WO2021103924A1 - 用于车辆的换挡驻车系统以及车辆 - Google Patents

用于车辆的换挡驻车系统以及车辆 Download PDF

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Publication number
WO2021103924A1
WO2021103924A1 PCT/CN2020/125043 CN2020125043W WO2021103924A1 WO 2021103924 A1 WO2021103924 A1 WO 2021103924A1 CN 2020125043 W CN2020125043 W CN 2020125043W WO 2021103924 A1 WO2021103924 A1 WO 2021103924A1
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Prior art keywords
shift
parking
gear
shifting
head
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PCT/CN2020/125043
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English (en)
French (fr)
Inventor
张浩源
李建勇
武海东
夏海军
Original Assignee
蜂巢传动科技河北有限公司
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Application filed by 蜂巢传动科技河北有限公司 filed Critical 蜂巢传动科技河北有限公司
Priority to AU2020389938A priority Critical patent/AU2020389938A1/en
Priority to EP20893037.0A priority patent/EP4067705A4/en
Publication of WO2021103924A1 publication Critical patent/WO2021103924A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • 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
    • 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

Definitions

  • the solution relates to the field of vehicle technology, in particular to a shift parking system for a vehicle and a vehicle with the shift parking system.
  • the parking system is an indispensable part of the vehicle, which is convenient for parking and can prevent the vehicle from slipping when parking.
  • the existing parking system uses the parking arm to drive the parking pawl to move to realize the force between the parking pawl and the ratchet driven by the parking arm during the parking process through the cooperation of the pawl and the ratchet. Prone to failure, leading to failure of the parking system and reducing parking safety.
  • This solution aims to solve at least one of the technical problems existing in the prior art.
  • one purpose of this solution is to propose a shift parking system for vehicles, which is highly integrated, has fewer parts, and has a small space occupation and low cost.
  • This solution also proposes a vehicle with the above-mentioned shift parking system.
  • the shift parking system for a vehicle includes a drive mechanism, a parking mechanism, and a shift mechanism.
  • the shift mechanism includes a shift hub and a first shift head.
  • the shift hub A first shifting groove and a second shifting groove are provided therein, and the first shift head and the first shifting groove are slidably matched to switch between a plurality of gear positions; the parking mechanism has a second shifting groove.
  • the second shifting head slidingly cooperates with the second shifting groove to switch between the parking gear and the driving gear.
  • the shift parking system of this embodiment is highly integrated, has fewer parts, and has a smaller space occupation; on the other hand, it can not only improve the switching between the parking gear P and the driving gear NP Response speed, and can improve the structural stability of the parking mechanism when it is in the parking position P, avoid the failure of the parking mechanism in the parking position P, improve the parking safety, and avoid slipping.
  • the parking mechanism includes a parking arm and a ratchet
  • the parking arm is dynamically connected to the second shifting head
  • the parking arm is driven by the second shifting head.
  • the pawl of the parking arm is located above the ratchet wheel, and the depth of the second shift groove is correspondingly changed according to the gear change of the parking mechanism, so that the parking arm is under gravity. Under the action, it is locked with the ratchet wheel.
  • a driving rod is provided between the parking arm and the second shifting head, one end of the driving rod is connected to the second shifting head, and the other end of the driving rod is configured in a truncated cone and The conical surface abuts against the parking arm.
  • the shift parking system further includes a housing, and a first fork head and a second fork head are further provided on the drive rod, and the first fork head and the second fork head are connected to the housing.
  • the body is inserted and cooperated to limit the swing of the parking mechanism.
  • the shift mechanism includes a shift fork and a shift fork shaft, the first shift head is arranged on the shift fork, the shift fork shaft and the shift fork are in sliding fit, and there is a Anti-friction bushing.
  • the second shift groove is in communication with the first shift groove, and the second shift groove is provided with corresponding parking groove sections and driving groove sections corresponding to the parking gear and the driving gear.
  • the first shifting groove is provided with a plurality of gear slot segments corresponding to the multiple gears, and when the second shifting head is located in the parking slot section or the driving slot segment, the first shifting head is located in the corresponding gear slot segment .
  • the driving mechanism includes a driving motor, and a transmission assembly power-connected with the driving motor, and the transmission assembly is power-connected with the shift hub.
  • the transmission assembly includes an input gear, an intermediate gear, and an output gear, the input gear is connected to a drive motor, the output gear meshes with the shift hub gear of the shift hub, and the intermediate gears are respectively connected with The input gear meshes with the output gear.
