Patent Description:
A braking system of an automobile is a system that forcibly brakes the automobile to some extent by applying specific braking force to a wheel of the automobile. The braking system is used to force a traveling automobile to decelerate or even stop based on a requirement of a driver or a controller, or to enable a stopped automobile to park stably under various road conditions (for example, on a rampway), or to enable an automobile that travels downhill to keep a stable speed.

Compared with a conventional mechanical handbrake, an electronic parking brake (EPB) system may control a direct current motor of a parking brake apparatus that is mounted on a wheel side, to clamp and release a wheel and provide proper braking force for a vehicle based on different road conditions. In this way, electronic parking of the vehicle is implemented. On a vehicle equipped with an EPB system, a user can brake the vehicle by using a simple switching operation (an electronic handbrake button), and does not change a braking effect due to intensity of force of the user. In a traveling process, the EPB system can also be used to brake a traveling vehicle, to provide specific braking force in an emergency situation and avoid an accident.

Currently, most new energy vehicles on the market use single-control EPB or dual-control EPB. No redundancy design is disposed for the single-control EPB, and there is a safety risk. In the dual-control EPB, two controllers are used, and each controller independently controls one parking module, and consequently relatively large space is occupied, and this is not conducive to lightweight development of the new energy vehicles.

The document <CIT> shows a gear shifting apparatus for a vehicle with a shaft connected to two different clutches. One of the clutches connects the shaft to a first power transmission unit, and the other clutch connects the shaft to a second power transmission unit. The connection of the shaft by the two clutches is controlled by a freewheel.

The document <CIT> shows a gear shifting apparatus for a vehicle. Also here a shaft is connected to two separate clutches. The first clutch connects the shaft to a first power transmission unit, while the second clutch connects the shaft to a second power transmission unit.

Embodiments of the present invention provide a gear shifting apparatus, an electric drive system, and a new energy vehicle that can reduce occupied space. The present invention is defined by the independent claim.

According to the invention, and according to a first aspect of the present invention, a gear shifting apparatus, including 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, is provided. The intermediate shaft gear is fixedly sleeved on the intermediate shaft; the first clutch unit is disposed between the intermediate shaft and the primary power transmission unit, and the first clutch unit can achieve or break power transmission between the primary power transmission unit and the intermediate shaft; the second clutch unit is disposed between the intermediate shaft and the secondary power transmission unit, and the second clutch unit is configured to achieve or break power transmission between the secondary power transmission unit and the intermediate shaft; the third clutch unit is disposed between the primary power transmission unit and the intermediate shaft gear, and the third clutch unit is configured to achieve or break power transmission between the primary power transmission unit and the intermediate shaft gear; and when the first clutch unit achieves power transmission between the intermediate shaft and the primary power transmission unit, the second clutch unit achieves power transmission between the intermediate shaft and the secondary power transmission unit, and the third clutch unit achieves power transmission between the intermediate shaft gear and the primary power transmission unit, the gear shifting apparatus is in a self-locking state.

"Achieve" means that power (for example, torque) can be transmitted between "A" and "B", and "break" means that power cannot be transmitted between "A" and "B". For example, that the first clutch unit achieves power transmission between the primary power transmission unit and the intermediate shaft means that power can be transmitted between the primary power transmission unit and the intermediate shaft, and that the first clutch unit breaks power transmission between the primary power transmission unit and the intermediate shaft means that power cannot be transmitted between the primary power transmission unit and the intermediate shaft.

When the first clutch unit achieves power transmission between the intermediate shaft and the primary power transmission unit, the second clutch unit achieves power transmission between the intermediate shaft and the secondary power transmission unit, and the third clutch unit achieves power transmission between the intermediate shaft gear and the primary power transmission unit, self-locking of the gear shifting apparatus can be implemented, and the intermediate shaft cannot rotate. For example, a transmission ratio obtained when the third clutch unit is combined with the intermediate shaft gear may be set to be different from a transmission ratio obtained when the second clutch unit is combined with the intermediate shaft, so that when the first clutch unit achieves power transmission between the intermediate shaft and the primary power transmission unit, the second clutch unit achieves power transmission between the intermediate shaft and the secondary power transmission unit, and the third clutch unit achieves power transmission between the intermediate shaft gear and the primary power transmission unit, the intermediate shaft cannot rotate, and self-locking of the gear shifting apparatus is implemented. In other words, only "gears" of the second clutch unit and the third clutch unit need to be engaged to implement self-locking of the gear shifting apparatus. Therefore, operations are simple and fast.

When the gear shifting apparatus is applied to a new energy vehicle, the intermediate shaft of the gear shifting apparatus is connected to a wheel for power transmission, and the gear shifting apparatus can transmit power of a drive motor to the wheel, so that the wheel rotates. When the new energy vehicle with the gear shifting apparatus needs to brake to park, the gear shifting apparatus enters the self-locking state, and the intermediate shaft cannot rotate, so that rotation of the wheel can be prevented, and therefore a possibility that the wheel rotates is reduced. In other words, the gear shifting apparatus is equivalent to another parking brake system of the new energy vehicle, so that double insurance is provided during parking of the new energy vehicle, and a possibility of occurrence of an accident is reduced. There is no need to add an additional parking mechanism, and a gear shifting apparatus of an electric drive system and an electronic parking brake system of the new energy vehicle form an electronic parking brake redundant system. Therefore, while safety of the new energy vehicle is improved, a volume occupied by the electronic parking brake redundant system can be reduced, and lightweight development of the new energy vehicle is facilitated.

