Parking apparatus for vehicle, parking control method for vehicle, and storage medium, system and vehicle

Abstract

A vehicle (3000). The vehicle (3000) is provided with a parking gear-shifting control system (2000) for the vehicle (3000), wherein the parking gear-shifting control system (2000) comprises a parking apparatus (1000) for the vehicle (3000). The parking apparatus (1000) for the vehicle (3000) comprises an actuator (110) and an actuator driving element (100), wherein the actuator (110) can move between an unlocking position, a locking position and a gear-shifting position relative to a vehicle frame; the actuator driving element (100) is connected to the actuator (110) and is used for driving the actuator (110); when the actuator (110) is located at the unlocking position, left and right wheels are not connected; when the actuator (110) is located at the locking position, the left and right wheels are connected together; and when the actuator (110) is located at the gear-shifting position, the left and right wheels are connected together and cannot rotate. Further provided are a parking control method for the vehicle (3000), and a storage medium.

Description

Vehicle parking device, parking control method, storage medium, system and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on March 29, 2024, with application number 202410387710.8 and entitled “Parking device, parking control method, storage medium, system and vehicle for vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the technical field of vehicle control, and more particularly to a parking device, a parking control method, a storage medium, a system, and a vehicle. Background Art

[0004] Currently, existing mechanical parking mechanisms mainly use the traditional P-block mechanism with a ratchet and pawl, which has a relatively complex structure. In new energy vehicle architectures, EPB (Electronic Parking Brake) systems are increasingly being used to replace the traditional P-block mechanism to save space inside the vehicle.

[0005] However, for distributed drive vehicles with strict parking requirements, existing parking systems need to control the parking device of each drive end to park independently, which has the problems of great control difficulty and complex control methods.

[0006] Public content

[0007] The application content partially introduces a series of simplified concepts, which will be further described in detail in the detailed description. The application content of this application does not intend to limit the key features and essential technical features of the technical solution claimed for protection, nor does it intend to determine the scope of protection of the technical solution claimed for protection.

[0008] In order to at least partially solve the above problems, the first aspect of the present application provides a parking device for a vehicle, including an actuator and an actuator driving element, wherein the actuator is movable relative to the vehicle frame between an unlocked position, a locked position and a shift position, and the actuator driving element is connected to the actuator for driving the actuator; when the actuator is in the unlocked position, the left and right wheels are not connected; when the actuator is in the locked position, the left and right wheels are connected together; when the actuator is in the shift position, the left and right wheels are connected together and cannot rotate.

[0009] According to the parking device of the vehicle of the first aspect of the present application, when the actuator is in the unlocked position, the left and right wheels can be driven independently of each other; when the actuator is in the locked position, the left and right wheels are locked together and driven together; and when the actuator is in the gear position, the left and right wheels are fixed relative to the frame to achieve parking; therefore, the parking device of the vehicle according to the present application can achieve interlocking of the left and right wheels and parking of the vehicle by switching the position of the actuator, which is simpler to control and takes up less space than the method of providing a parking mechanism at each driving end, saving space in the vehicle.

[0010] Optionally, the actuator includes a gear sleeve, and the gear sleeve in the locked position is sleeved on the first half-shaft and the second half-shaft and is non-rotatable relative to the first half-shaft and the second half-shaft, the first half-shaft is connected to the left wheel, and the second half-shaft is connected to the right wheel.

[0011] Optionally, a spline groove is provided in the gear sleeve, and the first half shaft and the second half shaft are both provided with spline teeth matching the spline groove.

[0012] Optionally, the gear sleeve is provided with a first meshing tooth for enabling the gear sleeve located in the gear-in position to engage with a fixed structure of the vehicle, thereby preventing the gear sleeve from rotating.

[0013] Optionally, the actuator further comprises a shift fork, which is sleeved on the gear sleeve and connected to the actuator drive element, the gear sleeve is rotatable relative to the shift fork around a rotation axis, and the actuator drive element is used to drive the shift fork along a switching direction parallel to the rotation axis.

[0014] Optionally, the parking device further comprises a fixed end cover, wherein the fixed end cover comprises a second engaging tooth for engaging with the first engaging tooth of the gear sleeve located in the gear shift position.

[0015] Optionally, the parking device also includes a limiter and a transmission rod, the transmission rod is fixed to the shift fork, the limiter is fixed relative to the frame of the vehicle, and the transmission rod is provided with at least three limit slots; when the gear sleeve is respectively located in the unlocking position, the locking position and the shifting position, the limiter respectively abuts against the three limit slots.

[0016] Optionally, the limiter includes:

[0017] a housing fixed relative to a frame of the vehicle;

[0018] a limiting ball, the limiting ball being located at an end of the housing and being adapted to be embedded in the limiting groove; and

[0019] An elastic member is disposed in the housing and connected to the limiting ball, and is used to press against the limiting ball.

[0020] A second aspect of the present application provides a vehicle parking control method, which is applied to the parking device of the vehicle described above. The vehicle parking control method includes:

[0021] Execute the locking action;

[0022] If the locking action can be performed normally, the shifting action will be performed;

[0023] If the gear shifting action can be performed normally, the parking gear shifting is completed;

[0024] The locking action is that the actuator locks the left and right wheels, and the shifting action is that the actuator locks the vehicle frame.

[0025] According to a vehicle parking control method according to the second aspect of the present application, when parking, a locking action is first performed to lock the left and right wheels, and then a shifting action is performed so that both the left and right wheels are locked with the vehicle frame to complete parking. Parking is achieved without controlling the locking of each wheel, and the control difficulty is smaller and the control method is simpler.

[0026] Optionally, the vehicle parking control method further includes:

[0027] Receive parking instructions and determine whether the vehicle is in a braking state;

[0028] If the vehicle is in the braking state, the locking action is performed.

