Transmissions and drive units and vehicles

Abstract

The present invention provides a transmission, a drive device, and a vehicle. The transmission includes a first input shaft, a second input shaft, and an output shaft. A first control mechanism is configured to control power on / off between a third transmission assembly and a fourth transmission assembly. The first input shaft is connected to the output shaft via the second transmission assembly or the fourth transmission assembly, or the first input shaft is connected to the output shaft via the third and fourth transmission assemblies, while the second input shaft is connected to the output shaft via the first transmission assembly. The transmission can transmit power from the first input shaft to the output shaft via the second transmission assembly or the fourth transmission assembly, or transmit power from the first input shaft to the output shaft via the third and fourth transmission assemblies, while the second input shaft is connected to the output shaft via the first transmission assembly. This allows for an ultra-low speed gear mode, thereby enabling multiple different gear modes.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle parts, and in particular to a gearbox, a drive device using the gearbox, and a vehicle using the drive device. Background Art

[0002] A transmission is a mechanism used to change the speed and torque of the engine. It can change the transmission ratio between the output and input shafts in a fixed or step-by-step manner. A hybrid transmission is a type of transmission that couples the power of the engine and the drive motor in a specific manner, achieving both speed and torque conversion.

[0003] Existing hybrid transmissions have limited achievable performance. For example, they generally only include an engine-only control mode or a motor-only control mode, and there are relatively few controllable gear modes, which cannot meet the demand for transmissions with multiple gear performances. Summary of the Invention

[0004] In view of this, the present invention aims to provide a gearbox to improve its performance.

[0005] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0006] A gearbox includes a first input shaft, a first transmission assembly, a second input shaft, a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a first control mechanism, and an output shaft; wherein:

[0007] The first control mechanism is used to control the power on and off between the third transmission assembly and the fourth transmission assembly;

[0008] The first input shaft is in driving connection with the output shaft via the second transmission assembly or the fourth transmission assembly; or the first input shaft is in driving connection with the output shaft via the third transmission assembly and the fourth transmission assembly;

[0009] The second input shaft is in transmission connection with the output shaft through the first transmission assembly.

[0010] Furthermore, the third transmission assembly includes a planetary gear mechanism; the sun gear of the planetary gear mechanism is provided on the first input shaft; and the first control mechanism is selectively connected to the ring gear / planet carrier of the planetary gear mechanism.

[0011] Furthermore, it also includes an intermediate shaft and an idler wheel arranged on the intermediate shaft; the fourth transmission assembly includes a fifth driving wheel arranged on the first input shaft and a fifth driven wheel arranged on the output shaft; the fifth driving wheel is transmission-connected to the fifth driven wheel via the idler wheel; and the first control mechanism selectively connects the fifth driving wheel.

[0012] Furthermore, the first control mechanism includes a unilateral synchronizer loosely mounted on the first input shaft.

[0013] Furthermore, a third synchronizer is provided on the first input shaft; the third synchronizer is selectively connected to the fifth driving wheel.

[0014] Furthermore, the first transmission assembly includes a first driving wheel and a second driving wheel provided on the second input shaft, a first driven wheel, a second driven wheel and a first synchronizer provided on the output shaft; the first driving wheel and the first driven wheel are transmission-connected, and the second driving wheel and the second driven wheel are transmission-connected; the first synchronizer is used to selectively connect the first driven wheel or the second driven wheel.

[0015] Furthermore, the second transmission assembly includes a third driving wheel and a fourth driving wheel provided on the first input shaft, a third driven wheel, a fourth driven wheel and a second synchronizer provided on the output shaft; the third driving wheel and the third driven wheel are connected in transmission, and the fourth driving wheel and the fourth driven wheel are connected in transmission; the second synchronizer is used to selectively connect the third driven wheel or the fourth driven wheel.

[0016] Furthermore, the first input shaft is inserted into the second input shaft; a sixth driving wheel is provided on the output shaft; and the output shaft outputs power to the outside via the sixth driving wheel.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] (1) The gearbox described in the present invention can realize that the power connected to the first input shaft is transmitted to the output shaft via the second transmission assembly or the fourth transmission assembly, or the power connected to the first input shaft is transmitted to the output shaft via the third transmission assembly and the fourth transmission assembly, and the power connected to the second input shaft is transmitted to the output shaft via the first transmission assembly, which can realize an ultra-low speed gear mode, thereby realizing a variety of different gear modes; the arrangement of the first transmission assembly facilitates the transmission of power from the second input shaft to the output shaft, and the arrangement of the second transmission assembly facilitates the transmission of power from the first input shaft to the output shaft.

