Transmission interlock protection structure

Abstract

The utility model discloses a transmission interlock protection structure, when transmission hangs into empty gear, will not influence the subsequent gear action, when transmission hangs into the driving gear position, and the rest each gear shift fork axle that does not correspond with the gear position that hangs into all will be restricted to move, make transmission unable to hang into another gear position simultaneously, to avoid causing transmission system lockup etc.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle transmission and gearbox technology, and in particular relates to a gearbox interlock protection structure. Background Technology

[0002] The transmission is a key component of a vehicle's powertrain system. Its function is to change the output speed and torque by altering gear pairs with different gear ratios. The shifting mechanism drives the shift fork shaft to move axially, which in turn drives the shift fork and synchronizer to engage and disengage different gears. During this process, it is essential to ensure that only one shift fork shaft (also called a shift fork shaft) moves and engages a gear at a time.

[0003] If two or more shift fork shafts move simultaneously due to unforeseen circumstances (such as mechanism vibration or parts wear), it will cause two different gears to engage within the transmission at the same time. Because the gear ratios of each gear differ significantly, conflicting power transmission paths will form, leading to mechanical locking of the transmission system. This malfunction will generate immense internal stress, potentially causing gear breakage, shaft failure, and other serious consequences, threatening driving safety. Utility Model Content

[0004] This utility model provides a transmission interlock protection structure. When the transmission is in neutral, it will not affect subsequent gear shifting. When the transmission is in a driving gear, the movement of all other shift fork shafts that do not correspond to the engaged gear will be restricted, preventing the transmission from being engaged in another gear at the same time. This can avoid problems such as transmission system lock-up, protect the transmission and ensure driving safety.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A transmission interlock protection structure, the transmission including a shift guide shaft, four shift fork shafts arranged sequentially from top to bottom, and a shift fork arm disposed on one of the shift fork shafts; This includes the central connecting plate, the reset torsion spring, and the interlocking plate; The interlock plate is provided with a limiting hole and four locking holes. The shift fork shaft includes a locking section. The locking holes correspond one-to-one with the locking sections, and the locking holes and the corresponding locking sections together form a locking structure. There is a gap between the interlock plate and the central connecting plate. The central connecting plate is provided with a limiting screw that passes through the interlock plate. There is a gap between the interlock plate and the limiting screw. The reset torsion spring is sleeved on the shift guide shaft. One end of the reset torsion spring extends to form a limiting post that is inserted into the limiting hole. The other end of the reset torsion spring extends to form an anti-rotation rod that is fixed relative to the shift fork arm. The anti-rotation rod, the axis of the reset torsion spring and the limiting post are arranged sequentially from top to bottom. In a locking structure: the locking section includes a front axle section, a front reducing diameter axle section, a minimum diameter axle section, a rear reducing diameter axle section and a rear axle section connected coaxially in sequence. The front reducing diameter axle section and the rear reducing diameter axle section are arranged symmetrically along the minimum diameter axle section. The outer diameter of the front reducing diameter axle section gradually decreases in the direction away from the minimum diameter axle section and closer to the minimum diameter axle section. The locking section passes through the lock hole, and the front axle section or the rear axle section can be inserted into the lock hole. When the front or rear axle section of a locking mechanism is engaged in the lock hole, the locking section of the locking mechanism is arranged coaxially with the lock hole. In other locking mechanisms, the axis of the locking section is separated from the axis of the lock hole. When the transmission is in neutral, in any locking mechanism: the front axle section is separated from the lock hole, and the rear axle section is separated from the lock hole.

