CN111577889A

CN111577889A - Clutch and shared parking control device

Info

Publication number: CN111577889A
Application number: CN202010264710.0A
Authority: CN
Inventors: 邱志凌; 景云勇; 王有刚; 许正功; 付军; 林霄喆
Original assignee: Yiwu Geely Automatic Transmission Co ltd; Zhejiang Geely Holding Group Co Ltd
Current assignee: Yiwu Geely Automatic Transmission Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2020-04-07
Filing date: 2020-04-07
Publication date: 2020-08-25
Anticipated expiration: 2040-04-07
Also published as: CN111577889B

Abstract

The invention discloses a clutch and a shared parking control device, wherein the clutch comprises a gear hub, a sliding gear sleeve, an input shaft and an output shaft, the gear hub is fixedly connected with the output shaft through a transmission key, the sliding gear sleeve is in sliding connection with the gear hub, and the gear hub and the input shaft are sequentially arranged; the gear hub is provided with external teeth, the sliding gear sleeve is provided with sliding sleeve teeth, the end part of the input shaft close to the gear hub is provided with a tooth profile, the sliding sleeve teeth are meshed with the external teeth of the gear hub, and the sliding sleeve teeth axially slide to the input shaft and are meshed with the tooth profile; has the advantages of simple structure, small space, easy manufacture, low cost and high efficiency.

Description

Clutch and shared parking control device

Technical Field

The invention relates to the field of automobiles, in particular to a clutch and a shared parking control device.

Background

Hybrid vehicle transmissions, such as the honda iMMD hybrid vehicle transmission, typically incorporate an engine into the drive system via a clutch, which allows the vehicle to be driven directly by the engine during high speed operation, thereby improving vehicle fuel economy. The clutch is generally a multi-friction plate wet clutch, and a hydraulic oil cylinder, a hydraulic pump, a proportional pressure electromagnetic valve and a valve plate are further used for realizing torque control. The components are high in cost and large in power consumption, and the multi-friction plate wet clutch is high in manufacturing cost and large in occupied space, so that the whole transmission is high in cost, and the use of the hybrid transmission is limited.

In addition, a general hybrid vehicle transmission also has a parking mechanism, and with the improvement of the degree of automation, more and more vehicles in recent years adopt an electric or hydraulic control parking mechanism which needs additional driving power and a control device no matter the electric or hydraulic control parking mechanism is adopted, so that the energy consumption and the cost of the transmission are increased.

The invention provides a clutch and a shared parking control device, which enable the clutch and a parking mechanism to share the control device and simplify the structure of the clutch.

Disclosure of Invention

The technical problem to be solved by the present invention is to provide a clutch and a shared parking control device, wherein the existing clutch is mostly a multi-friction-plate wet clutch, the control mode is complex, and the existing clutch cannot be shared with the control device of the existing parking mechanism, and the clutch comprises:

the gear hub is fixedly connected with the output shaft through a transmission key, the sliding gear sleeve is connected with the gear hub in a sliding manner, and the gear hub and the input shaft are sequentially arranged;

the gear hub is provided with external teeth, the sliding gear sleeve is provided with sliding sleeve teeth, the end part of the input shaft, which is close to the gear hub, is provided with a tooth profile, the sliding sleeve teeth are meshed with the external teeth of the gear hub, and the sliding sleeve teeth axially slide to the input shaft and are meshed with the tooth profile.

In another aspect the present invention also provides a parking control arrangement for use with a clutch, for use with a clutch as described above, the parking control device shared with the clutch comprises a driving motor, a positioning plate, a shell, a second motor, a shifting fork, a parking actuating rod, a guide plate, a parking pawl, a parking ratchet wheel and a spring system, the driving motor is rotationally connected with the positioning plate, the positioning plate is fixedly connected with the shifting fork, the positioning plate is hinged with the parking actuating rod, the parking actuating rod is connected with the guide plate in a sliding way, the parking pawl is connected with the parking actuating rod in a sliding mode, the parking ratchet wheel is simultaneously connected with the parking pawl and the shifting fork in a rotating mode, the spring system is installed between the shifting fork and the dog-tooth clutch, the second motor is fixedly installed on the first shell, and the second motor is in rotating connection with the input shaft.

