KR20200062504A - Gear shifting device for multi-speed transmission of electric vehicles - Google Patents

Abstract

Disclosed is a gear shifting apparatus for a multi-stage transmission of an electric vehicle. According to one embodiment of the present invention, the gear shifting apparatus for the multi-stage transmission of the electric vehicle comprises a shifting unit and a parking unit. The shifting unit comprises: a shift fork; a screw housing; a shift rail coupled to a screw hole of the screw housing; a guide rail having both ends fixed to a transmission housing; a first shift lug; a first plunger; and a rotation prevention guider. According to the present invention, the number of components is reduced, thereby reducing manufacturing costs and weight.

Description

Gear shifting device for multi-speed transmission of electric vehicles}

The present invention relates to a gear shifting device for a multi-stage transmission of an electric vehicle, and more particularly, in a multi-stage transmission of an electric vehicle, the actuators of the shifting unit and the parking unit are integrated into one control motor to reduce manufacturing cost and weight. It relates to a gear shifting device for a multi-speed transmission of an electric vehicle that can be.

In general, an automated manual transmission (AMT), a dual clutch transmission (DCT), and a multi-speed transmission for an electric vehicle are equipped with the same gear train as a conventional manual transmission while automatically shifting. It was developed to be able to perform with, and in order to implement automatic shifting, an actuator for shifting is required along with an actuator for shifting.

Particularly, a shift-by-wire (SBW: Shift by Wire) method that receives a signal according to the operation of a shift lever or a shift button of an electric vehicle and controls the shift to an electric signal is applied to a multi-stage transmission of an electric vehicle, and is driven by the output of a driving motor. Due to the characteristics of the electric vehicle in which the stepless shift is performed, a shift fork in the shifting unit for gear shifting is limited to 1 to 2 because a large number of shifting steps of two or more steps is not required.

However, such a multi-stage transmission of an electric vehicle requires at least one control motor as a shifting actuator for realizing a gear shift function corresponding to a shift stage applied for gear shifting, and separately stops and releases the parking gear. As a parking actuator to control the parking sprag, a separate control motor is required.

As described above, the gear shifting device applied to the multi-speed transmission of the electric vehicle has a structure of the multi-speed transmission as each control motor must be configured with an actuator of the shifting unit for gear shifting and the parking unit for stopping and releasing the parking gear. Is complicated, there is a problem that increases the manufacturing cost and weight increase due to the increase in the number of parts.

The above descriptions as background arts are only for improving understanding of the background of the present invention, and should not be taken as an admission that they correspond to the prior arts already known to those skilled in the art.

An embodiment of the present invention simplifies the structure by integrating the shifting unit and the actuator of the parking unit into one control motor in a multi-stage transmission of an electric vehicle, while enabling control of the first and second transmission stages and the parking stage, It is to provide a gear shifting device for a multi-stage transmission of an electric vehicle that can reduce manufacturing cost and weight by reducing the number of parts.

In one or more embodiments of the present invention, a shifting unit that controls gear shift through a shift fork on a fork rail by receiving the rotational force of an actuator, and stops and releases a parking gear through a parking sprag by receiving the rotational force of the actuator In the gear shifting device for a multi-speed transmission of an electric vehicle comprising a parking unit to control, the actuator is a control motor for transmitting the rotational force through a drive gear externally connected to the driven gear of the shifting unit and the parking unit The shifting unit is made of a shift fork which is movably installed on the fork rail to control a synchronizer for shifting; A screw housing connected to the driven gear circumscribed with the driving gear through a connection shaft, and having a screw hole formed therein; A screw is formed at one end and fastened to the screw hole of the screw housing, and first and second plunger grooves are formed on one side and the other side on the outer circumferential surface, respectively, and each plunger groove is on both sides between the first and second plunger grooves. A shift rail in which neighboring first and second stoppers are formed; A guide rail disposed parallel to the shift rail and having both ends fixed to the transmission housing, and forming third and fourth plunger grooves facing the first and second plunger grooves on one side and the other side; The lower end is integrally connected to the shift fork, and from the outside of the first stopper through two through-holes, the shift rail is attached to the guide rail while being movably inserted into the shift rail and the guide rail. A first shift lug in which a first operation hole is formed in a vertical direction in the support and connecting the shift rail and the guide rail; The first and third plungers according to the relative movement of the shift rail and the first shift lug with respect to the guide rail, while being inserted into the first operating hole of the first shift lug, between the shift rail and the guide rail A first plunger having both ends selectively inserted into the groove; And a gear shifting device for a multi-stage transmission of an electric vehicle including a rotation-preventing guider fitted to a front end of the shift rail and fixed to both ends of the shift rail to prevent rotation of the shift rail. have.

