Parking gear shifting mechanism, transmission and vehicle

Abstract

The invention provides a parking gear shifting mechanism, a transmission and a vehicle, and belongs to the technical field of vehicle parking brake control, the parking gear shifting mechanism comprises an electric gear shifting hub assembly, a driving arm assembly, a rocker arm assembly, a driving shaft assembly, a parking assembly and an electromagnetic assembly, the electric gear shifting hub assembly is provided with a first reversing part, and the driving arm assembly is provided with a fixed part and a rotating part; the rotating part is rotationally arranged on the fixed part to form a first deflection end and a second deflection end which are oppositely arranged, the first deflection end is in transmission connection with the first reversing part, the rocker arm assembly is provided with a first driving part and a second driving part, and the first driving part is rotationally connected with the second deflection end; the driving shaft assembly is provided with a third driving part and a second reversing part coaxially rotating along with the third driving part, the third driving part is rotationally connected with the second driving part, the free end of the parking arm is in transmission connection with the second reversing part, and the electromagnetic assembly is provided with a locking part. While the reliability of the parking function is ensured, the special requirements of partial regions or markets can be met.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle parking brake control, in particular to a parking gear shifting mechanism, a transmission and a vehicle. BACKGROUND

[0002] A vehicle generally includes three kinds of braking systems: driving braking system, parking braking system and auxiliary braking system. The driving braking is a short-time braking during the driving of the vehicle to make the vehicle stop or slow down, and the parking braking is used to stabilize the vehicle after the vehicle stops to avoid accidents caused by vehicle sliding on a slope, which is applied to automatic transmission vehicles. The hand brake belongs to the auxiliary braking system, which is mainly assisted by human power and is usually set up when parking to prevent the vehicle from sliding by itself, and is commonly used in manual transmission vehicles.

[0003] The parking braking system is usually composed of a gear shifting mechanism, a self-locking mechanism and a locking mechanism, and the locking mechanism is usually composed of a parking ratchet and a parking pawl, but the forms of the gear shifting mechanism and the self-locking mechanism are various. Among them, according to the driving mechanism, the parking braking system is divided into three types: mechanical parking braking system, electronic parking braking system and hydraulic parking braking system. In terms of layout position, the parking ratchet is located at the differential for high-torque working condition, is arranged on the intermediate shaft for medium-torque working condition, and is arranged on the input shaft for low-torque working condition. Since the parking structure is arranged at the rear end of the transmission system, the torque to be locked is usually as high as several thousand newton-meters, and the parts are usually thick and heavy, which is not conducive to the lightweight of the parts, and the arrangement of the ratchet on the input shaft or the intermediate shaft can realize the lightweight of the parts, which is the development direction of the parking braking system design.

[0004] With the improvement of the electronic degree of automobiles, modern vehicles generally adopt electronic parking braking systems. A typical control scheme is to output a control signal by a transmission control unit (TCU) to drive an actuating component such as an electric motor or an electromagnetic valve, and then drive the locking mechanism to complete the engagement or release of the P gear. However, this centralized control architecture simplifies the system design, but has certain limitations, that is, the implementation of the entire parking function completely depends on the normal work of a single electronic control unit. In the case of sudden power failure or TCU failure of the vehicle, the system lacks a reliable mechanical emergency operation mechanism, which leads to the vehicle being unable to be forced to enter or exit the P gear, cannot meet the special requirements of some regions or markets, and also causes safety risks to a certain extent. SUMMARY

[0005] Therefore, the purpose of the present application is to provide a parking gear shifting mechanism, a transmission and a vehicle, which aims to realize a dual-path control and support the emergency operation of the parking function.

[0006] To achieve the above purpose, the technical scheme adopted by the present application is as follows: In a first aspect, the present invention provides a parking gear shifting mechanism, including an electric gear shifting hub assembly, a drive arm assembly, a rocker arm assembly, a drive shaft assembly, a parking assembly, and an electromagnetic assembly. The electric gear shifting hub assembly has a first reversing part that rotates in both directions. The drive arm assembly has a fixed part and a rotating part. The rotating part is rotatably mounted on the fixed part to form a first deflection end and a second deflection end that are oppositely disposed. The first deflection end is kinetically connected to the first reversing part. The rocker arm assembly has a first driving part and a second driving part that can move away from and closer to each other. The first driving part is rotatably connected to the second deflection end. When the first reversing part reverses direction, the rotating part deflects relative to the fixed part to a corresponding side. The drive shaft assembly includes a third drive unit and a second reversing unit that rotates coaxially with the third drive unit. The third drive unit is rotatably connected to the second drive unit. The parking assembly includes a parking gear and a parking arm. The parking gear is sleeved on the output shaft of the transmission. The fixed end of the parking arm is rotatably mounted on the transmission. The free end of the parking arm is drively connected to the second reversing unit. When the second reversing unit reverses direction, the free end of the parking arm gradually approaches the parking gear until it engages, or gradually moves away from the parking gear. The electromagnetic assembly includes a locking part. When the electromagnetic assembly is energized or de-energized, the locking part can release or maintain the locking state between the first drive unit and the second drive unit.