[0029] Optionally, the vehicle parking control method further includes:

[0030] Determine whether the lock can be performed normally based on the abnormal conditions of the actuator and actuator drive components;

[0031] If the system cannot be locked normally, intervention assistance will be provided or a prompt will be given that the locking failed.

[0032] Optionally, the vehicle parking control method further includes:

[0033] Determine whether the gear can be shifted normally based on the abnormal conditions of the actuator and actuator drive components;

[0034] If the gear cannot be shifted normally, intervention assistance will be provided or a prompt will be given that the gear shift failed.

[0035] Optionally, determining whether the vehicle is in a braking state includes:

[0036] Determine whether the vehicle can be parked based on its body posture and speed;

[0037] If parking is not possible, the driver is prompted to park;

[0038] If parking is possible, it is determined whether the vehicle is in a braked state. If the vehicle is not in a braked state, the electronic brake system is activated to brake.

[0039] Optionally, the abnormal condition of the actuator and the actuator driving element includes at least one of the following situations:

[0040] The stroke of the actuator and the stroke of the actuator's driving element are out of tolerance;

[0041] Failure of the actuator and the actuator's drive components;

[0042] The executor execution lock timeout;

[0043] The actuator drive element is stalled.

[0044] Optionally, judging whether the locking can be performed normally according to the abnormal conditions of the actuator and the actuator driving element includes:

[0045] Read the actuator stroke;

[0046] Read the operating stroke of the actuator's driving element;

[0047] Compare the stroke of the actuator and the stroke of the actuator's driving element to see if they are out of tolerance;

[0048] If the stroke of the actuator and the stroke of the actuator's driving element are within tolerance, and the actuator is checked to be in the locked position, the locking is successful.

[0049] Optionally, the determining whether the locking can be performed normally according to the abnormal conditions of the actuator and the actuator driving element further includes:

[0050] If the stroke of the actuator and the stroke of the actuator's driving element are out of tolerance, it is determined whether the actuator or the actuator's driving element is faulty. If the actuator or the actuator's driving element is faulty, locking fails. If the actuator or the actuator's driving element is not faulty, the stroke data of the actuator and the actuator's driving element are calibrated.

[0051] Optionally, the determining whether the locking can be performed normally according to the abnormal conditions of the actuator and the actuator driving element further includes:

[0052] If the check actuator is not in the locked position and the lock times out, the lock fails;

[0053] If the check actuator is not in the locked position and the lock has not timed out, determine whether the actuator's drive element is stuck. If not, re-compare the actuator's stroke with the actuator's drive element's stroke to see if they are out of tolerance. If stuck, perform intervention assistance.

[0054] Optionally, judging whether a gear can be shifted normally according to an abnormal condition of the actuator and the actuator driving element includes:

[0055] Read the actuator stroke;

[0056] Read the operating stroke of the actuator's driving element;

[0057] Compare the stroke of the actuator and the stroke of the actuator's driving element to see if they are out of tolerance;

[0058] If the stroke of the actuator and the stroke of the actuator's driving element are within tolerance, and the actuator is checked to be in the gear-forward position, the gear-forward is successful.

[0059] Optionally, judging whether a gear can be shifted normally according to an abnormal condition of the actuator and the actuator driving element further includes:

[0060] If the stroke of the actuator and the stroke of the actuator's driving element are out of tolerance, it is determined whether the actuator or the actuator's driving element is faulty. If the actuator or the actuator's driving element is faulty, the gear shifting fails. If the actuator or the actuator's driving element is not faulty, the stroke data of the actuator and the actuator's driving element are calibrated.

[0061] Optionally, judging whether a gear can be shifted normally according to an abnormal condition of the actuator and the actuator driving element further includes:

[0062] If the check actuator is not in the shift position and the shift timeout occurs, the shift fails.

[0063] If the check actuator is not in the forward gear position and the lock has not timed out, determine whether the actuator's drive element is stuck. If not, re-compare the actuator's stroke with the actuator's drive element's stroke to see if they are out of tolerance. If stuck, perform intervention assistance.

[0064] Optionally, the intervention assistance includes:

[0065] Determine the braking condition;

[0066] If the vehicle has stopped, the drive motor of the vehicle outputs torque and continues to lock or shift gears;

[0067] Determine whether locking or shifting is successful;

[0068] If locking or shifting is successful, the intervention assistance will be exited;

[0069] If the vehicle is not locked or shifted successfully, and the locking or shifting timeout occurs, the intervention assistance ends and an error is reported;

[0070] If the vehicle is not locked or the gear is not shifted successfully, and the locking or shifting timeout has not occurred, the drive motor of the vehicle continues to output torque.

[0071] Optionally, determining the braking condition includes:

[0072] Determine whether the electronic brake system is normal;

[0073] If the electronic brake system is abnormal, the intervention assistance will be terminated and an error will be reported.

[0074] A third aspect of the present application provides a storage medium, wherein the memory stores a computer program executed by a processor, and when the computer program is executed by the processor, the processor executes the vehicle parking control method as described above.

[0075] According to a storage medium of the third aspect of the present application, the stored parking control method has low control difficulty and occupies a small space.

[0076] The fourth aspect of the present application provides a vehicle parking and shift control system, comprising a parking device, a memory and a processor according to the above-mentioned vehicle, wherein the memory stores a computer program run by the processor, and when the computer program is run by the processor, the processor executes the vehicle parking control method as described above.

[0077] According to the fourth aspect of the present application, a vehicle parking and shifting control system has low control difficulty and occupies a small space.

[0078] A fifth aspect of the present application provides a vehicle, which is provided with the parking and shift control system of the vehicle as described above.

