Parking device of automatic gearbox

Abstract

The utility model discloses a parking device of an automatic gearbox. The parking device comprises an execution motor, a gear shifting hub and a parking assembly. The execution motor is in driving connection with the gear shifting hub, and a molded line groove is formed in the outer side of the gear shifting hub. The parking assembly comprises a parking shaft, a parking push rod and a parking locking assembly. A sliding block matched with the molded line groove is arranged on the lower portion of the parking shaft, the parking push rod is arranged on the upper portion of the parking shaft, the parking locking assembly comprises a pawl and a parking ratchet wheel, the parking push rod is in transmission connection with the pawl, and when the execution motor drives the gear shifting hub to rotate, the gear shifting hub drives the parking shaft and the parking push rod to move axially. Therefore, the pawl is pushed to be matched with the parking ratchet wheel to achieve parking, or the pawl is separated from the parking ratchet wheel to relieve parking, and the problems that a traditional parking device is large in matching space, low in integration level and high in cost are solved.

Description

Technical Field

[0001] The utility model belongs to the technical field of gearboxes, and in particular relates to a parking device for an automatic gearbox. Background Art

[0002] With the advancement of automobile technology, the advancement of electrification, and the continuous growth of hybrid vehicles, people's demands for automobile functions are getting higher and higher. The parking system has changed from acting on the wheels through brakes to locking the wheels through mechanical mechanisms in the gearbox. For automatic transmissions, more and more parking devices are installed in the transmission. Traditional parking devices add additional actuators to the outside of the transmission case, such as additional motors and reduction mechanisms, which require a larger matching space, have low integration, and high costs, and cannot meet the market demand for highly integrated parking devices. Utility Model Content

[0003] The utility model aims to provide a parking device for an automatic transmission, so as to solve the problems of large matching space, low integration and high cost of the traditional parking device.

[0004] To achieve the above object, the utility model provides a parking device for an automatic transmission, comprising an actuator motor, a shift hub and a parking assembly; the actuator motor is driven to connect the shift hub, and a profile groove is provided on the outer side of the shift hub;

[0005] The parking assembly includes a parking shaft, a parking push rod and a parking lock assembly; the lower part of the parking shaft is provided with a sliding block that cooperates with the profile groove, the parking push rod is arranged on the upper part of the parking shaft, and the parking lock assembly includes a pawl and a parking ratchet, and the parking push rod is transmission-connected with the pawl. When the actuator motor drives the shift hub to rotate, the shift hub drives the parking shaft and the parking push rod to move axially, thereby pushing the pawl to cooperate with the parking ratchet to achieve parking, or disengaging the pawl from the parking ratchet to release parking.

[0006] Furthermore, the parking assembly also includes a support guide sleeve, which is fixed to the transmission housing, and a guide channel is provided inside the support guide sleeve. The outer periphery of the support guide sleeve is provided with an opening connected to the guide channel. One end of the pawl is rotatably set on the transmission housing and a return spring is provided between the pawl and the transmission housing, and the other end of the pawl extends into the guide channel from the opening; a cam with a conical top is provided on the parking push rod, and the cam is movably set in the guide channel. The parking push rod drives the cam to move axially to push the other end of the pawl to move outward to cooperate with the parking ratchet, or move inward to disengage from the parking ratchet.

[0007] Furthermore, one end of the parking ratchet is rotatably disposed on the transmission housing via a rotating shaft, and the reset torsion spring is sleeved on the rotating shaft.

[0008] Furthermore, a block for engaging the parking ratchet is convexly provided on the outer side of the other end of the pawl, a clearance opening for making way for the cam is provided on the inner side of the other end of the pawl, and an arc groove matching the conical surface of the cam is provided on the outer periphery of the clearance opening at the bottom of the pawl.

[0009] Furthermore, a first convex edge and a second convex edge are convexly provided on the upper periphery of the parking push rod, the cam is movably sleeved on the parking push rod and located between the first convex edge and the second convex edge, the upper end of the cam abuts against the first convex edge, and a coil spring is sleeved between the lower end of the cam and the second convex edge.

