CN116066557A - Parking locking device for electric automobile and electric automobile - Google Patents

Abstract

The utility model relates to a parking lock device for an electric vehicle and to a corresponding electric vehicle, wherein the parking lock device comprises at least one actuator and at least one locking member which can be driven by the actuator, wherein the locking member can be moved by the actuator in the direction of its longitudinal axis between a locking position, in which the locking member can be coupled directly and indirectly in a form-locking manner to a target locking shaft in a drive train of the electric vehicle and in each case such that the target locking shaft cannot be rotated, and a release position, in which the locking member is decoupled from the target locking shaft and the target locking shaft can be freely rotated. According to the utility model, parking locking can be realized by a brand new scheme, a ratchet and pawl mechanism required for locking in the prior art can be omitted, the mechanism required for locking is simplified, the load and the number of parts participating in locking are reduced, and the installation space and the cost are correspondingly saved.

Description

Parking locking device for electric automobile and electric automobile

Technical Field

The utility model relates to the technical field of vehicles, in particular to a parking locking device for an electric automobile and the electric automobile, which are provided with the parking locking device.

Background

In order to meet the requirements of safety and related laws and regulations, parking lock functions are widely provided in vehicles, so that a user can keep the vehicle in a stationary state without additional energy consumption when parking and no slipping occurs even when parking on a slope.

Many parking lock mechanisms of this type are known from the prior art.

For example, in chinese patent application CN214036843U, a parking lock mechanism is disclosed, which includes: the parking gear is coaxially arranged on the differential mechanism shell; the cam assembly is arranged on one side of the differential case along the radial direction of the parking gear; the pawl assembly is located between the parking gear and the cam assembly, the pawl assembly comprises a parking pawl, the parking pawl is coplanar with the parking gear, the parking pawl can be pushed into a tooth slot of the parking gear to be located at a locking position under the driving action of the cam assembly, and the tooth slot of the parking gear can be pulled out to be located at an unlocking position.

However, the conventional parking lock mechanism mostly realizes parking lock by a ratchet-pawl mechanism. The ratchet pawl mechanism, although functionally reliable, is complex in construction, has a large number of parts, is subject to a large load when the relevant parts are in operation, has to be designed to be large in size and thus requires a large installation space.

Accordingly, it is highly desirable to provide a parking lock device for an electric vehicle and a corresponding electric vehicle, which can overcome the above-mentioned technical problems in the prior art.

Disclosure of Invention

The utility model provides a parking locking device for an electric automobile and a corresponding electric automobile, and aims to solve one or more technical problems in the prior art. In the parking locking device for the electric automobile and the corresponding electric automobile, a brand new locking scheme is adopted, a ratchet and pawl mechanism required for locking in the prior art can be omitted, the mechanism required for locking is simplified, the load and the number of parts participating in locking are reduced, and the installation space and the cost are correspondingly saved.

One aspect of the utility model relates to a parking lock for an electric vehicle, comprising at least one actuator and at least one locking element which can be driven by the actuator, wherein the locking element can be moved by the actuator in the direction of its longitudinal axis between a locking position, in which the locking element can be coupled directly and indirectly in a form-locking manner to a target locking shaft in a drive train of the electric vehicle and in each case such that the target locking shaft cannot be rotated, and a release position, in which the locking element is decoupled from the target locking shaft and the target locking shaft can be rotated freely.

The parking lock is an auxiliary means for the electronic parking brake system in order to ensure a parking state of the vehicle, also referred to as a parking gear, in the event of a failure thereof. Electric vehicles refer to vehicles that can be operated solely by electric motor drive for at least a period of time, including electric vehicles and hybrid vehicles with electric-only drive capability. According to the inventive concept, the rotation of the rotor shaft or the propeller shaft is limited and thus the vehicle is prevented from slipping after stopping by the locking member driven by the actuator directly locking the target locking shaft, i.e. one of the rotor shaft or the propeller shaft, of the vehicle powertrain. Thus, the ratchet and pawl mechanism and the corresponding driving member in the prior art can be omitted. In addition, in the case of the utility model, the control device first aligns the locking target shaft with the locking element via the inverter, i.e. enables the locking element to engage with a counterpart formed on the locking target shaft by linear movement, so that the shaft is directly locked in the stationary state of the vehicle. The forces and moments that need to be applied for locking are reduced, since there is no need to try to lock the vehicle while it is still in a low speed state, as in the prior art. Thus, the components involved in the locking and the corresponding actuators can be made smaller.

