TWI826915B - The parking gear anti-disengagement mechanism of the shift fork of the vehicle gear mechanism - Google Patents

Abstract

This case is a method, especially when the vehicle is parked on a slope or a flat road, that can effectively prevent the shift fork of the vehicle's gear mechanism from causing the danger of the parking gear slipping when the vehicle is parked and affected by the vehicle's own downward force or external thrust. The parking gear anti-disengagement safety mechanism when the situation occurs is mainly to provide a protective ring on one side of the parking gear shift cam group set on the shift cam guide shaft. The protective ring has a shift lever that can be hooked into the parking gear. The gear shift fork in the parked state can be hooked by the protective ring to effectively prevent the gear shift fork of the vehicle's gear mechanism from sliding down when the vehicle is parked on a slope or flat road. Under the influence of external force or external thrust, the dangerous situation of parking gear disengagement occurs.

Description

The parking gear anti-disengagement mechanism of the shift fork of the vehicle gear mechanism

Especially when the vehicle is parked on a slope or a flat road, it can effectively prevent the shift fork of the vehicle's gear mechanism from causing the dangerous situation of the parking gear shifting when the vehicle is parked and affected by the vehicle's own downward force or external thrust. Parking gear anti-disengagement safety mechanism.

Generally, the structural technology of the conventional vehicle gear mechanism is based on the rotation of the gear shift camshaft linked by external force. The cam guide groove provided on the gear shift camshaft is used to cause the shift fork to correspondingly shift to complete the gear position of the gear mechanism. Transform. Since during the shifting process, the meshing transformation between the relevant shift fork and the rotating element in the vehicle gear mechanism is prone to misalignment, it is easy to cause wear and failure of the mechanical components. Once a failure occurs, Then the gear shifting mechanism must be dismantled and repaired in a tedious manner.

Based on the shortcomings of the above-mentioned previous technologies, the relevant industry has developed a technology with unilateral buffering effect, such as U.S. Patent No. 10,041,590B2. Because the buffering clutch force created by this technology has different operating force distances, it has different wear requirements. In terms of the goals of less, lighter actuating power and balanced actuating power, it is a less ideal technological creation. At the same time, in terms of the progress and practicality requirements generated by the above-mentioned previous technologies, it is necessary to have technological improvements and innovative breakthroughs. .

Therefore, the creator of this case has also innovatively developed TW I717124. The creator of this case's previous technical creations (as shown in Figure 1 to Figure 1-1) can further break through and improve the known shortcomings of technical creations. However, in actual implementation, there are situations when parking in parking gear (as shown in Figure 2 to Figure 2-1). (indicated), in some special circumstances (such as when the vehicle is parked on a slope or a flat road), due to the vehicle parking being affected by the vehicle's own downward force or external thrust, the dangerous situation of parking gear disengagement occurs (such as As shown in Figure 3 to Figure 3-1). Therefore, how to create a structure that has good space utilization, streamlined structure, low cost, lightweight volume, and can effectively prevent the parking gear from slipping due to force when parking is a technology that the relevant industry is looking forward to breakthrough innovation. R&D goals.

The purpose of the invention of this case, "the parking gear anti-disengagement mechanism of the shift fork of the vehicle gear mechanism" is to:

(1) Provide a parking gear anti-disengagement mechanism that has good structural space utilization, streamlined structure, low cost, and lightweight volume, and can effectively prevent the danger of the shift fork parking gear disengaging when the vehicle is parked.

(2) Provide a parking gear anti-disengagement mechanism for a shift fork of a vehicle gear mechanism that is safe, practical, and highly industrially applicable and economically beneficial.

The parking gear anti-disengagement mechanism of the shift fork in this case is used in the buffer clutch structure of the shift fork of the vehicle gear mechanism. The buffer clutch structure includes a shift cam guide shaft and is composed of a first shift cam group. The first buffer clutch device with parking gear, the second buffer clutch device composed of the second shift cam group, the spring seat and the compression spring; the first buffer clutch device with parking gear is arranged in series on the shift cam guide shaft And a second buffer clutch device, a spring seat and a compression spring are arranged in series on the shift cam guide shaft between the first buffer clutch device and the second buffer clutch device with the parking gear. The first buffer clutch device with the parking gear Each of the first buffer clutch device and the second buffer clutch device is a first shift cam group and a first shift cam group that can be combined to form a shift guide rail; a first buffer clutch device with a parking gear The first shift cam group includes a right shift cam, a middle shift cam and a left shift cam, and the second shift cam group of the second buffer clutch device includes a right shift cam, a middle shift cam and a left shift cam; The spring seat and the compression spring are arranged between the left shift cam of the first shift cam group of the first buffer clutch device with the parking gear and the right shift cam of the second shift cam group of the second buffer clutch device; The first shift cam group with the first buffer clutch device of the parking gear provided on the shift cam guide shaft is provided with a protective ring. The protective ring has a hook that can hook the shift fork into the parking gear. the protective ring is equipped with a return spring, and the protective ring has a hooking opening for hooking the shift fork, the opening direction of which is different from the clutch direction of the first shift cam group of the first buffer clutch device; the protective ring is The opening width of the hook opening for hooking the shift fork is greater than the inner diameter width of the shift guide rail of the first shift cam group of the first buffer clutch device with the parking gear.

