CN219299900U - Parking lock device for motor vehicle and motor vehicle - Google Patents

Abstract

The present utility model relates to a parking lock device for a motor vehicle and a motor vehicle including the same. The parking lock device includes: an electric actuator (10) axially opposite a drive shaft (600) of the motor vehicle; a lock cylinder (20) arranged in the axial direction between the drive shaft and the execution motor and having a spline portion (201), the lock cylinder being translatable in the axial direction between a locked position and an unlocked position in which the spline portion (201) of the lock cylinder and a corresponding spline portion (601) on the drive shaft (600) are engaged with and disengaged from each other, respectively; and a linear motion unit converting a rotational output of the execution motor (10) into a translational motion of the key cylinder (20). Wherein the drive shaft (600) has a hollow (602), the linear motion unit being configured such that at least a portion thereof is received within the hollow.

Description

Parking lock device for motor vehicle and motor vehicle

Technical Field

The utility model relates to a parking lock for a motor vehicle, in particular a new energy vehicle, and to a motor vehicle comprising such a parking lock.

Background

Parking locks are used on motor vehicles to ensure that the vehicle does not inadvertently move while parking or shutting off the power source. For this reason, a parking lock device is generally configured to lock a shaft (e.g., an output shaft of a transmission) on a power transmission path from a power source to wheels in a motor vehicle to prevent rotation thereof.

Solutions for locking a transmission by means of a high torque rotary actuator plus a ratchet-pawl mechanism are known from the prior art. However, the rotary actuator and the ratchet-pawl mechanism are complicated in structure, large in size, and very space-consuming, making the parking lock system costly.

Disclosure of Invention

It is an object of the present utility model to provide an improved parking lock device that addresses the above-identified problems and/or other deficiencies in the prior art.

To this end, in one aspect, the present utility model provides a parking lock device for a motor vehicle, comprising: an actuator motor axially opposed to a drive shaft of the motor vehicle; a lock cylinder provided between the drive shaft and the execution motor in the axial direction and having a spline portion, the lock cylinder being translatable in the axial direction between a locked position and an unlocked position in which the spline portion of the lock cylinder and a corresponding spline portion on the drive shaft are engaged with and disengaged from each other, respectively; and a linear motion unit converting a rotational output of the execution motor into a translational motion of the key cylinder. Wherein the drive shaft has a hollow portion, and the linear motion unit is configured such that at least a portion thereof is received within the hollow portion.

According to one exemplary configuration, the actuator motor may include a rotor shaft disposed on a rotor thereof in the axial direction and rotating with the rotor, and the linear motion unit may include a threaded portion disposed on the rotor shaft and a nut fitted over the threaded portion, the nut being translatable between a first position and a second position corresponding to an unlocked position and a locked position of the lock cylinder, respectively, and operatively connected with the lock cylinder to drive translation of the lock cylinder.

According to one exemplary configuration, the linear motion unit may further include a spring disposed between the nut and the lock cylinder in a force transmission path such that the nut applies an elastic force to the lock cylinder through the spring when translating from the first position toward the second position.

According to one exemplary configuration, the linear motion unit may further include a guide mechanism axially relatively immovably fitted with the lock cylinder, the spring being disposed between the nut and the guide mechanism to apply an elastic force to the lock cylinder via the guide mechanism, the nut being engaged with the guide mechanism to drive the lock cylinder to translate via the guide mechanism when translating from the second position toward the first position.

According to one exemplary configuration, the lock cylinder may be a disc-shaped member with a through hole; the guide mechanism may include a cap-shaped push plate member including an annular cap peak portion provided on the actuator side of the key cylinder, a cylindrical cap body portion extending toward the propeller shaft side through a through hole of the key cylinder, and a cap top portion with the through hole; the nut passes through the through hole of cap top and is equipped with first backstop portion and second backstop portion respectively at its transmission shaft side end and execution motor side end, first backstop portion is used for with the lateral surface joint of cap top, the spring is along the axial setting the medial surface of cap top with between the second backstop portion.

