CN206600457U - A kind of vehicular transmission gear shift is parked mechanism assembly - Google Patents

Abstract

The utility model discloses a shifting and parking mechanism assembly of a vehicle transmission, comprising an inner shifting hub, a first ball bearing, a parking cam torsion return spring, a parking cam, a snap ring, an outer shifting hub, a pressure spring and the second ball bearing; a parking cam torsion return spring with an empty sleeve on the inner shift hub is installed between the first ball bearing and the second ball bearing, and a spring is also installed between the first ball bearing and the second ball bearing There is a parking cam and an outer shift hub, the parking cam is spaced on the inner shift hub through a limit pin for axial limitation, and the outer shift hub is spaced on the inner shift hub and passed through the shift pin For circumferential limit, the left and right ends of the outer shift hub are provided with pressure springs, and the other end of the parking cam is connected to the pressure spring through a snap ring axially installed for limit. The gear shifting and parking mechanism assembly of the vehicle transmission integrates gear shifting and parking functions, and can be applied to manual gear shifting or motor-driven automatic gear shifting operations.

Description

A gearshift parking mechanism assembly for a vehicle transmission

technical field

The utility model relates to the technical field of transmissions, in particular to a shifting and parking mechanism assembly of a vehicle transmission.

Background technique

First of all, all-terrain vehicles have multiple uses, such as ATVs, snowmobiles, field vehicles, military off-road, field rescue, etc., and are not limited by road conditions. They are widely used in various occasions, and their application range is increasing year by year. And there is a tendency to spread to the whole world. There is still a lot of room for development of all-terrain vehicle technology suitable for driving in areas other than roads, and there is a great demand for both military and civilian markets; with the progress and development of society, and the frequent occurrence of global natural disasters, the global The requirements of the terrain are also constantly improving, and they are facing greater challenges; in order to make the all-terrain vehicle more adaptable, on the premise of meeting the functional requirements, it is necessary to simplify its structure, space and weight as much as possible. One piece is multi-functional and highly integrated; secondly, with the gradual increase in global vehicle emission requirements and standards, new energy vehicles, such as electric vehicles and hybrid vehicles, will become the trend and mainstream of vehicle development, and the corresponding new energy vehicle transmission It will tend to develop in the direction of fewer gears (such as two gears or one gear), light weight and small volume. Therefore, the utility model provides a gear shifting and parking mechanism for a vehicle transmission that integrates gear shifting and parking functions. Assembly, can be applied to manual shifting or motor driven automatic shifting operation.

Utility model content

The purpose of this utility model is to provide a gearshift parking mechanism assembly of a vehicle transmission to solve the problems raised in the above-mentioned background technology.

In order to achieve the above object, the utility model provides the following technical solutions:

A gearshift parking mechanism assembly for a vehicle transmission, including an inner gearshift hub, a first ball bearing, a parking cam torsion return spring, a parking cam, a snap ring, an outer gearshift hub, a pressure spring and a second ball Bearing; a parking cam torsion return spring which is empty sleeved on the inner shift hub is installed between the first ball bearing and the second ball bearing, and a parking cam and a parking cam are also installed between the first ball bearing and the second ball bearing The outer gear shift hub, the parking cam idler is axially limited by the limit pin on the inner gear shift hub, and the outer gear shift hub is idler on the inner gear shift hub and is circumferentially limited by the gear shift pin , the torsional return spring of the parking cam is located between the first ball bearing and the parking cam, and the left and right ends of the outer shift hub are provided with pressure springs, which are sleeved on the inner shift hub, and the other end of the parking cam The snap ring limited by axial installation is connected to the pressure spring; the inner shift hub is supported and installed in the transmission housing bearing hole through the first ball bearing and the second ball bearing, and is installed through the O-shaped rings installed at both ends of the inner shift hub The ring seals the transmission housing and the inner shift hub. When the inner shift hub rotates, the parking cam is driven to rotate through the limit pin, and the shift pin pushes the outer shift hub to rotate and move axially.

As a further solution of the utility model: one end of the inner shift hub is provided with a spline for inputting the driving torque and a screw thread for fixing the input counterpart, and both ends of the inner shift hub are provided with O-rings The inner shift hub is provided with the second groove for installing the torsion return spring of the parking cam, and the inner shift hub is provided with two holes for installing the limit pin and the shift pin. The position of the first hole corresponds to the position of the limit pin and the shift pin. The inner shift hub is provided with a first screw guide hole for driving the shift fork; the inner shift hub is provided with a shaft for the pressure spring. The snap ring installation groove is installed to the limit snap ring; the inner shift hub is provided with a toothed groove for the positioning of the shift positioning seat; the other end of the inner shift hub is provided with a flat square for installing the gear position sensor. The snap ring groove for fixing the gear position sensor; the first spiral guide hole is provided with a buffer zone for buffering and synchronizing gear shifting.

