AMT transmission with p-gear and new energy vehicle

Abstract

The present application belongs to the field of vehicle technology, solves the technical problems of the existing AMT transmission structure being complex and huge, high cost and not suitable for independent use, and provides an AMT transmission with P gear and a new energy vehicle, the AMT transmission comprising a power input shaft, a first gear group and a first synchronizer, a second gear group and a second synchronizer, a first gear shifting motor and a second gear shifting motor and a power output shaft, the AMT transmission with P gear comprising a P gear state, in the P gear state, the first gear shifting motor controls the first synchronizer to separably match the first driving gear in the first gear group with the power input shaft, and the second gear shifting motor controls the second synchronizer to separably match the second driving gear in the second gear group with the power input shaft. The AMT transmission of the present application has the advantages of simplified structure, small space occupation, reduced cost and suitability for independent use, and the new energy vehicle has the advantages of reduced space for accommodating the transmission and reduced cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an AMT transmission with P gear and a new energy vehicle. BACKGROUND

[0002] At present, with the rapid development of domestic new energy vehicles, especially new energy commercial vehicles, the application of mechanical automatic transmission (Automated Mechanical Transmission, AMT) transmission, especially high-speed AMT transmission, in new energy commercial vehicles is becoming more and more widespread. AMT transmission can greatly reduce cost, save space, and will inevitably become a power system solution for new energy commercial vehicles. At present, in order to save cost, AMT transmission basically does not arrange P gear. Even if the structure of arranging P gear is provided, it is basically an external structure, which causes the structure of AMT transmission to be complex and large, the cost to be high, and it is not suitable for independent use.

[0003] Therefore, it is urgent to provide an AMT transmission with P gear which has a simplified structure, occupies small space, reduces cost, and is suitable for independent use. SUMMARY

[0004] The present application aims at the deficiencies of the prior art, and provides an AMT transmission with P gear, which comprises a power input shaft, a first gear group and a first synchronizer, the first gear group comprising at least two pairs of first driving gears and first driven gears which are engaged respectively, a second gear group and a second synchronizer, the second gear group comprising at least two pairs of second driving gears and second driven gears which are engaged respectively, a first gear shifting motor and a second gear shifting motor, both of which are connected to the first synchronizer and the second synchronizer respectively and control the work, a power output shaft which is connected to each first driven gear and each second driven gear for receiving corresponding transmission power, and the AMT transmission with P gear comprises a P gear state, in which the first gear shifting motor controls the first synchronizer to detachably cooperate with the first driving gear of one of them and the second gear shifting motor controls the second synchronizer to detachably cooperate with the second driving gear of one of them.

[0005] Further, the AMT transmission with P range further comprises other range states in which the first shift motor controls the first synchronizer to disengage one of the first drive gears from the power input shaft and the second shift motor controls the second synchronizer to disengage all of the second drive gears from the power input shaft, or the first shift motor controls the first synchronizer to disengage all of the first drive gears from the power input shaft and the second shift motor controls the second synchronizer to engage one of the second drive gears with the power input shaft, or the first shift motor controls the first synchronizer to disengage all of the first drive gears and the second shift motor controls the second synchronizer to disengage all of the second drive gears from the power input shaft.

[0006] Further, the first drive gears comprise a first drive gear and a third drive gear, the first driven gears comprise a first driven gear and a third driven gear, the second drive gears comprise a second drive gear and a fourth drive gear, and the second driven gears comprise a second driven gear and a fourth driven gear.

[0007] Further, the pairs of engaged first drive gears and first driven gears and the pairs of engaged second drive gears and second driven gears are arranged parallel to each other along a first direction, and the power input shaft and the power output shaft are arranged parallel to each other along a second direction perpendicular to the first direction.

[0008] Further, the power input shaft is engaged with each of the first drive gears and each of the second drive gears via a needle bearing, and the power output shaft is fixedly connected with each of the first driven gears and each of the second driven gears via a spline.

[0009] Further, the AMT transmission with P range further comprises a controller configured to control the first shift motor and the second synchronizer to move, and in the P range state, the controller is configured to control the first shift motor and the second shift motor to drive the first synchronizer and the second synchronizer to engage one of the first drive gears and one of the second drive gears with the power input shaft, respectively.

[0010] Further, the first drive gear engaged by the first synchronizer corresponds to a lowest gear in the first group of gears, and the second drive gear engaged by the second synchronizer corresponds to a lowest gear in the second group of gears.

[0011] Further, in other gear states, the controller is further configured to control the implementation of a same-gear group gear up / down mode, the same-gear group gear up / down mode including the controller controlling the first gear shifting motor to drive the first synchronizer to move the first driving gear coupled with the power input shaft apart and move another first driving gear to be coupled with the power input shaft in an upshift or downshift, or the controller controlling the second gear shifting motor to drive the second synchronizer to move the second driving gear coupled with the power input shaft apart and move another second driving gear to be coupled with the power input shaft in an upshift or downshift, or the controller controlling the first gear shifting motor to drive the first synchronizer to move the first driving gear coupled with the power input shaft apart or controlling the second gear shifting motor to drive the second synchronizer to move the second driving gear coupled with the power input shaft apart.

[0012] Further, the controller is further configured to control the implementation of a different-gear group gear up / down mode, the different-gear group gear up / down mode including the controller first controlling the first gear shifting motor to drive the first synchronizer to move the first driving gear coupled with the power input shaft apart and then controlling the second synchronizer to move another second driving gear to be coupled with the power input shaft in an upshift or downshift, or the controller first controlling the second gear shifting motor to drive the second synchronizer to move the second driving gear coupled with the power input shaft apart and then controlling the first synchronizer to move another first driving gear to be coupled with the power input shaft in an upshift or downshift.

[0013] To achieve another object of the present application, the present application further provides a new energy vehicle comprising any one of the AMT transmission with P gear.

[0014] The AMT transmission with P gear and the new energy vehicle comprising the same have the following advantages: the two relatively independent first gear group and second gear group are provided, and the first synchronizer and the second synchronizer are controlled by the first gear shifting motor and the second gear shifting motor respectively to couple one first driving gear and one second driving gear with the power input shaft, so that the motion states corresponding to the gears of the two gear groups are inconsistent, thereby achieving the function of parking. Since the P gear function can be obtained by connecting one driving gear in each of the two gear groups provided in the AMT transmission with the power input shaft, the P gear function is obtained without the need of an externally mounted structure, and thus the AMT transmission with P gear has the advantages of simplified structure, small occupied space, reduced cost and suitability for individual use, and the new energy vehicle has the advantages of reduced space for accommodating the AMT transmission and reduced cost. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be briefly introduced as follows, and other drawings can be obtained by those of ordinary skill in the art without any creative effort on the basis of the drawings, and these are within the protection scope of the present application.