Further, the shell comprises a cover plate, a first shell and a second shell, the cover plate is fixedly connected with the first shell through a fastener, and the second shell is fixedly connected with the first shell through a fastener.

Further, the driving motor comprises a driving motor output shaft, and the gear is fixedly installed at the end part of the driving motor output shaft.

Further, be equipped with sector gear, rotary drum and a plurality of constant head tank on the locating plate, sector gear with the gear meshes mutually, the constant head tank passes through elastic locator with rotary drum latched position, be equipped with the cam groove on the rotary drum, the cam groove with shift fork sliding connection, locating plate are through pivot and round pin and rocking arm fixed connection, and locating plate, pivot and rocking arm can be rotatory around fixed shaft hole, have the reamed hole on the rocking arm, and it is articulated with parking actuating lever.

Further, the shift fork includes control end, guiding axle and shift fork cover, the control end with cam groove sliding connection, the guiding axle with first casing fixed connection, be provided with shift fork cover boss on the shift fork cover, shift fork cover boss with spring system fixed connection.

Further, the parking pawl includes: parking pawl revolving axle, parking pawl reset spring, parking pawl stop tooth and drive agree with the face, parking pawl revolving axle with first casing fixed connection, parking pawl stop tooth with parking ratchet rotates to be connected, the drive agree with the face with parking actuating lever sliding connection, parking ratchet with shift fork cover rotates to be connected.

Further, the spring system comprises a pre-pressing spring, a pre-pressing spring sleeve, a return spring and a return spring seat, and the return spring seat is installed with the sliding gear sleeve in a press fit mode; reset spring installs between reset spring seat and the tooth hub, pre-compaction spring mounting the tooth hub with between the shift fork cover, pre-compaction spring housing suit is in on the pre-compaction spring, pre-compaction spring housing is in axial slip is sheathe in to the shift fork, pre-compaction spring housing still includes the hem.

Further, still include first footstep bearing and second footstep bearing, first footstep bearing is installed between tooth hub and the reset spring seat, second footstep bearing is installed shift fork cover with between the pre-compaction spring.

Further, the output shaft is fixedly connected with the first shell through a bearing, and the input shaft is supported on the first shell through the bearing and a cover plate.

The implementation of the invention has the following beneficial effects:

1. the invention provides the clutch with simple structure and the shared parking control device, so that the control device can simultaneously control the clutch and the parking mechanism, the power consumption is low, and the power supply for a motor is not needed, thereby saving the power consumption of the hydraulic pump of the existing wet clutch and improving the efficiency of the transmission.

2. The gear sleeve and a combined spring seat sleeve are fixed together, and a combined spring is arranged between the gear hub and the gear sleeve; the spring force ensures that the gear sleeve is separated from the input shaft when not transmitting torque, and the stability of the mechanism during operation is improved.

3. The invention discloses a parking positioning plate, which is characterized in that a plurality of positioning grooves are formed in the parking positioning plate, the positioning grooves act with an elastic positioner, a control motor of a clutch can be powered off when a vehicle runs at a position where a positioning plate and a shifting fork are locked by the positioning plate and the shifting fork directly driven by an engine, and the positioning plate, the shifting fork and a clutch sliding sleeve cannot vibrate away from functional positions of the positioning plate, the shifting fork and the clutch sliding sleeve due to normal running vibration.