Preferably, when the first clutch unit achieves power transmission between the intermediate shaft and the primary power transmission unit, the second clutch unit achieves power transmission between the intermediate shaft and the secondary power transmission unit, and the third clutch unit breaks power transmission between the intermediate shaft gear and the primary power transmission unit, the gear shifting apparatus is in a non-self-locking state. That the gear shifting apparatus is in a non-self-locking state means that the intermediate shaft can rotate, and the gear shifting apparatus can transmit power, for example, transmit power of the drive motor to the wheel, so that the wheel rotates. For example, when the gear shifting apparatus is in the non-self-locking state, the third clutch unit is separated from the intermediate shaft gear, the third clutch unit does not interfere with movement of the intermediate shaft, and the gear shifting apparatus can perform normal gear-shifting power transmission.

Preferably, the third clutch unit includes a third clutch, an actuator, and an actuator connecting piece, the third clutch is disposed between the intermediate shaft gear and the primary power transmission unit, the actuator connecting piece is connected to the actuator, and the actuator is configured to control the actuator connecting piece so that the third clutch achieves or breaks power transmission between the intermediate shaft gear and the primary power transmission unit.

The actuator connecting piece is controlled to move in an axial direction of the intermediate shaft, so that a "gear" of the third clutch unit can be engaged. Therefore, operations are simple, convenient, and fast.

Preferably, the primary power transmission unit includes a primary power transmission input gear and a primary power transmission output gear, the primary power transmission output gear meshes with the primary power transmission input gear, the first clutch unit is disposed between the primary power transmission output gear and the intermediate shaft, and the third clutch is mounted between the primary power transmission output gear and the intermediate shaft gear.

The primary power transmission unit includes the primary power transmission input gear and the primary power transmission output gear, to improve flexibility of internal component layout of the gear shifting apparatus and reduce space occupied by the gear shifting apparatus.

Preferably, the first clutch unit includes a one-way clutch, and the one-way clutch is mounted between the primary power transmission output gear and the intermediate shaft.

The first clutch unit uses a one-way clutch, the one-way clutch can achieve power transmission between the intermediate shaft and the primary power transmission unit when rotating in a rotation direction, and the one-way clutch can break power transmission between the intermediate shaft and the primary power transmission unit when rotating in another rotation direction. The one-way clutch eliminates the need for an additional manipulation mechanism, so that a structure of the gear shifting apparatus is simplified, and space occupied by the gear shifting apparatus is reduced.

Preferably, the third clutch is a toothed clutch, and the actuator is configured to control the actuator connecting piece to move in the axial direction of the intermediate shaft, so that the third clutch meshes with the intermediate shaft gear to achieve power transmission between the intermediate shaft gear and the primary power transmission unit, or the third clutch is separated from the intermediate shaft gear to break power transmission between the intermediate shaft gear and the primary power transmission unit.

The third clutch is a toothed clutch, and the actuator connecting piece moves in the axial direction of the intermediate shaft, so that gear shifting can be implemented, and it is convenient for the gear shifting apparatus to become compact and light in weight.

Preferably, the secondary power transmission unit includes a secondary power transmission input gear and a secondary power transmission output gear, the secondary power transmission output gear meshes with the secondary power transmission input gear, and the second clutch unit is disposed between the secondary power transmission output gear and the intermediate shaft.

The secondary power transmission unit includes the secondary power transmission input gear and the secondary power transmission output gear, to improve flexibility of internal component layout of the gear shifting apparatus and reduce space occupied by the gear shifting apparatus.

Preferably, the second clutch unit includes a friction plate clutch or an electromagnetic clutch.

Preferably, the gear shifting apparatus further includes a differential unit, and the differential unit is connected to the intermediate shaft for power transmission. The differential unit is configured to connect to the wheel. The differential unit is configured to adjust a rotation speed difference of wheels.

Preferably, the differential unit includes a main speed reducer power transmission input gear, a main speed reducer power transmission output gear, and a differential, the main speed reducer power transmission input gear is sleeved on the intermediate shaft and can rotate with the intermediate shaft, the main speed reducer power transmission output gear meshes with the main speed reducer power transmission input gear, and the differential is connected to the main speed reducer power transmission output gear for power transmission. In this way, flexibility of internal component layout of the gear shifting apparatus is improved, and space occupied by the gear shifting apparatus is reduced.

Preferably, a transmission ratio obtained when the third clutch unit is combined with the intermediate shaft gear is different from a transmission ratio obtained when the second clutch unit is combined with the intermediate shaft.

