WO2021207885A1 - 一种驻车及离合器共用控制装置及其操纵方法和车辆 - Google Patents

一种驻车及离合器共用控制装置及其操纵方法和车辆 Download PDF

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Publication number
WO2021207885A1
WO2021207885A1 PCT/CN2020/084519 CN2020084519W WO2021207885A1 WO 2021207885 A1 WO2021207885 A1 WO 2021207885A1 CN 2020084519 W CN2020084519 W CN 2020084519W WO 2021207885 A1 WO2021207885 A1 WO 2021207885A1
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WIPO (PCT)
Prior art keywords
clutch
parking
shift fork
fork
groove
Prior art date
Application number
PCT/CN2020/084519
Other languages
English (en)
French (fr)
Inventor
邱志凌
付军
崔楠
潘定翔
景云勇
王有刚
许正功
林霄喆
Original Assignee
义乌吉利自动变速器有限公司
浙江吉利控股集团有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 义乌吉利自动变速器有限公司, 浙江吉利控股集团有限公司 filed Critical 义乌吉利自动变速器有限公司
Priority to JP2022561616A priority Critical patent/JP7486844B2/ja
Priority to CN202080098568.5A priority patent/CN115298459B/zh
Priority to KR1020227036290A priority patent/KR20230015887A/ko
Priority to PCT/CN2020/084519 priority patent/WO2021207885A1/zh
Priority to US17/996,101 priority patent/US12060917B2/en
Priority to EP20930706.5A priority patent/EP4108958B1/en
Publication of WO2021207885A1 publication Critical patent/WO2021207885A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
    • F16D67/02—Clutch-brake combinations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/02—Clutches in which the members have interengaging parts disengaged by a contact of a part mounted on the clutch with a stationarily-mounted member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/08—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially
    • F16D11/10—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/32—Gear shift yokes, e.g. shift forks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3408—Locking or disabling mechanisms the locking mechanism being moved by the final actuating mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
    • F16H63/3466—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire using electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/38—Detents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D2011/002—Clutches in which the members have interengaging parts using an external and axially slidable sleeve for coupling the teeth of both coupling components together
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
    • F16D2023/141—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings characterised by using a fork; Details of forks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D28/00—Electrically-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3089—Spring assisted shift, e.g. springs for accumulating energy of shift movement and release it when clutch teeth are aligned

Definitions

  • the present invention relates to the technical field of transmissions, in particular to a parking and clutch shared control device, its operation method, and a vehicle.
  • hybrid vehicle transmissions often use a clutch to integrate the engine into the drive system, so that the vehicle can be directly driven by the engine at high speed to improve vehicle fuel economy.
  • the clutch used is generally a multi-disk wet clutch, and additional hydraulic cylinders are required. , Hydraulic pump, proportional pressure solenoid valve and valve plate to achieve torque control. These parts have high cost and high power consumption.
  • the multi-friction plate wet clutch itself has a relatively high manufacturing cost and takes up a large space, which makes the entire transmission cost high and restricts the use of the hybrid transmission.
  • general hybrid vehicle transmissions also have a parking mechanism. With the improvement of automation, more and more vehicles have adopted electric or hydraulically controlled parking mechanisms in recent years. Whether it is electric or hydraulic control, additional driving power and control devices are required, which greatly increases the energy consumption and cost of the transmission. How to replace the friction plate wet clutch and reduce the cost and energy consumption of the clutch and its control device has become an urgent technical problem in this field.
  • the purpose of the present invention is to provide a parking and clutch shared control device and its operating method and a vehicle, so as to overcome the technical problems in the background art mentioned above.
  • a parking and clutch shared control device including a parking mechanism, a clutch mechanism and a motor
  • the parking mechanism includes a positioning plate, a rotating drum, an elastic positioner and a number of positioning grooves, and the rotating drum is connected to
  • the positioning plate is in linkage connection, the positioning groove is provided on the positioning plate, the positioning plate rotates under the drive of the motor, the elastic positioner interacts with the positioning groove, and the drum can Rotate to the positions corresponding to parking lock, parking disengagement, clutch engagement and clutch disengagement
  • the clutch mechanism includes a clutch fork assembly and a fork drive cam provided on the clutch fork assembly.
  • the clutch fork assembly When the fork drive cam rotates, the clutch fork assembly is driven to move axially; the rotating drum is provided with a cam groove, and the cam groove includes an engaging rotating groove and a straight groove perpendicular to the axis; when the rotating drum is parked When rotating between the locked and parking disengaged positions, the shift fork drive cam is located in the straight groove; when the rotating drum rotates between the parking disengaged and clutch engaged positions, the shifting fork The fork drive cam is located in the engagement rotation groove, and the engagement rotation groove is engaged with the shift fork drive cam.
  • the clutch fork assembly includes a fork guide shaft, an outer fork and an inner fork, the inner fork is sleeved on the fork guide shaft, and the outer fork is sleeved on the inner fork.
  • the outer shift fork is provided with a fixed pin
  • the inner shift fork is provided with an axial groove
  • the fixed pin slides in the axial groove.
  • a shift fork spring is further provided between the outer shift fork and the inner shift fork, and the outer shift fork drives the inner shift fork through the shift fork spring.
  • the clutch mechanism further includes a clutch input shaft, a clutch sliding gear sleeve and a clutch gear hub, the clutch sliding gear sleeve is sleeved on the clutch gear hub; the clutch input shaft is provided with clutch dog teeth;
  • the clutch sliding gear sleeve is connected with the shift fork guide shaft through the shift fork foot, the shift fork foot is arranged on the outer circumference of the clutch sliding gear sleeve; Fork-fitted circumferential grooves, the clutch sliding gear sleeve is inserted into the tooth gap of the clutch dog teeth under the action of the shift fork spring, the clutch hub is provided with transmission teeth, and the internal teeth are respectively connected to the clutch dog teeth and the clutch dog teeth.
  • the transmission teeth are engaged.
  • the parking mechanism further includes a parking actuation lever, the end of the parking actuation lever is provided with a driving elbow; the positioning plate is provided with a reaming hole, and the driving elbow is connected to the The reaming hole is hinged, and when the positioning plate rotates, the parking actuation lever is pushed or pulled out of the parking lock position.
  • the parking mechanism further includes a guide plate, a parking pawl, and a parking ratchet connected to the transmission output shaft.
  • the guide plate is mounted on the transmission case, and the parking pawl is provided on the parking
  • the parking actuation lever presses the parking pawl against the parking ratchet through a spring and a block.
  • the parking ratchet gear is engaged.
  • the parking mechanism further includes a parking pawl rotation shaft and a parking pawl return spring; the parking pawl rotates around the parking pawl rotation shaft, and the parking pawl return spring sleeve
  • the parking pawl is provided on the rotating shaft of the parking pawl, and the torque of the parking pawl return spring causes the parking pawl to rotate in the direction of separating the parking ratchet wheel.
  • the positioning plate is connected to the rotating drum through a rotating shaft, and both the positioning plate and the rotating drum are connected to the rotating shaft through a fixed pin.
  • a drive gear is provided on the output shaft of the motor, a tooth arc is provided on the positioning plate, and the drive gear meshes with the tooth arc.
  • Another aspect of the present invention provides a method for operating the above-mentioned parking and clutch shared control device.
  • the positions corresponding to parking disengagement, clutch engagement, and clutch disengagement.
  • the shift fork driving cam is located in the engagement rotation groove, and the engagement rotation groove Engaged with the shift fork drive cam, the shift fork drive cam drives the clutch shift fork assembly to move axially when the shift fork drive cam rotates; after parking lock, parking release, clutch engagement or clutch disengagement is completed, the elastic positioner and The positioning slots interact, and after positioning the positioning plate, the motor is powered off.
  • the parking mechanism further includes a parking actuation lever, a guide plate, a parking pawl, and a parking ratchet connected to the transmission output shaft.
  • the guide plate is installed on the transmission case, and the parking ratchet
  • the pawl is arranged on the parking actuation lever; when the drum is rotated to the parking lock position, the parking actuation lever presses the parking pawl against the parking ratchet under the action of the guide plate, and the The claw teeth on the parking pawl enter the tooth gap on the parking ratchet to lock the parking ratchet.
