WO2019174356A1 - 变速器的挡位切换总成、变速器以及汽车 - Google Patents

变速器的挡位切换总成、变速器以及汽车 Download PDF

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Publication number
WO2019174356A1
WO2019174356A1 PCT/CN2018/123423 CN2018123423W WO2019174356A1 WO 2019174356 A1 WO2019174356 A1 WO 2019174356A1 CN 2018123423 W CN2018123423 W CN 2018123423W WO 2019174356 A1 WO2019174356 A1 WO 2019174356A1
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WO
WIPO (PCT)
Prior art keywords
cam
gear
stop
shifting
shift
Prior art date
Application number
PCT/CN2018/123423
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English (en)
French (fr)
Inventor
於文勇
中尾章裕
金建华
Original Assignee
浙江鑫可精密机械有限公司
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 浙江鑫可精密机械有限公司 filed Critical 浙江鑫可精密机械有限公司
Priority to US16/474,610 priority Critical patent/US11313459B2/en
Priority to EP18877302.2A priority patent/EP3567279B1/en
Priority to JP2019536252A priority patent/JP6810809B2/ja
Publication of WO2019174356A1 publication Critical patent/WO2019174356A1/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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
    • F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
    • F16H3/32—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial and an additional shaft
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/0278—Constructional features of the selector lever, e.g. grip parts, mounting or manufacturing
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • 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
    • 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
    • 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
    • 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
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2869—Cam or crank gearing
    • 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
    • F16H2063/321—Gear shift yokes, e.g. shift forks characterised by the interface between fork body and shift rod, e.g. fixing means, bushes, cams or pins

Definitions

  • the present invention relates to the field of automobiles, and in particular to a gear shifting assembly, a transmission, and an automobile of a transmission.
  • the switching between the forward gears and the P gears is realized by means of a hydraulic system, which inevitably requires the addition of a high-pressure oil pump, a piston and the like in the transmission and a complicated oil circuit system. Therefore, the defects of the scheme include: 1) complicated structure and many parts, so the manufacturing cost is high; 2) the setting of the high-pressure oil pump not only increases the risk of oil leakage, but also increases the risk of failure of the transmission and the reliability of the whole vehicle, and Due to the additional power loss, it is inevitable to increase the maintenance cost in the later period.
  • Another current solution is to use motor control, but most of them use separate motors to control the functions of forward gear shift and P block parking. Therefore, there are defects of complicated structure and large space, and the motor The controlled engagement method does not achieve the smoothness of the hydraulic control mode.
  • the first aspect of the present invention provides a gear shifting assembly of a transmission, the gear shifting assembly Including a P-stop mechanism and a forward gear mechanism, the gear shifting assembly further includes a drive mechanism and a shifting mechanism, wherein the shifting mechanism is configured to be capable of switching the drive mechanism to the P-stop mechanism or the advancement The blocking mechanism is in working condition.
  • the common drive mechanism can move the P-stop mechanism and the forward-gear mechanism in a manner associated with each other by driving the conversion mechanism, and the motions associated with each other only allow P One of the blocking mechanism and the forward gear mechanism is in operation. That is to say, by adopting a common drive mechanism, the gear shifting of the forward gear and the P-stop parking function can be realized without interference, the components are saved, and the structure of the gear shifting assembly is more compact. Moreover, the driving mechanism consumes energy only when shifting, and the running energy is low and the use efficiency is high.
  • the driving mechanism can be a driving motor with less power.
  • a power transmission end of the drive mechanism is coupled to a drive shaft
  • the shifting mechanism includes a P-stop cam and a shift cam both disposed on the drive shaft, and the The P-shaped cam and the contour curved surface of the shift cam satisfy a condition that switching to the parking state is not allowed during the shifting of the forward cam by the shift cam.
  • the contour curved surface of the P-stop cam includes a first P-stop curved section and a second P-curved curved section distributed along a circumferential direction of the transmission shaft
  • the shifting The contour curved surface of the cam includes a first shift curved surface segment and a second shift curved surface segment distributed along a circumferential direction of the transmission shaft, the first P-shaped curved surface segment, the second P-shaped curved surface segment, and the A positional relationship between the shifting curved surface section and the second shifting curved surface section along the circumferential direction of the transmission shaft is set to not allow switching to the parking state during the switching of the forward speed of the shifting cam.
  • the advancement can be realized without interference.
  • Block shift and P block parking function Since the shifting cam is not allowed to switch to the parking state during the switching of each forward gear, the locking force can be reduced and the parking reliability can be improved.
  • the person skilled in the art can flexibly set the specific form between the curved surface segments according to actual needs, such as the (first and second) P-block surface segments along the edge.
  • the circumferential direction of the drive shaft may be equally or unequal, and the widths of the (first, second) P-curved curved sections along the axial direction of the drive shaft and the radial depth may be the same or different.
  • the wheel groove corresponds to a circular arc groove whose curvature has no change, such as a part of the ring structure wound on the shift cam, and one end of the fork is in the arc groove of the section During the inner sliding process, the other end of the fork is engaged with the forward gear assembly and is always in the lowest gear (first gear) state.
  • the wheel groove corresponds to an arc groove having a change in curvature, such as a spiral groove wound on the shift cam, and one end of the fork slides in the spiral groove. The other end of the fork is engaged with a different forward gear position by engaging with a different position in the forward gear assembly.
  • the curvature of the first shifting curved surface section along the circumferential direction of the transmission shaft is inconsistent and the extending range thereof corresponds to the working turning angle of the shifting cam.
  • a curvature of the first P-curved surface section along a circumferential direction of the transmission shaft and an extension range thereof corresponding to an inoperative rotation angle of the P-stop cam, and a stroke of the shift cam is at the first shift During the curved section, the stroke of the P-stop cam is in the first P-stop curved section.
  • the shifting cam has a working swivel angle ranging from 0 to 180°
  • the P-stop cam has a working swivel angle ranging from 0 to -180°.
  • the forward gear mechanism includes a shift fork and a forward gear assembly, wherein one end of the shift fork is slidably disposed in a wheel groove of the shift cam.
  • the other end of the shift fork is coupled to the forward gear assembly such that the forward gear assembly can be different with the shifting of the shifting fork during the stroke of the shifting cam during the first shifting curved surface segment Forward gear.
  • the P-shaped cam and the contoured surface of the shifting cam satisfy a condition that switching to the parking state is permitted in the case where the shifting cam is at the lowest gear.
  • the arc groove corresponding to the curvature of the stroke groove does not change, and the P-stop assembly is always in the process of sliding one end of the P-stop link in the circular arc groove.
  • the finger associated with the other end of the P-bar is kept in a disengaged state from the P-disc.
  • the stroke groove corresponds to an arc groove having a change in curvature, and during the process in which one end of the P-stop link slides in the arc groove, the P-stop assembly and the P-stop are always engaged. That is, the finger associated with the other end of the P-bar is in a locked state with the P-disc.
  • the curvature of the second shifting curved surface section along the circumferential direction of the transmission shaft is uniform and the extending range thereof corresponds to the non-working turning angle of the shifting cam.
  • the curvature of the second P-curved surface section along the circumferential direction of the transmission shaft is inconsistent and its extension range corresponds to the working rotation angle of the P-stop cam, and the stroke of the P-stop cam is in the second P-range During the curved section, the stroke of the shift cam is in the second shift curved section and continues to correspond to the lowest gear position.
  • the power output end of the drive mechanism is coupled to the drive shaft through a reduction gear
  • the P-stop cam is disposed in the middle of the wheel of the driven wheel of the reduction gear
  • the P-stop mechanism includes a P-bar link and a P-stop assembly, one end of the P-bar link is slidably disposed on the stroke groove, and the P-bar link is The other end is coupled to the P-stop assembly such that the P-stop assembly can follow the P during the stroke of the P-stop cam during the first P-curved surface segment or the second P-curved curved segment
  • the swing of the stop link is in a disengaged state or engaged state with the P-disc of the automobile.
  • the P-stop cam and the driven wheel of the reduction gear are of a unitary structure.