Furthermore, according to a second aspect of the present invention, an electric drive system is provided, whereas the electric drive system includes a drive motor, and the gear shifting apparatus according to the first aspect of the present invention or according to one of the disclosed preferred embodiments of the first aspect. Hereby the drive motor includes a drive body and an input shaft, and the drive body is configured to drive the input shaft to rotate, the input shaft is connected to the primary power transmission unit for power transmission, and the input shaft is connected to the secondary power transmission unit for power transmission.

The gear shifting apparatus can perform self-locking, to improve safety and reliability of a new energy vehicle with the electric drive system when the new energy vehicle brakes to park.

Furthermore, according to a third aspect of the present invention, a new energy vehicle is provided. The new energy vehicle hereby includes a vehicle controller, the electric drive system according to the second aspect of the present invention, and an electronic parking brake system. The electric drive system further includes an automatic gear shifting control module and a wheel, an intermediate shaft is connected to the wheel for power transmission by using a differential unit, the vehicle controller is communicatively connected to the automatic gear shifting control module, the vehicle controller is communicatively connected to an electronic parking brake control module, and the vehicle controller is configured to send a parking signal to the automatic gear shifting control module to enable a gear shifting apparatus to enter a self-locking state and control the electronic parking brake system to apply braking force to the wheel.

There is no need to add an additional parking mechanism or an additional control module, and a gear shifting apparatus of the electric drive system and the electronic parking brake system of the new energy vehicle form an electronic parking brake redundant system. Therefore, while safety of the new energy vehicle is improved, a volume occupied by the electronic parking brake redundant system can be reduced, and lightweight development of the new energy vehicle is facilitated.

In addition, the gear shifting apparatus and the electronic parking brake system are separately controlled, so that control precision of the new energy vehicle can be improved.

Preferably, the electronic parking brake system includes a parking module and an electronic parking brake control module, the parking module includes a parking drive unit and a parking brake execution unit, the parking drive unit is configured to drive the parking brake execution unit to apply braking force to the wheel, and the parking drive unit of the parking module is communicatively connected to the electronic parking brake control module.

Preferably, there is at least one electronic parking brake control module, there is at least one parking module, and each parking module is correspondingly communicatively connected to one electronic parking brake control module, to improve control precision and control efficiency.

Preferably, there are two parking modules, there is one electronic parking brake control module, and parking drive units in both the two parking modules are communicatively connected to the electronic parking brake control module. Because the two parking modules share one electronic parking brake control module, space occupied by the new energy vehicle is reduced, and costs are reduced.

The invention is explained below with reference to specific examples of embodiments of aspects of the invention and with reference to the figures. The figures show:.

An electronic parking brake system for a new energy vehicle includes a first braking controller, a first parking module controlled by the first braking controller, a second braking controller, and a second parking module controlled by the second braking controller. The first braking controller and the second braking controller are control function units that independently complete parking control functions. However, because two braking controllers are used to perform control, relatively large space is occupied, and this is not conducive to lightweight development of the new energy vehicle.

Based on this, referring to <FIG> and <FIG>, a first embodiment of the present invention provides a new energy vehicle <NUM>. The new energy vehicle provides power for a vehicle by using a motor drive system. Compared with a combination of an engine and a gear shifting apparatus of a conventional fuel vehicle, a largest advantage of pure electronic drive is flexible arrangement of a motor. A drive solution of a single drive motor may be used, and a drive solution of a plurality of drive motors may also be used, and even a drive solution of distributed wheel-hub motors (wheel-side motors) may be used. Through flexible combination, vehicle space can be released as much as possible while economy and power of the vehicle are ensured.

The new energy vehicle <NUM> includes a power supply system <NUM>, an electric drive system <NUM>, an electronic parking brake (EPB) system <NUM>, and a vehicle control unit (VCU) <NUM>. It may be understood that the new energy vehicle <NUM> may further include another necessary or unnecessary structure, component, and the like, for example, an auxiliary system.

The power supply system <NUM> includes a battery power supply, an energy management system, a charging controller, and the like, and is configured to provide electric energy.

The electric drive system <NUM> is configured to efficiently convert electric energy stored in the battery power supply of the power supply system <NUM> into kinetic energy of the new energy vehicle <NUM>. The electric drive system <NUM> includes a drive motor <NUM>, a gear shifting apparatus <NUM>, a wheel <NUM>, and an automatic gear shifting control module <NUM>. The drive motor <NUM> is connected to the wheel <NUM> by using the gear shifting apparatus <NUM> for power transmission. The automatic gear shifting control module (TCU) <NUM> is configured to control the gear shifting apparatus <NUM>. Through use of the automatic gear shifting control module <NUM>, the gear shifting apparatus <NUM> can change values and directions of torque and a rotation speed, to change a transmission ratio of the gear shifting apparatus <NUM>, that is, implement gear shifting, to change the speed and change the torque. The gear shifting apparatus <NUM> includes a self-locking state and a non-self-locking state. When the gear shifting apparatus <NUM> is in the self-locking state, the gear shifting apparatus <NUM> cannot transmit power of the drive motor <NUM> to the wheel <NUM>. When the gear shifting apparatus <NUM> is in the non-self-locking state, the gear shifting apparatus <NUM> can transmit power of the drive motor <NUM> to the wheel <NUM>. The electric drive system <NUM> may further include a central control unit, a drive controller, and the like.