According to a preferred embodiment of the utility model, the target locking shaft is a drive shaft of a gearbox or a rotor shaft of a power motor, and the locking element is coupled to the target locking shaft by a pin-and-hole fit in the radial direction, wherein the locking element is embodied in the form of a pin and a receiving bore corresponding to the locking element is formed in the target locking shaft. The pin-shaped locking member can be moved in the axial direction of the locking member under the drive of the actuator, that is to say between a locking position coupled into a receiving hole in the target locking shaft and a release position completely retracted out of the receiving hole. In the locking position, the target locking shaft is caught by the pin-shaped locking member and thus cannot rotate. In the release position, the locking member is completely disengaged from the receiving hole and thus releases the target locking shaft. The locking member is designed in the form of a pin, it being understood that the entire design is in the form of a pin or a part is designed in the form of a pin, for example only at the end facing the target locking shaft.

Preferably, the target lock shaft is provided at a plurality of receiving holes uniformly on a peripheral side thereof. For example, three, six or more receiving holes may be provided. The receiving hole can be a blind hole or a through hole. When a plurality of receiving holes are provided, blind holes are preferably used. And for example, when there is only one receiving hole, a through hole may be used.

According to a further advantageous embodiment of the utility model, the target locking shaft is a rotor shaft of the power motor, on which rotor shaft a rotor balancing cap is arranged in a rotationally fixed manner, on whose end face facing the locking element at least one receiving opening corresponding to the locking element is provided. By arranging the coupling holes on the rotor balancing cover, on the one hand, due to the larger size of the rotor balancing cover, a larger space is provided for arranging the plurality of receiving holes, so that the freedom of arrangement is larger and the stress is more uniform, the load of a single locking member is reduced, on the other hand, the locking moment is favorably increased, and the force required to be applied by the locking member during locking is reduced.

According to a preferred embodiment of the utility model, the target locking shaft is a drive shaft of a gearbox or a transmission or a rotor shaft of a power motor, and the locking element is coupled to the target locking shaft in the axial direction by a spline fit. The term "spline" is to be understood broadly herein, and any multi-tooth or multi-prismatic configuration is applicable, such as square or prismatic configurations are also possible. The locking member can only move linearly but cannot rotate, and thus the rotation of the target lock shaft is locked by the spline fit with the target lock shaft.

Advantageously, the locking member is designed with external splines at the end facing the target locking shaft, and internal splines corresponding to the external splines are formed in the end of the target locking shaft facing the locking member. That is, spline teeth on a lock member that can be driven by an actuator are inserted into the inside of the target lock shaft and are coupled with internal splines inside the target lock shaft.

Advantageously, the locking member is configured with an internal spline at an end facing the target locking shaft and an external spline corresponding to the internal spline at an end of the target locking shaft facing the locking member. In this case, spline teeth on the lock member that can be driven by the actuator engage the target lock shaft from the outside and couple with external splines on the target lock shaft.

Advantageously, the target locking shaft is a rotor shaft of the power motor, and the parking locking device is mounted fixedly on the power motor housing from outside the power motor housing or fixedly mounted integrally inside the power motor housing in an inserted manner.

Advantageously, the target locking shaft is a drive shaft of a gearbox or of a gearbox, and the parking lock is mounted in an inserted manner from outside the gearbox or of the gearbox on the gearbox housing or of the gearbox housing or is mounted in a fixed manner in its entirety inside the gearbox housing or of the gearbox housing. Here, the drive shaft of the reduction gear or gearbox comprises a power take-off shaft, an intermediate shaft and a power input shaft. That is, the target lock shaft may be any one of the power output shaft, the intermediate shaft, and the power input shaft.