  • the current driven wheel of the speed reducer is improved, that is, the combined structure of the P-stop cam and the driven wheel is actually equivalent to the cam of the wheel groove structure on which the teeth are disposed outside.
  • the two can be processed separately and then fixedly connected.
  • the shift cam is disposed on the drive shaft in such a manner as to be movable within a set range along an axial direction of the drive shaft.
  • the two ends of the shift cam are respectively provided with elastic members, the elastic members are fixed to the drive shaft, and the elastic assembly is along the axis of the drive shaft
  • the drive shaft is fixed to have a set preload force to move the shift cam to any position within the set range along the axial direction of the drive shaft.
  • the elastic assembly includes a spring seat and a spring mounted to the spring seat, the inner side of the spring seat abutting the axle of the shift cam, the spring The outer side of the seat is fixed to the drive shaft by a retaining ring having a predetermined preload force in the axial direction of the drive shaft.
  • the axial compensation function is achieved, that is, the axial displacement of the shift cam increases the life cycle of the assembly;
  • the axial displacement effect can be automatically adjusted, that is, the manufacturing processability is improved by the axial displacement of the shift cam. Since the biasing force of the pair of elastic members reliably locks the shift cam in the axial direction of the drive shaft, the reliability of power transmission is ensured.
  • the setting of the elastic component plays a certain buffering function. Specifically, the impact during the gear shifting process can be effectively reduced, and the smoothness during the gear shifting process is ensured, thereby being effective.
  • the ground reduces the possibility of the motor being overloaded, so that a drive motor with a relatively low rated power can be used.
  • the above-mentioned spring seat and spring are only an exemplary description of the elastic component, and any structure capable of realizing the above-mentioned axial compensation function can be used as the elastic component in the present invention, and those skilled in the art can flexibly according to actual needs. select.
  • a second aspect of the present invention also provides a transmission comprising the gear shifting assembly of any of the preceding aspects.
  • a third aspect of the invention provides a vehicle comprising the gear shifting assembly of any of the preceding aspects, or the vehicle comprising the transmission of any of the preceding aspects.
  • 1A is a first schematic view showing the assembly of a gear shifting assembly of a transmission according to an embodiment of the present invention
  • 1B is a second schematic view showing the assembly of a gear shifting assembly of a transmission according to an embodiment of the present invention
  • FIG. 2 is a schematic exploded view of an elastic assembly and a shift cam of a gear shifting assembly of a transmission according to an embodiment of the present invention
  • 3A is a schematic view showing a fitting feature of a shifting clutch
  • Figure 3B is a schematic view showing the load characteristics of the shift cam
  • 4A is a schematic view showing a state of a P-stop cam of a gear shifting assembly of a transmission according to an embodiment of the present invention in a parking state;
  • 4B is a schematic view showing a state of a P-stop cam of a gear shifting assembly of a transmission according to an embodiment of the present invention in a non-parking state;
  • 5A is a schematic view showing a state of a shift cam of a gear shifting assembly of a transmission according to an embodiment of the present invention in a parking state;
  • FIG. 5B is a schematic view showing a state in which the shift cam of the gear shifting assembly of the transmission of the embodiment of the present invention is in the first gear;
  • FIG. 5C is a view showing a state of the shift cam of the gear shifting assembly of the transmission of the embodiment of the present invention in the second gear;
  • FIG. 6 is a view showing a relationship between a contour curved surface between a P-stop cam and a shift cam of a gear shifting assembly of a transmission according to an embodiment of the present invention, and shows a P-stop cam and a change in different states. The angle of rotation between the cams.
  • the forward gear in the drawing includes only the first gear and the second gear
  • the reduction gear includes the primary reduction gear and the secondary reduction gear, but this is merely an exemplary description, and those skilled in the art can make it as needed. Adjust to suit specific applications.
  • the forward gear may include three or five gears, etc., and/or the reduction gear may include a three-stage reduction gear or the like.
  • the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be fixed connections, for example, or It is a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and may be internal communication between the two elements.
  • the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the present invention adopts a single-motor driving scheme, and integrates the forward shifting function of the transmission and the P-stop parking function to be combined into one functional unit.
  • FIG. 1A shows an assembly diagram 1 of a gear shifting assembly of a transmission according to an embodiment of the present invention
  • FIG. 1B shows a gear shifting assembly of a transmission according to an embodiment of the present invention.
  • Assembly diagram two As shown in FIG. 1A and FIG. 1B, the common drive motor 1 drives the first transmission shaft 3 to rotate by the reduction gear set, and the P-stop cam 31 and the shift cam 32 are both disposed in such a manner as to be rotatable in synchronization with the first transmission shaft 3. On the first transmission shaft 3.
  • the reduction gear set includes a primary reduction gear 21 as a drive wheel and a secondary reduction gear 22 as a driven wheel
  • the P-stop cam 31 is disposed in the middle of the wheel of the secondary reduction gear 22 and is associated with the secondary reduction gear 22 forms a stroke groove 311.
  • the P-stop cam 31 cannot slide in the axial direction of the first transmission shaft 3, and the shift cam 32 can slide in the set range within the axial direction of the first transmission shaft 3.
  • the second transmission shaft 4 capable of outputting power to the wheels is provided with a P dial 41 and a shifting fork 57, and the shifting fork can be moved by the movement of the end of the shifting fork 57 in the wheel groove 321 provided on the shifting cam 32.
  • FIG. 2 there is shown a schematic exploded view of the resilient assembly of the gear shifting assembly of the transmission and the shifting cam of an embodiment of the present invention.
  • the P-stop cam 31 and the shift cam 32 are respectively coupled to the first transmission shaft 3 by the cooperation of the first flat key 313 and the first key groove 312 and the cooperation of the second flat key 323 and the second key groove 322.
  • the first drive shaft 3 completes its assembly on the vehicle by bearings 58 at both ends.
  • the P-stop cam 31 is fixed to the first transmission shaft 3 by the engagement of the first retaining ring 314 with the ring groove on the first transmission shaft.
  • the shift cam 32 allows sliding in the axial direction of the first transmission shaft 3. It can be understood that the above-mentioned cooperation with the second keyway by the second flat key is only an exemplary implementation of the function of “allowing the shifting cam to slide along the axial direction of the first transmission shaft”, and any other reasonable connection method is Can be used as a way to connect to this function.
  • the two sides of the shift cam 32 are respectively mounted with elastic members 33 which are fixed to the first transmission shaft 3 and have a certain pre-tightening force for pre-compressing the shift cam 32 and thereby shifting the cam 32
  • the sliding on the first transmission shaft 3 is limited to the set range, and due to the action of the pair of elastic members, the shift cam 32 can be stably stuck on the first transmission shaft 3 when it is slid to any position.
  • the elastic assembly 33 includes a spring seat 331 and a spring 332 mounted on the spring seat 331, the inner side of the spring seat 331 abuts the axle of the shift cam 32, and the outer side of the spring seat 331 passes the second
  • the retaining ring 333 is fixed to the first transmission shaft 3. If a ring groove matching the second retaining ring 333 is disposed on the first transmission shaft 3, the spring retainer is secured to the first transmission shaft 3 by placing the second retaining ring of the card outside the spring seat in the ring groove. It is fixed on the top.
  • the functions of the elastic components disposed on both sides of the shifting cam include: 1) buffering when the driving motor rotates, effectively preventing the motor from being overloaded due to an impact during the shifting process, so that the power can be used less
  • the drive motor 2) in the case of wear of the clutch plate, the wear of the fork, etc., to play the axial compensation; and 3) in the case of large manufacturing tolerances, can automatically adjust the axial displacement
  • the action is effective to prevent the phenomenon that the component is damaged due to interference between different mechanisms, and the manufacturing processability is improved.
  • FIG. 3A shows a fitting characteristic diagram of the shifting clutch
  • FIG. 3B shows the load characteristic of the shifting cam. schematic diagram.
  • the shifting clutch when the shifting clutch is not fitted, that is, when the stroke of the shifting fork with respect to the second transmission shaft is between 0 and X1, the end of the shifting fork is subjected to a small pressing load and is at X1.