As a further solution of the present utility model: the inner shift hub is provided with four square holes, and the four square holes are located in the area where the outer shift hub and two pressure springs are installed; There are pins for orientation and limit, which are used to maintain the working state of the parking cam and the hook structure for reset; The first waist-shaped hole rotates or returns in the axial limit and working area; the pressure spring adopts a flat end-to-top wave spring structure.

As a further solution of the present utility model: the annular cylinder of the outer shift hub is provided with a second waist-shaped hole for limiting the position in the circumferential direction, and the annular cylinder of the outer shift hub is also provided with a second waist hole for gear shifting. And the second screw guide hole for parking.

As a further solution of the present utility model: the parking cam and the inner shift hub are clearance fit, and the parking cam is limited to the corresponding position of the inner shift hub through the interference fit of the limit pin and the inner shift hub, and The parking cam is preloaded through the installation and cooperation of the parking cam torsion return spring and the parking cam. When the parking cam is in the parking working state, it will rotate relative to the inner shift hub within the range limited by the waist hole. The sporty, non-parking working state rotates synchronously with the inner shift hub.

As a further solution of the utility model: the outer shift hub and the inner shift hub are clearance fit, and through the interference fit between the shift pin and the inner shift hub, the first helical guide hole on the inner shift hub It is aligned with the second screw guide hole on the outer shift hub, and the outer shift hub is axially limited and pre-tightened by the pressure spring and snap ring. The shift pin is in the middle of the waist hole of the outer shift hub. During the shifting operation, the rotating inner shift hub pushes the outer shift hub to rotate through the shift pin and at the same time moves linearly within the range defined by the waist-shaped hole.

As a further solution of the utility model: the inner shift hub is provided with a plurality of first screw holes, the inner shift hub is equipped with a plurality of outer shift hubs, and each outer shift hub is provided with For the second screw hole, a plurality of first screw holes are respectively aligned with the second screw holes.

Compared with the prior art, the beneficial effects of the utility model are:

The vehicle transmission shifting parking mechanism assembly is reasonable in design and compact in structure. It is a vehicle transmission shifting parking mechanism assembly integrating the shifting function and parking function. It can be applied to manual shifting or motor Drive automatic shifting operation; Compared with the traditional gear selection mechanism and gear shifting mechanism driven by their own motors, the utility model can be realized with only one motor, which has obvious cost advantages; Simple optimization and quantity increase can realize the function expansion of the utility model, and can be applied to transmissions with multiple forward gears.

Description of drawings

Fig. 1 is the structural representation of the utility model under the neutral state;

Fig. 2 is a B-B sectional view of Fig. 1 .

Fig. 3 is the C-C sectional view of Fig. 1;

Fig. 4 is a D-D sectional view of Fig. 1;

Fig. 5 is the E-E sectional view of Fig. 1;

Fig. 6 is an expanded view of the second shift screw guide hole in the utility model;

Fig. 7 is a B-B sectional view of the utility model in a forward gear state.

Fig. 8 is the C-C cross-sectional view of the utility model in the forward gear state;

Fig. 9 is a D-D cross-sectional view of the utility model in the forward gear state;

Fig. 10 is the E-E cross-sectional view of the utility model under the forward gear state;

Fig. 11 is a B-B sectional view of the utility model in a reverse gear state.

Figure 12 is a C-C sectional view of the utility model in the reverse gear state;

Fig. 13 is a D-D sectional view of the utility model in a reverse gear state;

Fig. 14 is the E-E sectional view of the utility model under the state of reverse gear;

Fig. 15 is a B-B sectional view of the utility model in the parking gear state.

Fig. 16 is a C-C sectional view of the utility model in the parking gear state;

Figure 17 is a D-D cross-sectional view of the utility model in the parking gear state;

Figure 18 is the E-E sectional view of the utility model in the state of the parking gear;

Fig. 19 is a front view of the inner shift hub 10 in the utility model;

Fig. 20 is a side view of the inner shift hub 10 in the utility model;

FIG. 21 is a schematic diagram of a partial structure of the inner shift hub 10 of the present invention.