The parking unit includes a parking gear; A parking sprag disposed at a tip end corresponding to the parking gear, the rear end being fitted to the sprag shaft, and installed to operate in a parking release direction by a return spring; A pocket portion is integrally formed at the lower end, and the shift rail is supported with respect to the guide rail while being movably inserted into the shift rail and the guide rail from the outside of the second stopper through two through holes. And a second shift lug in which a second operation hole is formed in an up and down direction in the interior connecting the shift rail and the guide rail; The second and fourth plungers according to the relative movement of the shift rail and the second shift lug with respect to the guide rail, while being inserted into the second working hole of the second shift lug, between the shift rail and the guide rail A second plunger with both ends selectively inserted into the groove; A parking lever rotatably fitted through the center to a lever shaft fixed to the transmission housing, the upper end being fitted to the pocket portion of the second shift lug by a return spring; And a cam portion is formed in the tip portion is disposed corresponding to the tip portion of the parking sprag, the rear end may include a parking rod connected to the lower end of the parking lever.

The parking lever may be configured to horizontally operate the parking rod by rotating about the lever axis.

In addition, the parking rod may be configured such that the cam portion of the distal end presses the distal end portion of the parking sprag that hinges around the sprag shaft, so that the engagement end is engaged with the parking gear.

Here, each of the first, second, third, and fourth plunger grooves may be formed as a hemispherical groove, and both ends of the first and second plungers may be formed as hemispherical surfaces, respectively.

In addition, the gear ratio may be set such that the driving gear decelerates and transmits the rotational force of the control motor to the driven gear.

In addition, the spacing between the first and second plunger grooves may be formed to be the same as the spacing between the third and fourth plunger grooves.

In addition, the first and second stoppers may be integrally formed in a circular ring shape on the shift rail, respectively.

In an embodiment of the present invention, in a multi-stage transmission of an electric vehicle, the actuators of the shifting unit and the parking unit for controlling the first and second transmission stages and the parking stage are integrated into one control motor while securing control reliability and structure. Since it can be simplified, it has the effect of reducing manufacturing cost and weight by reducing the number of parts.

1 is a schematic perspective view of a gear shifting device for a multi-stage transmission of an electric vehicle according to an embodiment of the present invention.
2 is a partial cross-sectional perspective view of a parking state of a gear shifting device for a multi-speed transmission in an electric vehicle according to an embodiment of the present invention.
3 to 5 is a step-by-step operation state diagram of a gear shifting device for a multi-speed transmission of an electric vehicle according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

However, since the size and thickness of each component shown in the drawings are arbitrarily shown for convenience of description, the present invention is not necessarily limited to that shown in the drawings, and the thickness is enlarged to clearly express various parts and regions. Did.

However, in order to clearly describe an embodiment of the present invention, parts irrelevant to the description are omitted, and the same reference numerals are given to the same or similar components throughout the specification.

In the following description, the names of components are divided into first, second, and the like, and the names of components are the same, and are not necessarily limited to the order.

However, in describing an embodiment of the present invention, for convenience of description, the left and right directions in FIG. 1 are described as left and right, but do not refer to the left and right sides of the actual device.

1 is a schematic perspective view of a gear shifting apparatus for a multi-stage transmission of an electric vehicle according to an embodiment of the present invention, and FIG. 2 is a parking state of a gear shifting apparatus for a multi-stage transmission of an electric vehicle according to an embodiment of the present invention It is a partial sectional perspective view.