  • the load is F1;
  • the stroke X1-X2 is the phase in which the clutch is gradually fitted, and the clutch is completely fitted when the stroke is X2.
  • the pressing load on the end of the fork gradually increases and the load at X2 is F2.
  • the shift cam generates a certain amount of sliding on the first transmission shaft under the action of a pair of elastic components to achieve a balance of forces, such as providing a force greater than F4 to the shift cam, that is, F3 Therefore, in this case, the clutch can still be locked without slipping.
  • F4 force greater than F4
  • F3 force greater than F4 to the shift cam
  • the clutch can still be locked without slipping.
  • the broken line in FIG. 3B in the case where the clutch wears and the shift cam has a rotational angle error, on the one hand, since the fit displacement of the clutch changes, the clutch is not fitted-gradually fitted-completely fitted.
  • the strokes have been extended accordingly, that is, the dotted line portion in Fig. 3B is shifted to the right by a certain amount compared to the abscissa of the solid line portion.
  • the elastic assembly can provide a shifting cam with a force greater than F4, i.e., F3', so that the clutch can also be locked without slipping
  • FIG. 4A is a schematic view showing a state of a P-stop cam of a gear shifting assembly of a transmission according to an embodiment of the present invention in a parking state;
  • FIG. 4B shows a first embodiment of the present invention.
  • the P-stop parking function of the automobile is realized by the rotation of the P-stop cam 31 to drive the movement of the P-stop link 51 to drive the P-stop assembly.
  • the P-stop assembly mainly includes a P-stopper 52 connected to the P-stop link 51 and configured with a compression spring 521, a support base 53 with a track connected to the P-stopper 52, and a support seat 53 disposed in the support base 53.
  • a P-stopper 52 connected to the P-stop link 51 and configured with a compression spring 521
  • a support base 53 with a track connected to the P-stopper 52 and a support seat 53 disposed in the support base 53.
  • the P-stop cam 31 is rotated in the section of the arc groove whose curvature has changed ⁇ the left side of the P-stop link 51 is swung upward ⁇ the upper end of the P-stopper 52 is moved up. ⁇
  • the roller 54 on the left side rolls upward from the lower side in the vertical direction and the oblique upward movement in the left side rail in the support base 53.
  • the right side roller 54 presses the finger 55 until the elastic force of the return spring 56 is overcome.
  • the engagement of the finger 55 with the P-stop 41 achieves the locking of the P-disc 41, thereby realizing the P-stop parking function. Referring to FIG. 4B and in accordance with the orientation of FIG.
  • the P-stop cam 31 rotates in a section of the circular arc groove whose curvature does not change ⁇ the finger 55 rotates clockwise under the elastic force of the return spring 56, and the finger 55 and the P-block are rotated.
  • the 41 is disengaged, and the P-stop parking function is released.
  • the roller 54 on the right side pushes the roller 54 on the left side to roll downward from the lower side in the track on the left side in the support base 53 from the lower side and the vertical downward direction.
  • the P-stop link 51 hardly oscillates with the rotation of the P-stop cam, and the P-stopper 52 also stays in the current state until the P-stop cam rotates to the arc groove of the curvature change and enters the P-lock lock again.
  • the function of the compression spring 521 on the P-crest 52 is mainly to ensure that the finger and the P-disc can reliably lock. Specifically, in the process of parking, that is, when the finger and the P-disc are not accurately locked, the pre-pressure can be performed, so that the finger is pushed to the P-lock by the right roller.
  • the position of the P-block is such that when the P-slide rotates, the P-block moves the roller downward through the fingers. At this time, the upward force of the compression spring can eliminate the tendency, thereby the P-block and The fingers are securely locked.
  • the P-bar linkage and the P-gear assembly described above are only an exemplary description of the P-stop mechanism, and those skilled in the art can realize the parking function during the P-stop cam during the working rotation angle thereof.
  • the specific form of the P-stop link and the P-stop assembly can be flexibly set according to requirements, and the P-stop mechanism can be set to other structural forms.
  • FIG. 5A is a schematic view showing a state of a shift cam of a gear shifting assembly of a transmission according to an embodiment of the present invention in a parking state;
  • FIG. 5B shows an embodiment of the present invention.
  • FIG. 5C is a schematic view showing a state in which the shift cam of the gear shifting assembly of the transmission of the embodiment of the present invention is in the second gear when the shift cam of the gear shifting assembly of the transmission is in the first gear state.
  • the gear shifting function of the forward gear is to rotate the shifting cam by the rotation of the P-stop cam, and the shifting of the shifting gear is realized by moving the shifting fork to the position of meshing with the different gears. As shown in FIG.
  • the claw is in a disengaged state, and at this time, the end of the shifting fork 57 is always in the circular arc groove in which the curvature of the wheel groove 321 of the shift cam 32 is unchanged.
  • the end of the P-link 51 remains in the arc groove in which the curvature of the stroke groove 311 of the P-stop cam 31 does not change, that is, P.
  • the retaining disk and the pawl are in a disengaged state, and at this time, the end of the shifting fork 57 can slide in the spiral groove in which the curvature of the wheel groove 321 of the shifting cam 32 changes to achieve the switching of the gear.
  • the rotation of the reduction gear drives the rotation of the P-stop cam to drive the shifting cam to rotate.
  • the shifting cam rotates, the shifting fork moves along the axial direction of the transmission shaft, thereby making the forward gear assembly
  • Each of the gears exhibits a different gear ratio when transmitting power to the wheels, that is, switching between the gears of different forward gears is achieved, during which the finger and the P-disc are always in a disengaged state.
  • the forward gear corresponding to the shifting cam is always in the first gear position, that is, when the forward gear is in the low gear, such as the lowest gear.
  • P block parking in order to achieve the purpose of reducing the locking force and improving the reliability of parking.
  • the contour curved surface of the P-stop cam includes a first P-stop curved section and a second P-curved curved section distributed along the circumferential direction of the transmission shaft, wherein the first P-stop curved section has a curvature along the circumferential direction of the transmission shaft and extends The range corresponds to the non-working rotation angle of the P-stop cam.
  • the parking function cannot be realized during the non-working rotation angle of the P-stop cam.
  • the curvature of the second P-curved curved section along the circumferential direction of the transmission shaft is inconsistent and its extension corresponds to P.
  • the working rotation angle of the cam allows the parking function to be realized while the P-stop cam is in the working swing angle.
  • the contour curved surface of the shift cam includes a first shift curved surface section and a second shift curved surface section distributed along a circumferential direction of the transmission shaft, wherein the curvature of the first shift curved surface section along the circumferential direction of the transmission shaft is inconsistent and its extension range
  • the gear shifting function of the forward gear can be realized during the shifting cam at the working swing angle
  • the curvature of the second shifting curved section along the circumferential direction of the transmission shaft is uniform and the extension range thereof corresponds to The non-working rotation angle of the shift cam cannot realize the gear shift function of the forward gear during the non-working swing angle of the shift cam.
  • the stroke of the P-stop cam should be in the first P-stop curved section, and in the shifting cam During the stroke of the second shifting curved section, the stroke of the P-stop cam can be in the second P-stop curved section.
  • the position of the forward gear corresponding to the second shifting curved section should be the position of the low gear during the stroke of the P-block cam during the second P-stop curved section.
  • the first P-block curved surface segment is a curved portion having no curvature change on the right side of the stroke groove of the P-stop cam
  • the second P-stop curved surface segment is The curvature change section on the left side of the stroke groove of the P-stop cam.
  • the first shift curved surface segment is a curvature change segment inside the wheel groove of the shift cam
  • the second shift curved surface segment is a shift cam wheel. An arc segment with no curvature change outside the groove.
  • the range of the rotation angle of the transmission shaft corresponds to the working rotation angle range of the shift cam, specifically 0 to 180°, that is, the shift cam rotates in the range of 0 to 180°.
  • the wheel groove can be moved by the shifting fork to realize the shifting of the gears of each forward gear.
  • the P-stop cam is at an inoperative rotation angle, that is, the rotation of the P-stop cam does not cause the P-bar linkage to swing to cause a change in stroke. In this way, during the process of switching the respective forward gears by the rotation of the shift cam, the parking phenomenon of the P-stop cams does not occur.