The electronic parking brake system <NUM> is configured to provide braking force for the wheel <NUM>, to implement electronic parking. The electronic parking brake system <NUM> includes a parking module <NUM> and an electronic parking brake control module <NUM>. In this embodiment, there is at least one electronic parking brake control module <NUM>, there is at least one parking module <NUM>, and each parking module <NUM> is correspondingly communicatively connected to one electronic parking brake control module <NUM>, to improve control precision and control efficiency. The parking module <NUM> includes a parking drive unit <NUM> and a parking brake execution unit <NUM>. The parking drive unit <NUM> is configured to provide power for the parking brake execution unit <NUM>. The parking brake execution unit <NUM> is configured to provide parking braking force for the wheel <NUM>. The parking brake execution unit <NUM> may clamp or release the wheel <NUM>. In this embodiment, the parking drive unit <NUM> includes a drive apparatus such as a motor.

The vehicle controller <NUM> is a core control component of the new energy vehicle <NUM>, and undertakes functions such as data exchange and management, fault diagnosis, safety monitoring, and driver intention parsing of each system of the new energy vehicle <NUM>. The vehicle controller <NUM> is communicatively connected to the power supply system <NUM>, the electric drive system <NUM>, the electronic parking brake system <NUM>, and the like. The vehicle controller <NUM> may include one or more processors. The processor may include one or more processors (logic circuits) that provide an information processing capability in the new energy vehicle <NUM>. The processor may provide one or more computing functions for the new energy vehicle <NUM>. The processor may send a command signal to one or more components of the new energy vehicle <NUM> to manipulate the new energy vehicle <NUM>. The processor may include a memory, such as a random access storage device (RAM), a flash memory, or another suitable type of storage device, such as a non-transient computer-readable memory. The memory of the processor may include an executable instruction and data that may be accessed by the one or more processors of the processor. For example, the processor may include one or more dynamic random access memory (DRAM) modules, such as a double data rate synchronous dynamic random access memory (DDR SDRAM). In some embodiments, the processor may include a digital signal processor (DSP). In some embodiments, the processor may include an invention-specific integrated circuit (ASIC).

The vehicle controller <NUM> is configured to control the electric drive system <NUM> and the electronic parking brake system <NUM> according to a driving instruction. The driving instruction includes a brake instruction, a park instruction, an unpark instruction, and the like.

For example, the new energy vehicle <NUM> further includes a driving braking system <NUM> configured to perform driving braking. The driving braking system <NUM> includes a brake pedal (not shown in the figure), a sensor disposed on the brake pedal, and a brake execution unit. A user (such as a driver) may perform a braking operation by depressing the brake pedal. The sensor on the brake pedal generates a brake instruction in response to the braking operation of the user. The vehicle controller <NUM> sends a braking signal to the drive motor <NUM> according to the brake instruction. The drive motor <NUM> stops rotating based on the braking signal, the brake execution unit brakes the wheel <NUM>, the wheel <NUM> stops rotating, and the new energy vehicle <NUM> parks. It may be understood that, in the present invention, the user is not limited to depressing the brake pedal to perform the braking operation, and the user may perform the braking operation on the new energy vehicle <NUM> by using another device in another manner. In some embodiments, the new energy vehicle <NUM> further includes a sensing system (not shown in the figure). The vehicle controller <NUM> of the new energy vehicle <NUM> may also park after performing parsing based on information and data collected by the sensing system of the new energy vehicle <NUM>. For example, when determining, based on the information collected by the sensing system, that an emergency (such as a suddenly burst pedestrian) occurs in a driving direction, the vehicle controller <NUM> controls the new energy vehicle <NUM> to automatically park.

For example, the electronic parking brake system <NUM> further includes a parking button that is communicatively connected to the vehicle controller <NUM>. The user may press the parking button to perform the parking operation, and the parking button generates a park instruction in response to the parking operation of the user. The vehicle controller <NUM> sends a parking signal to the electronic parking brake control module <NUM> and the automatic gear shifting control module <NUM> according to the park instruction. The electronic parking brake control module <NUM> controls, based on the parking signal, the parking drive unit <NUM> to drive the parking brake execution unit <NUM> to clamp the wheel <NUM>, to implement an electronic parking brake function. It may be understood that, in the present invention, the user is not limited to performing the parking operation by using the parking button, and the user may perform the parking operation on the new energy vehicle <NUM> by using another device in another manner. The automatic gear shifting control module <NUM> controls, based on the parking signal, the gear shifting apparatus <NUM> to enter the self-locking state, so that the wheel <NUM> cannot move, and an electronic parking function of the gear shifting apparatus <NUM> is implemented. Therefore, dual insurance is provided for the new energy vehicle <NUM> when parking. Because there is no need to add an additional parking structure, and an additional electronic parking function is implemented by using the gear shifting apparatus <NUM>, space occupied by the electronic parking brake system <NUM> is reduced, and lightweight development of the new energy vehicle <NUM> is facilitated. In some embodiments, the new energy vehicle <NUM> further includes a sensing system (not shown in the figure). The vehicle controller <NUM> of the new energy vehicle <NUM> may also automatically park after performing parsing based on information and data collected by the sensing system of the new energy vehicle <NUM>.