  • the end of the parking actuation lever is provided with a driving elbow
  • the positioning plate is provided with a reaming hole
  • the driving elbow is hinged with the reaming hole; when the drum is in the parking lock In the parking position, the positioning plate is rotated in a direction opposite to the rotation to the parking lock position, and the parking actuation lever is pulled out of the parking lock position through the reamed hole.
  • the clutch fork assembly includes an outer fork, an inner fork and a fork spring, the outer fork is sleeved on the inner fork, and the outer fork is driven by the fork spring.
  • the inner fork; the clutch mechanism also includes a clutch input shaft, a clutch sliding gear sleeve and a clutch gear hub, the clutch input shaft is provided with clutch dog teeth, the clutch sliding gear sleeve is provided with internal teeth, the clutch The gear hub is provided with transmission teeth; when the drum rotates between the parking disengagement position and the clutch engagement position, rotating the shift fork drive cam drives the outer shift fork to move axially, and the outer shift fork passes through the shifting position.
  • the fork spring drives the inner shift fork, the inner shift drive clutch sliding gear sleeve is inserted into the tooth gap of the clutch dog teeth, and the inner teeth on the clutch sliding gear sleeve respectively mesh with the clutch dog teeth and the transmission teeth, driving the transmission teeth Run at the same speed.
  • the positioning plate is rotated in the opposite direction to that when the clutch is engaged, so that the outer fork moves axially to the inner teeth and the inner teeth on the clutch sliding gear sleeve.
  • the dog teeth of the clutch are separated, and the elastic positioner positions the drum and the outer fork in the clutch disengaged position.
  • Another aspect of the present invention also provides a vehicle, which includes the above-mentioned parking and clutch shared control device.
  • the parking and clutch shared control device of the present invention compared to the friction plate wet clutch used in the prior art, the dog-tooth clutch saves friction plates, hydraulic cylinders, hydraulic pumps, proportional pressure solenoid valves, valve plates and other parts
  • the clutch mechanism and the parking mechanism share the control motor, and the power consumption is small. Since the drum can be positioned with the help of the elastic positioner and the positioning groove, the power supply of the motor is not required after the clutch is engaged, thereby saving power consumption and improving transmission efficiency;
  • the parking and clutch shared control device and its operating method of the present invention control the separation and engagement of the parking mechanism and the clutch at the same time through a single motor.
  • the shared control device has a simple structure, small space, easy manufacture, low cost and high efficiency. , Can effectively solve the problems of high cost and high power consumption of the clutch actuation device of the existing hybrid transmission; the parking and clutch shared control device and the operation method thereof of the present invention are especially suitable for the controllable speed difference and the non-engagement time requirement. High, hybrid electric vehicle transmission using electric parking mechanism.
  • Figure 1 is a cross-sectional view of a shared control device according to an embodiment of the present invention.
  • FIG. 2 is a 3D schematic diagram of some parts of the shared control device of the embodiment of the present invention.
  • FIG. 3 is a schematic diagram of the transmission principle of a hybrid electric vehicle according to an embodiment of the present invention.
  • FIG. 4 is a schematic diagram of the positioning plate parked in the parking position of the embodiment of the present invention.
  • FIG. 5 is a schematic diagram of the positioning plate of the embodiment of the present invention parked in an electric vehicle mode
  • Fig. 6 is an engine speed control diagram when the clutch is engaged according to an embodiment of the present invention.
  • Figure 7 is a schematic diagram of the positioning plate of the embodiment of the present invention stopping in the engine direct drive mode
  • the reference signs in the figure correspond to: 1-engine, 11-clutch input shaft, 111-spline, 113-clutch dog teeth, 12-engine shock absorber, 13-connecting web, 20-wheel, 2-P1 Generator, 3-P3 motor, 31-rotor, 33-transmission output shaft, 4-bearing support assembly, 41-roller bearing, 42-first ball bearing, 43-thrust bearing, 45-second ball bearing, 51-motor, 511-drive gear, 52-positioning plate, 521-tooth arc, 522-cam groove, 523-rotating drum, 524-positioning groove, 526-reaming, 53-rotating shaft, 54-elastic positioner, 55-outer shift fork, 551- shift fork drive cam, 552-fixed pin, 553-outer shift fork sleeve, 56-park actuation lever, 561-drive elbow, 563-spring, 564-block, 57- Guide plate, 571-pawl limit pad, 58-parking pawl
  • the parking and clutch shared control device of this embodiment includes a parking mechanism, a clutch mechanism, and a motor 51; the parking mechanism includes a positioning plate 52. Rotating drum 523, elastic positioner 54 and several positioning grooves 524. Rotating drum 523 is linked to positioning plate 52. Positioning groove 524 is provided on positioning plate 52. Positioning plate 52 rotates under the drive of motor 51, elastic positioner 54 interacts with the positioning groove 524, and the rotating drum 523 can rotate to positions corresponding to parking lock, parking disengagement, clutch engagement and clutch disengagement; the clutch mechanism includes a clutch fork assembly and a clutch fork assembly.
  • the shift fork drive cam 551 when the shift fork drive cam 551 rotates, drives the clutch shift fork assembly to move axially; a cam groove 522 is provided on the rotating drum 523, and the cam groove 522 includes a meshing rotating groove and a straight groove perpendicular to the axis; when the rotating drum When 523 rotates between the parking lock and the parking disengaged position, the shift fork drive cam 551 is located in the straight groove, and the straight groove does not mesh with the shift fork drive cam 551, so the shift fork assembly does not produce axial movement; When the rotating drum 523 rotates between the parking disengaged position and the clutch engaged position, the shift fork drive cam 551 is located in the engagement rotation groove, and the engaged rotation groove is engaged with the shift fork drive cam 551 to drive the clutch shift fork assembly in the axial direction. sports.
  • the shift fork driving cam 551 is connected to the clutch shift fork assembly through the outer shift fork sleeve 553.
  • the clutch shift fork assembly includes a shift fork guide shaft 77, an outer shift fork 55 and an inner shift fork 76.
  • the inner shift fork 76 is sleeved on the shifting fork guide shaft 77
  • the outer shifting fork 55 is sleeved on the inner shifting fork 76
  • the outer shifting fork 55 is provided with a fixing pin 552
  • the inner shifting fork 76 is provided with an axial groove 761
  • the fixing pin 552 Slide in the axial groove 761.
  • a shift fork spring 75 is also provided between the outer shift fork 55 and the inner shift fork 76, and the outer shift fork 55 drives the inner shift fork 76 through the shift fork spring 75.
  • the clutch mechanism further includes a clutch input shaft 11, a clutch sliding gear sleeve 71, and a clutch gear hub 72.
  • the clutch gear hub 72 is provided with a gear hub spline 722 connected to the clutch output shaft 84.
  • the clutch slips The gear sleeve 71 is sleeved on the clutch hub 72; the clutch input shaft 11 is provided with clutch dog teeth 113; the clutch sliding gear sleeve 71 is connected to the fork guide shaft 77 through the fork foot 762, and the fork foot 762 is provided on the clutch sliding tooth
  • the outer circumference of the sleeve 71; the clutch sliding gear sleeve 71 is provided with internal teeth 711 and a circumferential groove 712 that cooperates with the inner fork 76.
  • the clutch sliding gear sleeve 71 is inserted into the tooth gap of the clutch dog teeth 113 under the action of the fork spring 75,
  • the clutch hub 72 is provided with transmission teeth 721, and the internal teeth 711 mesh with the clutch dog teeth 113 and the transmission teeth 721 respectively.
  • the shift fork assembly controls the shifting movement of the clutch sliding gear sleeve 71 through a pre-compressed shift fork spring 75. Even if the speed difference between the two ends of the clutch is too large to be engaged, or the tooth ends of the two ends of the clutch are aligned, the input end of the shift fork can be moved into position and be positioned in the engaged position.
  • the compressed fork spring 75 keeps the clutch sliding gear sleeve 71 pressed against the clutch dog teeth 113 to ensure that the clutch sliding gear sleeve 71 engages with the clutch dog teeth 113 on the clutch input shaft after the clutch speed difference is reduced.