[0016] Legend of signs:

[0017] Figure 1 Structure diagram of the AMT transmission with P gear of the present application;

[0018] Figure 2 Structure diagram of the AMT transmission with P gear of the present application;

[0019] Figure 3 Three-dimensional structure diagram of the four-gear shifting device of the transmission of the present application;

[0020] Figure 4 Angular position relationship diagram of the shifting area of the shifting drum and the first driving mechanism and the second driving mechanism of the present application;

[0021] Figure 5 Three-dimensional structure diagram of the shifting drum of the present application;

[0022] Figure 6 Three-dimensional structure diagram of the cooperation of the first driving mechanism and the shifting drum of the present application;

[0023] Figure 7 Three-dimensional structure diagram of the cooperation of the first driving mechanism and the shifting drum of the present application;

[0024] Figure 8 Three-dimensional structure diagram of the cooperation of the first driving mechanism and the first synchronizer of the present application;

[0025] Figure 9 Top view of the structure capable of rotating the rotating belt with the synchronizer of the present application;

[0026] Figure 10 Side view of the structure capable of rotating the rotating belt with the synchronizer of the present application;

[0027] Figure 11 Position relationship diagram of the four rotating members of the present application;

[0028] Figure 12 Three-dimensional structure diagram of the transmission flange of the present application;

[0029] Figure 13 Three-dimensional structure diagram of the transmission flange of the present application from another perspective;

[0030] Figure 14Three-dimensional view of the structure for connecting the transmission flange of the application with the transmission shaft;

[0031] Figure 15 Side view of the transmission flange of the application;

[0032] Figure 16 Front view of the transmission flange of the application;

[0033] Figure 17 Structure schematic diagram of the three groups of sub-transmission structure groups of the application being arranged in disconnection;

[0034] Figure 18 Structure schematic diagram of the two groups of sub-transmission structure groups of the transmission flange of the application being arranged in disconnection in the circumferential direction;

[0035] Figure 19 Structure schematic diagram of the multifunctional speed reducer of the application;

[0036] Figure 20 Oil circuit schematic diagram of the multifunctional speed reducer of the application;

[0037] Figure 21 Flowchart schematic diagram of the control method of the multifunctional speed reducer of the application;

[0038] Figure 22 Further refined flowchart schematic diagram of the control method of the multifunctional speed reducer of the application;

[0039] Figure 23 Structure schematic diagram of the vehicle in the application.

[0040] Explanation of reference signs:

[0041] 15, power input shaft; 16, first gear driving gear; 17, first synchronizer; 18, third gear driving gear; 19, second gear driving gear; 20, second synchronizer; 22, fourth gear driving gear; 8, first gear driven gear; 9, third gear driven gear; 10, second gear driven gear; 23, fourth gear driven gear; 24, power output shaft; 25, first gear shifting motor; 14, second gear shifting motor;

[0042] 1, gear shifting drum; 11, guide groove; 111, gear shifting area; 113, first guide section; 114, second guide section; 115, third guide section; 12, first angular position; 13, second angular position;

[0043] 2, first synchronizer; 21, limiting groove;

[0044] 3, first driving mechanism; 31, first sliding member; 32, first shift fork; 33, first connecting member; 321, first rotating member; 322, second rotating member; 323, third rotating member; 324, fourth rotating member; 325, shifting member; 326, rotating belt;

[0045] 4, second synchronizer; 5, second driving mechanism; 51, second sliding member; 52, second shift fork; 53, second connecting member; 6, motor; 7, rotating shaft; 600, power system; 700, transmission system; 800, vehicle body;

[0046] 410, flange main body; 411, first connecting part; 412, second connecting part; 4121, limiting hole; 4122, stop opening; 420, first transmission structure; 430, first connecting structure; 440, second transmission structure; 441, first sub-transmission structure group; 442, second sub-transmission structure group; 443, third sub-transmission structure group; 444, fourth sub-transmission structure group; 445, fifth sub-transmission structure group;

[0047] 10, oil supply system; 20, lubrication system; 30, parking system; 40, oil passage on-off device;

[0048] 110, driving motor; 120, motor controller; 130, lubricating oil pump; 41, electromagnetic valve; 41A, first valve; 41B, second valve; 310, hydraulic rod; 320, hydraulic cylinder; 330, displacement sensor. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. It should be noted that, in this document, relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or sequence between these entities or operations. In the description of the present application, it should be understood that the orientations or positional relationships indicated by the terms "center", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such a process, method, article or device. Without more limitations, the elements defined by the statement "include" do not exclude the presence of additional identical elements in the process, method, article or device that includes the elements. If there is no conflict, the various features in the embodiments and examples of the present application can be combined with each other, and are all within the protection scope of the present application.

[0050] Please refer to Figure 23 , the vehicle is a commonly used means of transportation, mainly composed of a power system 600, a transmission system 700, a vehicle body 800, a chassis and the like. The transmission system 700 includes a transmission and / or a multifunctional transmission, a transmission shaft, a differential, a transmission four-gear shifting device and a transmission flange. When the vehicle is running, the power system 600 drives the transmission, the transmission converts the power of the power system 600 and outputs power with appropriate torque and speed, and the converted power is transmitted to the transmission shaft, which drives the differential, and the differential transmits the power to the wheels on both sides. The converted power can also be transmitted to the differential. In order to realize parking and gear shifting, the transmission is also provided with a shifting device and a parking device. In order to lubricate the transmission, differential and other devices, a lubrication system is also configured for the transmission, differential and other devices.

[0051] Please refer to Figure 1 and Figure 2, as an object of the present application, an AMT transmission (hereinafter referred to as: AMT transmission) with P gear is provided, which includes a power input shaft 15, a first gear group and a first synchronizer 17, a second gear group and a second synchronizer 20, a power output shaft 24 and a first shift motor 25 and a second shift motor 14, the first gear group includes at least two pairs of first driving gears and first driven gears, such as first driving gear 16 and third driving gear 4, and first driven gear 8 and third driven gear 9, which are engaged respectively (further details will be described below), the second gear group includes at least two pairs of second driving gears and second driven gears, such as second driving gear 19 and fourth driving gear 22, and second driven gear 10 and fourth driven gear 23, which are engaged respectively (further details will be described below), the first shift motor 25 and the second shift motor 14 are connected with the first synchronizer 17 and the second synchronizer 20 respectively and control the operation of the two independently, that is, the first shift motor 25 and the second shift motor 14 can control the movement and direction of the first synchronizer 17 and the second synchronizer 20 by providing power, specifically, the first shift motor 25 drives the first synchronizer 17 to move to a required one of the first driving gears to further match the first driving gear with the power input shaft 15, when it is required to be matched to realize separation, the first shift motor 25 drives the first synchronizer 17 to move in the opposite direction to not be connected with the first driving gear, similarly, the second shift motor 14 drives the second synchronizer 20 to realize the connection and disconnection of the second driving gear during the movement, therefore, the first synchronizer 17 is used to selectively match one of the first driving gears with the power input shaft 15, the second synchronizer 20 is used to selectively match one of the second driving gears with the power input shaft 15, so as to achieve the effect of switching to the required gear quickly and accurately. The power output shaft 24 is connected with each first driven gear and each second driven gear, and correspondingly receives the power transmitted by the first driven gear or / and the second driven gear which is matched with the power input shaft 15. The first synchronizer 17 and the second synchronizer 20 described above are used to separate and match the driving gear with the power input shaft 15, the structure and function of the two are well known to those skilled in the art, which will not be described here.The AMT transmission comprises a P gear state, that is, a parking gear, in the P gear state, the first gear shifting motor 25 controls the first synchronizer 17 to connect one of the first driving gears with the power input shaft 15 in a detachable manner, and the second gear shifting motor 14 controls the second synchronizer 20 to connect one of the second driving gears with the power input shaft 15 in a detachable manner, that is, one of the first driving gears and one of the second driving gears are connected with the power input shaft 15, so that one corresponding first driven gear and one corresponding second driven gear are connected with the power output shaft 24, resulting in that the movement states of the two gear groups corresponding to the gears are inconsistent, because the speed ratios of the gears in the two gear groups are different, the rotation freedom of the power input shaft 15 is zero, the AMT transmission is in a locked state, and the power output shaft 24 cannot rotate, so that the parking function is realized, because the P gear structure is arranged in the AMT transmission, it is not necessary to arrange an external structure, and therefore, it is not necessary to arrange a separate P gear execution mechanism and a separate P gear execution motor, so that the AMT transmission is simple in structure, small in occupied space, low in cost, and suitable for being used alone.