[0079] A vehicle according to the fifth aspect of the present application simplifies the parking structure, reduces the difficulty of parking control, and has high utilization rate of the space inside the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0080] The following drawings of the embodiments of the present application are hereby incorporated as part of the present application for understanding the present application. The drawings show the embodiments of the present application and their descriptions, and are used to explain the principles of the present application. In the drawings,

[0081] FIG1 is a schematic diagram of a parking device for a vehicle according to an embodiment of the present application, wherein the actuator is in a locked position;

[0082] Figure 2 is a schematic diagram of the matching state of the fixed end cover and the gear sleeve;

[0083] Figure 3 is a schematic diagram of the coordination between the stopper and the transmission rod;

[0084] FIG4 is a schematic flow chart of a vehicle parking control method according to an embodiment of the present application;

[0085] FIG5 is a schematic diagram of a process for determining whether the lock can be normally locked;

[0086] FIG6 is a schematic diagram of a process for determining whether a gear can be shifted normally; FIG7 is a schematic diagram of a process for performing intervention assistance;

[0087] FIG8 is a schematic block diagram of a parking and shift control system according to an embodiment of the present application;

[0088] FIG9 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0089] Explanation of reference numerals 100: actuator driving element 110: actuator 111: first meshing tooth 112: gear sleeve 140: fixed end cover 141: second meshing tooth 113: shift fork 120: first half shaft 121: first half shaft gear 130: second half shaft 131: second half shaft gear 150: transmission rod 151: limiting groove 160: limiter 161: housing 162: limiting ball Z: driving direction of actuator 114: spline groove 2000: parking and shift control system 1000: parking device 300: memory 400: processor 3000: vehicle DETAILED DESCRIPTION

[0090] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application embodiments can be implemented without one or more of these details. In other examples, some technical features well known in the art are not described to avoid confusion with the present application embodiments.

[0091] Herein, ordinal numbers such as “first” and “second” cited in this application are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term “first component” itself does not imply the existence of a “second component”, and the term “second component” itself does not imply the existence of a “first component”.

[0092] In this document, “upper”, “lower”, “front”, “back”, “left”, “right”, etc. are only used to indicate the relative position relationship between related parts, rather than to limit the absolute positions of these related parts.

[0093] In this document, “equal”, “same”, etc. are not strictly limited in a mathematical and / or geometric sense, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0094] Unless otherwise stated, numerical ranges herein include not only the entire range between its two endpoints but also the several sub-ranges contained therein.

[0095] Alternatively, Figures 1 to 3 illustrate a vehicle parking device 1000, comprising an actuator 110 and an actuator drive element 100. The actuator 110 is movable relative to the vehicle frame between an unlocked position, a locked position, and a shift-in position. The actuator drive element 100 is connected to the actuator 110 for driving the actuator 110. When the actuator 110 is in the unlocked position, the left and right wheels are disconnected. When the actuator 110 is in the locked position, the left and right wheels are connected. When the actuator 110 is in the shift-in position, the left and right wheels are connected and fixed relative to the vehicle frame.

[0096] According to the parking device 1000 of the vehicle of the present application, when the actuator 110 is in the unlocked position, the left and right wheels can be driven independently. When the actuator 110 is in the locked position, the left and right wheels are locked together and driven together. When the actuator 110 is in the engaged position, both the left and right wheels are fixed relative to the vehicle frame to achieve parking. Therefore, the parking device 1000 of the vehicle of the present application can achieve interlocking of the left and right wheels and parking of the vehicle by switching the position of the actuator 110, which is simpler to control. Compared with the method of providing a parking mechanism at each driving end, it occupies less space, saving space in the vehicle.

[0097] Exemplarily, the actuator 110 may include a gear sleeve 112 and a shift fork 113. The gear sleeve 112 is provided with a spline groove 114. The shift fork 113 is mounted on the gear sleeve 112 and connected to the actuator drive element 100. The actuator drive element 100 may be a linear motor. The actuator drive element 100 drives the gear sleeve 112 along the actuator drive direction Z via the shift fork 113. The drive direction Z is parallel to the axis of the gear sleeve 112. As shown in FIG1 , the left wheel is provided with a first axle shaft 120, and the right wheel is provided with a second axle shaft 130. The first axle shaft 120 is provided with a first axle shaft gear 121, and the second axle shaft 130 is provided with a second axle shaft gear 131. The first axle shaft gear 121 and the second axle shaft gear 131 both have spline teeth. The gear sleeve 112 is configured to form a spline groove 114 that mates with the first axle shaft gear 121 and the second axle shaft gear 131.

[0098] Furthermore, a first meshing tooth 111 is provided on one side of the gear sleeve 112 close to the second half shaft 130, and the parking device 1000 also includes a fixed end cover 140, which includes a second meshing tooth 141 for meshing with the first meshing tooth 111 of the gear sleeve 112 in the gear shift position.

[0099] When the actuator 110 is in the unlocked position, the gear sleeve 112 is mounted on the first axle gear 121 and engages with the first axle gear 121, while the second axle gear 131 disengages from the gear sleeve 112. At this point, the first axle 120 and the second axle gear 130 are not locked together, and the left and right wheels rotate independently. As shown in Figure 1, when the actuator 110 is in the locked position, the gear sleeve 112 is mounted on the second axle gear 131 and engages with the second axle gear 131, thereby locking the first axle 120 and the second axle gear 130 together, and the left and right wheels rotate synchronously. When the actuator 110 is in the shift position, the first meshing teeth 111 of the gear sleeve 112 mesh with the second meshing teeth 141 of the fixed end cover 140, thereby fixing the gear sleeve 112, the first axle gear 121, and the second axle gear 131 relative to the vehicle frame, thereby achieving parking of the vehicle.

[0100] Optionally, the first meshing teeth 111 and the second meshing teeth 141 can be end face teeth to facilitate the fit between the gear sleeve 112 and the fixed end cover 140. The fixed end cover 140 can be fixed to the vehicle's drive assembly housing by fasteners, thereby fixing the fixed end cover 140 relative to the vehicle frame.