The gear shifting apparatus according to the embodiment of the present invention will be basically described through an example applied to a two-speed transmission of an electric vehicle.

Of course, the gear shifting apparatus according to the embodiment of the present invention can be applied in addition to the two-speed transmission, in which case the seat motor unit SU and the control motor M applied to the actuator according to the transmission stage of the transmission to be implemented are More can be added.

1 and 2, the gear shifting apparatus according to an embodiment of the present invention is an actuator and shifting to control gear shift through the shift fork 3 on the fork rail 1 by receiving the rotational force of the actuator It consists of a unit (SU), and a parking unit (PU) that receives and receives the rotational force of the actuator to stop and release the parking gear (33) through the parking sprag (31).

Here, the actuator consists of one control motor (M) that transmits rotational force through a driving gear (DG) that is externally connected to the driven gear (PG) of the shifting unit (SU) and the parking unit (PU).

That is, the shifting unit (SU) and the parking unit (PU) converts the rotational force provided from one control motor (M) into a horizontal force to control the operation of the shift fork (3) and the parking sprag (31). .

That is, the control motor (M) is provided with the driving gear (DG) at the tip of the rotating shaft (S).

And the shifting unit (SU) is a shift fork (3), screw housing (5), shift rail (7), guide rail (9), first shift lug (11), first plunger (13), anti-rotation Includes a guider (17).

The shift fork 3 is movably installed on a fork rail 1 having both ends fixed to the transmission housing H, and in an embodiment of the present invention, a synchronizer for shifting the first shifting stage and the second shifting stage It is connected to a sleeve (not shown) of (not shown) and is configured to control synchronous operation.

The screw housing 5 is formed with a screw hole 5a having a screw formed on its inner circumferential surface, one end of which is connected to the driven gear PG and the connection shaft S1 to be externally engaged with the driving gear DG to control the screw. It receives the rotational force of the motor (M) and rotates.

At this time, the driving gear (DG) and the driven gear (PG) is set to a reduction gear ratio to decelerate the rotational force of the control motor (M) and transmit it to the screw housing (5).

The shift rail 7 is formed in the shape of a circular rod and is disposed on the axis of the screw housing 5 and the connecting shaft S1, and a certain section screw 7a is formed at one end to form the screw housing 5 ) To the screw hole 5a.

In addition, the shift rail 7 is downwardly spaced at a predetermined interval on one side and the other side of the outer circumferential surface to form first and second plunger grooves G1 and G2, respectively, and the first and second plunger grooves G1. First and second stoppers 15 and 25 are formed on both sides of the G2 adjacent to each of the plunger grooves G1 and G2.

At this time, the first and second stoppers 15 and 25 are formed at regular intervals in the first and second plunger grooves G1 and G2, respectively.

In addition, the first and second stoppers 15 and 25 are integrally formed in a circular ring shape, respectively, on the shift rail 7, wherein the first stopper 15 is as shown in FIG. 1, When moving to the right in the axial direction of the shift rail 7, it has a function of supporting the left side of the first shift lug 11 to move to the right along with the shift rail 7.

In addition, the guide rail 9 is spaced apart from the shift rail 7 at regular intervals, and is disposed in parallel, and both ends are fixed to the transmission housing H.

In addition, the guide rail 9 has third and fourth plunger grooves G3 and G4 facing the first and second plunger grooves G1 and G2, respectively, on one side and the other side.

Here, the first, second, third, and fourth plunger grooves (G1) (G2) (G3) (G4) are each formed of the same hemispherical groove, the first and second plunger grooves (G1) The spacing between (G2) is the same as the spacing between the third and fourth plunger grooves (G3) (G4).

The first shift lug 11 has a lower end integrally connected to the shift fork 3, and two through holes are formed in the direction of the shift rail 7 and guide rail 9 on the upper and lower parts of the body, respectively. It is movably inserted into the shift rail 7 and the guide rail 9 from the outside (right side in the figure) of the first stopper 15 on the shift rail 7.

