] In this embodiment, the housing can be constructed using an integral casting structure, a stamping and welding structure, or an injection molding structure. The material can be aluminum alloy, steel, magnesium alloy, or reinforced engineering plastics to balance strength, weight, and corrosion resistance. A receiving groove on the housing is used for partial storage and positioning of the heat-conducting component, ensuring that the component is at least partially embedded inside the housing. This reduces external space requirements and improves the stability of the heat conduction path. The receiving groove can be an integrally formed recess, stepped groove, or open window structure. Its depth and width typically match the shape of the heat-conducting component, with allowances for assembly tolerances and thermal expansion / contraction compensation to ensure reliable fit of the heat-conducting component under both low-temperature and high-temperature conditions.

[0143] The mounting component is used to achieve mechanical connection and positioning between the electromagnet assembly and the housing. It can be a pin, bolt, rivet or quick-release pin. The second connection hole on the electromagnet assembly is set opposite to the third connection hole on the housing. After the mounting component is inserted between the two, a detachable connection or a semi-permanent connection can be formed to limit the displacement and swing of the electromagnet assembly during operation.

[0144] The diameters of the second and third connecting holes are usually slightly larger than the outer diameter of the mounting component to form an assembly fit and facilitate tolerance compensation. The length of the mounting component is set according to the housing thickness, the thickness of the electromagnet assembly mounting base, and the preload requirements.

[0145] Furthermore, the transmission assembly includes a first transmission component and a second transmission component, which are connected by meshing, friction, or keying. The second transmission component is press-fitted onto the motor shaft to ensure reliable torque transmission and prevent relative slippage. The second transmission component includes a ratchet. The first transmission component is rotatably connected to the housing, typically through a shaft-hole fit, bearing support, or shaft fulcrum for rotatable mounting. The first transmission component includes a first gear 53 and a second gear 54. The first gear is press-fitted onto the motor shaft, located above the ratchet, and meshes with the second gear to transmit motor power.

[0146] During operation, the electromagnet assembly is fixed to the housing by mounting components. At least a portion of the heat-conducting component is embedded in the receiving groove and remains in contact with the electromagnet assembly and the transmission assembly. When the electromagnet assembly is energized with a set current, the heat generated is first transferred to the transmission assembly area near the receiving groove via the heat-conducting component, thereby preheating the lubricating medium coated on the transmission assembly and reducing its viscosity and viscous resistance torque under low-temperature conditions. Simultaneously, the motor drives the motor shaft to rotate, and the second transmission component pressed onto the motor shaft rotates synchronously, transmitting the motion to subsequent components rotatably connected to the housing via the first transmission component. Because the housing provides stable support for the first transmission component and the mounting components provide reliable positioning for the electromagnet assembly, the relative positions of the components remain stable during transmission, and the heat-conducting component can continuously maintain the heat transfer interface.

[0147] Furthermore, since the housing is in contact with both the heat-conducting components and the electromagnet components, some of the heat generated by the electromagnet components is conducted to the housing, which then conducts this heat to the moving parts of the parking mechanism, such as the transmission gears and locking pins, thereby reducing the viscous resistance of the grease between the moving parts.

[0148] Based on the above structural and kinematic relationship, the electromagnet assembly can use its own heat to thermally compensate for the transmission components without the need for an additional independent heater. This improves the problems of slow locking, insufficient engagement, or incomplete release caused by the increased viscosity of the lubricating medium in low-temperature environments, enhances the consistency and reliability of the parking mechanism in cold conditions, and reduces system complexity and additional energy consumption while maintaining a compact structure.

[0149] Based on the aforementioned embodiments, the motor is further mounted on one side of the housing, and the motor shaft passes through the housing and extends to the opposite side of the housing.

[0150] Based on the above structure, after the motor is installed on one side of the housing, its output end is set opposite to the housing. The motor shaft passes through the side wall of the housing or a reserved opening and extends to the opposite side of the housing, so that the power input end is arranged on one side of the housing, while the transmission components related to parking are arranged on the opposite side of the housing, so as to form a relatively separate installation pattern.

[0151] Optionally, the motor can be a cylindrical DC motor, a flat brushless motor, or an integrated motor with a reduction gear mechanism. A flange mounting area, a positioning boss, or screw fixing holes can be provided on one side of the housing to ensure reliable motor fixation. The motor shaft can be a solid shaft, a hollow shaft, or a stepped shaft, and the material can be alloy steel, stainless steel, or surface-hardened steel to improve torsional strength and wear resistance.

[0152] The diameter of the motor shaft is usually determined based on the required output torque and transmitted load. The diameter of the through area on the housing is generally slightly larger than the outer diameter of the motor shaft to allow for assembly clearance or bearing fit space. The axial length of the motor should meet the space requirements for it to pass through from one side of the housing to the other side and form an effective connection with the transmission components.

[0153] In one possible embodiment, after the motor is fixed to one side of the outer side of the housing, its motor shaft extends through the thickness of the housing and to the opposite side. The end of the motor shaft can be directly connected to a ratchet or gear located on the opposite side, or it can be connected via a coupling, intermediate shaft, or reduction gear structure to adapt to different parking mechanism layouts. When the motor starts, it drives the motor shaft to rotate. The rotational motion of the motor shaft crosses the housing wall and is transmitted to the actuator on the opposite side of the housing, enabling the electromagnet assembly and the transmission assembly to work together inside the housing or on the opposite side, thereby reducing interference in the power transmission path. Since the motor and the transmission actuator are located on opposite sides of the housing, the internal space of the housing is more likely to form relatively independent installation areas, which helps to avoid local interference and improve assembly consistency. It also facilitates the matching design of the motor posture, the extension length of the motor shaft, and the position of the housing openings according to the installation position.

[0154] Thus, the motor transmits the rotational driving force stably to the transmission components on the opposite side of the housing through the motor shaft that passes through the housing, thereby completing the driving and locking control of the parking mechanism. In low-temperature conditions, this arrangement makes the spatial relationship between the driving end and the execution end clearer, which facilitates the transfer and utilization of relevant heat by combining heat conduction components. This reduces the impact of the viscosity resistance of the lubricating medium while improving the stability and reliability of the action response, and reduces the assembly restrictions caused by the compact layout of the mechanism.