[0007] In addition, the parking gear shifting mechanism according to the present invention may also have the following additional technical features: Furthermore, the rocker arm assembly includes a rocker arm sleeve, a rocker arm shaft, a rocker arm, and a first spring. The rocker arm sleeve is provided with a first sliding cavity and a sliding opening communicating with the first sliding cavity. The rocker arm shaft is slidably disposed in the first sliding cavity, and one end extending from the sliding opening is rotatably connected to the second deflection end. The rocker arm is rotatably disposed on the rocker arm sleeve. When the electromagnetic component is energized, the locking part pushes the rocker arm to rotate and axially limits the rocker arm shaft. Or when the electromagnetic component is de-energized, the locking part pushes the rocker arm to rotate and axially limits the rocker arm shaft. The first spring is used to provide an elastic force that drives the rocker arm sleeve and the rocker arm shaft away from each other.

[0008] Furthermore, the rocker arm is provided with a first connector, and the electromagnetic assembly includes an electromagnetic coil component and an electromagnetic coil actuator. The electromagnetic coil component is fixed on the gearbox, and the middle part of the electromagnetic coil component is provided with a second connector that extends and retracts along its axial direction. One end of the electromagnetic coil actuator is spherically hinged to the first connector, and the other end of the electromagnetic coil actuator is spherically hinged to the second connector.

[0009] Furthermore, the free end of the parking arm is provided with a limiting member, and the drive shaft assembly includes a central shaft, a cam, and a ratchet. The cam is sleeved on the central shaft and has a first limiting groove. The limiting member is slidably inserted into the first limiting groove. The ratchet is sleeved on the central shaft and has a first fork arm and a second fork arm at a preset angle. The first fork arm is hinged to the second drive unit. When the second drive unit drives the first fork arm to rotate, the free end of the parking arm gradually approaches the parking gear until it engages, or gradually moves away from the parking gear, under the cooperation of the first limiting groove and the limiting member.

[0010] Furthermore, the cam is loosely fitted onto the central shaft, and the cam has a notch along the radial direction of the central shaft. The central shaft has a pin hole corresponding to the notch position, and the diameter of the pin hole is smaller than the width of the notch. The cam also has a strip-shaped hole, the ratchet has a hook block, and a second spring is fitted onto the central shaft. The second spring is a columnar spring and is in a compressed state. One end of the second spring is inserted into the strip-shaped hole, and the other end of the second spring is limited within the limiting range of the hook block. The cam is axially and radially limited by a pin shaft that passes through both the pin hole and the notch.

[0011] Furthermore, the edge of the second fork arm is provided with at least two adjacent crown grooves. The parking shift mechanism also includes a positioning component, which includes an outer shell, an inner shell, and a positioning ball. The outer shell is fixed to the transmission. The outer shell has a second sliding cavity and a stop opening communicating with the second sliding cavity. The inner shell is elastically connected to the second sliding cavity to form a tendency to slide outward along the axial direction of the second sliding cavity. One end of the inner shell slides through the stop opening, and the other end of the inner shell is limited between the stop opening and the bottom of the second sliding cavity. The positioning ball is rolled and clamped at the end of the inner shell located outside the second sliding cavity. The positioning ball abuts against one of the corresponding crown grooves under the action of elastic force.

[0012] Furthermore, the parking gear shifting mechanism also includes a position detection component, which includes a signal plate and a position sensor. The signal plate is sleeved on the central shaft, and the signal plate has parallel fan-shaped pieces along the radial direction of the central shaft. The position sensor is fixed on the transmission, and the sensing end of the position sensor is nested between the two fan-shaped pieces.

[0013] Furthermore, the first deflection end is provided with a diamond-shaped slider. The electric shift hub assembly includes a motor and a shift hub assembly. The shift hub assembly includes a shift hub and a shift hub gear. The shift hub is rotatably mounted on the transmission. The shift hub gear is fixed on the shift hub. The shift hub gear is connected to the motor through a double gear pair. A second limiting groove is provided on one end face of the shift hub gear. The diamond-shaped slider is slidably inserted into the second limiting groove. When the motor drives the shift hub gear to rotate, the second deflection end deflects relative to the fixed part to the corresponding side under the cooperation of the second limiting groove and the diamond-shaped slider.

[0014] Secondly, the present invention provides a transmission that utilizes the aforementioned parking shift mechanism.

[0015] Thirdly, the present invention provides a vehicle that utilizes the aforementioned transmission.

[0016] The beneficial effects of this invention include at least the following: The parking shift mechanism of this invention achieves electronic control through an electric shift hub assembly, and, combined with an electromagnetic assembly and a mechanical linkage structure, can still mechanically engage or disengage the P gear in the event of TCU failure or vehicle power failure, enhancing the system's redundancy and emergency response capabilities, and reducing safety risks caused by electronic system failure; Furthermore, the linkage structure of the drive arm assembly, rocker arm assembly, and drive shaft assembly optimizes the transmission path, making the overall layout more compact and easier to integrate into the transmission, while reducing the number of parts and space occupied, which is beneficial for lightweight design; In addition, the locking state of the rocker arm assembly is controlled by the electromagnetic assembly, ensuring precise and reliable engagement or disengagement of the parking gear and parking arm, avoiding misoperation or partial engagement, and improving the parking braking effect. Attached Figure Description

