Vehicle brake mechanism and brake gear for vehicle brake mechanism

Abstract

The present application provides a brake gear for a vehicle brake mechanism and a vehicle brake mechanism. The brake gear is formed not only with teeth capable of normal meshing with other gears, but also with a brake engaging portion capable of engaging with a brake pawl of the brake mechanism. In this way, the gear can be used not only as a brake gear, but also as a drive gear for transmitting driving force / torque. Therefore, the brake mechanism according to the present application does not have to employ a separately provided brake gear, thereby reducing the space occupied by the brake mechanism and saving cost.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking, and more particularly to a brake gear for a vehicle braking mechanism and a vehicle braking mechanism including the brake gear. Background Technology

[0002] Figure 1 A partial structure of a transmission and braking mechanism for a vehicle according to the prior art is shown. Specifically, the transmission includes an input shaft S1 and an output shaft S2 parallel to each other. Gear positions G1 and G2 are mounted on the input shaft S1, and gear positions G3 and G4 are mounted on the output shaft S2. Gear positions G1 and G3 are matched to form a gear pair corresponding to the first gear, and gear positions G2 and G4 are matched to form a gear pair corresponding to the second gear. By selectively engaging these two sets of gear pairs, a transmission connection can be achieved between the input shaft S1 and the output shaft S2. Further, the braking mechanism includes a brake gear (parking gear) G5 independent of the gear positions G1, G2, G3, and G4 of the transmission, and a brake pawl 10 corresponding to the brake gear G5. The brake gear G5 is mounted on the input shaft S1 of the transmission in an anti-torsional manner. The brake pawl 10 can be controllably engaged or disengaged from the brake gear G5 to achieve the function of braking or releasing the brake.

[0003] While the braking mechanism with the above structure can brake the transmission when needed, it requires a separate braking gear, necessitating sufficient mounting space on the corresponding shaft of the transmission. Therefore, this results in an undesirable increase in the size of the transmission. Summary of the Invention

[0004] The present invention was made in view of the problems of the prior art described above. An object of the present invention is to provide a novel brake gear for a vehicle braking mechanism, which reduces the space occupied by the braking mechanism while achieving the braking function. Another object of the present invention is to provide a vehicle braking mechanism including this brake gear.

[0005] To achieve the above-mentioned objectives, the present invention adopts the following technical solution.

[0006] The present invention provides a brake gear for a vehicle braking mechanism, wherein the brake gear has a plurality of brake engagement portions formed on at least one axial side for engaging with a brake pawl, and the plurality of brake engagement portions are uniformly distributed along the circumference of the brake gear on the axial side.

[0007] The brake gear also includes a plurality of teeth for meshing with other gears, so that the brake gear can mesh with other gears to transmit driving force / torque.

[0008] Preferably, the brake gear is the largest gear among the differential input gear and the gears in the transmission used to transmit driving force / torque.

[0009] More preferably, the brake gear is a differential input gear or a gear shift gear.

[0010] More preferably, an engagement recess serving as the brake engagement portion is formed on the axial side surface of the brake gear; or

[0011] An engagement protrusion or ridge is formed on the axial side of the brake gear as the brake engagement portion.

[0012] The present invention also provides a vehicle braking mechanism, wherein the vehicle braking mechanism includes the braking gear described in any one of the above technical solutions.

[0013] Preferably, the braking mechanism of the vehicle further includes:

[0014] A brake pawl, which can engage and disengage from the brake engagement portion of the brake gear in a controlled manner;

[0015] A power source, said power source being used to generate braking force; and

[0016] A transmission reset assembly is provided, which can transmit the braking force to the brake pawl, causing the brake pawl to engage with the brake engagement portion, and can disengage the brake pawl from the brake engagement portion after the braking force is removed.

[0017] More preferably, the transmission reset assembly includes a force-applying spring and a force-applying member, the force-applying spring being located between the force-applying member and the power source, and one end of the force-applying member abutting against the force-applying spring, so that the braking force can be transmitted to the brake pawl via the force-applying spring and the force-applying member.

[0018] More preferably, the power source is an electric motor, and the transmission reset assembly further includes a transmission screw, one end of which is connected to the power source, and the other end of which abuts against the force-applying spring.

[0019] More preferably, the transmission reset assembly further includes a shaft and a reset spring, the brake pawl being rotatable about the shaft to engage and disengage with the brake engagement portion, and the reset spring being configured such that the brake pawl can disengage from the brake engagement portion under the action of the spring force of the reset spring.