  • the vehicle according to the embodiment of the second aspect of the present solution includes the shift parking system for the vehicle described in the above embodiment.
  • Figure 1 is a schematic diagram of a shift parking system according to an embodiment of the present scheme
  • Figure 2 is an exploded schematic diagram of the shift parking system according to an embodiment of the present solution
  • Fig. 3 is a schematic diagram of the cooperation of the second shifting head, the first shifting head, the second shifting groove, and the first shifting groove of the shift parking system according to the embodiment of the present solution.
  • Drive mechanism 10 drive motor 11, transmission assembly 12, input gear 121, intermediate gear 122, output gear 123,
  • Shift mechanism 20 shift hub 21, shift hub gear 211, first shift head 22, shift fork 23, shift fork shaft 24,
  • the shift parking system 100 for a vehicle includes a drive mechanism 10, a parking mechanism 30, and a shift mechanism 20.
  • the shift mechanism 20 includes a shift hub 21 and The first shift head 22 and the shift hub 21 are provided with a first shift groove a and a second shift groove b.
  • the first shifting head 22 and the first shifting groove a slidingly cooperate to switch between multiple gears;
  • the parking mechanism 30 has a second shifting head 31, the second shifting head 31 and the second shift
  • the block groove b is slidingly matched to switch between the parking position P and the driving position NP.
  • the shift hub 21 of the shift mechanism 20 can be selectively rotated clockwise or counterclockwise to drive the second shift head 31 to move when it rotates clockwise or counterclockwise to switch from the parking position P to driving.
  • Gear NP correspondingly, when rotating counterclockwise or clockwise, the second shifting head 31 is driven to move to switch from the driving gear NP to the parking gear P.
  • the shift hub 21 can not only control the parking mechanism 30 to switch gears between the parking position P and the driving gear NP, but also control the shift mechanism 20 to switch between multiple gears to make
  • the shift mechanism 20 and the parking mechanism 30 are highly integrated, which can improve the working stability of the shift mechanism 20 and the parking mechanism 30 while reducing costs.
  • the shift mechanism 20 may have multiple gear positions means that the shift mechanism 20 has at least two gear positions and one neutral gear position N.
  • the shifting mechanism 20 and the parking mechanism 30 share a shift hub 21, and the driving mechanism 10 realizes shifting and parking, so that the shifting and parking system 100 of this embodiment is more integrated.
  • the number of parts is smaller, the production cost is low, and the space occupation is small.
  • the second shifting head 31 slidably engaged therewith is driven by the shift hub 21 to realize the switching of the parking mechanism 30 between the parking position P and the driving position NP , By driving the first shift head 22 slidingly fitted with the shift hub 21 to realize the shifting mechanism 20 to switch between multiple gears.
  • the shift parking system 100 of this embodiment is highly integrated, has a small number of parts, and has a smaller space occupation; on the other hand, it can not only improve the switching between the parking gear P and the driving gear NP It can improve the structural stability when the parking mechanism 30 is in the parking position P, avoid the failure of the parking mechanism 30 in the parking position P, improve the parking safety, and avoid rolling.
  • the shifting mechanism 20 is integrated with the parking mechanism 30, which makes the assembly of the shifting parking system 100 easier, the shifting operation and the parking operation are smoother, and the response speed is higher.
  • the parking mechanism 30 includes a parking arm 32 and a ratchet 33.
  • the parking arm 32 is dynamically connected to the second shift head 31.
  • the parking arm 32 is selectively driven by the second shift head 31. Move toward or away from the ratchet 33.
  • a pawl is provided at one end of the parking arm 32 and the ratchet gear 33, and the other end is matched with the second shift head 31, so that the pawl moves toward or away from the ratchet gear 33 under the drive of the second shift head 31. Therefore, when the pawl is locked with the ratchet gear 33, it is switched to the parking position P.
  • the pawl of the parking arm 32 is located above the ratchet gear 33, and the depth of the second shift groove b is correspondingly changed according to the gear change of the parking mechanism 30, so that the parking arm 32 is in contact with each other under the action of gravity The ratchet gear 33 is locked.
  • one end of the parking arm 32 is directly connected to the second shift head 31, the second shift head 31 abuts in the second shift groove b, and a part of the second shift groove b is connected to the parking position P
  • another part of the second shift groove b corresponds to the driving gear NP, so that the depth of the part corresponding to the parking gear P is greater than the depth of the part corresponding to the driving gear NP, so that the second shifting head 31 is at Under the action of gravity and the rotation of the shift hub 21, it falls into positions of different depths to drive the pawl to move toward or away from the ratchet gear 33 to realize the switch between the driving gear NP and the parking gear P.