Fig. 22 is the F-F sectional view of the inner shift hub 10 in the utility model;

Fig. 23 is an expanded view of the first shift screw guide hole in the utility model;

Fig. 24 is a front view of the parking cam torsion return spring in the utility model;

Fig. 25 is a side view of the parking cam torsion return spring in the utility model;

Fig. 26 is the front view of the parking cam in the utility model;

Figure 27 is a side view of the parking cam in the utility model;

Fig. 28 is the front view of the pressure spring in the utility model;

Figure 29 is a side view of the pressure spring in the utility model;

Figure 30 is one of the structural schematic diagrams of the Chinese and foreign shift hubs of the present utility model;

Fig. 31 is the second structural schematic diagram of the Chinese and foreign shift hub of the utility model;

Figure 32 is a schematic diagram of the optimized structure of the utility model;

Fig. 33 is a B-B sectional view of the optimized structure of the present utility model.

Fig. 34 is the C-C sectional view of the optimized structure of the utility model;

Fig. 35 is the D-D sectional view of the optimized structure of the utility model;

Fig. 36 is the G-G sectional view of the optimized structure of the utility model;

Fig. 37 is the E1-E1 sectional view of the optimized structure of the present utility model;

Fig. 38 is an expanded view of the second spiral guide hole a in the optimized structure of the utility model;

Fig. 39 is an expanded view of the second spiral guide hole b in the optimized structure of the present invention.

Among them: 10-inner shift hub; 10a-inner shift hub a; 11-spline; 11a-thread; 12-first groove; 13-hole; 14-snap ring installation groove; 15-first screw guide Hole; 15a-the first spiral guide hole a; 15b-the first spiral guide hole b; 16-flat square; 16a-snap ring groove; 17-toothed groove; 17a-toothed groove a; 18-the second groove ; 19-square hole; 20-the first ball bearing; 30-parking cam torsion return spring; 31-pin; 32-hook structure; 40-parking cam; 41-the first waist hole; Package; 50-snap ring; 60-outer shift hub; 60a-outer shift hub a; 60b-outer shift hub b; 61-second waist hole; 62-second screw guide hole; 62a-second Spiral guide hole a; 62b-second spiral guide hole b; 70-pressure spring; 80-second ball bearing; 90-O-ring; 100-shift pin; 110-limit pin; 120-pawl spring; 130-parking pawl; 140-parking gear; 150-first shift fork; 160-shift positioning seat; 170-second gear fork; 01-forward gear; 011-forward gear A; 012 -Forward gear B; 013-Forward gear C; 02-Neutral gear; 03-Reverse gear; 04-Park gear; 05-Buffer zone.

detailed description

The technical solution of this patent will be further described in detail below in conjunction with specific embodiments.

Please refer to Figures 1-3, a gearshift parking mechanism assembly for a vehicle transmission, including an inner gearshift hub 10, a first ball bearing 20, a parking cam torsion return spring 30, a parking cam 40, and a snap ring 50 , the outer shift hub 60, the pressure spring 70 and the second ball bearing 80; the parking cam torsion return spring on the inner shift hub 10 is installed between the first ball bearing 20 and the second ball bearing 80 30. A parking cam 40 and an outer shift hub 60 are also installed between the first ball bearing 20 and the second ball bearing 80, and the parking cam 40 is empty sleeved on the inner shift hub 10 to limit the axial direction through the limit pin 110. position, the outer shift hub 60 is vacantly sleeved on the inner shift hub 10 and is limited in the circumferential direction by the shift pin 100, the parking cam torsion return spring 30 is located between the first ball bearing 20 and the parking cam 40 Between, the left and right ends of the outer shift hub 60 are provided with pressure springs 70, the pressure springs 70 are sleeved on the inner shift hub 10, and the other end of the parking cam 40 is connected to the pressure spring 70;

The parking cam 40 is equipped with a radial limit pin 110, through the interference fit between the limit pin 110 and the inner shift hub 10, the parking cam 40 and the parking cam torsion return spring 30 are installed inside. The shift hub 10 corresponds to the functional part; the outer shift hub 60 is equipped with a radial shift pin 100, and the shift pin 100 is in interference fit with the inner shift hub 10, and the shift pin 100 and the inner shift pin The interference fit of the shift hub 10 and the clamping of the snap ring 50, the outer shift hub 60 and the pressure spring 70 are installed on the corresponding functional parts of the inner shift hub 10; when the inner shift hub 10 rotates, through the limit pin 110 pushes the parking cam 40 to rotate, and the shift pin 100 pushes the outer shift hub 60 to rotate and move axially; the inner shift hub 10 is supported and installed in the transmission housing bearing hole through the first ball bearing 20 and the second ball bearing 80, And the transmission housing and the inner shift hub 10 are sealed through the O-rings 90 installed at both ends of the inner shift hub 10 to prevent lubricating oil from leaking, and at the same time, the internal lubricating oil of the transmission can be fully used to lubricate the moving parts;