[0101] Optionally, the parking device 1000 further includes a limiter 160 and a transmission rod 150. The transmission rod 150 is fixed to the shift fork 113. The limiter 160 is fixed relative to the vehicle frame (optionally fixed to the vehicle drive assembly housing via fasteners). The transmission rod 150 is provided with at least three limit slots 151. When the gear sleeve 112 is in the unlocked position, the locked position, and the shift position, the limiter 160 abuts against the three limit slots 151, respectively, thereby making the gear sleeve 112 more stable in different gear positions and less likely to slip.

[0102] Furthermore, the limiter 160 includes a housing 161, a limiting ball 162, and an elastic member (not shown). The housing 161 is fixed relative to the vehicle frame. The limiting ball 162 is located at the end of the housing 161 and is configured to engage with the limiting groove 151. The elastic member is disposed within the housing 161 and connected to the limiting ball 162, which is configured to press against the limiting ball 162, thereby providing a certain degree of damping for the gear sleeve 112 at different gear positions.

[0103] It can be seen that the locking action is to drive the actuator 110 to the locking position so that the left and right wheels are locked; the shifting action is to drive the actuator 110 to the shifting position so that both the left and right wheels are fixed relative to the vehicle frame to achieve parking of the vehicle.

[0104] The present application also provides a vehicle parking control method, which includes:

[0105] Execute the locking action;

[0106] If the locking action can be performed normally, the shifting action will be performed;

[0107] If the gear shifting action can be performed normally, the parking gear shifting is completed.

[0108] The locking action is that the actuator 110 locks the left and right wheels, and the shifting action is that the actuator 110 locks the vehicle frame.

[0109] According to the parking control method of the vehicle of the present application, when parking, the locking action is first performed to lock the left and right wheels, and then the shifting action is performed so that both the left and right wheels are locked with the frame to complete parking. Parking is achieved without controlling the locking of each wheel, and the control difficulty is smaller and the control method is simpler.

[0110] Optionally, the vehicle parking control method further includes:

[0111] Receive parking instructions and determine whether the vehicle is in a braking state;

[0112] If the vehicle is in the braking state, the locking action is performed.

[0113] Optionally, the vehicle parking control method according to the present application further includes:

[0114] Determine whether the locking can be performed normally according to the abnormal conditions of the actuator 110 and the actuator driving element 100;

[0115] If the lock cannot be performed normally, intervention assistance will be provided or a lock failure prompt will be given.

[0116] The locking action is judged by detecting abnormal conditions of the actuator 110 and the actuator driving element 100 , and intervention assistance is provided when normal locking is impossible, thereby improving the success rate of locking.

[0117] Optionally, the vehicle parking control method according to the present application further includes:

[0118] Determine whether normal shifting is possible based on abnormal conditions of the actuator 110 and the actuator drive element 100;

[0119] If the gear cannot be shifted normally, intervention assistance will be provided or a prompt will be given indicating that the gear shift failed.

[0120] The shifting action is judged by detecting abnormal conditions of the actuator 110 and the actuator driving element 100 , and intervention assistance is performed when normal shifting is impossible, thereby improving the success rate of shifting and parking.

[0121] Optionally, determining whether the vehicle is in a braking state includes:

[0122] Determine whether the vehicle can be parked based on its body posture and speed;

[0123] If parking is not possible, the driver is prompted to park;

[0124] If parking is possible, it is determined whether the vehicle is in a braked state. If the vehicle is not in a braked state, the electronic brake system is activated to brake.

[0125] The parking mechanism is activated only after the vehicle is stopped, preventing damage to the parking mechanism by initiating parking before the vehicle has stopped. Furthermore, if there is a brake system malfunction, the driver can activate the electronic brake system from the parking position, thus improving driving safety.

[0126] In summary, FIG4 shows a flow chart of a vehicle parking control method according to an embodiment. The vehicle parking control method includes:

[0127] S1, the driver issues a parking command;

[0128] S2, VCU receives parking command;

[0129] S3: Determine whether the vehicle can be parked based on the vehicle body posture and speed. If not, jump to S4; if so, jump to S5;

[0130] S4, prompting the driver to stop;

[0131] S5, determine whether the vehicle is in a braked state, if not, jump to S6, if yes, jump to S7;

[0132] S6, start the electronic brake system to brake;

[0133] S7, VCU issues a parking command;

[0134] S8, PCU receives parking command;

[0135] S9, PCU performs locking action;

[0136] S10, determine whether it can be locked normally, if not, jump to S11, if yes, jump to S12;

[0137] S11, intervention assistance;

[0138] S12, PCU performs the shift action;

[0139] S13, judging whether the gear can be shifted normally, if not, jumping to S14, if so, jumping to S15;

[0140] S14, intervention assistance;

[0141] S15, completing the gear shift; and

[0142] S16. Release the brake.

[0143] The VCU (Vehicle Control Unit) is the core component of the vehicle's electronic control system, used to receive sensor signals and control the operation of the actuator 110. The PCU (Parking Control Unit) is used to receive signals and control the actuator 110 to achieve vehicle parking.

[0144] Optionally, the abnormal conditions of the actuator 110 and the actuator driving element 100 include at least one of the following situations:

[0145] The difference between the stroke of the actuator 110 and the stroke of the actuator drive element 100 exceeds the tolerance;

[0146] The actuator 110 and the actuator drive element 100 are faulty;

[0147] The execution lock timeout of the executor 110;

[0148] The actuator drive element 100 is stalled.

[0149] If the actuator 110 and the actuator drive element 100 encounter the above-mentioned abnormal conditions, intervention assistance or a prompt indicating that locking and shifting have failed is required.