[0019] (2) The third transmission assembly includes a planetary gear mechanism, and the sun gear is arranged on the first input shaft. The first control mechanism selectively connects the ring gear or the planet carrier to control the power on and off between the third transmission assembly and the fourth transmission assembly, so that the power connected to the first input shaft can be transmitted to the output shaft through the sun gear, the ring gear or the planet carrier, thereby facilitating the realization of an ultra-low speed gear mode.

[0020] (3) An intermediate shaft and an idler wheel are provided, and the fourth transmission assembly includes a fifth driving wheel and a fifth driven wheel, so that the power connected to the first input shaft can be transmitted to the output shaft through the fourth transmission assembly, thereby facilitating the realization of a reverse gear mode.

[0021] (4) The first control structure adopts a unilateral synchronizer provided on the fifth driving wheel. The unilateral synchronizer is used to selectively connect the ring gear / planetary carrier of the planetary gear mechanism, which can realize the power connection and disconnection between the third transmission assembly and the fourth transmission assembly, and facilitates the overall layout.

[0022] (5) A third synchronizer is provided on the first input shaft, and the third synchronizer is selectively connected to the fifth driving wheel, so as to realize whether the power of the first input shaft is transmitted outward through the fourth transmission assembly, thereby facilitating the control of the power on and off in the reverse gear mode and the ultra-low speed gear mode.

[0023] (6) The first transmission assembly includes a first driving wheel, a second driving wheel, a first driven wheel, a second driven wheel and a first synchronizer, and can selectively connect the first driven wheel or the second driven wheel through the first synchronizer to realize the transmission of power from the second input shaft to the output shaft, which is convenient for layout and facilitates gear shifting and vehicle speed adjustment.

[0024] (7) The second transmission assembly includes a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel and a second synchronizer, and can selectively connect the third driven wheel or the fourth driven wheel through the second synchronizer to realize the transmission of power from the first input shaft to the output shaft, which is convenient for layout and facilitates gear shifting and vehicle speed adjustment.

[0025] (8) The first input shaft is inserted into the second input shaft, which makes the overall structure simpler and more compact, and is beneficial to the layout of the entire vehicle.

[0026] At the same time, the present invention also relates to a driving device, comprising the gearbox as described above.

[0027] Furthermore, it also includes a motor and a second control mechanism, the second control mechanism is arranged at the power output end of the motor, and the second control mechanism is used to control the first input shaft and the second input shaft to be selectively connected to the power output end of the motor; the power of the motor is transmitted to the output shaft via the first input shaft or the second input shaft.

[0028] Furthermore, the second control mechanism includes a second clutch provided between the first input shaft and the power output end of the motor, and a third clutch provided between the second input shaft and the power output end of the motor.

[0029] Furthermore, it also includes an engine and a first clutch; the first clutch is arranged between the power output end of the engine and the power input end of the motor, and the first clutch is used to control the power on and off between the engine and the motor; the power of the engine is transmitted to the output shaft via the first input shaft or the second input shaft; or the power of the engine and the motor is transmitted to the output shaft via the first input shaft or the second input shaft.

[0030] The drive device of the present invention can realize power connection and disconnection between the engine and the motor by arranging the first clutch between the power output end of the engine and the power input end of the motor, and can adopt existing standard parts with low cost; by arranging the second control mechanism at the power output end of the motor, the first input shaft and the second input shaft can be selectively connected to the power output end of the motor.

[0031] The second control mechanism uses a second clutch and a third clutch, both of which can adopt existing standard parts, thereby reducing the overall cost of the drive device.

[0032] Another object of the present invention is to provide a vehicle equipped with the drive device as described above.