The electric vehicle comprises a power motor, an inverter and a speed reducer or a gearbox, wherein the electric vehicle is designed as a pure electric vehicle or a hybrid vehicle with pure electric driving capability, and the electric vehicle is further provided with the parking locking device according to any implementation form of the utility model.

The various variants described for the parking lock for electric vehicles and their advantageous technical effects are likewise applicable to corresponding electric vehicles. Here, the description is omitted.

Drawings

Further characteristics and advantages of the utility model are given by the following description of a preferred embodiment with the aid of the accompanying drawings.

The drawings show:

fig. 1 shows a first embodiment of a retarder with a parking lock device according to the utility model;

fig. 2 shows an electric vehicle drive train with a second embodiment of the parking lock according to the utility model;

fig. 3 shows an electric vehicle drive train with a third embodiment of a parking lock according to the utility model;

fig. 4 shows an electric vehicle drive train with a fourth embodiment of a parking lock according to the utility model;

fig. 5 shows an electric vehicle drive train with a fifth embodiment of a parking lock according to the utility model;

fig. 6 shows an electric vehicle drive train with a sixth embodiment of the parking lock according to the utility model.

Detailed Description

Embodiments of the present utility model will be explained in detail below with reference to the drawings. It is obvious that the described embodiments are only part of the possible embodiments of the utility model, but the utility model is not limited thereto. In the various figures, identical or functionally identical components are provided with the same reference numerals.

Fig. 1 shows a schematic view of a reduction gear (or gearbox) 1 for an electric vehicle. The reduction gear 1 comprises a drive shaft in the form of a power input shaft 2, an intermediate shaft 3 and a power output shaft 4. The power input shaft 2, the intermediate shaft 3 and the power output shaft 4 are coupled to each other in a power transmitting manner through a gear pair. The power input shaft 2 is coupled to a rotor shaft of the power motor. The power take-off shaft 4 is coupled to an axle or wheel. As shown in fig. 1, a parking lock device 5 is fixedly mounted in an inserted manner on a housing of the speed reducer 1, and the parking lock device 5 includes an actuator 6 and a lock member 7 that can be driven by the actuator 6. Obviously, the parking lock device 5 may be integrally built in the housing of the reduction gear 1. The actuator 6 can be designed electrically, hydraulically or pneumatically, for example as a linear motor, a hydraulic cylinder or a pneumatic motor, etc. The locking member 7 is movable along its longitudinal axis between a locking position and a release position by being driven by the actuator 6. In the state shown in fig. 1, the locking member 7 is in the released position, in which the drive shaft of the reduction gear 1, including the power input shaft 2, the intermediate shaft 3 and the power output shaft 4, can freely rotate about their axes (for example, in the direction indicated by the arrow in the figure). While in the locking position the locking member 7 engages into a receiving hole 8 configured in the target locking shaft, thereby preventing rotation of the target locking shaft. In the presently illustrated embodiment, the target lock-up shaft is the power input shaft 2 of the reduction gear 1. However, it is also conceivable to use the intermediate shaft 3 or the power take-off shaft 4 as the target locking shaft. Of course, two or more drive shafts may be selected for use as the target lock shaft simultaneously and redundantly, although this is not required. The locking element 7 is designed in the form of a pin, while a corresponding receiving opening 8 for the locking element 7 is provided on the target locking shaft. Only one receiving hole in the form of a through-hole is shown in the figure, but one or more receiving holes in the form of blind holes arranged in the circumferential direction are also conceivable. The locking member 7 engages with the receiving bore 8 in form of a form-locking fit in the form of a pin bore from the radial direction of the target locking shaft.