[0052] In one embodiment, the AMT transmission further comprises other gear states, in which the first shift motor 25 controls the first synchronizer 17 to engage one of the first driving gears with the power input shaft 15 in a detachable manner and the second shift motor 14 controls the second synchronizer 20 to disengage all the second driving gears from the power input shaft 15, or the first shift motor 25 controls the first synchronizer 17 to disengage all the first driving gears from the power input shaft 15 and the second shift motor 14 controls the second synchronizer 20 to engage one of the second driving gears with the power input shaft 15 in a detachable manner, or the first shift motor 25 controls the first synchronizer 17 to disengage all the first driving gears and the second shift motor 14 controls the second synchronizer 20 to disengage all the second driving gears from the power input shaft 15. In summary, under the action of the first shift motor 25 and the second shift motor 14 on the first synchronizer 17 and the second synchronizer 20 respectively, when the AMT transmission of the present application is in the driving gear state, for example, in the first gear to the fourth gear, one of the first driving gears is engaged with the power input shaft 15 and all the second driving gears are disengaged from the power input shaft, or one of the second driving gears is engaged with the power input shaft 15 and all the first driving gears are disengaged from the power input shaft. In addition, when the AMT transmission of the present application is in the neutral gear state, all the first driving gears and all the second driving gears are disengaged from the power input shaft 15 so as not to receive the power transmitted by the power input shaft 15. As described above, since two relatively independent gear sets, the first gear set and the second gear set, are provided, and the first synchronizer 17 and the second synchronizer 20 can be selected individually or simultaneously or even none of them is selected to engage one of the at least two first driving gears and the at least two second driving gears with the power input shaft 15 according to the actual gear shifting requirement, therefore, there is no need to shift in sequence, thus simplifying the gear shifting process and reducing the gear shifting time. In addition, even if one of the two gear sets fails to shift, the other one can still work normally to provide sufficient power required for the limp-home function, therefore, the AMT transmission of the present application enables the vehicle equipped therewith to have a high-reliability limp-home function. In addition, when it is required to switch the above-mentioned P state to other gear states, it can be switched to the above-mentioned neutral gear state first, so as to release the parking state and restore to the normal working state, and then switched to a specific gear in the above-mentioned driving gear state according to the actual requirement.

[0053] In an embodiment, the first driving gear includes a first gear and a third gear, the first driven gear includes a first gear and a third gear, the second driving gear includes a second gear and a fourth gear, and the second driven gear includes a second gear and a fourth gear, and the first gear group includes two odd gears, and the second gear group includes two even gears, so that the gear shifting is in a non-conventional sequence and in an interval sequence, and the power performance is improved, for example, the power downshift function from the fourth gear to the second gear, from the third gear to the first gear, or even from the fourth gear to the first gear, so that the high-speed downshift power performance of the vehicle is greatly improved, and the overtaking safety is improved.

[0054] In an embodiment, the first driving gear and the first driven gear are arranged in parallel along a first direction, and the second driving gear and the second driven gear are arranged in parallel along a second direction perpendicular to the first direction, and the power input shaft and the power output shaft are arranged in parallel along the second direction. Figure 1 As shown, the first direction is a vertical direction, and the second direction is a horizontal direction, and the above arrangement makes the AMT transmission compact and reduces the occupied space.

[0055] In an embodiment, the power input shaft is connected to the first driving gear and the second driving gear through a needle bearing, and the power output shaft is connected to the first driven gear and the second driven gear through a spline, so that the needle bearing ensures the accurate and reliable connection between the power input shaft and the first driving gear and the second driving gear, and the spline ensures the reliable and stable connection between the power output shaft and the first driven gear and the second driven gear, so that the first driven gear and the second driven gear can transmit the power to the power output shaft with high quality.

[0056] In an embodiment, the AMT transmission further includes a controller (not shown) for controlling the first gear shifting motor and the second gear shifting motor, and the controller can be a CPU, a PLC, or the like, and is electrically connected to and controls the first gear shifting motor and the second gear shifting motor to drive the first synchronizer and the second synchronizer to move, and in the P gear state, the controller controls the first gear shifting motor and the second gear shifting motor to drive the first synchronizer and the second synchronizer to move to drive one of the first driving gears and one of the second driving gears to be connected to the power input shaft, so that the controller automatically controls the first gear shifting motor and the second gear shifting motor to drive one of the first driven gears and one of the second driven gears to be connected to the power output shaft according to the gear shifting instruction, so that the motion states of the two gear groups are inconsistent, and the parking function is achieved.

[0057] In one embodiment, the first driving gear driven by the first synchronizer corresponds to the lowest gear in the first gear group, and the second driving gear driven by the second synchronizer corresponds to the lowest gear in the second gear group. For example, when the first driving gear includes the first gear driving gear 16 and the third gear driving gear 18, and the second driving gear includes the second gear driving gear 19 and the fourth gear driving gear 22, the power input shaft 15 is matched with the first gear driving gear 16 and the second gear driving gear 19, respectively, so that the power input shaft 15 receives more power from the first gear driving gear 16 and the second gear driving gear 19 than from the third gear driving gear 18 and the fourth gear driving gear 22, respectively, thereby ensuring that the power input shaft 15 has no rotational freedom and further ensuring that sufficient power is provided to enable the vehicle to be parked on an uphill or downhill slope. In addition, the controller can automatically determine the optimal solution for matching the power input shaft 15 with a driving gear in each gear group based on received data, such as gravity sensor data (sensing the slope), driving electronic map data (sensing the terrain, geology, etc.), and driving environment sensor data (sensing rain, rainfall, etc.). For example, when the controller receives sensing data indicating that the slope is small, the terrain is flat, the geology has a large friction coefficient, or the weather is sunny, the controller controls the power input shaft to receive relatively small power from the third gear driving gear 18 and the fourth gear driving gear 22, thereby reducing the torque on the power input shaft to some extent and prolonging the service life of the power input shaft.

[0058] In one embodiment, in other gear states, the controller is configured to control the gear shifting mode of the same gear group, in particular, in the driving gear state, the gear shifting mode of the same gear group comprises that the controller controls the first shift motor 25 to drive the first synchronizer 17 to move to separate the first driving gear matched with the power input shaft 15 and move in the upshift or downshift direction to drive another first driving gear to be matched with the power input shaft 15, and it is known that before the controller controls the first shift motor 25 to move, all the second driving gears are separated from the power input shaft 15, or the controller controls the second shift motor 14 to drive the second synchronizer 20 to move to separate the second driving gear matched with the power input shaft 15 and move in the upshift or downshift direction to drive another second driving gear to be matched with the power input shaft 15, and it is known that before the controller controls the second shift motor 14 to move, all the first driving gears are separated from the power input shaft 15; in the above-mentioned neutral gear state, the gear shifting mode of the same gear group further comprises that the controller is configured to control the first shift motor 25 to drive the first synchronizer 17 to move to separate the first driving gear matched with the power input shaft 15 or control the second shift motor 14 to drive the second synchronizer 20 to move to separate the second driving gear matched with the power input shaft 15, so that the power of the power input shaft 15 is not transmitted to any one of the first driving gear and the second driving gear, and therefore, by setting the controller, the controller automatically controls the movement of the first synchronizer 17 and the second synchronizer 20 according to the gear shifting instruction to switch the gears, so that the gear shifting process is simplified and the gear shifting time is reduced.

