WO2024060691A1 - 汽车的驻车装置、驻车系统和汽车 - Google Patents
汽车的驻车装置、驻车系统和汽车 Download PDFInfo
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- WO2024060691A1 WO2024060691A1 PCT/CN2023/098939 CN2023098939W WO2024060691A1 WO 2024060691 A1 WO2024060691 A1 WO 2024060691A1 CN 2023098939 W CN2023098939 W CN 2023098939W WO 2024060691 A1 WO2024060691 A1 WO 2024060691A1
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- Prior art keywords
- parking
- pushing
- swing
- pawl
- push
- Prior art date
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- 230000005540 biological transmission Effects 0.000 claims description 12
- 230000033001 locomotion Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 8
- 238000000034 method Methods 0.000 description 8
- 230000008569 process Effects 0.000 description 5
- 101001121408 Homo sapiens L-amino-acid oxidase Proteins 0.000 description 3
- 102100026388 L-amino-acid oxidase Human genes 0.000 description 3
- 230000008901 benefit Effects 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 101100012902 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) FIG2 gene Proteins 0.000 description 2
- 230000009471 action Effects 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
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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
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
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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
- F16H63/30—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 present application relates to the field of automobiles, and in particular to a parking device for a car.
- the present application also relates to a parking system and a car having the above parking device.
- the car During driving, the car needs to start and stop frequently when encountering traffic jams or going up or downhill. In this case, using the foot brake will cause driver fatigue and may cause the car to roll away. Using the hand brake will cause the car to roll away. Increased starting response time and the possibility of rolling away.
- the use of the parking device can effectively prevent the car from rolling away on congested roads or going up and down slopes, and can keep the vehicle stationary and parked for a long time.
- the existing parking device has poor durability and low stability.
- this application discloses a parking device for a car to overcome the above problems or at least partially solve the above problems.
- This application also discloses a parking system with the above parking device.
- This application also discloses a car with the above parking system.
- This application provides a parking device for an automobile, which includes a parking gear, a limiting member, a parking pawl, a push rod assembly, a swing driving member and a reset member.
- the parking gear is linked to the car's transmission system.
- the limiter is fixedly installed in the car and spaced apart from the circumferential side of the parking gear.
- the parking pawl is rotatably installed in the car around a fixed axis.
- the engaging end of the parking pawl is located between the stopper and the parking gear, and can rotate to a parking position that meshes with the parking gear.
- the push rod assembly includes a push rod, a push block and an elastic member.
- the push rod is provided with a pushing part, and the pushing part can abut between the parking pawl and the limiting piece.
- the push block is slidably provided on the push rod. elastic parts Connected between the pushing part and the pushing block.
- the swing drive member can swing back and forth around a swing axis.
- the swing end of the swing drive member can be hinged to the push block, so that the push block can push or pull the push part to move with the help of the elastic member.
- the reset member can provide a reset force to the parking pawl so that the engaging end can be disengaged from the parking position after the pushing portion is pulled.
- the parking device of the above-mentioned car has a simple structure and cleverly utilizes the matching relationship between the structures to realize the swing driving method to drive the push rod. It takes up little space and has a compact structure, which can ensure the accuracy of the parking operation and good durability. , high stability.
- the pushing part includes a pushing bracket, and a first roller and a second roller rotatably provided on the pushing bracket.
- the first roller can abut against the stopper, and the second roller can abut against the stopper.
- the roller can rest against the parking pawl.
- the roller design can effectively reduce the loss of parts during the transmission process and make the entire transmission movement smoother.
- the limiting member is provided with two first limiting portions at intervals.
- the pushing bracket is provided with a second limiting part.
- the second limiting part can be located between the two first limiting parts, and can abut any first limiting part along the moving direction as the pushing bracket moves.
- the first limiting part and the second limiting part can effectively limit the positional relationship between the pushing part and the limiting part, making the overall structure more stable.
- the elastic member is a spring sleeved on the push rod.
- the push block is a sliding sleeve that is sleeved on the push rod, and a pair of opposite hinge parts are provided on the outer surface of the push block.
- the swing driving member includes a pair of swing parts arranged at intervals, and the swing ends of the pair of swing parts can respectively be hinged to the push block through a hinge part.
- an unlocking portion is further provided on the push rod.
- the parking device also includes a manual pull rod.
- the manual pull rod is provided with a pulling part.
- the manual pull rod can pull the unlocking part through the pulling part to pull the pushing part.
- the manual lever can be extended into the cab, so that when the car has a parking failure, the driver can manually unlock the parking state by pulling the manual lever.
- the present application also provides a parking system for an automobile, which comprises the above-mentioned parking device and a rotation drive device, wherein the rotation drive device can provide driving force for the swing drive member.
- the parking system further includes a rotational position sensor provided in the rotational drive device, and a pawl position sensor for detecting the position of the parking pawl. Setting the above two position sensors can accurately obtain the current working status of the parking device and improve the safety level.
- This application also provides a car with the above parking system.
- FIG. 1 is a schematic exploded view of a schematic embodiment of a parking device for an automobile.
- FIG. 2 is a schematic structural diagram for explaining the combined state of the parking device of the automobile shown in FIG. 1 .