[0150] Specifically, judging whether the locking can be performed normally according to the abnormal conditions of the actuator 110 and the actuator driving element 100 includes:

[0151] Reading the stroke of the actuator 110;

[0152] Reading the operating stroke of the actuator driving element 100;

[0153] Comparing the stroke of the actuator 110 with the stroke of the actuator drive element 100 to see if they are out of tolerance;

[0154] If the stroke of the actuator 110 and the stroke of the actuator driving element 100 are within tolerance, and the actuator 110 is checked to be in the locked position, the locking is successful.

[0155] By comparing the stroke of the actuator 110 with the stroke of the actuator driving element 100, it is determined whether the actuator driving element 100 drives the actuator 110 accurately. If the actuator driving element 100 cannot accurately drive the actuator 110, it may cause locking failure, and the stroke of the actuator 110 and the actuator driving element 100 need to be calibrated.

[0156] Furthermore, judging whether the locking can be performed normally according to the abnormal conditions of the actuator 110 and the actuator driving element 100 further includes:

[0157] If the stroke of the actuator 110 and the stroke of the actuator drive element 100 are out of tolerance, it is determined whether the actuator 110 or the actuator drive element 100 is faulty. If the actuator 110 or the actuator drive element 100 is faulty, locking fails. If the actuator 110 or the actuator drive element 100 is not faulty, the stroke data of the actuator 110 and the actuator drive element 100 are calibrated.

[0158] If the actuator 110 or actuator driver 100 is faulty, their travel may be out of tolerance, preventing accurate locking. A locking failure message will be displayed. If the actuator 110 or actuator driver 100 is not faulty, the travel data of the actuator 110 and actuator driver 100 must be calibrated to ensure accurate locking.

[0159] Furthermore, judging whether the locking can be performed normally according to the abnormal conditions of the actuator 110 and the actuator driving element 100 further includes:

[0160] If the check actuator 110 is not in the locked position and the locking timeout occurs, the locking fails;

[0161] If the check actuator 110 is not in the locked position and the locking has not timed out, it is determined whether the actuator drive element 100 is stuck. If not, the stroke of the actuator 110 is re-compared with the stroke of the actuator drive element 100 to see if there is a deviation. If a stall occurs, intervention assistance is performed.

[0162] If the actuator 110 and actuator driver 100 travel within tolerance but the locking timeout occurs, resulting in a persistent lock failure, another fault may exist and a locking failure message should be displayed. A stalled actuator driver 100 can also cause the actuator 110 to not be locked, requiring intervention to ensure locking. If the actuator driver 100 is not stalled, the actuator 110 travel is re-compared with the actuator driver 100 travel, and the PCU synchronizes the locking action until locking is successful.

[0163] Optionally, the stroke of the actuator 110 is sensed by a stroke sensor, and the stroke of the actuator driving element 100 can also be calculated by the step stroke sensed by a sensor disposed in the actuator driving element 100 .

[0164] FIG5 is a schematic diagram of a process for determining whether the door can be locked normally according to an embodiment. The process for determining whether the door can be locked normally includes:

[0165] S201, start position determination;

[0166] S202, reading the stroke of the actuator 110;

[0167] S203, reading the operating stroke of the actuator driving element 100;

[0168] S204, comparing the stroke of the actuator 110 and the operating stroke of the actuator driving element 100 to see if they are out of tolerance, if so, jump to S205, if not, jump to S208;

[0169] S205, determine whether the actuator 110 and the actuator driving element 100 are faulty, if so, jump to S206, if not, jump to S207;

[0170] S206, locking failed;

[0171] S207, calibration data;

[0172] S208, check whether the actuator 110 is in the locked position, if so, jump to S209, if not, jump to S210;

[0173] S209, locking successful;

[0174] S210, determine whether it has timed out, if so, jump to S206, if not, jump to S211;

[0175] S211, determine whether the actuator drive element 100 is stalled, if not, jump to S202, if yes, jump to S212; and

[0176] S212, intervention assistance;

[0177] In S206 , the actuator 110 and the stroke data of the driving element may be calibrated using the historical data.

[0178] By using the process of determining whether the lock can be normally locked as shown in FIG5 , abnormal situations in the locking process can be determined and handled, thereby improving the success rate of locking.

[0179] Specifically, judging whether a gear can be shifted normally according to abnormal conditions of the actuator 110 and the actuator driving element 100 includes:

[0180] Reading the stroke of the actuator 110;

[0181] Reading the operating stroke of the actuator driving element 100;

[0182] Comparing the stroke of the actuator 110 with the stroke of the actuator drive element 100 to see if they are out of tolerance;

[0183] If the stroke of the actuator 110 and the stroke of the actuator driving element 100 are within tolerance, and the actuator 110 is checked to be in the shift-up position, the shift-up is successful.

[0184] By comparing the stroke of the actuator 110 and the stroke of the actuator driving element 100, it is determined whether the actuator driving element 100 drives the actuator 110 accurately. If the actuator driving element 100 cannot accurately drive the actuator 110, it may cause gear shifting failure, and the stroke of the actuator 110 and the actuator driving element 100 need to be calibrated.

[0185] Furthermore, judging whether a gear can be shifted normally according to the abnormal conditions of the actuator 110 and the actuator driving element 100 further includes:

[0186] If the stroke of the actuator 110 and the stroke of the actuator drive element 100 are out of tolerance, it is determined whether the actuator 110 or the actuator drive element 100 is faulty. If the actuator 110 or the actuator drive element 100 is faulty, the gear shifting fails. If the actuator 110 or the actuator drive element 100 is not faulty, the stroke data of the actuator 110 and the actuator drive element 100 are calibrated.

[0187] If the actuator 110 or actuator driver 100 fails, their travel may be out of tolerance, preventing accurate gear shifting. A gear shift failure message will be displayed. If the actuator 110 or actuator driver 100 is not faulty, the travel data of the actuator 110 and actuator driver 100 must be calibrated to ensure accurate gear shifting.