[0010] Furthermore, the parking assembly also includes an anti-rotation bracket assembly, which includes an anti-rotation bracket and an anti-rotation shaft pin. The anti-rotation bracket is fixed on the parking shaft, one end of the anti-rotation shaft pin is fixed on the anti-rotation bracket, and the other end of the anti-rotation shaft pin is inserted into the matching hole of the transmission housing with a clearance fit. When the parking shaft rotates, the anti-rotation bracket and the anti-rotation shaft pin rotate together, and the anti-rotation shaft pin rotates until it contacts the wall of the matching hole to realize the anti-rotation function of the parking shaft.

[0011] Furthermore, an anti-rotation shaft pin is fixedly installed at one end of the anti-rotation bracket, and a parking positioning block is fixed at the other end, and the parking fixing block is matched with a parking positioning pin.

[0012] Furthermore, a connecting arm is fixed to the lower portion of the parking shaft, and the sliding block is fixedly arranged on the connecting arm.

[0013] Furthermore, a shift ramp is provided on the profile groove, and when the shift hub rotates, the slider is pushed by the shift ramp to move axially.

[0014] After adopting the above scheme, the beneficial effects of the utility model are:

[0015] The utility model sets a slider on the parking shaft, and the slider cooperates with the profile groove of the shift hub. When the execution motor drives the shift hub to rotate, the slider will be pushed axially by the profile groove, so that the parking shaft and the parking push rod will move axially to push the pawl to cooperate with the parking ratchet to achieve parking, or to make the pawl disengage from the parking ratchet to release parking. The parking shaft of the utility model is connected to the shift hub through the slider, and the parking shaft is driven by the shift hub, that is, the parking system and the shift system share a set of actuators (including the execution motor and the shift hub), and there is no need to add additional actuators such as motors. The parking assembly requires a small space for matching, has a high degree of integration, and a low cost, which meets the market demand for highly integrated parking devices. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural schematic diagram of the utility model;

[0017] Figure 2 It is a structural schematic diagram of the parking assembly of the utility model;

[0018] Figure 3 It is a structural schematic diagram of the parking assembly of the utility model in a locked state;

[0019] Figure 4 The structure diagram of the parking assembly of the utility model in the unlocked state is shown in FIG. Figure 1 ;

[0020] Figure 5 The structure diagram of the parking assembly of the utility model in the unlocked state is shown in FIG. Figure 2 ;

[0021] Figure 6 It is a schematic diagram of the structure of the ratchet of the utility model;

[0022] Figure 7 This is a schematic diagram of the structure of the support guide sleeve of the utility model;

[0023] Figure 8 It is a schematic diagram of the structure of the parking push rod and the parking shaft connected to each other in the utility model.

[0024] Description of labels:

[0025] 1. Actuator motor; 2. Shift hub; 21. Wire groove; 211. Shift ramp; 3. Parking shaft; 31. Slider; 32. Connecting arm; 33. Roll pin; 34. Screw; 35. Mounting hole; 351. Keyway; 4. Parking push rod; 41. Cam; 42. First convex edge; 43. Second convex edge; 44. Coil spring; 45. Connecting portion; 451. First abutment key; 452. Second abutment key; 5. Parking lock assembly; 51. Ratchet; 511. Block; 512. Clearance opening; 513. Arc groove; 52. Parking ratchet; 53. Rotating shaft; 54. Reset spring; 6. Support guide sleeve; 61. Guide channel; 7. Anti-rotation bracket assembly; 71. Anti-rotation bracket; 72. Anti-rotation shaft pin; 8. Parking positioning block; 9. Parking positioning pin. DETAILED DESCRIPTION

[0026] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] like Figure 1-8 As shown, the utility model provides a parking device for an automatic transmission, including an actuator motor 1, a shift hub 2 and a parking assembly; the upper portion of the shift hub 2 is provided with a threaded hole for connecting with the transmission housing, the interior of the shift hub 2 is provided with a multi-stage planetary gear reduction mechanism (not shown in the figure), the actuator motor 1 is driven to connect to the shift hub 2, the actuator motor 1 serves as a power source, and drives the shift hub 2 to rotate by reducing speed and increasing torque through the multi-stage planetary gear reduction mechanism, and the outer side of the shift hub 2 is provided with a profile groove 21.