Drawings

FIG. 1 is a cross-sectional view of the mechanical structure of the present invention;

FIG. 2 is a schematic diagram of a transmission embodying a hybrid vehicle;

FIG. 3 is a schematic end view of the present invention;

FIG. 4 is a schematic view of a partial drum cam slot of the present invention;

FIG. 5 is a schematic view of the alignment plate of the present invention in the EV driving mode;

FIG. 6 is a schematic view of the alignment plate of the present invention parked in the ICE drive mode;

FIG. 7 is an engine speed control map with the clutch engaged;

the reference numbers of the invention shall correspond to: 11-input shaft, 2-second motor, 113-tooth form, 43-first thrust bearing, 44-second thrust bearing, 51-driving motor, 52-positioning plate, 521-sector gear, 522-cam groove, 523-rotary drum, 524-positioning groove, 525-rocker arm, 526-reaming hole, 53-rotary shaft, 531-pin, 55-shifting fork, 551-control end, 552-guide shaft, 553-shifting fork sleeve, 554-shifting fork sleeve boss, 56-parking actuating rod, 57-guide plate, 58-parking pawl, 581-parking pawl rotary shaft, 582-parking pawl return spring, 583-parking pawl tooth, 584-driving wedge face, 59-parking ratchet wheel, 6-shell, 61-cover plate, 62-first shell, 621-fixed shaft hole, 63-second shell, 7-spring system, 72-sliding gear sleeve, 721-sliding sleeve gear, 73-reset spring seat, 74-reset spring, 75-pre-pressure spring, 77-pre-pressure spring sleeve, 771-folded edge, 82-gear hub, 84-output shaft, 85-transmission key.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings.

Examples

In this embodiment, a technical problem to be solved by the present invention is that an existing clutch is mostly a multi-friction-plate wet clutch, is complex in control manner, and cannot be shared with a control device of an existing parking mechanism, and the clutch includes:

the gear hub 82 is fixedly connected with the output shaft 84 through a transmission key 85, the sliding gear sleeve 72 is in sliding connection with the gear hub 82, and the gear hub 82 and the input shaft 11 are sequentially arranged;

the gear hub is provided with external teeth, the sliding gear sleeve 72 is provided with sliding sleeve teeth 721, the end part of the input shaft 11 close to the gear hub 82 is provided with tooth profiles 113, the sliding sleeve teeth 721 are meshed with the external teeth of the gear hub, and the sliding sleeve teeth 721 axially slide to the input shaft 11 and are meshed with the tooth profiles 113.

The embodiment has the following beneficial effects:

1. the touch switch is triggered by the touch membrane and the microswitch, so that the logic structure is more rigorous, and the condition that a driver triggers the switch by mistake to influence the driving safety is prevented.

Examples

On the other hand, the embodiment further provides a parking control device shared with a clutch, which is used for the clutch mentioned above, and the parking control device shared with the clutch comprises a driving motor 51, a positioning plate 52, a housing 6, a second motor 2, a shifting fork 55, a parking actuating rod 56, a guide plate 57, a parking pawl 58, a parking ratchet wheel 59 and a spring system 7, wherein the driving motor 51 is rotatably connected with the positioning plate 52, the positioning plate 52 is fixedly connected with the shifting fork 55, the positioning plate 52 is hinged with the parking actuating rod 56, the parking actuating rod 56 is slidably connected with the guide plate 57, the parking pawl 58 is slidably connected with the parking actuating rod 56, the parking ratchet wheel 59 is simultaneously rotatably connected with the parking pawl 58 and the shifting fork 55, the spring system 7 is installed between the shifting fork 55 and the dog clutch, the second motor 2 is fixedly mounted on the first housing 62, and the second motor 2 is rotatably connected with the input shaft 11.

In a specific embodiment, the housing 6 includes a cover plate 61, a first housing 62 and a second housing 63, the cover plate 61 is fixedly connected to the first housing 62 by a fastener, and the second housing 63 is fixedly connected to the first housing 62 by a fastener.

In a specific embodiment, the driving motor 51 includes a driving motor output shaft, and the gear 511 is fixedly mounted on an end portion of the driving motor output shaft.

In a specific embodiment, the positioning plate 52 is provided with a sector gear 521, a drum 523 and a plurality of positioning slots 524, the sector gear 521 is engaged with the gear 511, the positioning slots lock the drum by the elastic positioner 54, the drum 523 is provided with a cam slot 522, the cam slot 522 is slidably connected with the shift fork 55, the positioning plate 52 is fixedly connected with a rocker arm 525 through a rotating shaft 53 and a pin 531, the positioning plate 52, the rotating shaft 53 and the rocker arm 525 can rotate around a fixed shaft hole 621, and the rocker arm 525 is provided with a hinge hole 526 hinged to the parking actuating lever 56.