According to one exemplary configuration, the cap body can be mounted in a through hole of the lock cylinder by a clearance fit in a radial direction.

According to one exemplary configuration, the guide mechanism may further comprise at least one pin that fits the push plate member with the lock cylinder, the pin passing through a corresponding pin hole in the lock cylinder in a clearance fit, and having an actuator-side end fixedly connected to the visor portion and a drive-shaft-side end having a larger cross section than the pin hole.

According to one exemplary configuration, the guide mechanism may further include a wave washer mounted between the visor portion and the lock cylinder.

According to one exemplary configuration, at least a portion of one or more of the screw thread on the rotor shaft, the nut, the spring and the guide mechanism is located within or enters the hollow of the drive shaft during translation of the lock cylinder between the locked and unlocked positions.

In another aspect, the present utility model provides a motor vehicle comprising a park lock device as described above.

The utility model has at least one of the following beneficial effects: according to the parking locking device provided by the embodiment of the utility model, the actuating motor which is axially opposite to the transmission shaft of the motor vehicle is adopted to lock the transmission shaft through the axial translation of the lock cylinder, so that a ratchet and pawl mechanism which has a complex structure and occupies space in the prior art is avoided, parking locking is realized by a simple, compact and easy-to-install mechanism, and the system cost is greatly reduced; the hollow part which is usually originally present in the transmission shaft is utilized to at least partially receive the linear motion unit for driving the lock cylinder to translate, so that the originally useless space in the transmission shaft is fully utilized, the axial size of the parking locking device is further reduced, and the system structure is more compact.

Drawings

Further details and advantages of the utility model will become apparent from the detailed description provided hereinafter. It is to be understood that the following drawings are merely schematic and are not drawn to scale and are not considered limiting of the present application, and the detailed description will be described with reference to the accompanying drawings, in which:

FIG. 1 is a side cross-sectional view of a park lock device according to an embodiment of the utility model;

FIG. 2 is a perspective exploded view of the various components of the park lock device shown in FIG. 1;

fig. 3 is a perspective view of the rotor shaft assembled with the nut and the guide mechanism in the parking lock device shown in fig. 1 and 2.

Detailed Description

Embodiments of the present utility model are described below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding and enabling description of the utility model to one skilled in the art. It will be apparent, however, to one skilled in the art that the present utility model may be practiced without some of these specific details. Furthermore, it should be understood that the utility model is not limited to specific described embodiments. Rather, any combination of the features and elements described below is contemplated to implement the utility model, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered elements or limitations of the claims except where explicitly set out in a claim.

Fig. 1 illustrates, in a side cross-sectional view, a parking lock device 500 in accordance with one embodiment of the present utility model. Fig. 2 is an exploded view of part of the components in the parking lock device. The parking lock device can be used for locking a suitable shaft in a power transmission path from a power source to wheels in a motor vehicle, such as an output shaft of a transmission, or can be an output shaft (rotor shaft) of a drive motor for a new energy vehicle (such as a pure electric vehicle, a fuel cell vehicle, a hybrid electric vehicle) to which the utility model is particularly applicable. The shafts that can be locked with the parking lock device according to the present utility model are collectively referred to herein as the "propeller shaft" of a motor vehicle.

As shown in fig. 1 and 2, the parking lock device 500 may include an actuator motor 10 and a key cylinder 20, and is used to lock a propeller shaft 600 of a motor vehicle to prevent rotation thereof. The actuator motor 10 is axially opposed to the drive shaft 600 with the lock cylinder 20 axially disposed therebetween. In view of such positional relationship, it is referred to herein as "drive shaft side" when the description relates to a direction toward or facing the drive shaft 600 in the axial direction (i.e., to the left in fig. 1 and 2), and as "execution motor side" when the description relates to a direction toward or facing the execution motor 10 in the axial direction (i.e., to the right in fig. 1 and 2). In order to minimize the space taken up by the parking lock in the axial direction, the lock cylinder 20 can be designed as a disk with a small axial dimension as shown.