[0155] Furthermore, this application embodiment also provides a control method for a parking mechanism. This control method is applied to a parking mechanism, which includes a motor, an electromagnet assembly, a transmission assembly, and a heat-conducting assembly. The transmission assembly is drively connected to the electromagnet assembly, fixedly connected to the motor shaft, and coated with a lubricating medium. The electromagnet assembly is used to drive the transmission assembly to lock the motor shaft when energized, and to drive the transmission assembly to release the lock on the motor shaft when de-energized. The heat-conducting assembly is fitted to the electromagnet assembly and the transmission assembly, and when the electromagnet assembly is energized with a set current less than the actuation threshold, it conducts the heat generated by the electromagnet assembly to the transmission assembly.

[0156] When executing the above control method, the vehicle controller or parking controller is electrically connected to the vehicle status detection unit and the drive circuit of the electromagnet assembly. When the vehicle is stationary, it first determines whether preheating is required. If preheating is required, a set current is injected into the electromagnet assembly, causing the electromagnet assembly to heat up without mechanical action. This heat is transferred to the transmission component area coated with lubricating medium through the heat conduction component, and then the system waits for subsequent parking lock or release commands.

[0157] Figure 4 This is a schematic flowchart illustrating a control method for a parking mechanism provided in an embodiment of this application. Figure 4 As shown, the control method includes:

[0158] S401: When the vehicle is stationary, acquire multi-dimensional preheating intent information of the vehicle.

[0159] In this step, the multidimensional preheating intent information is input information used to comprehensively reflect whether the vehicle needs to be preheated. This information is obtained when the vehicle is stationary and is combined with various preheating intent sources related to the vehicle to determine whether the vehicle has a preheating requirement.

[0160] This step is executed by the vehicle controller or parking controller. The vehicle controller or parking controller receives the vehicle's stationary status signal through the vehicle communication bus and, after confirming that the vehicle is stationary, triggers the preheating intent acquisition process. The purpose is to avoid interfering with vehicle driving safety and the normal operation of core components during the preheating process. Since this control method serves the parking mechanism, which includes electromagnet components, transmission components, and heat-conducting components, the acquired information directly serves to determine whether the electromagnet components have entered a low-current heating state.

[0161] The vehicle controller or parking controller, through signal connections with relevant units, collects data reflecting the current vehicle status and subsequent action trends, and then organizes this data into multi-dimensional preheating intention information. The multi-dimensional preheating intention information obtained in this step will ultimately be used to determine whether to activate the heat source in advance and to guide the heat to the transmission contact area through heat-conducting components.

[0162] S402: Based on the multi-dimensional preheating intent information, determine whether the vehicle has a preheating requirement.

[0163] In this step, the preheating requirement refers to the necessity for the parking mechanism to perform thermal compensation on the transmission components and their lubricating medium in the current stationary state of the vehicle, so that the transmission resistance is within an acceptable range when the electromagnet components perform locking or releasing actions.

[0164] This step is completed by the vehicle controller or parking controller. The vehicle controller or parking controller inputs the multi-dimensional preheating intention information obtained from S401 into the preset judgment logic to comprehensively determine whether the vehicle needs preheating. This step directly corresponds to the structure of the parking mechanism: since the transmission component is fixed to the motor shaft and is coated with a lubricating medium, the resistance to movement at low temperatures is mainly concentrated in the engagement and disengagement process of the electromagnet component driving the transmission component. Therefore, the judgment objective of the vehicle controller or parking controller is to analyze whether it is necessary to preheat the transmission area using the heating characteristics of its coil before the electromagnet component officially operates. If the vehicle controller or parking controller determines that there is no need for preheating, the electromagnet component remains in normal standby mode and no set current is injected into it. The subsequent execution will still follow the normal parking or release logic. If it determines that there is a need for preheating, it will output a preheating allow signal to the next step. Thus, the information obtained from S401 is processed internally by the controller and converted into control decisions for the electromagnet component drive circuit, realizing the connection from information acquisition to heat source activation determination.

[0165] S403: When it is determined that the vehicle has a preheating requirement, a set current is injected into the electromagnet assembly in the parking mechanism. The set current is less than the actuation threshold of the electromagnet assembly.

[0166] In this step, the set current is a predetermined energizing current applied to the electromagnet assembly, the value of which is limited to a range that does not trigger the electromagnet assembly to drive the transmission component to perform a locking or releasing mechanical action. The actuation threshold is the threshold at which the electromagnet assembly begins to generate a current sufficient to drive the transmission component to perform a locking or releasing mechanical action. Therefore, when the set current is less than this actuation threshold, the electromagnet assembly remains mechanically inactive but electrically heated.

[0167] This step is implemented by the vehicle controller or parking controller through the drive circuit of the electromagnet assembly. Upon receiving the preheating requirement determination result from S402, the vehicle controller or parking controller outputs a preheating control signal to the corresponding drive terminal of the electromagnet assembly, causing the drive circuit to conduct according to a preset current value or duty cycle, injecting a set current less than the actuation threshold into the electromagnet assembly coil. The electromagnet assembly generates Joule heat after being energized, but since the set current is insufficient to drive the electromagnet assembly to perform mechanical actuation, the lock-up state between the transmission component and the motor shaft remains unchanged during this stage. At this time, the heat from the heating area of ​​the electromagnet assembly is transferred to the transmission component through the heat-conducting component in contact with it, causing the temperature of the lubricating medium coated on the surface of the relevant parts to rise and the viscous resistance torque to decrease. When a formal parking lock command or parking release command is received, the electromagnet assembly is switched to the corresponding actuation current or de-energized state to complete normal mechanical control. By limiting the set current below the actuation threshold, the time-sharing use of the electromagnet assembly's heat source function and mechanical drive function on the same structure is achieved.