[0017] Figure 1 This is an assembly diagram of the parking gear shifting mechanism according to one embodiment of the present invention; Figure 2 This is an exploded view of the parking gear shifting mechanism according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the motor in the electric shift hub assembly according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a double gear pair in one embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the shift hub assembly in one embodiment of the present invention; Figure 6 This is a schematic diagram of the drive arm assembly in one embodiment of the present invention; Figure 7 This is an exploded view of the drive arm assembly in one embodiment of the present invention; Figure 8 This is a schematic diagram of the rocker arm assembly in one embodiment of the present invention; Figure 9 This is an exploded view of the rocker arm assembly according to an embodiment of the present invention; Figure 10 This is a cross-sectional view of a rocker arm assembly according to an embodiment of the present invention; Figure 11 This is a schematic diagram of the rocker arm shaft in a rocker arm assembly according to an embodiment of the present invention; Figure 12 This is a schematic diagram of the structure of an electromagnetic component in one embodiment of the present invention; Figure 13 This is a schematic diagram of the structure of the electromagnetic coil component in an electromagnetic assembly according to an embodiment of the present invention; Figure 14 This is a schematic diagram of the structure of the electromagnetic coil actuator sleeve in an electromagnetic component according to an embodiment of the present invention; Figure 15 This is a schematic diagram of the structure of the electromagnetic coil actuator in an electromagnetic component according to an embodiment of the present invention; Figure 16 This is a schematic diagram of the drive shaft assembly in one embodiment of the present invention; Figure 17 This is an exploded view of a drive shaft assembly according to an embodiment of the present invention; Figure 18 This is a schematic diagram of the structure of the cam in the drive shaft assembly according to an embodiment of the present invention; Figure 19 This is a schematic diagram of the ratchet in the drive shaft assembly according to an embodiment of the present invention; Figure 20 This is a schematic diagram of the structure of the position sensor in the position detection component according to an embodiment of the present invention; Figure 21 This is a cross-sectional view of a positioning component according to an embodiment of the present invention; Figure 22 This is a schematic diagram of the structure of the parking arm in a parking assembly according to an embodiment of the present invention; Figure 23 This is a schematic diagram of the parking gear in a parking assembly according to an embodiment of the present invention; Explanation of key component symbols: Motor 100, motor gear 110; Double gear pair 200, primary double gear 210, primary double large gear 211, primary double small gear 212, secondary double gear 220, secondary double large gear 221, secondary double small gear 222, primary pin 230, secondary pin 240; Shift hub assembly 300, shift hub 310, shift hub gear 320, outer protrusion 321, inner protrusion 322, second limiting groove 323, shift hub pin 330, shift hub bolt 340 Drive arm assembly 400, fixing part 410, body groove 414, rotating part 420, diamond slider 422, through hole 424, lug 425; Rocker arm assembly 500, rocker arm sleeve 510, rocker arm sleeve groove 511, rocker arm shaft 520, rocker arm shaft groove 521, radial shoulder 522, rocker arm 530, first connector 531, rivet pin 550, first spring 560, washer 570, retaining ring 580; Electromagnetic component 600, electromagnetic coil component 610, second connector 611, electromagnetic coil actuator sleeve 620, square hole 621, baffle 622, electromagnetic coil actuator rod 630, claw structure 631, spherical structure 632, and latch 633; Drive shaft assembly 700, central shaft 710, flat opening 711, pin hole 712, cam 720, cylindrical sleeve 721, protruding structure 722, notched groove 723, bearing seat 724, strip hole 725, first limiting groove 726, ratchet 730, crown block 731, flat opening hole 734, ratchet round hole 735, hook block 736, second spring 740, signal piece 760, fan-shaped piece 761; Positioning component 900, outer shell 910, rivet 911, fixing sleeve 920, inner shell 930, spherical groove 931, cylindrical groove 932, inverted buckle 933, positioning ball 940, third spring 950; Position sensor 800; The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0018] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0019] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0021] Please refer to Figures 1 to 23 The present invention provides a parking gear shifting mechanism, including an electric gear shifting hub assembly, a drive arm assembly 400, a rocker arm assembly 500, an electromagnetic assembly 600, a drive shaft assembly 700, and a parking assembly.

[0022] Specifically, the electric shift hub assembly is provided with a first reversing part that rotates in both directions, and the drive arm assembly 400 is provided with a fixed part 410 and a rotating part 420. The fixed part 410 is provided on the transmission (not shown in the figure), and the rotating part 420 is rotatably disposed on the fixed part 410 so that a first deflection end and a second deflection end are formed on both sides of the pivot joint between the fixed part 410 and the rotating part 420. The first deflection end is connected to the first reversing part in a transmission.

[0023] The rocker arm assembly 500 has a first drive section and a second drive section that can move away from and towards each other. When the first drive section and the second drive section are locked together, they move closer together. When the first drive section and the second drive section are released from the locked state, they move away from each other when no external force is applied, while the first drive section is rotatably connected to the second deflection end. When the first reversing section reverses direction, the rotating section deflects relative to the fixed section to the corresponding side, for example, the rotating section rotates clockwise or counterclockwise.

[0024] The drive shaft assembly 700 is provided with a third drive unit and a second reversing unit that rotates coaxially with the third drive unit, and the third drive unit is rotatably connected to the second drive unit.

[0025] The parking assembly includes a parking gear B00 and a parking arm A00. The main body of the parking gear B00 is a disc-shaped structure with a central hole. The center of the parking gear B00 is a spline B10, and the parking gear B00 is sleeved on the output shaft of the transmission via the spline B10 (not shown in the attached drawings). The outer periphery of the parking gear B00 is a toothed structure B20. The main body A20 of the parking arm A00 is a long strip structure. The fixed end of the parking arm A00 is rotatably mounted on the transmission (not shown in the attached drawings), and the free end of the parking arm A00 is connected to the second reversing unit. When the second reversing unit reverses, the free end of the parking arm A00 gradually moves closer to the parking gear B00 until the teeth A22 on the free end of the parking arm A00 are engaged in the toothed structure B20 of the parking gear B00, or the free end of the parking arm A00 gradually moves away from the parking gear B00.

