A parking mechanism for an automobile transmission

Abstract

This invention discloses a parking mechanism for an automotive transmission, including a push rod assembly. One end of the push rod assembly is fixedly connected to a first gear shift shaft assembly, and the other end is movably engaged with a first pawl assembly. When the first gear shift shaft assembly rotates clockwise, it drives the push rod assembly to engage with the first pawl, thereby engaging the first pawl with a first ratchet and achieving parking. A return spring engages with the first pawl assembly. When the first gear shift shaft assembly rotates counterclockwise, it drives the push rod assembly to move, and the return spring, under its elastic force, pushes the first pawl out of the first ratchet, thus releasing the parking mechanism. In non-P gear, the upper stop arm of the gear shift shaft assembly engages with the upper stop pin of the pawl assembly to restrict the counterclockwise rotation of the pawl, preventing collision or engagement between the pawl and the ratchet under abnormal operating conditions and ensuring driving safety. This invention effectively improves the reliability of parking.

Description

Technical Field

[0001] This invention relates to the field of automotive transmission technology, specifically to a parking mechanism for an automotive transmission. Background Technology

[0002] With the development of the automotive industry, users are constantly demanding higher levels of reliability and safety from vehicles, including the safety and reliability of the vehicle's transmission parking mechanism. For example... Figure 4 As shown, the existing parking actuator includes a parking ratchet 100, a parking pawl 101, a pawl return torsion spring 103, a push rod assembly 104, a gear shift shaft assembly 105, and a guide plate 106. When parking, the drive gear shift shaft rotates, causing the push rod assembly 104 to move axially, pressing the parking pawl 100 to complete the parking lock.

[0003] Existing parking actuators have the following drawbacks:

[0004] (1) The weight of the push rod assembly 104 acts on the parking pawl 101, and the parking pawl 101 is designed as a cantilever structure; when in NP gear, the weight of both is supported by the pawl return torsion spring 103, and the pawl return torsion spring 103 has a greater risk of bearing the load.

[0005] (2) When shifting out of P gear, the impact force of the parking pawl 101 acts directly on the small end of the push rod assembly 104, which poses a significant reliability risk.

[0006] (3) In the NP position, if the pawl return torsion spring 103 is worn out or fails, the parking pawl 101 will contact the parking ratchet 100 during vehicle operation, which may cause abnormal noise or damage to the transmission and cause a driving safety accident.

[0007] Therefore, the existing transmission parking mechanism needs further improvement. Summary of the Invention

[0008] This invention provides a parking mechanism for automotive transmissions, which effectively improves the reliability of parking.

[0009] The technical solutions to the above technical problems are as follows:

[0010] A parking mechanism for an automotive transmission includes a first ratchet, a first pawl assembly, and a first gear shift shaft assembly. The first gear shift shaft assembly is movably engaged with the first pawl assembly, and the first pawl assembly is engaged with the first ratchet. The first pawl assembly includes a first pawl and a first pawl stop pin, and the first pawl and the first pawl stop pin are fixedly connected. The first gear shift shaft assembly includes a first gear shift shaft, a first shift lever, and a first shift arm, and the first shift lever and the first shift arm are respectively fixedly connected to the first gear shift shaft. The mechanism also includes...

[0011] The push rod assembly has one end fixedly connected to the first gear shaft assembly and the other end movably engaged with the first pawl assembly. When the first gear shaft assembly rotates clockwise, the first gear shaft assembly drives the push rod assembly to engage with the first pawl, thereby engaging the first pawl with the first ratchet, thus achieving parking.

[0012] The return spring works in conjunction with the first pawl assembly. When the first gear shaft assembly rotates counterclockwise, the first gear shaft assembly drives the push rod assembly to move. Under the action of the elastic force, the return spring pushes the first pawl out of the first ratchet, thereby releasing the parking brake.