- Figures 3 to 5 are schematic diagrams illustrating the working state of the parking device of the automobile.
- FIGS 6 to 8 are used to illustrate the structural schematic diagram and working state diagram of another schematic implementation of the parking device.
- Figure 9 is a schematic structural diagram illustrating a schematic implementation of a parking system of a car.
- FIG1 is a schematic diagram of an exploded structure of a schematic embodiment of a parking device for an automobile.
- FIG2 is a schematic diagram of a structure of a combined state of the parking device for an automobile shown in FIG1.
- the parking device for an automobile includes a parking gear 10, a parking pawl 20, a reset member 24, a stop member 30, a push rod assembly 40 and a swing drive member 50.
- the parking gear 10 is linked to the transmission system in the car such as the gearbox.
- the parking gear 10 will move synchronously with the transmission system in the car. Therefore, once the parking gear 10 is locked, the transmission system of the car will also be locked. Stop and enter parking state.
- the limiter 30 is arranged at a fixed position in the car.
- the limiter 30 is arranged at a fixed position and is spaced from the circumferential side of the parking gear 10.
- the circumferential side of the parking gear 10 is the area where the parking gear 10 has gear teeth. side. Since the rotation axis of the parking gear 10 is relatively fixed, there is a fixed interval between the fixed stopper 30 and the parking gear 10, which defines an assembly space, as shown in Figure 2.
- the parking pawl 20 is rotatable about a fixed axis and is disposed in the vehicle.
- the meshing end 22 of the parking pawl 20 is located in the assembly space defined between the stopper 30 and the parking gear 10. When the meshing end 22 of the parking pawl 20 rotates about the fixed axis to a parking position, the meshing end 22 can mesh with the parking gear 10, lock the parking gear 10, and realize parking.
- the reset member 24 can act on the parking pawl 20 and provide a reset force for the parking pawl 20, which can drive the parking pawl 20 to rotate so that its meshing end 22 is out of the above parking position. The specific process will be described in detail later.
- the reset member 24 adopts a torsion spring.
- the push rod assembly 40 includes a push rod 42, a push block 44 and an elastic member 46.
- the push rod 42 is provided with a push portion 422, which can abut between the parking pawl 20 and the stopper 30.
- the push portion 422 of the push rod 42 and the parking pawl 20 are provided in the assembly space defined between the stopper 30 and the parking gear 10, in the order of the stopper 30, the push portion 422, the parking pawl 20 and the parking gear 10.
- the push block 44 of the push rod assembly 40 is slidably disposed on the push rod 42 , and the elastic member 46 is connected between the pushing portion 422 of the push rod 42 and the push block 44 . Therefore, if the push block 44 moves, the push block 44 will first act on the push part 422 through the elastic member 46. If the push part 422 cannot be directly driven, the push block 44 will move relative to the push rod 42.
- the elastic member 46 is a spring sleeved on the push rod 42 .
- the swing driving member 50 can swing back and forth around a swing axis, and the swing end 54 of the swing driving member 50 can be hinged to the push block 44 to form the power mechanism of the push rod assembly 40. During the swing process of the swing end 54 of the swing driving member 50, It will drive the push block 44 to move. As mentioned above, the movement of the push block 44 will act on the pushing part 422 of the push rod 42 through the elastic member 46, thereby driving the pushing part 422 to move.
- the parking device of the car is in a standby state, and the parking gear 10 itself can rotate along with the transmission system of the car.
- the reset member 24 will provide a reset force to the parking pawl 20 to keep the parking pawl 20 out of the parking position.
- a rotation drive device 70 (see Figure 9) is triggered.
- the rotation drive device 70 will drive the swing drive part 50 to start swinging in the counterclockwise direction as shown by the arrow in the figure.
- the swing drive part 50 will drive the push The block 44 moves to the right, and the push block 44 moves together with the swing driver 50, so it completes the swing motion to the right instead of a linear motion.
- the swing of the push block 44 to the right will act on the pushing part 422 of the push rod 42 through the elastic member 46.
- the pushing part 422 will be driven by the elastic part 46 to move to the right, and use the pushing part 422 and the parking pawl 20 to move to the right.
- the contact overcomes the reset force of the reset member 24 to push the parking pawl 20 to rotate in the instantaneous direction indicated by the arrow in the figure.
- the pushing effect of the pushing part 422 on the parking pawl 20 is the result of the mutual cooperation between several components.
- the push rod 42 is combined with the swing driving member 50 only through the elastic member 46 and the push block 44 (the combination here means that the components are combined with each other and cannot be separated), so
- the push block 44 is hinged to the swing driving member 50, so the pushing portion 422 of the push rod 42 itself can be in a free state to rotate around the hinge axis.
- the restriction of the pushing part 422 is achieved by the parking pawl 20 under the action of the reset part 24 and the limiting part 30 fixedly installed in the car.
- the parking pawl 20 and the limiting part 30 are connected with the The contact of the pushing part 422 not only completes the restriction and positioning of the pushing part 422, but also cleverly limits the movement trajectory of the pushing part 422.