In a specific embodiment, the shift fork includes a control end 551, a guide shaft 552 and a shift collar 553, the control end 551 is slidably connected with the cam groove 522, the guide shaft 552 is fixedly connected with the first housing 62, the shift collar 553 is provided with a shift collar boss 554, and the shift collar boss 554 is fixedly connected with the spring system 7.

In one particular embodiment, the park pawl 58 includes: the parking pawl comprises a parking pawl rotating shaft 581, a parking pawl return spring 582, parking pawl stopping teeth 583 and a driving wedge surface 584, wherein the parking pawl rotating shaft 581 is fixedly connected with the first shell 62, the parking pawl stopping teeth 583 are rotationally connected with the parking ratchet wheel 59, the driving wedge surface 584 is slidably connected with the parking actuating rod 56, and the parking ratchet wheel 59 is rotationally connected with the shifting fork sleeve.

In a specific embodiment, the spring system 7 includes a pre-pressing spring 75, a pre-pressing spring sleeve 77, a return spring 74 and a return spring seat 73, and the return spring seat 73 is press-fitted with the sliding gear sleeve 72; the return spring 74 is installed between the return spring seat 73 and the gear hub 82, the pre-pressure spring 75 is installed between the gear hub 82 and the yoke 553, the pre-pressure spring housing 77 is sleeved on the pre-pressure spring 75, the pre-pressure spring housing 77 axially slides on the yoke 553, and the pre-pressure spring housing 77 further includes a flange 771.

In a specific embodiment, the device further comprises a first thrust bearing 43 and a second thrust bearing 44, wherein the first thrust bearing 43 is installed between the gear hub 82 and the return spring seat 73, and the second thrust bearing 44 is installed between the shifting fork sleeve 553 and the pre-pressure spring 75.

In a specific embodiment, the output shaft 84 is fixedly connected to the first housing 62 through a bearing, and the input shaft 11 is supported on the first housing 62 through the bearing and the cover plate 61.

The working principle of the clutch and shared parking control device is as follows:

the main components of the clutch and parking mechanism control device of the invention are a driving motor 51, a positioning plate/rotary drum 52 with driving teeth, a positioner 54, a shifting fork 55, a parking actuating rod 56, a guide plate 57, a parking pawl 58, a parking ratchet wheel 59, a clutch joint spring 75, a joint spring seat 77, a thrust bearing 44, a sliding gear sleeve 72, a gear sleeve return spring 74, a return spring seat 73, a gear hub 82, a clutch input shaft 11, a clutch output shaft 84, a bearing system 4 and a fixed shell 6.

The patent technical scheme of the invention is explained in detail as shown in the following figures 1, 2, 3, 4, 5 and 6.

The clutch of the present invention is particularly suited for use in a hybrid vehicle transmission as shown in FIG. 2. The rotor of the P1 motor 2, which is mainly used for generating electricity, is fixedly connected with the engine shaft 11, and the damper 12 is used for absorbing the vibration from the engine crankshaft. The rotor of the P3 motor 3 for city driving is fixedly connected with the input shaft 33. The clutch 7 is used to control the on and off between the input shaft 82 and the engine shaft 11. Under the conditions of sufficient battery capacity and urban road conditions, the clutch 7 is disconnected, the P3 motor 3 drives the wheels 20 through the shaft 33, the gear pair 34/91, 95/96 and the differential 97, and the total speed ratio of the gear pair 34/91 and 95/96 is about 9, so that the torque of the P3 motor can be effectively amplified, and the dynamic property of low-speed driving is improved. At high speed, the clutch 7 is combined, the engine drives wheels 20 through the clutch 7, the shaft 84, the gear pair 83/93, 95/96 and the differential 97, and the total speed ratio of the gear pair 83/93, 95/96 is about 3, so that the high-efficiency direct drive of the engine is ensured.