[0006] Preferably, the keyhole is a square hole, and the inner wall of the keyhole includes a first side wall, a second side wall, a third side wall and a fourth side wall connected in sequence. The upper end of the first side wall is connected to the upper end of the fourth side wall. The first side wall makes an angle of 45 degrees with the horizontal plane. In a locking structure: the distance between the locking segment axis and the first side wall is M, the distance between the locking segment axis and the second side wall is N, the distance between the locking segment axis and the third side wall is P, the distance between the locking segment axis and the fourth side wall is Q, and the diameter of the locking segment is R. Each locking structure is defined from top to bottom as the first structure, the second structure, the third structure, and the fourth structure. When R=M=N=P=Q in the second structure: M<N=R=Q<P in the first structure, N>M=R=P>Q in the third structure, and M=Q<R<N=P in the fourth structure; When R=M=N=P=Q in the first structure: M>N=R=Q>P in the second structure, M=N>R>P=Q in the third structure, and N>M=R=P>Q in the fourth structure; When R=M=N=P=Q in the third structure: Q>M=R=P>N in the first structure, Q>M=R=P>N in the second structure, and P>N=R=Q>M in the fourth structure; When R=M=N=P=Q in the fourth structure: Q>M=R=P>N in the first structure, M=Q>R>N=P in the second structure, and M>N=R=Q>P in the third structure.

[0007] Preferably, the interlocking plate is provided with a guide hole, and the limiting screw includes a screw head, a light column and a threaded column connected in sequence along the axial direction of the limiting screw. The outer diameter of the screw head is larger than the diameter of the guide hole. The light column passes through the guide hole, and the threaded column is threadedly connected to the connecting plate. There is a gap between the light column and the wall of the guide hole. The connecting plate, the interlocking plate and the screw head are arranged in sequence along the axial direction of the guide hole.

[0008] Preferably, when the front axle section of a locking structure is engaged with the lock hole: the front axle section slides with the lock hole, and the sliding direction of the front axle section is parallel to the axial direction of the lock hole; when the rear axle section of a locking structure is engaged with the lock hole: the rear axle section slides with the lock hole, and the sliding direction of the rear axle section is parallel to the axial direction of the lock hole.

[0009] Preferably, the interlocking plate is provided with a first anti-wear structure and a second anti-wear structure. The first anti-wear structure includes at least one first anti-wear column fixed on the interlocking plate, and the second anti-wear structure includes at least one second anti-wear column fixed on the interlocking plate. Both the first and second anti-wear columns are located between the connecting plate and the interlocking plate, and the distance between the first anti-wear column and the connecting plate is smaller than the distance between the second anti-wear column and the connecting plate.

[0010] The beneficial effects of this utility model are: when the transmission is in neutral, it will not affect subsequent gear shifting actions; when the transmission is in a driving gear, the movement of all other shift fork shafts that do not correspond to the engaged gear will be restricted, preventing the transmission from shifting into another gear, thereby avoiding problems such as transmission system lock-up, protecting the transmission and ensuring driving safety; it has an anti-wear protection structure, which can reduce the relative friction area, improve the movement efficiency of the interlock plate, and protect the interlock plate. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a partial structural schematic diagram of the present invention; Figure 3 This is a schematic diagram of the structure of the reset torsion spring of this utility model; Figure 4 This is a structural schematic diagram of the interlocking plate of this utility model; Figure 5 This is a schematic diagram of the structure of the locking section of this utility model; Figure 6 This is a partial structural diagram of the transmission when it is in neutral. Figure 7 This is a partial structural diagram of the transmission when it is in first or second gear; Figure 8 This is a partial structural diagram of the transmission in third or fourth gear; Figure 9 This is a partial structural diagram of the transmission when it is in reverse gear; Figure 10 This is a partial structural diagram of the transmission when it is in fifth or sixth gear.