  • the outer shift fork 55 directly pulls the inner shift fork 76 out of the engaged position through a mechanical connection, such as a drive pin, to disconnect the clutch.
  • a chamfer 713 is provided at the end of the inner tooth 711 to facilitate the engagement of the clutch sliding gear sleeve 71 with the clutch dog tooth 113.
  • a rotating drum 523 is added to the positioning plate 52 of the parking mechanism.
  • the rotating drum 523 is provided with a cam groove 522.
  • the cam groove 522 cooperates with the shift fork drive cam 551 to position
  • the cam groove 522 does not produce axial displacement.
  • the cam groove 522 drives the clutch fork assembly to move axially, so that the clutch is engaged or disengaged.
  • the electric motor 51 can be powered off, thereby saving the power consumption of the existing wet clutch hydraulic pump and improving the transmission efficiency.
  • the parking mechanism further includes a parking actuation lever 56.
  • the end of the parking actuation lever 56 is provided with a driving elbow 561;
  • the positioning plate 52 is provided with a reaming hole 526 and the driving elbow 561 It is hinged with the reaming hole 526, and when the positioning plate 52 rotates, the parking actuation lever 56 is pushed or pulled out of the parking lock position.
  • the parking mechanism further includes a guide plate 57, a parking pawl 58, and a parking ratchet 59 connected to the output shaft of the transmission.
  • the guide plate 57 is installed on the transmission case, and the parking pawl 58 is provided with
  • the parking actuation lever 56 presses the parking pawl 58 against the parking ratchet wheel 59 through the spring 563 and the block 564, and the parking pawl 58 is provided with
  • There are pawls 583 the parking ratchet 59 is provided with parking ratchet teeth 591, and the pawls 583 mesh with the parking ratchet teeth 591.
  • the parking mechanism further includes a parking pawl rotation shaft 581 and a parking pawl return spring 582; the parking pawl 58 rotates around the parking pawl rotation shaft 581, and the parking pawl return spring 582 is sleeved on the parking pawl rotating shaft 581, and the torque of the parking pawl return spring 582 causes the parking pawl 58 to rotate in the direction of separating the parking ratchet wheel 59.
  • the guide plate 57 is provided with a pawl limiting pad 571, and the parking pawl 58 is also provided with a parking pawl limiting surface that limits the parking pawl 58. 584.
  • the positioning plate 52 is connected to the rotating drum 523 through a rotating shaft 53, and the positioning plate 52 and the rotating drum 523 are both connected to the rotating shaft 53 through a fixed pin 531.
  • the positioning plate 52, the rotating shaft 53 and the rotating drum 523 are connected to each other. Both can rotate around the fixed shaft hole 621.
  • a drive gear 511 is provided on the output shaft of the motor 51, a toothed arc 521 is provided on the positioning plate 52, and the drive gear 511 meshes with the toothed arc 521.
  • the clutch mechanism further includes a bearing support assembly 4 and a housing 6, and the bearing support assembly 4 supports the clutch rotating component on the housing 6.
  • the bearing support assembly 4 includes a roller bearing 41, a first ball bearing 42, a thrust bearing 43 and a second ball bearing 45.
  • the housing 6 includes a front housing 62, a rear housing 63, and a cover plate 61 for covering the front housing 62 and the rear housing 63.
  • the parking and clutch shared control device in this embodiment is particularly suitable for the hybrid vehicle transmission shown in FIG. 3.
  • ICE stands for engine
  • C0 stands for clutch
  • P stands for parking
  • P1 stands for P1 motor
  • P3 stands for P3 motor.
  • the output shaft of the engine 1 is connected to the rotor of the P1 generator 2 through the engine shock absorber 12 and the clutch input shaft 11, and is connected to the rotor of the P1 generator 2 through the connecting web 13.
  • the vibrator 12 is connected.
  • the rotor 31 of the P3 electric motor 3 driven in urban conditions is fixedly connected to the transmission input shaft 33.
  • the clutch 7 is used to control the on and off between the clutch output shaft 84 and the engine output shaft.
  • clutch 7 is disconnected, P3 motor 3 drives wheels 20 via transmission output shaft 33, gear pair 34/91, 95/96, and differential 97, gear pair 34/91, 95/96
  • the total speed ratio is about 9, which can effectively amplify the torque of the P3 motor 3 and improve the power of low-speed driving.
  • the clutch 7 is engaged at high speed, and the engine 1 drives the wheels 20 via the clutch 7, clutch output shaft 84, gear pair 83/93, 95/96, and differential 97.
  • the total speed ratio of the gear pair 83/93, 95/96 is about 3 , To ensure that the engine is directly driven efficiently at high speed.
  • the parking and clutch shared control device in this embodiment is not limited to the transmission using a parallel shaft mechanism. If the P3 motor rotor is connected to the sun gear of the planetary gear mechanism, the planet carrier output, the clutch output shaft 84 It can be directly connected to the planet carrier. For other hybrid vehicles that use a clutch and a parking mechanism, the parking and clutch shared control device in this embodiment can be used to improve transmission efficiency and reduce manufacturing costs.
  • the parking process is as follows: Continue to refer to Figures 1-3 and Figure 4, the starter motor 51 rotates in a counterclockwise direction, and the positioning plate 52 is driven to rotate clockwise to push the parking The moving rod 56 moves to the right to the parking lock position. After being in place, the positioning plate 52 is positioned at the parking lock position by the elastic positioner 54 to realize P-speed parking, and the motor 51 can be powered off. Under the action of the guide plate 57, the parking actuation lever 56 presses the parking pawl 58 to the parking ratchet 59 via the spring 563 and the block 564.
  • the pawl teeth 583 on the parking pawl 58 will enter the tooth gap on the parking ratchet wheel 59 to lock the parking ratchet wheel 59 and the vehicle will be braked.
  • the working process of the parking release and electric vehicle (EV) mode is as follows: Continue to refer to Figures 1-3 and Figure 5. To start the vehicle, the parking mechanism must be released first. At this time, the starter motor 51 rotates in the clockwise direction, drives the positioning plate 52 to rotate counterclockwise, the reaming hole 526 drags the parking actuation lever 56 out of the parking lock position, and the elastic positioner 54 sets the positioning plate 52 in the D position. , That is, the parking disengagement position, the motor 51 can be powered off. The vehicle can be driven in EV mode.
  • the shift fork driving cam 551 When the rotating drum 523 rotates between the parking disengaged position and the clutch engaged position, the shift fork driving cam 551 is in the meshing rotating groove segment, and the rotation of the rotating drum 523 drives the shifting fork driving cam 551 to move axially.
  • rotating the drum 523 counterclockwise by 45° can force the fork driving cam 551 to move axially to the right by about 6 mm.
  • the axial displacement of the shift fork drive cam 551 drives the outer shift fork 55 to move axially.
  • a fixing pin 552 is provided on the outer fork 55 to slide in an axial groove 761 on the inner fork 76. When the outer fork 55 moves to the right, the fixed pin 552 slides in the axial groove 761 and does not directly drive the inner fork 76.
  • the fork spring 75 urges the inner fork 76 to the right. If the inner teeth 711 on the clutch sliding gear sleeve 71 and the clutch dog teeth 113 on the clutch input shaft 11 are misaligned, the clutch sliding gear sleeve 71 cannot move to the right, the inner fork 76 and the clutch sliding gear sleeve 71 will stop axial movement, and the clutch will slip. The tooth sleeve 71 will slide against the end face of the clutch dog tooth 113. Since the shift fork spring 75 limits the contact force between the clutch sliding gear sleeve 71 and the end surface of the clutch canine tooth 113, the impact and wear caused by the existing rigid shift fork being vigorously shifted in gear are avoided.
  • a rolling bushing can be added to the shift fork driving cam 551.
  • the fixing pin 552 on the outer shift fork 55 can not only prevent the outer shift fork 55 from rotating, but also drag the inner shift fork 76 away from the engaged position when the outer shift fork 55 returns.
  • the clutch sliding gear sleeve 71 and the clutch input shaft 11 will always slip at the tooth end.