[0013] Furthermore, the push rod assembly includes a push rod, a cam return spring, a cam, a spring retaining ring, a guide plate, and bolts. One end of the push rod is fixedly connected to the first stop shaft assembly, the guide plate is fixed to the other end of the push rod by bolts, the cam return spring is sleeved on the push rod, the cam is mounted on the push rod, one end of the cam return spring abuts against the cam, and the other end abuts against the spring retaining ring. The guide plate is movably engaged with the first pawl.

[0014] Furthermore, one end of the first gear shaft is clearance-fitted with the shaft hole of the transmission housing, and the other end extends out of the transmission housing and connects to the vehicle's power drive source.

[0015] The present invention provides a transmission parking mechanism in which, when not in the P gear position, the upper stop arm of the gear shaft assembly and the upper stop pin of the pawl assembly cooperate to restrict the counterclockwise rotation of the pawl assembly, preventing the pawl from colliding or engaging with the ratchet under abnormal operating conditions, thus ensuring driving safety. Furthermore, the push rod assembly is placed in the guide plate and located below the pawl, effectively improving the safety factor of the pawl return spring design. When disengaging from the P gear, the tail of the pawl contacts the guide plate, avoiding impact with the push rod assembly, thus effectively improving parking reliability. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the present invention;

[0017] Figure 2 This is a schematic diagram of the push rod assembly of the present invention;

[0018] Figure 3 This is a schematic diagram of the first gear shaft assembly of the present invention;

[0019] Figure 4 This is a schematic diagram of a parking mechanism based on existing technology.

[0020] Labels in the attached diagram:

[0021] 1. First ratchet; 2. First pawl assembly; 3. Connecting pin; 4. Return spring; 5. First gear shaft assembly; 6. Shift shaft oil seal; 7. First push rod assembly; 8. First guide plate; 9. Bolt; 21. First pawl stop pin; 22. First gear shaft; 51. First gear lever; 52. First shift lever arm; 53. Push rod; 71. Cam return spring; 72. Cam; 73. Spring retaining ring; 74. Parking ratchet; 100. Parking pawl; 101. Pawl pin; 102. Pawl return torsion spring; 103. Push rod assembly; 104. Gear shaft assembly; 105. Guide plate; 106. Detailed Implementation

[0022] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0023] like Figures 2 to 4 As shown, a parking mechanism for an automotive transmission includes a first ratchet 1, a first pawl assembly 2, and a first gear shift shaft assembly 5. The first gear shift shaft assembly 5 is movably engaged with the first pawl assembly 2, and the first pawl assembly 2 is engaged with the first ratchet 1. The first pawl assembly 2 includes a first pawl 21 and a first pawl stop pin 22, and the first pawl 21 and the first pawl stop pin 22 are fixedly connected. The first gear shift shaft assembly 5 includes a first gear shift shaft 51, a first shift lever 53, and a first shift arm 52, and the first shift lever 53 and the first shift arm 52 are respectively fixedly connected to the first gear shift shaft 51. It also includes...

[0024] The first push rod assembly 7 has one end fixedly connected to the first gear shaft assembly 5 and the other end movably engaged with the first pawl assembly 2. When the first gear shaft assembly 5 rotates clockwise, the first gear shaft assembly 5 drives the first push rod assembly 7 to engage with the first pawl 21, thereby engaging the first pawl 21 with the first ratchet 1, thus achieving parking.

[0025] The return spring 4 cooperates with the first pawl assembly 2. When the first gear shaft assembly 5 rotates counterclockwise, the first gear shaft assembly 5 drives the first push rod assembly 7 to move. Under the action of the elastic force, the return spring 4 will push the first pawl 21 to disengage from the first ratchet 1, thereby releasing the parking brake.