[0059] In one embodiment, further, the controller is further configured to control the implementation of the different group gear shift up / down mode, which is known to be implemented in the above-mentioned driving gear state, the different group gear shift up / down mode including that the controller first controls the first shift motor 25 to drive the first synchronizer 17 to separate the first driving gear matched with the power input shaft 15, and then controls the second shift motor 14 to drive the second synchronizer 20 to move in the up gear or down gear direction to drive the second driving gear matched with the power input shaft 15, or the controller first controls the second shift motor 14 to drive the second synchronizer 20 to separate the second driving gear matched with the power input shaft 15, and then controls the first shift motor 25 to drive the first synchronizer 17 to move in the up gear or down gear direction to drive the first driving gear matched with the power input shaft 15. According to the above-mentioned example in which the first driving gear includes the first gear driving gear 16 and the third gear driving gear 4, and the second driving gear includes the second gear driving gear 19 and the fourth gear driving gear 22, when the controller controls the implementation of the same group gear shift up / down mode, the up gear shift from the second gear to the fourth gear, the up gear shift from the first gear to the third gear, the down gear shift from the fourth gear to the second gear, and the down gear shift from the third gear to the first gear can be completed, thereby greatly improving the power performance, especially the high-speed down gear shift power performance and the overtaking safety of the vehicle. When the controller controls the implementation of the different group gear shift up / down mode, the up gear shift from the first gear to the fourth gear and the down gear shift from the fourth gear to the first gear can be completed, thereby further improving the high-speed down gear shift power performance and the overtaking safety of the vehicle.

[0060] As shown in Figure 3 In one embodiment, a transmission four gear shift device is also provided, which is configured to perform the gear engagement operation of four gears and can be applied to the transmission of the above-mentioned embodiments. For the convenience of description, the four gears are divided into two groups, i.e. a first group of gears and a second group of gears, each of which includes two gears. The transmission four gear shift device of the present embodiment includes a shift drum 1, a motor 6, a first synchronizer, a first driving mechanism 3, a second synchronizer 4, and a second driving mechanism 5.

[0061] As shown in Figure 4 and Figure 5 As shown in the drawings, the shift drum 1 is provided with a guide groove 11 extending in the circumferential direction thereof, and the guide groove 11 includes a shift area 111 rotating to different positions along with the rotation of the shift drum 1.

[0062] As shown in Figure 3 The shift drum 1 can be provided in a cylindrical shape, and the above-mentioned guide groove 11 can be provided on the circumferential wall of the shift drum 1. The shift area 111 is a part of the entire guide groove 11, and the shift drum 1 can rotate around its own axis, and the shift area 111 rotates to different positions along with the rotation of the shift drum 1.

[0063] As shown in Figure 6 the first synchronizer is used to participate in the engagement operation of the first group of gears. The first synchronizer can be connected in synchronous rotation with the input shaft or the output shaft; the first synchronizer is provided with an engagement component, which can be moved in the axial direction of the first synchronizer under the action of external force (for example, under the action of the shifting fork), and when the engagement component of the first synchronizer moves to completely combine with the gear of a certain gear, the first synchronizer rotates synchronously with the gear, at which time the power of the input shaft can be transmitted to the gear through the first synchronizer, or the power of the gear can be transmitted to the output shaft. The aforementioned synchronous transmission connection refers to the connection mode that can make the first synchronizer and the input shaft or the output shaft rotate synchronously.

[0064] The first driving mechanism 3 is connected in sliding with the guide groove 11 at the first angular position 12 of the shift drum 1, and the first driving mechanism 3 is used to push the engagement component of the first synchronizer to move to the first axial position engagement or to push the engagement component of the first synchronizer to move to the second axial position engagement in the axial direction of the first synchronizer under the driving of the shift area 111, wherein the first axial position and the second axial position are different;

[0065] The first axial position refers to the position of the engagement component of the first synchronizer when it completely combines with the gear of one of the gears in the first group of gears and makes the gear rotate synchronously with it. The second axial position refers to the position of the engagement component of the first synchronizer when it completely combines with the gear of another gear in the first group of gears and makes the gear rotate synchronously with it. The aforementioned engagement component can be the synchronizer ring of the first synchronizer.

[0066] With the rotation of the shift drum 1, the shift area 111 domain can be rotated to the angular position range connected in sliding with the first driving mechanism 3. In the angular position range, with the rotation of the shift drum 1, the position of the shift area 111 domain connected with the first driving mechanism also changes constantly. Since the distance between the shift area 111 domain at each position and the first synchronizer in the axial direction is different, the shift area 111 can drive the first driving mechanism 3 to move in the axial direction during the rotation process, and the first driving mechanism 3 moves in the axial direction while pushing the engagement component of the first synchronizer to move in the axial direction.

[0067] In the embodiment, the first driving mechanism 3 includes a first sliding piece 31, a first shifting fork 32, and a first connecting piece 33, the first connecting piece 33 is connected with the first sliding piece 31 and the first shifting fork 32 respectively, and the first sliding piece 31 slides along the guide groove 11.

[0068] The width of the guide groove is slightly larger than the width of the first sliding member 31, and the movement direction of the first connecting member 33 is restricted, and it can only move in the axial direction. When viewed in the axial direction of the shift drum 1, the distance between the guide groove 11 and the first or second synchronizer 4 is different at different circumferential positions. When the shift drum 1 rotates, different positions of the guide groove 11 are in contact with the first sliding member 31, and the sliding member slides in the circumferential direction relative to the guide groove 11, and also moves back and forth in the axial direction under the drive of the guide groove 11. Since the first connecting member 33 connects the first sliding member 31 and the first fork 32 together, the first fork 32 also moves in the axial direction synchronously with the first sliding member 31. The first connecting member 33 can be arranged on the side in the radial direction of the shift drum 1, the first sliding member 31 is arranged in the radial direction of the shift drum 1, one end of the first sliding member 31 is connected with the first connecting member 33, and the other end is embedded in the guide groove 11.

[0069] As shown in Figure 3 and Figure 7 The second synchronizer 4 is used to participate in the engagement operation of the second group of gears, and the second synchronizer 4 can be connected in synchronous rotation with the input shaft or the output shaft; the second synchronizer 4 is provided with an engagement component, which can move in the axial direction of the second synchronizer 4 under the action of external force (for example, under the action of the shift fork); when the engagement component of the second synchronizer 4 moves to completely engage with the gear of a certain gear position, the second synchronizer 4 rotates synchronously with the gear, at this time the power of the input shaft can be transmitted to the gear through the second synchronizer 4, or the power of the gear can be transmitted to the output shaft. The aforementioned synchronous transmission connection refers to a connection mode that can make the second synchronizer 4 and the input shaft or the output shaft rotate synchronously.

[0070] The second driving mechanism 5 is in sliding connection with the guide groove 11 at the second angular position 13 of the shift drum 1, and the second driving mechanism 5 is used to drive the engagement component of the second synchronizer 4 to move in the axial direction of the second synchronizer 4 to the third axial position for engagement, or to drive the engagement component of the second synchronizer 4 to move in the axial direction of the second synchronizer 4 to the fourth axial position for engagement, wherein the third axial position and the fourth axial position are different, and the second angular position 13 is different from the first angular position 12.

[0071] The third axial position refers to the position of the engagement component of the second synchronizer 4 when it completely engages with the gear of one of the second group of gears and makes the gear rotate synchronously with it. The fourth axial position refers to the position of the engagement component of the second synchronizer 4 when it completely engages with the gear of another gear of the second group of gears and makes the gear rotate synchronously with it. The aforementioned engagement component can be a synchronizing ring of the second synchronizer 4.