[0026] The electromagnetic component 600 is provided with a locking part. When the electromagnetic component 600 is energized, the locking part can release the locking state between the first driving part and the second driving part, or when the electromagnetic component 600 is energized, the locking part can maintain the locking state between the first driving part and the second driving part; or when the electromagnetic component 600 is de-energized, the locking part can release the locking state between the first driving part and the second driving part, or when the electromagnetic component 600 is de-energized, the locking part can maintain the locking state between the first driving part and the second driving part.

[0027] In some alternative embodiments, such as Figure 22 As shown, the fixed end of the main body of the parking arm A00 is provided with a through hole A21. During assembly, the parking arm pin A10 is installed in the through hole A21. The parking arm pin A10 and the through hole A21 are clearance fit. The parking arm pin A10 is fixed on the transmission (not shown in the attached figure).

[0028] In some alternative embodiments, such as Figures 8 to 11 As shown, the rocker arm assembly 500 includes a rocker arm sleeve 510, a rocker arm shaft 520, a rocker arm 530, and a first spring 560. Specifically, the rocker arm shaft 520 forms the first driving part, and the rocker arm sleeve 510 forms the second driving part. The rocker arm sleeve 510 is a hollow sleeve structure. A first sliding cavity and a sliding opening communicating with the first sliding cavity are also provided in the middle of the rocker arm sleeve 510. The left end of the rocker arm shaft 520 is slidably disposed in the first sliding cavity, and the right end of the rocker arm shaft 520 extends out from the sliding opening and is rotatably connected to the second deflection end. An axial through hole is provided at the sliding opening of the rocker arm sleeve 510. During assembly, the rocker arm 530 is pivotally connected to the rocker arm sleeve 510 by the cooperation of the rivet 550 and the axial through hole. At this time, the rocker arm 530 can rotate in a direction perpendicular to the axial direction of the rocker arm shaft 520. A radial shoulder 522 is provided in the middle of the rocker arm shaft 520. The first spring 560 is used to provide an elastic force to drive the rocker arm sleeve 510 and the rocker arm shaft 520 away from each other.

[0029] In this embodiment, when the electromagnetic component 600 is energized, the locking part pushes the rocker arm 530 to rotate until the middle of the rocker arm 530 is engaged in the radial shoulder 522. At this time, the rocker arm shaft 520 is axially limited, meaning that the rocker arm shaft 520 cannot move axially outward relative to the rocker arm sleeve 530. When the locking part pushes the rocker arm 530 to rotate until it moves away from the rocker arm shaft 520, under the elastic force generated by the first spring 560, the rocker arm shaft 520 can move axially outward relative to the rocker arm sleeve 510 without being subjected to other external forces. Alternatively, the rocker arm sleeve 510 can move axially outward relative to the rocker arm shaft 520 without being subjected to other external forces. Or, when the electromagnetic component is de-energized, the locking part pushes the rocker arm 530 to rotate until the middle of the rocker arm 530 is engaged in the radial shoulder 522.

[0030] In some alternative embodiments, such as Figure 9 , Figure 10 As shown, the first spring 560 is a cylindrical spring, which is sleeved on the rocker arm shaft 520 and compressed in the first sliding cavity, or the cylindrical spring is stretched between the inner ends of the rocker arm sleeve 510 and the rocker arm shaft 520.

[0031] In some alternative embodiments, the first spring 560 is a cylindrical spring, which may also be compressed between the outer ends of the rocker arm sleeve 510 and the rocker arm shaft 520, or stretched between the outer ends of the rocker arm sleeve 510 and the rocker arm shaft 520.

[0032] To compress the first spring 560, in some alternative embodiments, such as Figure 9 , Figure 10 , Figure 11 As shown, a washer 570 and a retaining ring 580 are arranged sequentially from left to right at the sliding opening. The rocker arm shaft 520 passes through both the washer 570 and the retaining ring 580. At the same time, a retaining ring is provided at the left end of the rocker arm shaft 520. The maximum diameter of the retaining ring is adapted to the diameter of the first sliding cavity so that the rocker arm shaft 520 can slide in the first sliding cavity. The two ends of the first spring 560 press against the retaining ring and the washer 570 respectively.

[0033] In some alternative embodiments, such as Figure 9 As shown, the free end of the rocker arm 530 is provided with a first connector 531, as follows: Figures 12 to 15 As shown, the electromagnetic assembly 600 includes an electromagnetic coil component 610 and an electromagnetic coil actuator 630. Specifically, the electromagnetic coil component 610 is fixed to the transmission (not shown in the figures). The electromagnetic coil component 610 has a second connector 611 that extends and retracts along its axial direction at its center. The right end of the electromagnetic coil actuator 630 is spherically hinged to the first connector 531, and the left end of the electromagnetic coil actuator 630 is spherically hinged to the second connector 611. This allows for multi-degree-of-freedom dynamic adjustment of the electromagnetic coil actuator 630 to adapt to changes in the position of the free end of the rocker arm 530.