  • the range of the rotation angle of the transmission shaft corresponds to the working rotation angle range of the P-block cam is specifically 0 to -180°, that is, the P-stop cam is rotated from 0° to -180.
  • the shift cam is at a non-working swing angle, that is, the rotation of the shift cam does not drive the shift fork to cause a change in stroke.
  • the end of the fork always moves in the arc segment without the curvature change of the wheel groove of the shift cam, so no shifting is caused.
  • the cam rotates at the same time the forward gear shifts, and the fork is always in mesh with the first gear during parking.
  • the finger and the P-block are initially locked at approximately -30°, and substantially locked at approximately -150°.
  • the shifting cam is at the non-working turning angle, so the shifting of the shifting cam does not cause the shifting of the shifting gear of the forward gear, and when the gear is approximately -180 to 30°, the shifting gear corresponding to the forward gear of the shifting cam is 1st gear, that is, the gear of the forward gear during the P block is always in the 1st gear position.
  • the gear shifting assembly of the present invention when the vehicle is started and cut into the forward gear, the P gear is automatically disengaged, and the shifting of the gears of the forward gear is realized by the rotation of the shift cam during the driving process.
  • the shift fork 57 achieves its assembly on the automotive transmission housing through the first mounting shaft 5 and the second mounting shaft 6, and the sleeve portion of the P-stop link 51 is sleeved.
  • the shaft 5 is mounted on the first. That is, the P-bar linkage and the upper gear shifting mechanism share a mounting shaft, which reduces the number of parts, reduces the number of parts, simplifies the structure, reduces the weight, reduces the manufacturing cost, and reduces the overall occupation space of the assembly. .
  • the reduction of the number of parts of the present invention is also reflected in the following aspects: 1) the implementation of the P-stop parking function and the forward gear shifting function is only required A drive motor; 2) the P-stop cam and the follower wheel of the reduction gear set, that is, the second reduction gear are designed as an integral structure; and 3) the P-stop cam and the shift cam share the first drive shaft 3.
  • the integration of the P-stop parking function with the forward gear shifting function is achieved by a shared drive motor.
  • a pair of elastic components for the shifting cam it can play a buffering role when shifting, and can play an axial compensation role in the case of wear of the mechanism and can automatically adjust the axial displacement when the manufacturing tolerance is large.
  • the transmission achieves the smoothness of the conventional automatic transmission using the hydraulic control system.

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Abstract

一种变速器的挡位切换总成、变速器以及汽车。变速器的挡位切换总成包括P挡机构和前进挡机构，挡位切换总成还包括驱动机构和转换机构，其中，转换机构设置成能够将驱动机构切换至使P挡机构或者前进挡机构处于工作状态。通过采用共用的驱动机构即可无干涉地实现各个前进挡之间的挡位切换以及P挡驻车功能，在功能整合的基础上，节省了部件，使挡位切换总成的结构更为紧凑。

Description

变速器的挡位切换总成、变速器以及汽车 技术领域
本发明涉及汽车领域，具体涉及一种变速器的挡位切换总成、变速器以及汽车。
背景技术
随着汽车工业的发展，自动变速器被越来越多地运用于汽车传动系统中，作为汽车动力传递的关键部件，变速器中对于各前进挡以及P挡之间的挡位切换机构的结构也趋于复杂化发展。