[0026] In this embodiment, when the vehicle enters P gear, the drive source drives the first gear shaft assembly 5 to rotate clockwise. The first gear shaft assembly 5 drives the first push rod assembly 7 to move to the left, thereby causing the first push rod assembly 7 to squeeze the first pawl assembly 2 to rotate counterclockwise. When the tooth tip of the first pawl 21 of the first pawl assembly 2 contacts the tooth tip of the first ratchet 1, it is a false P gear. At this time, the first push rod assembly 7 continues to apply force to the first pawl assembly 2. When the tooth tip of the first pawl 21 of the first pawl assembly 2 is pushed by the first push rod assembly 7 into the groove of the two adjacent teeth of the first ratchet 1, parking is achieved.

[0027] When not in the P gear position, the upper stop arm 52 of the gear shaft assembly 5 and the upper stop pin 22 of the pawl assembly 2 cooperate to restrict the pawl assembly 2 from rotating counterclockwise, preventing the pawl 21 from colliding or engaging with the ratchet 1 under abnormal working conditions, thus ensuring driving safety.

[0028] In this embodiment, the back of the first shift arm 53 of the first shift shaft assembly 5 is integrated with two positioning grooves (not shown in the figure). When the vehicle is in position P, the gear position is maintained by locking the steel ball (not shown in the figure) in cooperation with the groove of the first shift arm 53.

[0029] In this embodiment, the return spring 4 is rotatably arranged on one side of the first pawl assembly 2 via the connecting pin 3. When the vehicle disengages from P gear, the drive source drives the first gear shaft assembly 5 to rotate counterclockwise, and the first gear shaft assembly 5 drives the first push rod assembly 7 to move axially to the right. The first pawl assembly 2 rotates clockwise under the force of the first ratchet 1 and the return spring 4, thereby disengaging from the gear.

[0030] like Figure 2 and Figure 3 As shown, the first push rod assembly 7 includes a push rod 71, a cam return spring 72, a cam 73, a spring retaining ring 74, a first guide plate 8, and a bolt 9. One end of the push rod 71 is fixedly connected to the first stop shaft assembly 5. The first guide plate 8 is fixed to the other end of the push rod 71 by the bolt 9. The cam return spring 72 is sleeved on the push rod 71. The cam 73 is mounted on the push rod 71. One end of the cam return spring 72 abuts against the cam 73, and the other end abuts against the spring retaining ring 74. The first guide plate 8 is movably engaged with the first pawl 2).

[0031] In this embodiment, when the vehicle is about to enter P gear, the drive source drives the first gear shaft assembly 5 to rotate clockwise. The first gear shaft assembly 5 drives the first push rod assembly 7 to move to the left, thereby causing the first push rod assembly 7 to squeeze the first pawl assembly 2 to rotate counterclockwise. When the teeth of the first pawl 21 of the first pawl assembly 2 have entered the tooth groove of the first ratchet 1, the first gear shaft assembly 5 continues to apply force to the first push rod assembly 7. However, since the first guide plate 8 of the first push rod assembly 7 has already abutted against the first pawl 21, the force applied by the first gear shaft assembly 5 will cause the cam 73 to press the cam return spring 72. When the first ratchet 1 rotates to the point where the tooth groove of the first ratchet 1 can accommodate the teeth of the first pawl 21, the cam return spring 72 releases its own elasticity, causing the cam 73 to drive the first guide plate 8 to push the first pawl 21 to successfully engage with the first ratchet 1, thereby achieving parking.

[0032] In this embodiment, when the vehicle is not in P gear, the first stop arm 52 of the first gear shaft assembly 5 and the first pawl stop pin 22 of the first pawl assembly 2 cooperate to restrict the first pawl assembly 2 from rotating counterclockwise, so as to prevent the first pawl 21 from colliding or engaging with the first ratchet 1 under abnormal working conditions, thereby ensuring driving safety.

[0033] Finally, it should be noted that the above-described embodiments are merely preferred embodiments of the present invention used to illustrate the technical solutions of the present invention, and are not intended to limit them, much less limit the scope of protection of the present invention; although the invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to depart from the scope of protection of the claims.