[0188] Furthermore, judging whether a gear can be shifted normally according to the abnormal conditions of the actuator 110 and the actuator driving element 100 further includes:

[0189] If the check actuator 110 is not in the gear-shift position and the gear-shift timeout occurs, the gear-shift fails;

[0190] If the check actuator 110 is not in the gear shift position and the gear shift has not timed out, it is determined whether the actuator drive element 100 is stuck. If not, the stroke of the actuator 110 is re-compared with the stroke of the actuator drive element 100 to see if there is a deviation. If a stall occurs, intervention assistance is performed.

[0191] If the actuator 110 and actuator driver 100 travel within tolerance but a gear shift timeout occurs, preventing gear shifting, another fault may exist and a gear shift failure message should be displayed. A stalled actuator driver 100 can also prevent the actuator 110 from reaching the gear shift position, requiring intervention to ensure gear shifting. If the actuator driver 100 is not stalled, the actuator 110 travel is re-compared with the actuator driver 100 travel, and the PCU synchronizes the gear shifting process until gear shifting is successful.

[0192] Optionally, the stroke of the actuator 110 is sensed by a stroke sensor, and the stroke of the actuator driving element 100 can also be calculated by the step stroke sensed by a sensor disposed in the actuator driving element 100 .

[0193] FIG6 is a schematic diagram of a process for determining whether a gear can be shifted normally according to an embodiment. The process for determining whether a gear can be shifted normally includes:

[0194] S301, start position determination;

[0195] S302, reading the stroke of the actuator 110;

[0196] S303, reading the operating stroke of the actuator driving element 100;

[0197] S304, comparing the stroke of the actuator 110 and the operating stroke of the actuator driving element 100 to see if they are out of tolerance, if so, jump to S305, if not, jump to S308;

[0198] S305, determine whether the actuator 110 and the actuator driving element 100 are faulty, if so, jump to S306, if not, jump to S307;

[0199] S306, gear entry failed;

[0200] S307, calibration data;

[0201] S308, check whether the actuator 110 is in the gear-entering position, if so, jump to S309, if not, jump to S310;

[0202] S309, gear entry successful;

[0203] S310, determine whether it has timed out, if so, jump to S306, if not, jump to S311;

[0204] S311, determine whether the actuator drive element 100 is stalled, if not, jump to S302, if yes, jump to S312; and

[0205] S312, intervention assistance;

[0206] At S306 , the actuator 110 and the stroke data of the driving element may be calibrated using the historical data.

[0207] By using the process of determining whether the file can be entered normally as shown in FIG6 , it is possible to determine and deal with abnormal situations in the file entry process, thereby improving the success rate of file entry.

[0208] Intervention assistance is mainly achieved through the output torque of the drive motors of the left and right wheels.

[0209] During the locking process, the output torque of the drive motors of the left and right wheels causes the first half-shaft gear 121 and the second half-shaft gear 131 to reverse, and at the same time, the actuator drive element 100 drives the actuator 110, so that the second half-shaft gear 131 is aligned with the spline groove of the gear sleeve 112, so that the gear sleeve 112 is sleeved onto the second half-shaft gear 131, thereby achieving locking.

[0210] During the gear shifting process, the output torque of the drive motor of the left wheel or the right wheel causes the gear sleeve 112 to rotate, and at the same time, the actuator drive element 100 drives the actuator 110, so that the parking end face teeth 111 of the gear sleeve 112 are aligned and engaged with the end face teeth of the frame, thereby achieving parking.

[0211] Further intervention assistance includes:

[0212] Determine the braking condition;

[0213] If the vehicle has stopped, the drive motor of the vehicle outputs torque and continues to lock or shift gears;

[0214] Determine whether locking or shifting is successful;

[0215] If the lock or shift is successful, the intervention assistance will be exited;

[0216] If the vehicle is not locked or shifted successfully, and the locking or shifting timeout occurs, the intervention assistance ends and an error is reported;

[0217] If the vehicle is not locked or the gear is not shifted successfully, and the locking or shifting timeout has not occurred, the drive motor of the vehicle continues to output torque.

[0218] Before intervention assistance, the braking condition is judged again to prevent damage to the parking device 1000. After intervention assistance, whether locking or shifting is successful and whether it has timed out is determined to decide whether to exit intervention assistance, complete parking, or report an error.

[0219] Furthermore, the braking situation is judged, including:

[0220] Determine whether the electronic brake system is normal; and

[0221] If the electronic brake system is abnormal, the intervention assistance will be terminated and an error will be reported.

[0222] An abnormality in the electronic brake system may result in the vehicle not stopping. For example, some pre-assistance operations may cause damage to the parking device 1000. Therefore, it is necessary to determine again whether the electronic brake system is normal before intervention assistance.

[0223] FIG7 shows the process of performing intervention assistance, including:

[0224] S401, PCU issues intervention assistance request;

[0225] S402: The VCU receives an intervention assistance request, and the PCU continues to execute locking or shifting;

[0226] S403, VCU determines whether the electronic brake system is normal, if not, jump to S404, if yes, jump to S405;

[0227] S404, ending the intervention assistance and reporting an error;

[0228] S405: Determine whether the vehicle has stopped. If not, jump to S406; if so, jump to S407;

[0229] S406, start the electronic brake system to brake and jump to S407;

[0230] S407, the driving element of the vehicle outputs torque;

[0231] S408, determine whether the locking or shifting is successful, if so, jump to S409, if not, jump to S410;

[0232] S409, exit intervention assistance; and

[0233] S410: Determine whether it has timed out. If so, jump to S404; if not, jump to S407.

[0234] By performing the intervention assistance process, the parking operation without braking can be prevented, which is beneficial to preventing the parking device 1000 from being damaged, has high safety, and a high success rate of intervention assistance.