The hooking of the protective ring effectively prevents the shift fork of the vehicle's gear shifting mechanism from dangerous situations in which the parking gear is dislocated when the vehicle is parked and affected by the vehicle's own downward force or external thrust.

1:Shift cam guide shaft

2:Shift rail

20: First buffer clutch device

2A: Right shift cam

2B:Intermediate shift cam

2C: Left shift cam

30: Second buffer clutch device

3A: Right shift cam

3B:Intermediate shift cam

3C: Left shift cam

4: Spring seat

4A: Compression spring

5: Protective ring

51: Hook up the mouth

6: Return spring

7:Gasket

A1:Shift fork guide shaft

A2:Shift fork

A3: Compression spring

A4: Ring washer

A5:C type buckle

A6: Second axis

A7: dog clutch

A8: sprocket

A9:High speed gear

A10: dog clutch

A11: Low speed gear

A12: Parking block

P: Park gear

R: reverse gear

N: Neutral

H: high gear

L: low gear

Figure 1: A schematic cross-sectional view of a previously created embodiment without a parking anti-derailment mechanism.

Figure 1-1: A plan view of the shift rail of the first buffer clutch device and the second buffer clutch device created previously in Figure 1.

Figure 2: A schematic cross-sectional view of the previously created embodiment of Figure 1 without a parking anti-derailment mechanism during parking.

Figure 2-1: Plane expansion of the shift rail during parking in the previously created embodiment without a parking anti-shifting mechanism. Schematic diagram.

Figure 3: A schematic cross-sectional view of the gear shifting during parking according to the previously created embodiment of Figure 1 without a parking anti-shifting mechanism.

Figure 3-1: Figure 3 is a schematic diagram of the planar expansion of the shift guide that was previously created to disengage during parking without a parking anti-shifting mechanism.

Figure 4: A schematic cross-sectional view of the embodiment of this invention with a parking anti-disengagement mechanism (unparked state).

Figure 4-1: Figure 4 is a schematic diagram of the planar expansion of the shift rail with a parking anti-disengagement mechanism (unparked state) created in this case.

Figure 5: A schematic cross-sectional view of the embodiment (parking state) of the parking anti-disengagement mechanism created in this case.

Figure 5-1: Figure 5 is a schematic diagram of the planar expansion of the shift rail designed to prevent shifting when parking.

Figure 6: Assembly diagram of the creative embodiment of this project.

Figure 7: Three-dimensional view of the protective ring according to the creative embodiment of this project.

Figure 8: Front view of the protective ring of this embodiment.

Figure 9: Right side view of Figure 8.

Figure 10: Top view of Figure 8.

Figure 11: Three-dimensional view of the return spring of the protective ring in the creative embodiment of this case.

Figure 12: Front view of the return spring of the protective ring in the creative embodiment of this case.

Figure 13: Top view of Figure 12.

Figure 14: Right side view of Figure 13.

Figure 15: A perspective view of the right shift cam of the first buffer clutch device in the creative embodiment of this case.

Figure 16: The right shift cam of the first buffer clutch device in the creative embodiment of this case.

Figure 17: Right side view of Figure 16.

Figure 18: A perspective view of the intermediate shift cam of the first buffer clutch device in the creative embodiment of this case.

Figure 19: The intermediate shift cam of the first buffer clutch device in the creative embodiment of this case.

Figure 20: Right side view of Figure 19.

Figure 21: Top view of Figure 19.

Figure 22: A perspective view of the left shift cam of the first buffer clutch device in the creative embodiment of this case.

Figure 23: The left shift cam of the first buffer clutch device in the creative embodiment of this case.

Figure 24: Right side view of Figure 23.