[0034] In some alternative embodiments, such as Figure 9 As shown, the first connector 531 is a ball head, which is riveted into the rocker arm 530. The center lines of the first connector 531, the rivet 550, the rocker arm sleeve 510, and the rocker arm shaft 520 are all parallel to each other, as shown in the diagram. Figure 15 As shown, the right end of the electromagnetic coil actuator 630 is provided with a spherical structure 632, which can be engaged with the first connector 531 to achieve a spherical hinge.

[0035] In some alternative embodiments, such as Figure 13As shown, the second connector 611 adopts a ball head. When the electromagnetic coil component 610 is energized, the second connector 611 retracts and when the electromagnetic coil component is de-energized, the second connector 611 extends. Alternatively, when the electromagnetic coil component 610 is energized, the second connector 611 extends and when the electromagnetic coil component is de-energized, the second connector 611 retracts. The left end of the corresponding electromagnetic coil actuator 630 is provided with a claw-shaped structure 631. The claw-shaped structure 631 and the second connector 611 can be engaged together to achieve a spherical hinge.

[0036] To achieve a lightweight design, in some alternative embodiments, such as Figure 15 As shown, the middle part of the electromagnetic coil actuator 630 adopts a cross-shaped rib structure.

[0037] To protect the electromagnetic coil actuator 630 and improve its structural strength, in some optional embodiments, such as Figure 12 , Figure 14 As shown, the electromagnetic assembly 600 also includes an electromagnetic coil actuation sleeve 620 sleeved outside the electromagnetic coil actuation rod 630. Specifically, the main body of the electromagnetic coil actuation sleeve 620 is a sleeve-shaped structure. The left end of the electromagnetic coil actuation sleeve 620 is a cylindrical sleeve, and the right end of the electromagnetic coil actuation sleeve 620 is a spherical shell structure adapted to the spherical structure 632. The middle part of the electromagnetic coil actuation sleeve 620 has a large window. The peripheral wall of the electromagnetic coil actuation sleeve 620 is provided with four small square holes 621 aligned together. The electromagnetic coil actuation rod 630 is provided with a latch 633 that engages with the square holes 621.

[0038] To facilitate the assembly of the electromagnetic coil actuator 630 and the electromagnetic coil actuator sleeve 620 together, in some optional embodiments, such as Figure 14 As shown, the electromagnetic coil actuator sleeve 620 has a baffle 622 along its inner wall, and the notch formed by the baffle 622 is smaller than the semicircular size of the electromagnetic coil actuator sleeve 620.

[0039] In some alternative embodiments, such as Figure 22 As shown, the free end of the arm body A20 of the parking arm A00 is provided with a pin hole A23, and a parking arm pin A30 is interference-fitted in the pin hole A23. The parking arm pin A30 is connected to the second reversing part for transmission. When the second reversing part reverses, the free end of the parking arm A00 is driven to rotate through the parking arm pin A30.

[0040] like Figure 16 , Figure 17As shown, the drive shaft assembly 700 includes a central shaft 710, a cam 720, and a ratchet 730. Specifically, the cam 720 is sleeved on the central shaft 710. The main body of the cam 720 includes a cylindrical sleeve 721 and a plate-shaped bearing seat 724. The bearing seat 724 is perpendicular to the bottom of the cylindrical sleeve 721. The cylindrical sleeve 721 has a protruding structure 722 on the side away from the bearing seat 724. The bearing seat 724 has a first limiting groove 726, and the parking arm pin A30 is slidably inserted into the first limiting groove 726. Exemplarily, the distance from the first limiting groove 726 to the central axis of the cylindrical sleeve 721 gradually decreases in a clockwise direction around the central axis of the cylindrical sleeve 721. In this way, the second reversing part can be formed by reasonably setting the geometric dimensions and positional relationship of the first limiting groove 726.

[0041] Ratchet 730 is mounted on central shaft 710, forming the third drive unit. Specifically, the main body of ratchet 730 is a sheet metal structure, and ratchet 730 has a first fork arm and a second fork arm at a preset angle. The first fork arm is hinged to rocker arm sleeve 510. When rocker arm sleeve 510 drives the first fork arm to rotate, the free end of parking arm A00 gradually moves closer to parking gear B00 until the teeth A22 on the free end of parking arm A00 are embedded in the tooth structure B20 of parking gear B00, or gradually moves away from parking gear B00.

[0042] In some alternative embodiments, to securely mount the ratchet 730 onto the central shaft 710, such as... Figure 16 , Figure 17 , Figure 19 As shown, a flat hole 734 is provided in the middle of the ratchet 730, and a flat hole 711 is provided at the right end of the central shaft 710. The ratchet 730 is interference-fitted onto the central shaft 710 through the cooperation of the flat hole 734 and the flat hole 711.

[0043] In some alternative embodiments, such as Figure 1 As shown, the cam 720 is loosely fitted onto the central shaft 710. The top end of the protruding structure 722 has a notch 723 perpendicular to the center line of the cylindrical sleeve 721. The central shaft 710 has a pin hole 712 in the middle, and the diameter of the pin hole 712 is smaller than the width of the notch 723. The bearing seat 724 has a strip hole 725. The ratchet 730 has a hook block 736 parallel to the center of the flat hole 734. The central shaft 710 is fitted with a second spring 740, which is a columnar spring and is in a compressed state. The left end of the second spring 740 is inserted into the strip hole 725, and the right end of the second spring 740 is limited within the range of the hook block 736. The cam 720 achieves radial floating and axial limiting by a pin 750 that passes through both the pin hole 712 and the notch 723, in order to adapt to assembly errors or dynamic loads.