One end of the inner shift hub 10 is provided with a spline 11 for inputting driving torque and a thread 11a for fixing the input counterpart, and both ends of the inner shift hub 10 are provided with first grooves for installing O-rings 90 12. The inner shift hub 10 is provided with a second groove 18 for installing the parking cam torsion return spring 30, and the inner shift hub 10 is provided with two holes for installing the limit pin 110 and the shift pin 100 13. The positions of the two holes 13 correspond to the positions of the limit pin 110 and the shift pin 100, and the inner shift hub 10 is provided with a first screw guide hole 15 for driving the first shift fork 150; the inner shift The gear hub 10 is provided with a snap ring installation groove 14 for installing the snap ring 50 for axially limiting the pressure spring 70; the inner shift hub 10 is provided with a toothed groove 17 for positioning the shift positioning seat 160; The other end of the shift hub 10 is provided with a flat square 16 for installing a gear position sensor and a snap ring groove 16a for fixing the gear position sensor; Buffer zone; In addition, as a preferred solution of the present utility model, four square holes 19 are added on the inner shift hub 10, and the four square holes 19 are located in the area where the outer shift hub 60 and two pressure springs 70 are installed, which can The middle part of this part is hollowed out and adopts a casting process to further reduce the weight of the utility model, reduce material consumption, and reduce manufacturing costs; the parking cam torsional return spring 30 is provided with pins 31 for orientation and spacing, and To maintain the working state of the parking cam 40 and the hook structure 32 for reset, the torsional return spring 30 is sleeved on the inner shift hub 10, and the pin 31 cooperates with the second groove 18 of the inner shift hub 10 to limit the position in the circumferential direction. , the hook structure 32 cooperates with the parking cam 40 to realize the circumferential reset of the parking cam 40, and the torsion return spring 30 will maintain a certain pretightening force after installation; the outer circle of the parking cam 40 has a pressing effect The convex shell 42 is used to press the parking pawl 130 when parking, and the annular cylinder of the parking cam 40 is provided with a first waist-shaped hole 41 for axial limit and rotation or return of the working area; The pressure spring 70 adopts a flat end-to-top wave spring structure, which can make the outer shift hub 60 more uniform in force and smoother in shifting; Two waist-shaped holes 61 enable the outer gear shift hub 60 to move axially within the range limited by the second waist-shaped hole 61, and the annular cylinder of the outer gear shift hub 60 is also provided with a gear for shifting and parking. The second spiral guide hole 62 .

The inner shift hub 10 receives the input shift torque and rotates through the spline 11a, the parking cam 40 is driven by the limit pin 110, and the outer shift hub 60 is driven by the shift pin 100 to rotate synchronously. The first helical guide hole 15 and the second helical guide hole 62 of the outer shift hub 60 drive the first shift fork 150 to convert the rotational motion of the inner shift hub 10 and the outer shift hub 60 into the first shift dial For the linear movement of the fork 150, the first shift fork 150 can be installed through the moving shaft (also called slide rail) installed on the housing, that is, it can be sleeved on the moving shaft through the fork hole and can move in a straight line in the axial direction. It is an existing mature technology, so as to realize the shifting operation. The toothed groove 17 on the inner shift hub 10 is provided with four functional positions: forward gear, neutral gear, reverse gear and parking gear. The toothed groove 17 is used for The locking gear is designed according to the one-to-one correspondence between the functional parts of the first helical guide hole 15 and the second helical guide hole 62, that is, the helical guide hole rotates at a certain angle to reach a certain gear position, and the tooth-shaped groove is correspondingly designed to lock the gear. , through the toothed groove 17 on the inner shift hub 10 to cooperate with the shift positioning seat 160 installed on the housing to lock the corresponding gear position, and then realize the shift operation; when the inner shift hub 10 turns to the parking function area At this time, the parking cam reverses the return spring 30 and the parking cam 40 starts to work, the parking cam 40 and the parking pawl 130 are in cooperation, and the convex shell 42 of the parking cam 40 presses the parking pawl 130, The parking pawl 130 is inserted into the tooth slot of the parking gear 140, and at the same time, the helical guide holes of the inner shift hub 10 and the outer shift hub 60 drive the first shift fork 150 back to the neutral position to complete the parking lock operation; When parking is released, it is only necessary to rotate the inner shift hub 10 to the non-parking functional area, and the parking cam 40 returns to the initial position under the action of the parking cam torsion return spring 30, and the parking pawl 130 is locked by the pawl spring 120. Under the action of the parking gear, it is pulled out from the tooth groove of the parking gear 140, returns to the initial position, and then completes the unlocking operation of parking.