Figure 25: Top view of Figure 23.

Figure 26: A perspective view of the right shift cam of the second buffer clutch device in the creative embodiment of this case.

Figure 27: The right shift cam of the second buffer clutch device in the creative embodiment of this case.

Figure 28: Right side view of Figure 27.

Figure 29: Top view of Figure 27.

Figure 30: A perspective view of the intermediate shift cam of the second buffer clutch device according to the creative embodiment of this case.

Figure 31: The intermediate shift cam of the second buffer clutch device in the creative embodiment of this case.

Figure 32: Right side view of Figure 31.

Figure 33: Top view of Figure 31.

Figure 34: A perspective view of the intermediate shift cam of the second buffer clutch device according to the creative embodiment of this case.

Figure 35: The intermediate shift cam of the second buffer clutch device in the creative embodiment of this case.

Figure 36: Right side view of Figure 35.

Figure 37: Bottom view of Figure 35.

Figure 38: Three-dimensional view of the dog clutch.

Figure 39: Front view of dog clutch.

Figure 40: Left side view of Figure 39.

Figure 41: Right side view of Figure 39.

Figure 42: Three-dimensional view of the parking stop.

Figure 43: Front view of the parking stop.

Figure 44: Left side view of Figure 43.

Figure 45: Right side view of Figure 43.

Please refer to Figures 4 to 6, which show the embodiments of this project's creation of "the parking gear anti-disengagement mechanism of the shift fork of the vehicle's gear shifting mechanism". As shown in the figures, the main creative combination components of the embodiment of this project include: shift cam The guide shaft 1, the first buffer clutch device 20, the second buffer clutch device 30, the spring seat 4, the compression spring 4A, the protective ring 5, the return spring 6 and the gasket 7, as well as other combined components that cooperate with the description include: shift Fork guide shaft A1, shift fork A2, compression spring A3, ring washer A4, C-type buckle A5, second shaft A6, dog clutch A7, sprocket A8, high speed gear A9, dog clutch A10, low speed Gear A11 and parking block A12.

A first buffer clutch device 20 and a second buffer clutch device 30 having a parking gear are arranged in series on the shift cam guide shaft 1 . The first shift cam group composed of cam 2B and the left shift cam 2C) and the second buffer clutch device 30 (the second shift cam composed of the right shift cam 3A, the middle shift cam 3B and the left shift cam 3C) A spring seat 4 and a compression spring 4A are arranged in series on the shift cam guide shaft 1 between the groups. The first buffer clutch device 20 and the second buffer clutch device 30 with the parking gear can each be combined to form the shift guide 2 The first shift cam group and the second shift cam group; the first shift cam group with the first buffer clutch device 20 of the parking gear includes the right shift cam 2A (shown in Figures 15 to 17), the middle Shift cam 2B (shown in Figures 18 to 21) and left shift cam 2C (shown in Figures 22 to 25 as shown), the second shift cam group of the second buffer clutch device 30 includes a right shift cam 3A (shown in FIGS. 26 to 29 ), a middle shift cam 3B (shown in FIGS. 30 to 33 ) and The left shift cam 3C (shown in Figures 34 to 37); the spring seat 4 and the compression spring 4A are arranged on the left shift cam 2C and the first shift cam group of the first buffer clutch device 20 with the parking gear. between the right shift cam 3A of the second shift cam group of the second buffer clutch device 30 (as shown in Figure 4).

The right shift cam 2A of the first shift cam group of the first buffer clutch device 20 with the parking gear provided on the shift cam guide shaft 1 is provided with a protective ring 5. The protective ring 5 has a hookable entry The hooking opening 51 of the shift fork A2 in the parking gear; the protective ring 5 is equipped with a return spring 6, a spacer 7 is provided between the return spring 6 and the right shift cam 2A, and one end of the return spring 6 Positioned on the protective ring 5, the other end is positioned on the shift cam guide shaft 1, and the protective ring 5 has a hooking opening 51 for hooking the shift fork A2, the opening direction of which is in line with the first shifter of the first buffer clutch device 20. The clutch direction of the gear cam group is different; the opening width of the hook opening 51 of the protective ring 5 for hooking the shift fork A2 is larger than the gear shifting of the first gear shift cam group of the first buffer clutch device 20 with the parking gear. The inner diameter width of guide rail 2.