[0072] With the rotation of the shift drum 1, the shift zone 111 can rotate to a range of angular positions in which the shift zone 111 is in sliding connection with the second drive mechanism 5. In this range of angular positions, the position of the shift zone 111 in sliding connection with the second drive mechanism 5 changes constantly with the rotation of the shift drum 1. Since the shift zone 111 has different distances from the second synchronizer 4 in different positions in the axial direction, the shift zone 111 can drive the second drive mechanism 5 to move in the axial direction during the rotation of the shift drum 1, and the second drive mechanism 5 pushes the engagement part of the second synchronizer 4 to move in the axial direction while moving in the axial direction.

[0073] In this embodiment, the second drive mechanism 5 includes a second sliding member 51, a second fork 52, and a second connecting member 53, the second connecting member 53 is connected with the second sliding member 51 and the second fork 52 respectively, and the second sliding member 51 slides along the guide groove 11.

[0074] The width of the guide groove is slightly larger than the width of the second sliding member 51, and the movement direction of the second connecting member 53 is restricted, and it can only move in the axial direction. When viewed in the axial direction of the shift drum 1, the distance of the guide groove 11 from the first synchronizer or the second synchronizer 4 is different at different circumferential positions in some areas. When the shift drum 1 rotates, different positions of the guide groove 11 are in contact with the second sliding member 51, and the sliding member slides in the circumferential direction relative to the guide groove 11 while moving back and forth in the axial direction under the drive of the guide groove 11. Since the second connecting member 53 connects the second sliding member 51 and the second fork 52 together, the second fork 52 also moves in the axial direction synchronously with the second sliding member 51. The second connecting member 53 can be arranged on the side of the shift drum 1 in the radial direction, the second sliding member 51 is arranged in the radial direction of the shift drum 1, one end of the second sliding member 51 is connected with the second connecting member 53, and the opposite end is embedded in the guide groove 11.

[0075] As shown in Figure 3 The motor 6 is used to drive the shift drum 1 to rotate so that the shift zone 111 drives the first drive mechanism 3 and the second drive mechanism 5 to move back and forth in the axial direction of the shift drum 1. The motor 6 is coaxial with the shift drum 1 and is arranged on the two sides of the shift drum 1 in the axial direction of the shift drum 1.

[0076] In this embodiment, the motor 6 and the two drive mechanisms are arranged separately in the axial direction, and are located on the two sides of the shift drum 1, so that the actions of the motor 6 and the drive mechanisms do not affect each other, and the coaxial arrangement of the motor 6 and the shift drum 1 can make the structure more compact, and also utilize the power transmission between the motor 6 and the shift drum 1.

[0077] In a preferred embodiment, the four-speed shifting device of the transmission further includes a rotating shaft 7. The shift drum 1 is interference-fitted with the rotating shaft 7, and the motor 6 drives the rotating shaft 7 to rotate, thereby driving the shift drum 1 to rotate. The transmission is simpler and more reliable because the rotating shaft and the shift drum 1 are directly coupled by an interference fit. The motor 6 is mounted on the assembly housing, and the shift drum 1 is positioned on the housing via the rotating shaft 7. The shift drum 1 and the rotating shaft 7 are relatively fixed, while the rotating shaft 7 can rotate on the housing.

[0078] like Figure 8 As shown, in this embodiment, an annular limiting groove is provided on the peripheral wall of the first synchronizer and / or the second synchronizer 4, and an actuating member 325 is provided at the end of the first shift fork 32 and / or the second shift fork 52. The actuating member 325 actuates the shifting component of the first synchronizer and / or the second synchronizer 4 by actuating the side wall of the limiting groove.

[0079] In this embodiment, the width of the limiting groove is greater than 1.1 times the width of the actuating member 325, the distance between the first axial position and the second axial position is greater than twice the axial clearance between the actuating member 325 and the limiting groove, and the distance between the first axial position and the second axial position is greater than twice the axial clearance between the actuating member 325 and the limiting groove. With the aforementioned structure, after the actuating member 325 is inserted into the limiting groove and the synchronizer's shifting component is shifted to the shifting position, one side of the actuating member 325 contacts one sidewall of the limiting groove, while the other side of the actuating member 325 has sufficient clearance from the other sidewall of the limiting groove. This ensures that even if a small, unexpected vibration causes relative displacement between the actuating member 325 and the limiting groove, the other side of the actuating member 325 will not contact the other sidewall of the limiting groove. This prevents the actuating member 325 from shifting the limiting groove due to unexpected vibration, thus disengaging the shifting component from the current shifting position and making shifting more reliable. When shifting gears normally, the distance that the actuating element 325 moves in the axial direction exceeds the axial gap between the actuating element 325 and the limiting groove. Therefore, during the shifting movement, the other side of the actuating element 325 can also push the shifting component to move by contacting the other side wall of the limiting groove.

[0080] When the shifter 325 engages the synchronizer to shift gears, the shifter 325 contacts the synchronizer. Since the synchronizer is rotating at high speed, relative motion occurs between the shifter 325 and the synchronizer, resulting in continuous sliding friction. Both the shifter 325 and the synchronizer are prone to wear and deformation, and the heat generated by friction can also affect the transmission. One solution is to install a replaceable wear-resistant part on the shifter 325, allowing it to contact the synchronizer. The wear-resistant part is then replaced when it wears down to a certain extent. However, this method requires disassembling and reassembling the transmission to replace the wear-resistant part, making it very inconvenient in practical use.

[0081] To this end, an oil guide groove can be provided on the first shift fork 32, and the outlet of the oil guide groove is arranged on the surface of the shifting member 325 in contact with the synchronizer, so that the lubricating oil flows along the oil guide groove to the surface of the shifting member 325, and an oil film is formed between the shifting member 325 and the synchronizer to reduce the friction therebetween.

[0082] In addition, a roller or a needle roller can also be arranged on the shifting member 325 to reduce the friction, but since the roller is in point contact with the synchronizer, and the needle roller is in line contact with the synchronizer, the contact area of these two contact modes is very small, and the force is too concentrated on the synchronizer and the shift fork.

[0083] To this end, the embodiment adopts a structure that can make the shifting member 325 rotate synchronously with the synchronizer to avoid friction. As shown in FIGS. 9 to 11, Figure 11The first shifting fork 32 of the embodiment further comprises a cylindrical first rotating member 321, a second rotating member 322, a third rotating member 323 and a fourth rotating member 324, which are rotationally connected with the first shifting fork 32, the extension lines of the rotating axes of the first rotating member 321, the second rotating member 322, the third rotating member 323 and the fourth rotating member 324 intersect at the same intersection point, which is located on the rotating axis of the first synchronizer, the rotating axis of the first rotating member 321 and the rotating axis of the second rotating member 322 are located on a first plane, the rotating axis of the third rotating member 323 and the rotating axis of the fourth rotating member 324 are located on a second plane different from the first plane, and the first plane and the second plane are arranged along the axial direction of the first synchronizer. The shifting member 325 is a rotating belt 326, one end of which is sequentially wound around the outer wall of the first rotating member 321, the second rotating member 322, the third rotating member 323 and the fourth rotating member 324 and connected with the opposite end. The rotating belt 326 can be a steel belt or a leather belt. In the specific implementation, the rotating belt 326 is tightly wound around the outer wall of the four rotating members and connected at the head and tail to form a ring. The rotating belt 326 is in the shape of a circular arc when it is unfolded. When the distance between the first rotating member 321 and the second rotating member 322 is too long, a fifth rotating member can be arranged between the first rotating member 321 and the second rotating member 322 to provide support for the rotating belt 326 in the middle; when the distance between the third rotating member 323 and the fourth rotating member 324 is too long, a sixth rotating member can be arranged between the first rotating member 321 and the second rotating member 322 to provide support for the rotating belt 326 in the middle. The fifth rotating member and the sixth rotating member can be arranged in multiple numbers, and the number thereof can be determined according to the distance between the first rotating member 321 and the second rotating member 322 or the distance between the third rotating member 323 and the fourth rotating member 324. Each rotating member can be rotationally connected with the first shifting fork 32 through a rotating shaft with a smooth surface.