For the shifting process, the detailed description is as follows: the outer shifting hub 60 drives the shifting fork to move axially and linearly through the screw guide hole 62. When the gear sleeve driven by the first shifting fork 150 has not fully entered the gear position , the first shift fork 150 will first lock the gear position under the combined action of the screw guide hole 62 of the outer shift hub, the first screw guide hole 15 of the inner shift hub and the shift positioning seat 160 installed in the housing, The outer shift hub 60 compresses the pressure spring 70 at one end, and the first shift fork 150 will enter the locked target gear in due course under the action of the pressure spring 70. When the first shift fork 150 reaches the target gear, the pressure spring will 70 restores the initial balance state and completes the gear shift; during the entire gear switching process, the outer shift hub 60 actually performs three actions including gear selection, synchronization and gear shifting: the second helical guide hole 62 and the first helical guide hole During the rotation of the guide hole 15, due to the characteristics of the helix, the direction of rotation determines the selected gear, so that the first shift fork 150 moves linearly in the axial direction according to the predetermined gear. When the gear position is not fully reached, under the action of the shift torque of the inner shift hub 10, the first shift fork 150 reacts against the outer shift hub 60, so that the outer shift hub 60 compresses the pressure spring 70 at one end, and the first shift fork 150 reacts against the outer shift hub 60 to compress the pressure spring 70 at one end. Under the combined action of gear torque and spring pressure, the first shift fork 150 is pushed to the corresponding gear position of the screw guide hole 62 of the outer shift hub 60, while the inner shift hub is installed in the first screw guide hole 15 and Under the combined action of the shift positioning seat 160 of the casing, the target gear position is first locked, and at this time, the outer shift hub 60 will push the first shift fork 150 to the target gear position under the action of the pressure spring 70, and at the same time The pressure springs 70 at the two ends of the outer shift hub 60 are restored to their original state, and the entire shift process is completed.

As can be seen from the above, the utility model combines the functions of gear selection, gear shifting, synchronization, gear locking and parking in the process of gear shifting in the transmission, which not only solves the problem of layout space skillfully, but also reduces zero The number of components also reduces the weight of the transmission assembly, reduces assembly and processing procedures, realizes a multifunctional function, and reduces procurement costs.

The B-B sectional view of Fig. 1 shows the installed state of the inner shift hub 10 and the parking cam torsion return spring 30 and the structure and relative relationship with the counterpart parking pawl spring 120, parking pawl 130, and parking gear 140 Positional relationship; the C-C sectional view of Fig. 1 shows the installation state of the inner shift hub 10, the limit pin 110 and the parking cam 40 and the structure and relative positional relationship with the counterpart parking pawl 130 and the parking gear 140; Fig. The D-D sectional view of 1 shows the installation state of the inner shift hub 10, the shift pin 100 and the outer shift hub 60, the first shift screw guide hole 15 of the inner shift hub 10 and the second shift of the outer shift hub 60. The relative position of the gear screw guide hole 62, and the structure and relative positional relationship of the first shift fork 150 of the opponent; the E-E sectional view of Fig. 1 shows the structure of the toothed groove 17 of the inner shift hub 10, forward gear, neutral gear , the distribution of positioning grooves for reverse gear and parking gear, and the positional relationship between the rolling elements of the opponent's gear shift positioning seat 160 against the toothed groove 17; the expansion diagram of the shift screw guide hole shows the shift screw guide hole shape, and the arrangement of forward gear, neutral gear, reverse gear and parking gear.

