Shared Parking and Clutch Actuation for Low-Cost Hybrid Transmissions
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Hybrid electric vehicle transmissions face high costs and energy consumption due to the use of multiple friction disc wet clutches and associated control components, which are costly and power-intensive.
Innovation Solution
A common control apparatus for parking and clutch that includes a parking mechanism with a rotating drum, elastic positioner, and cam grooves, along with a clutch mechanism using a shifting fork assembly and cam, which allows for simultaneous control of parking and clutch engagement/disengagement with a shared motor, reducing the need for additional power-consuming components.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a multiple friction disc wet clutch and hydraulic control system are used, then torque control capability is improved, but manufacturing cost and device complexity increase
Solution Approach 1:
The patent combines the parking mechanism and clutch mechanism into a single integrated assembly. The parking pawl and clutch shifting fork share common components including the actuating lever, positioning plate, and housing structure. This merging eliminates redundant parts and reduces overall system complexity while maintaining both parking and clutch torque control functions.
Solution Approach 2:
The actuating lever serves dual functions: it controls both the parking pawl engagement/disengagement and the clutch shifting fork movement. The positioning plate with its cam surfaces provides universal control for multiple mechanisms. This multi-functionality reduces the number of separate control components needed, thereby reducing device complexity.
2Power
If a friction disc wet clutch with hydraulic control is used, then torque control is improved, but manufacturing cost increases
Solution Approach 1:
The patent extracts and eliminates the hydraulic control system entirely from the clutch mechanism. Instead of using hydraulic cylinders, pressure solenoid valves, and valve plates, the invention uses a purely mechanical cam-based control system where cam surfaces on the positioning plate directly control the shifting fork. This extraction of the hydraulic subsystem dramatically reduces manufacturing cost while maintaining torque control capability.
Solution Approach 2:
The patent replaces expensive hydraulic components with simple, inexpensive mechanical elements. The cam surfaces are machined directly into the positioning plate, eliminating the need for costly hydraulic cylinders, seals, and valves. These simple mechanical components are cheaper to manufacture and maintain, reducing overall manufacturing cost.
3Extent of automation
If electric or hydraulic parking mechanisms are used, then automation is improved, but energy consumption increases
Solution Approach 1:
The parking mechanism uses spring-loaded pawls that automatically engage with the parking gear when the actuating lever moves to the parking position. The elastic pawls self-latch without requiring continuous power input. Similarly, the clutch shifting fork uses spring force to maintain engagement position. This self-service mechanism eliminates the need for continuous electrical or hydraulic power, reducing energy consumption while maintaining automation.
Solution Approach 2:
The mechanism uses periodic, intermittent power input through the actuating lever to change states (engage/disengage parking or clutch). Once in a state, the spring-loaded components maintain the position without continuous power. This periodic action pattern reduces energy consumption compared to continuous power requirements of hydraulic systems.
4Power
If a friction disc wet clutch is used, then torque control capability is improved, but the space occupied increases
Solution Approach 1:
The clutch mechanism is nested within the existing transmission housing structure. The clutch sliding gear sleeve fits within the transmission case, and the shifting fork assembly is compactly arranged around the clutch input shaft. The parking mechanism components are nested within the same housing space. This nesting arrangement minimizes the overall space occupied by both mechanisms.
Solution Approach 2:
The parking and clutch mechanisms share common housing structures, mounting surfaces, and control linkages. The actuating lever, positioning plate, and cam surfaces serve both mechanisms simultaneously. This merging of functions into a compact integrated assembly reduces the total space required compared to separate parking and clutch systems.
Data Source
AI summary
Disclosed are a common control apparatus for parking and a clutch, an operating method thereof, and a vehicle. The common control apparatus for parking and a clutch comprises a parking mechanism, a clutch mechanism, and a motor; the parking mechanism comprises a positioning plate, a rotating drum connected to the positioning plate, a cam groove formed on the rotating drum, an elastic positioner, and positioning grooves; the positioning plate rotates under the driving of the motor; the elastic positioner interacts with the positioning grooves; the rotating drum can rotate to positions corresponding to parking lock, parking disengagement, clutch engagement, and clutch disengagement; the clutch mechanism comprises a clutch shifting fork assembly and a shifting fork driving cam; the cam groove comprises a straight groove and an engagement rotation groove; and when the shifting fork driving cam is located in the engagement rotation groove, the engagement rotation groove is engaged with the shifting fork driving cam to drive the clutch shifting fork assembly to move axially. The present invention simultaneously controls the disengagement and engagement of the parking mechanism and the clutch by means of one motor, and the apparatus has the advantages of simple structure, easy manufacturing, low cost, and high efficiency.