[0168] Based on the above analysis, in this embodiment, relying on a parking mechanism including a motor, electromagnet assembly, transmission assembly, and heat conduction assembly, the vehicle controller or parking controller first acquires multi-dimensional preheating intention information when the vehicle is stationary. Based on this, it determines whether preheating is required. If preheating is required, a set current less than the actuation threshold is injected into the electromagnet assembly, causing it to heat up before the transmission assembly locks or releases. The heat is then transferred to the transmission assembly area coated with lubricating medium via the heat conduction assembly. Thus, before the subsequent parking or releasing action, the viscous resistance torque of the lubricating medium in the transmission components is reduced in advance, resulting in a more stable response of the electromagnet assembly driving the transmission assembly, and a correspondingly lower probability of locking and releasing abnormalities under low-temperature conditions.

[0169] Based on the above embodiments, before controlling the injection of a set current into the electromagnet assembly in the parking mechanism, the method further includes: when it is determined that the vehicle has a preheating requirement, acquiring real-time status data of the vehicle; performing safety arbitration on the real-time status data to obtain a safety arbitration result; and determining the safety arbitration result to indicate that the arbitration is successful.

[0170] The vehicle's real-time status data characterizes the current operating and hardware status of the parking mechanism before preheating. This data can be derived from the operating status information of the motor, electromagnet components, and transmission components within the housing. Safety arbitration is the process by which the vehicle controller or parking controller verifies the preheating execution conditions based on the real-time status data.

[0171] After determining that the vehicle requires preheating, the vehicle controller or parking controller reads state variables related to the motor, electromagnet assembly, transmission components, and battery, including parking request status, shaft speed, internal housing temperature, battery state of charge (SOC), and electromagnet assembly operating feedback. These state variables are then used as safety arbitration inputs. The vehicle controller or parking controller performs logical comparisons and threshold checks on the real-time state data. If the current state meets the condition that the electromagnet assembly is energized with a set current below the actuation threshold, a safety arbitration result indicating successful arbitration is generated and sent to the electromagnet assembly's drive circuit.

[0172] When the safety arbitration result indicates that the arbitration is successful, the vehicle controller or parking controller is allowed to inject a set current into the electromagnet assembly, causing the electromagnet assembly to generate heat without triggering the ratchet and pawl mechanical actions. This heat is then transferred to the transmission assembly via the heat conduction component, preheating the lubricating medium on it. If the safety arbitration result indicates that the arbitration is unsuccessful, the vehicle controller or parking controller keeps the electromagnet assembly de-energized or maintains a state where preheating is prohibited, thus ensuring that the preheating action is only performed when the motor, housing, and transmission assembly are in suitable operating conditions.

[0173] Optionally, the electromagnet assembly is connected to the control printed circuit board assembly (PCBA) via two pins. After receiving the result indicating that the arbitration has passed, the vehicle controller or parking controller sends a current setting value to the control PCBA, which then performs real-time closed-loop regulation of the current output to the electromagnet to stabilize the current within the target range.

[0174] By using the above control method, the injection of the set current is limited to after the safety condition is established. The heating process of the electromagnet assembly is separated from the mechanical locking process of the parking mechanism. This allows the preheating of the transmission assembly by the heat conduction assembly to only occur when the current state conditions of the vehicle meet the safety conditions. This improves the consistency and control reliability of the preheating execution without changing the original connection relationship between the electromagnet assembly, the heat conduction assembly, and the transmission assembly.

[0175] Furthermore, based on the above embodiments, security arbitration is performed on the real-time state data to obtain a security arbitration result, including: performing multi-condition security arbitration on the real-time state data to obtain a security arbitration result, wherein the multi-condition security arbitration includes: security constraint verification and state matching verification.

[0176] In this embodiment, real-time status data is acquired by the vehicle controller or parking controller. This real-time status data includes at least the vehicle stationary signal, parking request signal, electromagnet component operating status, battery SOC, and transmission component status. After acquiring the real-time status data, the vehicle controller or parking controller first performs a safety constraint check to determine whether the vehicle currently has a high-voltage system fault, whether the parking mechanism hardware is free from jamming or short-circuit faults, whether the battery SOC is below the minimum limit, and whether the vehicle has any safety alarms affecting the operation of the parking mechanism. If it is determined that the vehicle currently has no high-voltage system fault, no parking mechanism hardware jamming or short-circuit faults, the battery SOC is not below the minimum limit, and the vehicle has no safety alarms affecting the operation of the parking mechanism, then the vehicle can be considered to have passed the safety constraint check.

[0177] Subsequently, the vehicle controller or parking controller performs a status matching verification on the vehicle using real-time status data. This is used to determine whether the vehicle is currently in a stationary state that allows preheating and whether the driver is performing actions such as parking or shifting gears, thereby avoiding conflicts between the preheating process and user-initiated operations. If it is determined that the vehicle is currently in a stationary state that allows preheating and that the driver is not performing actions such as parking or shifting gears, the vehicle can be considered to have passed the status matching verification.

[0178] After confirming that the vehicle has passed the safety constraint verification and state matching verification, the vehicle controller or parking controller outputs the safety arbitration result of passing the safety arbitration and allows subsequent preheating control to proceed; if either verification is not met, the result of failing the safety arbitration is output and the preheating command is terminated.

[0179] By adopting the above specific implementation method, the judgment basis of real-time status data can be expanded from a single condition to a comprehensive judgment of multiple conditions, the safety arbitration result is more stable, and it can accurately correspond to the preheating execution status of the parking mechanism, thereby improving the synergistic improvement of functional reliability, energy consumption rationality and component safety in the process of executing low temperature preheating control.

[0180] In some embodiments, the set current is determined by: obtaining an initial current through internal magnetic circuit simulation and structural mechanics simulation of the electromagnet assembly; obtaining a correction coefficient through vehicle calibration; and multiplying the initial current by the correction coefficient to obtain the set current.

[0181] In this embodiment, the electromagnet assembly, electromagnet assembly body, heat conduction assembly, and transmission assembly in the parking mechanism correspond to the execution object of the control method. For the electromagnet assembly, a simulation model is first established based on its coil parameters, magnetic circuit material, and installation dimensions. Then, structural mechanics simulation is used to verify its stress state and thermal deformation state when energized below the actuation threshold, thereby obtaining the initial current that meets the preheating requirements.

