Locking mechanism, motor gear unit and vehicle

Abstract

The utility model discloses a locking mechanism which comprises an electromagnet and a multi-stage gear transmission mechanism, a locking head of the electromagnet is arranged to be embedded in a locking groove formed in any gear of the multi-stage gear transmission mechanism in a locking state, and a locking face and a non-locking face are arranged in the locking groove. And the distance between the locking surface and the non-locking surface is greater than the width of the locking head part. According to the locking mechanism with the long and wide locking groove structure, the effectiveness of the locking action of the bistable electromagnet can be ensured, and when the locking head enters the locking groove, the front, back, left and right specific open space cannot hinder the movement of the locking head, so that the effectiveness of the axial movement of the locking mechanism is ensured, and the service life of the locking mechanism is prolonged. Therefore, a position detection sensor can be omitted, module parts are simplified, and the manufacturing cost is reduced. The utility model also discloses a motor gear unit and a vehicle.

Description

Technical Field

[0001] The utility model belongs to the technical field of brake systems, and in particular relates to a locking mechanism, a motor gear unit and a vehicle. Background Art

[0002] With the electrification transformation of vehicles, wire-controlled brake systems have gradually become a major development trend in the automotive industry. As one of them, the electromechanical brake (EMB) system adopts the form of direct drive of the wheel-end motor. Through the motion conversion mechanism, the torque and rotational motion of the motor are converted into the thrust and translational motion of the connecting parts, pushing the brake pads to clamp the brake disc, thereby obtaining braking force. At the same time, as an emerging braking system, electronic mechanical braking has abandoned large components such as vacuum boosters and hydraulic pipelines, making the chassis layout of the whole vehicle simpler and more flexible, and has the advantages of fast and precise pressure regulation, which can significantly improve the braking performance of the whole vehicle.

[0003] In the existing EMB brake caliper body technical solutions, the brake caliper body structure has a locking mechanism, one of which is a locking mechanism that uses an electromagnet as a locking power device. The power transmission is pinned and unlocked by extending and retracting the electromagnet locking head, thereby achieving the locking of the entire parking system. However, the bistable electromagnet itself has the characteristic of fast action, and during the entire locking action, it can only be maintained in the initial two positions, so the action state of the bistable electromagnet can be stuck in any position.

[0004] Patent document with publication number CN218598679U discloses a parking brake locking device, in which a plurality of bosses extend from the end face of the gear to cooperate with the head of the electromagnet push rod to realize the locking function. Due to the existence of the parking clamping force, there is a risk of the boss strength. At the same time, since the electromagnet acts instantaneously, there may be a risk of invalid locking by directly pinning the system through the electromagnet. Therefore, an external position detection system is required to realize the position state of the locking head. However, since the parking brake locking device has a very compact structural layout, there is no relevant layout space around it to arrange the position detection system. At the same time, the position detection system requires a connector for signal transmission, and there is no space for the arrangement of the connector, which makes it difficult to arrange the position detection system. Utility Model Content

[0005] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a locking mechanism, the purpose of which is to ensure the effectiveness of the locking action of the bistable electromagnet, simplify the parts of the mechanism, and reduce the manufacturing cost.

[0006] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: a locking mechanism, including an electromagnet and a multi-stage gear transmission mechanism, the locking head of the electromagnet is configured to be embedded in a locking groove provided on any one gear of the multi-stage gear transmission mechanism when in a locked state, a locking surface and a non-locking surface are provided in the locking groove, and the distance between the locking surface and the non-locking surface is greater than the width of the locking head.

[0007] The locking head is provided with a first contact surface for contacting the non-locking surface and a second contact surface for contacting the locking surface, and in the locked state, the second contact surface keeps in contact with the locking surface.

[0008] The first contact surface on the locking head and the non-locking surface of the locking groove are in relatively matched plane contact and / or relatively matched inclined surface contact. The first contact surface on the locking head and the non-contact surface of the locking groove can be an inclined surface, a plane, or a combination of a plane and an inclined surface.

