KR20140102338A - Parking mechanism of automatic transmission - Google Patents

Parking mechanism of automatic transmission Download PDF

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Publication number
KR20140102338A
KR20140102338A KR1020130014827A KR20130014827A KR20140102338A KR 20140102338 A KR20140102338 A KR 20140102338A KR 1020130014827 A KR1020130014827 A KR 1020130014827A KR 20130014827 A KR20130014827 A KR 20130014827A KR 20140102338 A KR20140102338 A KR 20140102338A
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KR
South Korea
Prior art keywords
parking
supporter
cam
sprag
spring
Prior art date
Application number
KR1020130014827A
Other languages
Korean (ko)
Inventor
김병찬
윤진택
Original Assignee
(주)테너지
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by (주)테너지 filed Critical (주)테너지
Priority to KR1020130014827A priority Critical patent/KR20140102338A/en
Publication of KR20140102338A publication Critical patent/KR20140102338A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • F16H63/3433—Details of latch mechanisms, e.g. for keeping pawls out of engagement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/38—Detents

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

The present invention relates to a parking mechanism for an automatic transmission that allows a parking gear provided inside the automatic transmission to be released with a small force when the shift lever is changed from the P range to another range for restarting after parking on a ramp .
The parking mechanism according to the present invention is characterized in that the manual control shaft 10 operatively associated with the shift lever is coupled to the detent plate 20, the parking rod 30 is installed on the detent plate 20, A spring guide sleeve 100 having a locking arm 90 fixed to the front end of the parking rod 30 and a cam 40 and a first spring 31 integrally formed is fitted, A spring 71 is provided.
The cam 40 rotates the sprag 50 to be inserted into the parking gear to prevent rotation of the parking gear. When the cam 40 is released from the parking gear, the supporter 80 supports the load applied to the contact portion of the cam 4 and the rotation of the supporter is prevented by the locking arm 90 do.
The load applied to the supporter is reduced by the lever ratio due to the arm length of the supporter pin 81 and the locking arm 90 and acts on the locking arm 90. [ The supporter 80 is rotated by the load of the cam 40. When the rotation angle of the supporter 80 is increased, And is then released from the sprag.
Therefore, according to the operation of the rotatably mounted supporter, even when the parking is released from the ramp, the shift lever can be operated by a small force.

Description

[0001] The present invention relates to a parking mechanism of automatic transmission,

The parking mechanism of the automatic transmission

When the automatic transmission vehicle is parked on the ramp and the shift lever of the automatic transmission is released from the parking position, a force greater than the force applied to the shift lever in the flat position is applied.

This is because, in the parking mechanism, a force to push down the vehicle due to the weight of the vehicle acts on the inclined road, so that the rotational torque acts on the tire, and the rotational force is transmitted to the parking gear in the transmission connected thereto. Therefore, when the shift lever is in the parking position at this time, a load acts on the parking sprocket which prevents the rotation of the parking gear.

In this state, when the shift lever is released from the parking position, the load applied to the parking sprocket hinders the release, and the shift lever is released from the position with a greater force in the flat position.

An object of the present invention is to provide a supporter having a structure in which a load applied to a supporter which is a support portion of a parking gear and a cam is reduced by a lever ratio of a rocking arm, The present invention also provides an automatic transmission vehicle parking apparatus capable of reducing the operation force and noise generated when the coupling force between the parking gear and the sprag is released by making it possible to operate the vehicle with a similar operating force.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a parking assisting apparatus and a method of driving the same, in which the torque of the parking gear is transmitted to the cam through the sprag, The structure is changed and installed.

Most of the working load is applied to the rotating shaft of the supporter based on the load point at a certain distance from the load contact portion of the cam and the supporter so that the load can be variably adjusted when releasing the parking. The variable portion (lever portion) of the supporter is provided with a small load by using the principle of the lever, so that the variable portion of the supporter is released by a small force so that the cam comes out by itself for the load applied to the porter.

Thus, even when the parking is released from the ramp, the shift lever lever can be operated only by the same operating force as the flat surface.