As shown in Figure 5 and Figure 5-1, when the vehicle gear lever is operated to rotate the shift cam guide shaft 1 and allow the shift fork A2 to enter the parking gear P of the shift rail 2, due to the hook displacement of the protective ring 5 The opening direction of the hooking opening 51 of the gear shift fork A2 is different from the clutch direction of the first shift cam group of the first buffer clutch device 20. The gear shifting fork A2 is contained by the hooking opening 51 of the protection ring 5. Therefore, when the vehicle is parked on a slope or a flat road, it can effectively prevent the shift fork A2 of the vehicle's gear mechanism from being pushed away under the influence of the vehicle's own downward force or external thrust. The first shift cam group of the first buffer clutch device 20 is separated, thereby preventing the dangerous situation of the parking gear slipping when the vehicle is parked. In addition, in order to eliminate the hooking of the protective ring 5 The port 51 may hinder the smooth movement of the shift fork A2 into and out of the parking gear P. The return spring 6 assisted by the protective ring 5 can protect the shift fork A2 when it contacts the protective ring 5 when entering or exiting the parking gear P. The ring 5 will be forced back slightly to allow the shift fork A2 to enter and exit the park gear P smoothly, and the return spring 6 will immediately return the protection ring 5 to retain the shift fork A2 after entering the park gear P.

In summary, the creation of this case can indeed and effectively produce the following practical benefits:

(1) It is possible to truly provide a safe parking gear anti-disengagement mechanism that has good structural space utilization, streamlined structure, low cost, and lightweight volume, and can effectively prevent the danger of the shift fork parking gear disengaging when the vehicle is parked.

(2) A parking gear anti-disengagement mechanism for the shift fork of a vehicle gear mechanism that is safe, practical, and highly industrially applicable and economically beneficial.

2:Shift rail

20: First buffer clutch device

2A: Right shift cam

2B:Intermediate shift cam

2C: Left shift cam

30: Second buffer clutch device

3A: Right shift cam

3B:Intermediate shift cam

3C: Left shift cam

4: Spring seat

4A: Compression spring

5: Protective ring

51: Hook up the mouth

6: Return spring

A2:Shift fork

P: Park gear

R: reverse gear

N: Neutral

H: high gear

L: low gear

Claims (6)

A parking gear anti-disengagement mechanism for a shift fork of a vehicle gear mechanism. The parking gear anti-disengagement mechanism includes: a shift cam guide shaft, a first buffer clutch device, a second buffer clutch device, a spring seat, a compression spring, Protective ring, return spring and gasket; wherein: a first buffer clutch device with a parking gear composed of a first shift cam group and a second buffer clutch composed of a second shift cam group are arranged in series on the shift cam guide shaft. The buffer clutch device has a spring seat and a compression spring arranged in series on the shift cam guide shaft between the first buffer clutch device and the second buffer clutch device with the parking gear. The first buffer clutch device with the parking gear and the second buffer clutch device are arranged in series. Each of the buffer clutch devices is a first shift cam group and a second shift cam group that can be coupled to form a shift guide rail; a protective ring is provided on the first shift cam group of the first buffer clutch device with the parking gear. The protective ring has a hooking opening for hooking the shift fork into the park gear. According to the parking gear shift prevention mechanism of the shift fork of the vehicle gear shifting mechanism described in item 1 of the patent application, the first shift cam group with the first buffer clutch device of the parking gear includes a right shift cam, a middle shift cam, and a right shift cam. Shift cam and left shift cam. According to the parking gear shift prevention mechanism of the shift fork of the vehicle shift mechanism described in item 1 of the patent scope, the second shift cam group of the second buffer clutch device includes a right shift cam, a middle shift cam and Left shift cam. According to the parking gear shift prevention mechanism of the shift fork of the vehicle gear shifting mechanism described in item 1 of the patent application scope, the spring seat and the compression spring are arranged on the first shift cam of the first buffer clutch device with the parking gear. between the left shift cam of the group and the right shift cam of the second shift cam group of the second buffer clutch device. According to the parking gear anti-disengagement mechanism of the shift fork of the vehicle gear mechanism described in item 1 of the patent application, the protective ring is equipped with a return spring, and the protective ring has a hooking port for hooking the shift fork. The opening direction is related to the clutch direction of the first shift cam group of the first buffer clutch device. In different directions. According to the parking gear disengagement prevention mechanism of the shift fork of the vehicle gear mechanism described in item 1 of the scope of the patent application, the opening width of the hooking opening of the protective ring for hooking the shift fork is larger than the opening width of the gear shift fork of the vehicle gear mechanism. The inner diameter width of the shift guide rail of the first shift cam group of a buffer clutch device.

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