[0009] A plurality of locking grooves are arranged on the end surface of the gear, and all the locking grooves are evenly distributed along the circumferential direction on the end surface of the gear.

[0010] A plurality of locking grooves are arranged on the outer circumferential surface of the gear, and all the locking grooves are evenly distributed along the circumferential direction on the outer circumferential surface of the gear.

[0011] The gear is a driven gear of a first-stage transmission mechanism in the multi-stage gear transmission mechanism.

[0012] The multi-stage gear transmission mechanism comprises a first-stage transmission mechanism and a second-stage transmission mechanism, wherein the driving gear of the first-stage transmission mechanism is connected to the motor, the driven gear of the first-stage transmission mechanism is connected to the driving gear of the second-stage transmission mechanism to form a double gear, and the driven gear of the second-stage transmission mechanism is an output gear.

[0013] A deweighting groove is arranged on the gear, and a plurality of deweighting grooves are arranged.

[0014] All the deweighting grooves arranged on the gear are evenly distributed along the circumferential direction.

[0015] The electromagnet is a bistable electromagnet, which is press-fitted into a cavity provided on the MGU housing through an end cover, and matched with the locking groove position.

[0016] The utility model also provides a motor gear unit, comprising the locking mechanism.

[0017] The utility model also provides a vehicle, comprising the motor gear unit.

[0018] The locking mechanism of the utility model can ensure the effectiveness of the locking action of the bistable electromagnet. When the locking head enters the locking groove, the specifically wide open space in the front, back, left and right sides will not hinder the movement of the locking head, thereby ensuring the effectiveness of the axial movement of the locking mechanism. The detection sensor can be eliminated, the module components are simplified, and the manufacturing cost is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] This specification includes the following drawings, which show the following contents:

[0020] Figure 1 is a schematic structural diagram of a double gear in the first embodiment;

[0021] Figure 2 is a schematic structural diagram of a double gear in Embodiment 2;

[0022] Figure 3 It is a cutaway schematic diagram of the motor gear unit;

[0023] Figure 4 It is a schematic diagram of the assembly of the double gear and the locking mechanism;

[0024] Figure 5 Schematic diagram of the state of the locking head and the locking groove when in the unlocked state;

[0025] Figure 6 Schematic diagram of the locking head and locking groove status when in locked state;

[0026] Figure 7 It is a schematic diagram of the contact state between the first contact surface end point on the locking head and the non-locking surface end point in the target locking groove when simulating parking;

[0027] Figure 8 is a schematic diagram of the contact state between the first contact surface on the locking head and the non-locking surface in the target locking groove when simulating parking;

[0028] Fig. 9 This is a schematic diagram of the state where the locking head is in the middle position of the locking groove when simulating parking;

[0029] Fig.10 It is a schematic diagram of the state where the top of the locking head is stuck to the locking surface edge of the locking groove when simulating parking;

[0030] Fig.11 This is a schematic diagram of the position of the lock head against the non-locking groove of the gear when simulating parking;

[0031] The markings in the figure are:

[0032] 1. Double gear; 1a. Locking groove 1a; 1a1. Locking surface; 1a2. Non-locking surface; 1b. Deweighting groove; 2. ECU shell cover; 3. Circuit board; 4. ECU shell; 5. Output gear; 6. Electromagnet; 6a. Locking head; 7. Motor gear; 8. MGU shell; 8a. Cavity; 9. Motor; 10. Axle pin. DETAILED DESCRIPTION

[0033] The specific implementation methods of the utility model are further explained in detail below with reference to the accompanying drawings through the description of embodiments, with the aim of helping technicians in the field to have a more complete, accurate and in-depth understanding of the concept and technical solution of the utility model and facilitating its implementation.