[0182] Subsequently, under actual vehicle conditions, this initial current is input into the vehicle control system, causing the electromagnet assembly to operate with a current lower than the actuation threshold. Calibration is then performed, taking into account actual housing installation errors, the fit of the heat-conducting components, and the low-temperature state of the lubricating medium on the transmission components, to obtain a correction coefficient consistent with the vehicle. The vehicle controller or parking controller multiplies the initial current by the correction coefficient, outputs a set current, and applies this set current to the electromagnet assembly. This causes the electromagnet assembly to generate heat without triggering a locking action, which is then transferred to the transmission components via the heat-conducting components.

[0183] It should be noted that when the electromagnetic force generated by the electromagnet assembly under the set current is less than the minimum starting force for the armature to move, the locking or unlocking action will not be triggered.

[0184] Since the set current is determined through dual calibration of simulation and actual vehicle, its correspondence with the actual thermal response and assembly state of the mechanism is more consistent, thus making the subsequent preheating control and parking action switching more stable.

[0185] Furthermore, the aforementioned control of injecting a set current into the electromagnet assembly in the parking mechanism includes: controlling the injection of a set current into the electromagnet assembly in the parking mechanism within a heating duration interval, wherein the heating duration interval is determined based on the vehicle's current temperature data.

[0186] In this embodiment, the vehicle's current temperature data can be collected by a temperature acquisition unit located near the housing, motor, or in the vehicle's surrounding environment. The collected data is processed by the vehicle controller or parking controller and then input into the heating duration interval determination logic. The vehicle controller or parking controller can be electrically connected to the electromagnet assembly, motor, and connection structure mounted on the housing. Based on the current temperature data, it determines the corresponding energizing duration and then outputs a drive signal to energize the electromagnet assembly with a set current less than the actuation threshold during that duration. Since the electromagnet assembly is attached to the heat-conducting assembly, the heat generated by energizing is transferred to the transmission assembly via the heat-conducting assembly, and then acts on the parts coated with lubricating medium, such as the ratchet and pawl.

[0187] When the current temperature is low, the vehicle controller or parking controller extends the corresponding heating time interval according to the temperature gradient by controlling the PCBA, thus increasing the energizing time of the electromagnet assembly to allow the heat-conducting components to transfer more heat to the transmission components. When the current temperature is high, the vehicle controller or parking controller shortens the corresponding heating time interval according to the temperature gradient by controlling the PCBA, thus reducing the energizing time and adapting the preheating process to the current temperature state. It should be noted that the reference heating time at different ambient temperatures is obtained in advance through simulation calculations and calibration in a cryogenic environment chamber.

[0188] By adjusting the heating time range based on the current temperature data, it can be ensured that the temperature of the moving parts of the parking mechanism can be raised to the optimal working temperature range of the lubricating medium at different temperatures. At the same time, the maximum temperature of the electromagnet coil during the heating process does not exceed the maximum limit allowed by the coil insulation class, eliminating the risk of overheating failure and lifespan reduction.

[0189] In summary, this embodiment determines the heating time range based on the vehicle's current temperature data and injects a set current into the electromagnet assembly within this range. This allows the electromagnet assembly to achieve a preheating time that matches the environmental conditions under low-temperature conditions. The heat, transferred through the heat-conducting component, can then act more promptly on the transmission components, reducing the resistance caused by increased viscosity of the lubricating medium to the pawl action and ratchet engagement. Because the energizing time is set in accordance with the temperature state, the preheating process can meet thermal compensation requirements while avoiding ineffective energizing, thus improving the consistency of the parking mechanism's operation under cold conditions.

[0190] In some examples, the aforementioned multi-dimensional preheating intent information includes: the vehicle's current environmental data, the vehicle's historical usage behavior, and the user's proactive demand data. Correspondingly, based on the multi-dimensional preheating intent information, determining whether the vehicle has a preheating need includes: weighting and summing the current environmental data, the vehicle's historical usage behavior, and the user's proactive demand data to obtain a preheating intent value; determining that the vehicle has a preheating need when the preheating intent value is greater than or equal to a preheating threshold; and determining that the vehicle does not have a preheating need when the preheating intent value is less than the preheating threshold.

[0191] In this example, current environmental data is acquired when the vehicle is stationary, including ambient temperature, outside humidity, and low temperature level. Historical vehicle usage data includes daily commuting time, high-frequency usage periods, regular parking duration, and actual response performance of the parking function in low-temperature scenarios, as well as user-specific preheating trigger timing rules generated iteratively based on a machine learning model. User-initiated demand data can be obtained through the vehicle's human-machine interface, remote terminals, or in-vehicle reservation commands. This includes user-initiated fixed usage time reservations, remote activation of air conditioning, seat heating, and other comfort commands that trigger preheating simultaneously, as well as user-initiated preheating requests from the parking system. Next, the three types of data are converted into corresponding numerical parameters, weighted, and summed according to preset weights to obtain a preheating intent value, which is then compared with a preheating threshold.

[0192] When the preheating intention value reaches or exceeds the preheating threshold, the controller determines that the vehicle has a preheating requirement and outputs a control signal with a set current to the electromagnet assembly, causing the electromagnet assembly to be energized and generate heat without triggering the actuation threshold. The heat generated by the electromagnet assembly is transferred to the transmission assembly through the heat conduction component, preheating the lubricating medium coated on the contact surfaces of the ratchet and pawl. Because this determination process considers environmental, historical, and user information simultaneously, it can promptly initiate preheating when the temperature is low and there is a need for parking operations, while not executing preheating control when the overall intention is insufficient.

[0193] This application embodiment makes weighted judgments on multi-dimensional preheating intention information to match the preheating control of the parking mechanism with actual working conditions, usage habits and user instructions, thereby making the heat utilization of the electromagnet assembly more targeted and enabling the transmission assembly to maintain a more stable operating state during subsequent locking or releasing.

[0194] Furthermore, the control method provided in this application embodiment also includes: recording preheating process data, wherein the process data includes set current, actual action response time of the parking mechanism after preheating, current environmental data, and heating duration; and correcting the preheating threshold based on the process data.