When the new energy vehicle <NUM> needs to unpark, the user performs an unparking operation on the new energy vehicle <NUM>. For example, the user may perform the unparking operation by pressing the parking button, and the parking button generates an unpark instruction in response to the unparking operation of the user. The vehicle controller <NUM> sends an unparking signal to the electronic parking brake control module <NUM> and the automatic gear shifting control module <NUM> according to the unpark instruction. The electronic parking brake control module <NUM> controls, based on the unparking signal, the parking drive unit <NUM> to drive the parking brake execution unit <NUM> to release the wheel <NUM>, so that the new energy vehicle <NUM> unparks.

A structure of the gear shifting apparatus <NUM> is further described below with reference to the accompanying drawings.

More specifically, referring to <FIG>, the gear shifting apparatus <NUM> includes a primary power transmission unit <NUM>, a secondary power transmission unit <NUM>, an intermediate shaft <NUM>, an intermediate shaft gear <NUM>, a first clutch unit <NUM>, a second clutch unit <NUM>, a third clutch unit <NUM>, and a differential unit <NUM>. The drive motor <NUM> includes a drive body <NUM> and an input shaft <NUM>. The drive body <NUM> is configured to drive the input shaft <NUM> to rotate. The primary power transmission unit <NUM> is connected to the input shaft <NUM> for power transmission. The secondary power transmission unit <NUM> is connected to the input shaft <NUM> for power transmission. The intermediate shaft gear <NUM> is fixedly sleeved on the intermediate shaft <NUM>. The first clutch unit <NUM> is disposed between the intermediate shaft <NUM> and the primary power transmission unit <NUM>, and the first clutch unit <NUM> is configured to achieve or break power transmission between the intermediate shaft <NUM> and the primary power transmission unit <NUM>. The second clutch unit <NUM> is disposed between the intermediate shaft <NUM> and the secondary power transmission unit <NUM>, and the second clutch unit <NUM> is configured to achieve or break power transmission between the intermediate shaft <NUM> and the secondary power transmission unit <NUM>. The third clutch unit is disposed between the intermediate shaft gear <NUM> and the primary power transmission unit <NUM>, and is configured to achieve or break power transmission between the intermediate shaft gear <NUM> and the primary power transmission unit <NUM>.

When the gear shifting apparatus <NUM> is in the self-locking state, the intermediate shaft <NUM> cannot rotate, and the gear shifting apparatus <NUM> cannot transmit power of the drive motor <NUM> to the wheel <NUM>. When the gear shifting apparatus <NUM> is in the non-self-locking state, the intermediate shaft <NUM> can rotate, and the gear shifting apparatus <NUM> can transmit power of the drive motor <NUM> to the wheel <NUM>. When the automatic gear shifting control module <NUM> receives the parking signal, the automatic gear shifting control module <NUM> controls the gear shifting apparatus <NUM> to enter the self-locking state. When the automatic gear shifting control module <NUM> receives the unparking signal, the automatic gear shifting control module <NUM> controls the gear shifting apparatus <NUM> to enter the non-self-locking state.

In this embodiment, when the first clutch unit <NUM> achieves power transmission between the intermediate shaft <NUM> and the primary power transmission unit <NUM>, the second clutch unit <NUM> achieves power transmission between the intermediate shaft <NUM> and the secondary power transmission unit <NUM>, and the third clutch unit <NUM> achieves power transmission between the intermediate shaft gear <NUM> and the primary power transmission unit <NUM>, a transmission ratio obtained when the third clutch unit <NUM> is combined with the intermediate shaft gear <NUM> is different from a transmission ratio obtained when the the second clutch unit <NUM> is combined with the intermediate shaft <NUM>, and the gear shifting apparatus <NUM> is in the self-locking state. After the vehicle controller <NUM> sends a parking signal to the electronic parking brake control module <NUM> and the automatic gear shifting control module <NUM>, the automatic gear shifting control module <NUM> controls the gear shifting apparatus <NUM> to enter the self-locking state.

After the gear shifting apparatus <NUM> enters the self-locking state, because the intermediate shaft <NUM> cannot rotate, the wheel <NUM> can be prevented from rotating, and therefore a possibility that the wheel <NUM> rotates is reduced. In other words, the gear shifting apparatus <NUM> is equivalent to another parking brake system of the new energy vehicle <NUM>, so that double insurance is provided during parking of the new energy vehicle <NUM>, and a possibility of occurrence of an accident is reduced. There is no need to add an additional parking mechanism, and the gear shifting apparatus <NUM> of the electric drive system <NUM> and the electronic parking brake system <NUM> of the new energy vehicle <NUM> form an electronic parking brake redundant system. Therefore, while safety of the new energy vehicle <NUM> is improved, a volume occupied by the electronic parking brake redundant system can be reduced, and lightweight development of the new energy vehicle <NUM> is facilitated.