- the pushing part 422 uses the restricted movement trajectory to maintain contact with the parking pawl 20 , and then utilizes the shape design of the mutual contact surface between the pushing part 422 and the parking pawl 20 to realize that the pushing part 422 moves along its movement trajectory. In the process, the parking pawl 20 is pushed.
- the pushing part 422 moves along its movement trajectory and pushes the parking pawl 20 to rotate to a parking position, as shown in FIG. 4 , the meshing part 22 of the parking pawl 20 meshes with the parking gear 10 to prevent parking.
- the gear 10 and the transmission structure in the car continue to rotate to achieve parking.
- the rotation drive device 70 If the parking state is to be released, the rotation drive device 70 is triggered (see FIG. 9 ), and the rotation drive device 70 drives the swing drive member 50 to start swinging in the clockwise direction indicated by the arrow in FIG. 4 , and the swing drive member 50 drives the push block 44 to swing to the left.
- the swinging of the push block 44 to the left will pull the push portion 422 of the push rod 42 with the help of the elastic member 46, and the push portion 422 moves to the left under the drive of the elastic member 46, and the push portion 422 no longer provides the parking pawl 20 with a pushing force to overcome the reset member 24.
- the reset force of the reset member 24 acts on the parking pawl 20, causing the parking pawl 20 to rotate in the counterclockwise direction indicated by the arrow in the figure, until the meshing portion 22 of the parking pawl 20 is disengaged from the parking gear 10, see FIG. 3 , and the parking state is released.
- the car's internal system finds that the swing drive member 50 moves but the parking pawl 22 does not move, it will determine that the above-mentioned inability to engage has occurred. At this time, the parking gear is controlled to rotate slightly. Once the parking pawl 20 is engaged, When the end 22 is located between the two teeth and can engage, the elastic member 46 will release energy to push the pushing part 422 and the parking pawl 20 to achieve the parking state, as shown in FIG. 4 .
- the parking device of the above-mentioned car has a simple structure and cleverly utilizes the matching relationship between the structures to realize the swing driving method to drive the push rod. It takes up little space and has a compact structure, which can ensure the accuracy of the parking operation and good durability. , high stability.
- the pushing part 422 of the push rod 42 further includes a pushing bracket 423 , a first roller 425 and a second roller 426 .
- the first roller 425 and the second roller 426 are rotatably disposed on the push bracket 423 , and the first roller 425 can abut against the stopper 30 , and the second roller 426 can abut against the parking pawl 20 .
- the contact between the pushing part 422 and the stopper 30 and the parking pawl 20 is a rolling contact, which can effectively reduce the loss of parts during the transmission process.
- the pushing part 422 will rotate to a certain extent relative to the limiting member 30 and the parking pawl 20, and the roller design can make the entire transmission action smoother.
- the limiting member 30 is further provided with two first limiting portions 34 spaced apart.
- the pushing bracket 423 is provided with a second limiting part 424.
- the second limiting part 424 can be located between the two first limiting parts 34, and can abut any first limiting part along the moving direction as the pushing bracket 423 moves.
- Bit 34 that is, as shown in FIG. 3 , when the pushing bracket 423 moves to the left, the first limiting part 34 on the left side can abut against the second limiting part 424 to restrict the second limiting part 424 and the pushing bracket 423 from continuing to move to the left.
- the first limiting part 34 on the right side can abut against the second limiting part 424 to limit the second limiting part 424 and the pushing bracket 423 from continuing. Move to the right.
- the first limiting part 34 and the second limiting part 424 can effectively limit the positional relationship between the pushing part 422 and the limiting member 30, making the overall structure more stable.
- the push block 44 is a sliding sleeve sleeved on the push rod 42 , and a pair of opposite hinge portions 442 are provided on the outer surface of the push block 44 .
- the swing driver 50 includes a pair of spaced swing portions 52 .
- the swing ends 54 of the pair of swing portions 52 respectively correspond to a pair of hinge portions 442 and can be hinged to the push block 44 through the hinge portions 442 .
- the connection relationship between the above-mentioned swing driving member 50 and the push block 44 is more stable and effective.
- FIGS. 6 to 8 are schematic diagrams for illustrating another exemplary embodiment of the parking device.
- the push rod 42 is also provided with an unlocking portion 48.
- the parking device further includes a manual pull rod 80, which is provided with a pulling portion 88.
- the manual pull rod 80 can pull the unlocking portion 48 through the pulling portion 88 to pull the pushing portion 422.
- the vehicle is in a normal driving state, the parking pawl 20 has not reached its parking position, and the parking gear 10 can rotate with the transmission system in the car.
- the state is similar to Figure 3, and will not be described again here.
- the parking pawl 20 When parking is required, as shown in Figure 7, the parking pawl 20 reaches its parking position and meshes with the parking gear 10 to prevent the parking gear 10 from rotating. This state is similar to Figure 4 and will not be described again here. .
- the unlocking portion 48 of the push rod 42 moves to the right in the figure along with the push rod 42. At this position, there is no interaction between the pulling portion 88 of the manual pull rod 80 and the unlocking portion 48 of the push rod 42.
