CN116447319A - Power switching device and vehicle - Google Patents

Abstract

The invention provides a power switching device and a vehicle, wherein the power switching device is used for the vehicle and comprises a motor, a motor shaft and a switching mechanism coaxially arranged with the motor shaft, wherein the power switching device further comprises a shifting mechanism and a parking mechanism which can be controlled through the switching mechanism respectively, the switching mechanism comprises a parking cam and a shifting hub which can be driven by the motor shaft to rotate, the parking cam can drive a parking pawl of the parking mechanism to rotate so as to carry out parking operation, and the shifting hub can drive a shifting fork of the shifting mechanism to move along the axial direction parallel to the motor shaft so as to carry out shifting operation.

Description

Power switching device and vehicle

Technical Field

The invention relates to the field of vehicle power switching, in particular to a power switching device and a vehicle with the same.

Background

In hybrid electric vehicles and pure electric vehicles, the power switching device is an important component for controlling the power output of an electric drive transmission system. The high-performance power switching device can rapidly and reliably transmit and interrupt power as required, and is suitable for the requirements of mixing and electric driving.

At present, a power switching device of a hybrid electric vehicle and a pure electric vehicle generally adopts one motor to drive a parking mechanism and a gear shifting mechanism respectively, that is, the parking mechanism and the gear shifting mechanism are driven by different power sources, and meanwhile, the two motors are required to be controlled respectively. The arrangement mode makes the weight and the volume of the power switching device larger, and the control on parking and gear shifting is complex.

Disclosure of Invention

The technical problem to be solved by one aspect of the present invention is how to reduce the weight and save the layout space of a power switching device while ensuring accurate parking and gear shift control thereof.

In addition, other aspects of the present invention are directed to solving or alleviating other technical problems of the prior art.

The invention provides a power switching device and a vehicle, and in particular, according to an aspect of the invention, there is provided:

the utility model provides a power switching device for the vehicle, including motor, motor shaft and with the shifter of coaxial arrangement of motor shaft, wherein, power switching device still includes can pass through respectively shifter and parking mechanism that shifter controlled, shifter includes can by the motor shaft drives and carries out pivoted parking cam and shift hub, the parking cam can drive parking pawl of parking mechanism rotates to carry out the parking operation, shift hub can drive shift fork of shifter carries out along being on a parallel with the axial direction of motor shaft moves in order to carry out the gear shifting operation.

Alternatively, according to one embodiment of the invention, the shift mechanism comprises a shift rail arranged parallel to the motor shaft, and a fork and a shift head coaxially arranged on the shift rail, which are fixed to the shift rail and bear against the shift hub, by means of which the rotational movement of the shift hub can be converted into a movement of the shift rail in the axial direction thereof.

Alternatively, according to one embodiment of the invention, the shift hub has a shift profile, on which the shift head is formed a support structure which can be moved along its shift profile when the shift hub is rotated, and a guide which is clamped on a guide pin which is fixedly arranged parallel to the axial direction of the motor shaft, so that the shift head can only be moved in the axial direction of the shift rail, wherein the shift profile comprises a shift section which is a spiral curve.

Alternatively, according to an embodiment of the invention, the gear-shifting profile comprises a parking section, a neutral section, the gear-shifting section and a gear-in section connected in sequence, the parking section, the neutral section and the gear-in section being planes perpendicular to the axial direction of the motor shaft, the support structure remaining non-displaced when in the parking section, the neutral section and the gear-in section, the support structure moving in an axial direction parallel to the fork shaft when in the gear-shifting section.

Alternatively, according to one embodiment of the invention, the support structure is configured as a support ring which itself rolls on the shifting profile when moving along the shifting profile.

Alternatively, according to one embodiment of the invention, the fork comprises a hollow-cylindrical displacement part which is mounted on the fork shaft and which is preloaded at both ends by springs which are supported on the fork shaft with clamping springs.

Alternatively, according to an embodiment of the invention, a spacer is arranged both between the moving part and the spring and between the spring and the jump ring.

Alternatively, according to an embodiment of the present invention, the spring closer to the shift head has a greater preload on the shift fork than the spring farther from the shift head.