  • the motor 51 can be powered off, and the outer shift fork 55 can be locked in the engagement position as shown in FIG. 7 by the elastic retainer 54 and the positioning groove 524. After the positioning plate 52 turns to the engaged position, it continues to control the rotation speed of the P1 generator 2 to reduce the rotation speed difference V o -V i .
  • the internal teeth 711 of the clutch sliding gear sleeve 71 are inserted into the tooth gap of the clutch dog teeth 113 under the pressure of the fork spring 75 and drive the transmission teeth 721 to run at the same speed to complete the clutch engagement process. Due to the small speed difference, the noise generated during the clutch engagement process is also lower than that of the existing dog-tooth clutch with large differential engagement.
  • the clutch disengagement and electric vehicle (EV) mode work process is as follows: when it is to be driven directly from the engine 1, the starter motor 51 rotates counterclockwise, and the positioning plate 52 is driven to rotate clockwise. At the disengagement angle, the cam groove 522 forces the outer fork 55 to move to the disengaged position to the left, and the elastic retainer 54 locks the drum 523 and the outer fork 55 in the disengaged position.
  • Another embodiment of the present invention provides a method for operating the parking and clutch shared control device in the above embodiment, including the following steps: after the motor 51 is started, the positioning plate 52 is driven by the motor 51 to rotate, and the drum 523 rotates respectively To the positions corresponding to parking lock, parking disengagement, clutch engagement and clutch disengagement, when the drum 523 rotates between the parking disengagement and clutch engagement positions, the shift fork drive cam 551 is located in the engagement rotation groove , The engagement rotating groove is engaged with the shift fork drive cam 551, and the shift fork drive cam 551 rotates to drive the clutch shift fork assembly to move axially; after parking lock, parking release, clutch engagement or clutch disengagement is completed, elastic positioning The device 54 interacts with the positioning slot 524, and after positioning the positioning plate 52, the motor 51 is powered off.
  • the parking mechanism further includes a parking actuation lever 56, a guide plate 57, a parking pawl 58, and a parking ratchet 59 connected to the transmission output shaft.
  • the guide plate 57 is installed on the transmission case.
  • the parking pawl 58 is arranged on the parking actuation lever 56; when the drum 523 is rotated to the parking lock position, the parking actuation lever 56 presses the parking pawl 58 to the parking lock position under the action of the guide plate 57
  • the parking ratchet 59 and the pawl teeth 583 on the parking pawl 58 enter the tooth gap on the parking ratchet 59 to lock the parking ratchet 59.
  • the end of the parking actuation lever 56 is provided with a driving elbow 561
  • the positioning plate 52 is provided with a reaming hole 526
  • the driving elbow 561 is hinged with the reaming hole 526;
  • the clutch fork assembly includes an outer fork 55, an inner fork 76, and a fork spring 75.
  • the outer fork 55 is sleeved on the inner fork 76, and the outer fork 55 passes through the fork spring 75.
  • the clutch mechanism also includes a clutch input shaft 11, a clutch sliding gear sleeve 71 and a clutch hub 72.
  • the clutch input shaft 11 is provided with clutch dog teeth 113, and the clutch sliding gear sleeve 71 is provided with internal teeth 711.
  • the gear hub 72 is provided with transmission teeth 721; when the drum 523 rotates between the parking disengagement position and the clutch engagement position, the rotating shift fork drive cam 551 drives the outer shift fork 55 to move axially, and the outer shift fork 55 passes through the shifting position.