- the rotational drive device 70 (see FIG. 9 ) of the parking device works normally, it can drive the swing drive member 50 to swing, thereby realizing switching between the two states of FIG. 6 and FIG. 7 .
- the rotation drive device 70 (see Figure 9) of the parking device fails and the swing drive member 50 cannot swing, in order to unlock the parking state, you can follow the direction shown by the arrow in the figure.
- the pulling part 88 of the manual pull rod 80 can pull the unlocking part 48 of the push rod 42 to the left, thereby driving the push rod 42 and its pushing part 422 to move to the left side in the figure.
- the pushing part 422 does not Then the parking pawl 20 is provided with a driving force to overcome the reset member 24.
- the reset force of the reset member 24 will act on the parking pawl 20, causing the parking pawl 20 to rotate counterclockwise until the parking pawl 20 is engaged.
- the part 22 is disengaged from the parking gear 10 and the parking state is unlocked.
- the manual pull rod 80 can be extended into the cab, so that when the car has a parking failure, the driver can complete the manual unlocking of the parking state by pulling the manual pull rod 80 .
- This application also provides a parking system for a car, which includes the above-mentioned parking device and a rotational driving device 70.
- the rotational driving device 70 can provide driving force for the swing driving member 50, thereby controlling the parking device in the Switch between parking state and unlocked parking state.
- the parking system also includes a rotational position sensor (not shown in the figure) provided in the rotational drive device 70, and a pawl position sensor 60 for detecting the position of the parking pawl. . Setting the above two position sensors can accurately obtain the current working status of the parking device and improve the safety level.
- This application also provides a car with the above parking system.
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Abstract
本申请公开了一种汽车的驻车装置，其包括驻车齿轮、限位件、驻车棘爪、推杆组件、摆动驱动件和复位件。限位件与驻车齿轮的周向侧面间隔设置。驻车棘爪能够转动地设置于汽车内，驻车棘爪的啮合端位于限位件和驻车齿轮之间，并能够转动至与驻车齿轮啮合的驻车位置。推杆设置有推动部，推动部能够抵靠于驻车棘爪和限位件之间。推块能够滑动地设置于推杆。弹性件连接于推动部和推块之间。摆动驱动件能够往复摆动，摆动驱动件的摆动端能够铰接于推块，以通过推块借助弹性件推动或拉动推动部移动，通过推动推动部能够带动驻车棘爪使啮合端转动至驻车位置。复位件能够向驻车棘爪提供复位力，以能够在推动部被拉动后使啮合端脱离驻车位置。
Description
相关申请的交叉引用