When the first clutch unit <NUM> achieves power transmission between the intermediate shaft <NUM> and the primary power transmission unit <NUM>, the second clutch unit <NUM> achieves power transmission between the intermediate shaft <NUM> and the secondary power transmission unit <NUM>, and the third clutch unit <NUM> is separated from the intermediate shaft gear <NUM> to break power transmission between the intermediate shaft gear <NUM> and the primary power transmission unit <NUM>, the gear shifting apparatus <NUM> is in the non-self-locking state.

The primary power transmission unit <NUM> includes a primary power transmission input gear <NUM> and a primary power transmission output gear <NUM>. The primary power transmission input gear <NUM> is mounted on the input shaft <NUM> and can rotate with the input shaft <NUM>. It may be understood that the primary power transmission input gear <NUM> may be directly mounted on the input shaft <NUM>, or may be indirectly connected to the input shaft <NUM> by using a connection mechanism, provided that the primary power transmission input gear <NUM> can rotate with the input shaft <NUM>. The primary power transmission output gear <NUM> meshes with the primary power transmission input gear <NUM>, and is configured to connect to the intermediate shaft <NUM> for power transmission. Because the primary power transmission unit <NUM> includes the primary power transmission input gear <NUM> and the primary power transmission output gear <NUM>, flexibility of internal component layout of the gear shifting apparatus <NUM> is improved, and space occupied by the gear shifting apparatus <NUM> is reduced.

It may be understood that the primary power transmission output gear <NUM> in the primary power transmission unit <NUM> may alternatively be omitted, and the primary power transmission input gear <NUM> is directly connected to a structure such as the first clutch unit <NUM>.

The secondary power transmission unit <NUM> includes a secondary power transmission input gear <NUM> and a secondary power transmission output gear <NUM>. The secondary power transmission input gear <NUM> is mounted on the input shaft <NUM> and can rotate with the input shaft <NUM>. The secondary power transmission output gear <NUM> meshes with the secondary power transmission input gear <NUM>, and is configured to connect to the intermediate shaft <NUM> for power transmission. It may be understood that the secondary power transmission input gear <NUM> may be directly mounted on the input shaft <NUM>, or may be indirectly connected to the input shaft <NUM> by using a connection mechanism, provided that the secondary power transmission input gear <NUM> can rotate with the input shaft <NUM>. Because the secondary power transmission unit <NUM> includes the secondary power transmission input gear <NUM> and the secondary power transmission output gear <NUM>, flexibility of internal component layout of the gear shifting apparatus <NUM> is improved, and space occupied by the gear shifting apparatus <NUM> is reduced.

It may be understood that the secondary power transmission output gear <NUM> in the secondary power transmission unit <NUM> may alternatively be omitted, and the secondary power transmission input gear <NUM> is directly connected to a structure such as the second clutch unit <NUM>.

An intermediate shaft unit <NUM> further includes a first bearing <NUM> and a second bearing <NUM>. The intermediate shaft gear <NUM> is fixedly sleeved on the intermediate shaft <NUM>, and is configured to connect to the differential unit <NUM>. The primary power transmission output gear <NUM> is rotatably sleeved on the intermediate shaft <NUM>. The first bearing <NUM> is disposed between the primary power transmission output gear <NUM> and the intermediate shaft <NUM>, to improve smoothness of relative movement between the primary power transmission output gear <NUM> and the intermediate shaft <NUM>. The second bearing <NUM> is disposed between the secondary power transmission output gear <NUM> and the intermediate shaft <NUM>, to improve smoothness of relative movement between the secondary power transmission output gear <NUM> and the intermediate shaft <NUM>.

In this embodiment, the first clutch unit <NUM> includes a one-way clutch. The one-way clutch includes an outer ring, an inner ring, and a wedge assembly between the inner ring and the outer ring. The one-way clutch may be braked by using a wedge or a roller. The outer ring is fixedly connected to the primary power transmission output gear <NUM>, and the inner ring is fixedly connected to the intermediate shaft <NUM>. The first clutch unit <NUM> includes a non-combined state (also referred to as a separated state) and a combined state (also referred to as a still state). When rotating in one direction, the inner ring and the outer ring are not in contact with each other; in other words, the one-way clutch rotates freely, the one-way clutch cannot drive the intermediate shaft <NUM> to rotate with the primary power transmission output gear <NUM>, and the first clutch unit <NUM> is in the non-combined state. When rotating in another direction, the inner ring and the outer ring are in close contact. In this case, the one-way clutch may transmit high torque, and the first clutch unit <NUM> can drive the intermediate shaft <NUM> to rotate with the primary power transmission output gear <NUM>; in other words, the primary power transmission output gear <NUM> can transmit power of the input shaft <NUM> to the intermediate shaft <NUM>. In other words, when the first clutch unit <NUM> is in the combined state, the power of the input shaft <NUM> can be transmitted to the intermediate shaft <NUM> by using the primary power transmission output gear <NUM>. It may be understood that a structure of the first clutch unit <NUM> is not limited in the present invention, and power transmission between the first clutch unit <NUM> and the intermediate shaft <NUM> can be achieved or broken.