  • the fork spring 75 drives the inner fork 76, and the inner fork 76 drives the clutch sliding gear sleeve 71 to be inserted into the tooth gap of the clutch dog tooth 113.
  • the inner teeth 711 on the clutch sliding gear sleeve 71 respectively mesh with the clutch dog tooth 113 and the transmission tooth 721 to drive the transmission.
  • the teeth 721 run at the same speed.
  • the positioning plate 52 is rotated in the opposite direction to that when the clutch is engaged, so that the outer fork 55 axially moves to the inner teeth on the clutch sliding gear sleeve 71 711 is separated from the clutch dog teeth 113, and the elastic positioner 54 positions the drum 523 and the outer fork 55 in the clutch disengaged position.
  • Another embodiment of the present invention also provides a vehicle, which includes the parking and clutch shared control device in the foregoing embodiment.
  • the parking and clutch shared control device of the present invention compared to the friction plate wet clutch used in the prior art, the dog-tooth clutch saves friction plates, hydraulic cylinders, hydraulic pumps, proportional pressure solenoid valves, valve plates and other parts
  • the clutch mechanism and the parking mechanism share the control motor, and the power consumption is small. Since the drum can be positioned with the help of the elastic positioner and the positioning groove, the power supply of the motor is not required after the clutch is engaged, thereby saving power consumption and improving transmission efficiency;
  • the parking and clutch shared control device and its operating method of the present invention control the separation and engagement of the parking mechanism and the clutch at the same time through a single motor.
  • the shared control device has a simple structure, small space, easy manufacture, low cost and high efficiency. , Can effectively solve the problems of high cost and high power consumption of the clutch actuation device of the existing hybrid transmission; the parking and clutch shared control device and the operation method thereof of the present invention are especially suitable for the controllable speed difference and the non-engagement time requirement. High, hybrid electric vehicle transmission using electric parking mechanism.

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Abstract

一种驻车及离合器共用控制装置及其操纵方法和车辆，该驻车及离合器共用控制装置包括驻车机构、离合器机构和电机（51），驻车机构包括定位板（52）、与定位板（52）连接的转鼓（523）、设于转鼓（523）上的凸轮槽（522）、弹性***（54）和定位槽（524），定位板（52）在电机（51）的带动下旋转，弹性***（54）与定位槽（524）相互作用，转鼓（523）能够转动至驻车锁止、驻车脱开、离合器接合和离合器脱开对应的位置；离合器机构包括离合器拨叉组件和拨叉驱动凸轮（551），凸轮槽（522）包括直槽和啮合旋转槽，当拨叉驱动凸轮（551）位于啮合旋转槽内时，啮合旋转槽和拨叉驱动凸轮（551）相啮合，驱动离合器拨叉组件轴向运动。通过一个电机同时控制驻车机构和离合器的离、合，且该装置具有结构简单、容易制造、成本低、效率高的优点。

Description

一种驻车及离合器共用控制装置及其操纵方法和车辆 技术领域
本发明涉及变速器技术领域，尤其涉及一种驻车及离合器共用控制装置及其操纵方法和车辆。
背景技术
目前，混合动力汽车变速器常用一个离合器将发动机并入驱动***，使车辆高速行驶时用发动机直接驱动，以提高车辆燃油经济性，采用的离合器一般是多摩擦片湿式离合器，还需要另外用液压油缸、液压泵、比例压力电磁阀和阀板来实现扭矩控制。这些零部件成本高、功耗大，加上多摩擦片湿式离合器本身制造成本就比较高，且占用空间大，使得整个变速器成本较高，限制了该混合动力变速器的使用。另外，一般混合动力汽车变速器还有一个驻车机构，随着自动化程度的提高，近年来越来越多的汽车采用电动或液压控制的驻车机构。不论是电动或液压控制，都需要附加的驱动动力和控制装置，这大大增加了变速器的能耗和成本。如何代替摩擦片湿式离合器、降低离合器及其控制装置的成本和能耗，成为本领域急需解决的技术问题。
发明内容
本发明的目的在于提供一种驻车及离合器共用控制装置及其操纵方法和车辆，用以克服上述背景技术中的技术问题。
本发明是通过以下技术方案实现的：
本发明一方面提供一种驻车及离合器共用控制装置，包括驻车机构、离合器机构和电机；所述驻车机构包括定位板、转鼓、弹性***和若干定位槽，所述转鼓与所述定位板联动连接，所述定位槽设于所述定位板上，所述定位板在所述电机的带动下旋转，所述弹性***与所述定位槽相互作用，所述转鼓能够转动至驻车锁止、驻车脱开、离合器接合和离合器脱 开对应的位置；所述离合器机构包括离合器拨叉组件和设于所述离合器拨叉组件上的拨叉驱动凸轮，所述拨叉驱动凸轮旋转时带动所述离合器拨叉组件轴向移动；所述转鼓上设有凸轮槽，所述凸轮槽包括啮合旋转槽和垂直于轴线的直槽；当所述转鼓在驻车锁止与驻车脱开的位置之间旋转时，所述拨叉驱动凸轮位于所述直槽内；当所述转鼓在驻车脱开与离合器接合的位置之间旋转时，所述拨叉驱动凸轮位于所述啮合旋转槽内，所述啮合旋转槽与所述拨叉驱动凸轮相啮合。
进一步地，所述离合器拨叉组件包括拨叉导向轴、外拨叉和内拨叉，所述内拨叉套设于所述拨叉导向轴上，所述外拨叉套设于所述内拨叉上，所述外拨叉上设有固定销，所述内拨叉上开设有轴向槽，所述固定销在所述轴向槽内滑动。
进一步地，所述外拨叉与所述内拨叉之间还设有拨叉弹簧，所述外拨叉通过所述拨叉弹簧驱动所述内拨叉。
进一步地，所述离合器机构还包括离合器输入轴、离合器滑动齿套和离合器齿毂，所述离合器滑动齿套套设于所述离合器齿毂上；所述离合器输入轴上设有离合器犬齿；所述离合器滑动齿套通过拨叉脚与所述拨叉导向轴连接，所述拨叉脚设于所述离合器滑动齿套的外周；所述离合器滑动齿套上设有内齿和与所述内拨叉配合的周向沟槽，所述离合器滑动齿套在拨叉弹簧作用下***离合器犬齿的齿隙，所述离合器齿毂上设有传动齿，所述内齿分别与所述离合器犬齿和所述传动齿啮合。