本申请要求于2022年09月22日提交中国专利局，申请号为202211159970.7，申请名称为“汽车的驻车装置、驻车系统和汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
本申请涉及汽车领域，特别涉及一种汽车的驻车装置，本申请还涉及一种具有上述驻车装置的驻车系统和汽车。
汽车在行驶过程中，遇到堵车或者在上下坡时，需要频繁启停，该情况下，如使用脚刹制动会导致驾驶员疲劳，并且有溜车的可能性，如使用手刹制动会增加起步响应时间，并且也有溜车的可能性。使用驻车装置能够有效防止汽车在拥堵路面或者上下坡时溜车发生危险，能够使车辆长时间保持静止状态和驻车状态。但现有驻车装置的耐用性差，稳定性低。
申请内容
针对上述问题，本申请公开了一种汽车的驻车装置，以克服上述问题或者至少部分地解决上述问题。
本申请还公开了一种具有上述驻车装置的驻车系统。
本申请还公开了一种具有上述驻车系统的汽车。
为了实现上述目的，本申请采用以下技术方案：
本申请提供了一种汽车的驻车装置，其包括驻车齿轮、限位件、驻车棘爪、推杆组件、摆动驱动件和复位件。其中，驻车齿轮联动于汽车的传动系统。限位件固设于汽车内，并与驻车齿轮的周向侧面间隔设置。驻车棘爪能够绕一固定轴转动地设置于汽车内，驻车棘爪的啮合端位于限位件和驻车齿轮之间，并能够转动至与驻车齿轮啮合的驻车位置。推杆组件包括推杆、推块和弹性件。推杆设置有推动部，推动部能够抵靠于驻车棘爪和限位件之间。推块能够滑动地设置于推杆。弹性件连
接于推动部和推块之间。摆动驱动件能够绕一摆动轴往复摆动，摆动驱动件的摆动端能够铰接于推块，以通过推块借助弹性件推动或拉动推动部移动，通过推动推动部能够带动驻车棘爪使啮合端转动至驻车位置。复位件能够向驻车棘爪提供复位力，以能够在推动部被拉动后使啮合端脱离驻车位置。
上述汽车的驻车装置的结构简单，巧妙的利用结构间的配合关系，实现了利用摆动的驱动方式来驱动推杆，占用空间小，结构紧凑，可以保证驻车操作的准确性，耐用性好，稳定性高。
在汽车的驻车装置的一种示意性实施方式中，推动部包括推动支架，及转动地设置于推动支架的第一滚轮和第二滚轮，第一滚轮能够抵靠于限位件，第二滚轮能够抵靠于驻车棘爪。滚轮设计可以有效减少传动过程中的零件损耗，可以使整个传动动作更平滑。
在汽车的驻车装置的一种示意性实施方式中，限位件间隔设置有两个第一限位部。推动支架设置有第二限位部，第二限位部能够位于两个第一限位部之间，且随推动支架移动后能够沿移动方向抵靠于任一第一限位部。利用第一限位部和第二限位部可以有效限制推动部和限位件之间的位置关系，使整体结构更稳定。
在汽车的驻车装置的一种示意性实施方式中，弹性件为套设于推杆的弹簧。
在汽车的驻车装置的一种示意性实施方式中，推块为套设于推杆的滑套，推块的外表面设置有一对相对设置的铰接部。摆动驱动件包括一对间隔设置的摆动部，一对摆动部的摆动端能够分别通过一个铰接部铰接于推块。
在汽车的驻车装置的一种示意性实施方式中，推杆上还设置有解锁部。驻车装置还包括有手动拉杆，手动拉杆设置有拉动部，手动拉杆能够通过拉动部拉动解锁部，以拉动推动部。可将手动拉杆延伸至驾驶室内，使驾驶员在汽车出现驻车故障时，可通过拉动手动拉杆完成对驻车状态的手动解锁。
本申请还提供了一种汽车的驻车系统，其包括上述驻车装置和转动驱动装置，转动驱动装置能够为摆动驱动件提供驱动力。
在汽车的驻车系统的一种示意性实施方式中，驻车系统还包括设置于转动驱动装置内的转动位置传感器，和用于检测驻车棘爪位置的棘爪位置传感器。设置上述两个位置传感器，可以准确获取驻车装置的当前工作状态，提高安全等级。
本申请还提供了一种具有上述驻车系统的汽车。
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本申请的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1用以说明汽车的驻车装置的一种示意性实施方式的分解结构示意图。
图2用以说明图1所示的汽车的驻车装置的组合状态结构示意图。
图3至图5用以说明汽车的驻车装置的工作状态示意图。
图6至图8用以说明驻车装置的另一种示意性实施方式的结构示意图，及工作状态示意图。
图9用以说明汽车的驻车系统的一种示意性实施方式的结构示意图。
标号说明：
10 驻车齿轮
20 驻车棘爪
22 啮合端
24 复位件
30 限位件
34 第一限位部
40 推杆组件
42 推杆
422 推动部
423 推动支架
424 第二限位部
425 第一滚轮
426 第二滚轮
44 推块
442 铰接部
46 弹性件
48 解锁部
50 摆动驱动件
52 摆动部
54 摆动端
60 棘爪位置传感器
70 转动驱动装置
80 手动拉杆
88 拉动部
10 驻车齿轮
20 驻车棘爪
22 啮合端
24 复位件
30 限位件
34 第一限位部
40 推杆组件
42 推杆
422 推动部
423 推动支架
424 第二限位部
425 第一滚轮
426 第二滚轮
44 推块
442 铰接部
46 弹性件
48 解锁部
50 摆动驱动件
52 摆动部
54 摆动端
60 棘爪位置传感器
70 转动驱动装置
80 手动拉杆
88 拉动部
为使本申请的目的、技术方案和优点更加清楚，下面将结合本申请具体实施例及相应的附图对本申请技术方案进行清楚、完整的描述。显然，所描述的实施例仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