[0028] The parking assembly includes a parking shaft 3, a parking push rod 4 and a parking lock assembly 5; a slider 31 is provided at the lower portion of the parking shaft 3 to cooperate with the profile groove 21, the parking push rod 4 is arranged at the upper portion of the parking shaft 3, and the parking lock assembly 5 includes a pawl 51 and a parking ratchet 52, and the parking push rod 4 is transmission-connected to the pawl 51. When the actuator motor 1 drives the shift hub 2 to rotate, the shift hub 2 will drive the parking shaft 3 and the parking push rod 4 to move axially, thereby pushing the pawl 51 to cooperate with the parking ratchet 52 to achieve parking, or driving the pawl 51 to disengage from the parking ratchet 52 to release parking.

[0029] The shift hub 2 is used to drive the shift fork (not shown in the figure) in the gearbox to achieve shifting. When the shift hub 2 rotates, the shift fork moves axially and cooperates with the corresponding synchronizer to achieve shifting. The utility model connects the parking shaft 3 with the shift hub 2 through the slider 31, so that the parking system and the shift system share a set of actuators (including the actuator motor 1, the shift hub 2 and the multi-stage planetary gear reduction mechanism), and there is no need to add additional actuators such as motors. The parking assembly requires a small space for matching, has a high degree of integration, and a low cost, which meets the market demand for highly integrated parking devices.

[0030] Key References Figure 1 The profile groove 21 may be a spiral groove, or may be provided with a protrusion or groove of a specific shape, so as to form a shift ramp 211 that conforms to the shift logic. When the shift hub 2 rotates, the slider 31 will be pushed by the shift ramp 211 and move axially, thereby driving the parking shaft 3 and the parking push rod 4 to move axially.

[0031] Key References Figure 2-7 The parking assembly further comprises a support guide sleeve 6, which is fixed to the gearbox housing, and a guide channel 61 is provided inside the support guide sleeve 6, and the guide channel 61 is axially arranged, and an opening communicating with the guide channel 61 is provided on the outer periphery of the support guide sleeve 6, and the opening is arranged perpendicular to the guide channel 61; one end of the ratchet 51 is rotatably arranged on the gearbox housing, specifically, it is rotatably arranged on the gearbox housing through a rotating shaft 53, and a return spring 54 is also sleeved on the rotating shaft 53, and the return spring 54 is respectively connected to the gearbox housing. The box housing is connected to the pawl 51; the other end of the pawl 51 extends from the opening into the guide channel 61; the parking push rod 4 is provided with a cam 41 with a conical top, and the cam 41 is movably arranged in the guide channel 61. When the parking push rod 4 drives the cam 41 to move axially, for example, when the cam 41 moves upward in the guide channel 61, since the top surface of the cam 41 is a conical surface, the cam 41 will push one end of the pawl 51 to move away from the opening until it cooperates with the parking ratchet 52 to achieve parking. The parking state is as follows Figure 3When the parking push rod 4 drives the cam 41 to move downward, the position of the opening is released, and the pawl 51 is driven by the reset spring 54 to move back into the opening, thereby disengaging the parking ratchet 52 and releasing the parking state. Figure 4 shown.

[0032] Key References Figure 6 and Figure 5 The other end of the pawl 51 is convexly provided with a block 511 for engaging the parking ratchet 52. When the pawl 51 cooperates with the parking ratchet 52, the block 511 will be stuck in the tooth groove of the parking ratchet 52 to limit the rotation of the parking ratchet 52, thereby achieving parking. The other end of the pawl 51 is provided with a clearance opening 512 on the inner side for making way for the cam 41. The bottom of the pawl 51 is provided with an arc groove 513 on the outer periphery of the clearance opening 512 for cooperating with the conical surface of the cam 41. When the pawl 51 is not matched with the parking ratchet 52, the center of the cam 41 is located below the clearance opening 512, and the conical surface on one side of the top of the cam 41 is located below the arc groove 513. When the cam 41 moves upward, the conical surface on one side of the top of the cam 41 will push the arc groove 513, and the pawl 51 will rotate outward until the middle of the cam 41 is located in the clearance hole. At this time, the pawl 51 can no longer be pushed, and the clamping block 511 on the pawl 51 just clamps the parking ratchet 52.