[0012] Reference numerals: 1. Shift guide shaft; 2. Shift fork shaft; 201. Shift fork arm; 202. Locking section; 202. Front axle section; 202.1. Front reducing diameter section; 202.2. Minimum diameter section; 202.3. Rear reducing diameter section; 202.4. Rear axle section; 202.5. Center plate; 3. Limiting screw; 301. Screw head; 301.1. Smooth column; 301.2. Threaded column; 301.3. Return torsion spring; 4. Limiting column; 401. Anti-rotation rod; 402. Interlocking plate; 5. Limiting hole; 5.1. Locking hole; 5.2. First side wall; 5.21. Second side wall; 5.22. Third side wall; 5.23. Fourth side wall; 5.24. Guide hole; 5.3. First anti-wear column; 601. Second anti-wear column; 602. Detailed Implementation

[0013] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0014] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10 As shown, A transmission interlock protection structure, the transmission includes a shift guide shaft 1, four shift fork shafts 2 arranged from top to bottom, and a shift fork arm 201 provided on one of the shift fork shafts 2. The shift fork shafts 2 are arranged in parallel, and the shift fork shafts 2 are arranged from bottom to top as the fifth and sixth gear shift fork shaft, the reverse gear shift fork shaft, the first and second gear shift fork shaft, and the third and fourth gear shift fork shaft. Includes central connecting plate 3, reset torsion spring 4, and interlock plate 5; The interlock plate 5 is provided with a limiting hole 5.1 and four locking holes 5.2. The shift fork shaft 2 includes a locking section 202. The locking holes 5.2 correspond one-to-one with the locking sections 202, and the locking holes 5.2 and the corresponding locking sections 202 together form a locking structure. There is a gap between the interlock plate 5 and the central connecting plate 3. The central connecting plate 3 is provided with a limiting screw 301 that passes through the interlock plate 5. There is a gap between the interlock plate 5 and the limiting screw 301. The reset torsion spring 4 is sleeved on the shift guide shaft 1. One end of the reset torsion spring 4 extends to form a limiting post 401 that is inserted into the limiting hole 5.1. The other end of the reset torsion spring 4 extends to form an anti-rotation rod 402 that is fixed relative to the shift fork arm 201. The anti-rotation rod 402, the axis of the reset torsion spring 4 and the limiting post 401 are arranged sequentially from top to bottom. In a locking structure: the locking section 202 includes a front shaft section 202.1, a front converging diameter shaft section 202.2, a minimum diameter shaft section 202.3, a rear converging diameter shaft section 202.4, and a rear shaft section 202.5 connected coaxially in sequence. The front converging diameter shaft section 202.2 and the rear converging diameter shaft section 202.4 are arranged symmetrically along the minimum diameter shaft section 202.3. The outer diameter of the front converging diameter shaft section 202.2 gradually decreases in the direction away from the minimum diameter shaft section 202.3 and closer to the minimum diameter shaft section 202.3. The locking section 202 passes through the lock hole 5.2, and the front shaft section 202.1 or the rear shaft section 202.5 can be engaged in the lock hole 5.2. When the front axle section 202.1 or the rear axle section 202.5 of a locking structure is engaged with the lock hole 5.2, the locking section 202 in the locking structure is arranged coaxially with the lock hole 5.2. In the other locking structures, the axis of the locking section 202 is separated from the axis of the lock hole 5.2. like Figure 5 , Figure 6 As shown, when the transmission is in neutral, in any locking structure: the front axle section 202.1 is separated from the lock hole 5.2, and the rear axle section 202.5 is separated from the lock hole 5.2.

[0015] The interlock plate 5 is limited to a certain extent by the connecting plate 3 and the limiting screw 301. The interlock plate 5 can move slightly axially and slightly radially to the limiting screw 301 (there is a gap between the interlock plate 5 and the connecting plate 3, and a gap between the interlock plate 5 and the limiting screw 301). The limiting post 401 at one end of the return torsion spring 4 pulls the interlock plate 5, while the anti-rotation rod 402 at the other end of the return torsion spring 4 is fixed relative to the shift fork arm 201. In this way, when no other external force is applied, the interlock plate 5 can be held in the set position (corresponding to neutral, at which time there is a gap between the interlock plate 5 and the connecting plate 3, and a gap between the interlock plate 5 and the limiting screw 301). When an external force is applied, the interlock plate 5 can move, thus shifting gears smoothly. When the applied external force disappears, due to the presence of the return torsion spring 4, the interlock plate 5 can return to the set position.