[0044] In some alternative embodiments, such asFigure 19 As shown, a ratchet hole 735 is provided on the first fork arm, as... Figure 8 , Figure 9 As shown, a rocker arm sleeve 510 has an axially arranged rocker arm sleeve groove 511 with a through hole at the left end. The through hole and ratchet round hole 735 on the rocker arm sleeve groove 511 are connected to the first fork arm and the rocker arm sleeve 510 by inserting rivets 540.

[0045] In some alternative embodiments, such as Figure 19 As shown, the main body of the second fork arm is a coronal block 731, and the edge of the coronal block 731 is provided with at least two adjacent coronal grooves (732, 733).

[0046] The parking gear shift mechanism also includes a positioning component 900. Specifically, such as... Figure 21 As shown, the positioning assembly 900 includes an outer shell 910, an inner shell 930, and a positioning ball 940. Specifically, the outer shell 910 is a hollow cylindrical rigid structure and is fixed to the transmission (not shown in the figures). The outer shell 910 has a second sliding cavity and a stop communicating with the second sliding cavity. The inner shell 930 is elastically connected to the second sliding cavity to form a tendency to slide outward along the axial direction of the second sliding cavity. The left end of the inner shell 930 slides through the stop, and the right end of the inner shell 930 is limited between the stop and the bottom of the second sliding cavity. The positioning ball 940 is a rigid structure and is rolled and clamped at one end of the inner shell 930 located outside the second sliding cavity; wherein, under the action of elastic force, the positioning ball 940 abuts against a corresponding crown groove (732, 733).

[0047] To prevent the inner sleeve 930 from sliding out of the second sliding cavity, in some optional embodiments, such as Figure 21 As shown, the edge of the stop is provided with a rivet 911, and the right end of the inner shell sleeve 930 is provided with a buckle 933, the size of which is larger than that of the rivet 911.

[0048] In some alternative embodiments, such as Figure 21 As shown, the right end of the inner shell sleeve 930 is provided with an open cylindrical groove 932. A third spring 950 is provided in the cylindrical groove 932. The third spring 950 is in a compressed state. At this time, the left end of the third spring 950 presses against the bottom wall of the cylindrical groove 932, and the right end of the third spring 950 presses against the bottom wall of the second sliding cavity.

[0049] In some alternative embodiments, such as Figure 21As shown, the positioning component 900 also includes a fixing sleeve 920, which is a hollow cylindrical sleeve structure. The fixing sleeve 920 is fitted onto the outer circumferential surface of the inner shell sleeve 930. The fixing sleeve 920 is spaced apart from the cavity wall of the second sliding cavity. The fixing sleeve 920 can be limited by the rivet 911 to prevent the inner shell sleeve 930 from sliding out of the second cavity. The fixing sleeve 920 is located between the rivet 911 and the undercut 933. It should be noted that in order to ensure that the inner shell sleeve 930 has a certain buffer stroke when sliding, the length of the fixing sleeve 920 needs to be reasonably set.

[0050] In some alternative embodiments, such as Figure 21 As shown, the right end of the central sleeve 930 is provided with a spherical groove 931, and the positioning ball 940 is nested in the spherical groove 931. By elastically embedding the positioning ball 940 into the coronal groove (732, 733), a mechanical locking mechanism can be provided to prevent accidental disengagement or slippage. At the same time, when the positioning ball 940 is locked into the coronal groove (732, 733) under the pressure of the third spring 950, a "click" feel can be generated.

[0051] In some alternative embodiments, such as Figure 1 , Figure 2 , Figure 16 , Figure 17 , Figure 20 As shown, the parking gear shift mechanism also includes a position detection component, which is used to detect the rotation angle of the central shaft 710 in real time. Specifically, the position detection component includes a signal plate 760 and a position sensor 800. The signal plate 760 is sleeved on the central shaft 710, and the signal plate 760 has mutually parallel fan-shaped plates 761 arranged radially along the central shaft 710. The position sensor 800 is fixed on the transmission (not shown in the figure), and the head of the position sensor 800 is a plate-shaped structure 801, which serves as a signal sensing end nested between the two fan-shaped plates 761. Preferably, the interaction mechanism between the fan-shaped plates 761 and the position sensor 800 can be realized through non-contact sensing technology, specifically including but not limited to the following coupling methods: capacitive coupling, inductive coupling, and magnetic induction (Hall effect). For example, the fan-shaped plates 761 are made of magnetically conductive material or embedded with permanent magnets. The position sensor 800 can detect changes in the magnetic field through a Hall element and output a pulse signal corresponding to the rotation angle.

[0052] In some alternative embodiments, such as Figure 6 , Figure 7As shown, the main body 411 of the fixing part 410 is provided with three mounting holes, into which two bolts 412 and one rivet 413 are respectively inserted. The rotating part 420 is pivotally connected to the fixing part 410 through the rivet 413. The two bolts 412 are distributed on both sides of the rivet 413. The main body 411 of the fixing part 410 is also provided with a body groove 414. The main body 421 of the rotating part 420 is generally an S-shaped profile plate structure. The bottom end of the main body 421 of the rotating part 420 forms a first deflection end, and the top end of the main body 421 of the rotating part 420 forms a second deflection end.