At this time, the first shift lug 11 supports the shift rail 7 with respect to the guide rail 9 fixed to the transmission housing H, and the shift rail 7 and the guide rail 9 The first operating hole (H1) is formed in the vertical direction inside the connecting.

That is, the first operation hole H1 is formed as a circular hole from the upper end of the first shift lug 11 to the through hole at the bottom where the guide rail 9 is inserted.

The first plunger 13 is inserted into the first operation hole H1 of the first shift lug 11 and inside the first operation hole H1 between the shift rail 7 and the guide rail 9. Are located.

The first plunger 13 is between the shift rail 7 and the guide rail 9, according to the relative movement of the shift rail 7 and the first shift lug 11 with respect to the guide rail 9 Upper and lower ends are formed to be selectively inserted into the first and third plunger grooves G1 and G3, respectively.

That is, the first plunger 13 is formed in the shape of a circular pin, and both ends are respectively formed into a hemispherical surface so as to be stably inserted into the first and third plunger grooves G1 and G3 formed as hemispherical grooves. do.

And the anti-rotation guider 17 is fitted to the front end portion of the shift rail 7 and fixed by a pin P, and both front ends projecting downward are fitted into the guide rail 9 to shift the rail 7 It is supported to be fixed in the rotational direction.

That is, the anti-rotation guider 17 has a function of preventing the shift rail 7 from rotating in the process of fastening the screw 7a of the shift rail 7 by rotation of the screw housing 5.

Further, the parking unit PU includes a parking gear 33 installed on an output shaft or an intermediate shaft in the transmission, a parking sprag 31, a second shift lug 21, a second plug 23, and a parking lever 37 ), and a parking rod 39.

The parking sprag 31 protrudes from the front end to form a meshing end 31a meshed with the teeth of the parking gear 33, and the meshing end 31a is arranged to correspond to the parking gear 33 In the state, the rear end portion is installed in a state fitted to the sprag shaft 41.

At this time, the parking sprag 31 is installed to operate in the always-releasing parking direction by a return spring RS fitted to the sprag shaft 41.

In the second shift lug 21, a pocket portion 21a is integrally formed at the lower end, and two through holes are formed at the upper and lower portions of the body in the direction of the shift rail 7 and the guide rail 9, respectively. It is movably inserted into the shift rail 7 and the guide rail 9 from the outside (left in the figure) of the second stopper 15 on the shift rail 7.

At this time, the second shift lug 21 supports the shift rail 7 with respect to the guide rail 9 fixed to the transmission housing H, and the shift rail 7 and the guide rail 9 The second operating hole (H2) is formed in the vertical direction inside the connecting.

That is, the second operation hole H2 is formed as a circular hole from the upper end of the second shift lug 21 to the through hole at the bottom where the guide rail 9 is inserted.

Here, as shown in FIG. 1, when the second shift lug 21 is moved to the left in the axial direction of the shift rail 7, the right side surface is supported by the second stopper 25 to shift the shift rail 7. It has the function to move together to the left.

The second plunger 23 is inserted into the second working hole H2 of the second shift lug 21 and inside the second working hole H2 between the shift rail 7 and the guide rail 9. Are located.

The second plunger 23 is in accordance with the relative movement of the shift rail 7 and the second shift lug 21 with respect to the guide rail 9, between the shift rail 7 and the guide rail 9 Upper and lower ends are formed to be selectively inserted into the second and fourth plunger grooves G2 and G4, respectively.

That is, the second plunger 23 is formed in the shape of a circular pin, and both ends are respectively formed into a hemispherical surface so as to be stably inserted into the second and fourth plunger grooves G2 and G4 formed as hemispherical grooves. do.

In addition, the parking lever 37 is rotatably fitted through a center on a lever shaft 43 fixed to a transmission housing (not shown), and is mounted on the lever shaft 43 by a return spring RS installed thereon. The state fitted to the pocket portion 21a of the second shift lug 21 is maintained.

The parking rod 39 is provided with a cam portion 39a at its tip end and is disposed corresponding to the tip end of the parking sprag 31, and the rear end is connected to the lower end of the parking lever 37.