As described above, according to the present invention, in the parking structure in which the parking gear and the sprag are installed in the automatic transmission vehicle to limit the running of the vehicle, the sprag releasing and fixing by the locking arm and the spring guide sleeve is performed by the same operation force So it provides the operator's ease of operation.

Further, since the present invention disperses the load applied to the sprag and the cam, the wear of the parts does not occur even during long-term use, thereby improving durability.

1 is a perspective view showing a representative view according to the present invention.
2 is a perspective view showing a conventional parking apparatus;
3 is a perspective view showing an operating state of the parking device according to the present invention.
4 is a perspective view showing a released state of the parking device according to the present invention.
5A is a perspective view showing an operating state of a parking apparatus in a modified application example of the present invention.
FIG. 5B is a perspective view showing a released state of the parking apparatus in a modified application example of the present invention. FIG.
6A is a perspective view showing an operating state of a parking apparatus in a modified application example of the present invention.
FIG. 6B is a perspective view illustrating a released state of the parking apparatus in a modified application example of the present invention. FIG.

 BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a parking apparatus for an automatic transmission, and more particularly, to a parking apparatus for an automatic transmission, And more particularly to an automatic transmission vehicle parking apparatus in which gears and cams reduce an increase in the operation force applied to the supporter.

 Generally, in addition to the parking brake, the automatic transmission vehicle is provided with a parking lever provided in the output shaft of the transmission, when the shift lever is in the 'P' state, being fixed by the parking sprocket, Mechanism is installed.

 When the select lever is moved to the 'P' range, the parking rod operates to engage with the sprag, and the tip of the sprag is inserted into the concave / convex portion formed on the outer periphery of the parking gear, .

 1, when the select lever is converted into the 'P' range, a manual control shaft 10 interlocked with the selector lever 10 is provided. The manual control shaft 10 The detent plate 20 is installed to be rotatable together with the manual control shaft 10 and the end of the parking rod 30 is fitted in the detent plate 20. [

 On the other hand, a plate spring 21 is installed on the detent plate 20 in a resilient manner.

 A cam 40 for operating a sprag 50 to be described later is installed at the end of the parking rod 30. A first spring 31 is installed on the parking rod 30 in a resilient manner have.

 A parking gear 60 is provided on an output shaft for transmitting the rotational force generated by the engine to the wheels. A sprag 50 is provided on one side of the parking gear 60, And a third spring 51 for elastically supporting the sprags 50 is provided on the support shaft 52. [

 Therefore, when the select lever is moved to the 'P' range, the manual control shaft 10 and the detent plate 20 provided on the manual control shaft 10 are rotated. When the detent plate 20 rotates The parking rod 30 is moved to the left in the drawing.

 When the parking rod 30 is moved, the cam 40 installed at the distal end of the parking rod 30 moves together. At this time, the parking rod 30 smoothly moves due to the restoring force of the first spring 31.

 When the cam 40 is moved, one end of the sprag 50 that is in contact with the upper surface of the sprag 50 moves upward. At this time, the sprag 50 rotates about the support shaft 52, The other end of the second spring 50 is engaged with the parking gear 60 while moving downward, and the third spring 51 provided on the support shaft 52 is compressed.

 When the sprag 50 is coupled to the parking gear 60 as described above, the parking state for preventing movement of the vehicle is maintained.

 However, in such a conventional apparatus, since the parking state of the vehicle is maintained by the simple combination of the parking gear 60 and the sprag 50, when the vehicle is parked on the ramp, the parking gear 60, The torsional force applied to the parking gear 50 is increased. When the vehicle is parked on the ramp in this manner, when the vehicle restarts (when changing from the 'P' range to the other range) 50 is applied to the cam 40 and the supporter 80, and torque increase from the vehicle is transmitted, which makes it difficult to disengage from the parking brake.

 When the parking gear 60 and the sprag 50 are separated from each other, when the torque applied to the parking gear 60 and the sprag 50 increases (when the parking gear 60 is parked on a road with a large degree of inclination) Noise may be generated and the parking gear may not be released.