Alternatively, according to an embodiment of the present invention, the gear shifting mechanism further includes a dog clutch, and the fork is capable of being engaged to a sleeve of the dog clutch and driving the sleeve to perform a gear shifting operation.

Alternatively, according to an embodiment of the present invention, the parking mechanism includes a parking pawl shaft, a parking gear, and a parking pawl rotatably connected to the parking pawl shaft, the parking pawl being capable of being pushed by the parking cam to be rotatably caught in the parking gear to thereby lock rotational movement thereof, and a return spring mounted on the parking pawl shaft to return the parking pawl when the parking cam does not push the parking pawl.

Alternatively, according to an embodiment of the present invention, when the support structure is in the parking section, the parking cam pushes the parking pawl to be rotatably caught in the parking gear, when the support structure is in the neutral section, the parking cam releases the parking pawl, the return spring returns the parking pawl, and when the support structure is in the shift section and the in-gear section, the parking cam does not push the parking pawl, and the parking gear is in a rotated state.

According to another aspect of the present invention, there is provided a vehicle, wherein the vehicle includes the power switching device described above.

The invention has the advantages that:

1. the parking mechanism and the gear shifting mechanism in the power switching device share one driving motor, and compared with the power switching device in the prior art, one motor is saved, so that the manufacturing cost and the arrangement space are saved, and the arrangement is more compact;

2. the switching mechanism adopts a gear shifting hub to orderly cooperate with the parking cam to realize three functions of parking, gear in gear and neutral gear, and the mechanisms are not mutually interfered;

3. the rolling design is adopted between the gear shifting molded surface of the gear shifting hub and the shifting head, so that friction loss is reduced, and system efficiency is improved;

4. the spring damping mechanism is arranged on the gear shifting fork, so that axial impact is reduced, and gear shifting smoothness is improved;

5. the dog clutch is adopted in the gear shifting mechanism, so that a synchronizing ring and a conical surface are saved, the cost is reduced, and the axial space and the radial space are saved.

Drawings

The above and other features of the present invention will become apparent with reference to the accompanying drawings, in which,

fig. 1 shows a schematic structural diagram of a power switching device according to an embodiment of the present invention;

fig. 2 shows a schematic structural view of a gear shifting mechanism of a power switching device according to an embodiment of the present invention;

fig. 3 shows a shifting profile of a shifting hub according to an embodiment of the invention and a schematic view thereof deployed into a plane;

fig. 4 shows a schematic structural view of a parking mechanism of a power switching device according to an embodiment of the present invention.

Detailed Description

It is to be understood that, according to the technical solution of the present invention, those skilled in the art may propose various structural manners and implementation manners that may be replaced with each other without changing the true spirit of the present invention. Accordingly, the following detailed description and drawings are merely illustrative of the invention and are not intended to be exhaustive or to limit the invention to the precise form disclosed.

Terms of orientation such as up, down, left, right, front, rear, front, back, top, bottom, etc. mentioned or possible to be mentioned in the present specification are defined with respect to the configurations shown in the drawings, which are relative concepts, and thus may be changed according to different positions and different use states thereof. These and other directional terms should not be construed as limiting terms. Furthermore, the terms "first," "second," "third," and the like are used for descriptive and distinguishing purposes only and are not to be construed as indicating or implying a relative importance of the corresponding components.