在本文中，“示意性”表示“充当实例、例子或说明”，不应将在本文中被描述为“示意性”的任何图示、实施方式解释为一种更优选的或更具优点的技术方案。
为使图面简洁，各图中只示意性地表示出了与本申请相关的部分，它们并不代表其作为产品的实际结构。另外，为使图面简洁便于理解，在有些图中具有相同结构或功能的部件，仅示意性地绘示了其中的一个，或仅标出了其中的一个。
以下结合附图，详细说明本申请各实施例提供的技术方案。
图1用以说明汽车的驻车装置的一种示意性实施方式的分解结构示意图。图2用以说明图1所示的汽车的驻车装置的组合状态结构示意图。如图1和图2所示，汽车的驻车装置包括有驻车齿轮10、驻车棘爪20、复位件24、限位件30、推杆组件40和摆动驱动件50。
其中，驻车齿轮10联动于汽车内的传动系统如变速箱，驻车齿轮10会随汽车内的传动系统同步运动，所以驻车齿轮10一旦被锁止，则汽车的传动系统也同样被锁止，进入驻车状态。
限位件30设置于汽车内的固定位置，设置于固定位置的限位件30与驻车齿轮10的周向侧面间隔设置，驻车齿轮10的周向侧面即驻车齿轮10具有轮齿的侧面。因驻车齿轮10的转动轴是相对固定的，所以固定设置的限位件30与驻车齿轮10之间具有一个固定间隔，限定了一个装配空间，可参见图2。
驻车棘爪20能够绕一固定轴转动得设置于汽车内，驻车棘爪20的啮合端22位于限位件30和驻车齿轮10之间限定的装配空间内。驻车棘爪20的啮合端22绕固定轴转动到一驻车位置时，啮合端22能够与驻车齿轮10啮合，锁止驻车齿轮10，实现驻车。
复位件24能够作用于驻车棘爪20，并为驻车棘爪20提供复位力，该复位力能够带动驻车棘爪20转动，使其啮合端22脱离上述驻车位置，具体过程后文会有详述。在图中所示实施方式中，复位件24采用了扭簧。
推杆组件40包括有推杆42、推块44和弹性件46。其中推杆42设置有推动部422，推动部422能够抵靠于驻车棘爪20和限位件30之间。如图2所示，即在限位件30与驻车齿轮10之间限定的装配空间内，同时设置有推杆42的推动部422和上述驻车棘爪20，顺序为限位件30、推动部422、驻车棘爪20和驻车齿轮10。
推杆组件40的推块44能够滑动地设置于推杆42，弹性件46连接于推杆42的推动部422和推块44之间。所以如果推块44移动，推块44会先通过弹性件46作用至推动部422，如果无法直接带动推动部422，推块44会相对于推杆42发生移动。图中所示实施方式中，弹性件46为套设于推杆42的弹簧。
摆动驱动件50能够绕一摆动轴往复摆动，摆动驱动件50的摆动端54能够铰接于推块44，构成推杆组件40的动力机构，在摆动驱动件50的摆动端54的摆动过程中，会带动推块44移动，如上文所述，推块44的移动会通过弹性件46作用至推杆42的推动部422，从而带动推动部422移动。
具体工作过程请参见图3至图5。
如图3所示，此时汽车的驻车装置处于待机状态，驻车齿轮10本身能够随着汽车的传动系统转动。此时复位件24会向驻车棘爪20提供的复位力，使驻车棘爪20保持脱离驻车位置。
当汽车有驻车需求时，触发一转动驱动装置70(参见图9)，转动驱动装置70会带动摆动驱动件50开始沿图中箭头所示的逆时针方向摆动，摆动驱动件50会带动推块44向右侧移动，推块44随摆动驱动件50一起移动，所以其本身完成向右侧的摆动动作而并非是直线动作。推块44向右侧的摆动会借助弹性件46作用至推杆42的推动部422，推动部422会在弹性件46带动下，向右侧移动，并利用推动部422与驻车棘爪20的接触，克服复位件24的复位力，来推动驻车棘爪20沿图中箭头所示的瞬时针方向转动。
推动部422对驻车棘爪20的推动作用，是几个部件间相互配合的结果。
首先从上述描述及附图可以得知，推杆42仅通过弹性件46及推块44实现了与摆动驱动件50的结合(这里的结合是指部件间相互结合在一起，不能脱离)，因推块44是铰接于摆动驱动件50的，所以推杆42的推动部422本身可以是绕铰接轴转动的自由状态。而对推动部422的限制，是通过在复位件24作用下的驻车棘爪20、和固定设置于汽车内的限位件30一起实现的，通过驻车棘爪20和限位件30与推动部422的接触，不仅完成了对推动部422的限制定位，还巧妙的限制了推动部422的移动轨迹。
其次，推动部422利用被限制的移动轨迹，保持与驻车棘爪20的接触，再利用推动部422与驻车棘爪20相互接触面的形状设计，实现推动部422在沿其移动轨迹移动的过程中对驻车棘爪20的推动作用。
当推动部422沿其移动轨迹移动并推动驻车棘爪20转动到一驻车位置时，如图4所示，驻车棘爪20的啮合部22与驻车齿轮10相互啮合，阻止驻车齿轮10及汽车内的传动结构继续转动，实现驻车。
如果要解除驻车状态，触发转动驱动装置70(参见图9)，转动驱动装置70会带动摆动驱动件50开始沿图4中箭头所示的顺时针方向摆动，摆动驱动件50会带动推块44向左侧摆动。推块44向左侧的摆动会借助弹性件46拉动推杆42的推动部422，推动部422在弹性件46带动下向左侧移动，推动部422不在向驻车棘爪20提供克服复位件24的推动力，复位件24的复位力会作用至驻车棘爪20，使驻车棘爪20沿图中箭头所示的逆时针方向转动，直至驻车棘爪20的啮合部22脱离与驻车齿轮10的啮合，请参见图3，解除驻车状态。