[0020] More preferably, the brake pawl includes a brake pawl body portion and a snap-fit ​​portion integrally formed with the brake pawl body portion and disposed at one end of the brake pawl body portion, the snap-fit ​​portion being used to engage with the brake engagement portion.

[0021] By adopting the above-described technical solution, the present invention provides a brake gear for a vehicle braking mechanism and a vehicle braking mechanism. This brake gear not only has teeth capable of meshing normally with other gears, but also has a brake engagement portion capable of engaging with the brake pawl of the braking mechanism. Thus, this gear can function not only as a brake gear, but also as a transmission gear for transmitting driving force / torque. Therefore, the braking mechanism according to the present invention no longer requires a separately installed brake gear, thereby reducing the space occupied by the braking mechanism and saving costs. Attached Figure Description

[0022] Figure 1 This is a schematic diagram showing a partial structure of both the transmission and braking mechanism for a vehicle according to the prior art.

[0023] Figure 2 This is a schematic diagram showing the structure of a braking mechanism for a vehicle according to an embodiment of the present invention.

[0024] Figure 3a It shows Figure 2 A front view schematic diagram of the brake gear of the braking mechanism in the circuit; Figure 3b It shows Figure 2 A cross-sectional schematic diagram of the brake gear in the braking mechanism.

[0025] Figure 4a and Figure 4b It shows Figure 2 A schematic diagram of the brake pawl and brake gear in the braking mechanism in the engagement state; Figure 4c and Figure 4d It shows Figure 2 A schematic diagram of the braking mechanism in which the brake pawl and brake gear are in a separated state.

[0026] Explanation of reference numerals in the attached figures

[0027] S1 Input Shaft, S2 Output Shaft, G1, G2, G3, G4 Gear Positions, G5 Brake Gear, 10 Brake Pad

[0028] 1 Brake gear 11 Gear body 12 Gear teeth 13 Engagement recess 14 Mounting hole

[0029] 2 Brake pawl 21 Brake pawl body 22 Snap-fit ​​part

[0030] 3 power sources

[0031] 4. Transmission Reset Assembly 41. Transmission Screw 42. Force Applying Spring 43. Force Applying Component 44. Shaft 45. Reset Spring. Detailed Implementation

[0032] Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are for teaching those skilled in the art how to implement the present invention, and are not intended to exhaustively describe all possible ways of the invention, nor to limit the scope of the invention.

[0033] The following describes a specific embodiment of the vehicle braking mechanism according to the present invention with reference to the accompanying drawings. In the drawings, unless otherwise specified, axial, radial, and circumferential refer to the axial, radial, and circumferential directions of the brake gear, respectively; one side of the axial direction refers to... Figure 2 The right side of the axis refers to the other side of the axis. Figure 2 On the left side of the image. Additionally, "transmission connection" refers to the ability to transmit driving force / torque between two components. These two components can be directly connected or achieve the above function through various transmission mechanisms or connection structures.

[0034] like Figure 2 As shown, a vehicle braking mechanism according to an embodiment of the present invention includes a brake gear 1, a brake pawl 2, a power source 3, and a transmission reset assembly 4.

[0035] Specifically, in this embodiment, such as Figure 2 , Figures 3a-3b , Figures 4a-4d As shown, the brake gear 1 includes a disc-shaped gear body portion 11, a plurality of gear teeth 12, a plurality of engagement recesses 13, and a mounting hole 14.

[0036] Multiple teeth 12 are arranged on the outer periphery of the gear body portion 11 in a manner that is evenly distributed along the circumference and extends radially outward. These multiple teeth 12 are used to mesh with the teeth 12 of other transmission gears, thereby transmitting driving force / torque between the meshing gears.

[0037] Multiple engagement recesses 13 are formed on one side of the gear body portion 11 in a manner that they are uniformly distributed along the circumference of the gear body portion 11 in an axial direction. Each engagement recess 13 has an opening, for example, in a trapezoidal or rectangular shape, and extends a certain distance from the opening toward the other side of the gear body portion 11 in an axial direction to form a blind hole. It should be understood that, while ensuring reliable engagement between the engagement recesses 13 and the brake pawl 2, it is preferable to make the distance between adjacent engagement recesses 13 as short as possible, so that the brake pawl 2 can quickly engage with the corresponding engagement recess 13 when the braking mechanism needs to apply brakes.

[0038] Mounting hole 14 is an axial through hole formed in the central part of gear body portion 11 for insertion of, for example, the input shaft of a transmission.