[0084] After the above structure is adopted, when the rotating belt 326 moves to the position in contact with the synchronizer along with the first shifting fork 32, the rotating belt 326 is rotated under the driving of the synchronizer, and the rotating direction of the rotating belt 326 is as shown by the arrow A in the figure. Figure 8 to Figure 10The rotating belt 326 rotates around the four rotating members in turn under the driving of the synchronizer. The contact between the rotating belt 326 and the synchronizer is surface contact, so the force is not too concentrated, and the rotating belt 326 can always rotate synchronously with the synchronizer,

[0085] The embodiment also provides another implementation mode for solving the foregoing sliding friction problem. The first shift fork 32 further comprises a plurality of rotating assemblies, each rotating assembly comprising a seventh rotating member, an eighth rotating member and a rotating belt 326, the seventh rotating member and the eighth rotating member being rotationally connected with the first shift fork 32, and one end of the rotating belt 326 being sequentially wound around the outer wall of the seventh rotating member and the eighth rotating member and connected with the opposite end. The rotation shafts 7 of the seventh rotating member and the eighth rotating member are parallel to each other. The eighth rotating member and the ninth rotating member are symmetrically arranged about an axis of symmetry, the axis of symmetry of each rotating assembly being an axis of symmetry of the rotating assembly, and the axes of symmetry of the rotating assemblies are parallel to each other and pass through the same intersection point, the intersection point being located on the rotation axis of the first synchronizer.

[0086] Each rotating assembly forms a small rotating unit, and the rotating belt 326 of each rotating assembly can rotate around the four rotating members in turn. Since the axes of symmetry of the rotating assemblies pass through the intersection point, when the rotating belt 326 moves to the position of contacting the synchronizer, the rotating direction of the rotating belt 326 of each rotating assembly is almost the same as the rotating direction of the corresponding position on the synchronizer, and the sliding friction between the rotating belt 326 of each rotating assembly and the synchronizer is very small. By using the foregoing mode, the structure is simple, the rotating assemblies can be arranged in parallel, and the installation is convenient. The surface contact is achieved, and the sliding friction is reduced.

[0087] The fourth gear shifting device of the transmission of the embodiment can drive the shifting drum 1 to rotate by the motor 6, when the shifting area 111 of the shifting drum 1 rotates to the position connected with the first driving mechanism 3, the shifting area 111 can rotate with the shifting drum 1 to push the first synchronizer to perform the engagement operation of two gears by the first driving mechanism 3; when the shifting area 111 of the shifting drum 1 rotates to the position connected with the second driving mechanism 5, the shifting area 111 can rotate with the shifting drum 1 to push the second synchronizer 4 to perform the engagement operation of the other two gears by the second driving mechanism 5; since the areas where the first driving mechanism 3 and the second driving mechanism 5 are connected with the shifting drum 1 are in different angular positions, only one shifting drum 1 and two driving mechanisms can respectively perform the engagement of two gears, and the engagement operation of the aforementioned four gears can be completed by driving one shifting drum 1 to rotate by one motor 6, so that the shifting execution mechanism is less, the engagement action is simple, and the operation is more reliable.

[0088] As shown in Figure 12 The transmission flange mainly comprises a flange body 410, a first transmission structure 420, a first connecting structure 430 and a second transmission structure 440.

[0089] The first transmission structure 420 is arranged on the flange body 410, and the first transmission structure 420 is used to connect with the output shaft of the transmission and transmit the torque of the output shaft of the transmission to the flange body 410.

[0090] As shown in Figure 13 and Figure 15 The output shaft of the transmission is connected with the flange body 410 through the first transmission structure 420, when the output shaft of the transmission rotates, the torque of the output shaft of the transmission acts on the first transmission structure 420, and the flange body 410 is driven to rotate by the first transmission structure 420, so that the rotation and torque of the output shaft are transmitted to the flange body 410.

[0091] The first connecting structure 430 is arranged on the flange body 410, and the first connecting structure 430 is used to connect the flange body 410 with the transmission shaft.

[0092] In the embodiment, the first connecting structure 430 plays a connecting role, the first connecting structure 430 connects the flange body 410 with the transmission shaft, so as to avoid the loosening of the transmission shaft and the flange body 410.

[0093] The second transmission structure 440 is arranged on one end of the flange body 410 facing the transmission shaft, and the second transmission structure 440 is used to transmit the torque of the flange body 410 to the transmission shaft and prevent the torque from being transmitted to the first connecting structure 430.

[0094] When the flange body 410 is driven to rotate by the gearbox output shaft, the torque of the flange body 410 is transmitted to the transmission shaft through the second transmission structure 440. The second transmission structure 440 is responsible for bearing the transmitted torque during the process of driving the transmission shaft to rotate by the flange body 410. And the second transmission structure 440 is also used to prevent the torque from being transmitted to the first connecting structure 430, so that the first connecting structure 430 is not affected by the torque during the process of transmitting the torque from the flange to the transmission shaft, and thus is not easy to be damaged, and the first connecting structure 430 can always be connected to the flange body 410 and the transmission shaft, thereby improving the safety of the flange connection and reducing the number of the first connecting structure 430 to simplify the structure and reduce the cost.

[0095] As a preferred embodiment, in the present embodiment, the second transmission structure 440 is a rectangular tooth, which is arranged on the end surface of the flange body 410 connected to the transmission shaft, and the rectangular tooth on the flange body 410 is used to cooperate with the rectangular tooth on the transmission shaft to transmit the torque.

[0096] The rectangular tooth is long strip-shaped, and the cross section of the rectangular tooth is rectangular. In the present embodiment, the transmission shaft can be provided with a rectangular tooth matched with the rectangular tooth on the flange body 410. After the flange body 410 and the transmission shaft are connected, the end surface of the flange body 410 cooperates with the transmission shaft, and the rectangular tooth on the flange body 410 is embedded with the rectangular tooth on the transmission shaft. When the flange body 410 rotates, the rectangular tooth on the flange body 410 contacts the rectangular tooth on the transmission shaft adjacent to it, and the rectangular tooth on the flange body 410 pushes the rectangular tooth on the transmission shaft adjacent to it, so that the transmission shaft rotates with the flange body 410. The rectangular tooth can be directly machined on the end surface of the flange body 410 by milling. In order to realize that the rectangular tooth bears the torque while making the flange structure simpler, the rectangular tooth is formed by two adjacent tooth grooves, and the tooth grooves are formed by recessing the end surface of the flange body 410 away from the transmission shaft. The use of the foregoing structure to form the rectangular tooth can make the top of the rectangular tooth flush with the end surface of the flange body 410, so as not to occupy extra space, and only the tooth grooves need to be formed by removing the material of the original flange body 410. The rectangular tooth formed in this way is an integral structure with the flange body 410, which has little effect on the original flange body 410. The overall structure is simple and has strong bearing capacity.

[0097] In the present embodiment, the first connecting structure 430 is connected to the transmission shaft through a first connecting piece, and the cooperation gap between the first connecting piece and the first connecting structure 430 is larger than the cooperation gap between the rectangular tooth on the flange body 410 and the rectangular tooth on the transmission shaft in the rotation direction of the flange.