[0034] like Figures 1 to 11 As shown, the utility model provides a locking mechanism suitable for vehicle brakes, including an electromagnet 6 and a multi-stage gear transmission mechanism, wherein a locking head 6a of the electromagnet 6 is configured to be embedded in a locking groove 1a provided on any one gear of the multi-stage gear transmission mechanism in a locked state, a locking surface 1a1 and a non-locking surface 1a2 are provided in the locking groove 1a, and a distance between the locking surface 1a1 and the non-locking surface 1a2 is greater than a width of the locking head 6a.

[0035] Specifically, if Figure 1 and Figure 2 As shown, a locking groove 1a with a certain length is arranged on any one-stage gear, and the electromagnet 6 is arranged in a cavity 8a set on the MGU housing 8 as a driving device. The locking head 6a of the electromagnet 6 is extended and retracted to cooperate with and unlock the locking groove 1a on the gear, so as to realize the parking lock function of the entire brake.

[0036] like Figure 1 and Figure 2As shown, a locking surface 1a1 and a non-locking surface 1a2 are provided in the locking groove 1a, and the locking surface 1a1 and the non-locking surface 1a2 are inner wall surfaces at opposite ends in the length direction of the locking groove 1a, and the locking surface 1a1 is used to contact the surface of the locking head 6a in the locked state, and the non-locking surface 1a2 is used to push the locking head 6a to move out of the locking groove 1a during the rotation of the gear, and the non-locking surface 1a2 is a plane inclined in the locking groove 1a, and an angle is formed between the non-locking surface 1a2 and the axis of the gear, and the angle is an acute angle, and the moving direction of the locking head 6a is parallel to the axis of the gear, and a first contact surface in contact with the non-locking surface 1a2 is provided on the locking head 6a, and the first contact surface is an inclined plane, and an angle is formed between the first contact surface and the moving direction of the locking head 6a, and the angle is an acute angle, and the inclination angle of the first contact surface and the non-locking surface 1a2 is the same. The locking surface 1a1 is a plane parallel to the axis of the gear. A second contact surface in contact with the locking surface 1a1 is provided on the locking head 6a. The second contact surface is a plane parallel to the moving direction of the locking head 6a. In the locked state, the second contact surface is in contact with the locking surface 1a1, and the locking head 6a plays a circumferential limiting role on the gear to achieve locking.

[0037] Preferably, a plurality of locking grooves 1a are provided, and all locking grooves 1a are evenly distributed along the circumferential direction on the gear with the axis of the gear as the center line. In the locked state, the locking head 6a is inserted into one of the locking grooves 1a, the width of the locking groove 1a is greater than the width of the locking head 6a, the width direction of the locking head 6a is parallel to the width direction of the locking groove 1a, and the length direction of the locking groove 1a is perpendicular to its width direction. The length and width of the locking groove 1a are both greater than the length and width of the locking head 6a, ensuring that the locking head 6a has enough time to fully enter the locking groove 1a, so that when the lock head enters the locking groove 1a, the specific open space in the front, back, left and right will not hinder the movement of the locking head 6a, thereby ensuring the effectiveness of the axial movement of the locking mechanism, thereby eliminating the detection sensor, simplifying the module components, and reducing the manufacturing cost.

[0038] like Figure 1 and Figure 2 As shown, a deweighting groove 1b is provided on the gear, and a plurality of deweighting grooves 1b are provided. All the deweighting grooves 1b provided on the gear are evenly distributed along the circumferential direction with the axis of the gear as the center line, thereby achieving a weight reduction effect.

[0039] Preferably, the electromagnet 6 is a bistable electromagnet, which is press-fitted into a cavity provided on the MGU housing 8 through an end cover interference fit, and matched with the locking groove 1a.

[0040] like Figures 3 to 6As shown, the multi-stage gear transmission mechanism includes a first-stage transmission mechanism and a second-stage transmission mechanism. The driving gear of the first-stage transmission mechanism is connected to the motor, and the motor provides driving force. The driven gear of the first-stage transmission mechanism is provided with a locking groove 1a, and the driving gear and the driven gear of the first-stage transmission mechanism are meshed. The driven gear of the first-stage transmission mechanism is fixedly connected with the driving gear of the second-stage transmission mechanism to form a double gear 1. The driven gear of the second-stage transmission mechanism is an output gear 5. The driven gear of the first-stage transmission mechanism is meshed with the driving gear of the second-stage transmission mechanism, and the output gear 5 outputs power.