[0195] In this embodiment, the motor, electromagnet assembly, transmission assembly, and heat conduction assembly are uniformly managed by the vehicle controller or parking controller. When the vehicle is stationary and preheating is required, the vehicle controller or parking controller first drives the electromagnet assembly to be energized according to the set current, so that it transfers heat to the transmission assembly through the heat conduction layer and heat conduction assembly. Subsequently, the vehicle controller or parking controller records the set current, current environmental data, and heating duration based on the temperature acquisition results inside the housing and the preheating duration. When the parking mechanism performs locking or unlocking actions, the actual action response time is calculated based on the action feedback signal of the motor shaft. The feedback signal can be obtained by the vehicle controller or parking controller based on the time difference between the driving time of the electromagnet assembly and the ratchet's arrival time.

[0196] After recording is completed, the vehicle controller or parking controller writes the above process data into the storage unit and uses the process data as the basis for threshold correction. According to the correspondence between the current environmental data and the actual action response time, the preheating threshold is updated. When the ambient temperature is low and the actual action response time is long, the vehicle controller or parking controller lowers the preheating threshold to trigger preheating earlier. When the heating time is long and the actual action response time is still short, the vehicle controller or parking controller raises the preheating threshold to reduce the frequency of unnecessary preheating triggers.

[0197] In this way, the energization and heating process of the electromagnet assembly, the actual response of the transmission assembly, and the environmental conditions are recorded simultaneously. The vehicle controller or parking controller then corrects the preheating threshold accordingly, ensuring that the preheating determination based on the heat-conducting assembly is consistent with the actual operating state of the parking mechanism. This makes the subsequent preheating control more suitable for the current working conditions and reduces the possibility of insufficient or ineffective preheating under low-temperature conditions.

[0198] Furthermore, the control method provided in this application embodiment also includes: during the preheating process, acquiring a feedback signal from the parking mechanism; if the feedback signal indicates an abnormal state in the parking mechanism, stopping the injection of a set current into the electromagnet assembly in the parking mechanism, and recording the abnormal state.

[0199] In a specific implementation, when the vehicle controller or parking controller injects a set current below the actuation threshold into the electromagnet assembly for preheating, it continuously receives feedback from the working current of the electromagnet assembly, the position feedback mounted on the housing, or the action feedback output by the transmission assembly, and determines whether the above feedback signals are abnormal, thereby determining whether the parking mechanism is in an abnormal state.

[0200] Optionally, anomalies in the feedback signal can be determined by comparing and analyzing preset thresholds with historical data. For example, it can detect whether the sudden change in the current of the electromagnet component exceeds 20% of the rated value or whether the position feedback signal shows a continuous fluctuation frequency exceeding 3 times / second. In addition, ambient temperature data can be integrated to comprehensively determine whether it is a temperature gradient change during normal preheating. When the comparison result indicates an abnormal state in the parking mechanism, the vehicle controller or parking controller immediately cuts off the set current output to the electromagnet component, causing the heat conduction component to stop transferring the heat generated by the electromagnet component to the transmission component. At the same time, the timestamp, feedback value, and abnormality type corresponding to the abnormal state are written to the storage unit. The abnormal state can be recorded by the vehicle controller or parking controller, which can write the abnormal state data to the on-board memory or send it to the vehicle diagnostic interface for subsequent reading.

[0201] By introducing feedback signal monitoring during the preheating process, the preheating of the electromagnet assembly and the status detection of the parking mechanism are linked for control. When the feedback signal indicates an anomaly, the set current is stopped in time, the electromagnet assembly stops heating, and the recorded information is used for subsequent fault tracing and control parameter correction. Through this control method, the parking mechanism can quickly exit the heat input state when an anomaly occurs during the low-temperature preheating stage, and retain the abnormal data. This facilitates the diagnosis and verification of the coordination status of the electromagnet assembly, heat conduction components, and transmission components, thereby improving the reliability and operational consistency of the preheating control.

[0202] The aforementioned control method further includes: after the preheating process is completed and / or when it is determined that the vehicle does not require preheating, determining whether the current environmental data is lower than the low-temperature thrust optimization threshold; if it is determined that it is lower than the low-temperature thrust optimization threshold, adjusting the injection current of the electromagnet assembly, wherein the adjusted injection current is greater than the actuation threshold current of the electromagnet assembly.

[0203] In practical implementation, after the preheating process ends and the parking function is actually triggered, this embodiment dynamically adjusts the energizing current of the electromagnet assembly to increase the driving force, ensuring reliable execution of parking lock and unlock actions, especially in cases where residual low-temperature resistance may still exist after heating or in situations where preheating has not been triggered and the vehicle is in a sudden low-temperature driving scenario. Specifically, during the period between the end of the preheating process and the start of the parking function, real-time monitoring of the current environment is required. If the current environment data is lower than the preset low-temperature thrust optimization threshold, it can be considered that there may still be residual low-temperature resistance in the parking mechanism after preheating, and the thrust optimization control logic is automatically triggered. Alternatively, if it is determined that the vehicle does not require preheating, real-time monitoring of the current environment is obtained. If the current environment data is lower than the preset low-temperature thrust optimization threshold, it can be considered a sudden low-temperature driving scenario, and the thrust optimization control logic is also automatically triggered.

[0204] After determining the trigger thrust optimization control logic, the injection current of the electromagnet assembly needs to be adjusted. The adjusted injection current is greater than the actuation threshold current of the electromagnet assembly. Specifically, the adjustment of the injection current first requires determining the current boost amplitude or ratio at different temperatures through multi-dimensional verification, and then adjusting the injection current based on the verified current boost amplitude or ratio. The determination of the current boost amplitude or ratio at different temperatures through multi-dimensional verification is carried out in the following way: first, the thrust and return force output characteristics of the electromagnet assembly under different currents are calculated through electromagnetic simulation; then, the action resistance threshold of the parking mechanism at different temperatures is measured through low-temperature environment; finally, an ambient temperature-current boost coefficient correspondence table is formed, that is, the current boost amplitude or ratio at different temperatures is formed.

[0205] By adjusting the above methods, it is possible to ensure that the pushing force and returning force of the electromagnet assembly under extreme conditions such as low temperature are effectively improved compared with the normal temperature condition, thereby overcoming the additional resistance caused by the increase in the viscosity of the lubricating grease at low temperature and achieving reliable mechanical operation.