Fig. 1 and 3 show a common control for the clutch and parking mechanism. The output shaft of the common control motor 51 is provided with a driving gear 511 which is meshed with a tooth arc 521 on the positioning plate 52 to amplify the output torque Tm of the motor 51 by i (more than 10), the positioning plate 52 is also provided with a plurality of positioning grooves 524 and a part of rotating drum 523, and the positioning plate 52 is fixedly connected with a rocker arm 525 through a rotating shaft 53 and a pin 531. The positioning plate 52, the rotating shaft 53 and the swing arm 525 are rotatable about the fixed shaft hole 621. The rocker arm 525 has a hinge hole 526 which is hinged to a drive elbow 561 of the parking actuation lever 56. When the swing arm 525 pivots with the detent plate 52, the hinge hole 526 changes position, pushing the parking actuating lever 56 toward the parking lock position, or pulling it out of the lock position.

The rotary drum 523 of the positioning plate 52 is provided with a cam groove 522 shown in fig. 4, and the height position of the shift cam 551 is not changed when the positioning plate 52 rotates. When the drum is rotated between the park lock position and the disengaged position, the cam 551 is within the plumb direction groove and does not move axially. As the drum rotates between the park and clutch disengaged positions, the cam 551 rides in the helical groove forcing the cam 551 to move axially. The axial displacement of the cam 551 may be used to control the engagement and disengagement of the clutch. To reduce frictional resistance, a rolling bushing may be added to the cam 551. The fork 55 is provided with a guide shaft 552 and a guide sleeve 553 for preventing the fork from rotating. The drum 52 also has a plurality of angular detents 524 that interact with the resilient detents 54 to hold the drum in angular positions corresponding to parking, clutch disengagement and clutch engagement.

The clutch 7 is composed of a gear hub 82, a sliding gear sleeve 72, and drive teeth (dog teeth) 113. The drive teeth 113 may be formed on the input shaft end and the sleeve 72 may be axially slidable in meshing engagement with the outer teeth 81 of the hub 82. The hub gear 82 is coupled to an output shaft 84 via a drive key 85. The gear sleeve 72 is press fit with its return spring seat 73. The return spring set 74 acts between the spring seat 73 and the gear hub 82, ensuring that the gear sleeve 72 slides away from the gear teeth 113 when the shift fork 55 is moved to the left. The front end of the hub gear 82 and the control end of the spring seat 73 have thrust

bearings

43, 44 to reduce the rotational resistance of the hub gear 82 and the shaft 84. Between the bearing 44 and the fork 55 there is a pre-compression spring 75, the outer sleeve 77 of which is axially slidable on the collar 553, and the outer sleeve 77 has a lip 771 or other means to prevent the outer sleeve 77 from being forced away from the collar 553 by the spring force and to move the outer sleeve 77 back during the return stroke of the fork 55. The pre-stress of the spring 75 should be significantly greater than the maximum spring force of the spring pack 74, ensuring that the toothed sleeve 72 always tries to follow the movement of the fork 55.

Parking mode

As shown in fig. 3, the starter motor 51 rotates in a counterclockwise direction to drive the positioning plate 52 to rotate in a clockwise direction, and the rocker arm 525 pushes the parking actuating lever 56 to move to the right to the P position. The positioning plate 52 is positioned at the position P by the positioner 54, and the motor 51 can be powered off. The parking actuation lever 56 presses the pawl 58 against the ratchet 59 with the aid of the guide plate 57. Once the rotation speed of the ratchet wheel 59 is reduced to a set value, the pawl teeth on the pawl 58 enter the tooth clearance of the ratchet wheel to lock the ratchet wheel and brake the vehicle.

Park release, EV mode

To start the vehicle, the parking mechanism must first be released. At this time, the motor 51 is driven to rotate in a clockwise direction (see fig. 5), the positioning plate 52 is driven to rotate in a counterclockwise direction, and the rocker arm 525 is hinged to pull the parking actuating lever 56 out of the P position. The locator 54 positions the locating plate 52 in position D and the motor 51 can be de-energized. The vehicle can travel in the EV mode.