  • a driving rod 34 is provided between the parking arm 32 and the second shift head 31, and one end of the driving rod 34 It is connected with the second shift head 31 through a bracket, the other end of the driving rod 34 is configured in a truncated cone shape and the conical surface abuts against the parking arm 32.
  • a part of the second shift groove b corresponds to the parking position P
  • another part of the second shift groove b corresponds to the driving position NP
  • the second shift groove b corresponds to the parking position P
  • the corresponding part, the second shift groove b, and the part corresponding to the gear position are spaced apart in the axial direction of the shift hub 21, and the two parts are transitionally connected.
  • the second shift head 31 is driven by the shift hub 21 to make a linear reciprocating motion relative to the shift hub 21 in the axis direction of the shift hub 21, so that the drive rod 34 connected to the second shift head 31 performs linear reciprocation.
  • the other end of the drive rod 34 which is configured as a truncated cone, drives a limiter that cooperates with the parking arm 32, or directly drives the end of the parking arm 32 with a pawl to move toward or away from the ratchet gear 33, so as to realize the driving gear. Switch between NP and parking position P.
  • the structure of a truncated cone means that the cross-sectional area of the part gradually increases or decreases, and there is a smooth transition between the two ends, so that the projection of the part is trapezoidal or triangular, and then the truncated cone
  • the cross section of is suitable for driving the parking arm 32 to move, that is, during the swinging process of the driving rod 34, the parking arm 32 is gradually pushed toward or away from the ratchet.
  • the parking arm 32 and the driving rod 34 are both provided with resetting parts.
  • the shift parking system 100 further includes a housing, and a first fork 35 and a second fork 36 are also provided on the driving rod 34, and the first fork 35 and the second fork 36 are inserted into the housing.
  • the parking mechanism 30 is connected to limit the swing of the parking mechanism 30. Therefore, the movement of the driving rod 34 is restricted by the first fork head 35 and the second fork head 36 inserted in the housing, and the swing of the second shift head 31 when moving in the second shift groove b can be reduced. It can avoid the decoupling of the pawl and the ratchet gear 33 when in the parking position P, which improves the gear shifting stability.
  • the shift mechanism 20 has a neutral position N, a first gear position 1st, and a second gear position 2nd.
  • the parking mechanism 30 includes a driving gear position NP and a parking gear position P.
  • the first gear shifting Slot a includes a neutral position N slot segment, a first gear 1st slot segment, and a second gear 2nd slot segment (respectively corresponding to the first gear 1st, the second gear 2nd, and the neutral gear N), and the second shift slot b
  • the parking bay section corresponds to a part of the first gear 1st bay section, the driving bay section and the other part of the first gear 1st bay section, the second gear 2nd bay section and
  • the third gear position corresponds to the groove section, so that when the second shift head 31 is located in a certain groove section, the first shift head 22 is located in the corresponding groove section.
  • the shift mechanism 20 when the parking structure is in the parking position P, the shift mechanism 20 is in the first position 1st, and when the parking mechanism 30 is in the driving position NP, the shift mechanism 20 is in the neutral position, the first Gear 1st or 2nd gear.
  • the parking mechanism 30 In the parking state, the parking mechanism 30 is in the parking position P, and the driving mechanism is in the first position 1st;
  • the parking mechanism 30 is in the driving position N-P, and the driving mechanism is in the neutral position N;
  • the parking mechanism 30 In the low-speed state, the parking mechanism 30 is in the driving gear N-P, and the driving mechanism is in the first gear 1st;
  • the parking mechanism 30 In the high-speed state, the parking mechanism 30 is in the driving gear N-P, and the driving mechanism is in the second gear 2nd.
  • the second shifting head 31 and the first shifting head 22 are located in the groove segments corresponding to the above-mentioned gear positions. In this way, when the vehicle is in a pneumatic state and a driving state, ensuring that the parking mechanism 30 is in the driving gear N-P can avoid interference between the parking mechanism 30 and the driving mechanism, and improve the working stability of the shift parking system 100.
  • the second shift groove b is in communication with the first shift groove a, and the second shift groove b is provided with corresponding parking groove sections and driving groove sections corresponding to the parking gear position P and the driving gear position NP.
  • a shift slot a is provided with multiple gear slot segments corresponding to multiple gears.