[0206] In summary, the embodiments of this application can perform low-temperature thrust compensation on the electromagnet assembly based on the current environmental data after preheating or when there is no need for preheating. The compensated current also meets the requirement of being greater than the actuation threshold current, thereby ensuring that the locking and releasing actions of the parking mechanism remain stable and consistent under low-temperature conditions, and forming a synergy with the heat transfer function of the heat-conducting components.

[0207] Based on the above embodiments, the control method further includes: obtaining the coil temperature of the electromagnet assembly during the process of adjusting the injection current; adjusting the injection current of the electromagnet assembly when the coil temperature is greater than the safe temperature threshold, wherein the adjusted injection current is greater than the actuation threshold of the electromagnet assembly.

[0208] In practical implementation, the controller in the parking mechanism continuously reads the temperature signal at the coil of the electromagnet assembly during preheating or low-temperature thrust optimization, and converts the temperature signal into the current coil temperature. When the coil temperature of the electromagnet assembly exceeds the safe temperature threshold, a current adjustment command is output to reduce or intermittently adjust the injected current of the electromagnet assembly, ensuring that the adjusted injected current is still higher than the actuation threshold of the electromagnet assembly. Since this actuation threshold corresponds to the minimum current at which the electromagnet assembly can generate mechanical actuation, the basic actuation capability of the electromagnet assembly can still be maintained after adjustment. When the coil temperature continues to change, closed-loop adjustment can be performed by combining temperature feedback and current feedback, ensuring that the temperature rise of the electromagnet assembly remains within a safe range while heat is conducted to the transmission components.

[0209] The electromagnet assembly generates heat by setting a current. The heat is transferred to the transmission assembly via a heat-conducting component to reduce the viscosity of the lubricating medium. When the coil temperature approaches or exceeds the safe temperature threshold, the injected current is adjusted in a timely manner to prevent the coil from overheating further, while maintaining the injected current above the actuation threshold so that the electromagnet assembly can still output effective driving force. Thus, the electromagnet assembly maintains a safe balance between current and temperature while simultaneously performing heat conduction and preheating functions, thereby extending the service life of the electromagnet assembly.

[0210] By adopting this implementation method, the present application embodiment can make real-time corrections to the injected current based on the coil temperature, so that the electromagnet assembly does not exceed the safety boundary during the heat conduction preheating process and maintains a current level that meets the actuation requirements, thereby improving the continuous working stability of the parking mechanism under low temperature conditions.

[0211] In summary, the embodiments of this application, in combination with the aforementioned preheating control, form a dual guarantee in low-temperature scenarios. That is, preheating reduces resistance from the source, and thrust optimization further enhances the power redundancy. The two work together to achieve reliable operation of the parking function in low-temperature environments.

[0212] Taking the parking function control scenario of a new energy vehicle in a cold winter region as an example, this paper explains how to utilize the control method provided in the embodiments of this application. In this application scenario, a possible example is: a new energy vehicle completes the parking operation after a user's commute in an environment of -15℃. After the user gets out of the car, the vehicle needs to lock the drive shaft via the EMB parking mechanism to ensure that the vehicle will not slide while stationary. Simultaneously, before the user gets into the car the next morning, it is necessary to ensure that the parking mechanism can be quickly released to avoid operational delays or failures due to grease viscosity resistance.

[0213] Next, the control method will be explained in detail using the above examples. Figure 5 This is a flowchart illustrating a control method provided as an example of this application. Figure 5 As shown, the control method includes the following steps:

[0214] Step 1: Preheating triggers demand determination.

[0215] In this step, real-time data from the vehicle's ambient temperature sensor is collected. If the current ambient temperature is detected to be -15℃, which is lower than the preset preheating trigger threshold (e.g., -10℃), then it is necessary to comprehensively determine whether the vehicle requires preheating based on the current environmental data, the vehicle's historical usage behavior, and the user's proactive demand data. If the determination indicates that preheating is required, the next step is executed.

[0216] Step 2: Preheating safety arbitration.

[0217] In this step, the vehicle's high-voltage system status is verified to confirm whether there is a malfunction; the parking mechanism hardware (e.g., electromagnets, pawls) is checked for jamming or short circuits; and the battery SOC is confirmed to be above the minimum limit (e.g., 30%). Additionally, it must be verified that the vehicle is currently stationary and there are no driver-related operational conflicts (e.g., the brake pedal is not depressed). Once all safety constraints are met, a preheating start command is output; if any safety constraint is not met (e.g., insufficient battery charge), the trigger condition is recorded and preheating execution is delayed.

[0218] Step 3: Preheating closed-loop execution.

[0219] In response to the preheating start command, a current setpoint is sent to the control PCBA. The control PCBA uses closed-loop control to stabilize the injected current of the electromagnet assembly within the set range (e.g., 0.5A to 0.8A). This current value is lower than the actuation threshold (e.g., 1.2A), ensuring that the push rod of the electromagnet assembly has no mechanical movement. At the same time, the heating time is dynamically adjusted according to the ambient temperature sensor data, and the power-on time is extended according to the temperature gradient (e.g., the preset base time of 10 minutes is extended to 15 minutes).

[0220] During preheating, the PCBA monitors the coil temperature of the electromagnet assembly in real time. If the coil temperature approaches the temperature limit of the insulation material (e.g., 120°C), the current is automatically reduced to a safe range. After preheating, the ambient temperature, current, duration, and parking mechanism response data (e.g., locking action time) are recorded and fed back to the self-learning module, which is used to correct the preheating trigger threshold.

[0221] Step 4: Cryogenic thrust optimization control.

[0222] In this step, if the ambient temperature is still -15℃ after the user gets into the vehicle the next morning, which is lower than the preset thrust optimization threshold (e.g., -20℃), the thrust optimization logic will be automatically triggered. In this embodiment, the injected current of the electromagnet assembly will be increased to 1.5A (higher than the rated value of 1.2A) according to the ambient temperature-current boost coefficient correspondence table to enhance thrust output. Simultaneously, the coil temperature of the electromagnet assembly is monitored in real time. If the temperature approaches a safe threshold (e.g., 130℃), the injected current will be automatically reduced to the rated value. Finally, the push rod of the electromagnet assembly generates sufficient thrust under the increased current to ensure that the pawl and ratchet quickly engage or disengage, completing the parking lock or release action.