[0016] In neutral, the interlock plate 5 is free. As mentioned earlier, the interlock plate 5 can move slightly axially and radially towards the limit screw 301. At this time, if one of the shift fork shafts 2 moves axially, the front reducing shaft section 202.2 or the rear reducing shaft section 202.4 begins to contact the corresponding locking hole 5.2, thereby pushing the interlock plate 5 to move radially towards the limit screw 301 until the front shaft section 202.1 or the rear shaft section 202.5 is engaged in the locking hole 5.2. At this point, the interlock plate 5 cannot continue to move radially towards the limit screw 301. As a result, when the other shift fork shafts 2 want to move axially and engage other gears, they will be blocked and limited by the corresponding locking hole 5.2, thus preventing them from engaging other gears simultaneously, thereby protecting the transmission.

[0017] The lock hole 5.2 is a square hole. The inner wall of the lock hole 5.2 includes a first side wall 5.21, a second side wall 5.22, a third side wall 5.23, and a fourth side wall 5.24 connected in sequence. The upper end of the first side wall 5.21 is connected to the upper end of the fourth side wall 5.24. The first side wall 5.21 forms an angle of 45 degrees with the horizontal plane. In a locking structure: the distance between the axis of the locking segment 202 and the first side wall 5.21 is M, the distance between the axis of the locking segment 202 and the second side wall 5.22 is N, the distance between the axis of the locking segment 202 and the third side wall 5.23 is P, the distance between the axis of the locking segment 202 and the fourth side wall 5.24 is Q, and the diameter of the locking segment 202 is R. Each locking structure is defined from top to bottom as the first structure, the second structure, the third structure, and the fourth structure. like Figure 7 As shown, when R=M=N=P=Q in the second structure: M<N=R=Q<P in the first structure, N>M=R=P>Q in the third structure, and M=Q<R<N=P in the fourth structure, the transmission is in first or second gear, and the interlock plate 5 is in the first or second gear locked position. like Figure 8 As shown, when R=M=N=P=Q in the first structure: M>N=R=Q>P in the second structure, M=N>R>P=Q in the third structure, and N>M=R=P>Q in the fourth structure. At this time, the transmission is in third or fourth gear, and the interlock plate 5 is in the third or fourth gear locked position. like Figure 9 As shown, when R=M=N=P=Q in the third structure: Q>M=R=P>N in the first structure, Q>M=R=P>N in the second structure, and P>N=R=Q>M in the fourth structure, the transmission is in reverse gear and the interlock plate 5 is in the reverse gear locked position. like Figure 10As shown, when R=M=N=P=Q in the fourth structure: Q>M=R=P>N in the first structure, M=Q>R>N=P in the second structure, and M>N=R=Q>P in the third structure, the transmission is in fifth or sixth gear, and the interlock plate 5 is in the fifth or sixth gear locked position.

[0018] It is evident that regardless of which of the aforementioned locking positions the interlock plate 5 is in, there must be a locking hole 5.2 on the interlock plate 5 that is locked to the front axle section 202.1 or the rear axle section 202.5. At this time, the interlock plate 5 cannot move radially in the limiting screw 301. Then, the remaining locking holes 5.2 on the interlock plate 5 can restrict the movement of the corresponding locking section 202 (shift fork shaft 2) radially in the limiting screw 301, thus preventing the simultaneous engagement of another gear.

[0019] The interlocking plate 5 is provided with a guide hole 5.3. The limiting screw 301 includes a screw head 301.1, a light column 301.2 and a threaded column 301.3 connected in sequence along the axial direction of the limiting screw 301. The outer diameter of the screw head 301.1 is larger than the diameter of the guide hole 5.3. The light column 301.2 passes through the guide hole 5.3. The threaded column 301.3 is threadedly connected to the connecting plate 3. There is a gap between the light column 301.2 and the wall of the guide hole 5.3. The connecting plate 3, the interlocking plate 5 and the screw head 301.1 are arranged in sequence along the axial direction of the guide hole 5.3.