[0041] When the vehicle is parked, the clamping force exceeding the target is first set, the electromagnet 6 is energized, the locking head 6a of the electromagnet 6 extends, and then the motor is used to control the rotation of the double gear 1, and the double gear 1 retreats until the locking head 6a contacts the locking groove 1a, and the locking head 6a is inserted into the locking groove 1a to complete the locking.

[0042] As a modified implementation scheme, when the vehicle is parked, a smaller clamping force can be set first, the electromagnet 6 is energized, the locking head 6a is extended, and then the motor is controlled to clamp slowly. The locking position is determined by identifying the current, and the action is terminated when the clamping force position is met to complete the locking.

[0043] Embodiment 1

[0044] like Figure 1 As shown, the passive gear of the first-stage transmission mechanism is fixedly connected to the active gear of the second-stage transmission mechanism to form a double gear 1. A plurality of locking grooves 1a are arranged on the end face of the double gear 1. All the locking grooves 1a are evenly distributed along the circumferential direction on the end face of the gear. The end face of the double gear 1 is the plane of the double gear 1 facing the electromagnet 6. The end face of the double gear 1 is perpendicular to the axis of the double gear 1.

[0045] In this embodiment, a total of 8 locking grooves 1a are provided, and the locking grooves 1a are arc-shaped grooves, and the axis of the locking grooves 1a is the same axis as the axis of the gear. There are also 8 deweighting grooves 1b, and the deweighting grooves 1b and the locking grooves 1a are arranged in parallel along the direction from the center of the circle to the periphery, and the deweighting grooves 1b and the locking grooves 1a are staggered in the circumferential direction. Such a design structure can increase the strength of the gear.

[0046] Embodiment 2

[0047] like Figure 2 As shown, the passive gear of the first-stage transmission mechanism is fixedly connected to the active gear of the second-stage transmission mechanism to form a double gear 1. A plurality of locking grooves 1a are arranged on the outer circumferential surface of the double gear 1. All the locking grooves 1a are evenly distributed along the circumferential direction on the outer circumferential surface of the gear. The outer circumferential surface of the double gear 1 is the cylindrical surface on the double gear 1. The axis of the outer circumferential surface of the double gear 1 is also the axis of the double gear 1.

[0048] In embodiment one, the locking groove is arranged on the horizontal end face of the gear, so the electromagnet is arranged axially, and the locking mechanism forms an axial assembly form. In this embodiment, the locking groove is arranged on the outer vertical face of the gear, so the electromagnet can be arranged horizontally, and the locking mechanism forms a horizontal assembly form. Compared with the arrangement in embodiment one, this can shorten the axial dimension of the entire caliper, and the EMB caliper is compatible with a wider range of vehicle models.

[0049] In this embodiment, a total of 8 locking grooves 1a are provided, and the locking grooves 1a are arc-shaped grooves, and the axis of the locking grooves 1a is the same axis as the axis of the gear. There are also 8 deweighting grooves 1b, and the deweighting grooves 1b and the locking grooves 1a are arranged in parallel along the direction from the center of the circle to the periphery, and the deweighting grooves 1b and the locking grooves 1a are staggered in the circumferential direction. Such a design structure can increase the strength of the gear.

[0050] Embodiment 3

[0051] This embodiment provides a motor gear unit, including the locking mechanism of the above structure. Figure 3 and Figure 4 As shown, the motor gear unit further includes an MGU housing 8, an ECU housing cover 2, an ECU housing 4, a circuit board 3 and a motor, wherein the ECU housing 4 is fixedly arranged on the MGU housing 8, the ECU housing cover 2 is fixedly arranged on the ECU housing 4, and the electromagnet 6 is arranged in the MGU housing 8. The motor gear 7 is arranged axially with the motor, the motor is arranged in a cavity arranged on the MGU housing 8, the double gear 1 is arranged on the shaft pin 10, the shaft pin 10 is press-fitted on the MGU housing 8, the double gear 1 is arranged on the shaft pin 10, the electromagnet 6 is arranged in another cavity 8a arranged on the MGU housing 8, the circuit board 3 is arranged in the ECU housing 4, and the electromagnet 6 is connected to the circuit board 3 through a connector.