Referring to fig. 1, a schematic diagram of a power switching device according to an embodiment of the present invention is shown. The power switching device 100 of the present invention is used for vehicles, particularly for hybrid vehicles and pure electric vehicles, which have parking and gear shifting functions. In the embodiment of fig. 1, the power switching device 100 includes a motor 1, a motor shaft 2, a switching mechanism 3 arranged coaxially with the motor shaft 2, and a shift mechanism 4 and a parking mechanism 5. In the power switching device 100, the motor 1 drives the switching mechanism 3 to move through the motor shaft 2, and then the switching mechanism 3 can drive the gear shifting mechanism 4 and the parking mechanism 5 respectively, so that gear shifting and parking operations can be realized. The switching mechanism 3 includes a parking cam 301 and a shift hub 302 that can be rotated by the motor shaft 2, and for convenience of description, a direction from the parking cam 301 to the shift hub 302 in an axial direction of the motor shaft 2 is defined as a top-down direction. The parking cam 301 is arranged close to the output end of the motor 1, and a bearing 201 is arranged on the motor shaft 2 between the motor 1 and the parking cam 301. A cam return spring 303 for return of the cam 301 is installed below the parking cam 301. The gear shift hub 302 is arranged at the end of the motor shaft 2 remote from the motor 1, which is fixed to the motor shaft 2, for example by means of a pin 304, in particular a spring pin. Below the gear shift hub 302, a bearing 202 is arranged on the motor shaft 2, two bearings 201, 202 at both ends of the motor shaft 2 for supporting the motor shaft 2 and reducing friction. By this coaxial arrangement of the parking cam 301 and the shift hub 302, the parking cam 301 and the shift hub 302 can be rotated simultaneously by the motor shaft 2 and their rotational speeds are identical to each other, the rotation of the parking cam 301 being used for performing a parking operation and the rotation of the shift hub 302 being used for performing a shift operation. That is, with this arrangement, simultaneous control of gear shifting and parking can be achieved using only one motor and one motor shaft.

With reference to fig. 2, which shows a schematic structural view of a gear shift mechanism of a power switching device according to an embodiment of the present invention, in the embodiment of fig. 2, the gear shift mechanism 4 includes a shift rail 401 disposed parallel to the motor shaft 2, a shift fork 402 coaxially disposed on the shift rail 401, and a shift head 403, wherein the shift head 403 is fixed on the shift rail 401, for example, by a pin 404, particularly an elastic pin, fixed on the shift rail 401 and connected to the gear shift hub 302, whereby movement of the shift rail 401 is driven by movement of the shift head 403, thereby further driving movement of the shift fork 402 to perform a gear shift operation.

In one embodiment of the invention, the shift hub 302 has a shift profile 320 with a helical shift section 323. As shown in fig. 1, shift hub 302 is configured as a hub having two helical stop structures, an upper and a lower. The opposite faces of the two stop structures along which the shift profile 320, the setting head 403, for example the support structure 431 of the setting head 403, and in particular the support ring 431, can be moved. The shifting profile 320 comprises a helical shifting portion 323, i.e. the two opposite faces have a helical face portion along which the shift head 403 can move.

The supporting structure 431, the connecting portion 432 and the guide portion 433 are formed on the setting head 403, the supporting structure 431 is connected to the guide portion 433 through the connecting portion 432, the supporting structure 431 and the guide portion 433 are arranged opposite to each other, for example, that is, the setting head 403 is fixed to the fork shaft 401 through the connecting portion 432, for example, to the fork shaft 401 through the above-mentioned elastic pin 404, and at this time the supporting structure 431 and the guide portion 433 are located at both sides of the connecting portion 432 in the radial direction of the fork shaft 401. The support structure 431 can be moved along the shifting profile 320 when the shifting hub 302 rotates, and in one embodiment of the invention the support structure 431 is configured, for example, as a rotatable support ring 431, i.e. as an annular structure in fig. 2, which can be rotated on the shifting head 403 about a center line perpendicular to the axis of the shifting fork shaft 401. The support ring 431 can roll with its annular outer surface on the gear shifting profile 320 of the gear shifting hub 302. That is, the support ring 431 is actually moved in a rolling manner over the shifting profile 320. The support structure 431 is arranged in the form of a support ring, so that the relative movement of the support structure 431 and the gear shifting molded surface 320 can be rolling, and compared with the sliding movement mode of the support structure relative to the gear shifting molded surface, the friction loss can be effectively reduced, and the power switching efficiency is improved. The guide portion 433 is engaged with a guide pin 6 fixedly disposed in parallel to the axial direction of the motor shaft 2, thereby restricting the rotational movement of the shift head 403 about the axis of the fork shaft 401. That is, due to the presence of the guide portion 433 and the guide pin 6, the setting head can only move in the axial direction parallel to the guide pin 6, that is, in the axial direction of the shift rail 401. By this arrangement it is ensured that the shift head 403 and the fork 402 can only be moved in the axial direction of the fork shaft 401 when the support structure 431 is moved along the shift profile 320 of the shift hub 302, so that shifting is performed, avoiding shocks or vibrations due to the fork 402 swinging around the axis of the fork shaft 401 during shifting. In one embodiment of the present invention, the guide 433 is configured in a U-shape or a pincer shape, which catches the guide pin 6 in its concave portion, so that the guide pin 6 can prevent the dial 403 from swinging sideways.