进一步地，所述驻车机构还包括驻车致动杆，所述驻车致动杆的端部设有驱动弯头；所述定位板上开设有铰孔，所述驱动弯头与所述铰孔铰接，当所述定位板旋转时，将所述驻车致动杆推向或拖出驻车锁止的位置。
进一步地，所述驻车机构还包括导向板、驻车棘爪和与变速器输出轴连接的驻车棘轮，所述导向板安装于变速器箱体上，所述驻车棘爪设于所述驻车致动杆上，在所述导向板的作用下，所述驻车致动杆通过弹簧和契块将所述驻车棘爪压向所述驻车棘轮，所述驻车棘爪与所述驻车棘轮啮合。
进一步地，所述驻车机构还包括驻车棘爪回转轴和驻车棘爪复位弹簧；所述驻车棘爪绕所述驻车棘爪回转轴旋转，所述驻车棘爪复位弹簧套设于 所述驻车棘爪回转轴，所述驻车棘爪复位弹簧的扭矩使所述驻车棘爪朝分离所述驻车棘轮的方向转动。
进一步地，所述定位板通过回转轴与所述转鼓连接，所述定位板和所述转鼓均通过固定销与所述回转轴连接。
进一步地，所述电机的输出轴上设有驱动齿轮，所述定位板上设有齿弧，所述驱动齿轮与所述齿弧啮合。
本发明另一方面提供一种上述的驻车及离合器共用控制装置的操纵方法，包括以下步骤：启动电机后，定位板在所述电机的带动下旋转，转鼓分别转动至驻车锁止、驻车脱开、离合器接合和离合器脱开对应的位置，当所述转鼓在驻车脱开与离合器接合的位置之间旋转时，拨叉驱动凸轮位于啮合旋转槽内，所述啮合旋转槽与所述拨叉驱动凸轮相啮合，所述拨叉驱动凸轮旋转时带动离合器拨叉组件轴向移动；驻车锁止、驻车脱开、离合器接合或离合器脱开完成后，弹性***与定位槽相互作用，将所述定位板定位后，电机断电。
进一步地，所述驻车机构还包括驻车致动杆、导向板、驻车棘爪和与变速器输出轴连接的驻车棘轮，所述导向板安装于变速器箱体上，所述驻车棘爪设于所述驻车致动杆上；当转动所述转鼓至驻车锁止位置时，在导向板的作用下驻车致动杆将驻车棘爪压向驻车棘轮，所述驻车棘爪上的爪齿进入所述驻车棘轮上的齿隙，将所述驻车棘轮锁止。
进一步地，所述驻车致动杆的端部设有驱动弯头，所述定位板上开设有铰孔，所述驱动弯头与所述铰孔铰接；当所述转鼓处于驻车锁止位置时，沿与转动至驻车锁止位置相反的方向旋转所述定位板，通过铰孔将所述驻车致动杆拖出驻车锁止位置。
进一步地，所述离合器拨叉组件包括外拨叉、内拨叉和拨叉弹簧，所述外拨叉套设于所述内拨叉上，所述外拨叉通过所述拨叉弹簧驱动所述内拨叉；所述离合器机构还包括离合器输入轴、离合器滑动齿套和离合器齿毂，所述离合器输入轴上设有离合器犬齿，所述离合器滑动齿套上设有内齿，所述离合器齿毂上设有传动齿；当所述转鼓在驻车脱开位和离合器接合位之间旋转时，旋转所述拨叉驱动凸轮带动外拨叉轴向运动，所述外拨 叉通过拨叉弹簧驱动内拨叉，所述内拨叉驱动离合器滑动齿套***离合器犬齿的齿隙，所述离合器滑动齿套上的内齿分别与所述离合器犬齿和传动齿啮合，带动所述传动齿同速运转。
进一步地，当所述转鼓处于离合器接合的位置时，沿与离合器接合时相反的方向转动所述定位板，使得所述外拨叉轴向运动至所述离合器滑动齿套上的内齿与所述离合器犬齿分离，弹性***将转鼓和外拨叉定位在离合器脱开位置。
本发明另一方面还提供一种车辆，该车辆包括上述的驻车及离合器共用控制装置。
实施本发明，具有如下有益效果：
1、本发明的驻车及离合器共用控制装置，相比于现有技术中采用摩擦片湿式离合器，犬牙式离合器节省了摩擦片、液压油缸、液压泵、比例压力电磁阀和阀板等零部件的成本；离合器机构与驻车机构共用控制电机，功耗很小，由于转鼓可借助弹性***与定位槽定位，离合器接合后不需电机供电，从而节省了功耗、提高了变速器效率；
2、本发明的驻车及离合器共用控制装置及其操纵方法，通过一个电机同时控制驻车机构和离合器的离、合，该共用控制装置结构简单、空间小、容易制造、成本低、效率高，能够有效解决现有混合动力变速器的离合器致动装置成本高、功耗大的问题；本发明的驻车及离合器共用控制装置及其操纵方法，尤其适用于转速差可控制、接合时间要求不高、使用电动驻车机构的混合动力汽车变速器。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案和优点，下面将对实施例或现有技术描述中所需要使用的附图作简单的介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它附图。
图1是本发明实施例的共用控制装置的横截面图；
图2是本发明实施例的共用控制装置部分零部件3D示意图；
图3是本发明实施例的混合动力汽车变速器原理示意图；
图4是本发明实施例的定位板停在驻车位置的示意图；
图5是本发明实施例的定位板停在电动汽车模式的示意图；
图6是本发明实施例的离合器接合时发动机速度控制图；
图7是本发明实施例的定位板停在发动机直驱模式的示意图；
其中，图中附图标记对应为：1-发动机、11-离合器输入轴、111-花键、113-离合器犬齿、12-发动机减振器、13-连接腹板、20-车轮、2-P1发电机、3-P3电机、31-转子、33-变速器输出轴、4-轴承支撑组件、41-滚柱轴承、42-第一球轴承、43-止推轴承、45-第二球轴承、51-电机、511-驱动齿轮、52-定位板、521-齿弧、522-凸轮槽、523-转鼓、524-定位槽、526-铰孔、53-回转轴、54-弹性***、55-外拨叉、551-拨叉驱动凸轮、552-固定销、553-外拨叉套、56-驻车致动杆、561-驱动弯头、563-弹簧、564-契块、57-导向板、571-棘爪限位垫板、58-驻车棘爪、581-驻车棘爪回转轴、582-驻车棘爪复位弹簧、583-爪齿、584-驻车棘爪限位面、59-驻车棘轮、591-驻车棘轮轮齿、6-壳体、61-盖板、62-前壳体、63-后壳体、621-固定轴孔、7-离合器、71-离合器滑动齿套、711-内齿、712-周向沟槽、713-倒角、72-离合器齿毂、721-传动齿、722-齿毂花键、75-拨叉弹簧、76-内拨叉、761-轴向槽、762-拨叉脚、77-拨叉导向轴、84-离合器输出轴、97-差速器，34、91、83、93、95、96均为齿轮，分别组成齿轮对34/91、83/93、95/96。
具体实施方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合实施例对本发明作进一步地详细描述。显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
实施例
本实施例提供了一种驻车及离合器共用控制装置，参阅图1-2，本实施 例的驻车及离合器共用控制装置，包括驻车机构、离合器机构和电机51；驻车机构包括定位板52、转鼓523、弹性***54和若干定位槽524，转鼓523与定位板52联动连接，定位槽524设于定位板52上，定位板52在电机51的带动下旋转，弹性***54与定位槽524相互作用，转鼓523能够转动至驻车锁止、驻车脱开、离合器接合和离合器脱开对应的位置；离合器机构包括离合器拨叉组件和设于离合器拨叉组件上的拨叉驱动凸轮551，拨叉驱动凸轮551旋转时带动离合器拨叉组件轴向移动；转鼓523上设有凸轮槽522，凸轮槽522包括啮合旋转槽和垂直于轴线的直槽；当转鼓523在驻车锁止与驻车脱开的位置之间旋转时，拨叉驱动凸轮551位于直槽内，直槽不与拨叉驱动凸轮551相啮合，因此拨叉组件不产生轴向运动；当转鼓523在驻车脱开与离合器接合的位置之间旋转时，拨叉驱动凸轮551位于啮合旋转槽内，所啮合旋转槽与拨叉驱动凸轮551相啮合，驱动离合器拨叉组件轴向运动。
作为一种具体的实施方式，拨叉驱动凸轮551通过外拨叉套553与离合器拨叉组件连接，离合器拨叉组件包括拨叉导向轴77、外拨叉55和内拨叉76，内拨叉76套设于拨叉导向轴77上，外拨叉55套设于内拨叉76上，外拨叉55上设有固定销552，内拨叉76上开设有轴向槽761，固定销552在轴向槽761内滑动。外拨叉55与内拨叉76之间还设有拨叉弹簧75，外拨叉55通过拨叉弹簧75驱动内拨叉76。
作为一种具体的实施方式，离合器机构还包括离合器输入轴11、离合器滑动齿套71和离合器齿毂72，离合器齿毂72上设有与离合器输出轴84联接的齿毂花键722，离合器滑动齿套71套设于离合器齿毂72上；离合器输入轴11上设有离合器犬齿113；离合器滑动齿套71通过拨叉脚762与拨叉导向轴77连接，拨叉脚762设于离合器滑动齿套71的外周；离合器滑动齿套71上设有内齿711和与内拨叉76配合的周向沟槽712，离合器滑动齿套71在拨叉弹簧75作用下***离合器犬齿113的齿隙，离合器齿毂72上设有传动齿721，内齿711分别与离合器犬齿113和传动齿721啮合。拨叉组件经过一预压的拨叉弹簧75来控制离合器滑动齿套71的挂档运动。即使离合器两端转速差较大而无法接合，或离合器两端齿端对上时，拨叉 输入端也可运动到位并被定位在接合位置。压缩了的拨叉弹簧75使离合器滑动齿套71一直压向离合器犬齿113，保证离合器在转速差降低后离合器滑动齿套71与离合器输入轴上离合器犬齿113接合。当需要脱开离合器时，外拨叉55通过机械联接，如传动销，直接将内拨叉76拖出接合位置，使离合器断开。
进一步地，在所述内齿711端部还设有倒角713，以便于离合器滑动齿套71与离合器犬齿113接合。