The actuator motor 10 may drive the lock cylinder 20 between a locked position and an unlocked position. In the present utility model, the lock cylinder 20 locks the drive shaft 600 by means of their respective provided mating spline portions. For example, a turn of spline portion 601 may be provided along the outer periphery of the actuator-side end portion of the drive shaft 600, and a turn of corresponding spline portion 201 may be provided on the drive shaft side of the key cylinder 20. In the illustrated embodiment, the lock cylinder 20 may have a through hole 203 with the splined portion 201 disposed on a peripheral portion defining the through hole. Shown in fig. 1 is the unlocked position of lock cylinder 20, where splined portions 601 and 201 are seen to be separated from one another. When the key cylinder 20 moves axially toward the drive shaft 600 to a state in which the spline portions 601 and 201 are engaged with each other, that is, the lock position is reached. To achieve locking of the drive shaft 600, the lock cylinder 20 itself should not be rotatable about the axial direction. For this purpose, the lock cylinder 20 is mounted in a lock socket 30 which is completely immovably fixed in the motor vehicle. For example, lock cylinder 20 has a plurality of teeth 202 on a radially outer circumference and lock base 30 has a plurality of corresponding tooth slots 302 on a radially inner circumference, such that lock cylinder 20 is axially movable without rotation, i.e., translatable, between an unlocked position and a locked position, by engagement between teeth 202 and tooth slots 302.

The actuator motor 10 powers the translational movement of the lock cylinder 20. The electric machine 10 may take the form of a conventional brushless dc motor, for example, and includes a stator 101, a rotor 102, a printed circuit board assembly 103 as a motor controller, etc., all of which are enclosed in a motor housing 104. The actuator motor 10 outputs rotational power through the rotor 102. In the illustrated embodiment, for example, the electric machine 10 includes a rotor shaft 105 axially disposed on and rotating with the rotor 102. The rotor shaft 105 may be rotatably supported in the motor housing 104 by a bearing 106.

In order to drive the translation of the cylinder 20 with the actuator motor 10, a linear motion unit that converts the rotational output of the actuator motor into a translational motion of the cylinder must be provided. For this, a linear motion unit is operatively coupled between the rotor of the actuating motor 10 and the key cylinder 20 to transmit power. In theory, various forms of linear motion units can be used, but the linear motion units occupy a certain space anyway. In view of this, it is contemplated in the present utility model to configure the linear motion unit to be at least partially received within the hollow 602 of the drive shaft 600, which is often provided originally, so that the space occupied by the linear motion unit (in particular, the axial space between the lock cylinder 20 and the actuator motor 10) can be saved, improving the compactness of the device.

In the illustrated embodiment, the linear motion unit is configured as a screw-nut mechanism. For this, the linear motion unit may include a screw portion 401 provided on the rotor shaft 105 and a nut 402 fitted over the screw portion. By controlling rotation of rotor shaft 105 and threaded portion 401 thereof, nut 402 is translatable between a first position and a second position corresponding to an unlocked position and a locked position of lock cylinder 20, respectively, and is operatively coupled with lock cylinder 20 to thereby drive translation of lock cylinder 20 between the unlocked position and the locked position. As a specific configuration of the operative connection between the nut 402 and the lock cylinder 20, the linear motion unit may further comprise a spring 403 for transmitting a driving force from the nut to the lock cylinder. More specifically, as the nut 402 translates from the first position toward the second position (to the left in fig. 1), the spring 403 will be urged and a resilient force will be applied to the lock cylinder 20 therethrough. When this elastic force acting on the lock cylinder 20 drives the lock cylinder 20 to the lock position, if the spline portion on the lock cylinder 20 and the spline portion on the drive shaft 600 are not exactly aligned but abut against each other, even if the motor 10 is stopped so that the nut is no longer moved to the second position, this elastic force can exert a certain pretension on the lock cylinder 20, so that once the drive shaft 600 is rotated by a small angle due to the inching of the vehicle so that the two spline portions become aligned, the spline portion on the lock cylinder 20 can be driven to a position engaged with the spline portion on the drive shaft 600 by the pretension of the spring 403, thereby achieving the lock. In addition, moving the two spline sections to the engaged position by the elastic force of the spring 403 can also alleviate the rigid collision effect when the two spline sections are engaged in place. It will be appreciated by those skilled in the art that the cogging torque of the implement motor 10 should be large enough so that after the nut 402 translates toward the second position to effect locking of the lock cylinder and the implement motor is turned off, the rotor shaft 105 can achieve self-locking so that the nut 402 does not retract toward the first position even if subjected to the reaction force of the spring 403.