In one embodiment of the invention, the shift profile 320 comprises a parking section 321, a neutral section 322, a shift section 323 and a gear section 324 connected in sequence. Referring to fig. 3, a shifting profile of a shifting hub according to an embodiment of the present invention is shown, along with a schematic view thereof deployed into a plane. The parking section 321, the neutral section 322 and the blocking section 324 are configured as planar sections perpendicular to the axis of the motor shaft 2, the support structure 431 remains non-displaceable when the support structure 431 is in the parking section 321, the neutral section 322 and in the blocking section 324, since the support structure 431 cannot be displaced when the shift hub 302 is rotated such that the support structure 431 passes the parking section 321, the neutral section 322 and in the blocking section 324, since the shifting head 403 has limited its rotational movement about the axis of the shift fork shaft 401 by the guide 433 and the guide pin 6. If the support structure 431 is configured as a support ring 431 as described above, then the support ring 431 merely rolls itself in the parking section 321, the neutral section 322 and in the blocking section 324, but is not able to move the shifting head 403, that is to say the shift rail 401 and the shift fork 402. The power switching device 100 does not perform a shift operation when the support structure 431 is in the park section 321, the neutral section 322, and the gear section 324. When the support structure 431 is in the shifting section 323, the support structure 431 is moved in an axial direction parallel to the shift rail 401, since the support structure 431 should be moved in a spiral-shaped or spiral-falling manner along the spiral-shaped shifting section 323 when the shifting hub 302 is rotated such that the support structure 431 passes the shifting section 323, and at this time, since the guide 433 and the guide pin 6 fix the rotational movement of the shift head 403 about the axis of the shift rail 401, the support structure 431, that is to say the shift head 403, can only be moved in the axial direction of the shift rail 401, that is to say the shift rail 401 can only be moved in its axial direction, so that the shift rail 402 can also be moved in the axial direction of the shift rail 401, so that shifting is possible.

In one embodiment of the present invention, the fork 402 has a hollow cylindrical moving portion 421 and an engaging portion 422 connected to the moving portion 421, the engaging portion 422 being for engagement with a gear sleeve of a clutch. The displacement part 422 is mounted on the shift rail 401 and is preloaded at its two ends by two springs 405, 406. Shims 407, 408 are provided at both ends of the two springs 405, 406, respectively, and are stopped on the fork shaft 401 by means of snap springs 409, 410. That is, as shown in fig. 2, gaskets 407 and 408 are provided between the moving portion 421 and the springs 405 and 406, and between the springs 405 and 406 and the clamp springs 409 and 410. The shifting fork 402 is preloaded through the two springs 405 and 406, so that the axial positioning of the shifting fork 402 on the shifting fork shaft 401 can be ensured, and when the shifting fork 402 is impacted or shakes due to the fact that the engagement portion 422 of the shifting fork 402 is engaged with a tooth sleeve, the impact on the shifting fork 402 is buffered, the damage of the shifting fork 402 and surrounding parts is prevented, meanwhile, the shake of the shifting fork 402 can be prevented from being transmitted to a user end, the shifting comfort is improved, and then the NVH (Noise, vibration, harshness, noise, vibration and harshness) performance of the whole vehicle is improved. Bearings 411, 412, such as slide bearings, are also provided at both ends of the fork shaft 401 to support the fork shaft 401 and reduce friction generated when it rotates.

In one embodiment of the present invention, the pre-load force of the spring 406 near the shift head 403 to the shift fork 402 is greater than the pre-load force of the spring 405 far from the shift head 403 to the shift fork 402, and a stopping step (not shown in fig. 2) is provided on the shift fork shaft 401 at the end of the shift fork 402 near the shift head 403 so that the shift fork 402 can stop on the stopping step to balance the pre-load force of the spring 406 to the shift fork 402. Since the shift fork 402 receives a larger impact during forward gear than during reverse gear, the shift fork 402 can be better buffered.