[0039] Thus, in the braking mechanism according to the invention, the brake gear 1 is not only used to cooperate with the brake pawl 2 to achieve braking, but also serves as a transmission gear (e.g., a differential input gear or a gear shift gear in a transmission) for transmitting driving force / torque. In other words, in the braking mechanism according to the invention, a separate component such as... Figure 1 The brake gear G5 shown is instead an existing transmission gear (such as a differential input gear or a gear shift gear of a transmission) used as brake gear 1.

[0040] Furthermore, in this embodiment, such as Figure 2 , Figures 4a-4d As shown, the brake pawl 2 can engage and disengage with the engagement recess 13 in a controlled manner. The brake pawl 2 includes a rod-shaped brake pawl body 21 and a locking portion 22 integrally formed with the brake pawl body 21 and disposed at one end of the brake pawl body 21. The locking portion 22 is used to engage with the engagement recess 13. The other end of the brake pawl body 21 is disposed on the shaft 44 of the transmission reset assembly 4, so that the brake pawl body 21 can rotate around the shaft 44, thereby realizing the engagement of the locking portion 22 with the engagement recess 13 (e.g., Figure 4a and Figure 4b (as shown) and separation (as shown) Figure 4c and Figure 4d (As shown).

[0041] In this embodiment, such as Figure 2 As shown, the power source 3 can be an electric motor to provide braking force. It is understood that the power source 3 is not limited to an electric motor; it can be any device capable of providing braking force, even a manual device.

[0042] In this invention, the transmission reset assembly 4 can transmit the braking force from the power source 3 to the brake pawl 2, causing the brake pawl 2 to engage with the engagement recess 13; and can separate the brake pawl 2 from the engagement recess 13 after the braking force is removed. Specifically, in this embodiment, as... Figure 2 As shown, the transmission reset assembly 4 includes a transmission screw 41, a force-applying spring 42, a force-applying component 43, a shaft 44, and a reset spring 45.

[0043] One end of the transmission screw 41 is connected to the power source 3, and the other end of the transmission screw 41 abuts against the force-applying spring 42. The transmission screw 41 is used to convert the rotational motion of the power source 3 into linear motion, thereby pressing against the force-applying spring 42 to transmit braking force.

[0044] The force-applying spring 42 can be a cylindrical helical spring and is located between the force-applying member 43 and the power source 3. One end of the force-applying spring 42 abuts against the transmission screw 41, and the other end abuts against the force-applying member 43, so that the braking force from the power source 3 can be transmitted to the force-applying member 43 via the force-applying spring 42. Moreover, the force-applying spring 42 can also play a buffering role as follows: when the brake pawl 2 tends towards the engagement recess 13 under the action of the stopping force but does not align with the engagement recess 13, the force-applying spring 42 can buffer the impact caused by the relative movement between the transmission screw 41 and the force-applying member 43 and the partial collision between the brake pawl 2 and the adjacent engagement recess 13.

[0045] It is understood that the force-applying spring 42 mentioned in this application abutting against the transmission screw 41 and / or the force-applying member 43 includes the scheme in which the force-applying spring 42 is sleeved on the transmission screw 41 and / or the force-applying member 43.

[0046] The force-applying component 43 can abut against the brake pawl 2 under the action of the aforementioned braking force to overcome the spring force of the return spring 45, so that the brake pawl 2 rotates around the shaft 44 and engages with the engagement recess 13 of the brake gear 1 to achieve braking.

[0047] One end of the force-applying member 43 abuts against the force-applying spring 42, and the other end of the force-applying member 43 may be formed with a ball head or provided with a roller to reduce friction with the brake pawl 2. On the opposite side of the brake pawl 2 at the other end of the force-applying member 43, an opposing abutment may be provided to ensure that the force-applying member 43 applies force to the brake pawl. This opposing abutment may be, for example, part of the gearbox housing or a component mounted to, for example, the housing.

[0048] The shaft 44 is provided at the other end of the brake pawl body 21 of the brake pawl 2, so that the brake pawl 2 can rotate around the shaft 44 within a predetermined range.

[0049] One end of the return spring 45 is fixedly mounted on the shaft 44, and the other end of the return spring 45 abuts against the brake pawl 2. When the braking force is removed, the spring force of the return spring 45 can cause the brake pawl 2 to be in a position separated from the engagement recess 13 of the brake gear 1.