In this embodiment, the second clutch unit <NUM> includes one of a friction plate clutch and an electromagnetic clutch. The friction plate clutch includes a driving part, a driven part, a pressing mechanism, and a manipulation mechanism. The driving part, the driven part, and the pressing mechanism are basic structures for ensuring that the friction plate clutch is in a combined state and can transmit power, and the manipulation mechanism of the clutch is mainly an apparatus for separating the friction plate clutch. The electromagnetic clutch is a friction clutch that generates pressing force by electromagnetic force. The electromagnetic clutch is also referred to as an electromagnetic coupling. The electromagnetic clutch is an electromagnetic mechanical connector that enables, by using an electromagnetic induction principle and force of friction between an internal friction plate and an external friction plate, the driven part to be combined with or separated with the driving part while the driving part does not stop rotating, and is an electric apparatus that automatically performs an operation, where the driving part and the driven part are two parts that perform rotation motion in a mechanical power transmission system.

The second clutch unit <NUM> includes a non-combined state and a combined state. When the second clutch unit <NUM> is in the non-combined state, the second clutch unit <NUM> breaks power transmission between the secondary power transmission output gear <NUM> and the intermediate shaft <NUM>. When the second clutch unit <NUM> is in the combined state, the second clutch unit <NUM> connects the secondary power transmission output gear <NUM> and the intermediate shaft <NUM>, and the second clutch unit <NUM> achieves power transmission between the secondary power transmission output gear <NUM> and the intermediate shaft <NUM>. It may be understood that a structure of the second clutch unit <NUM> is not limited in the present invention, and power transmission between the second clutch unit <NUM> and the intermediate shaft <NUM> can be achieved or broken.

The third clutch unit <NUM> includes a third clutch <NUM>, an actuator connecting piece <NUM>, and an actuator <NUM>. The third clutch <NUM> is disposed between the intermediate shaft gear <NUM> and the primary power transmission output gear <NUM> of the primary power transmission unit <NUM>. The third clutch <NUM> is fixedly connected to the primary power transmission output gear <NUM>. The actuator connecting piece <NUM> is connected to the actuator <NUM>. The actuator <NUM> is configured to control axial movement of the actuator connecting piece <NUM> along the intermediate shaft <NUM>, so that the third clutch <NUM> is combined with the intermediate shaft gear <NUM> or is separated from the intermediate shaft gear <NUM>. The third clutch <NUM> includes a non-combined state and a combined state. The third clutch <NUM> is a toothed clutch. When the third clutch <NUM> is in the combined state, the third clutch <NUM> meshes with the intermediate shaft gear <NUM>. When the third clutch <NUM> is in the non-combined state, the third clutch <NUM> is separated from the intermediate shaft gear <NUM>. A transmission ratio obtained when the third clutch <NUM> is combined with the intermediate shaft gear <NUM> is different from a transmission ratio obtained when the second clutch unit <NUM> is combined with the intermediate shaft <NUM>. When the new energy vehicle <NUM> is in the self-locking state, the third clutch <NUM> is combined with the intermediate shaft gear <NUM>, and the second clutch unit <NUM> is combined with the intermediate shaft <NUM>. Because the transmission ratio obtained when the third clutch <NUM> is combined with the intermediate shaft gear <NUM> is different from the transmission ratio obtained when the second clutch unit <NUM> is combined with the intermediate shaft <NUM>, the intermediate shaft <NUM> cannot move, and power of the input shaft <NUM> cannot be transmitted to the differential unit <NUM> by using the primary power transmission unit <NUM>, the secondary power transmission unit <NUM>, and the intermediate shaft unit <NUM>. Therefore, self-locking of the gear shifting apparatus <NUM> is implemented. The actuator <NUM> may be an electronic button or a mechanical operating piece. It may be understood that a structure of the third clutch unit <NUM> is not limited in the present invention, and power transmission between the third clutch unit <NUM> and the intermediate shaft gear <NUM> can be achieved or broken.

The differential unit <NUM> includes a main speed reducer power transmission input gear <NUM>, a main speed reducer power transmission output gear <NUM>, and a differential <NUM>. The main speed reducer power transmission input gear <NUM> is sleeved on the intermediate shaft <NUM>. The main speed reducer power transmission output gear <NUM> meshes with the main speed reducer power transmission input gear <NUM>. The differential <NUM> is connected to the main speed reducer power transmission output gear <NUM> for power transmission. When the new energy vehicle <NUM> is in a driving state, the first clutch unit <NUM> is in the combined state, the second clutch unit <NUM> is in the combined state, and the third clutch unit <NUM> is in the non-combined state. An output shaft of the differential <NUM> is connected to the wheel <NUM>.