[0020] The threaded post 301.3 is fixed to the connecting plate 3 by thread. The screw head 301.1 and the connecting plate 3 limit the movement range of the interlocking plate 5 in the axial direction of the limiting screw 301. The gap between the light post 301.2 and the hole wall of the guide hole 5.3 allows the interlocking plate 5 to move slightly in the radial direction of the limiting screw 301.

[0021] When the front axle section 202.1 of a locking mechanism is engaged with the lock hole 5.2: the front axle section 202.1 and the lock hole 5.2 are in sliding fit, and the sliding direction of the front axle section 202.1 is parallel to the axial direction of the lock hole 5.2; when the rear axle section 202.5 of a locking mechanism is engaged with the lock hole 5.2: the rear axle section 202.5 and the lock hole 5.2 are in sliding fit, and the sliding direction of the rear axle section 202.5 is parallel to the axial direction of the lock hole 5.2.

[0022] The engagement between the front axle section 202.1 and the lock hole 5.2, and the engagement between the rear axle section 202.5 and the lock hole 5.2, are based on the premise that "either the front axle section 202.1 or the rear axle section 202.5 is engaged in the lock hole 5.2," but they are not completely locked (the front axle section 202.1 and the lock hole 5.2 are in a sliding engagement, and the rear axle section 202.5 and the lock hole 5.2 are in a sliding engagement). This ensures that the locking section 202 (either the front axle section 202.1 or the rear axle section 202.5) can be reset normally and smoothly.

[0023] The interlocking plate 5 is provided with a first anti-wear structure and a second anti-wear structure. The first anti-wear structure includes at least one first anti-wear column 601 fixed on the interlocking plate 5, and the second anti-wear structure includes at least one second anti-wear column 602 fixed on the interlocking plate 5. The first anti-wear column 601 and the second anti-wear column 602 are both located between the connecting plate 3 and the interlocking plate 5. The distance between the first anti-wear column 601 and the connecting plate 3 is smaller than the distance between the second anti-wear column 602 and the connecting plate 3.

[0024] In the radial direction of the limiting screw 301, the interlocking plate 5 will repeatedly rub against the connecting plate 3. If a large-area surface contact (plate-to-plate friction) is directly used, the wear rate of the interlocking plate 5 will be relatively fast. In this solution, one or more first anti-wear pillars 601 and one or more second anti-wear pillars 602 are used. The first anti-wear pillar 601 can preferentially rub against the connecting plate 3, which can reduce the friction area, improve the movement efficiency of the interlocking plate 5, and protect the interlocking plate 5. When the first anti-wear pillar 601 is worn to a shorter length (equal to the length of the second anti-wear pillar 602), the first anti-wear pillar 601 and the second anti-wear pillar 602 rub against the connecting plate 3 together. Compared with the interlocking plate 5, this still significantly reduces the friction area, improves the movement efficiency of the interlocking plate 5, and protects the interlocking plate 5.