[0235] The present application also provides a storage medium, such as a non-volatile storage medium, on which a computer program executed by a processor is stored. When the computer program is executed by the processor, the processor executes the vehicle parking control method as described in any of the above embodiments.

[0236] According to a storage medium of the present application, the stored parking control method has low control difficulty and occupies a small space.

[0237] The present application also provides a vehicle parking and shift control system 2000, as shown in FIG8 , comprising the vehicle parking device 1000 described above, a memory 300, and a processor 400. The memory 300 stores a computer program executed by the processor 400. When the computer program is executed by the processor 400, the processor 400 executes the vehicle parking control method described in any of the above embodiments. The vehicle parking and shift control system 2000 according to the present application has low control difficulty and occupies a small space.

[0238] The present application also provides a vehicle 3000, as shown in Figure 9, which is provided with the above-mentioned vehicle parking and shift control system 2000. According to the vehicle 3000 of the present application, the parking structure is simplified, the difficulty of parking control is reduced, and the space utilization rate inside the vehicle is high.

[0239] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art in the technical field of this application. The terms used herein are only for describing specific implementation purposes and are not intended to limit this application. Terms such as "setting" appearing in this document can mean that one component is directly attached to another component, or that one component is attached to another component through an intermediate component. Features described in this document in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0240] The present application has been described through the above embodiments, but it should be understood that the above embodiments are for illustrative and illustrative purposes only and are not intended to limit the present application to the described embodiments. Those skilled in the art will appreciate that many more variations and modifications may be made based on the teachings of this application, and all of these variations and modifications fall within the scope of protection claimed in this application.

Claims

1. A parking device (1000) for a vehicle, characterized in that: include: an actuator (110) movable relative to the vehicle frame between an unlocked position, a locked position, and an in-gear position; as well as An actuator driving element (100) is connected to the actuator (110) and is used to drive the actuator (110), wherein when the actuator (110) is located in the unlocking position, the left and right wheels are not connected; when the actuator (110) is located in the locking position, the left and right wheels are connected together; and when the actuator (110) is located in the gear-in position, the left and right wheels are connected together and cannot rotate.

2. The parking device (1000) for a vehicle according to claim 1, characterized in that: The actuator (110) includes a gear sleeve (112), wherein the gear sleeve (112) in the locked position is sleeved on a first half-shaft (120) and a second half-shaft (130) and cannot rotate relative to the first half-shaft (120) and the second half-shaft (130), wherein the first half-shaft (120) is connected to a left wheel, and the second half-shaft (130) is connected to a right wheel.

3. The parking device (1000) for a vehicle according to claim 2, characterized in that: A spline groove (114) is provided in the gear sleeve (112), and both the first half shaft (120) and the second half shaft (130) are provided with spline teeth (131) that match the spline groove (114).

4. The vehicle parking device (1000) according to claim 2 or 3, characterized in that: The gear sleeve (112) is provided with a first meshing tooth (111) for enabling the gear sleeve (112) located at the gear-in position to be engaged with a fixed structure of the vehicle, thereby preventing the gear sleeve (112) from rotating.

5. The parking device (1000) for a vehicle according to any one of claims 2 to 4, characterized in that: The actuator (110) further includes a shift fork (113), wherein the shift fork (113) is sleeved on the gear sleeve (112) and connected to the actuator drive element (100), wherein the gear sleeve (112) is rotatable relative to the shift fork (113) around a rotation axis, and the actuator drive element (100) is used to drive the shift fork (113) along a switching direction parallel to the rotation axis.

6. The parking device (1000) for a vehicle according to claim 4, characterized in that: The parking device (1000) further comprises a fixed end cover (140), wherein the fixed end cover (140) comprises a second meshing tooth (141), and the second meshing tooth (141) is used to mesh with the first meshing tooth (111) of the gear sleeve (112) located in the gear-entry position.

7. The parking device (1000) for a vehicle according to claim 5, characterized in that: The parking device (1000) further comprises a limiter (160) and a transmission rod (150), wherein the transmission rod (150) is fixed to the shift fork (113), the limiter (160) is fixed relative to the vehicle frame, and the transmission rod (150) is provided with at least three limit slots (151); when the gear sleeve (112) is respectively located at the unlocking position, the locking position, and the shifting position, the limiter (160) is respectively in contact with the three limit slots (151).

8. The parking device (1000) for a vehicle according to claim 7, characterized in that: The stopper (160) comprises: a housing (161), the housing (161) being fixed relative to a frame of the vehicle; a limiting ball (162), the limiting ball (162) being located at an end of the housing (161), and the limiting ball (162) being used to be embedded in the limiting groove (151); and An elastic member is disposed in the housing (161) and connected to the limiting ball (162), and is used to press against the limiting ball (162).

9. A vehicle parking control method, characterized in that: The parking device (1000) for a vehicle according to any one of claims 1 to 8, wherein the parking control method for the vehicle comprises: Execute the locking action; If the locking action can be performed normally, the shifting action is performed; and If the gear shifting action can be performed normally, the parking gear shifting is completed; The locking action is that the actuator (110) locks the left and right wheels, and the shifting action is that the actuator (110) locks the vehicle frame.

10. The vehicle parking control method according to claim 9, characterized in that: The vehicle parking control method further includes: Receive a parking command and determine whether the vehicle is in a braking state; and If the vehicle is in the braking state, the locking action is performed.

11. The vehicle parking control method according to claim 10, characterized in that: The vehicle parking control method further includes: Determining whether the locking can be performed normally according to abnormal conditions of the actuator and the actuator driving element (100); and If the system cannot be locked normally, intervention assistance will be provided or a prompt will be given that the locking failed.