[0053] In some alternative embodiments, such as Figure 6 , Figure 7 As shown, the first deflection end has a bolt hole through which the bolt 423 fixes the rhomboid slider 423 to the first deflection end. The second deflection end has a through hole 424 and a lug 425 adjacent to the through hole 424, which slides into the body groove 414. Correspondingly, as... Figure 8 , Figure 9 , Figure 11 As shown, a rocker arm shaft groove 521 with a through hole is provided at the head of the rocker arm shaft 520 outside. After the through hole 424 of the rocker arm shaft groove 521 is inserted into the through hole 424, the rocker arm shaft 520 is pivotally connected to the second deflection end.

[0054] like Figures 3 to 5 As shown, the electric shift hub assembly includes a motor 100 and a shift hub assembly 300. The shift hub assembly 300 includes a shift hub 310 and a shift hub gear 320. Specifically, the shift hub 310 has a through hole at its center, in which a shift hub pin 330 is interference-fitted. The shift hub pin 330 is rotatably mounted on the transmission (not shown in the figures). The shift hub gear 320 is connected to the shift hub 310 by three shift hub bolts 340, and the shift hub gear 320 is connected to the motor 100 via a double gear pair 200. The upper edge and middle part of the shift hub gear 320 are respectively provided with an outer protrusion 321 and an inner protrusion 322, which form a second limiting groove 323. Exemplarily, the distance from the second limiting groove 323 to the axis of the shift hub assembly 300 decreases from far to near in the counterclockwise direction, and the diamond-shaped slider 423 is slidably inserted into the second limiting groove 323. When the motor 100 drives the shift hub gear 320 to rotate through the double gear pair 200, the second deflection end deflects relative to the fixed part 410 to the corresponding side under the cooperation of the second limiting groove 323 and the rhomboid slider 423.

[0055] In some optional embodiments, as shown in 3, the central shaft head of the motor 100 is provided with a motor gear 110, which is connected to the shift hub gear 320 via a double gear pair 200. Specifically, as shown in 4, the double gear pair 200 includes a primary double gear 210 and a secondary double gear 220. The primary double gear 210 has a through hole at its center, through which a primary pin 230 passes. The primary pin 230 and the through hole are in clearance fit, and the primary pin 230 is fixed to the gearbox. The secondary double gear 220 has a through hole at its center, through which a secondary pin 240 passes. The secondary pin 240 is fixed to the gearbox. The primary double gear 210 includes a primary double large gear 211 and a primary double small gear 212 arranged coaxially side by side, and the secondary double gear 220 includes a secondary double large gear 221 and a secondary double small gear 222 arranged coaxially side by side. During assembly, the primary double large gear 211 is meshed with the motor gear 110, the primary double small gear 212 is meshed with the secondary double large gear 221, and the shift hub gear 320 is constantly meshed with the secondary double small gear 222.

[0056] The principle of the parking gear shifting mechanism of this application will be briefly described below based on the relevant preferred embodiments, wherein the installation position and state of the first spring 560 are different.

[0057] When the first spring 560 is compressed on the retaining ring and washer 570, when the power is off, the second connector 611 on the electromagnetic coil assembly 600 retracts and pulls the rocker arm 530 out of the radial shoulder 522. The first spring 560 extends and pushes the rocker arm sleeve 510 to the left, thereby driving the drive shaft assembly 700 to rotate counterclockwise, and thus driving the parking arm A00 to engage with the parking gear B00. When the power is on, the electric shift hub assembly drives the rotating part 420 in the drive arm assembly 400 to rotate counterclockwise. The rotating part 420 drives the rocker arm shaft 520 to move to the left. At the same time, the electromagnetic coil assembly 600 is energized and extends, pushing the rocker arm 530 into the radial shoulder 522, thereby returning to the initial state.

[0058] When the first spring 560 is compressed between the rocker arm sleeve 510 and the outer end of the rocker arm shaft 520, when the power is off, the second connector 611 on the electromagnetic coil assembly 600 retracts and pulls the rocker arm 530 out of the radial shoulder 522. The first spring 560 will extend and push the rocker arm sleeve 510 to the right, thereby driving the drive shaft assembly 700 to rotate clockwise, thereby driving the parking arm A00 to separate from the parking gear B00.

[0059] When the first spring 560 is stretched between the rocker arm sleeve 510 and the outer end of the rocker arm shaft 520, when the power is off, the second connector 611 on the electromagnetic coil assembly 600 retracts and pulls the rocker arm 530 out of the radial shoulder 522. The first spring 560 will shorten and push the rocker arm sleeve 510 to the left, thereby driving the drive shaft assembly 700 to rotate counterclockwise, thereby driving the parking arm A00 to engage with the parking gear B00.

[0060] When the first spring 560 is stretched between the inner end of the rocker arm sleeve 510 and the rocker arm shaft 520, when the power is off, the second connector 611 on the electromagnetic coil assembly 600 retracts and pulls the rocker arm 530 out of the radial shoulder 522. The first spring 560 will shorten and push the rocker arm sleeve 510 to the right, thereby driving the drive shaft assembly 700 to rotate clockwise, thereby driving the parking arm A00 to separate from the parking gear B00.

[0061] In addition, the present invention also provides a transmission that utilizes the aforementioned parking shift mechanism.

[0062] In addition, the present invention also provides a vehicle that uses the aforementioned transmission.