Direct drive mode of ICE

When the engine 1 needs to be directly driven, the rotation speed Vi of the engine output shaft 11 is rapidly pulled to a rotation speed close to the rotation speed Vo of the drive shaft 82 by the motor 2 (see fig. 7). Vo is the rotational speed of the shaft 82, determined by the vehicle travel speed. The control motor 51 is then activated, driving the drum 52 to rotate through about 45 ° (see fig. 1 and 3). The shift fork 55 is forced to the right by approximately 6mm by the cam groove 522 on the drum. The compression force of the spring 75 is larger than that of the spring 74, so that the sliding sleeve 72 moves to the right; sliding sleeve teeth 721 are in end face contact with input shaft drive teeth 113. If the differential rotational speed Vo-Vi is greater than the design engagement differential rotational speed (typically 20-50rpm), the sleeve will slip with the input shaft at all times. At the moment, the sliding sleeve only moves 1-2mm to the right to overcome the axial clearance. To save energy consumption, the control motor 51 may be de-energized and the fork 55 may be locked in the engaged position by the detent 54 and detent 524 (fig. 6). After the positioning plate/drum 52 is rotated to the engaged position, the motor 2 is continuously controlled to reduce the rotational speed difference Vo-Vi. When the speed difference is less than or equal to the designed joint speed difference, the internal teeth of the gear sleeve 72 are inserted into the tooth gap of the transmission teeth 113 under the pressure of the spring and drive the transmission teeth to run at the same speed, thus completing the clutch combination process.

To disengage the direct drive from the engine 1, the control motor 51 is activated to rotate the positioning plate/drum 52 in the reverse direction to a disengaged angle, the cam grooves on the drum force the fork 55 to the left to a disengaged position, and the positioner 54 locks the drum and fork 55 in the disengaged position. The boss 554 on the yoke 553 pulls the spring pocket 77 back through the flange 771 on the spring pocket 77. The sliding sleeve 72 is disengaged from the gear teeth 113 under the action of the return spring 74, completing the clutch disengagement process.

The clutch of the invention has no friction plate of a wet clutch and no synchronizing ring of a synchronizer, and the control force of a shifting fork is very small (50-100N). The whole clutch control device has simple structure, easy manufacture, small occupied space and convenient arrangement; the control motor has extremely low power consumption, improves the working efficiency of the transmission, and is expected to be widely applied to the transmission of the hybrid automobile.

The implementation of the invention has the following beneficial effects:

Examples

Referring to the drawings in the present embodiment and FIG. 2 of the drawings, there is shown a two motor hybrid transmission particularly suited for use with the common control of the present invention. Under urban conditions, the motor 3 drives the clutch 7 to be disconnected so as to avoid engine resistance. The engine only drives the generator 2 to generate electricity at a high-efficiency rotating speed. When the vehicle runs at high speed, the clutch 7 is combined, the power of the engine is transmitted to the shaft 84 through the clutch 7, and the total speed ratio of the gear pair 83/93 and 95/96 is about 3, so that the high-efficiency direct drive of the engine is ensured.

The present invention is not limited to a transmission employing a parallel shaft mechanism. If the P3 motor rotor is coupled to the sun gear of the planetary gear set, the planet carrier output, shaft 84 may be directly coupled to the planet carrier.

The technique of the present invention is applicable to a hybrid vehicle using a dog clutch and a parking mechanism.

While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. A clutch, comprising: the gear hub (82) is fixedly connected with the output shaft (84) through a transmission key (85), the sliding gear sleeve (72) is in sliding connection with the gear hub (82), and the gear hub (82) and the input shaft (11) are sequentially arranged;

the gear hub is provided with external teeth, the sliding gear sleeve (72) is provided with sliding gear sleeve teeth (721), the end part, close to the gear hub (82), of the input shaft (11) is provided with gear teeth (113), the sliding gear sleeve teeth (721) are meshed with the external teeth of the gear hub, and the sliding gear sleeve teeth (721) axially slide to the input shaft (11) and are meshed with the gear teeth (113).