如目前的一种方案是借助于液压系统来实现各前进挡以及P挡之间的切换，这种切换方式不可避免地需要在变速器中增加高压油泵、执行活塞等部件以及复杂的油路系统。因此该方案存在的缺陷包括：1)结构复杂、零件多，因此制造成本高；2)高压油泵的设置不仅由于增加了漏油风险因此导致变速器的故障风险增加以及整车的可靠性降低，而且由于增加了额外的动力损耗，不可避免地增加了后期的维修保养费用。如目前的另一种方案是借助于用电机控制，不过大多是利用独立的电机分别控制实现前进挡换挡和P挡驻车的功能，因此存在结构复杂、占用空间较大的缺陷，而且电机控制的接合方式无法达到液压控制方式的良好平顺性。
相应地，本领域需要一种新的变速器的挡位切换总成来解决上述问题。
发明内容
为了解决现有技术中的上述问题，即为了解决换挡切换总成存在的结构复杂等方面的问题，本发明第一方面提供了一种变速器的挡位切换总成，该挡位切换总成包括P挡机构和前进挡机构，所述挡位切换总成还包括驱动机构和转换机构，其中，所述转换机构设置成能够将所述驱动机构切换至使所述P挡机构或者所述前进挡机构处于工作状态。
通过将P挡机构和前进挡机构分别与转换机构连接，共用的驱动机构通过驱动转换机构即可使P挡机构和前进挡机构以彼此关联的方式运动，并且该彼此关联的方式运动只允许P挡机构和前进挡机构中的一个处于工作状态。也就是说，通过采用共用的驱动机构即可无干涉地实现前进挡的挡位切换以及P挡驻车功能，节省了部件，使挡位切换总成的结构更为紧凑。而且这样一来，驱动机构只在换挡时才消耗能源，运行能耗低且使用效率高，如驱动机构可以是功率较小的驱动电机。
在上述挡位切换总成的优选技术方案中，所述驱动机构的动力输出端连接有传动轴，所述转换机构包括均设置于所述传动轴的P挡凸轮和换挡凸轮，并且所述P挡凸轮和所述换挡凸轮的轮廓曲面满足如下条件：在所述换挡凸轮切换各前进挡的过程中不允许切换至驻车状态。
在上述挡位切换总成的优选技术方案中，所述P挡凸轮的轮廓曲面包括沿所述传动轴的周向分布的第一P挡曲面段和第二P挡曲面段，所述换挡凸轮的轮廓曲面包括沿所述传动轴的周向分布的第一换挡曲面段和第二换挡曲面段，所述第一P挡曲面段、所述第二P挡曲面段、所述第一换挡曲面段和所述第二换挡曲面段沿所述传动轴周向的位置关系设置成在所述换挡凸轮切换各前进挡的过程中不允许切换至驻车状态。
通过对第一P挡曲面段、第二P挡曲面段、第一换挡曲面段和第二换挡曲面段沿所述传动轴周向的位置关系进行合理设计，即可无干涉地实现前进挡换挡和P挡驻车功能。由于换挡凸轮切换各前进挡的过程中不允许切换至驻车状态，因此可以减少锁止力、提高驻车可靠性。
可以理解的是，在满足前述两种功能无干涉实现的情形下，本领域技术人员可以根据实际需求灵活设置各个曲面段之间的具体形式，如(第一、第二)P挡曲面段沿传动轴的周向可以等分或者不等分，(第一、第二)P挡曲面段沿传动轴的轴向的宽度以及径向的深度可以相同或者不同。
如可以是，在驻车的过程中，轮槽对应的是曲率无变化的一段圆弧槽，如是缠绕于换挡凸轮上的圆环结构的一部分，并且拨叉的一端在该段圆弧槽内滑动的过程中，拨叉的另一端与前进挡组件接合且始终处于最低挡(1挡)的状态。而在前进挡挡位切换的过程中，轮槽对应的是曲率有变化的弧槽，如是缠绕于换挡凸轮上的一段螺旋槽，并且拨 叉的一端在该段螺旋槽内滑动的过程中，拨叉的另一端通过与前进挡组件中的不同位置接合从而使整车处于不同的前进挡挡位。
在上述挡位切换总成的优选技术方案中，所述第一换挡曲面段沿所述传动轴的周向的曲率不一致并且其延伸范围对应于所述换挡凸轮的工作回转角度，所述第一P挡曲面段沿所述传动轴的周向的曲率一致并且其延伸范围对应于所述P挡凸轮的非工作回转角度，并且在所述换挡凸轮的行程处于所述第一换挡曲面段期间，所述P挡凸轮的行程处于所述第一P挡曲面段。
在能够满足前进挡切换功能的前提下，本领域技术人员可以根据实际情形，结合实验数据、经验、分析以及具体的前进挡机构的结构形式等灵活地设置第一换挡曲面段的曲率的具体变化形式。
在上述挡位切换总成的优选技术方案中，所述换挡凸轮的工作回转角度范围为0至180°，所述P挡凸轮的工作回转角度范围为0至-180°。
在上述挡位切换总成的优选技术方案中，所述前进挡机构包括拨叉和前进挡组件，其中，所述拨叉的一端可滑动地设置于所述换挡凸轮的轮槽内，所述拨叉的另一端与所述前进挡组件连接，以便使所述前进挡组件在所述换挡凸轮的行程处于所述第一换挡曲面段期间能够随着所述拨叉的滑动处于不同的前进挡位。
在上述挡位切换总成的优选技术方案中，所述P挡凸轮和所述换挡凸轮的轮廓曲面满足如下条件：在所述换挡凸轮处于最低挡的情形下允许切换至驻车状态。
通过对P挡凸轮和所述换挡凸轮的轮廓曲面进行合理地设置，即可可靠而无干涉地实现前进挡中各挡位的切换以及驻车。并且在驻车之前需要先将前进挡挂入低挡，这样可以减少挡位切换总成的锁止力，从而提高了P挡驻车的可靠性。
如可以是，在前进挡换挡的过程中，行程槽对应的曲率无变化的一段圆弧槽，并且P挡连杆的一端在该段圆弧槽内滑动的过程中，P挡组件始终处于脱离状态，即与P挡连杆的另一端关联的拨爪与P挡盘保持脱开状态。而在驻车的过程中，行程槽对应的是曲率有变化的弧槽， 并且P挡连杆的一端在该段弧槽内滑动的过程中，P挡组件与P挡盘始终处于接合状态，即与P挡连杆的另一端关联的拨爪与P挡盘保持锁止状态。
在上述挡位切换总成的优选技术方案中，所述第二换挡曲面段沿所述传动轴的周向的曲率一致并且其延伸范围对应于所述换挡凸轮的非工作回转角度，所述第二P挡曲面段沿所述传动轴的周向的曲率不一致并且其延伸范围对应于所述P挡凸轮的工作回转角度，并且在所述P挡凸轮的行程处于所述第二P挡曲面段期间，所述换挡凸轮的行程处于所述第二换挡曲面段并持续对应于最低挡的位置。
与前述的第一换挡曲面段类似，在能够满足驻车功能的前提下，本领域技术人员可以根据实际情形，结合实验数据、经验、分析以及具体的P挡机构的结构形式等灵活地设置第二P挡曲面段期间的曲率的具体变化形式。
在上述挡位切换总成的优选技术方案中，所述驱动机构的动力输出端通过减速齿轮与所述传动轴相连接，所述P挡凸轮设置于所述减速齿轮的从动轮的轮盘中部并与所述从动轮形成行程槽，所述P挡机构包括P挡连杆和P挡组件，所述P挡连杆的一端可滑动地设置于所述行程槽，所述P挡连杆的另一端与所述P挡组件连接，以便使所述P挡组件在所述P挡凸轮的行程处于所述第一P挡曲面段或者所述第二P挡曲面段期间能够随着所述P挡连杆的摆动与汽车的P挡盘处于脱离状态或者接合状态。
在上述挡位切换总成的优选技术方案中，所述P挡凸轮与所述减速齿轮的从动轮为一体式结构。
如可以是，对目前减速器的从动轮进行改进，即P挡凸轮与从动轮的组合结构实际上相当于外侧设置有轮齿的轮槽结构的凸轮。当然，可以将二者单独加工然后固定连接。
在上述挡位切换总成的优选技术方案中，所述换挡凸轮以能够沿所述传动轴的轴向在设定范围内移动的方式设置于所述传动轴。
在上述挡位切换总成的优选技术方案中，所述换挡凸轮的两端分别设置有弹性组件，所述弹性组件固定于所述传动轴，并且所述弹性组件沿所述传动轴的轴向具有设定的预紧力以便将换挡凸轮沿所述传动轴的轴向在设定范围内移动至任意位置时均固定于所述传动轴。
在上述挡位切换总成的优选技术方案中，所述弹性组件包括弹簧座及安装于所述弹簧座的弹簧，所述弹簧座的内侧与所述换挡凸轮的轮轴抵接，所述弹簧座的外侧通过挡圈固定在所述传动轴上，所述弹簧沿所述传动轴的轴向具有设定的预紧力。