In theory, both ends of the spring 403 may be directly connected to the nut 402 and the lock cylinder 20, respectively, but this may not reliably and quickly translate the lock cylinder 20 to the unlocked position due to the restoring elongation of the spring 403 when the nut 402 is translated from the second position toward the first position (to the right in fig. 1) to unlock the parking lock. To this end, in the illustrated embodiment, the linear motion unit further includes a guide mechanism 410. The guide mechanism 410 is assembled together with the lock cylinder 20 so as to be axially immovable relative to each other. Thus, on the one hand, the spring 403 may apply an elastic force to the lock cylinder 20 via the guide mechanism 410; on the other hand, the nut 402 may engage the guide mechanism 410 when translating from the second position toward the first position to drive translation of the lock cylinder 20 via the guide mechanism 410. In contrast to the flexible spring 403, driving the lock cylinder in translation via a rigid guide mechanism enables it to be quickly returned to the unlocked position.

In the embodiment shown in fig. 1-3, the guide mechanism 410 may include a push plate member integrally formed as a cap, the push plate member including a visor portion 4101, a cap body portion 4102, and a cap top portion 4103 connected to each other. The generally annular cap peak 4101 is provided on the actuator side of the key cylinder 20, and the cylindrical cap body 4102 extends from the cap peak 4101 through the through hole 203 of the key cylinder 20 toward the propeller shaft side to the cap top 4103 with the through hole 4108.

In the illustrated embodiment, the nut 402 is generally cylindrical and is sleeved over the threaded portion 401 of the rotor shaft 105 to translate axially as the rotor shaft rotates. The nut 402 is fitted through the through hole 4108 of the cap top 4103 of the push plate member, and is provided with a first stopper 4021 and a second stopper 4022 at a transmission shaft side end portion and an execution motor side end portion thereof, respectively. Both the first and the second stop can for example be in the form of a flange protruding radially outwards. The first stopper 4021 is for engagement with an outer side surface (i.e., a transmission shaft side surface) of the cap top 4103, and the spring 403 is axially disposed around the nut 402 between the inner side surface (i.e., an actuator side surface) of the cap top 4103 and the second stopper 4022. Thus, when the nut 402 translates from the first position toward the second position to lock the drive shaft 600, the second stopper 4022 may engage the actuator-side end of the spring 403 to urge the spring 403 and thereby apply an elastic locking force to the lock cylinder 20 via the push plate member. The second stopper 4022 may not be in direct contact with the actuator motor side end of the spring 403, but may optionally be provided with a spacer 404 therebetween. When the nut 402 translates from the second position towards the first position to unlock the drive shaft 600, the push plate member, and thus the lock cylinder 20, may be moved towards the actuator motor by the engagement of the first stop 4021 with the cap top 4103.