As an optimization and function expansion of the present utility model, two forward gear operating parts are newly added, and the outer shift hub 60 is provided with two, respectively, the outer shift hub a60a and the outer shift hub b60b, the outer shift hub a60a and outer shift hub b60b are connected in series to meet the shifting operation requirements of multiple forward gears of the transmission: the design of inner shift hub 10 is optimized and extended to the inner shift hub a10a shown in the figure, and the inner shift hub a10a is equipped with The first helical guide hole a15a and the first helical guide hole b15b, the first helical guide hole a15a from top to bottom are forward gear, forward gear, forward gear, neutral gear, reverse gear and parking gear, add a first helical guide hole 15b, the original toothed groove 17 was optimized into toothed groove a17a, and two toothed grooves 17 were added, that is, the toothed grooves 17 corresponding to the forward gear B012 and the forward gear C013, and the total length of the inner shift hub 10 was lengthened at the same time, increasing The same gear shift pin hole 13; the design of the outer gear shift hub 60 is optimized and expanded as shown in the outer gear shift hub a60a in the figure, the original second helical guide hole 62 is optimized into the second helical guide hole a62a, and a new design is added The outer shift hub b60b, the corresponding second helical guide hole b62b, the second helical guide hole b62b and the second helical guide hole a62a respectively rotate through the inner shift hub 10, and are fixed on the shift pin 100 on the inner shift hub 10 Drive the outer shift hub a60a and the outer shift hub b60b respectively, the second screw guide hole a62a on the outer shift hub a60a drives the shift fork pin of the corresponding gear (the fork pin and the shift fork are integrally forged structure), the outer shift The second helical guide hole b62b on the hub b60b drives the shift fork pin of the corresponding gear position (the fork pin and the shift fork are integrally forged), and the two helical guide holes only need to be installed on the inner shift hub 10 through the shift pin 100 The position is driven by the rotation of the inner shift hub 10 for synchronous rotation; at the same time, one piece of pressure spring 70 and one piece of shift pin 110 are added; Figures 37 and 38 show two sets of first helical guide holes a15a and second helical guide holes a62a, the first screw guide hole b15b and the second screw guide hole b62b are in the forward gear C013, forward gear B012, forward gear A011, neutral gear 02, reverse gear 03, parking gear 04, and the first shift fork 150 and the positional relationship of the second gear shift fork 170, and the gear interlock can be realized. The gear interlock function of the utility model is mainly through the shape of the second helical guide hole b62b and the second helical guide hole a62a and the positioning teeth Shaped groove 17 to achieve: that is, the second helical guide hole b62b and the second helical guide hole a62a, respectively drive the shift fork to move axially or stand still during the rotation process to ensure the realization of the forward gear C013 , forward gear B012, forward gear A011, neutral gear 02, reverse gear 03, and parking gear 04, the corresponding positions of the two shift forks will not be engaged in two gears at the same time, such as the second screw When the guide hole a62a turns from the parking gear 04, the reverse gear 03, and the neutral gear 02 to the forward gear A011 in turn, the second spiral guide hole b62b also turns from the parking gear 04, the reverse gear 03, and the neutral gear 02 to the front gear in turn. In gear A011, the first shift fork 150 driven by the second helical guide hole a62a moves back and forth in the axial direction to switch gears, and the second gear fork 170 driven by the second helical guide hole b62b Then there is no axial movement, and it remains in the neutral position; similarly, from the forward gear B012 to the forward gear C013, the shift fork 150 driven by the second helical guide hole a62a does not move axially, and remains in the neutral position, while The second gear shift fork 170 moved by the second helical guide hole b62b moves axially to switch gears, which ensures that only one gear can be engaged at a time. The slots cooperate to lock and realize interlocking; as can be seen from the above, through simple optimization and increase in the number of the parts of the utility model, the function expansion of the utility model can be realized, and it can be applied to transmissions with multiple forward gears.

Another expanded application of the utility model is to drive the inner gear shift hub spline 11 by the motor to realize the gear selection and shift operation. It can also be applied to the transmission of electric vehicles or hybrid vehicles. Compared with being driven by their own motors, the utility model can be realized with only one motor, and has obvious cost advantages.

For parts or functional parts such as the first ball bearing 20, the second ball bearing 80, the O-ring 90, the spline 11, the screw thread 11a, etc. that are not specifically described in the utility model, according to the requirements of the implementation of the specific transmission, refer to the general parts The technical conditions and standards corresponding to the components are selected and implemented.

The working principle of the utility model is: the inner shift hub 10 receives the input shift torque through the spline 11a and rotates, the parking cam 40 is driven by the limit pin 110, and the outer shift hub 60 is driven to rotate synchronously by the shift pin 100 , the first shift fork 150 is driven through the first helical guide hole 15 of the inner shift hub 10 and the second helical guide hole 62 of the outer shift hub 60 to rotate the inner shift hub 10 and the outer shift hub 60 The motion is converted into the linear motion of the first shift fork 150, thereby realizing the shifting operation. The toothed groove 17 on the inner shift hub 10 is provided with four functional positions of forward gear, neutral gear, reverse gear and park gear , through the toothed groove 17 on the inner shift hub 10 to cooperate with the shift positioning seat 160 installed on the housing to lock the corresponding gear position, and then realize the shift operation; when the inner shift hub 10 turns to the parking function area At this time, the parking cam reverses the return spring 30 and the parking cam 40 starts to work, the parking cam 40 and the parking pawl 130 are in cooperation, and the convex shell 42 of the parking cam 40 presses the parking pawl 130, The parking pawl 130 is inserted into the tooth slot of the parking gear 140, and at the same time, the helical guide holes of the inner shift hub 10 and the outer shift hub 60 drive the first shift fork 150 back to the neutral position to complete the parking lock operation; When parking is released, it is only necessary to rotate the inner shift hub 10 to the non-parking functional area, and the parking cam 40 returns to the initial position under the action of the parking cam torsion return spring 30, and the parking pawl 130 is locked by the pawl spring 120. Under the action of the parking gear, it is pulled out from the tooth groove of the parking gear 140, returns to the initial position, and then completes the unlocking operation of parking.