2. Parking control device for use with a clutch according to claim 1, comprising a drive motor (51), a positioning plate (52), a housing (6), a second motor (2), a fork (55), a parking actuation lever (56), a guide plate (57), a parking pawl (58), a parking ratchet (59) and a spring system (7), the drive motor (51) being in rotational connection with the positioning plate (52), the positioning plate (52) being fixedly connected with the fork (55), the positioning plate (52) being articulated with the parking actuation lever (56), the parking actuation lever (56) being in sliding connection with the guide plate (57), the parking pawl (58) being in sliding connection with the fork (56), the parking ratchet (59) being simultaneously in rotational connection with the parking pawl (58) and the fork (55), spring system (7) install shift fork (55) with between the dog tooth clutch, second motor (2) fixed mounting be in on casing (6), second motor (2) with input shaft (11) rotate and are connected.

3. The clutch-shared parking control device according to claim 2, wherein the housing (6) includes a cover plate (61), a first housing (62), and a second housing (63), the cover plate (61) being fixedly connected with the first housing (62) by a fastener, the second housing (63) being fixedly connected with the first housing (62) by a fastener.

4. Parking control device for use with a clutch according to claim 3, characterised in that the drive motor (51) comprises a drive motor output shaft, the gear wheel (511) being fixedly mounted at the end of the drive motor output shaft.

5. The parking control device shared by the clutch according to claim 3, wherein a sector gear (521), a rotary drum (523) and a plurality of positioning grooves (524) are arranged on the positioning plate (52), the sector gear (521) is meshed with the gear (511), the positioning grooves lock the rotary drum through an elastic positioner (54), a cam groove (522) is arranged on the rotary drum (523), the cam groove (522) is slidably connected with the shifting fork (55), the positioning plate (52) is fixedly connected with the rocker arm (525) through a rotating shaft (53) and a pin (531), the positioning plate (52), the rotating shaft (53) and the rocker arm (525) rotate around a fixed shaft hole (621), and a hinge hole (526) is formed in the rocker arm (525) and hinged to a parking actuating lever (56).

6. A clutch-shared parking control device according to claim 5, characterized in that the fork comprises a control end (551), a guide shaft (552) and a fork sleeve (553), the control end (551) being slidingly connected with the cam groove (522), the guide shaft (552) being fixedly connected with the first housing (62), a fork sleeve boss (554) being provided on the fork sleeve (553), the fork sleeve boss (554) being fixedly connected with the spring system (7).

7. Parking control device in common with clutch according to claim 6, characterized in that the parking pawl (58) comprises: parking pawl revolving shaft (581), parking pawl reset spring (582), parking pawl stop tooth (583) and drive contract face (584), parking pawl revolving shaft (581) with first casing (62) fixed connection, parking pawl stop tooth (583) with parking ratchet wheel (59) rotate and are connected, drive contract face (584) with parking actuating lever (56) sliding connection, parking ratchet wheel (59) with shift fork cover rotates and is connected.

8. Parking control device for use with a clutch according to claim 7, characterized in that the spring system (7) comprises a pre-pressure spring (75), a pre-pressure spring sleeve (77), a return spring (74) and a return spring seat (73), the return spring seat (73) being press-fitted with the sliding gear sleeve (72); reset spring (74) are installed between reset spring seat (73) and tooth hub (82), pre-compaction spring (75) are installed tooth hub (82) with between fork cover (553), pre-compaction spring housing (77) suit is in pre-compaction spring (75), pre-compaction spring housing (77) are in fork cover (553) epaxial slip, pre-compaction spring housing (77) still include hem (771).

9. The clutch-shared parking control apparatus according to claim 8, further comprising a first thrust bearing (43) and a second thrust bearing (44), the first thrust bearing (43) being installed between the hub gear (82) and a return spring seat (73), the second thrust bearing (44) being installed between the yoke bush (553) and the pre-compression spring (75).

10. Parking control device according to claim 9, characterised in that the output shaft (84) is fixedly connected with the first housing (62) by means of bearings, and the input shaft (11) is supported on the first housing (62) via bearings and a cover plate (61).