In one embodiment of the present invention, the shift mechanism 100 further includes a Dog clutch (Dog-clutch) to which a fork 402 can be engaged to implement a shift function. The dog clutch can save the synchronizing ring and the conical surface, reduce the cost of the power switching device and save the axial space and the radial space of the power switching device.

Referring to fig. 4, a schematic structural view of a parking mechanism of a power switching device according to an embodiment of the present invention is shown. The parking mechanism 5 includes a parking pawl shaft 501, a parking gear 502, and a parking pawl 503 rotatably connected to the parking pawl shaft, the parking gear 502 being disposed on the same transmission shaft as the step gear. As shown in fig. 3, when the parking cam 301 rotates, its highest point can push the parking pawl 503, so that the parking pawl 503 rotates and is clamped into the parking gear 502, thereby preventing the rotation of the parking gear 502, and further preventing the rotation of the transmission shaft and the gear to realize parking. The parking mechanism 5 further includes a return spring 504 mounted on the parking detent shaft 501. When the parking cam 301 no longer abuts or pushes the parking pawl 503, the return spring 504 can return the parking pawl 503 to a state of not being caught in the parking gear 502, at which time the parking gear 502 rotates normally, and the vehicle is out of the parking state.

In one embodiment of the present invention, when the support structure 431 is in the parking section 321, the parking cam 301 is just rotated to push the parking pawl 503 so that it is rotationally caught in the parking gear 502, thereby achieving a parking operation. While when the support structure 431 is in the neutral section 322, the parking cam 301 continues to rotate to release the parking pawl 503, and the parking pawl 503 is reset by the reset spring 504, so that the parking gear 502 can normally rotate, that is, out of the parking state. When the support structure 431 is in the shift section 323 and in the gear section 324, the parking cam 301 does not push the parking pawl 503, and the parking gear 502 is always in a rotated state.

According to the above embodiment, it is possible to control the rotational angles of the shift hub 302 and the parking cam 301 by a single motor, thereby performing shift and parking operations. In the following, it is explained how the power switching device 100 according to one embodiment of the present invention performs gear shifting and parking in conjunction with a specific example. It is first assumed that power switching device 100 is in a neutral state, that is, support ring 431 is on neutral section 322 of shift hub 302. At this time, if a parking operation is required, the motor 1 is controlled to rotate counterclockwise, so that the gear shift hub 302 is driven by the motor shaft 1 to rotate, the support ring 431 enters the parking section 321 on the gear shift profile 320 of the gear shift hub 302, and at this time, the parking cam 301 just rotates to an angle at which the parking pawl 503 can be pushed to be clamped into the parking gear 502, so that the parking pawl 503 is clamped into the parking gear 502 under the pushing of the parking cam 301, the parking gear 502 is prevented from rotating, and the parking operation is realized. If the user wants to disengage from the parking state, the motor 1 is only required to be controlled to rotate clockwise, so that the parking cam 301 does not abut against the parking pawl 503, the parking pawl 503 is automatically disengaged from the parking gear 502 by the return spring 504, and at this time, the shift hub 302 is also rotated just by a corresponding angle, so that the support ring 431 enters the neutral section 322 on the shift profile 320 of the shift hub 302. At this time, if a shift operation is desired, the motor 1 is continuously controlled to rotate clockwise, the shift hub 302 is rotated such that the support ring 431 enters into the spiral shift section 323, and at this time, the support ring 431 is moved in a direction parallel to the axial direction of the fork shaft 401, so that the fork shaft 401 and the fork 402 are also moved in the axial direction of the fork shaft 401 to perform the shift operation, and the parking cam 301 does not abut or push the parking pawl 503 during the support ring 431 is in the shift section 323, that is, the parking operation is not performed. When the gear change is completed, that is to say when the motor 1 continues to rotate clockwise, so that the support ring 431 enters the gear-in section 324 of the gear-change hub 302, at which time the gear change is completed, the support ring 431 remains undisplaced, rolls only on the gear-in section 324, so that the fork shaft 401 and the fork 402 remain stationary, the fork 402 remains in the present gear position, and the parking cam 301 does not abut or push the parking pawl 503 with the support ring 431 in the gear-in section 324, that is to say, no parking operation takes place. It should be understood, of course, that if the user wants to withdraw or park from gear, the motor 1 is only controlled to rotate counterclockwise, which will not be described in detail herein.