  • the rotation angle in FIG. 3 refers to the rotation angle of the shift hub 21, and the lift refers to the change in the position of the second shift head 31 and the first shift head 22 in the axial direction of the shift hub 21, and the virtual separation point It refers to the position where the second shift groove b communicates with the first shift groove a.
  • the shifting mechanism 20 includes a shift fork 23 and a shift fork shaft 24.
  • the first shift head 22 is arranged on the shift fork 23.
  • the shift fork shaft 24 and the shift fork 23 are in sliding fit, and a wear-reducing lining is provided between the two. set.
  • the shift fork shaft 24 is fixed on the housing, the shift fork 23 is slidably arranged on the shift fork shaft 24, and one end of the shift fork 23 is connected with the first shift head 22, and the other end of the shift fork 23 is suitable for shifting gears.
  • a wear-reducing bushing is provided between the shift fork 23 and the shift fork shaft 24.
  • the driving mechanism 10 includes a driving motor 11, and a transmission assembly 12 power-connected with the driving motor 11, and the transmission assembly 12 is power-connected with the shift hub 21. Therefore, the transmission assembly 12 is driven by the drive motor 11, and the transmission assembly 12 drives the shift hub 21 to rotate forward or reverse to realize the gear shift of the parking mechanism 30 and the shift mechanism 20, so that the parking mechanism 30 ,
  • the gear shifting of the shift mechanism 20 is simpler and more convenient.
  • the transmission assembly 12 includes an input gear 121, an intermediate gear 122 and an output gear 123, the input gear 121 is connected to the drive motor 11, the output gear 123 meshes with the shift hub gear 211 of the shift hub 21, and the intermediate gear 122 is respectively connected with The input gear 121 and the output gear 123 mesh.
  • the transmission assembly 12 can effectively reduce the speed and increase the torque of the driving motor 11, so that the movement of the second shift head 31 and the first shift head 22 is more stable and reliable, and the shift effect is better.
  • shift hub gear 211 and the shift hub 21 are integrally formed or fixedly connected.