To be fitted together in an axially immovable relative to the lock cylinder 20, the guide mechanism 410 may further comprise at least one pin which may penetrate a corresponding pin hole in the lock cylinder 20 and has an actuator-side end 61 and a drive-shaft-side end 62 (see fig. 1). The actuator-side end 61 is fixedly attached to the visor portion 4101 of the push plate member, and the propeller shaft-side end 62 has a larger cross section than that of the corresponding pin hole. In this way, the lock cylinder 20 is axially restrained between the drive shaft side end 62 of the pin and the visor portion 4101 of the push plate member so as to be carried by the push plate member on both sides in the axial direction. As previously described, the lock cylinder 20 may be a disk-shaped member with the through hole 203, in which the peripheral portion defining the through hole 203 is provided with the spline portion 201 on the drive shaft side; on the other hand, the peripheral portion includes an annular flange 204 (see fig. 1) extending toward the radially inner side on the motor-executing side. The pin bores in the lock cylinder 20 may be provided in the annular flange 204 having a relatively small axial thickness to reduce machining difficulties. Preferably, a plurality of pins may be provided evenly spaced around the circumference of the annular flange 204. As an alternative to the above-described at least one pin, a snap ring that fits over the body portion 4102 of the push plate member at a specific axial position may be provided, with the annular flange 204 of the lock cylinder being sandwiched between the bill portion 4101 of the push plate member and the snap ring.

In order to stably mount the annular flange 204 of the key cylinder between the visor portion 4101 of the push plate member and the transmission shaft side end portion 62 of the pin, a wave washer 50 may be mounted between the visor portion 4101 and the key cylinder 20 to eliminate an assembly gap. Another important function of the wave washer 50 is to avoid large direct contact and corresponding large friction between the pusher member and the lock cylinder 20, so as to avoid damage to the lock cylinder from the transmission shaft, through which large torques from the transmission shaft may be transmitted to the pusher member when the transmission shaft is locked.

The at least one pin may be mounted in a corresponding pin bore by a clearance fit. Therefore, the damage to the push disc component caused by the fact that large torque possibly born by the lock cylinder is transmitted to the push disc component through direct contact between the pin hole and the corresponding pin can be avoided, and machining or installation errors can be absorbed. In addition, the mounting of the body portion 4102 of the push plate member in the through hole 203 of the lock cylinder 20 can also be advantageously achieved by means of a clearance fit, i.e. between the outer periphery of the body portion 4102 and the inner periphery of the annular flange 204 of the lock cylinder, which also prevents large torques that may be experienced on the lock cylinder from being transmitted to the push plate member through the contact between the lock cylinder and the body portion 4102, while at the same time absorbing machining or mounting errors.

In the illustrated embodiment, to better control the actuator motor 10 to precisely move the lock cylinder 20 to a desired position (e.g., a locked position or an unlocked position), a position sensor 1005 may also be provided, for example, near the lock cylinder or a pusher member connected thereto.

As can be seen from fig. 1, the threaded portion 401 of the rotor shaft 105 is located at least partially within the hollow portion 602 of the drive shaft 600. And the nut 402 is also partially located within the hollow 602 during translation between its first position (corresponding to the unlocked position of the lock cylinder) and its second position (corresponding to the locked position of the lock cylinder). Furthermore, regardless of the position to which lock cylinder 20 is moved, at least a portion of spring 403 and guide mechanism 410 may be located or enter hollow 602. That is, depending on the configuration and relative positioning/mating relationship of the various device components described in the above embodiments, at least a portion of the entire linear motion unit may be located within or enter the hollow of the motor vehicle drive shaft during translation of the lock cylinder between the locked and unlocked positions. Thereby, at least a part of the linear motion unit is arranged by fully utilizing the originally useless space in the transmission shaft, which can reduce the occupation of the space between the execution motor 10 and the lock cylinder 20 by the linear motion unit, thereby reducing the axial dimension of the parking lock device.

In addition, in combination, the parking locking device adopts the actuating motor which is axially opposite to the transmission shaft of the motor vehicle to lock the transmission shaft through the axial translation of the lock cylinder, so that the ratchet and pawl mechanism which has a complex structure and occupies space in the prior art is avoided, the parking locking is realized by a simple, compact and easy-to-install mechanism, and the cost of a locking system and the corresponding motor vehicle is greatly reduced.

While the utility model has been described in terms of preferred embodiments, the utility model is not limited thereto. Any person skilled in the art shall not depart from the spirit and scope of the present utility model and shall accordingly fall within the scope of the utility model as defined by the appended claims.