That is, the parking lever 37 is configured to rotate the center around the lever shaft 43 to operate the parking rod 39 horizontally, and the parking rod 39 has a cam portion 39a at the tip end. It is configured such that the engaging end 31a is engaged with the parking gear 33 by pressing the tip of the parking sprag 31 hinged around the sprag shaft 41.

3 to 5 is a step-by-step operation state diagram of a gear shifting device for a multi-speed transmission of an electric vehicle according to an embodiment of the present invention.

Hereinafter, the operation of the gear shifting apparatus according to the embodiment of the present invention having the configuration as described above will be described with reference to FIGS. 3 to 5 together with FIG. 2.

Gear shifting apparatus according to an embodiment of the present invention is configured such that one control motor (M) controls the shifting unit (SU) and the parking unit (PU).

That is, the control motor M controls the gear shift through the shift fork 3 on the fork rail 1 at a reduction ratio through a driven gear PG externally connected to the drive gear DG, and simultaneously parking sprag The parking gear 33 is stopped and released through (31).

First, with reference to FIG. 2, the operation of the shifting stage will be described by dividing it into a parking stage, a plunger matching, a first shift stage, and a second shift stage with reference to FIGS. 3 to 5.

[Parking group]

Referring to FIG. 2, the parking end is in a state where the screw 7a of the shift rail 7 is completely fastened to the screw housing 5 driven by the control motor M, and the shift rail 7 is In the state moved toward the screw housing 5 in the left direction of FIG. 2, the second plunger 23 is in a state where the upper end is inserted into the second plunger groove G2 on the shift rail 7, and the lower end is a guide rail ( 9) It is in a state in contact with the outer circumferential surface corresponding to the left side of the fourth plunger groove G4 on the top.

In this state, when the shift rail 7 moves to the right in the axial direction, the second plunger 23 provides a component force that enables the axial movement of the second shift lug 21.

At this time, the parking rod 39 is advanced to the right side of FIG. 2 by the rotational position of the parking lever 37, and the cam portion 39a formed at the tip portion of the parking rod 39 has a tip portion of the parking sprag 31. Press to maintain a state in which the engaging end 31a of the parking sprag 31 is engaged with the parking gear 33 to achieve a parking state in which the parking gear 33 is fixed in the rotational direction.

Then, the shift rail 7 is moved from the screw housing 5 in the left direction of FIG. 2, and the first plunger 13 has a lower end inserted into the third plunger groove G3 on the guide rail 9. It is in a state, the upper end of which is in contact with the outer circumferential surface corresponding to the right side of the first plunger groove G1 on the shift rail 7, in this state, even if the shift rail 7 moves in the axial direction, the first plunger 13 Each of the first shift lugs 11 is in a state in which it is not possible to transmit the forces enabling axial movement.

[Plunger matching]

Referring to Figure 3, the plunger matching is the screw 7a of the shift rail 7 is loosened on the screw housing 5 driven by the control motor M, the shift rail 7 is the right side of Figure 2 It moves to the opposite side of the screw housing 5 in the direction.

Then, the parking lever 37 rotates around the lever shaft 43 while the upper end moves by the pocket portion 21a of the second shift lug 21.

At this time, by the rotation of the parking lever 37, the parking rod 39 is moved to the left side of FIG. 3, and the cam portion 39a formed at the tip portion of the parking rod 39 is moved from the tip portion of the parking sprag 31. By separating, the engagement end 31a of the parking sprag 31 is released from the parking gear 33, and the parking gear 33 is freely parked in the rotational direction.

And in the state that the shift rail 7 is moved to the opposite side of the screw housing 5 for a certain period, the first plunger 13 has a lower end inserted into the third plunger groove G3 on the guide rail 9 And the upper end is matched with the first plunger groove G1 on the shift rail 7.

In addition, the second plunger 23 is in a state where the lower end is inserted into the fourth plunger groove G4 on the guide rail 9 by its own weight, and the upper end is the second plunger groove G2 on the shift rail 7 In response, it becomes a matched state.