  • the vehicle according to the embodiment of the present solution includes the shift parking system 100 for the vehicle in the above-mentioned embodiment.
  • the vehicle according to the embodiment of the present solution adopts the above-mentioned shift parking system 100, which has the same technical effect as the above-mentioned shift parking system 100, and will not be repeated here.
  • first feature and “second feature” may include one or more of these features.
  • the first feature being “above” or “below” the second feature can include the first and second features in direct contact, or it can include the first and second features not in direct contact but through them Another feature contact between.
  • the first feature being “above”, “above” and “above” the second feature includes the first feature being directly above and obliquely above the second feature, or it only means that the level of the first feature is higher than The second feature.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

一种用于车辆的换挡驻车系统（100）以及具有其的车辆，换挡驻车系统（100）包括驱动机构（10）和驻车机构（30）、换挡机构（20），换挡机构（20）包括换挡毂（21）和第一拨头（22），换挡毂（21）内设置有第一换挡槽（a）和第二换挡槽（b），第一拨头（22）与第一换挡槽（a）滑动配合以在多个挡位之间切换；驻车机构（30）具有第二拨头（31），第二拨头（31）与第二换挡槽（b）滑动配合以在驻车挡位（P）和行车挡位（N-P）之间切换。一方面，换挡驻车系统（100）高度集成、零部件数量少，且空间占用更小；另一方面，不仅可以提高驻车挡位（P）与行车挡位（N-P）之间切换的响应速度，而且可以提高驻车机构（30）处于驻车挡位（P）时的结构稳定性，避免驻车机构（30）在驻车挡位（P）上失效，提高驻车安全性，避免溜车。

Description

用于车辆的换挡驻车系统以及车辆
相关申请的交叉引用
本申请要求2019年11月25日提交的中国专利申请201922055133.X的权益，该申请的内容通过引用被合并于本文。
技术领域
本方案涉及车辆技术领域，尤其是涉及一种用于车辆的换挡驻车系统以及具有该换挡驻车系统的车辆。
背景技术
相关技术中，驻车系统为车辆不可缺少的一部分，方便泊车，且可以避免泊车时出现溜车。
然而，现有的驻车系统通过驻车臂带动驻车棘爪运动，以通过棘爪与棘轮的配合实现驻车的过程中，驻车臂带动的驻车棘爪与棘轮之间的受力容易失效、导致驻车系统失效，降低泊车安全性。
发明内容
本方案旨在至少解决现有技术中存在的技术问题之一。为此，本方案的一个目的在于提出用于车辆的换挡驻车系统，所述换挡驻车系统高度集成、零部件少、空间占用小、成本低。
本方案还提出了一种具有上述换挡驻车系统的车辆。
根据本方案第一方面实施例的用于车辆的换挡驻车系统包括驱动机构和驻车机构、换挡机构，所述换挡机构包括换挡毂和第一拨头，所述换挡毂内设置有第一换挡槽和第二换挡槽，所述第一拨头与所述第一换挡槽滑动配合以在多个档位之间切换；所述驻车机构具有第二拨头，所述第二拨头与所述第二换挡槽滑动配合以在驻车档位和行车档位之间切换。
这样，一方面，使本实施例的换挡驻车系统高度集成、零部件数量少，且空间占用更小；另一方面，不仅可以提高驻车档位P与行车档位N-P之间切换的响应速度，而且可以提高驻车机构处于驻车档位P时的结构稳定性，避免驻车机构在驻车档位P上失效，提高驻车安全性，避免溜车。
根据本方案的一些实施例，所述驻车机构包括驻车臂和棘轮，所述驻车臂与所述第二拨头动力连接，所述驻车臂在所述第二拨头的带动下可选择地朝向或者远离所述棘轮运动。
在一些实施例中，所述驻车臂的棘爪位于所述棘轮的上方，所述第二换挡槽的深度根据所述驻车机构的档位变化对应变化，以使驻车臂在重力作用下与所述棘轮锁止。