In order to accomplish the above object, a characteristic configuration of the present invention will be described as follows.

The present invention provides a parking apparatus for an automatic transmission, comprising: a manual control shaft interlocked with a select lever; a detent plate fitted to the manual control shaft; a parking rod coupled to the detent plate, A sprag that is fitted to the parking rod so as to be rotatable about the support shaft so as to be rotated by the cam and is elastically provided by a third spring, A parking gear formed on the output shaft so as to selectively fit the end portion of the lag and a parking band provided on the outer circumferential surface of the output shaft so as to be operated in a state of being in contact with the end portion of the extension rod.

The present invention having such characteristics will be described in detail as follows.

FIG. 3 is a perspective view illustrating an operating state of the parking apparatus according to the present invention, and FIG. 4 is a perspective view illustrating a released state of the parking apparatus according to the present invention.

The manual control shaft 10 is provided with a detent plate 20 which is connected to the manual control shaft 10 through a manual control And is rotatable together with the shaft 10, and an end of the parking rod 30 is fitted in the detent plate 20.

On the other hand, a plate spring 21 is installed on the detent plate 20 in a resilient manner.

A cam 40 for operating a sprag 50 to be described later is installed at the end of the parking rod 30. A first spring 31 is installed on the parking rod 30 in a resilient manner have.

A second spring 71 is elastically provided in front of the spring guide sleeve 100 on the parking rod 30.

A parking gear 60 is provided on an output shaft for transmitting the rotational force generated by the engine to the wheels. A sprag 50 is provided on one side of the parking gear 60, And a third spring 51 for elastically supporting the sprags 50 is provided on the support shaft 52. [

The supporter 80 is composed of a supporter pin 81 and a fixed portion of the locking arm 90. The cam 40 and the first spring 31 are formed of a spring guide sleeve 100, To the cam 40 so that the existing elastic design value can be utilized and the locking arm 90 pushes the spring guide sleeve 100 to rotate the sprag 50 in the counterclockwise direction at the position of the existing cam 40. [

Therefore, when the select lever is moved to the 'P' range, the manual control shaft 10 and the detent plate 20 provided on the manual control shaft 10 are rotated. When the detent plate 20 rotates The parking rod 30 moves to the left in the drawing.

When the parking rod 30 is moved, the cam 40 installed at the distal end of the parking rod 30 moves together. At this time, the parking rod 30 smoothly moves due to the restoring force of the first spring 31.

When the cam 40 is moved, one end of the sprag 50 that is in contact with the upper surface of the sprag 50 moves upward. At this time, the sprag 50 rotates about the support shaft 52, The other end of the second spring 50 is engaged with the parking gear 60 while moving downward, and the third spring 51 provided on the support shaft 52 is compressed.

When the parking rod 30 is moved, the cam 40 of the spring guide sleeve 100 is positioned at the same position as the conventional cam position and moved together. Maintain position.

When the locking arm 90 and the spring guide sleeve 100 are simultaneously moved, the locking arm 90 is engaged with the supporter 80 and is supported by the supporter pin 81 and integrated into the spring guide sleeve 100 The cam 40 is rotated about the support shaft 52 to be fixed to the parking gear 60 when the sprag 50 is pushed. When the shift lever is moved to the parking position while the vehicle is running, the cam 40 mounted on the spring guide sleeve 100 pushes the sprag 50 by the load of the first spring 31, The same operation as in the parking mechanism of FIG.

If the detent plate 20 mounted on the manual control shaft 10 is rotated and the detent plate 20 is rotated, the parking rod (not shown) 30 are moved to the right side in the drawing.

When the parking rod 30 is moved, the cam 40 of the spring guide sleeve 100 installed on the line is moved from the parking position to the parking position by the reaction force of the third spring 51 on the flat surface while the locking arm 90 is released, The load due to the rotation torque generated in the cam 60 is transmitted through the sprag 50 so that the load transferred to the cam 40 is fixed without changing the position even if the cam 40 retracts the parking rod 30, (80) and the supporter pin (81).