Claims

1. A parking mechanism for an automobile transmission, comprising a first ratchet (1), a first pawl assembly (2), and a first gear shift shaft assembly (5), wherein the first gear shift shaft assembly (5) is movably engaged with the first pawl assembly (2), and the first pawl assembly (2) is engaged with the first ratchet (1); the first pawl assembly (2) comprises a first pawl (21) and a first pawl stop pin (22), and the first pawl (21) and the first pawl stop pin (22) are fixedly connected; the first gear shift shaft assembly (5) comprises a first gear shift shaft (51), a first shift lever (53), and a first shift arm (52), wherein the first shift lever (53) and the first shift arm (52) are respectively fixedly connected to the first gear shift shaft (51), characterized in that, Also includes; The first push rod assembly (7) has one end fixedly connected to the first gear shaft assembly (5) and the other end movably engaged with the first pawl assembly (2). When the first gear shaft assembly (5) rotates clockwise, the first gear shaft assembly (5) drives the first push rod assembly (7) to engage with the first pawl (21), thereby engaging the first pawl (21) with the first ratchet (1) to achieve parking. The return spring (4) cooperates with the first pawl assembly (2). When the first gear shaft assembly (5) rotates counterclockwise, the first gear shaft assembly (5) drives the first push rod assembly (7) to move. Under the action of the elastic force, the return spring (4) will push the first pawl (21) to disengage from the first ratchet (1), thereby releasing the parking brake. When not in P gear, the first gear shaft assembly (5), the first gear arm (52), and the first pawl stop pin (22) on the first pawl assembly (2) work together to restrict the first pawl assembly (2) from rotating counterclockwise, preventing the first pawl (21) from colliding or engaging with the first ratchet (1) under abnormal working conditions, thus ensuring driving safety. The first push rod assembly (7) includes a push rod (71), a cam return spring (72), a cam (73), a spring retaining ring (74), a first guide plate (8), and a bolt (9). One end of the push rod (71) is fixedly connected to the first stop shaft assembly (5). The first guide plate (8) is fixed to the other end of the push rod (71) by the bolt (9). The cam return spring (72) is sleeved on the push rod (71). The cam (73) is mounted on the push rod (71). One end of the cam return spring (72) abuts against the cam (73), and the other end abuts against the spring retaining ring (74). The first guide plate (8) is movably engaged with the first pawl (21). The back of the first shift arm (53) of the first shift shaft assembly (5) is integrated with two positioning grooves. When the vehicle is in P gear, the gear position is maintained by locking the steel ball in cooperation with the groove of the first shift arm (53). When the vehicle is about to enter P gear, the drive source drives the first gear shaft assembly (5) to rotate clockwise. The first gear shaft assembly (5) drives the first push rod assembly (7) to move to the left, thereby causing the first push rod assembly (7) to squeeze the first pawl assembly (2) to rotate counterclockwise. When the teeth of the first pawl (21) of the first pawl assembly (2) have entered the tooth groove of the first ratchet (1), the first gear shaft assembly (5) continues to apply force to the first push rod assembly (7). However, due to the first push rod assembly (7) The first guide plate (8) has already abutted against the first pawl (21). Therefore, the force applied by the first gear shaft assembly (5) will cause the cam (73) to press the cam return spring (72). When the first ratchet (1) rotates to the point where the tooth groove of the first ratchet (1) can accommodate the tooth of the first pawl (21), the cam return spring (72) releases its own elastic force, so that the cam (73) drives the first guide plate (8) to push the first pawl (21) to successfully engage with the first ratchet (1), thereby achieving parking.

2. The parking mechanism for an automotive transmission according to claim 1, characterized in that, One end of the first gear shaft (51) is clearance-fitted with the shaft hole of the transmission housing, and the other end extends out of the transmission housing and is connected to the vehicle's power drive source.

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