进一步地，所述驻车臂与所述第二拨头之间设置有驱动杆，所述驱动杆的一端与所述第二拨头连接，所述驱动杆的另一端构造为截锥形且锥面与所述驻车臂止抵。
进一步地，所述换挡驻车系统还包括壳体，所述驱动杆上还设置有第一叉头和第二叉头，所述第一叉头和所述第二叉头与所述壳体插 接配合以对所述驻车机构进行摆动限位。
进一步地，所述换挡机构包括拨叉以及拨叉轴，所述第一拨头设置在所述拨叉上，所述拨叉轴与所述拨叉滑动配合，且两者之间设置有减磨衬套。
进一步地，所述第二换挡槽与所述第一换挡槽连通，所述第二换挡槽对应驻车档位和行车档位设置有对应的驻车槽段和行车槽段，所述第一换挡槽对应多个档位设置有多个档位槽段，所述第二拨头位于驻车槽段或者行车槽段时，所述第一拨头位于对应的档位槽段。
在一些实施例中，所述驱动机构包括驱动电机、与所述驱动电机动力连接的传动组件，所述传动组件与所述换挡毂动力连接。
进一步地，所述传动组件包括输入齿轮、中间齿轮和输出齿轮，所述输入齿轮与驱动电机连接，所述输出齿轮与所述换挡毂的换挡毂齿轮啮合传动，所述中间齿轮分别与所述输入齿轮和所述输出齿轮啮合。
根据本方案第二方面实施例的车辆包括上述实施例中所述的用于车辆的换挡驻车系统。
本方案的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本方案的实践了解到。
附图说明
本方案的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本方案实施例的换挡驻车系统的示意图；
图2是根据本方案实施例的换挡驻车系统的分解示意图；
图3是根据本方案实施例的换挡驻车系统的第二拨头、第一拨头与第二换挡槽、第一换挡槽的配合示意图。
附图标记：
换挡驻车系统100，
驱动机构10，驱动电机11，传动组件12，输入齿轮121，中间齿轮122，输出齿轮123，
换挡机构20，换挡毂21，换挡毂齿轮211，第一拨头22，拨叉23，拨叉轴24，
驻车机构30，第二拨头31，驻车臂32，棘轮33，驱动杆34，第一叉头35，第二叉头36，
第一换挡槽a，第二换挡槽b，驻车档位P，行车档位N-P，第一档位1st，第二档位2nd，空挡位N。
具体实施方式
下面详细描述本方案的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本方案，而不能理解为对本方案的限制。
下面参考图1-图3描述根据本方案实施例的用于车辆的换挡驻车系统100。
如图1和图2所示，根据本方案实施例的用于车辆的换挡驻车系统100包括驱动机构10和驻车机构30、换挡机构20，换挡机构20包括换挡毂21和第一拨头22，换挡毂21内设置有第一换挡槽a和第二换挡槽b。
如图3所示，第一拨头22与第一换挡槽a滑动配合以在多个档位之间切换；驻车机构30具有第二拨头31，第二拨头31与第二换挡槽b滑动配合以在驻车档位P和行车档位N-P之间切换。
具体而言，换挡机构20的换挡毂21可选择地顺时针或者逆时针转动，以在顺时针转动或者逆时针转动时带动第二拨头31移动以由驻车档位P切换到行车档位N-P；对应地在逆时针转动或顺时针转动时带动第二拨头31移动以由行车档位N-P切换到驻车档位P。
此外，换挡毂21不仅可以控制驻车机构30在驻车档位P与行车档位N-P之间进行档位切换，还可以控制换挡机构20在多个档位之间进行切换，以使换挡机构20与驻车机构30高度集成，在降低成本的同时，可以提高换挡机构20以及驻车机构30的工作稳定性。
需要说明的是，换挡机构20可以具有多个档位是指，换挡机构20具有至少两个档位以及一个空挡位N。
可以理解的是，换挡机构20与驻车机构30共用一个换挡毂21，并通过驱动机构10实现换挡以及驻车，使得本实施例的换挡驻车系统100的集成化更高、零部件数量更少，生产成本低且空间占用小。
根据本方案实施例的换挡驻车系统100，通过换挡毂21驱动与之滑动配合的第二拨头31，以实现驻车机构30在驻车档位P与行车 档位N-P之间切换，通过驱动与换挡毂21滑动配合的第一拨头22，以实现换挡机构20在多个档位之间切换。
这样，一方面，使本实施例的换挡驻车系统100高度集成、零部件数量少，且空间占用更小；另一方面，不仅可以提高驻车档位P与行车档位N-P之间切换的响应速度，而且可以提高驻车机构30处于驻车档位P时的结构稳定性，避免驻车机构30在驻车档位P上失效，提高驻车安全性，避免溜车。
此外，换挡机构20与驻车机构30集成于一体，使换挡驻车系统100的装配更加简单、换挡操作以及驻车操作更加顺畅，响应速度更高。
根据本方案的一些实施例，驻车机构30包括驻车臂32和棘轮33，驻车臂32与第二拨头31动力连接，驻车臂32在第二拨头31的带动下可选择地朝向或者远离棘轮33运动。
可以理解的是，驻车臂32与棘轮33配合的一端设置有棘爪，另一端与第二拨头31配合，从而在第二拨头31的带动下使棘爪朝向或者远离棘轮33运动，以在棘爪与棘轮33锁止时，切换至驻车档位P。
在一些实施例中，驻车臂32的棘爪位于棘轮33的上方，第二换挡槽b的深度根据驻车机构30的档位变化对应变化，以使驻车臂32在重力作用下与棘轮33锁止。