[0050] Thus, when the braking mechanism with the above structure is required to provide braking function, the power source 3 generates a braking force. This braking force is transmitted to the brake pawl 2 via the transmission screw 41, the force-applying spring 42, and the force-applying element 43 of the transmission reset assembly 4, and overcomes the spring force of the reset spring 45, causing the brake pawl 2 to rotate around the shaft 44 toward the brake gear 1 until the brake pawl 2 engages with the engagement recess 13 of the brake gear 1. When the braking function of the braking mechanism with the above structure needs to be canceled, the power source 3 cancels the braking force, and the brake pawl 2 rotates around the shaft 44 away from the brake gear 1 under the action of the spring force of the reset spring 45 until the brake pawl 2 separates from the engagement recess 13.

[0051] It should be understood that the above embodiments are merely exemplary and not intended to limit the present invention. Those skilled in the art can make various modifications and changes to the above embodiments under the guidance of the present invention without departing from the scope of the invention. Furthermore, the following supplementary descriptions are provided.

[0052] (i) Although the above specific embodiments have shown that the brake gear 1 can also be used as a transmission gear (e.g., differential input gear or gear shift gear of transmission), the brake gear 1 is preferably the largest gear among all gears.

[0053] (ii) Although the above specific embodiments have described that the engagement recess 13 is formed on one side of the brake gear 1 on the axial side, the present invention is not limited thereto. For example, the engagement recess 13 may be formed on both sides of the brake gear 1.

[0054] The opening shape of each engagement recess 13 is not limited to the trapezoidal or rectangular shape described in the above embodiments, but can be any shape, as long as the engagement recess 13 can reliably engage with the locking portion 22 of the brake pawl 2.

[0055] (iii) Although the above specific embodiments describe the formation of a engagement recess 13 as a brake engagement portion on the axial side of the brake gear 1, the present invention is not limited thereto. For example, an engagement protrusion or ridge as a brake engagement portion may be formed on the axial side of the brake gear 1.

[0056] (iv) By adopting the above technical solution, the brake gear G5 of the prior art braking mechanism is omitted. Therefore, the braking mechanism of the present invention not only achieves braking function, but also saves installation space, making the layout of the entire transmission more flexible, and also saves costs.

Claims

1. A vehicle braking mechanism comprising a brake gear (1) having a plurality of brake engagement portions formed on at least one axial side for engaging with a brake pawl (2), the plurality of brake engagement portions being uniformly distributed along the circumference of the brake gear (1) on the axial side. The brake gear (1) also includes a plurality of teeth (12) for meshing with other gears, so that the brake gear (1) can mesh with other gears and thus transmit driving force / torque through the brake gear (1); The braking mechanism of the vehicle also includes: Brake pawl (2), which can engage and disengage from the brake engagement portion of the brake gear in a controlled manner; Power source (3), said power source (3) is used to generate braking force; and The transmission reset assembly (4) is capable of transmitting the braking force to the brake pawl (2), causing the brake pawl (2) to engage with the brake engagement portion, and is capable of disengaging the brake pawl (2) from the brake engagement portion after the braking force is removed. The transmission reset assembly (4) includes a force-applying spring (42) and a force-applying member (43). The force-applying spring (42) is located between the force-applying member (43) and the power source (3). One end of the force-applying member (43) abuts against the force-applying spring (42), so that the braking force can be transmitted to the brake pawl (2) through the force-applying spring (42) and the force-applying member (43). The power source (3) is a motor, and the transmission reset assembly (4) also includes a transmission screw (41). One end of the transmission screw (41) is connected to the power source (3) in a transmission manner, and the other end of the transmission screw (41) abuts against the force-applying spring (42).

2. The vehicle braking mechanism according to claim 1, characterized in that, The transmission reset assembly (4) further includes a shaft (44) and a reset spring (45). The brake pawl (2) is rotatable about the shaft (44) to engage and disengage with the brake engagement. The reset spring (45) is configured such that the brake pawl (2) can disengage from the brake engagement under the action of the spring force of the reset spring (45).

3. The vehicle braking mechanism according to claim 1, characterized in that, The brake pawl (2) includes a brake pawl body (21) and a snap-fit ​​portion (22) integrally formed with the brake pawl body (21) and disposed at one end of the brake pawl body (21), the snap-fit ​​portion (22) being used to engage with the brake engagement portion.

4. The vehicle braking mechanism according to claim 1, characterized in that, The brake gear (1) is the largest gear in the differential input gear and the gears in the transmission used to transmit driving force / torque.

5. The vehicle braking mechanism according to claim 1, characterized in that, The brake gear (1) is a differential input gear or a gear shift gear.

6. The vehicle braking mechanism according to claim 1, characterized in that, An engagement recess (13) is formed on the axial side of the brake gear (1) as the brake engagement portion; or A engagement protrusion or ridge is formed on the axial side of the brake gear (1) as the brake engagement portion.

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