Fig. 2 shows a schematic illustration of a drive train 1 with a further embodiment of a parking lock 5. Fig. 2 shows a power motor 9, a reduction gear 1 and an inverter 10 of the power train 1. In the solution shown in fig. 2, the target locking shaft is also locked in a radial locking manner. However, the target lock-up shaft is selected as the rotor shaft 11 of the power motor 9. A rotor balance cover 12 is fixedly provided on the rotor shaft 11 so as to be unable to rotate relative to each other. A plurality of receiving holes 8 are provided in the end face of the rotor balance cover 12 facing the lock member 7. The locking member 7 can be driven by the actuator 6 into the receiving hole 8 indirectly to lock the rotor shaft 11, and the locking member 7 can be retracted from the receiving hole 8 to a position decoupled from the rotor balance cover 12, thereby releasing the rotation of the rotor shaft. Obviously, it is also conceivable to construct receiving bores in the rotor shaft 11, so that a direct locking is achieved by means of a pin-and-hole type fit. The parking lock 5 is mounted on the housing of the power motor 9 in a fixed manner. Of course, the parking lock device 5 may be integrally built in the housing of the power motor 9. The locking member 7 is designed in the form of a pin, it being understood that the entire design is in the form of a pin or a part is designed in the form of a pin, for example only at the end facing the target locking shaft.

Fig. 3 shows a drivetrain with a parking lock 5 according to an embodiment of the utility model. In this embodiment, the target lock shaft is locked in an axially locked manner. As shown in fig. 3, a rotor shaft 11 of the power motor 9 is coupled with the power input shaft 2 of the reduction gear 1. The power input shaft 2 is in turn coupled to an intermediate shaft 3 via a gear pair, the intermediate shaft 3 being coupled to a power output shaft 4. Here, the target lock-up shaft is the power input shaft 2. However, it is obvious that the intermediate shaft 3 and the power take-off shaft 4 are also selected as target lock shafts. The parking lock 5 is mounted fixedly on the retarder housing or the inverter housing in an inserted manner. Similarly, the parking lock device 5 may also be integrally arranged inside the decelerator housing or the inverter housing. In the presently illustrated embodiment, the locking element 7 is coupled to the target locking shaft by means of a form-locking arrangement in the form of a spline fit. An internal spline is formed at the end of the locking member 7 facing the target locking shaft, and a corresponding external spline is formed at the end of the target locking shaft facing the locking member 7. The locking of the target locking shaft is realized by the combination of the internal spline and the external spline.

Fig. 4 shows another axial locking scheme. As shown in fig. 4, the rotor shaft 11 of the power motor 9 is selected as the target lock shaft. At the end of the locking member 7 facing the rotor shaft 11, there is configured an internal spline, and at the end of the rotor shaft facing the locking member 7 there is configured a corresponding external spline. The locking of the target locking shaft is realized by the combination of the internal spline and the external spline. The parking lock 5 is mounted in an inserted manner on the housing of the power motor 9. Obviously, the parking lock device 5 may be integrally built in the housing of the power motor 9, similarly to the other embodiments. In addition, other components of the parking lock device 5 except for the lock member 7 are constructed identically to the previous embodiments.

Fig. 5 shows a schematic representation of a powertrain similar to fig. 3. The only difference from fig. 3 is the structure of the spline-type engagement that achieves the lock. Here, the target lock-up shaft is the power input shaft 2. However, contrary to fig. 3, external splines are formed at the end of the locking member 7 facing the target locking shaft, while corresponding internal splines are formed at the end of the target locking shaft facing the locking member 7. The locking of the target locking shaft is realized by the combination of the internal spline and the external spline. In addition, fig. 3 shows a locked state, and fig. 5 shows a released state in which the power input shaft 2 is free to rotate in the direction indicated by the arrow.

Fig. 6 shows a schematic representation of a powertrain similar to fig. 4. Here, too, the rotor shaft 11 of the power motor 9 is selected as the target lock shaft. An external spline is formed at the end of the locking member 7 facing the rotor shaft 11, and a corresponding internal spline is formed at the end of the rotor shaft facing the locking member 7. The locking of the target locking shaft is realized by the combination of the internal spline and the external spline. In addition, fig. 6 shows a released state, and fig. 4 shows a locked state. The internal spline and the external spline are multi-tooth parts, the spline on the surface of the internal cylinder is an internal spline, and the spline on the surface of the external cylinder is an external spline.