[0033] Key References Figure 3 The upper periphery of the parking push rod 4 is convexly provided with a first convex edge 42 and a second convex edge 43. The cam 41 is movably sleeved on the parking push rod 4 and is located between the first convex edge 42 and the second convex edge 43. The upper end of the cam 41 abuts against the first convex edge 42, and a coil spring 44 is sleeved between the lower end of the cam 41 and the second convex edge 43. The coil spring 44 has a buffering effect, which can reduce vibration and impact, reduce mechanical vibration and noise, enhance handling performance, and make it easier for the vehicle to cope with dynamic changes during steering, braking and acceleration.

[0034] Key References Figure 1 The parking assembly also includes an anti-rotation bracket assembly 7. When the parking shaft 3 encounters resistance, the parking shaft 3 may rotate, and the anti-rotation bracket assembly 7 can prevent the parking shaft 3 from rotating. The anti-rotation bracket assembly 7 includes an anti-rotation bracket 71 and an anti-rotation shaft pin 72. The anti-rotation bracket 71 is fixed to the parking shaft 3, specifically connected and fixed by a coil spring pin. One end of the anti-rotation shaft pin 72 is fixed to the anti-rotation bracket 71, and the other end of the anti-rotation shaft pin 72 is inserted into the matching hole of the gearbox housing with a clearance fit. When the parking shaft 3 rotates, the anti-rotation bracket 71 will rotate together with the anti-rotation shaft pin 72, and the anti-rotation shaft pin 72 will rotate until it contacts the wall of the matching hole to limit the rotation of the anti-rotation bracket 71 and the parking shaft 3, thereby realizing the anti-rotation function of the parking shaft 3.

[0035] Specifically, an anti-rotation shaft pin 72 is fixedly installed at one end of the anti-rotation bracket 71, and the anti-rotation shaft pin 72 can be fixed by interference pressing, and a parking positioning block 8 is fixed at the other end. The parking positioning block 8 can be fixed with bolts. An arc-shaped positioning groove is provided on the outer side of the parking positioning block 8, and a parking positioning pin 9 is matched on the positioning groove. The cooperation between the parking positioning pin 9 and the parking positioning block 8 can control the axial movement stroke of the parking shaft 3, so that the parking shaft 3 is positioned in the parking state or the parking state is released, and the parking gear is accurately positioned to achieve the stability of the parking gear shifting.

[0036] Key References Figure 1 A connecting arm 32 is fixed to the lower part of the parking shaft 3, one end of the connecting arm 32 is fixed to the parking shaft 3 through a rolling pin 33, and the other end is fixed to the slider 31 through a screw 34, so that the slider 31 can be slidably fitted in the molded wire groove 21.

[0037] Key References Figure 8 The upper part of the parking shaft 3 is provided with a mounting hole 35, and the lower part of the parking push rod 4 is horizontally extended with a connecting portion 45, and the mounting hole 35 is radially extended with a key groove 351, and the outer periphery of the connecting portion 45 is radially protruded with a first abutment key 451 and a second abutment key 452 that are staggered in direction. When the first abutment key 451 is aligned with the key groove 351, the connecting portion 45 can pass through the mounting hole 35, and the parking push rod 4 will be located between the first abutment key 451 and the second abutment key 452. The abutment key 452 is between them, and then the connecting part 45 is rotated to make the first abutment key 451 and the key slot 351 staggered. At this time, the second abutment key 452 is also staggered with the key slot 351. The first abutment key 451 and the second abutment key 452 can limit the connecting part 45 in the mounting hole 35. Conversely, the parking push rod 4 is rotated to make the first abutment key 451 aligned with the key slot 351 here, and the connecting part 45 can be pulled out of the mounting hole 35, which makes it convenient to disassemble and assemble the parking push rod 4.