In addition, the first stopper 15 on the shift rail 7 is brought into contact with the left side of the first shift lug 11 so that the first shift lug 11 can be supported.

In this state, when the shift rail 7 moves to the right in the axial direction, force is transmitted to the left side of the first shift lug 11 by the first stopper 15, and transmitted to the first shift lug 11 The force is also transmitted to the left contact surface of the first plunger 13 inside the operating hole H1.

[First shifting stage]

Referring to FIG. 4, the first shift stage is further rotated of the screw housing 5 driven by the control motor M in the plunger matching state, so that the shift rail 7 is released and the right direction of FIG. 4 is released. It is in a state of moving a certain stroke further.

At this time, the first stopper 15 is in contact with the left side of the first shift lug 11 according to the movement of the shift rail 7 in the right direction, and the first shift lug 11 is shifted to the shift rail 7 And moves in the same stroke. At this time, the first plunger 13 is moved upward by the partial force to move upward of the first shift lug 11 so that the lower end deviates from the third plunger groove G3 of the guide rail 9, so that the upper end is the shift rail 7 Is inserted into the first plunger groove (G1).

In this way, the shift fork 3 is moved by the movement of the first shift lug 11 to the right in the axial direction to enable shifting to the first shift stage.

On the other hand, the second shift lug 21, the upper end of the second plunger 23 is separated from the second plunger groove (G2), the lower end is inserted into the fourth plunger groove (G4), the shift rail (7) Even when moving in the right direction, the force is not transmitted, so that the plunger on the guide rail 9 is maintained at the same position. Accordingly, the parking gear 33 maintains a parking release state.

[2nd shift stage]

Referring to FIG. 5, in the state of the first shift stage, the second shift stage is further rotated of the screw housing 5 driven by the control motor M while the shift rail 7 is released, and FIG. 5 In the rightward direction, a certain stroke is moved more than the first shift stage.

At this time, the first stopper 15 is in a state in contact with the left side of the first shift lug 11, the first shift lug 11 in accordance with the movement in the left direction more than the first shift stage of the shift rail (7) Is moved in the same stroke as the shift rail (7).

In this way, the shift fork 3 is moved by the additional shifting of the first shift lug 11 to the right in the axial direction as compared to the first shift stage to enable shifting to the second shift stage.

On the other hand, the second shift lug 21, the upper end of the second plunger 23 is separated from the second plunger groove (G2), the lower end continues to be inserted into the fourth plunger groove (G4) shift rail ( Even when the movement in the right direction of 7) is not transmitted, it is maintained at the same position as when the plunger matches on the guide rail 9. As a result, the parking gear 33 maintains an unparked state.

However, in the embodiment of the present invention, only the first and second shift stages are selected according to the position change in the axial right side of the shift fork 3, but power connections such as a synchronizer and a clutch for power connection are connected. As the elements are configured accordingly, a two-speed transmission stage may be implemented.

As described above, according to the gear shifting apparatus according to the embodiment of the present invention, in the multi-speed transmission of the electric vehicle, the actuators of the shifting unit SU and the parking unit PU are integrated into one control motor M, 1, the second shift stage and parking stage control is possible to minimize the number of component parts, and the structure is simplified to reduce manufacturing cost and weight.

Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and is easily changed and equalized by a person skilled in the art from the embodiment of the present invention. Includes all changes to the extent deemed acceptable.

M: Control motor
SU: Shifting unit
PU: parking unit
1: fork rail
3: shift fork
5: Screw housing
7: shift rail
9: Guide rail
11, 21: first and second shift lugs
13, 23: first and second plungers
15, 25: 1st, 2nd stopper
17: anti-rotation guider
G1,G2,G3,G4: 1st, 2nd, 3rd, 4th plunger groove
H1, H2: First and second working holes
31: parking sprag
31a: dent
33: parking gear
35: parking cam
37: parking lever
39: parking road
39a: cam part
41: Sprag shaft
43: Lever axis

Claims (8)