[0052] like Figure 5 and Figure 6 As shown, when unlocked, the locking head 6a is in a retracted state, at which time the locking head 6a and the locking groove 1a are in a decoupled state; when locked, the locking head 6a is in an extended state, at which time the locking head 6a extends into the locking groove 1a, and the two are in a combined state to complete the locking.

[0053] Embodiment 4

[0054] Since the state of the double gear 1 during parking lock is random, the position of the locking groove on the double gear 1 corresponding to the locking head 6a of the electromagnet 6 during locking is random. There are five working conditions, namely: Figure 7-Figure 11 As shown:

[0055] The first control method for the locking mechanism is: when the vehicle is parked, the clamping force of the vehicle brake is first set to the first clamping force, and the first clamping force is an over-target clamping force (when parking, the parking clamping force is a target clamping force set according to requirements, and the target clamping force is maintained for a long time with parking. Since this control method adjusts the position of the locking groove and the locking head by controlling the locking gear to retreat by a motor, and the retreat of the locking gear will cause the clamping force of the wheel end to become smaller, the first clamping force generated by the brake needs to be set to be greater than the target clamping force required by the brake when parking at the beginning, so that the clamping force when retreating to the locked state is just within the target clamping force range), the electromagnet 6 is energized, the locking head 6a extends, and then the motor is used to control the double gear 1 to retreat until the locking head 6a contacts the locking groove to complete the locking; the specific execution method is as follows:

[0056] The working process of the first working condition is: Figure 7 As shown, when the vehicle is parked, the electromagnet 6 is energized, and the first contact surface on the locking head 6a contacts the end point of the non-locking surface 1a2 in the target locking groove. Then, the electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed in the first direction, and the double gear 1 retreats until the locking head 6a completely enters the target locking groove, and the second contact surface of the locking head 6a contacts the locking surface 1a1 in the target locking groove, completing the locking action. In this process, the electromagnet 6 remains energized, so that the locking head 6a is always in an extended state, ensuring that the locking head 6a can automatically fit into the locking groove.

[0057] The working process of the second working condition is: Figure 8 As shown, when the vehicle is parked, the electromagnet 6 is energized, and the first contact surface on the locking head 6a contacts the non-locking surface 1a2 in the target locking groove. Then, the electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed in the first direction, and the double gear 1 retreats until the locking head 6a completely enters the target locking groove, and the second contact surface of the locking head 6a contacts the locking surface 1a1 in the target locking groove, completing the locking action.

[0058] The working process of the third working condition is as follows: Fig. 9 As shown, when the vehicle is parked, the electromagnet 6 is energized, and the locking head 6a is pushed to the middle position of the target locking groove in the length direction. The electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed in the first direction, and the double gear 1 retreats until the locking head 6a completely enters the target locking groove, and the second contact surface of the locking head 6a contacts the locking surface 1a1 in the target locking groove, completing the locking action.

[0059] The working process of the fourth working condition is as follows: Fig.10As shown, when the vehicle is parked, the electromagnet 6 is energized, and the top of the locking head 6a is stuck to the edge of the locking surface 1a1 of the target locking groove. Then, the electromagnet 6 remains energized, and the motor needs to control the double gear 1 to rotate at a low speed in the first direction to make the double gear 1 retreat. However, at this time, the double gear 1 cannot retreat and the motor cannot operate. At this time, this working condition can be judged by the motor cannot rotate signal, and then the motor can be controlled to operate in the opposite direction. The motor controls the double gear 1 to rotate a certain angle in the second direction, and then the motor controls the double gear 1 to rotate at a low speed in the first direction (the first direction and the second direction are opposite rotation directions, if the first direction is clockwise, the second direction is counterclockwise) to make the double gear 1 retreat until the locking head 6a completely enters the target locking groove to complete the locking action. Under this working condition, when the locking head 6a of the electromagnet 6 presses against the edge of the locking surface 1a1 of the target locking groove, although the second contact surface contacts the locking surface 1a1, the insertion depth is not deep enough or it is stuck, so the gear cannot move and the double gear 1 cannot be retracted. Therefore, the motor needs to be controlled to run in reverse first.