通过这样的设置，在机构被磨损的情况下，如离合器片、拨叉等被磨损的情况下起到轴向补偿功能，即通过换挡凸轮的轴向位移增加了总成的使用寿命周期；在制造公差较大的情形下，可起到自动调节轴向位移作用，即通过换挡凸轮的轴向位移改善了制造工艺性。由于一对弹性组件的预紧力沿传动轴的轴向将换挡凸轮可靠地卡紧因此保证了动力传递的可靠性。此外，在驱动电机转动时，弹性组件的设置起到一定的缓冲作用，具体而言，能够有效地减小在挡位切换过程中的冲击，保证了挡位切换过程中的平顺性，进而有效地降低了电机处于超负荷状态的可能性，因此可以使用额定功率相对较小的驱动电机。可以理解的是，上述弹簧座和弹簧只是弹性组件的一种示例性的描述，任何能够实现上述轴向补偿功能的结构均可以作为本发明中的弹性组件，本领域技术人员可以根据实际需求灵活选择。
可以看出，在本发明的优选技术方案中，通过增设同轴设置的P挡凸轮和换挡凸轮，只需一个共用的驱动机构即可实现前进挡之间的切换以及驻车功能，节省了部件、结构紧凑、减少了占用空间。具体而言，通过合理地设置P挡凸轮和换挡凸轮的轮廓曲面之间的关系，在前进挡的各挡位切换过程中，P挡连杆的行程无变化；而在驻车功能实现的过程中，拨叉在换挡凸轮的轮廓曲面上对应的是低挡位的位置，即驻车之前必须先换到低挡位，减少了换挡机构所需的锁止力，提高了驻车的可靠性。此外，通过在换挡凸轮的两端分别设置弹性组件，能够对前进挡起到一定的缓冲和补偿作用，改善了工艺性能，增加了挡位切换总成的使用寿命周期。
本发明第二方面还提供了一种变速器，该变速器包括前述任一项方案所述的挡位切换总成。
本发明第三方面还提供了一种汽车，该汽车包括前述任一项方案所述的挡位切换总成，或者该汽车包括前述任一项方案所述的变速器。
需要说明的是，上述的变速器和汽车具有前述的变速器的挡位切换总成具有的所有技术效果，在此不再赘述。
附图说明
下面参照附图并结合前进挡只包括1挡和2挡两个挡位来描述本发明的变速器的挡位切换总成。附图中：
图1A示出本发明一种实施例的变速器的挡位切换总成的装配示意图一；
图1B示出本发明一种实施例的变速器的挡位切换总成的装配示意图二；
图2示出本发明一种实施例的变速器的挡位切换总成的弹性组件与换挡凸轮的爆炸示意图；
图3A示出换挡离合器的贴合特征示意图；
图3B示出换挡凸轮的荷重特征示意图；
图4A示出本发明一种实施例的变速器的挡位切换总成的P挡凸轮在驻车状态时的状态示意图；
图4B示出本发明一种实施例的变速器的挡位切换总成的P挡凸轮在非驻车状态时的状态示意图；
图5A示出本发明一种实施例的变速器的挡位切换总成的换挡凸轮在驻车状态时的状态示意图；
图5B示出本发明一种实施例的变速器的挡位切换总成的换挡凸轮在1挡时的状态示意图；
图5C示出本发明一种实施例的变速器的挡位切换总成的换挡凸轮在2挡时的状态示意图；以及
图6示出本发明一种实施例的变速器的挡位切换总成的P挡凸轮和换挡凸轮之间的轮廓曲面之间的关系图，图中示出了不同状态下P挡凸轮和换挡凸轮之间的回转角度。
附图标记列表：
1、驱动电机；21、一级减速齿轮；22、二级减速齿轮；3、第一传动轴；31、P挡凸轮；311、行程槽；312、第一键槽；313、第一平键；314、第一挡圈；32、换挡凸轮；321、轮槽；322、第二键槽；323、 第二平键；33、弹性组件；331、弹簧座；332、弹簧；333、第二挡圈；4、第二传动轴；41、P挡盘；5、第一安装轴；51、P挡连杆；52、P挡顶杆；521、压缩弹簧；53、支撑座；54；滚轮；55、拨爪；56、回位弹簧；57、拨叉；58、轴承；6、第二安装轴。
具体实施方式
下面参照附图来描述本发明的优选实施方式。本领域技术人员应当理解的是，这些实施方式仅仅用于解释本发明的技术原理，并非旨在限制本发明的保护范围。例如，虽然附图中的前进挡只包括1挡和2挡，减速齿轮包括一级减速齿轮和二级减速齿轮，但是这只是一种示例性的描述，本领域技术人员可以根据需要对其作出调整，以便适应具体的应用场合。如前进挡可以包括3个或者5个挡位等，和/或减速齿轮可以包括三级减速齿轮等。
需要说明的是，在本发明的描述中，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方向或位置关系的术语是基于附图所示的方向或位置关系，这仅仅是为了便于描述，而不是指示或暗示所述装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。
此外，还需要说明的是，在本发明的描述中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域技术人员而言，可根据具体情况理解上述术语在本发明中的具体含义。
另外，为了更好地说明本发明，在下文的具体实施方式中给出了众多的具体细节。本领域技术人员应当理解，没有某些具体细节，本发明同样可以实施。在一些实例中，对于本领域技术人员熟知的方法、手段、元件和电路未作详细描述，以便于凸显本发明的主旨。
由于P挡机构只在驻车时使用，前进挡换挡机构只在行车过程中使用，二者的使用时机不同，因此共用同一驱动电机的设计成为可能。鉴于此，本发明采用单电机驱动方案，把变速器的前进挡换挡功能和P挡驻车功能进行了整合，合成为一个功能单元。
首先参照图1A和图1B，图1A示出本发明一种实施例的变速器的挡位切换总成的装配示意图一，图1B示出本发明一种实施例的变速器的挡位切换总成的装配示意图二。如图1A和图1B所示，共用的驱动电机1通过减速齿轮组驱动第一传动轴3转动，P挡凸轮31和换挡凸轮32均以能够与第一传动轴3同步转动的方式设置于第一传动轴3上。示例性地，减速齿轮组为包括作为主动轮的一级减速齿轮21和作为从动轮的二级减速齿轮22，P挡凸轮31设置于二级减速齿轮22的轮盘中部并与二级减速齿轮22形成行程槽311。其中，P挡凸轮31沿第一传动轴3的轴向不能滑动，而换挡凸轮32沿第一传动轴3的轴向可以在设定的范围内滑动。能够将动力输出至车轮的第二传动轴4上设置有P挡盘41和拨叉57，通过拨叉57的端部在设置于换挡凸轮32上的轮槽321内的运动可以使拨叉57沿第二传动轴4的轴向滑动从而完成1挡和2挡的切换，通过P挡连杆51的端部在行程槽311内的运动可以使拨爪55与P挡盘41接合或者脱开从而完成P挡驻车或者驻车解除。
其次参照图2，图2示出本发明一种实施例的变速器的挡位切换总成的弹性组件与换挡凸轮的爆炸示意图。如图2所示，P挡凸轮31和换挡凸轮32分别通过第一平键313与第一键槽312的配合以及第二平键323与第二键槽322的配合连接第一传动轴3上，第一传动轴3通过两端的轴承58完成其在汽车上的装配。P挡凸轮31通过第一挡圈314与第一传动轴上的环槽的配合固定于第一传动轴3上。由于换挡凸轮32的内壁上与第二平键323配合的第二键槽322为沿轴向的通槽，因此换挡凸轮32允许沿第一传动轴3的轴向滑动。可以理解的是，上述通过第二平键与第二键槽的配合只是“允许换挡凸轮沿第一传动轴的轴向滑动”功能的一种示例性的实现方式，任意其他合理的连接方式均可以作为实现该功能的连接方式。优选地，换挡凸轮32的两侧分别安装有弹性组件33，弹性组件固定于第一传动轴3且具有一定的预紧力以便对换挡凸轮32进行预压紧并从而将换挡凸轮32在第一传动轴3上的滑动限制在设定 的范围内，并且由于一对弹性组件的作用，在换挡凸轮32滑动至任意位置时均可以稳定地卡置于第一传动轴3上。
仍然参照图2，示例性地，弹性组件33包括弹簧座331以及安装在弹簧座331上的弹簧332，弹簧座331的内侧与换挡凸轮32的轮轴抵接，弹簧座331的外侧通过第二挡圈333固定在第一传动轴3上。如在第一传动轴3上设置有与第二挡圈333匹配的环槽，通过将卡置于弹簧座外侧的第二挡圈卡置于环槽即可保证弹簧座在第一传动轴3上固定不动。
设置于换挡凸轮两侧的弹性组件的作用包括：1)在驱动电机转动时起到缓冲作用，有效地防止由于换挡过程中的冲击造成的电机超负荷的现象，因此可以使用功率较小的驱动电机；2)在如离合器片磨损、拨叉磨损等机构磨损的情形下，起到轴向补偿作用；以及3)在制造公差较大的情形下，能够起到自动调节轴向位移的作用，从而有效地防止了由于不同机构之间干涉而导致部件被损坏的现象，改善了制造工艺性。