[0223] In the above examples, the embodiments of this application achieve low-temperature reliability control of the EMB parking mechanism through the following technical means:

[0224] Dynamic preheating trigger: accurately determine preheating needs by combining ambient temperature, user behavior and vehicle status;

[0225] Safety arbitration and closed-loop control: Ensure that the preheating process is carried out under safe conditions, and prevent the electromagnet assembly from overheating through current closed-loop control.

[0226] Dual protection of preheating resistance reduction and dynamic thrust optimization: The internal resistance of the parking mechanism is reduced in advance during the preheating stage, and the output thrust of the electromagnet is dynamically increased according to the real-time ambient temperature during the parking action execution stage. The combination of the two achieves higher reliability than the traditional single rated current drive scheme.

[0227] Ultimately, the embodiment of this application successfully completed the parking lock and release actions in an environment of -15℃, significantly reducing user operation delays and complaint rates, and improving the safety and comfort of driving in winter.

[0228] This application also provides an electromechanical brake, which includes the parking mechanism described above.

[0229] After integrating the electromechanical brake with the parking mechanism, parking holding and release control can be directly achieved using the motor, electromagnet assembly, transmission assembly, and heat conduction assembly within the parking mechanism. When the electromagnet assembly is energized first at a set current below the actuation threshold, its heat is transferred to the transmission assembly coated with lubricating medium via the heat conduction assembly. This reduces the resistance torque caused by the increased viscosity of the lubricating medium at low temperatures, making the ratchet, pawl, or gear components move more smoothly. Subsequently, in conjunction with the locking or releasing drive of the electromagnet assembly, the fullness of engagement and completeness of release are improved, thereby enhancing the parking reliability and response stability of the electromechanical brake in cold environments. Therefore, it achieves a balance between structural compactness, energy consumption control, and overall vehicle parking safety without the need for an additional heating device.

[0230] This application also provides a vehicle, including a vehicle body and an electromechanical brake.

[0231] Electromechanical brakes can be installed at the braking actuation points of the vehicle body to achieve vehicle parking hold and release control. In conjunction with the application of electromechanical brake parking mechanisms, electromechanical brakes can employ a collaborative structure of a motor, electromagnet assembly, transmission assembly, and heat conduction assembly. The motor provides mechanical drive, the transmission assembly transmits parking force, the electromagnet assembly completes locking or releasing, and the heat conduction assembly conducts the heat generated by the electromagnet assembly to the transmission parts. This alleviates the resistance caused by increased viscosity of the lubricating medium in low-temperature environments, resulting in smoother parking mechanism operation and more reliable locking and releasing. This improves the vehicle's parking safety and operational stability in cold conditions, thus balancing structural integration, energy consumption control, and overall vehicle user experience.

[0232] This application embodiment also provides a control device, the control device comprising:

[0233] The acquisition module is used to acquire multi-dimensional preheating intention information of the vehicle when the vehicle is stationary.

[0234] The determination module is used to determine whether the vehicle has a preheating requirement based on multi-dimensional preheating intent information;

[0235] The control module is used to inject a set current into the electromagnet assembly in the parking mechanism when it is determined that the vehicle has a preheating requirement. The set current is less than the actuation threshold of the electromagnet assembly.

[0236] The control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0237] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware. For example, a processing module can be a separate processing element, or it can be integrated into a chip within the above device. Alternatively, it can be stored as program code in the device's memory, and its functions can be called and executed by a processing element within the device. The implementation of other modules is similar. Moreover, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through integrated logic circuits in the hardware of the processor element or through software instructions.

[0238] For example, these modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), one or more Digital Signal Processors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs). As another example, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a System-On-a-Chip (SOC).

[0239] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 600 provided in this application embodiment may include: a processor 601, and a memory 602 communicatively connected to the processor, wherein:

[0240] The memory stores instructions that the computer executes;

[0241] The processor executes computer execution instructions stored in memory to implement the method described in the foregoing method embodiments.

[0242] It should be understood that processor 601 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the application can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor. Memory 602 may include high-speed random access memory (RAM), and may also include non-volatile memory (NVM), such as at least one disk storage device, or a USB flash drive, external hard drive, read-only memory, disk, or optical disc, etc.

[0243] Optionally, the electronic device 600 may also include a communication interface 603. In specific implementations, if the communication interface 603, memory 602, and processor 601 are implemented independently, they can be interconnected via a bus to complete communication. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc., but this does not imply that there is only one bus or one type of bus.

[0244] Optionally, in a specific implementation, if the communication interface 603, memory 602, and processor 601 are integrated on a single chip, then the communication interface 603, memory 602, and processor 601 can communicate through an internal interface.

[0245] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement the methods described in any of the foregoing embodiments.

[0246] It is understood that the computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0247] An exemplary computer-readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the computer-readable storage medium. Of course, the computer-readable storage medium can also be a component of the processor. The processor and the computer-readable storage medium can reside in an ASIC. Alternatively, the processor and the computer-readable storage medium can exist as discrete components in an electronic device.

[0248] The integrated modules implemented as software functional modules described above can be stored in a computer-readable storage medium. These software functional modules, stored in a computer-readable storage medium, include several instructions to cause an electronic device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of this application.

[0249] This application also provides a computer program product, including a computer program that, when executed, implements the method described in any of the foregoing embodiments.

[0250] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0251] It should be further noted that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0252] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0253] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0254] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A parking mechanism, characterized in that, include: Motor, electromagnet assembly, transmission assembly, and heat conduction assembly; among which, The transmission component is connected to the electromagnet component, the transmission component is fixed to the motor shaft, and the transmission component is coated with a lubricating medium. The electromagnet assembly is used to drive the transmission assembly to lock the motor shaft when energized, and to drive the transmission assembly to release the lock on the motor shaft when de-energized. The heat-conducting component is fitted to the electromagnet component and the transmission component, and is used to conduct the heat generated by the electromagnet component when it is energized with a set current to the transmission component, so as to reduce the viscous resistance torque of the lubricating medium. The set current is less than the actuation threshold of the electromagnet component.