[0038] The above description is only a preferred embodiment of the present utility model and is not a limitation on the design of the present case. Any equivalent changes made based on the key design of the present case shall fall within the protection scope of the present case.

Claims

1. A parking device for an automatic transmission, characterized in that: It includes an actuator motor, a shift hub and a parking assembly; the actuator motor is driven and connected to the shift hub, and a profile groove is provided on the outer side of the shift hub; The parking assembly includes a parking shaft, a parking push rod and a parking lock assembly; the lower part of the parking shaft is provided with a sliding block that cooperates with the profile groove, the parking push rod is arranged on the upper part of the parking shaft, and the parking lock assembly includes a pawl and a parking ratchet, and the parking push rod is transmission-connected with the pawl. When the actuator motor drives the shift hub to rotate, the shift hub drives the parking shaft and the parking push rod to move axially, thereby pushing the pawl to cooperate with the parking ratchet to achieve parking, or disengaging the pawl from the parking ratchet to release parking.

2. The parking device of an automatic transmission as claimed in claim 1, characterized in that: The parking assembly also includes a support guide sleeve, which is fixed to the transmission housing, a guide channel is provided inside the support guide sleeve, and an opening connected to the guide channel is provided on the outer periphery of the support guide sleeve. One end of the pawl is rotatably set on the transmission housing and a return spring is provided between the pawl and the transmission housing, and the other end of the pawl extends into the guide channel from the opening; a cam with a conical top is provided on the parking push rod, and the cam is movably set in the guide channel. The parking push rod drives the cam to move axially to push the other end of the pawl to move outward to cooperate with the parking ratchet, or move inward to disengage from the parking ratchet.

3. The parking device of an automatic transmission as claimed in claim 2, characterized in that: One end of the parking ratchet is rotatably arranged on the gearbox housing through a rotating shaft, and the return spring is sleeved on the rotating shaft.

4. The parking device of an automatic transmission as claimed in claim 2, characterized in that: The other end of the pawl is provided with a block for engaging the parking ratchet wheel on the outer side, and the other end of the pawl is provided with a clearance opening for making way for the cam on the inner side. The bottom of the pawl is provided with an arc groove matching the conical surface of the cam on the outer periphery of the clearance opening.

5. A parking device for an automatic transmission as claimed in claim 2 or 4, characterized in that: The upper periphery of the parking push rod is convexly provided with a first convex edge and a second convex edge, the cam is movably sleeved on the parking push rod and is located between the first convex edge and the second convex edge, the upper end of the cam abuts against the first convex edge, and a coil spring is sleeved between the lower end of the cam and the second convex edge.

6. The parking device of an automatic transmission as claimed in claim 1, characterized in that: The parking device also includes an anti-rotation bracket assembly, which includes an anti-rotation bracket and an anti-rotation shaft pin. The anti-rotation bracket is fixed on the parking shaft, one end of the anti-rotation shaft pin is fixed on the anti-rotation bracket, and the other end of the anti-rotation shaft pin is inserted into the matching hole of the transmission case with a clearance fit. When the parking shaft rotates, the anti-rotation bracket and the anti-rotation shaft pin rotate together, and the anti-rotation shaft pin rotates until it contacts the wall of the matching hole to realize the anti-rotation function of the parking shaft.

7. The parking device of an automatic transmission as claimed in claim 6, characterized in that: An anti-rotation shaft pin is fixedly installed at one end of the anti-rotation bracket, and a parking positioning block is fixed at the other end, and the parking fixing block is matched with a parking positioning pin.

8. The parking device of an automatic transmission as claimed in claim 1, characterized in that: A connecting arm is fixed to the lower part of the parking shaft, and the sliding block is fixedly arranged on the connecting arm.

9. The parking device of an automatic transmission as claimed in claim 1, characterized in that: The profile groove is provided with a shift ramp, and when the shift hub rotates, the slide block is pushed by the shift ramp to move axially.

Images