Gear Shifting Layout for Redundant Electric Parking Brake Locking
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Solution Overview
Problem
Current new energy vehicles face safety risks due to the lack of redundancy in single-control electronic parking brake (EPB) systems and occupy excessive space with dual-control systems, hindering lightweight development.
Innovation Solution
A gear shifting apparatus with a primary and secondary power transmission unit, intermediate shaft, and clutch units that allow for self-locking and non-self-locking states, enabling power transmission to the wheel while preventing rotation during braking, effectively serving as an additional parking mechanism without additional space or components.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single-control EPB system is used, then the device complexity is reduced, but the reliability decreases due to lack of redundancy
Solution Approach 1:
The patent merges the EPB system with the gear shifting apparatus by integrating the parking brake mechanism into the existing transmission structure. The gear shifting apparatus includes a parking brake mechanism that can lock the output shaft, providing redundancy without adding separate EPB components. This combining approach maintains device simplicity while improving reliability through functional integration.
Solution Approach 2:
The gear shifting apparatus is designed to perform multiple functions: power transmission during driving and parking brake function during stationary periods. The same mechanical structure serves both transmission and braking purposes, eliminating the need for separate EPB components while ensuring redundant safety through the dual-function design.
2Reliability
If a dual-control EPB system is used, then the reliability is improved through redundancy, but the volume occupied increases
Solution Approach 1:
The patent combines the parking brake function with the existing gear shifting apparatus structure. The output shaft of the transmission serves as the basis for the parking brake mechanism, eliminating the need for separate EPB actuators and linkages. This merging reduces the volume occupied while maintaining redundant safety through the integrated design.
Solution Approach 2:
The parking brake mechanism is nested within the existing transmission housing and component structure. The brake elements are positioned within the transmission case, utilizing the same space as the power transmission components. This nesting approach ensures that the redundant safety system does not increase the overall vehicle packaging volume.
3Reliability
If a dual-control EPB system is used, then the reliability is improved through redundancy, but the weight increases hindering lightweight development
Solution Approach 1:
The patent merges the parking brake function with the existing gear shifting apparatus structure. The output shaft of the transmission serves as the basis for the parking brake mechanism, eliminating the need for separate EPB actuators and linkages. This merging reduces the weight while maintaining redundant safety through the integrated design.
Solution Approach 2:
The gear shifting apparatus is designed to perform multiple functions: power transmission during driving and parking brake function during stationary periods. The same mechanical structure serves both transmission and braking purposes, eliminating the need for separate EPB components and reducing overall system weight while ensuring redundant safety through the dual-function design.
Data Source
AI summary
A gear shifting apparatus in a new energy vehicle includes a primary power transmission unit, a secondary power transmission unit, an intermediate shaft, an intermediate shaft gear, a first clutch unit, a second clutch unit, and a third clutch unit. The intermediate shaft gear is fixedly sleeved on the intermediate shaft, and the first clutch unit is disposed between the intermediate shaft and the primary power transmission unit. The second clutch unit is disposed between the intermediate shaft and the secondary power transmission unit. The third clutch unit is disposed between the primary power transmission unit and the intermediate shaft gear.