下面结合图3A和图3B来说明一对弹性组件在离合器磨损以及换挡凸轮存在转角误差时的作用，图3A示出换挡离合器的贴合特征示意图，图3B示出换挡凸轮的荷重特征示意图。如图3A所示，在换挡离合器未贴合时，即拨叉相对于第二传动轴的行程在0-X1之间时，拨叉的端部受到的按压载荷很小且在X1处的载荷为F1；行程X1-X2为离合器逐渐贴合的阶段且行程为X2时离合器完全贴合，这个过程中拨叉的端部受到的按压载荷逐渐增大且在X2处的载荷为F2。之后，由于离合器已经完全贴合，因此即使由于换挡齿轮的转动使轮槽对拨叉的端部施加了更大的按压载荷，拨叉也不会进一步产生位移。如图3B中的实线所示，在离合器完全贴合的情形下，只需要按压在换挡凸轮两侧的弹性组件对拨叉的作用力大于F2以上(如图3B中的F4)即可使离合器锁住而不打滑。在换挡凸轮存在转角误差时，当离合器完全贴合之后，如拨叉会继续在轮槽内移动至其相对于第二传动轴的行程为X3时才停止，此时由于按压在换挡凸轮两侧的弹性组件的设置，换挡凸轮在一对弹性组件的作用下在第一传动轴上产生一定的滑动量达到力的平衡，如能够向换挡凸轮提供大于F4的作用力，即F3，因此该情形下仍然能够使离合器锁住而 不打滑。如图3B中的虚线所示，在离合器发生磨损且换挡凸轮存在转角误差的情形下，一方面由于离合器的贴合位移发生了改变，因此离合器未贴合-逐渐贴合-完全贴合的行程均发生了相应的延长，即图3B中的虚线部分较之于实线部分横坐标均向右移动了一定量。在此情形下当换挡凸轮存在转角误差时，弹性组件能够向换挡凸轮提供大于F4的作用力，即F3’，因此该情形下也能够使离合器锁住而不打滑。
接下来结合图(4A、4B)以及图(5A、5B和5C)对本发明的挡位切换总成的工作原理作简要说明。
首先参照图4A和4B并继续参照图1B，图4A示出本发明一种实施例的变速器的挡位切换总成的P挡凸轮在驻车状态时的状态示意图；图4B示出本发明一种实施例的变速器的挡位切换总成的P挡凸轮在非驻车状态时的状态示意图。如图4A和4B所示，汽车的P挡驻车功能由P挡凸轮31转动带动P挡连杆51的摆动带动P挡组件的运动来实现的。其中P挡组件主要包括与P挡连杆51连接的且配置有压缩弹簧521的P挡顶杆52、与P挡顶杆52连接的带有轨道的支撑座53、设置于支撑座53内的一对滚轮54、带有回位弹簧56的拨爪55以及能够与拨爪55啮合的P挡盘41，滚轮54中的一个能够在P挡顶杆52的推动下沿支撑座53内的轨道滚动，另一个能够推动拨爪55使其与P挡盘41啮合。具体而言，参照图4A并按照图4A的方位，P挡凸轮31在曲率有变化的弧槽的区段转动→P挡连杆51的左侧向上摆动→P挡顶杆52的上端上移→左侧的滚轮54在支撑座53内左侧的轨道内从下方沿竖直向上以及斜向上的组合运动向上滚动→右侧的滚轮54按压拨爪55，直至克服回位弹簧56的弹力使拨爪55与P挡盘41啮合实现了P挡盘41的锁止，从而实现了P挡驻车功能。参照图4B并按照图4B的方位，P挡凸轮31在曲率无变化的圆弧槽的区段转动→拨爪55在回位弹簧56的弹力作用下顺时针旋转，拨爪55与P挡盘41脱开，P挡驻车功能解除→右侧的滚轮54推动左侧的滚轮54在支撑座53内左侧的轨道内从下方沿斜向下以及竖直向下的组合运动向下滚动。解除之后，P挡连杆51随着P挡凸轮的转动几乎不发生摆动，P挡顶杆52也停留在当前的状态直至P挡凸轮转动至曲率变化的弧槽之后再次进入P挡锁紧驻车。P挡顶杆52上的压缩弹簧521的作用主要是保证拨爪与P挡盘能够可靠地实现锁止。具体而 言，在实现驻车的过程中，即当拨爪与P挡盘未实现准确锁止时能够起到预压作用，从而通过右侧的滚轮将拨爪推至与P挡盘锁止的位置；而当汽车滑移带动P挡盘回转时，P挡盘通过拨爪使滚轮有向下运动的趋势，此时通过压缩弹簧向上的弹力即可消除该趋势，从而将P挡盘与拨爪可靠地锁止。
可以理解的是，上述P挡连杆和P挡组件只是P挡机构的一种示例性的描述，在保证P挡凸轮处于其工作回转角度期间能够实现驻车功能的前提下，本领域技术人员可以根据需求灵活地设置P挡连杆和P挡组件的具体形式，也可以将P挡机构设置成其他结构形式。
其次参照图5A、5B和5C，图5A示出本发明一种实施例的变速器的挡位切换总成的换挡凸轮在驻车状态时的状态示意图；图5B示出本发明一种实施例的变速器的挡位切换总成的换挡凸轮在1挡时的状态示意图；图5C示出本发明一种实施例的变速器的挡位切换总成的换挡凸轮在2挡时的状态示意图。前进挡的挡位切换功能是由P挡凸轮转动带动换挡凸轮转动，通过换挡凸轮的转动使拨叉移动至与不同齿轮啮合的位置从而实现了挡位的切换。如图5A所示，汽车在驻车过程中，P挡连杆51的端部在P挡凸轮31的行程槽311的曲率变化的弧槽内滑动，此时拨叉57的端部始终处于换挡凸轮32的轮槽321的曲率无变化的圆弧槽中。如图5B所示，汽车在以1挡前进的过程中，P挡连杆51的端部在P挡凸轮31的行程槽311的曲率无变化的圆弧槽内滑动，即P挡盘与拨爪处于脱开的状态，此时拨叉57的端部始终处于换挡凸轮32的轮槽321的曲率无变化的圆弧槽中。如图5C所示，汽车需要由1挡切换至2挡前进时，P挡连杆51的端部仍保持在P挡凸轮31的行程槽311的曲率无变化的圆弧槽内滑动，即P挡盘与拨爪处于脱开的状态，此时拨叉57的端部能够沿换挡凸轮32的轮槽321的曲率有变化的螺旋槽中滑动以实现挡位的切换。
换言之，在实现前进挡挡位切换功能时，减速齿轮转动带动P挡凸轮转动进而带动换挡凸轮转动，随着换挡凸轮的转动拨叉沿传动轴的轴向移动，从而使前进挡组件中的各齿轮在将动力传递至车轮时呈现出不同的传动比，即实现了不同前进挡的挡位之间的切换，期间拨爪与P挡盘始终处于脱开的状态。
优选地，在本发明的挡位切换总成中，在P挡驻车期间，换挡凸轮对应的前进挡始终处于1挡的位置，即在前进挡处于低挡位如最低挡的情形下进行P挡驻车，以便达到减少锁止力、提高驻车可靠性的目的。最后结合图4A、图5C和图6来说明本发明实现低挡位驻车的原理。参照图4A、图5C和图6，图6示出本发明一种实施例的变速器的挡位切换总成的P挡凸轮和换挡凸轮之间的轮廓曲面之间的关系图，图中示出了不同状态下P挡凸轮和换挡凸轮之间的回转角度。P挡凸轮的轮廓曲面包括沿传动轴的周向分布的第一P挡曲面段和第二P挡曲面段，其中，第一P挡曲面段为沿传动轴的周向的曲率一致并且其延伸范围对应于P挡凸轮的非工作回转角度，在P挡凸轮处于非工作回转角度期间无法实现驻车功能，第二P挡曲面段沿传动轴的周向的曲率不一致并且其延伸范围对应于P挡凸轮的工作回转角度，在P挡凸轮处于工作回转角度期间可以实现驻车功能。换挡凸轮的轮廓曲面包括沿传动轴的周向分布的第一换挡曲面段和第二换挡曲面段，其中，第一换挡曲面段沿传动轴的周向的曲率不一致并且其延伸范围对应于换挡凸轮的工作回转角度，在换挡凸轮处于工作回转角度期间可以实现前进挡的档位切换功能，第二换挡曲面段沿传动轴的周向的曲率一致并且其延伸范围对应于换挡凸轮的非工作回转角度，在换挡凸轮处于非工作回转角度期间无法实现前进挡的档位切换功能。为了无干涉地实现前进挡的换挡和驻车功能，在换挡凸轮的行程处于第一换挡曲面段期间，P挡凸轮的行程应当处于第一P挡曲面段，以及在换挡凸轮的行程处于第二换挡曲面段期间，P挡凸轮的行程才可以处于第二P挡曲面段。为了实现低挡驻车，在P挡凸轮的行程处于第二P挡曲面段期间，第二换挡曲面段对应的前进挡的位置应当是低挡的位置。
参照图4A并按照图4A中的方位，在一种具体的示例中，第一P挡曲面段为P挡凸轮的行程槽右侧的无曲率变化的圆弧段，第二P挡曲面段为P挡凸轮的行程槽左侧的曲率变化段。参照图5C并按照图5C中的方位，在一种具体的示例中，第一换挡曲面段为换挡凸轮的轮槽内侧的曲率变化段，第二换挡曲面段为换挡凸轮的轮槽外侧的无曲率变化的圆弧段。
