CN216478865U - Parking locking device for electric automobile and electric automobile - Google Patents

Abstract

The utility model discloses a parking lock device for an electric vehicle and a corresponding electric vehicle, wherein the parking lock device comprises at least one actuator and at least one lock component driven by the actuator, wherein the lock component can move along the direction of the longitudinal axis of the lock component under the drive of the actuator between a lock position and a release position, in the lock position, the lock component can be directly and indirectly coupled with a target lock shaft in a power train of the electric vehicle in a form-locking manner and accordingly can not rotate, in the release position, the lock component is decoupled from the target lock shaft, and the target lock shaft can rotate freely. According to the utility model, parking locking can be realized by a brand-new scheme, a ratchet wheel and pawl mechanism required by locking in the prior art can be omitted, the mechanism required by 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.

Background

In order to meet the requirements of safety and related laws and regulations, a parking lock function is widely provided in a vehicle so that a user can keep the vehicle in a stationary state without additional energy consumption when parking the vehicle and a situation of rolling down does not occur even when parking the vehicle on a slope.

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

For example, chinese utility model patent CN214036843U discloses a parking lock mechanism, which includes: the parking gear is coaxially arranged on the differential shell; the cam assembly is arranged on one side of the differential shell along the radial direction of the parking gear; the pawl assembly is located between the parking gear and the cam assembly and comprises a parking pawl, the parking pawl is coplanar with the parking gear, the parking pawl can push the tooth grooves of the parking gear to be in a locking position under the driving action of the cam assembly, and the tooth grooves of the parking gear can be released to be in an unlocking position.

However, most of the conventional parking lock mechanisms achieve parking lock by a ratchet-pawl mechanism. The ratchet-pawl mechanism, although functionally reliable, is complicated in structure, large in the number of parts, large in the load to which the relevant parts are subjected during operation, the parts must be designed to be large in size and thus a large installation space is required.

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

SUMMERY OF THE UTILITY MODEL

The utility model provides a parking locking device for an electric vehicle and the corresponding electric vehicle, 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 eliminated, 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 member that 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 it can be coupled directly and indirectly in a form-fitting manner to a target locking shaft in a drive train of the electric vehicle and in each case prevents the target locking shaft from rotating, and a release position, in which it is decoupled from the target locking shaft and the target locking shaft can rotate freely.

The parking lock is an aid to the electronic parking brake system in order to ensure a parked state of the vehicle, also commonly referred to as a parking position, in the event of a failure thereof. The electric vehicle refers to a vehicle which can be driven by a motor only for at least a period of time, and comprises a pure electric vehicle and a hybrid vehicle with pure electric driving capability. According to the concept of the present invention, the rotation of the rotor shaft or the propeller shaft is restricted and thus the vehicle is prevented from rolling after stopping by directly locking the target lock shaft of the vehicle power train, i.e., one of the rotor shaft or the propeller shaft, by the lock member driven by the actuator. Thus, the prior art ratchet-pawl mechanism and associated drive components can be eliminated. In addition, in the aspect of the utility model, the control device first aligns the lock target shaft with the lock member through the inverter, that is, enables the lock member to engage with a counterpart structure configured on the lock target shaft through a linear motion, thereby directly locking the shaft in a state where the vehicle is stationary. Since there is no need to attempt locking while the vehicle is still at low speed, as in the prior art, the force and torque required to be applied for locking is reduced. Thus, the components involved in the locking and the corresponding actuators can be constructed to be smaller.

According to a preferred embodiment of the utility model, the target locking shaft is a transmission shaft of a reduction gear or a transmission or a rotor shaft of a power motor, and a locking member is coupled to the target locking shaft in the radial direction by a pin-and-socket connection, wherein the locking member is pin-shaped and a receiving bore corresponding to the locking member is formed in the target locking shaft. The pin-shaped locking member is movable in the axial direction of the locking member under the drive of the actuator, that is, between a locking position coupled into a receiving hole in the target locking shaft and a release position fully retracted out of the receiving hole. In the lock position, the target lock shaft is caught by the pin-shaped lock member and thus cannot rotate. In the release position, the locking member is completely disengaged from the receiving hole and thus releases the targeted locking shaft. The locking member is designed pin-like, it being understood that it is designed pin-like in its entirety or partly, for example only at the end facing the target locking shaft.

Preferably, a plurality of receiving holes are provided uniformly on the peripheral side of the target lock shaft. 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 employed. Whereas a through hole may be used, for example, when there is only one receiving hole.

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

According to a preferred embodiment of the present invention, the target locking shaft is a transmission shaft of a reduction gear or a transmission case or a rotor shaft of a power motor, and the locking member is coupled to the target locking shaft in the axial direction by a spline-type fit. The term "spline" is to be understood in a broad sense, and any multi-tooth or multi-prismatic configuration is applicable, for example square or prismatic configurations are also possible. The lock member is only linearly movable but not rotatable, and therefore, the rotation of the target lock shaft is locked by the spline-fitting with the target lock shaft.