The operation of the parking lock device according to the present utility model is briefly described below as an example. When the driver or the vehicle-mounted auxiliary driving system determines that parking is to be performed, the control device controls the rotation of the target lock shaft through the inverter with the aid of the relevant sensor, so that the receiving hole or spline structure formed on the target lock shaft is aligned with the lock mechanism and holds the target lock shaft in the aligned position. At this time, the target lock shaft and thus the entire vehicle is in a stationary state. Under the drive of the control device, the actuator drives the locking member to move towards the target locking shaft until the locking member is combined with the mating structure in the target locking shaft and the locking process is completed. In this case, the locking is completed with the vehicle stationary, so that the load on the locking elements involved is greatly reduced. The relevant sensor may be a common sensor for detecting a position or a relative position, such as a photoelectric sensor, an angle sensor, a rotary encoder sensor, a magnetic induction sensor, etc., which will not be described in detail herein.

In the whole, the utility model realizes parking locking by a brand new scheme, eliminates a ratchet and pawl mechanism required for locking in the prior art, simplifies the mechanism required for locking, reduces the load and the number of parts participating in locking, and correspondingly saves the installation space and the cost.

It is to be understood that the above embodiments are merely exemplary embodiments employed for the purpose of illustrating the design of the present utility model, and the present utility model is not limited thereto. Various modifications and improvements may be made by those skilled in the art without departing from the spirit and substance of the utility model, and are also considered to be within the scope of the utility model.

Claims (11)

1. Parking lock device for an electric vehicle, characterized in that it comprises at least one actuator and at least one locking member which can be driven by the actuator, wherein the locking member can be moved by the actuator in the direction of its longitudinal axis between a locking position, in which the locking member can be coupled directly and/or indirectly in a form-locking manner to a target locking shaft in a drive train of the electric vehicle and in each case such that the target locking shaft cannot be rotated, and a release position, in which the locking member is decoupled from the target locking shaft and the target locking shaft can be rotated freely.

2. Parking lock device according to claim 1, characterized in that the target lock shaft is a drive shaft of a gearbox or a rotor shaft of a power motor, with which the locking member is coupled in the radial direction by means of a pin-hole fit, wherein the locking member is designed in the manner of a pin and at least one receiving hole corresponding to the locking member is formed in the target lock shaft.

3. The parking lock device according to claim 2, wherein a plurality of receiving holes are uniformly provided on a peripheral side of the target lock shaft.

4. The parking lock device according to claim 1, wherein the target lock shaft is a rotor shaft of a power motor, a rotor shaft auxiliary member is arranged on the rotor shaft of the power motor in a relatively non-rotatable manner, and at least one receiving hole corresponding to the lock member is provided on an end side of the rotor shaft auxiliary member facing the lock member.

5. The park lock device of claim 4, wherein the rotor shaft attachment member is a rotor balancing cover.

6. The parking lock device according to claim 1, wherein the target lock shaft is a transmission shaft of a reduction gear or a transmission case or a rotor shaft of a power motor, and the lock member is coupled with the target lock shaft by spline fitting in an axial direction.

7. The parking lock device according to claim 6, wherein the lock member is designed with an external spline at an end portion facing a target lock shaft, and an internal spline corresponding to the external spline is configured in an end portion of the target lock shaft facing the lock member.

8. The parking lock device according to claim 6, wherein the lock member is configured with an internal spline at an end portion facing a target lock shaft, and an external spline corresponding to the internal spline at an end portion of the target lock shaft facing the lock member.

9. The parking lock device according to claim 1, wherein the target lock shaft is a rotor shaft of a power motor, and the parking lock device is fixedly mounted on the power motor housing from outside the power motor housing or fixedly mounted inside the power motor housing as a whole in an insertion manner.

10. The parking lock device according to claim 1, wherein the target lock shaft is a transmission shaft of a speed reducer or a transmission case, and the parking lock device is fixedly mounted on the speed reducer case or the transmission case from outside the speed reducer or the transmission case in an interposed manner, or fixedly mounted inside the speed reducer case or the transmission case as a whole.

11. An electric vehicle comprising a power motor, an inverter and a speed reducer or gearbox, characterized in that the electric vehicle is designed as a pure electric vehicle or as a hybrid vehicle with pure electric driving capability, wherein the electric vehicle is further provided with a parking lock according to any one of claims 1 to 10.

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