For the shifting process, the detailed description is as follows: the outer shifting hub 60 drives the shifting fork to move axially and linearly through the screw guide hole 62. When the gear sleeve driven by the first shifting fork 150 has not fully entered the gear position , the first shift fork 150 will first lock the gear position under the combined action of the screw guide hole 62 of the outer shift hub, the first screw guide hole 15 of the inner shift hub and the shift positioning seat 160 installed in the housing, The outer shift hub 60 compresses the pressure spring 70 at one end, and the first shift fork 150 will enter the locked target gear in due course under the action of the pressure spring 70. When the first shift fork 150 reaches the target gear, the pressure spring will 70 restores the initial balance state and completes the gear shift; during the entire gear switching process, the outer shift hub 60 actually performs three actions including gear selection, synchronization and gear shifting: the second helical guide hole 62 and the first helical guide hole During the rotation of the guide hole 15, due to the characteristics of the helix, the direction of rotation determines the selected gear, so that the first shift fork 150 moves linearly in the axial direction according to the predetermined gear. When the gear position is not fully reached, under the action of the shift torque of the inner shift hub 10, the first shift fork 150 reacts against the outer shift hub 60, so that the outer shift hub 60 compresses the pressure spring 70 at one end, and the first shift fork 150 reacts against the outer shift hub 60 to compress the pressure spring 70 at one end. Under the combined action of gear torque and spring pressure, the first shift fork 150 is pushed to the corresponding gear position of the screw guide hole 62 of the outer shift hub 60, while the inner shift hub is installed in the first screw guide hole 15 and Under the combined action of the shift positioning seat 160 of the casing, the target gear position is first locked, and at this time, the outer shift hub 60 will push the first shift fork 150 to the target gear position under the action of the pressure spring 70, and at the same time The pressure springs 70 at the two ends of the outer shift hub 60 are restored to their original state, and the entire shift process is completed.

The vehicle transmission shifting parking mechanism assembly is reasonable in design and compact in structure. It is a vehicle transmission shifting parking mechanism assembly integrating the shifting function and parking function. It can be applied to manual shifting or motor Drive automatic shifting operation; Compared with the traditional gear selection mechanism and gear shifting mechanism driven by their own motors, the utility model can be realized with only one motor, which has obvious cost advantages; Simple optimization and quantity increase can realize the function expansion of the utility model, and can be applied to transmissions with multiple forward gears.

The preferred implementation of this patent has been described in detail above, but this patent is not limited to the above-mentioned implementation, and within the knowledge of those of ordinary skill in the art, it can also be made without departing from the purpose of this patent. Variations.

Claims (7)