本实施例中的驻车及离合器共用控制装置，在驻车机构的定位板52上加一转鼓523，转鼓523上带有凸轮槽522，凸轮槽522与拨叉驱动凸轮551配合，定位板52在作驻车旋转运动时，凸轮槽522不产生轴向位移，当定位板52作离合器控制运动时，凸轮槽522驱动离合器拨叉组件轴向运动，使离合器接合或脱开。在定位板52上开有若干个定位槽524，这些定位槽524与弹性***54相作用，将定位板52和离合器拨叉组件锁在驻车、电动或发动机直驱的位置，车辆行驶时电机51可断电，从而节省了现有湿式离合器液压泵的功耗、提高了变速器效率。
作为一种具体的实施方式，驻车机构还包括驻车致动杆56，驻车致动杆56的端部设有驱动弯头561；定位板52上开设有铰孔526，驱动弯头561与铰孔526铰接，当定位板52旋转时，将驻车致动杆56推向或拖出驻车锁止的位置。
作为一种具体的实施方式，驻车机构还包括导向板57、驻车棘爪58和与变速器输出轴连接的驻车棘轮59，导向板57安装于变速器箱体上，驻车棘爪58设于驻车致动杆56上，在导向板57的作用下，驻车致动杆56通过弹簧563和契块564将驻车棘爪58压向驻车棘轮59，驻车棘爪58上设有爪齿583，驻车棘轮59上设有驻车棘轮轮齿591，爪齿583与驻车棘轮轮齿591啮合。
作为一种具体的实施方式，驻车机构还包括驻车棘爪回转轴581和驻车棘爪复位弹簧582；驻车棘爪58绕驻车棘爪回转轴581旋转，驻车棘爪复位弹簧582套设于驻车棘爪回转轴581，驻车棘爪复位弹簧582的扭矩使驻车棘爪58朝分离驻车棘轮59的方向转动。
作为一种具体的实施方式，导向板57上设有棘爪限位垫板571，驻车棘爪58上还还设有对驻车棘爪58起限位作用的驻车棘爪限位面584。
作为一种具体的实施方式，定位板52通过回转轴53与转鼓523连接，定位板52和转鼓523均通过固定销531与回转轴53连接，定位板52、回转轴53和转鼓523均可绕固定轴孔621旋转。
作为一种具体的实施方式，电机51的输出轴上设有驱动齿轮511，定位板52上设有齿弧521，驱动齿轮511与齿弧521啮合。
作为一种具体的实施方式，离合器机构还包括轴承支撑组件4和壳体6，轴承支撑组件4将离合器回转部件支撑在壳体6上。
进一步地，轴承支撑组件4包括滚柱轴承41、第一球轴承42、止推轴承43和第二球轴承45。
进一步地，壳体6包括前壳体62、后壳体63以及用于盖合前壳体62、后壳体63的盖板61。
本实施例中的驻车及离合器共用控制装置尤其适合图3所示混合动力汽车变速器。图中，ICE代表发动机，C0代表离合器，P表示驻车，P1表示P1电机，P3表示P3电机。发动机1的输出轴经发动机减振器12和离合器输入轴11，并通过连接腹板13，联接到P1发电机2的转子上，离合器输入轴11上设有花键111，用于与发动机减振器12连接。城市工况驱动的P3电机3的转子31与变速器输入轴33固定连接。离合器7用来控制离合器输出轴84与发动机输出轴之间的通和断。在电池电量充足和城市路况下，离合器7断开，P3电动机3经变速器输出轴33、齿轮对34/91、95/96、差速器97驱动车轮20，齿轮对34/91、95/96总速比在9左右，可有效放大P3电动机3的扭矩，提高低速驱动的动力性。高速时离合器7接合，发动机1经离合器7、离合器输出轴84、齿轮对83/93、95/96、差速器97驱动车轮20，齿轮对83/93、95/96总速比在3左右，能够保证高速时发动机高效直接驱动。
需要说明的是，本实施例中的驻车及离合器共用控制装置，并不限于适用采用平行轴机构的变速器，如果P3电机转子联到行星齿轮机构的太阳轮，行星架输出，离合器输出轴84就可直接联到行星架。对于其他使用离 合器和驻车机构的混合动力汽车均可采用本实施例中的驻车及离合器共用控制装置，以提高变速器效率，并降低制造成本。
如图3所示的混合动力汽车变速器，驻车的工作过程如下：继续参阅图1-3以及图4，启动电机51沿逆时针方向旋转，驱动定位板52顺时针方向旋转，推动驻车致动杆56右移直到驻车锁止位置，到位后定位板52由弹性***54定位在驻车锁止位置，实现P挡驻车，电机51可断电。在导向板57的作用下驻车致动杆56经弹簧563和契块564将驻车棘爪58压向驻车棘轮59。一旦驻车棘轮59转速慢到设定值，驻车棘爪58上爪齿583就会进入驻车棘轮59上的齿隙，将驻车棘轮59锁止，车辆制动。
如图3所示的混合动力汽车变速器，驻车松开、电动汽车(EV)模式的工作过程如下：继续参阅图1-3以及图5，若要启动车辆，先必须松开驻车机构。此时启动电机51沿顺时针方向旋转，驱动定位板52逆时针方向旋转，铰孔526将驻车致动杆56拖出驻车锁止位置，弹性***54将定位板52定在D挡，即驻车脱开位置，电机51可断电。车辆可在EV模式下行驶。
如图3所示的混合动力汽车变速器，离合器接合、发动机直驱模式的工作过程如下：如图6所示，图中t表示时间，V表示转速，当需要发动机1直接驱动时，迅速用P1发电机2将离合器输入轴11的转速V i拖到与离合器输出轴84转速V o相近的转速，V o是离合器输出轴84的转速，由车辆行驶速度确定。继续参阅图1-3以及图7，然后启动电机51沿顺时针方向旋转，驱动定位板52逆时针方向旋转约45°。当转鼓523在驻车脱开位和离合器接合位之间旋转时，拨叉驱动凸轮551在啮合旋转槽段内，转鼓523旋转会驱动拨叉驱动凸轮551轴向运动。如转鼓523逆时针旋转45°可迫使拨叉驱动凸轮551轴向右移约6mm。拨叉驱动凸轮551轴向位移带动外拨叉55轴向运动。外拨叉55上有固定销552，可在内拨叉76上轴向槽761中滑动。当外拨叉55向右运动时，固定销552在轴向槽761中滑动，不直接驱动内拨叉76。然而拨叉弹簧75将内拨叉76向右推进。如果离合器滑动齿套71上内齿711与离合器输入轴11上离合器犬齿113齿隙错开，离合器滑动齿套71无法右行，内拨叉76及离合器滑动齿套71将停止轴向运动， 离合器滑动齿套71将贴在离合器犬齿113端面滑动。由于拨叉弹簧75限制了离合器滑动齿套71与离合器犬齿113端面间接触力，避免了现有刚性换档拨叉大力挂档产生的冲击和磨损。
进一步地，为了减少摩擦阻力，拨叉驱动凸轮551上可加装滚动轴套。外拨叉55上固定销552既可以防止外拨叉55转动，又能在外拨叉55回程时将内拨叉76拖离接合位置。
若转速差V o-V i大于设计接合转速差(一般为20-50rpm)，离合器滑动齿套71会与离合器输入轴11一直在齿端打滑。为了节省能耗，电机51可断电，外拨叉55可由弹性***54和定位槽524锁在如图7所示的接合位置。当定位板52转到接合位置后，继续控制P1发电机2转速以减小转速差V o-V i。当转速差小于或等于设计接合转速差时，离合器滑动齿套71的内齿711在拨叉弹簧75压力下***离合器犬齿113齿隙，并带动传动齿721同速运转，完成离合器接合过程。由于转速差较小，离合器接合过程产生的噪声也较现有大差速接合的犬齿离合器低。
如图3所示的混合动力汽车变速器，离合器脱开、电动汽车(EV)模式的工作过程如下：要脱离发动机1直接驱动时，启动电机51逆时针方向旋转，驱动定位板52顺时针方向旋转到脱开角度，凸轮槽522迫使外拨叉55左移到脱开位置，弹性***54将转鼓523和外拨叉55锁在脱开位置。
本发明另一实施例提供一种上述实施例中的驻车及离合器共用控制装置的操纵方法，包括以下步骤：启动电机51后，定位板52在电机51的带动下旋转，转鼓523分别转动至驻车锁止、驻车脱开、离合器接合和离合器脱开对应的位置，当转鼓523在驻车脱开与离合器接合的位置之间旋转时，拨叉驱动凸轮551位于啮合旋转槽内，啮合旋转槽与拨叉驱动凸轮551相啮合，拨叉驱动凸轮551旋转时带动离合器拨叉组件轴向移动；驻车锁止、驻车脱开、离合器接合或离合器脱开完成后，弹性***54与定位槽524相互作用，将定位板52定位后，电机51断电。
作为一种具体的实施方式，驻车机构还包括驻车致动杆56、导向板57、驻车棘爪58和与变速器输出轴连接的驻车棘轮59，导向板57安装于变速器箱体上，驻车棘爪58设于驻车致动杆56上；当转动转鼓523至驻车锁 止位置时，在导向板57的作用下驻车致动杆56将驻车棘爪58压向驻车棘轮59，驻车棘爪58上的爪齿583进入驻车棘轮59上的齿隙，将驻车棘轮59锁止。
作为一种具体的实施方式，驻车致动杆56的端部设有驱动弯头561，定位板52上开设有铰孔526，驱动弯头561与铰孔铰接526；当转鼓523处于驻车锁止位置时，沿与转动至驻车锁止位置相反的方向旋转定位板52，通过铰孔526将驻车致动杆56拖出驻车锁止位置。
作为一种具体的实施方式，离合器拨叉组件包括外拨叉55、内拨叉76和拨叉弹簧75，外拨叉55套设于内拨叉76上，外拨叉55通过拨叉弹簧75驱动内拨叉76；离合器机构还包括离合器输入轴11、离合器滑动齿套71和离合器齿毂72，离合器输入轴11上设有离合器犬齿113，离合器滑动齿套71上设有内齿711，离合器齿毂72上设有传动齿721；当转鼓523在驻车脱开位和离合器接合位之间旋转时，旋转拨叉驱动凸轮551带动外拨叉55轴向运动，外拨叉55通过拨叉弹簧75驱动内拨叉76，内拨叉76驱动离合器滑动齿套71***离合器犬齿113的齿隙，离合器滑动齿套71上的内齿711分别与离合器犬齿113和传动齿721啮合，带动传动齿721同速运转。