参照图6，当汽车在行车过程中时，传动轴的回转角度范围对应的是换挡凸轮的工作回转角度范围，具体为0至180°，即换挡凸轮在0至180°的范围内转动期间，通过换挡凸轮的转动可以使轮槽移动拨叉从而实现各前进挡的挡位切换。期间P挡凸轮处于非工作回转角度，即P挡凸轮的转动不会带动P挡连杆摆动从而产生行程的变化。这样一来，在汽车在通过换挡凸轮的转动切换各前进挡的过程中，不会由于P挡凸轮的同时转动而发生驻车的现象。也就是说，汽车在行车过程中切换各前进挡时，P挡连杆的右端(图4A)始终在P挡凸轮的行程槽的无曲率变化的圆弧段内运动，因此汽车在行车过程中拨爪与P挡盘始终处于脱开状态。
继续参照图6，当汽车在驻车过程中时，传动轴的回转角度范围对应的是P挡凸轮的工作回转角度范围具体为0至-180°，即P挡凸轮从0°旋转至-180°的过程中逐渐实现拨爪与P挡盘的锁止从而实现驻车。期间换挡凸轮处于非工作回转角度，即换挡凸轮的转动不会带动拨叉移动从而产生行程的变化。这样一来，在汽车在通过P挡凸轮的转动实现驻车的过程中，拨叉的端部始终在换挡凸轮的轮槽的无曲率变化的圆弧段内运动，因此不会由于换挡凸轮的同时转动而发生前进挡切换的现象，且驻车过程中拨叉始终处于与1挡齿轮啮合的状态。如从图6中可以看出，大致在-30°时拨爪与P挡盘开始锁止，大致到-150°时基本锁止。期间换挡凸轮处于非工作回转角度，因此换挡凸轮的转动不会出现前进挡的挡位切换，并且大致在-180至30°时，换挡凸轮的转动对应的前进挡的挡位均为1挡，即P挡驻车期间前进挡的挡位始终处于1挡位置。
在本发明的挡位切换总成中，当汽车启动后切入前进挡时，P挡自动脱开，在行车过程中通过换挡凸轮的转动实现前进挡的各挡位的切换。而在需要驻车时，在切入P挡之前首先需要将前进挡的挡位切回1挡，之后通过P挡凸轮的旋转实现P挡驻车。
仍然参照图1并按照图1中的方位，拨叉57通过第一安装轴5和第二安装轴6实现其在汽车变速器壳体上的装配，P挡连杆51中部的套筒部分套设于第一安装轴5。即P挡连杆和前进挡换挡机构上部共用一个安装轴，减少了零件数，零件数的减少简化了结构、减轻了重量、 降低了制造成本、减少了总成整体在车内的占用空间。在P挡驻车和前进挡挡位切换功能得以整合的基础上，本发明关于零件数的减少还体现在以下几方面：1)P挡驻车功能和前进挡挡位切换功能的实现只需要一个驱动电机；2)P挡凸轮与减速齿轮组的从动轮即第二减速齿轮设计为一体式结构；以及3)P挡凸轮和换挡凸轮共用第一传动轴3。
可以看出，在本发明的优选方案中，通过共用的驱动电机实现了P挡驻车功能与前进挡挡位切换功能的整合。通过对换挡凸轮配置一对弹性组件，在换挡时能够起到缓冲作用，在机构磨损的情况下能够起到轴向补偿作用以及在制造公差较大下能够起到自动调节轴向位移作用。通过对P挡凸轮和换挡凸轮的轮廓曲面进行合理地设计，使变速器达到了传统采用液压控制系统的自动变速器的平顺性。
至此，已经结合附图所示的优选实施方式描述了本发明的技术方案，但是，本领域技术人员容易理解的是，本发明的保护范围显然不局限于这些具体实施方式。在不偏离本发明的原理的前提下，本领域技术人员可以对相关技术特征作出等同的更改或替换，这些更改或替换之后的技术方案都将落入本发明的保护范围之内。

Claims (15)

  1. 一种变速器的挡位切换总成，所述挡位切换总成包括P挡机构和前进挡机构，其特征在于，所述挡位切换总成还包括驱动机构和转换机构，
    其中，所述转换机构设置成能够将所述驱动机构切换至使所述P挡机构或者所述前进挡机构处于工作状态。
  2. 根据权利要求1所述的挡位切换总成，其特征在于，所述驱动机构的动力输出端连接有传动轴，所述转换机构包括均设置于所述传动轴的P挡凸轮和换挡凸轮，并且
    所述P挡凸轮和所述换挡凸轮的轮廓曲面满足如下条件：
    设置成在所述换挡凸轮切换各前进挡的过程中不允许切换至驻车状态。
  3. 根据权利要求2所述的挡位切换总成，其特征在于，所述P挡凸轮的轮廓曲面包括沿所述传动轴的周向分布的第一P挡曲面段和第二P挡曲面段，
    所述换挡凸轮的轮廓曲面包括沿所述传动轴的周向分布的第一换挡曲面段和第二换挡曲面段，
    所述第一P挡曲面段、所述第二P挡曲面段、所述第一换挡曲面段和所述第二换挡曲面段沿所述传动轴周向的位置关系设置成在所述换挡凸轮切换各前进挡的过程中不允许切换至驻车状态。
  4. 根据权利要求3所述的挡位切换总成，其特征在于，所述第一换挡曲面段沿所述传动轴的周向的曲率不一致并且其延伸范围对应于所述换挡凸轮的工作回转角度，所述第一P挡曲面段沿所述传动轴的周向的曲率一致并且其延伸范围对应于所述P挡凸轮的非工作回转角度，并且
    在所述换挡凸轮的行程处于所述第一换挡曲面段期间，所述P挡凸轮的行程处于所述第一P挡曲面段。
  5. 根据权利要求4所述的挡位切换总成，其特征在于，所述换挡凸轮的工作回转角度范围为0至180°，所述P挡凸轮的工作回转角度范围为0 至-180°。
  6. 根据权利要求3至5中任一项所述的挡位切换总成，其特征在于，所述前进挡机构包括拨叉和前进挡组件，
    其中，所述拨叉的一端可滑动地设置于所述换挡凸轮的轮槽内，所述拨叉的另一端与所述前进挡组件连接，以便使所述前进挡组件在所述换挡凸轮的行程处于所述第一换挡曲面段期间能够随着所述拨叉的滑动处于不同的前进挡位。
  7. 根据权利要求3至5中任一项所述的挡位切换总成，其特征在于，所述P挡凸轮和所述换挡凸轮的轮廓曲面满足如下条件：
    在所述换挡凸轮处于最低挡的情形下允许切换至驻车状态。
  8. 根据权利要求7所述的挡位切换总成，其特征在于，所述第二换挡曲面段沿所述传动轴的周向的曲率一致并且其延伸范围对应于所述换挡凸轮的非工作回转角度，所述第二P挡曲面段沿所述传动轴的周向的曲率不一致并且其延伸范围对应于所述P挡凸轮的工作回转角度，并且
    在所述P挡凸轮的行程处于所述第二P挡曲面段期间，所述换挡凸轮的行程处于所述第二换挡曲面段并持续对应于最低挡的位置。
  9. 根据权利要求8所述的挡位切换总成，其特征在于，所述驱动机构的动力输出端通过减速齿轮与所述传动轴相连接，所述P挡凸轮设置于所述减速齿轮的从动轮的轮盘中部并与所述从动轮形成行程槽，
    所述P挡机构包括P挡连杆和P挡组件，所述P挡连杆的一端可滑动地设置于所述行程槽，所述P挡连杆的另一端与所述P挡组件连接，以便使所述P挡组件在所述P挡凸轮的行程处于所述第一P挡曲面段或者所述第二P挡曲面段期间能够随着所述P挡连杆的摆动与汽车的P挡盘处于脱离状态或者接合状态。
  10. 根据权利要求9所述的挡位切换总成，其特征在于，所述P挡凸轮与所述减速齿轮的从动轮为一体式结构。
  11. 根据权利要求2至5中任一项所述的挡位切换总成，其特征在于，所述换挡凸轮以能够沿所述传动轴的轴向在设定范围内移动的方式设置于所述传动轴。
  12. 根据权利要求11所述的挡位切换总成，其特征在于，所述换挡凸轮的两端分别设置有弹性组件，所述弹性组件固定于所述传动轴，并且
    所述弹性组件沿所述传动轴的轴向具有设定的预紧力以便使所述换挡凸轮沿所述传动轴的轴向在设定范围内移动至任意位置时均固定于所述传动轴。
  13. 根据权利要求12所述的挡位切换总成，其特征在于，所述弹性组件包括弹簧座及安装于所述弹簧座的弹簧，所述弹簧座的内侧与所述换挡凸轮的轮轴抵接，所述弹簧座的外侧通过挡圈固定在所述传动轴上，所述弹簧沿所述传动轴的轴向具有设定的预紧力。
  14. 一种变速器，其特征在于，所述变速器包括权利要求1至13中任一项所述的挡位切换总成。
  15. 一种汽车，其特征在于，所述汽车包括权利要求1至13中任一项所述的挡位切换总成；或者
    所述汽车包括权利要求14所述的变速器。
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