也就是说，驻车臂32的一端直接与第二拨头31连接，第二拨头31止抵在第二换挡槽b内，且第二换挡槽b的一部分与驻车档位P对应，第二换挡槽b的另一部分与行车档位N-P对应，进而使与驻车 档位P对应的部分的深度大于与行车档位N-P对应的部分的深度，从而第二拨头31在重力作用以及换挡毂21的转动作用下，落入到不同深度的位置上，以带动棘爪朝向或者远离棘轮33运动，实现在行车档位N-P与驻车档位P之间的切换。
参见图2所示，当然，本实施例的换挡机构20不限于此，在另一些实施例中，驻车臂32与第二拨头31之间设置有驱动杆34，驱动杆34的一端与第二拨头31通过支架连接，驱动杆34的另一端构造为截锥形且锥面与驻车臂32止抵。
具体而言，第二换挡槽b的一部分与驻车档位P对应，第二换挡槽b的另一部分与行车档位N-P对应，进而使第二换挡槽b与驻车档位P对应的部分、第二换挡槽b与形成档位对应的部分在换挡毂21的轴向上间隔开，并使两部分过渡连接。
从而，第二拨头31在换挡毂21的带动下相对换挡毂21在换挡毂21的轴线方向上做直线往复运动，以使与第二拨头31连接的驱动杆34做直线往复运动，进而构造为截锥形的驱动杆34的另一端带动与驻车臂32配合的限位件或者直接带动驻车臂32具有棘爪的一端朝向或者远离棘轮33运动，以实现行车档位N-P与驻车档位P之间的切换。
需要说明的是，构造为截锥形是指，该部分的横截面积逐渐增大或减小，且两端之间为平滑过渡，以使该部分的投影为梯形或三角形，进而截锥形的截面适于驱动驻车臂32运动，即驱动杆34摆动的过程中，逐渐推动驻车臂32朝向或远离棘齿运动。
参见图2所示，驻车臂32上以及驱动杆34上均设置有复位件。
可以理解的是，换挡驻车系统100还包括壳体，驱动杆34上还设置有第一叉头35和第二叉头36，第一叉头35和第二叉头36与壳体插接配合以对驻车机构30进行摆动限位。由此，通过插接在壳体内的第一叉头35和第二叉头36对驱动杆34的运动进行限位，可以降低第二拨头31在第二换挡槽b内运动时的摆动量，避免处于驻车档位P时，棘爪与棘轮33脱离配合，提高换挡稳定性。
下面，以一个具体地实施例，对本实施例的换挡驻车系统100的工作模式进行详细地说明。
如图3所示，其中，换挡机构20具有：空挡位N、第一档位1st和第二档位2nd，驻车机构30包括行车档位N-P以及驻车档位P，第一换挡槽a包括空挡位N槽段、第一档位1st槽段和第二档位2nd槽段(分别与第一档位1st、第二档位2nd以及空挡位N对应)，第二换挡槽b包括行车槽段和驻车槽段，驻车槽段与第一档位1st槽段的一部分对应，行车槽段与第一档位1st槽段的另一部分、第二档位2nd槽段以及第三档位槽段对应，以在第二拨头31位于某一槽段时使第一拨头22位于对应槽段。
具体而言，在驻车结构处于驻车档位P时，换挡机构20处于第一档位1st，在驻车机构30处于行车档位N-P时，换挡机构20处于空档位、第一档位1st或第二档位2nd。
例如：
停车状态下，驻车机构30处于驻车档位P，行车机构处于第一 档位1st；
启动状态下，驻车机构30处于行车档位N-P，行车机构处于空挡位N；
低速状态下，驻车机构30处于行车档位N-P，行车机构处于第一档位1st；
高速状态下，驻车机构30处于行车档位N-P，行车机构处于第二档位2nd。
换言之，第二拨头31和第一拨头22位于上述档位对应的槽段内。这样，在车辆处于气动状态以及行车状态时，确保驻车机构30处于行车档位N-P，可以避免驻车机构30与行车机构之间出现干涉，提高换挡驻车系统100的工作稳定性。
也就是说，第二换挡槽b与第一换挡槽a连通，第二换挡槽b对应驻车档位P和行车档位N-P设置有对应的驻车槽段和行车槽段，第一换挡槽a对应多个档位设置有多个档位槽段，第二拨头31位于驻车槽段或者行车槽段时，第一拨头22位于对应的档位槽段。
需要说明的是，图3中转角是指换挡毂21的转动角度，升程是指第二拨头31、第一拨头22在换挡毂21的轴向上的位置改变，虚拟分隔点是指第二换挡槽b与第一换挡槽a连通的位置。
进一步地，换挡机构20包括拨叉23以及拨叉轴24，第一拨头22设置在拨叉23上，拨叉轴24与拨叉23滑动配合，且两者之间设置有减磨衬套。
其中，拨叉轴24固定在壳体上，拨叉23可滑动地设置在拨叉轴 24上，且拨叉23的一端与第一拨头22连接，拨叉23的另一端适于切换档位，且在拨叉23与拨叉轴24之间设置有减磨衬套。
这样，一方面，仅拨叉23移动，拨叉轴24相对固定不同，使换挡机构20在换挡过程中，需要进行位移的部件更少，可以提高换挡响应速度；另一方面，通过设置减磨衬套，降低拨叉轴24与拨叉23之间的摩擦，以减小摩擦损失，进一步地提高换挡响应速度，并延长拨叉23以及拨叉轴24的使用寿命。
在图2所示的具体的实施例中，驱动机构10包括驱动电机11、与驱动电机11动力连接的传动组件12，传动组件12与换挡毂21动力连接。由此，通过驱动电机11带动传动组件12，传动组件12带动换挡毂21正转或反转以实现驻车机构30的档位切换以及换挡机构20的档位切换，使驻车机构30、换挡机构20的档位切换均更加简单、方便。
进一步地，传动组件12包括输入齿轮121、中间齿轮122和输出齿轮123，输入齿轮121与驱动电机11连接，输出齿轮123与换挡毂21的换挡毂齿轮211啮合传动，中间齿轮122分别与输入齿轮121和输出齿轮123啮合。
这样，传动组件12可以有效地对驱动电机11进行降速增扭，以使第二拨头31以及第一拨头22的运动更加平稳、可靠，换挡效果更好。