需要注意的是，在驻车过程，推动部422推动驻车棘爪20向驻车位置转动的过程中，有可能出现不能啮合的情况，请参见图5，如果驻车棘爪20的啮合端22正好对位于驻车齿轮的轮齿，不能啮合至两个轮齿之间，就会出现不能啮合的情况。此时因驻车棘爪20不能顺时针转动，也会相应阻止推动部422向右侧的移动，所以摆动驱动件50带动推块44向右侧摆动后，就会如图中所示挤压弹性件46，使弹性件46压缩变形，储存能量。当汽车内部系统发现摆动驱动件50动作，但驻车棘爪22并未动作时，就会判断出现了上述不能啮合的情况，此时控制驻车齿轮微微转动，一旦驻车棘爪20的啮合端22位于两个齿之间可以啮合时，弹性件46会释放能量推动推动部422及驻车棘爪20，实现驻车状态，如图4所示。
上述汽车的驻车装置的结构简单，巧妙的利用结构间的配合关系，实现了利用摆动的驱动方式来驱动推杆，占用空间小，结构紧凑，可以保证驻车操作的准确性，耐用性好，稳定性高。
在图1至图5所示的实施方式中，推杆42的推动部422还包括推动支架423、第一滚轮425和第二滚轮426。第一滚轮425和第二滚轮426能够转动地设置于推动支架423，且第一滚轮425能够抵靠于限位件30，第二滚轮426能够抵靠于驻车棘爪20。通过两个滚轮的设置，使推动部422与限位件30以及驻车棘爪20的接触为滚动接触，可以有效减少传动过程中的零件损耗。尤其是在摆动的驱动方式下，推动部422相对于限位件30以及驻车棘爪20会发生一定幅度的转动，滚轮设计可以使整个传动动作更平滑。
在图1至图5所示的实施方式中，限位件30还间隔设置有两个第一限位部34。推动支架423设置有第二限位部424，第二限位部424能够位于两个第一限位部34之间，且随推动支架423移动后能够沿移动方向抵靠于任一第一限位部34。即如图3所示，在推动支架423向左侧移动时，左侧第一限位部34能够抵靠第二限位部424，以限制第二限位部424及推动支架423继续向左侧移动，如图4所示，在推动支架423向右侧移动时，右侧第一限位部34能够抵靠第二限位部424，以限制第二限位部424及推动支架423继续向右侧移动。利用第一限位部34和第二限位部424可以有效限制推动部422和限位件30之间的位置关系，使整体结构更稳定。
在图1和图2所示的实施方式中，推块44为套设于推杆42的滑套，推块44的外表面设置有一对相对设置的铰接部442。摆动驱动件50包括一对间隔设置的摆动部52，一对摆动部52的摆动端54分别对应一对铰接部442，能够通过铰接部442铰接于推块44。上述摆动驱动件50和推块44之间的连接关系更稳定有效。
图6至图8用以说明驻车装置的另一种示意性实施方式的结构示意图。如图6至图8所示，推杆42上还设置有解锁部48。驻车装置还包括有手动拉杆80，手动拉杆80设置有拉动部88，手动拉杆80能够通过拉动部88拉动解锁部48，以拉动推动部422。
如图6所示，车辆处于正常行驶状态，驻车棘爪20并没有达到其驻车位置，驻车齿轮10可随汽车内的传动系统转动，状态与图3类似，在此不再赘述。此时，手动拉杆80的拉动部88与推杆42的解锁部48之间并没有相互作用。
需要驻车时，如图7所示，使驻车棘爪20达到其驻车位置，与驻车齿轮10相互啮合，阻止驻车齿轮10转动，该状态与图4类似，在此不再赘述。此时，推杆42的解锁部48随推杆42向图中右侧移动，该位置下手动拉杆80的拉动部88与推杆42的解锁部48之间并没有相互作用。
如果驻车装置的转动驱动装置70(参见图9)正常工作，其可以通过带动摆动驱动件50摆动，从而实现在图6和图7两种状态间的切换。但是如果在图7所示状态时，驻车装置的转动驱动装置70(参见图9)出现故障，摆动驱动件50无法摆动的情况出现，为解锁驻车状态，可以沿图中箭头所示向图中左侧拉动手动拉杆80，手动拉杆80的拉动部88能够向左侧拉动推杆42的解锁部48，从而带动推杆42及其推动部422向图中左侧移动，推动部422不再向驻车棘爪20提供克服复位件24的推动力，复位件24的复位力会作用至驻车棘爪20，使驻车棘爪20逆时针方向转动，直至驻车棘爪20的啮合部22脱离与驻车齿轮10的啮合，解锁驻车状态。
其中，可将手动拉杆80延伸至驾驶室内，使驾驶员在汽车出现驻车故障时，可通过拉动手动拉杆80完成对驻车状态的手动解锁。
本申请还提供了一种汽车的驻车系统，其包括上述驻车装置和转动驱动装置70，请参见图9，转动驱动装置70能够为摆动驱动件50提供驱动力，从而控制驻车装置在驻车状态和解锁驻车状态间切换。
在图9所示的实施方式中，驻车系统还包括有设置于转动驱动装置70内的转动位置传感器(图中未画出)，和用于检测驻车棘爪位置的棘爪位置传感器60。设置上述两个位置传感器，可以准确获取驻车装置的当前工作状态，提高安全等级。
本申请还提供了一种具有上述驻车系统的汽车。
以上所述，仅为本申请的具体实施方式，在本申请的上述教导下，本领域技术人员可以在上述实施例的基础上进行其他的改进或变形。本领域技术人员应该明白，上述的具体描述只是更好的解释本申请的目的，本申请的保护范围应以权利要求的保护范围为准。
Claims (9)
- 汽车的驻车装置，其特征在于，其包括：驻车齿轮，其联动于所述汽车的传动系统；限位件，其固设于所述汽车内，并与所述驻车齿轮的周向侧面间隔设置；驻车棘爪，其能够绕一固定轴转动地设置于所述汽车内，所述驻车棘爪的啮合端位于所述限位件和所述驻车齿轮之间，并能够转动至与所述驻车齿轮啮合的驻车位置；推杆组件，所述推杆组件包括：推杆，所述推杆设置有推动部，所述推动部能够抵靠于所述驻车棘爪和所述限位件之间，推块，所述推块能够滑动地设置于所述推杆，和弹性件，所述弹性件连接于所述推动部和所述推块之间；摆动驱动件，其能够绕一摆动轴往复摆动，所述摆动驱动件的摆动端能够铰接于所述推块，以通过所述推块借助所述弹性件推动或拉动所述推动部移动，通过推动所述推动部能够带动所述驻车棘爪使所述啮合端转动至所述驻车位置；及复位件，其能够向所述驻车棘爪提供复位力，以能够在所述推动部被拉动后使所述啮合端脱离所述驻车位置。