1. The mechanism assembly 1. a kind of vehicular transmission gear shift is parked, it is characterised in that including interior hub range shift（10）, the first ball bearing （20）, cam of parking reverse return spring（30）, cam of parking（40）, snap ring（50）, outer hub range shift（60）, compression spring（70） With the second ball bearing（80）；First ball bearing（20）With the second ball bearing（80）Between empty set is installed in interior hub range shift（10） On park cam reverse return spring（30）, the first ball bearing（20）With the second ball bearing（80）Between be also equipped with cam of parking （40）With outer hub range shift（60）, cam of parking（40）Empty set is in interior hub range shift（10）It is upper to pass through spacer pin（110）Carry out axial limit Position, the outer hub range shift（60）Empty set is in interior hub range shift（10）Go up and pass through gear shift pin（100）Carry out circumferential spacing, cam of parking Reverse return spring（30）Positioned at the first ball bearing（20）With cam of parking（40）Between, outer hub range shift（60）Left and right ends it is equal It is provided with compression spring（70）, compression spring（70）Cover in interior hub range shift（10）On, cam of parking（40）The other end pass through axle Spacing snap ring is carried out to installing（50）It is connected to compression spring（70）；Interior hub range shift（10）Pass through the first ball bearing（20）And the Two ball bearings（80）Supporting is installed on case of transmission bearing hole, and by installed in interior hub range shift（10）The O-ring at two ends （90）To case of transmission and interior hub range shift（10）Sealed, when interior hub range shift（10）During rotation, pass through spacer pin（110）Push away Dynamic cam of parking（40）Rotation, gear shift pin（100）Promote outer hub range shift（60）Rotation and axial movement.
2. The mechanism assembly 2. vehicular transmission gear shift according to claim 1 is parked, it is characterised in that the interior hub range shift （10）One end be provided with and be used to input the spline of driving moment（11）And the screw thread for fixed input opponent's part（11a）, inside change Shelves hub（10）Two ends be provided with for mounting O-shaped rings（90）The first groove（12）, interior hub range shift（10）On be provided with use In installation park cam reverse return spring（30）The second groove（18）, interior hub range shift（10）On be provided with for installing spacing Pin（110）And gear shift pin（100）Two holes（13）, two holes（13）Position and spacer pin（110）And gear shift pin（100）'s Position is corresponding, interior hub range shift（10）On be provided with for driving selector fork（150）The first spiral guide hole（15）；Interior gear shift Hub（10）On be provided with for compression spring（70）Carry out the snap ring of axial limiting（50）The snap ring mounting groove of installation（14）；It is interior Hub range shift（10）On be provided with for gear shift positioning seat（160）The serrate slot of positioning（17）；Interior hub range shift（10）The other end set It is equipped with the flat for installing gear position sensor（16）And for fixing the annular groove of gear position sensor（16a）；Institute State the first spiral guide hole（15）Provided with the buffering area for gear shift buffer synchronisation.
3. The mechanism assembly 3. vehicular transmission gear shift according to claim 1 is parked, it is characterised in that the interior hub range shift （10）Provided with four square openings（19）, four square openings（19）Positioned at the outer hub range shift of installation（60）With two compression springs（70） Region；The cam of parking reverses return spring（30）Provided with orientation and spacing pin（31）, parked for holding convex Wheel（40）Working condition and the crotch structure of reset（32）；The cam of parking（40）It is cylindrical have a top pressure act on convex closure （42）, cam of parking（40）Circular cylinder on be provided with for axial limiting and operation interval revolution or return the first kidney-shaped Hole（41）；The compression spring（70）Flush end is employed to top wavy spring structure.
4. The mechanism assembly 4. vehicular transmission gear shift according to claim 1 is parked, it is characterised in that the outer hub range shift （60）Circular cylinder be provided with and be used for spacing the second mounting hole of circumferencial direction（61）, the outer hub range shift（60）Circular column It is additionally provided with body for gear shift and the second spiral guide hole parked（62）.
5. The mechanism assembly 5. vehicular transmission gear shift according to claim 1 is parked, it is characterised in that cam of parking（40）With Interior hub range shift（10）Coordinate for gap, pass through spacer pin（110）With interior hub range shift（10）Interference fit, by cam of parking（40）Limit It is scheduled on interior hub range shift（10）Corresponding position, and return spring is reversed by cam of parking（30）With cam of parking（40）Installation is matched somebody with somebody Close and realize to cam of parking（40）Pretension, when cam of parking（40）During car working condition on the berth, relative to interior hub range shift（10） Mounting hole（41）Relative gyration in limited range, non-working condition and the interior hub range shift of parking（10）Synchronous axial system.
6. The mechanism assembly 6. vehicular transmission gear shift according to claim 1 is parked, it is characterised in that the outer hub range shift （60）With interior hub range shift（10）Coordinate for gap, pass through gear shift pin（100）With the interference fit of interior hub range shift, the interior hub range shift （10）On the first spiral guide hole（15）With outer hub range shift（60）On the second spiral guide hole（62）Alignment, and pass through compression spring （70）And snap ring（50）External hub range shift（60）Carry out axial limiting and apply pretightning force, gear shift pin（100）In outer hub range shift （60）Mounting hole（61）Middle part, when performing gear-change operation, rotates interior hub range shift（10）Pass through gear shift pin（100）Promote outer hub range shift （60）Rotate simultaneously in mounting hole（61）Moved linearly in limited range.
7. The mechanism assembly 7. vehicular transmission gear shift according to claim 1 is parked, it is characterised in that the interior hub range shift （10）It is provided with multiple first spiral guide holes（15）, the interior hub range shift（10）On multiple outer hub range shifts are installed（60）, each Outer hub range shift（60）On be provided with the second spiral guide hole（62）, multiple first spiral guide holes（15）Respectively with the second spiral guide hole （62）Alignment is installed.