[0060] The working process of the fifth working condition is: Fig.11 As shown, when the vehicle is parked, the electromagnet 6 is energized, and the locking head 6a presses against the portion of the gear where the locking groove is not provided. Then, the electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed, and the double gear 1 moves back until the locking head 6a completely enters the target locking groove, completing the locking action.

[0061] Embodiment 5

[0062] The second control method for the locking mechanism is: when the vehicle is parked, the clamping force of the vehicle brake is first set to the second clamping force, the second clamping force is a smaller clamping force, and the second clamping force is smaller than the target clamping force required by the vehicle brake. The electromagnet 6 is energized, the locking head 6a extends, and then the motor is controlled to rotate slowly. The locking position is determined by identifying the current of the motor. After the vehicle brake reaches the required target clamping force, the motor ends the action and the locking is completed. The specific execution method is as follows.

[0063] The working process of the first working condition is as follows: when the vehicle is parked, the electromagnet 6 is energized, and the first contact surface on the locking head 6a contacts the end point of the non-locking surface 1a2 in the first locking groove. Then, the electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed in the second direction, so that the double gear 1 rotates to a state where the second locking groove is aligned with the locking head 6a. Then, the motor controls the double gear 1 to rotate at a low speed in the first direction (the first direction and the second direction are two opposite rotation directions. If the first direction is clockwise, the second direction is counterclockwise. When the motor controls the double gear 1 to rotate in the second direction, the brake re-clamping process can be realized) so that the double gear 1 retreats until the locking head 6a completely enters the second locking groove, completing the locking action. The first locking groove and the second locking groove are two circumferentially adjacent locking grooves on the double gear 1.

[0064] The working process of the second working condition is as follows: when the vehicle is parked, the electromagnet 6 is energized, and the first contact surface on the locking head 6a contacts the non-locking surface 1a2 in the first locking groove. Then, the electromagnet 6 remains energized, and the motor controls the duplex gear 1 to rotate at a low speed in the second direction. During the rotation of the duplex gear 1, the non-locking surface 1a2 in the first locking groove pushes the locking head 6a out of the first locking groove. When the duplex gear 1 rotates to a state where the second locking groove is aligned with the locking head 6a, the motor controls the duplex gear 1 to rotate at a low speed in the first direction, so that the duplex gear 1 moves back until the locking head 6a completely enters the second locking groove, completing the locking action. The first locking groove and the second locking groove are two circumferentially adjacent locking grooves on the duplex gear 1.

[0065] The working process of the third working condition is as follows: when the vehicle is parked, the electromagnet 6 is energized, and the locking head 6a is pushed to the middle position in the length direction of the first locking groove. Then, the electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed in the second direction. During the rotation of the double gear 1, when the non-locking surface 1a2 in the first locking groove contacts the locking head 6a, it pushes the locking head 6a out of the first locking groove. When the double gear 1 rotates to a state where the second locking groove is aligned with the locking head 6a, the motor controls the double gear 1 to rotate at a low speed in the first direction, so that the double gear 1 moves back until the locking head 6a completely enters the second locking groove, completing the locking action. The first locking groove and the second locking groove are two circumferentially adjacent locking grooves on the double gear 1.