作为一种具体的实施方式，当转鼓523处于离合器接合的位置时，沿与离合器接合时相反的方向转动定位板52，使得外拨叉55轴向运动至离合器滑动齿套71上的内齿711与离合器犬齿113分离，弹性***54将转鼓523和外拨叉55定位在离合器脱开位置。
本发明的另一实施例还提供一种车辆，该车辆包括上述实施例中的驻车及离合器共用控制装置。
本发明的上述实施例，具有如下有益效果：
1、本发明的驻车及离合器共用控制装置，相比于现有技术中采用摩擦片湿式离合器，犬牙式离合器节省了摩擦片、液压油缸、液压泵、比例压力电磁阀和阀板等零部件的成本；离合器机构与驻车机构共用控制电机，功耗很小，由于转鼓可借助弹性***与定位槽定位，离合器接合后不需电机供电，从而节省了功耗、提高了变速器效率；
2、本发明的驻车及离合器共用控制装置及其操纵方法，通过一个电机同时控制驻车机构和离合器的离、合，该共用控制装置结构简单、空间小、容易制造、成本低、效率高，能够有效解决现有混合动力变速器的离合器致动装置成本高、功耗大的问题；本发明的驻车及离合器共用控制装置及其操纵方法，尤其适用于转速差可控制、接合时间要求不高、使用电动驻车机构的混合动力汽车变速器。
以上所述是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也视为本发明的保护范围。

Claims (15)

  1. 一种驻车及离合器共用控制装置，其特征在于，包括驻车机构、离合器机构和电机(51)；
    所述驻车机构包括定位板(52)、转鼓(523)、弹性***(54)和若干定位槽(524)，所述转鼓(523)与所述定位板(52)联动连接，所述定位槽(524)设于所述定位板(52)上，所述定位板(52)在所述电机(51)的带动下旋转，所述弹性***(54)与所述定位槽(524)相互作用，所述转鼓(523)能够转动至驻车锁止、驻车脱开、离合器接合和离合器脱开对应的位置；
    所述离合器机构包括离合器拨叉组件和设于所述离合器拨叉组件上的拨叉驱动凸轮(551)，所述拨叉驱动凸轮(551)旋转时带动所述离合器拨叉组件轴向移动；
    所述转鼓(523)上设有凸轮槽(522)，所述凸轮槽(522)包括啮合旋转槽和垂直于轴线的直槽；当所述转鼓(523)在驻车锁止与驻车脱开的位置之间旋转时，所述拨叉驱动凸轮(551)位于所述直槽内；当所述转鼓(523)在驻车脱开与离合器接合的位置之间旋转时，所述拨叉驱动凸轮(551)位于所述啮合旋转槽内，所述啮合旋转槽与所述拨叉驱动凸轮(551)相啮合。
  2. 根据权利要求1所述的驻车及离合器共用控制装置，其特征在于，所述离合器拨叉组件包括拨叉导向轴(77)、外拨叉(55)和内拨叉(76)，所述内拨叉(76)套设于所述拨叉导向轴(77)上，所述外拨叉(55)套设于所述内拨叉(76)上，所述外拨叉(55)上设有固定销(552)，所述内拨叉(76)上开设有轴向槽(761)，所述固定销(552)在所述轴向槽(761)内滑动。
  3. 根据权利要求2所述的驻车及离合器共用控制装置，其特征在于，所述外拨叉(55)与所述内拨叉(76)之间还设有拨叉弹簧(75)，所述外拨叉(55)通过所述拨叉弹簧(75)驱动所述内拨叉(76)。
  4. 根据权利要求3所述的驻车及离合器共用控制装置，其特征在于， 所述离合器机构还包括离合器输入轴(11)、离合器滑动齿套(71)和离合器齿毂(72)，所述离合器滑动齿套(71)套设于所述离合器齿毂(72)上；
    所述离合器输入轴(11)上设有离合器犬齿(113)；
    所述离合器滑动齿套(71)通过拨叉脚(762)与所述拨叉导向轴(77)连接，所述拨叉脚(762)设于所述离合器滑动齿套(71)的外周；所述离合器滑动齿套(71)上设有内齿(711)和与所述内拨叉(76)配合的周向沟槽(712)，所述离合器滑动齿套(71)在拨叉弹簧(75)作用下***离合器犬齿(113)的齿隙，所述离合器齿毂(72)上设有传动齿(721)，所述内齿(711)分别与所述离合器犬齿(113)和所述传动齿(721)啮合。
  5. 根据权利要求1所述的驻车及离合器共用控制装置，其特征在于，所述驻车机构还包括驻车致动杆(56)，所述驻车致动杆(56)的端部设有驱动弯头(561)；
    所述定位板(52)上开设有铰孔(526)，所述驱动弯头(561)与所述铰孔(526)铰接，当所述定位板(52)旋转时，将所述驻车致动杆(56)推向或拖出驻车锁止的位置。
  6. 根据权利要求5所述的驻车及离合器共用控制装置，其特征在于，所述驻车机构还包括导向板(57)、驻车棘爪(58)和与变速器输出轴连接的驻车棘轮(59)，所述导向板(57)安装于变速器箱体上，所述驻车棘爪(58)设于所述驻车致动杆(56)上，在所述导向板(57)的作用下，所述驻车致动杆(56)通过弹簧(563)和契块(564)将所述驻车棘爪(58)压向所述驻车棘轮(59)，所述驻车棘爪(58)与所述驻车棘轮(59)啮合。
  7. 根据权利要求6所述的驻车及离合器共用控制装置，其特征在于，所述驻车机构还包括驻车棘爪回转轴(581)和驻车棘爪复位弹簧(582)；
    所述驻车棘爪(58)绕所述驻车棘爪回转轴(581)旋转，所述驻车棘爪复位弹簧(582)套设于所述驻车棘爪回转轴(581)，所述驻车棘爪复位弹簧(582)的扭矩使所述驻车棘爪(58)朝分离所述驻车棘轮(59)的方向转动。
  8. 根据权利要求1所述的驻车及离合器共用控制装置，其特征在于，所述定位板(52)通过回转轴(53)与所述转鼓(523)连接，所述定位板(52)和所述转鼓(523)均通过固定销(531)与所述回转轴(53)连接。
  9. 根据权利要求1所述的驻车及离合器共用控制装置，其特征在于，所述电机(51)的输出轴上设有驱动齿轮(511)，所述定位板(52)上设有齿弧(521)，所述驱动齿轮(511)与所述齿弧(521)啮合。
  10. 一种如权利要求1-9任一项所述的驻车及离合器共用控制装置的操纵方法，其特征在于，包括以下步骤：
    启动电机后，定位板在所述电机的带动下旋转，转鼓分别转动至驻车锁止、驻车脱开、离合器接合和离合器脱开对应的位置，当所述转鼓在驻车脱开与离合器接合的位置之间旋转时，拨叉驱动凸轮位于啮合旋转槽内，所述啮合旋转槽与所述拨叉驱动凸轮相啮合，所述拨叉驱动凸轮旋转时带动离合器拨叉组件轴向移动；驻车锁止、驻车脱开、离合器接合或离合器脱开完成后，弹性***与定位槽相互作用，将所述定位板定位后，电机断电。
  11. 根据权利要求10所述的驻车及离合器共用控制装置的操纵方法，其特征在于，所述驻车机构还包括驻车致动杆、导向板、驻车棘爪和与变速器输出轴连接的驻车棘轮，所述导向板安装于变速器箱体上，所述驻车棘爪设于所述驻车致动杆上；当转动所述转鼓至驻车锁止位置时，在导向板的作用下驻车致动杆将驻车棘爪压向驻车棘轮，所述驻车棘爪上的爪齿进入所述驻车棘轮上的齿隙，将所述驻车棘轮锁止。
  12. 根据权利要求11所述的驻车及离合器共用控制装置的操纵方法，其特征在于，所述驻车致动杆的端部设有驱动弯头，所述定位板上开设有铰孔，所述驱动弯头与所述铰孔铰接；当所述转鼓处于驻车锁止位置时， 沿与转动至驻车锁止位置相反的方向旋转所述定位板，通过铰孔将所述驻车致动杆拖出驻车锁止位置。
  13. 根据权利要求10所述的驻车及离合器共用控制装置的操纵方法，其特征在于，所述离合器拨叉组件包括外拨叉、内拨叉和拨叉弹簧，所述外拨叉套设于所述内拨叉上，所述外拨叉通过所述拨叉弹簧驱动所述内拨叉；所述离合器机构还包括离合器输入轴、离合器滑动齿套和离合器齿毂，所述离合器输入轴上设有离合器犬齿，所述离合器滑动齿套上设有内齿，所述离合器齿毂上设有传动齿；当所述转鼓在驻车脱开位和离合器接合位之间旋转时，旋转所述拨叉驱动凸轮带动外拨叉轴向运动，所述外拨叉通过拨叉弹簧驱动内拨叉，所述内拨叉驱动离合器滑动齿套***离合器犬齿的齿隙，所述离合器滑动齿套上的内齿分别与所述离合器犬齿和传动齿啮合，带动所述传动齿同速运转。
  14. 根据权利要求13所述的驻车及离合器共用控制装置的操纵方法，其特征在于，当所述转鼓处于离合器接合的位置时，沿与离合器接合时相反的方向转动所述定位板，使得所述外拨叉轴向运动至所述离合器滑动齿套上的内齿与所述离合器犬齿分离，弹性***将转鼓和外拨叉定位在离合器脱开位置。
  15. 一种车辆，其特征在于，包括权利要求1-9任一项所述的驻车及离合器共用控制装置。
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CN115298459A (zh) 2022-11-04
EP4108958A1 (en) 2022-12-28
CN115298459B (zh) 2023-09-15
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US20230220897A1 (en) 2023-07-13

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