Claims (10)

1. A parking lock device for a motor vehicle, characterized by comprising:

an electric actuator (10) axially opposite a drive shaft (600) of the motor vehicle;

a lock cylinder (20) arranged in the axial direction between the drive shaft (600) and the execution motor (10) and having a spline portion (201), the lock cylinder being translatable in the axial direction between a locked position and an unlocked position in which the spline portion (201) of the lock cylinder and a corresponding spline portion (601) on the drive shaft (600) are engaged with and disengaged from each other, respectively; and

a linear motion unit for converting the rotational output of the actuator motor (10) into a translational motion of the lock cylinder (20),

wherein the drive shaft (600) has a hollow (602), the linear motion unit being configured such that at least a portion thereof is received within the hollow.

2. The parking lock device according to claim 1, wherein,

the actuator motor (10) comprises a rotor shaft (105) arranged in the axial direction on the rotor (102) thereof and rotating with the rotor,

the linear motion unit comprises a threaded portion (401) arranged on the rotor shaft (105) and a nut (402) sleeved on the threaded portion, wherein the nut can translate between a first position and a second position which respectively correspond to an unlocking position and a locking position of the lock cylinder (20), and is operatively connected with the lock cylinder (20) to drive the lock cylinder to translate.

3. The parking lock device according to claim 2, wherein,

the linear motion unit further comprises a spring (403) arranged between the nut (402) and the lock cylinder (20) in a force transmission path such that the nut applies an elastic force to the lock cylinder (20) by means of the spring (403) when translating from the first position towards the second position.

4. A parking lock device as defined in claim 3, wherein,

the linear motion unit further comprises a guide mechanism (410) which is assembled together with the lock cylinder (20) so as to be axially immovable relative to each other,

the spring (403) is arranged between the nut (402) and the guide mechanism (410) to apply an elastic force to the lock cylinder (20) via the guide mechanism,

the nut (402) engages the guide mechanism (410) upon translation from the second position toward the first position to drive translation of the lock cylinder (20) via the guide mechanism.

5. The parking lock device according to claim 4, wherein,

the lock cylinder (20) is a disc-shaped part with a through hole (203),

the guide mechanism (410) includes a cap-shaped push plate member including a ring-shaped cap peak portion (4101) provided on the actuator side of the lock cylinder (20), a cylindrical cap body portion (4102) extending toward the transmission shaft side through a through hole (203) of the lock cylinder, and a cap top portion (4103) with a through hole (4108),

the nut (402) is installed through the through hole (4108) of the cap top and is respectively provided with a first stop part (4021) and a second stop part (4022) at the transmission shaft side end part and the execution motor side end part, the first stop part (4021) is used for being jointed with the outer side surface of the cap top (4103), and the spring (403) is arranged between the inner side surface of the cap top (4103) and the second stop part (4022) along the axial direction.

6. The parking lock device of claim 5, wherein,

the cap body (4102) is mounted in a through hole (203) of the lock cylinder by a clearance fit in the radial direction.

7. The parking lock device of claim 5, wherein,

the guide mechanism (410) further includes at least one pin that fits the push plate member with the lock cylinder (20), the pin passing through a corresponding pin hole in the lock cylinder in a clearance fit, and having an actuator-side end (61) fixedly connected to the visor portion (4101) and a drive-shaft-side end (62) having a larger cross section than the pin hole.

8. The parking lock device according to claim 7, wherein,

the guide mechanism (410) further includes a wave washer (50) mounted between the visor portion (4101) and the lock cylinder (20).

9. The parking lock device according to any one of claims 4 to 8, characterized in that,

during translation of the lock cylinder between the locked and unlocked positions, at least a portion of one or more of the threaded portion on the rotor shaft, the nut, the spring, and the guide mechanism is located within or enters a hollow portion (602) of the drive shaft (600).

10. A motor vehicle characterized by comprising a parking lock device according to any one of claims 1 to 9.

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