2. The parking mechanism according to claim 1, characterized in that, The heat-conducting component includes a heat-conducting part; the heat-conducting part is attached to the bottom of the electromagnet component; Alternatively, the transmission assembly includes a ratchet and a pawl, and the heat-conducting assembly further includes a connector; wherein, The ratchet is press-fitted onto the motor shaft, and one end of the pawl is connected to the electromagnet assembly for transmission, while the other end is connected to the ratchet for rotation. The connector is rotatably connected to the pawl.

3. The parking mechanism according to claim 2, characterized in that, The electromagnet assembly includes: an electromagnet assembly body and a mounting part connected to the electromagnet assembly body; The orthographic projection of the electromagnet assembly body onto the reference plane is located inside the orthographic projection of the heat-conducting assembly onto the reference plane, and the reference plane is perpendicular to the thickness direction of the heat-conducting assembly. At least a portion of the orthographic projection of the mounting portion onto the reference plane is located outside the orthographic projection of the heat-conducting assembly onto the reference plane.

4. The parking mechanism according to claim 2, characterized in that, The connector includes a first connecting part, a second connecting part, and a third connecting part connected sequentially along the thickness direction of the heat-conducting component. The first connecting part is connected to the heat-conducting part in the heat-conducting component. The first connecting part, the second connecting part, and the third connecting part together form a receiving area. A portion of the pawl is located in the receiving area. Both the first connecting portion and the third connecting portion have a first connecting hole; The pawl located in the receiving area has two connecting protrusions, each of which is inserted into the first connecting hole in a corresponding manner.

5. The parking mechanism according to any one of claims 1 to 4, characterized in that, The parking mechanism also includes a housing; The housing is provided with a receiving groove, and at least a portion of the heat-conducting components are located within the receiving groove; And / or, the parking mechanism further includes a mounting component, the electromagnet assembly having a second connection hole, the housing having a third connection hole, and the mounting component being inserted into the second connection hole and the third connection hole to connect the electromagnet assembly to the housing; And / or, the transmission assembly includes a first transmission member and a second transmission member, the first transmission member and the second transmission member are connected in a transmission manner, the second transmission member is press-fitted onto the motor shaft, and the first transmission member is rotatably connected to the housing.

6. The parking mechanism according to claim 5, characterized in that, The motor is mounted on one side of the housing, and the motor shaft passes through the housing and extends to the opposite side of the housing; Alternatively, the heat-conducting component may include a metal substrate layer, wherein the metal substrate layer is used to absorb and conduct heat to the transmission component; Alternatively, the parking mechanism may further include a heat-conducting layer disposed between the bottom of the heat-conducting component and the electromagnet component.

7. A control method for a parking mechanism, characterized in that, The control method, applied to the parking mechanism as described in any one of claims 1 to 6, comprises: When the vehicle is stationary, acquire the vehicle's multi-dimensional preheating intention information; Based on the multi-dimensional preheating intent information, it is determined whether the vehicle has a preheating requirement; When it is determined that the vehicle has a preheating requirement, a set current is injected into the electromagnet assembly in the parking mechanism, and the set current is less than the actuation threshold of the electromagnet assembly.

8. The control method according to claim 7, characterized in that, Before the control injects a set current into the electromagnet assembly in the parking mechanism, it also includes: When it is determined that the vehicle has a preheating requirement, the real-time status data of the vehicle is acquired; The real-time status data is subjected to security arbitration to obtain a security arbitration result; Determining the outcome of the security arbitration indicates that the arbitration has been successful.

9. The control method according to claim 8, characterized in that, The step of performing security arbitration on the real-time status data to obtain a security arbitration result includes: The real-time status data is subjected to multi-condition security arbitration to obtain a security arbitration result, wherein the multi-condition security arbitration includes: security constraint verification and status matching verification.

10. The control method according to any one of claims 7 to 9, characterized in that, The set current is determined in the following way: The initial current was obtained by performing internal magnetic circuit simulation and structural mechanics simulation on the electromagnet assembly. The vehicle was calibrated on a real vehicle to obtain the correction coefficient; The initial current is multiplied by the correction coefficient to obtain the set current; Alternatively, the control injects a set current into the electromagnet assembly in the parking mechanism, including: During the heating period, a set current is injected into the electromagnet assembly in the parking mechanism, wherein the heating period is determined based on the current temperature data of the vehicle.

11. The control method according to any one of claims 7 to 9, characterized in that, The multidimensional preheating intent information includes: the vehicle's current environmental data, the vehicle's historical usage behavior, and user-initiated demand data; Correspondingly, determining whether the vehicle requires preheating based on the multi-dimensional preheating intent information includes: The preheating intent value is obtained by weighting and summing the current environmental data, the vehicle's historical usage behavior, and the user's proactive demand data. When the preheating intention value is greater than or equal to the preheating threshold, it is determined that the vehicle has a preheating requirement; When the preheating intention value is less than the preheating threshold, it is determined that the vehicle does not have a preheating requirement.

12. The control method according to claim 11, characterized in that, Also includes: Record the preheating process data, wherein the process data includes the set current, the actual action response time of the parking mechanism after preheating, the current environmental data, and the heating duration; The preheating threshold is adjusted based on the process data.

13. The control method according to any one of claims 7 to 9, characterized in that, Also includes: During the preheating process, the feedback signal of the parking mechanism is acquired; If the feedback signal indicates that the parking mechanism is in an abnormal state, stop injecting the set current into the electromagnet assembly in the parking mechanism and record the abnormal state. Alternatively, after preheating is completed and / or when it is determined that the vehicle does not require preheating, it is determined whether the current environmental data is below the low-temperature thrust optimization threshold; If the current is determined to be below the low-temperature thrust optimization threshold, the injection current of the electromagnet assembly is adjusted, wherein the adjusted injection current is greater than the actuation threshold current of the electromagnet assembly.

14. The control method according to claim 13, characterized in that, Also includes: During the adjustment of the injected current, the coil temperature of the electromagnet assembly is obtained; When the coil temperature exceeds a safe temperature threshold, the injection current of the electromagnet assembly is adjusted, wherein the adjusted injection current is greater than the actuation threshold of the electromagnet assembly.

15. An electromechanical brake, characterized in that, The electromechanical brake includes a parking mechanism as described in any one of claims 1 to 6.

16. A vehicle, characterized in that, Includes the vehicle body and the electromechanical brake as described in claim 15.

Images