12. The vehicle parking control method according to claim 11, characterized in that: The vehicle parking control method further includes: determining whether normal shifting is possible based on abnormal conditions of the actuator (110) and the actuator drive element (100); If the gear cannot be shifted normally, intervention assistance will be provided or a prompt will be given indicating that the gear shift failed.

13. The vehicle parking control method according to claim 11 or 12, characterized in that: The determining whether the vehicle is in a braking state includes: Determine whether the vehicle can be parked based on its body posture and speed; If parking is not possible, prompt the driver to park; and If parking is possible, it is determined whether the vehicle is in a braked state. If the vehicle is not in a braked state, the electronic brake system is activated to brake.

14. The vehicle parking control method according to claim 12, characterized in that: The abnormal conditions of the actuator (110) and the actuator drive element (100) include at least one of the following situations: The stroke of the actuator (110) and the stroke of the actuator drive element (100) are out of tolerance; Failure of the actuator (110) and the actuator drive element (100); The executor (110) executes the lock timeout; and The actuator drive element (100) is stalled.

15. The vehicle parking control method according to claim 14, characterized in that: The method of judging whether the locking can be performed normally according to the abnormal conditions of the actuator (110) and the actuator driving element (100) includes: Reading the stroke of the actuator (110); Reading the operating stroke of the actuator driving element (100); Comparing the stroke of the actuator (110) with the stroke of the actuator drive element (100) to see if there is an error; and If the stroke of the actuator (110) and the stroke of the actuator driving element (100) are within tolerance, and the actuator (110) is checked to be in the locked position, the locking is successful.

16. The vehicle parking control method according to claim 15, characterized in that: The method of judging whether the locking can be performed normally according to the abnormal conditions of the actuator (110) and the actuator driving element (100) further includes: If the stroke of the actuator (110) and the stroke of the actuator drive element (100) are out of tolerance, it is determined whether the actuator (110) or the actuator drive element (100) is faulty. If the actuator (110) or the actuator drive element (100) fails, the locking fails. If the actuator (110) or the actuator drive element (100) is not faulty, the stroke data of the actuator (110) and the actuator drive element (100) are calibrated.

17. The vehicle parking control method according to claim 15 or 16, characterized in that: The method of judging whether the locking can be performed normally according to the abnormal conditions of the actuator (110) and the actuator driving element (100) further includes: If the check actuator (110) is not in the locked position and the locking timeout occurs, the locking fails; If the check actuator (110) is not in the locked position and the locking has not timed out, it is determined whether the actuator drive element (100) is locked. If no stall occurs, the stroke of the actuator (110) is compared with the stroke of the actuator drive element (100) to see if there is any deviation. If a stall occurs, intervention assistance is provided.

18. The vehicle parking control method according to any one of claims 14 to 17, characterized in that: The method of judging whether a gear can be shifted normally based on abnormal conditions of the actuator (110) and the actuator driving element (100) includes: Reading the stroke of the actuator (110); Reading the operating stroke of the actuator driving element (100); Comparing the stroke of the actuator (110) with the stroke of the actuator drive element (100) to see if there is an error; and If the stroke of the actuator (110) and the stroke of the actuator driving element (100) are within tolerance, and the actuator (110) is checked to be in the shift-forward position, the shift-forward is successful.

19. The vehicle parking control method according to claim 18, characterized in that: The method of judging whether a gear can be shifted normally based on abnormal conditions of the actuator (110) and the actuator driving element (100) further includes: If the stroke of the actuator (110) and the stroke of the actuator drive element (100) are out of tolerance, it is determined whether the actuator (110) or the actuator drive element (100) is faulty. If the actuator (110) or the actuator drive element (100) fails, the gear shift fails. If the actuator (110) or the actuator drive element (100) is not faulty, the stroke data of the actuator (110) and the actuator drive element (100) are calibrated.

20. The vehicle parking control method according to claim 18 or 19, characterized in that: The method of judging whether a gear can be shifted normally based on abnormal conditions of the actuator (110) and the actuator driving element (100) further includes: If the check actuator (110) is not in the gear-forwarding position and the gear-forwarding timeout occurs, the gear-forwarding fails; If the check actuator (110) is not in the forward position and the locking has not timed out, it is determined whether the actuator drive element (100) is locked. If no stall occurs, the stroke of the actuator (110) is compared with the stroke of the actuator drive element (100) to see if there is any deviation. If a stall occurs, intervention assistance is provided.

21. The vehicle parking control method according to any one of claims 12 to 20, characterized in that: The intervention assistance includes: Determine the braking condition; If the vehicle has stopped, the drive motor of the vehicle outputs torque and continues to lock or shift gears; Determine whether locking or shifting is successful; If locking or shifting is successful, the intervention assistance will be exited; If locking or shifting is not successful and the locking or shifting timeout occurs, the intervention assistance ends and an error is reported; and If the vehicle is not locked or the gear is not shifted successfully, and the locking or shifting timeout has not occurred, the drive motor of the vehicle continues to output torque.

22. The vehicle parking control method according to claim 21, characterized in that: The determining of the braking condition includes: Determine whether the electronic brake system is normal; and If the electronic brake system is abnormal, the intervention assistance will be terminated and an error will be reported.

23. A storage medium, characterized in that The storage medium stores a computer program executed by a processor. When the computer program is executed by the processor, the processor executes the vehicle parking control method according to any one of claims 9 to 22.

24. A vehicle parking and shift control system (2000), characterized in that: The invention comprises a parking device (1000) for a vehicle according to any one of claims 1 to 8, a memory (300) and a processor (400), wherein the memory (300) stores a computer program to be executed by the processor (400), and when the computer program is executed by the processor (400), the processor (400) executes the parking control method for a vehicle according to any one of claims 9 to 22.

25. A vehicle (3000), characterized in that The vehicle (3000) is provided with the vehicle parking and shift control system (2000) according to claim 24.

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