Of the electric vehicle comprising a shifting unit that receives the rotational force of the actuator to control gear shift through a shift fork on the fork rail, and a parking unit that receives and receives the rotational force of the actuator to stop and release the parking gear through the parking sprag. In the gear shifting device for a multi-speed transmission,
The actuator consists of one control motor that transmits rotational force through a drive gear externally connected to the driven gear of the shifting unit and the parking unit,
The shifting unit
A shift fork installed movably on the fork rail to control a synchronizer for shifting;
A screw housing connected to the driven gear circumscribed with the driving gear through a connection shaft, and having a screw hole formed therein;
A screw is formed at one end and fastened to the screw hole of the screw housing, and first and second plunger grooves are formed on one side and the other side on the outer circumferential surface, respectively, and each plunger groove is on both sides between the first and second plunger grooves. A shift rail is formed adjacent to the first stopper, the second stopper;
A guide rail disposed parallel to the shift rail and having both ends fixed to the transmission housing, and forming third and fourth plunger grooves facing the first and second plunger grooves on one side and the other side;
The lower end is integrally connected to the shift fork, and from the outside of the first stopper through two through holes, the shift rail is mounted to the guide rail while being movably inserted into the shift rail and the guide rail. A first shift lug in which a first operation hole is formed in a vertical direction in the support and connecting the shift rail and the guide rail;
The first and third plungers according to the relative movement of the shift rail and the first shift lug with respect to the guide rail, while being inserted into the first operating hole of the first shift lug, between the shift rail and the guide rail A first plunger having both ends selectively inserted into the groove; And
An anti-rotation guider fitted in a fixed end portion of the shift rail and fixed to both ends of the guide rail to prevent rotation of the shift rail;
Gear shifting device for a multi-stage transmission of an electric vehicle comprising a. According to claim 1,
The parking unit
Parking gear;
A parking sprag disposed at a tip end so as to correspond to the parking gear, the rear end being fitted to the sprag shaft, and installed to operate in a parking release direction by a return spring;
A pocket portion is integrally formed at the lower end, and the shift rail is supported with respect to the guide rail in a state that is movably inserted into the shift rail and the guide rail from the outside of the second stopper through two through holes. And a second shift lug in which a second operation hole is formed in an up and down direction in the interior connecting the shift rail and the guide rail;
The second and fourth plungers according to the relative movement of the shift rail and the second shift lug with respect to the guide rail, while being inserted into the second working hole of the second shift lug, between the shift rail and the guide rail A second plunger with both ends selectively inserted into the groove;
A parking lever rotatably fitted through the center to a lever shaft fixed to the transmission housing, the upper end being fitted to the pocket portion of the second shift lug by a return spring; And
A cam portion is formed at the tip portion and is disposed corresponding to the tip portion of the parking sprag, and the rear end is a parking rod connected to a lower portion of the parking lever;
Gear shifting device for a multi-stage transmission of an electric vehicle comprising a. According to claim 2,
The parking lever
Gear shifting device for a multi-stage transmission of an electric vehicle that is configured to rotate and operate the parking rod horizontally around the lever axis. According to claim 2,
The parking rod
Gear shifting device for a multi-stage transmission of an electric vehicle, wherein the cam portion of the distal end is configured to press the distal end of the parking sprag hinged around the sprag shaft so that the engagement end is engaged with the parking gear. According to claim 2,
Each of the first, second, third, and fourth plunger grooves is formed as a hemispherical groove,
The first and second plungers are gear shifting devices for a multi-stage transmission of an electric vehicle in which both ends inserted into each of the plunger grooves are respectively formed in a hemispherical surface. According to claim 1,
The drive gear
Gear shifting device for a multi-stage transmission of an electric vehicle in which a gear ratio is set to decelerate and transmit the rotational force of the control motor to the driven gear. According to claim 1,
The gear shifting device for a multi-stage transmission of an electric vehicle is formed to have the same spacing between the first and second plunger grooves. According to claim 1,
The first and second stoppers
Gear shifting device for a multi-stage transmission of an electric vehicle that is formed integrally with each other on the shift rail in a circular ring shape.

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