[0025] The embodiments of this utility model have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this utility model. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this utility model. Therefore, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. A transmission interlock protection structure, the transmission comprising a shift guide shaft, four shift fork shafts arranged sequentially from top to bottom, and a shift fork arm disposed on one of the shift fork shafts; characterized in that, This includes the central connecting plate, the reset torsion spring, and the interlocking plate; The interlock plate is provided with a limiting hole and four locking holes. The shift fork shaft includes a locking section. The locking holes correspond one-to-one with the locking sections, and the locking holes and the corresponding locking sections together form a locking structure. There is a gap between the interlock plate and the central connecting plate. The central connecting plate is provided with a limiting screw that passes through the interlock plate. There is a gap between the interlock plate and the limiting screw. The reset torsion spring is sleeved on the shift guide shaft. One end of the reset torsion spring extends to form a limiting post that is inserted into the limiting hole. The other end of the reset torsion spring extends to form an anti-rotation rod that is fixed relative to the shift fork arm. The anti-rotation rod, the axis of the reset torsion spring and the limiting post are arranged sequentially from top to bottom. In a locking structure: the locking section includes a front axle section, a front reducing diameter axle section, a minimum diameter axle section, a rear reducing diameter axle section and a rear axle section connected coaxially in sequence. The front reducing diameter axle section and the rear reducing diameter axle section are arranged symmetrically along the minimum diameter axle section. The outer diameter of the front reducing diameter axle section gradually decreases in the direction away from the minimum diameter axle section and closer to the minimum diameter axle section. The locking section passes through the lock hole, and the front axle section or the rear axle section can be inserted into the lock hole. When the front or rear axle section of a locking mechanism is engaged in the lock hole, the locking section of the locking mechanism is arranged coaxially with the lock hole. In other locking mechanisms, the axis of the locking section is separated from the axis of the lock hole. When the transmission is in neutral, in any locking mechanism: the front axle section is separated from the lock hole, and the rear axle section is separated from the lock hole.

2. The transmission interlock protection structure according to claim 1, characterized in that, The keyhole is a square hole, and the inner wall of the keyhole includes a first side wall, a second side wall, a third side wall, and a fourth side wall connected in sequence. The upper end of the first side wall is connected to the upper end of the fourth side wall. The first side wall makes an angle of 45 degrees with the horizontal plane. In a locking structure: the distance between the locking segment axis and the first side wall is M, the distance between the locking segment axis and the second side wall is N, the distance between the locking segment axis and the third side wall is P, the distance between the locking segment axis and the fourth side wall is Q, and the diameter of the locking segment is R. Each locking structure is defined from top to bottom as the first structure, the second structure, the third structure, and the fourth structure. When R=M=N=P=Q in the second structure: M<N=R=Q<P in the first structure, N>M=R=P>Q in the third structure, and M=Q<R<N=P in the fourth structure; When R=M=N=P=Q in the first structure: M>N=R=Q>P in the second structure, M=N>R>P=Q in the third structure, and N>M=R=P>Q in the fourth structure; When R=M=N=P=Q in the third structure: Q>M=R=P>N in the first structure, Q>M=R=P>N in the second structure, and P>N=R=Q>M in the fourth structure; When R=M=N=P=Q in the fourth structure: Q>M=R=P>N in the first structure, M=Q>R>N=P in the second structure, and M>N=R=Q>P in the third structure.

3. The transmission interlock protection structure according to claim 1, characterized in that, The interlocking plate is provided with a guide hole. The limiting screw includes a screw head, a light column and a threaded column connected in sequence along the axial direction of the limiting screw. The outer diameter of the screw head is larger than the diameter of the guide hole. The light column passes through the guide hole and is threadedly connected to the central connecting plate. There is a gap between the light column and the wall of the guide hole. The central connecting plate, the interlocking plate and the screw head are arranged in sequence along the axial direction of the guide hole.

4. A transmission interlock protection structure according to claim 1, 2, or 3, characterized in that, When the front axle section of a locking mechanism is engaged with the lock hole: the front axle section slides with the lock hole, and the sliding direction of the front axle section is parallel to the axial direction of the lock hole; when the rear axle section of a locking mechanism is engaged with the lock hole: the rear axle section slides with the lock hole, and the sliding direction of the rear axle section is parallel to the axial direction of the lock hole.

5. The transmission interlock protection structure according to claim 3, characterized in that, The interlocking plate is provided with a first anti-wear structure and a second anti-wear structure. The first anti-wear structure includes at least one first anti-wear column fixed on the interlocking plate, and the second anti-wear structure includes at least one second anti-wear column fixed on the interlocking plate. Both the first and second anti-wear columns are located between the central connecting plate and the interlocking plate, and the distance between the first anti-wear column and the central connecting plate is smaller than the distance between the second anti-wear column and the central connecting plate.

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