It should be appreciated that the power switching device of the present invention may be installed on a variety of vehicles, including cars, vans, buses, hybrid vehicles, electric vehicles, and the like. The subject of the invention is therefore also directed to protecting various vehicles equipped with the power switching device of the invention.

It should be understood that all of the above preferred embodiments are exemplary and not limiting, and that various modifications or variations of the above-described specific embodiments, which are within the spirit of the invention, should be made by those skilled in the art within the legal scope of the invention.

Claims (12)

1. The utility model provides a power switching device for the vehicle, including motor, motor shaft and with the shifter of coaxial arrangement of motor shaft, its characterized in that, power switching device still includes shift mechanism and parking mechanism that can pass through respectively the shifter carries out control, shifter includes can by the motor shaft drives and carries out pivoted parking cam and shift hub, the parking cam can drive parking pawl of parking mechanism rotates to park the operation, shift hub can drive shift fork of shifter carries out along being on a parallel with the axial direction of motor shaft is in order to shift the operation.

2. The power switching device according to claim 1, characterized in that the shift mechanism comprises a shift rail arranged parallel to the motor shaft and a fork and a shift head coaxially arranged on the shift rail, which shift head is fixed on the shift rail and bears against the shift hub, by means of which shift head a rotational movement of the shift hub can be converted into a movement of the shift rail in its axial direction.

3. The power switching device according to claim 2, characterized in that the shift hub has a shift profile, on which the shift head is constructed a support structure which can be moved along its shift profile when the shift hub rotates, and a guide part which is clamped on a guide pin fixedly arranged parallel to the axial direction of the motor shaft, so that the shift head can only be moved in the axial direction of the fork shaft, wherein the shift profile comprises a shift section which is a helically curved surface.

4. A power switching device according to claim 3, wherein the gear shift profile comprises a parking section, a neutral section, the gear shift section and a gear section connected in sequence, the parking section, neutral section and gear section being planes perpendicular to the axial direction of the motor shaft, the support structure being kept from displacement when in the parking section, neutral section and gear section, the support structure being moved in an axial direction parallel to the fork shaft when in the gear shift section.

5. The power switching device of claim 4, wherein the support structure is configured as a rotatable support ring that itself rolls on the shift profile when moving along the shift profile.

6. The power switching device according to any one of claims 2 to 5, characterized in that the fork comprises a hollow cylindrical displacement part which is fitted over the fork shaft, which displacement part is preloaded at its two ends by means of springs which are supported on the fork shaft with clamping springs.

7. The power switching device according to claim 6, wherein shims are arranged between the moving part and the spring and between the spring and the snap spring.

8. The power switching device of claim 6, wherein a spring closer to the shift head pre-biases the shift fork greater than a spring farther from the shift head pre-biases the shift fork.

9. The power switching device according to any one of claims 2 to 5, wherein the shift mechanism further includes a dog clutch, and the fork is engageable on a sleeve of the dog clutch and drives the sleeve to perform a shift operation.

10. The power switching device according to claim 4 or 5, wherein the parking mechanism includes a parking pawl shaft, a parking gear, and a parking pawl rotatably connected to the parking pawl shaft, the parking pawl being urged by the parking cam to rotationally click into the parking gear to lock rotational movement thereof, the parking mechanism further including a return spring mounted on the parking pawl shaft to return the parking pawl when the parking cam does not urge the parking pawl.

11. The power switching device of claim 10, wherein the park cam pushes the park pawl into rotational engagement with the park gear when the support structure is in the park section, wherein the park cam releases the park pawl when the support structure is in the neutral section, wherein the return spring returns the park pawl, wherein the park cam does not push the park pawl when the support structure is in the shift section and the in-gear section, and wherein the park gear is in a rotational state.

12. A vehicle characterized by comprising the power switching device according to any one of claims 1 to 11.