In addition, by providing the center of rotation of the supporter pin 81 on the left side with respect to the contact load point between the supporter 80 and the cam 40, the load applied to the locking arm 90 is determined by the ratio, The parking rod 30 is installed so as to pass through the spring guide sleeve 100 in a loose state so that the cam 40 is sandwiched between the sprag 50 and the supporter 80 by a large load, When the parking rod 30 is moved with a small force, the parking rod 30 moves separately from the stopped spring guide sleeve 100. That is, the parking rod 30 can be moved by a force slightly larger than the compression load of the second spring 71, and the parking rod 30 is moved so that the locking arm 90 is released from the supporter 80.

The supporter 80 is rotated by the pressing force of the cam 4 and the cam 40 and the supporter 80 are rotated by the rotation of the supporter 80. As a result, The supporter 80 rotates about the supporter pin 81 and the angle between the supporter 80 in which the cam 40 is inserted and in contact with the sprag 50 is The cam 80 becomes movable with a small force.

On the other hand, when the cam 40 is moved, the sprag 50 exits from the parking gear 60 under the load of the parking gear 60. Thereafter, the parking sprocket 50 is rotated in the clockwise direction in the figure by the elastic force of the third spring 51, so that the end of the sprocket 50 is released from the parking gear 60, The parking state of the vehicle is released as shown in Fig.

[Description of Reference Numerals]
10: Manual control shaft
20: Detent plate 21: Detent spring
30: parking rod 31: first spring
40: Cam
50: sprag 51: third spring 52: support shaft
60: parking gear
70: extension rod 71: second spring
80: supporter 81: supporter pin
90: Locking arm 91: Locking arm pin
100: Spring guide sleeve

Claims (3)

In the automatic transmission vehicle, one end of the parking gear is inserted into the parking gear so as to prevent rotation of the shaft. The sprag is provided with a cam for preventing rotation of the sprag on one side of the transmission, The parking mechanism according to claim 1,
A contact point between the cam and the supporter for transmitting the load of the sprag to the supporter is provided close to the center of rotation of the supporter, and the supporter for preventing the rotation of the supporter When the lock arm is released from the supporter at the time of releasing the parking brake, the load acting on the cam causes the supporter to receive the rotation torque, and the supporter rotates So that even if a small force is applied to the cam, it can escape from the sprag. [2] The apparatus according to claim 1, wherein a cam is inserted and installed on a spring guide sleeve inserted into the extension rod, the cam is installed in close contact with one side of the spring guide sleeve by a load of the first spring, Wherein the sleeve is installed so that its position on the extension rod is determined by a second spring installed separately. 3. The automatic transmission according to claim 2, wherein when the cam is sandwiched between the supporter and the sprag, the second spring is resiliently deformed so that the extension rod is movable in the axial direction of the extension rod separately from the cam Parking mechanism for transmission.
KR1020130014827A 2013-02-12 2013-02-12 Parking mechanism of automatic transmission KR20140102338A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020130014827A KR20140102338A (en) 2013-02-12 2013-02-12 Parking mechanism of automatic transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020130014827A KR20140102338A (en) 2013-02-12 2013-02-12 Parking mechanism of automatic transmission

Publications (1)

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KR20140102338A true KR20140102338A (en) 2014-08-22

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Application Number Title Priority Date Filing Date
KR1020130014827A KR20140102338A (en) 2013-02-12 2013-02-12 Parking mechanism of automatic transmission

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108223787A (en) * 2016-12-21 2018-06-29 大众汽车有限公司 Parking lock actuator and the method for controlling parking lock actuator
WO2021165741A1 (en) * 2020-02-19 2021-08-26 Rafael Advanced Defense Systems Ltd. Gear locking mechanism

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108223787A (en) * 2016-12-21 2018-06-29 大众汽车有限公司 Parking lock actuator and the method for controlling parking lock actuator
CN108223787B (en) * 2016-12-21 2020-06-09 大众汽车有限公司 Parking lock actuator and method for controlling a parking lock actuator
WO2021165741A1 (en) * 2020-02-19 2021-08-26 Rafael Advanced Defense Systems Ltd. Gear locking mechanism

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