- 如权利要求1所述的驻车装置，其特征在于，所述推动部包括推动支架，及转动地设置于所述推动支架的第一滚轮和第二滚轮，所述第一滚轮能够抵靠于所述限位件，所述第二滚轮能够抵靠于所述驻车棘爪。
- 如权利要求2所述的驻车装置，其特征在于，所述限位件间隔设置有两个第一限位部，所述推动支架设置有第二限位部，所述第二限位部能够位于所述两个第一限位部之间，且随所述推动支架移动后能够沿移动方向抵靠于任一第一限位部。
- 如权利要求1所述的驻车装置，其特征在于，所述弹性件为套设于所述推杆的弹簧。
- 如权利要求1所述的驻车装置，其特征在于，所述推块为套设于所述推杆的滑套，所述推块的外表面设置有一对相对设置的铰接部；所述摆动驱动件包括一对间隔设置的摆动部，所述一对摆动部的摆动端能够分别通过一个所述铰接部铰接于所述推块。
- 如权利要求1所述的驻车装置，其特征在于，所述推杆还设置有解锁部；所述驻车装置还包括有手动拉杆，所述手动拉杆设置有拉动部，所述手动拉杆能够通过所述拉动部拉动所述解锁部，以拉动所述推动部。
- 汽车的驻车系统，其特征在于，其包括：如权利要求1至6中任一项所述的驻车装置，和转动驱动装置，其能够为所述摆动驱动件提供驱动力。
- 如权利要求7所述的驻车系统，其特征在于，所述驻车系统还包括：设置于所述转动驱动装置内的转动位置传感器；和用于检测所述驻车棘爪位置的棘爪位置传感器。
- 汽车，其特征在于，其包括如权利要求7或8所述的驻车系统。
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| CN202211159970.7A CN115507178A (zh) | 2022-09-22 | 2022-09-22 | 汽车的驻车装置、驻车系统和汽车 |
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| DE10144056A1 (de) * | 2001-09-07 | 2003-03-27 | Ina Schaeffler Kg | Parksperre für ein Automatikgetriebe eines Kraftfahrzeuges |
| CN110953341A (zh) * | 2019-12-26 | 2020-04-03 | 精进电动科技股份有限公司 | 一种电子驻车机构 |
| CN111237453A (zh) * | 2020-03-17 | 2020-06-05 | 精进电动科技股份有限公司 | 一种电子驻车的机械解锁机构 |
| CN212106898U (zh) * | 2020-03-11 | 2020-12-08 | 北汽福田汽车股份有限公司 | 驻车装置及车辆 |
| CN113685543A (zh) * | 2021-08-31 | 2021-11-23 | 六安江淮永达机械制造有限公司 | 一种集成式驻车系统 |
| CN115507178A (zh) * | 2022-09-22 | 2022-12-23 | 精进电动科技股份有限公司 | 汽车的驻车装置、驻车系统和汽车 |
| CN218523024U (zh) * | 2022-09-22 | 2023-02-24 | 精进电动科技股份有限公司 | 汽车的驻车装置、驻车系统和汽车 |
-
2022
- 2022-09-22 CN CN202211159970.7A patent/CN115507178A/zh active Pending
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2023
- 2023-06-07 WO PCT/CN2023/098939 patent/WO2024060691A1/zh unknown
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE10144056A1 (de) * | 2001-09-07 | 2003-03-27 | Ina Schaeffler Kg | Parksperre für ein Automatikgetriebe eines Kraftfahrzeuges |
| CN110953341A (zh) * | 2019-12-26 | 2020-04-03 | 精进电动科技股份有限公司 | 一种电子驻车机构 |
| CN212106898U (zh) * | 2020-03-11 | 2020-12-08 | 北汽福田汽车股份有限公司 | 驻车装置及车辆 |
| CN111237453A (zh) * | 2020-03-17 | 2020-06-05 | 精进电动科技股份有限公司 | 一种电子驻车的机械解锁机构 |
| CN113685543A (zh) * | 2021-08-31 | 2021-11-23 | 六安江淮永达机械制造有限公司 | 一种集成式驻车系统 |
| CN115507178A (zh) * | 2022-09-22 | 2022-12-23 | 精进电动科技股份有限公司 | 汽车的驻车装置、驻车系统和汽车 |
| CN218523024U (zh) * | 2022-09-22 | 2023-02-24 | 精进电动科技股份有限公司 | 汽车的驻车装置、驻车系统和汽车 |
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