[0066] The working process of the fourth working condition is as follows: when the vehicle is parked, the electromagnet 6 is energized, and the top of the locking head 6a is stuck to the edge of the locking surface 1a1 of the first locking groove. Then, the electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed in the second direction. During the rotation of the double gear 1, when the non-locking surface 1a2 in the first locking groove contacts the locking head 6a, it pushes the locking head 6a out of the first locking groove. When the double gear 1 rotates to a state where the second locking groove is aligned with the locking head 6a, the motor controls the double gear 1 to rotate at a low speed in the first direction, so that the double gear 1 moves back until the locking head 6a completely enters the second locking groove, completing the locking action. The first locking groove and the second locking groove are two circumferentially adjacent locking grooves on the double gear 1.

[0067] The working process of the fifth working condition is: when the vehicle is parked, the electromagnet 6 is energized, and the locking head 6a presses against the part of the gear where the locking groove is not set, then the electromagnet 6 remains energized, and the motor controls the double gear 1 to rotate at a low speed in the second direction, so that the double gear 1 rotates until the locking groove closest to the locking head 6a is aligned with the locking head 6a, and then the motor controls the double gear 1 to rotate at a low speed in the first direction, so that the double gear 1 retreats until the locking head 6a completely enters the locking groove, completing the locking action.

[0068] The above is an exemplary description of the utility model in conjunction with the accompanying drawings. Obviously, the specific implementation of the utility model is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the method concept and technical solution of the utility model; or the above concept and technical solution of the utility model are directly applied to other occasions without improvement, they are all within the protection scope of the utility model.

Claims

1. The locking mechanism comprises an electromagnet and a multi-stage gear transmission mechanism, characterized in that: The locking head of the electromagnet is configured to be embedded in a locking groove provided on any gear of the multi-stage gear transmission mechanism in a locked state, a locking surface and a non-locking surface are provided in the locking groove, and a distance between the locking surface and the non-locking surface is greater than a width of the locking head.

2. The locking mechanism according to claim 1, characterized in that: The locking head is provided with a first contact surface for contacting the non-locking surface and a second contact surface for contacting the locking surface, and in the locked state, the second contact surface keeps in contact with the locking surface.

3. The locking mechanism according to claim 1, characterized in that: The first contact surface on the locking head and the non-locking surface of the locking groove are in corresponding plane contact and / or corresponding inclined surface contact.

4. The locking mechanism according to any one of claims 1 to 3, characterized in that: A plurality of locking grooves are arranged on the end surface of the gear, and all the locking grooves are evenly distributed along the circumferential direction on the end surface of the gear.

5. The locking mechanism according to any one of claims 1 to 3, characterized in that: A plurality of locking grooves are arranged on the outer circumferential surface of the gear, and all the locking grooves are evenly distributed along the circumferential direction on the outer circumferential surface of the gear.

6. The locking mechanism according to any one of claims 1 to 3, characterized in that: The gear is a driven gear of a first-stage transmission mechanism in the multi-stage gear transmission mechanism.

7. The locking mechanism according to claim 6, characterized in that: The multi-stage gear transmission mechanism comprises a first-stage transmission mechanism and a second-stage transmission mechanism, wherein the driving gear of the first-stage transmission mechanism is connected to the motor, the driven gear of the first-stage transmission mechanism is connected to the driving gear of the second-stage transmission mechanism to form a double gear, and the driven gear of the second-stage transmission mechanism is an output gear.

8. The locking mechanism according to any one of claims 1 to 3, characterized in that: A deweighting groove is arranged on the gear, and a plurality of deweighting grooves are arranged.

9. The locking mechanism according to claim 8, characterized in that: All the deweighting grooves arranged on the gear are evenly distributed along the circumferential direction.

10. The locking mechanism according to any one of claims 1 to 3, characterized in that: The electromagnet is a bistable electromagnet, which is press-fitted into a cavity provided on the MGU housing through an end cover, and matched with the locking groove position.

11. The motor gear unit is characterized by: It comprises the locking mechanism described in any one of claims 1 to 10.

12. A vehicle, characterized in that: Includes the motor gear unit as claimed in claim 11.

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