[0098] Since the fit clearance between the first connecting member and the first connecting structure 430 is larger than the fit clearance between the rectangular teeth on the flange body 410 and the rectangular teeth on the transmission shaft in the flange rotation direction, the rectangular teeth on the flange body 410 first contact the rectangular teeth on the transmission shaft before the first connecting member contacts the first connecting structure 430 under force during flange transmission. Since the rectangular teeth on the transmission shaft block, the first connecting member and the first connecting structure 430 always have a fit clearance, which can well avoid the torque effect of the first connecting structure 430 and the first connecting member during transmission. The aforementioned first connecting member can be a bolt, and the first connecting structure 430 can be a bolt hole. When the flange body 410 is connected with the transmission shaft, the bolt passes through the bolt hole.

[0099] In the embodiment, the flange body 410 is provided with a plurality of transmission structure groups, each transmission structure group includes a plurality of first transmission structures 420 arranged in parallel, the number of the first connecting structures 430 is the same as the number of the transmission structure groups, and the first connecting structures 430 correspond to the transmission structure groups one by one. The transmission structure group is used to prevent torque from being transmitted to the corresponding first connecting structure 430.

[0100] As shown in Figure 16 The embodiment can be provided with a plurality of first connecting structures 430 along the circumferential direction of the flange body 410 to improve the reliability of the connection. In addition, the embodiment adopts the setting mode that the transmission structure group corresponds to the first connecting structure 430 one by one. Each first connecting structure 430 is protected by the corresponding transmission structure group, which ensures that the transmission structure group is preferred to the first connecting structure 430 to bear torque in the corresponding first connecting structure 430 and transmission structure group, avoiding the problem that when a plurality of first connecting structures 430 are set, all the first connecting structures 430 cannot be guaranteed not to be affected by torque. Each transmission structure group can be provided with a plurality of first transmission structures 420 arranged in parallel. During transmission, each first transmission structure 420 in the same group can jointly bear torque. In this way, the torque acting on the flange is dispersed to each transmission structure group and then further dispersed to each first transmission structure 420, so that the torque borne by each first transmission mechanism becomes smaller, and the overall torque that can be borne becomes larger.

[0101] In addition, in the rotation direction, the first connecting structure 430 is located at the center position of the corresponding transmission structure group. The aforementioned mode can make each first transmission structure 420 in the transmission structure group be affected by torque before the first connecting structure 430 contacts the first connecting member, thereby ensuring that torque cannot be transmitted to the first connecting structure 430.

[0102] For example, six sets of transmission structure groups can be arranged on the flange body 410, each set having four rectangular teeth. These four rectangular teeth are parallel to each other and symmetrically arranged with the diameter of the flange body 410 parallel to these four rectangular teeth as the axis of symmetry. The first transmission structure 420 corresponding to this set of rectangular teeth is arranged on this axis of symmetry. The six sets of transmission structure groups are evenly distributed along the circumferential direction of the flange body 410, that is, the angle between any two adjacent sets of transmission structure groups is the same, and the interval between adjacent sets is 60 degrees. It is understood that the number of transmission groups and the number of first connecting structures 430 in each set of transmission structure groups can also be other numbers, which are not limited here.

[0103] This embodiment can employ multiple parallel rectangular teeth in a set of transmission structure groups, with the length of each rectangular tooth being the same as the radial dimension of the flange body 410 end face. Using the aforementioned method, the torque capacity of each set of transmission structure groups can be further increased without increasing the number of rectangular teeth in each group.

[0104] like Figure 15 As shown, in this embodiment, the flange body 410 includes a cylindrical first connecting portion 411 and a disc-shaped second connecting portion 412. The first connecting portion 411 and the second connecting portion 412 are arranged along the axial direction of the flange body 410. The first connecting portion 411 is provided with a through hole penetrating the connecting portion. The first transmission structure 420 is a spline, which is disposed on the through hole of the first connecting portion 411. The first connecting structure 430 is disposed on the second connecting portion 412.

[0105] When the first connecting structure 430 adopts rectangular teeth, the rectangular teeth are set on the disk surface of the second connecting part 412 facing the drive shaft.

[0106] In this embodiment, the first connecting part 411 is used to connect the flange body 410 to the transmission output shaft, while the second connecting part 412 is used to connect the flange body 410 to the drive shaft. By arranging the first connecting part 411 and the second connecting part 412 along the axial direction of the flange body 410, this embodiment compactly distributes the transmission output shaft and drive shaft on both sides of the flange in the axial direction, thus avoiding mutual interference between the power input side and the power output side.

[0107] In this embodiment, a spline is used for transmission on the power input side, resulting in a strong transmission load capacity. A through hole can be machined first in the first connecting part 411, and then the spline can be machined on the inner wall.

[0108] In this embodiment, the second transmission structure 440 extends radially from the inner wall of the through hole to the outer wall of the second connecting portion 412. This method fully utilizes the radial dimension of the second connecting portion 412 disk, maximizing the length of the rectangular teeth capable of withstanding torque.

[0109] When the rectangular tooth is long, its deformation under torque increases. If the deformation exceeds a certain level, insufficient contact between the same rectangular tooth and its mating teeth will reduce the load-bearing capacity of the rectangular tooth. To address this, in this embodiment, each rectangular tooth is composed of multiple shorter sub-rectangular teeth, with adjacent sub-rectangular teeth disconnected. Using this method, the deformation of each sub-rectangular tooth will not accumulate on other sub-rectangular teeth, thus distributing the deformation of the rectangular tooth among all sub-rectangular teeth. Therefore, the deformation of each sub-rectangular tooth is very small and will not exceed the level that would cause insufficient contact between the rectangular teeth. The gap between adjacent sub-rectangular teeth can be very small; therefore, using the aforementioned structure will not significantly reduce the length of the portion of the rectangular tooth that can withstand torque.

[0110] like Figure 18 As shown, in this embodiment, each transmission structure group consists of two sub-transmission structure groups, namely the first sub-transmission structure group 441 and the second sub-transmission structure group 442. The number, cross-sectional shape, and spacing of the rectangular teeth in the two sub-transmission structure groups are equal; however, the two sub-transmission structure groups are staggered in the circumferential direction, and each rectangular tooth is divided into two disconnected parts, belonging to the two sub-transmission structure groups respectively. Using the aforementioned method, the deformation of the rectangular teeth can be reduced without reducing the total length of the portion of the rectangular teeth used to bear torque. After the two sub-transmission structure groups are staggered in the circumferential direction, the force on the flange body 410 is not concentrated at the same circumferential position of the flange body 410, and the deformation of the flange body 410 is also distributed to various positions in the circumferential direction of the flange body 410.

[0111] In the first sub-transmission structure group 441, one end of each rectangular tooth extends to the outer wall of the flange body 410. In this way, the milling cutter can remove material from the outside of the flange body 410 to the inside in one go to complete the machining of the rectangular teeth, which can significantly improve the machining efficiency.

[0112] The first sub-transmission structure group 441 and the second sub-transmission structure group 442 can be completely staggered or not completely staggered in the circumferential direction. When the completely staggered mode is adopted, the first sub-transmission structure group 441 and the second sub-transmission structure group 442 partially overlap in the radial direction. The part of the flange main body 410 where the first sub-transmission structure group 441 and the second sub-transmission structure group 442 are disconnected cannot bear torque, and the force on the part near the disconnected position of the first sub-transmission structure group 441 and the second sub-transmission structure group 442 will also change sharply, which will affect the service life of the flange. After the first sub-transmission structure group 441 and the second sub-transmission structure group 442 partially overlap in the radial direction, the part of the flange main body 410 that cannot bear torque due to the disconnection of the radial teeth in the radial direction is eliminated, and the sharp change in force on the part near the disconnected position of the first sub-transmission structure group 441 and the second sub-transmission structure group 442 is avoided.