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

Advantageously, the locking member is configured with internal splines at an end facing a target locking shaft, and external splines corresponding to the internal splines are configured at an end facing the locking member. In this case, spline teeth on the lock member, which 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 lock is mounted in an insertable manner on the power motor housing from the outside or integrally in the interior thereof.

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

An electric vehicle comprising a power motor, an inverter, and a reduction gear or a transmission, wherein the electric vehicle is designed as a pure electric vehicle or a hybrid vehicle having pure electric drive capability, wherein the electric vehicle further comprises a parking lock device according to any embodiment of the present invention.

The various variants and the advantageous technical effects thereof described for the parking lock for an electric vehicle are also applicable to the corresponding electric vehicle. 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 drawings.

The figures show:

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

FIG. 4 shows an electric vehicle powertrain with a fourth embodiment of the parking lock according to the utility model;

fig. 5 shows an electric vehicle drive train with a fifth embodiment of the 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

The following detailed description of embodiments of the utility model refers to the accompanying drawings. It is obvious that the described embodiments are only a 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 symbols.

Fig. 1 shows a schematic view of a reducer (or gearbox) 1 for an electric car. The reducer 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 power-transmissively coupled to each other through a gear pair. The power input shaft 2 is coupled with a rotor shaft of the power motor. The power take-off shaft 4 is coupled to the axle or wheel. As shown in fig. 1, a parking lock device 5 is fixedly mounted to a housing of the reduction gear 1 in an inserted manner, 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 into the housing of the transmission 1. The actuators 6 can be designed electrically, hydraulically or pneumatically, for example, correspondingly as linear motors, hydraulic or pneumatic cylinders, etc. The locking member 7 is movable along its longitudinal axis by the actuator 6 between a locking position and a release position. In the state shown in fig. 1, the locking member 7 is in the release position, in which the transmission shaft of the reduction gear 1, including the power input shaft 2, the intermediate shaft 3 and the power output shaft 4, is free to rotate about its axis (e.g., in the direction of the arrow in the figure). And in the locked 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 lock-up shaft. Of course, although not required, two or more propeller shafts may be redundantly selected at the same time for use as the target lock shaft. The locking element 7 is designed in the form of a pin, while a receiving hole 8 is provided in the target locking shaft, which receiving hole corresponds to the locking element 7. Only one receiving bore designed as a through bore is shown in the figures, but it is also conceivable to provide one or more receiving bores in the circumferential direction in the form of blind bores. The locking member 7 engages with the receiving hole 8 in a form-fitting manner in the form of a pin-and-hole type fit from the radial direction of the target locking shaft.

Fig. 2 shows a schematic representation of a drive train 1 with a parking lock 5 in another embodiment. Fig. 2 shows a power motor 9, a reducer 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 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 not to rotate relative thereto. A plurality of receiving holes 8 are provided in an end surface of the rotor balance cover 12 facing the locking member 7. The locking member 7 can be driven by the actuator 6 into the receiving hole 8 to indirectly 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 hood 12, thereby releasing the rotation of the rotor shaft. Obviously, it is also conceivable to form a receiving bore in the rotor shaft 11, so that direct locking is achieved by a pin-and-socket fit. The parking lock 5 is fixedly mounted on the housing of the power motor 9 in an inserted manner. Of course, the parking lock 5 may be integrated into the housing of the power motor 9. The locking member 7 is designed pin-like, it being understood that it is designed pin-like as a whole or partly, e.g. only at the end facing the target locking shaft.

Fig. 3 shows a drive train with a parking lock 5 according to one embodiment of the utility model. In this embodiment, the target locking shaft is locked in an axially locked manner. As shown in fig. 3, the rotor shaft 11 of the electric motor 9 is coupled to the power input shaft 2 of the reduction gear 1. The power input shaft 2 is in turn coupled via a gear pair to an intermediate shaft 3, the intermediate shaft 3 being coupled to a power output shaft 4. Here, the target lock shaft is the power input shaft 2. However, it is obvious that the intermediate shaft 3 and the power output shaft 4 are also selected as the target lock-up shaft. The parking lock 5 is fixedly mounted in an inserted manner on the retarder housing or the inverter housing. Similarly, the parking lock device 5 may be integrally disposed inside the gear housing or the inverter housing. In the presently shown solution, the locking member 7 is coupled with the target locking shaft by means of a form-locking solution in the form of a spline-type 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 target locking shaft is locked by the engagement of the internal spline and the external spline.