When the first clutch unit <NUM> is in the combined state, the first clutch unit <NUM> is connected between the primary power transmission output gear <NUM> and the intermediate shaft <NUM>. When the second clutch unit <NUM> is in the combined state, the second clutch unit <NUM> is connected between the secondary power transmission output gear <NUM> and the intermediate shaft <NUM>. When the third clutch unit <NUM> is in the non-combined state, the third clutch <NUM> is separated from the intermediate shaft gear <NUM>. The input shaft <NUM> of the drive motor <NUM> rotates, and the primary power transmission output gear <NUM> and the secondary power transmission output gear <NUM> drive the intermediate shaft <NUM> to rotate. Rotation of the intermediate shaft <NUM> drives the main speed reducer power transmission output gear <NUM> and the main speed reducer power transmission input gear <NUM> to rotate, and the differential <NUM> drives the wheel <NUM> to rotate, to transmit power of the drive motor <NUM> to the wheel <NUM>. When the new energy vehicle <NUM> is in a parking state, the intermediate shaft <NUM> does not rotate, the parking brake execution unit <NUM> clamps the wheel <NUM>, and the gear shifting apparatus <NUM> implements self-locking. Therefore, double insurance is provided during parking of the new energy vehicle <NUM>.

It may be understood that the gear shifting apparatus <NUM> is not limited to being applied to the new energy vehicle <NUM> according to the third aspect of the present invention or any preferred embodiments thereof, and may also be applied to another device or apparatus, for example, a device such as a robot.

Referring to <FIG>, a structure of a new energy vehicle <NUM> provided in a second embodiment of the present invention is basically similar to a structure of the new energy vehicle provided in the first embodiment. Differences lie in that there are two parking modules <NUM> and one electronic parking brake control module <NUM>, and parking drive units <NUM> in both the two parking modules <NUM> are communicatively connected to the electronic parking brake control module <NUM>. Because the two parking modules <NUM> share one electronic parking brake control module <NUM>, space occupied by the new energy vehicle <NUM> is reduced, and costs are reduced.

It should be understood that expressions such as "include" and "may include" that may be used in the herein presented disclosure represent the existence of a disclosed function, operation, or constituent element, and do not limit one or more additional functions, operations, and constituent elements. In the herein presented disclosure, terms such as "including" and/or "having" may be construed as representing a specific feature, quantity, operation, constituent element, component, or a combination thereof, but are not construed as excluding the existence or an adding possibility of one or more other features, quantities, operations, constituent elements, components, or combinations thereof.

In addition, in the herein presented disclosure, the expression "and/or" includes any and all combinations of listed associated words. For example, the expression "A and/or B" may include A, may include B, or may include both A and B.

In the herein presented disclosure, expressions including ordinal numbers such as "first" and "second" may modify each element. However, the element is not limited by the foregoing expression. For example, the foregoing expression does not limit a sequence and/or importance of the elements. The foregoing expression is merely used to distinguish one element from another. For example, first user equipment and second user equipment indicate different user equipment, although both the first user equipment and the second user equipment are user equipment. Similarly, without departing from the scope of the claimed invention, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

Claim 1:
A gear shifting apparatus (<NUM>), comprising a primary power transmission unit (<NUM>), a secondary power transmission unit (<NUM>), an intermediate shaft (<NUM>), an intermediate shaft gear (<NUM>), a first clutch unit (<NUM>), a second clutch unit (<NUM>), and a third clutch unit (<NUM>), wherein the intermediate shaft gear (<NUM>) is fixedly sleeved on the intermediate shaft (<NUM>), the first clutch unit (<NUM>) is disposed between the intermediate shaft (<NUM>) and the primary power transmission unit (<NUM>), and the first clutch unit (<NUM>) is configured to achieve or break power transmission between the primary power transmission unit (<NUM>) and the intermediate shaft (<NUM>); the second clutch (<NUM>) unit is disposed between the intermediate shaft (<NUM>) and the secondary power transmission unit (<NUM>), the second clutch unit (<NUM>) is configured to achieve or break power transmission between the secondary power transmission unit (<NUM>) and the intermediate shaft (<NUM>); and the third clutch unit (<NUM>) is disposed between the primary power transmission unit (<NUM>) and the intermediate shaft gear (<NUM>), and the third clutch unit (<NUM>) is configured to achieve or break power transmission between the primary power transmission unit (<NUM>) and the intermediate shaft gear (<NUM>); and
when the first clutch unit (<NUM>) achieves power transmission between the intermediate shaft (<NUM>) and the primary power transmission unit (<NUM>), the second clutch unit (<NUM>) achieves power transmission between the intermediate shaft (<NUM>) and the secondary power transmission unit (<NUM>), and the third clutch unit (<NUM>) achieves power transmission between the intermediate shaft gear (<NUM>) and the primary power transmission unit (<NUM>), the gear shifting apparatus (<NUM>) is in a self-locking state.