[0063] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0064] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of protection of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A parking gear shifting mechanism, characterized in that, The parking gear shifting mechanism includes: The electric shift hub assembly is equipped with a first reversing section that rotates in both directions. The drive arm assembly includes a fixed part and a rotating part. The rotating part is rotatably mounted on the fixed part to form a first deflection end and a second deflection end that are disposed opposite to each other. The first deflection end is connected to the first reversing part in a transmission manner. The rocker arm assembly has a first drive part and a second drive part that can move away from and close to each other. The first drive part is rotatably connected to the second deflection end. When the first reversing part reverses direction, the rotating part deflects relative to the fixed part to the corresponding side. The drive shaft assembly includes a third drive unit and a second reversing unit that rotates coaxially with the third drive unit, wherein the third drive unit is rotatably connected to the second drive unit; A parking assembly includes a parking gear and a parking arm. The parking gear is sleeved on the output shaft of the transmission. The fixed end of the parking arm is rotatably mounted on the transmission. The free end of the parking arm is connected to the second reversing part for transmission. When the second reversing part reverses, the free end of the parking arm gradually approaches the parking gear until it engages, or gradually moves away from the parking gear. An electromagnetic component is provided with a locking part. When the electromagnetic component is energized or de-energized, the locking part can release or maintain the locking state between the first driving part and the second driving part.

2. The parking gear shifting mechanism according to claim 1, characterized in that, The rocker arm assembly includes: The rocker arm sleeve has a first sliding cavity and a sliding opening communicating with the first sliding cavity; A rocker arm shaft is slidably disposed in the first sliding cavity, and one end extending from the sliding opening is rotatably connected to the second deflection end; A rocker arm is rotatably mounted on the rocker arm sleeve. When the electromagnetic component is energized, the locking part pushes the rocker arm to rotate and axially limits the rocker arm shaft. Or when the electromagnetic component is de-energized, the locking part pushes the rocker arm to rotate and axially limits the rocker arm shaft. A first spring is used to provide an elastic force that drives the rocker arm sleeve away from the rocker arm shaft.

3. The parking gear shifting mechanism according to claim 2, characterized in that, The rocker arm is provided with a first connector, and the electromagnetic component includes: An electromagnetic coil component is fixed on the transmission, and a second connector that extends and retracts along its axial direction is provided in the middle of the electromagnetic coil component; An electromagnetic coil actuator is provided, with one end of the actuator spherically hinged to the first connector and the other end of the actuator spherically hinged to the second connector.

4. The parking gear shifting mechanism according to claim 2, characterized in that, The free end of the parking arm is provided with a limiting member, and the drive shaft assembly includes: Central axis; A cam is sleeved on the central shaft, and the cam is provided with a first limiting groove. The limiting member is slidably inserted into the first limiting groove. A ratchet is sleeved on the central shaft. The ratchet has a first fork arm and a second fork arm at a preset angle. The first fork arm is hinged to the second drive unit. When the second drive unit drives the first fork arm to rotate, the free end of the parking arm gradually approaches the parking gear side until it engages, or gradually moves away from the parking gear, under the cooperation of the first limiting groove and the limiting member.

5. The parking gear shifting mechanism according to claim 4, characterized in that, The cam is loosely fitted onto the central shaft. The cam has a notch along the radial direction of the central shaft. The central shaft has a pin hole corresponding to the notch position. The diameter of the pin hole is smaller than the width of the notch. The cam also has a strip hole. The ratchet has a hook block. A second spring is fitted onto the central shaft. The second spring is a columnar spring and is in a compressed state. One end of the second spring is inserted into the strip hole, and the other end of the second spring is limited within the limiting range of the hook block. The cam is axially and radially limited by a pin that passes through both the pin hole and the notch.

6. The parking gear shifting mechanism according to claim 4, characterized in that, The second fork arm has at least two adjacent crown-shaped grooves on its edge, and the parking shift mechanism further includes a positioning component, the positioning component comprising: An outer casing is fixed to the transmission, and the outer casing has a second sliding cavity and a stop opening communicating with the second sliding cavity; An inner shell sleeve is elastically connected to the second sliding cavity to form a tendency to slide out of the second sliding cavity along the axial direction of the second sliding cavity, and one end of the inner shell sleeve slides through the stop opening, while the other end of the inner shell sleeve is limited to the stop opening and the bottom of the second sliding cavity. A positioning ball is rolled and clamped at one end of the inner shell sleeve located outside the second sliding cavity; The positioning ball abuts against one of the corresponding coronal grooves under the action of elastic force.

7. The parking gear shifting mechanism according to claim 4, characterized in that, The parking gear shifting mechanism further includes a position detection component, which includes: A signal chip is sleeved on the central shaft, and the signal chip has mutually parallel fan-shaped pieces along the radial direction of the central shaft; A position sensor is fixed on the transmission, and the sensing end of the position sensor is nested between the two fan-shaped plates.

8. The parking gear shifting mechanism according to any one of claims 1 to 7, characterized in that, The first deflection end is provided with a diamond-shaped slider, and the electric shift hub assembly includes: Electric motor; A shift hub assembly includes a shift hub and a shift hub gear. The shift hub is rotatably mounted on the transmission, and the shift hub gear is fixedly mounted on the shift hub. The shift hub gear is connected to the motor via a double gear pair. A second limiting groove is provided on one end face of the shift hub gear, and the diamond-shaped slider is slidably inserted into the second limiting groove. When the motor drives the shift hub gear to rotate, the second deflection end deflects relative to the fixed part to the corresponding side under the cooperation of the second limiting groove and the diamond-shaped slider.

9. A transmission, characterized in that, The parking gear shifting mechanism as described in any one of claims 1 to 8 is applied.

10. A vehicle, characterized in that, The transmission described in claim 9 is used.

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