可以理解的是，换挡毂齿轮211与换挡毂21一体成型或固定连接。
根据本方案实施例的车辆包括上述实施例中的用于车辆的换挡驻车系统100。
根据本方案实施例的车辆，采用上述换挡驻车系统100，所具有的技术效果与上述换挡驻车系统100一致，在这里不再赘述。
在本方案的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本方案和简化描述，而不是指示或暗示所指的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方案的限制。
在本方案的描述中，“第一特征”、“第二特征”可以包括一个或者更多个该特征。
在本方案的描述中，“多个”的含义是两个或两个以上。
在本方案的描述中，第一特征在第二特征“之上”或“之下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。
在本方案的描述中，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指 结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本方案的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本方案的实施例，本领域的普通技术人员可以理解：在不脱离本方案的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本方案的范围由权利要求及其等同物限定。

Claims (10)

  1. 一种用于车辆的换挡驻车系统(100)，其特征在于，包括：
    驱动机构(10)；
    换挡机构(20)，所述换挡机构(20)包括换挡毂(21)和第一拨头(22)，所述换挡毂(21)内设置有第一换挡槽a和第二换挡槽b，所述第一拨头(22)与所述第一换挡槽a滑动配合以在多个档位之间切换；
    驻车机构(30)，所述驻车机构(30)具有第二拨头(31)，所述第二拨头(31)与所述第二换挡槽b滑动配合以在驻车档位P和行车档位N-P之间切换。
  2. 根据权利要求1所述的用于车辆的换挡驻车系统(100)，其特征在于，所述驻车机构(30)包括驻车臂(32)和棘轮(33)，所述驻车臂(32)与所述第二拨头(31)动力连接，所述驻车臂(32)在所述第二拨头(31)的带动下可选择地朝向或者远离所述棘轮(33)运动。
  3. 根据权利要求2所述的用于车辆的换挡驻车系统(100)，其特征在于，所述驻车臂(32)的棘爪位于所述棘轮(33)的上方，所述第二换挡槽b的深度根据所述驻车机构(30)的档位变化对应变化，以使驻车臂(32)在重力作用下与所述棘轮(23)锁止。
  4. 根据权利要求2所述的用于车辆的换挡驻车系统(100)，其特征在于，所述驻车臂(32)与所述第二拨头(31)之间设置有驱动杆(34)，所述驱动杆(34)的一端与所述第二拨头(31)连接，所 述驱动杆(34)的另一端构造为截锥形且锥面与所述驻车臂(32)止抵。
  5. 根据权利要求4所述的用于车辆的换挡驻车系统(100)，其特征在于，还包括壳体，所述驱动杆(34)上还设置有第一叉头(35)和第二叉头(36)，所述第一叉头(35)和所述第二叉头(36)与所述壳体插接配合以对所述驻车机构(30)进行摆动限位。
  6. 根据权利要求1所述的用于车辆的换挡驻车系统(100)，其特征在于，所述换挡机构(20)包括拨叉(23)以及拨叉轴(24)，所述第一拨头(22)设置在所述拨叉(23)上，所述拨叉轴(24)与所述拨叉(23)滑动配合，且两者之间设置有减磨衬套。
  7. 根据权利要求1所述的用于车辆的换挡驻车系统(100)，其特征在于，所述第二换挡槽b与所述第一换挡槽a连通，所述第二换挡槽b对应驻车档位P和行车档位N-P设置有对应的驻车槽段和行车槽段，所述第一换挡槽a对应多个档位设置有多个档位槽段，所述第二拨头(31)位于驻车槽段或者行车槽段时，所述第一拨头(22)位于对应的档位槽段。
  8. 根据权利要求1-7中任一项所述的用于车辆的换挡驻车系统(100)，其特征在于，所述驱动机构(10)包括驱动电机(11)、与所述驱动电机(11)动力连接的传动组件(12)，所述传动组件(12)与所述换挡毂(21)动力连接。
  9. 根据权利要求8所述的用于车辆的换挡驻车系统(100)，其特征在于，所述传动组件(12)包括输入齿轮(121)、中间齿轮(122) 和输出齿轮(123)，所述输入齿轮(121)与驱动电机(11)连接，所述输出齿轮(123)与所述换挡毂(21)的换挡毂齿轮(221)啮合传动，所述中间齿轮(122)分别与所述输入齿轮(121)和所述输出齿轮(123)啮合。
  10. 一种车辆，其特征在于，包括权利要求1-9中任一项所述的用于车辆的换挡驻车系统(100)。
PCT/CN2020/125043 2019-11-25 2020-10-30 用于车辆的换挡驻车系统以及车辆 WO2021103924A1 (zh)

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