Fig. 4 shows a further axial locking solution. 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, internal splines are formed, while at the end of the rotor shaft facing the locking member 7, corresponding external splines are formed. The target locking shaft is locked by the engagement of the internal spline and the external spline. The parking lock 5 is fixedly mounted in an insertable manner on the housing of the electric power motor 9. It is obvious that, similarly to the other embodiments, the parking lock 5 may also be integrated inside the housing of the electric motor 9. In addition, other components of the parking lock device 5, except for the lock member 7, are configured the same as in the foregoing embodiment.

Fig. 5 shows a schematic diagram of a powertrain similar to fig. 3. The only difference from fig. 3 is the spline-type mating configuration to achieve the locking. Here, the target lock shaft is the power input shaft 2. In contrast to fig. 3, however, the locking member 7 is formed with external splines at its end facing the target locking shaft, and corresponding internal splines at its end facing the locking member 7. The target locking shaft is locked by the engagement 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 can freely rotate in the direction indicated by the arrow.

Fig. 6 shows a schematic diagram of a powertrain similar to fig. 4. Here, the rotor shaft 11 of the motor power 9 is also selected as the target lock shaft. At the end of the locking member 7 facing the rotor shaft 11, external splines are configured, while at the end of the rotor shaft facing the locking member 7, corresponding internal splines are configured. The target locking shaft is locked by the engagement of the internal spline and the external spline. In addition, fig. 6 shows the released state, and fig. 4 shows the locked state. The internal spline and the external spline are both multi-tooth parts, the spline on the surface of the internal cylinder is the internal spline, and the spline on the surface of the external cylinder is the external spline.

The operation of the parking lock device according to the present invention is briefly described below as an example. When the driver or the vehicle-mounted assistant driving system determines that parking is to be performed, the control device controls rotation of the target lock shaft through the inverter with the aid of the relevant sensor so that the receiving hole or the 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 hence the entire vehicle are in a stationary state. Under the driving and controlling of the control device, the actuator drives the locking component to move towards the direction of the target locking shaft until the locking component is mutually combined with the matched structure in the target locking shaft and the locking process is completed. Here, the locking is completed in a state where the vehicle is stationary, and therefore the load of the participating locking member is greatly reduced. The relevant sensor may be a conventional sensor for detecting a position or a relative position, such as a photoelectric sensor, an angle sensor, a rotation coding sensor, or a magnetic induction sensor, and will not be described in detail herein.

On the whole, the parking locking is realized through a brand-new scheme, a ratchet wheel and pawl mechanism required by the locking in the prior art is omitted, the mechanism required by the locking is simplified, the load and the number of parts participating in the locking are reduced, and the installation space and the cost are correspondingly saved.

It is to be understood that the above embodiments are merely exemplary embodiments adopted to illustrate the design of the present invention, but the present invention is not limited thereto. It will be apparent to those skilled in the art that various modifications and improvements can be made without departing from the spirit and substance of the utility model, and these modifications and improvements are also considered to be within the scope of the utility model.

Claims (11)

1. Parking lock for an electric vehicle, characterized in that it comprises at least one actuator and at least one lock member which can be driven by the actuator, wherein the lock member can be moved by the actuator in the direction of its longitudinal axis between a locking position, in which it can be coupled directly and/or indirectly in a form-fitting manner to a target lock shaft in the drive train of the electric vehicle and in each case prevents a rotation of the target lock shaft, and a release position, in which it is decoupled from the target lock shaft and the target lock shaft can rotate freely.

2. Parking lock according to claim 1, wherein the target locking shaft is a transmission shaft of a reduction gear or a transmission or a rotor shaft of a power motor, and a locking member is coupled to the target locking shaft in a radial direction by a pin-and-socket engagement, wherein the locking member is designed in the form of a pin and at least one receiving hole corresponding to the locking member is formed in the target locking shaft.

3. The parking lock device according to claim 2, wherein a plurality of receiving holes are provided uniformly on the 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 the power motor on which a rotor shaft attachment member is arranged 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 attachment member facing the lock member.

5. The park lock apparatus of claim 4, wherein the rotor shaft attachment member is a rotor balance cap.

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

7. Parking lock according to claim 6, characterised in that the locking member is designed with external splines at the end facing the target locking shaft, in which internal splines corresponding to the external splines are configured.

8. The parking lock of claim 6, wherein the lock member is configured with internal splines at an end toward a target lock shaft, and external splines corresponding to the internal splines at an end toward the lock member of the target lock shaft.

9. The parking lock as claimed in claim 1, wherein the target lock shaft is a rotor shaft of a power motor, and the parking lock is fixedly installed on the power motor housing from an outside of the power motor housing or integrally fixedly installed inside the power motor housing in an inserted manner.

10. Parking lock according to claim 1, characterised in that the target locking shaft is a transmission shaft of a retarder or a gearbox, the parking lock being fixedly mounted in an interposed manner on a retarder housing or a gearbox housing from outside the retarder or the gearbox or integrally fixedly mounted inside said retarder housing or gearbox housing.

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

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