[0113] When the not completely staggered mode is adopted, the tooth groove of the rectangular teeth in the first sub-transmission structure group 441 and the tooth top of the rectangular teeth in the second sub-transmission structure group 442 can be aligned. The use of the foregoing mode can maximize the part of the flange main body 410 in the circumferential direction for bearing torque in the same transmission structure group, so that the flange main body 410 can bear more torque.

[0114] As shown in FIG. 1, Figure 17 In the present embodiment, the same transmission structure group is composed of three sub-transmission structure groups, which are the third sub-transmission structure group 443, the fourth sub-transmission structure group 444, and the fifth sub-transmission structure group 445 from the outer wall of the flange main body 410 inward in order. The rectangular teeth of each transmission structure group are disconnected from each other, and the length of the rectangular teeth of the third sub-transmission structure group 443 is less than that of the fourth sub-transmission structure group 444, and the length of the rectangular teeth of the fourth sub-transmission structure group 444 is less than that of the fifth sub-transmission structure group 445. Under the condition of bearing the same torque, the deformation of the outer side of the flange main body 410 is larger than that of the inner side. The present embodiment adopts the structure that the length of the rectangular teeth becomes shorter from the inside to the outside, which can reduce the variance of the deformation of the rectangular teeth at each radial position of the flange main body 410, and avoid the deformation of the rectangular teeth at the local position in the radial direction of the flange main body 410 being too large to affect the service life of the flange.

[0115] As shown in FIG. 1, Figure 14 In the present embodiment, the second connecting part 412 is provided with a limiting hole 4121 matched with the transmission shaft, and the limiting hole 4121 is provided with a stop 4122 at one end facing the first connecting part 411 for limiting the axial position of the transmission shaft, and the spline extends to the position of the stop 4122.

Claims

1. An AMT transmission with P range, characterized in that, The AMT transmission with P range comprises a P range state, in which the first shift motor controls the first synchronizer to detachably mate the first driving gear of one of the first gear sets with the power input shaft and the second shift motor controls the second synchronizer to detachably mate the second driving gear of one of the second gear sets with the power input shaft. The AMT transmission further comprises a transmission fourth gear shift device, which comprises a first driving mechanism and a second driving mechanism, the first driving mechanism comprises a first sliding piece, a first shift fork and a first connecting piece, the first connecting piece is connected with the first sliding piece and the first shift fork respectively; the second driving mechanism comprises a second sliding piece, a second shift fork and a second connecting piece, the second connecting piece is connected with the second sliding piece and the second shift fork respectively; a circumferential limiting slot is arranged on the peripheral wall of the first synchronizer and / or the second synchronizer, an end of the first shift fork and / or the second shift fork is provided with a shifting piece, the shifting piece shifts the gear hanging component of the first synchronizer and / or the second synchronizer by shifting the side wall of the limiting slot. The first shift fork further comprises a cylindrical first rotating piece, a second rotating piece, a third rotating piece and a fourth rotating piece, the first rotating piece, the second rotating piece, the third rotating piece and the fourth rotating piece are rotationally connected with the first shift fork, the extension lines of the rotation axes of the first rotating piece, the second rotating piece, the third rotating piece and the fourth rotating piece intersect at the same intersection point, the same intersection point is located on the rotation axis of the first synchronizer, the rotation axis of the first rotating piece and the rotation axis of the second rotating piece are located on a first plane, the rotation axis of the third rotating piece and the rotation axis of the fourth rotating piece are located on a second plane different from the first plane, the first plane and the second plane are arranged along the axial direction of the first synchronizer, the shifting piece is a rotating belt, one end of the rotating belt passes the outer walls of the first rotating piece, the second rotating piece, the third rotating piece and the fourth rotating piece in sequence and then connects with the opposite end. ​ ​ ​ ​ ​ ​ 2. The AMT transmission with P range according to claim 1, characterized in that, The AMT transmission with P range further comprises other range states in which the first shift motor controls the first synchronizer to engage one of the first drive gears with the power input shaft and the second shift motor controls the second synchronizer to disengage all of the second drive gears from the power input shaft, or the first shift motor controls the first synchronizer to disengage all of the first drive gears from the power input shaft and the second shift motor controls the second synchronizer to engage one of the second drive gears with the power input shaft, or the first shift motor controls the first synchronizer to disengage all of the first drive gears and the second shift motor controls the second synchronizer to disengage all of the second drive gears from the power input shaft.

3. The AMT transmission with P range according to claim 1, characterized in that, The first drive gears comprise one range drive gear and three range drive gears, the first driven gears comprise one range driven gear and three range driven gears, the second drive gears comprise two range drive gears and four range drive gears, and the second driven gears comprise two range driven gears and four range driven gears.

4. The AMT transmission with P range according to claim 1, characterized in that, Each pair of meshed first drive gears and first driven gears and each pair of meshed second drive gears and second driven gears are arranged parallel to each other in a first direction, and the power input shaft and the power output shaft are arranged parallel to each other in a second direction perpendicular to the first direction.

5. The AMT transmission with P range according to claim 1, characterized in that, The power input shaft is engaged with each of the first drive gears and each of the second drive gears through a needle bearing, and the power output shaft is fixedly connected with each of the first driven gears and each of the second driven gears through a spline.

6. The AMT transmission with P range according to any one of claims 1 to 5, characterized in that, The AMT transmission with P range further comprises a controller for controlling the movement of the first shift motor and the second synchronizer respectively, and in the P range state, the controller is configured to control the first shift motor and the second shift motor to drive the first synchronizer and the second synchronizer to move to engage the one of the first drive gears and the one of the second drive gears with the power input shaft respectively.

7. An AMT transmission with P range according to claim 6, characterized in that, The first drive gear moved by the first synchronizer corresponds to the lowest gear in the first group of gears, and the second drive gear moved by the second synchronizer corresponds to the lowest gear in the second group of gears.

8. The AMT transmission with P range according to claim 6, characterized in that, In other shift states, the controller is further configured to control implementation of a same group shift up / down mode, the same group shift up / down mode including the controller controlling the first shift motor to drive the first synchronizer to move the first drive gear that is mated with the power input shaft to disengage and move in an upshift or downshift direction to mate the other of the first drive gear with the power input shaft, or the controller controlling the second shift motor to drive the second synchronizer to move the second drive gear that is mated with the power input shaft to disengage and move in an upshift or downshift direction to mate the other of the second drive gear with the power input shaft, or the controller being configured to control the first shift motor to drive the first synchronizer to move the first drive gear that is mated with the power input shaft to disengage or to control the second shift motor to drive the second synchronizer to move the second drive gear that is mated with the power input shaft to disengage.

9. An AMT transmission with P range according to claim 8, characterized in that, The controller is further configured to control implementation of a different group shift up / down mode, the different group shift up / down mode including the controller first controlling the first shift motor to drive the first synchronizer to move the first drive gear that is mated with the power input shaft to disengage and then controlling the second shift motor to move the second synchronizer in an upshift or downshift direction to mate one of the second drive gears with the power input shaft, or the controller first controlling the second shift motor to drive the second synchronizer to move the second drive gear that is mated with the power input shaft to disengage and then controlling the first synchronizer in an upshift or downshift direction to mate one of the first drive gears with the power input shaft.

10. A new energy vehicle, characterized in that, An AMT transmission having a P range as claimed in any one of claims 1 to 9.

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