[0033] The vehicle of the present invention, by applying the above-mentioned drive device, can realize that the power of the engine is transmitted to the output shaft via the first input shaft or the second input shaft, or the power of the engine and the motor is transmitted to the output shaft via the first input shaft or the second input shaft, thereby realizing a variety of different gear modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0035] Figure 1 This is a schematic structural diagram of the gearbox in application state according to the first embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of the power transmission route of the gearbox in the first gear mode according to the first embodiment of the present invention;

[0037] Figure 3 A schematic diagram of the power transmission route of the transmission in the second gear mode according to the first embodiment of the present invention;

[0038] Figure 4 This is a schematic diagram of the power transmission route of the transmission in the third gear mode according to the first embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of the power transmission route of the transmission in the fourth gear mode according to the first embodiment of the present invention;

[0040] Figure 6 A schematic diagram of the power transmission route of the transmission in the reverse gear mode according to the first embodiment of the present invention;

[0041] Figure 7 This is a schematic diagram of the power transmission route of the transmission in the ultra-low speed gear mode according to the first embodiment of the present invention;

[0042] Figure 8 for Figure 1 Schematic diagram of the power transmission route in which the engine drives the motor to generate electricity;

[0043] Figure 9 This is a structural diagram of the synchronizer sleeve according to the first embodiment of the present invention;

[0044] Figure 10 for Figure 9 A magnified view of part A in FIG;

[0045] Figure 11 This is an exploded view of the synchronizer sleeve according to the first embodiment of the present invention applied to a synchronizer;

[0046] Figure 12 This is a schematic structural diagram of the gear hub according to the first embodiment of the present invention;

[0047] Figure 13 This is a schematic structural diagram of a synchronization ring according to a first embodiment of the present invention;

[0048] Figure 14 This is a schematic structural diagram of the coupling sleeve according to the first embodiment of the present invention.

[0049] Description of reference numerals:

[0050] 1. First clutch; 2. Second control mechanism; 3. First input shaft; 4. Second input shaft; 5. Output shaft; 6. Intermediate shaft; 7. Engine; 8. Motor; 9. Differential;

[0051] 201, second clutch; 202, third clutch;

[0052] 301, third driving gear; 302, fourth driving gear; 304, third synchronizer; 305, fourth synchronizer; 306, sun gear; 307, planetary gear; 308, ring gear; 309, fifth driving gear; 310, planet carrier;

[0053] 401, first driving wheel; 402, second driving wheel;

[0054] 501, first driven wheel; 502, second driven wheel; 503, third driven wheel; 504, fourth driven wheel; 505, fifth driven wheel; 506, first synchronizer; 507, second synchronizer; 508, sixth driving wheel;

[0055] 601, idler pulley;

[0056] 901, sixth driven wheel;

[0057] 11. Synchronizer sleeve; 12. Gear hub; 13. Slider; 14. Synchronizer ring; 15. Joint sleeve;

[0058] 1101. Gear sleeve body; 1102. Internal teeth;

[0059] 11021, long teeth; 11022, short teeth; 11023, grooves;

[0060] 110211, first working surface; 110221, second working surface;

[0061] 1201, first through hole; 1202, first external tooth; 1203, accommodation space;

[0062] 1401, second via hole; 1402, second external tooth; 1403, external protrusion;

[0063] 1501. Third via hole; 1502. Third external tooth; 1503. Tapered surface. DETAILED DESCRIPTION

[0064] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0065] In the description of the present invention, it should be noted that the terms "upper," "lower," "inner," and "back" and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0066] Additionally, in the description of the present invention, unless otherwise expressly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, they may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will appreciate the specific meanings of these terms in light of the specific circumstances.

[0067] Hereinafter, the present invention will be described in detail with reference to the accompanying drawings and in conjunction with embodiments.

[0068] Example 1

[0069] This embodiment relates to a gearbox, the overall structure of which is as follows: Figure 1 As shown, it mainly includes a first input shaft 3, a first transmission assembly, a second input shaft 4, a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a first control mechanism and an output shaft 5.

[0070] Among them, the first control mechanism is used to control the power on and off between the third transmission assembly and the fourth transmission assembly, so that the power of the first input shaft 3 can be transmitted to the output shaft 5 through the second transmission assembly, or the power of the first input shaft 3 can be transmitted to the output shaft 5 through the fourth transmission assembly, or the power of the first input shaft 3 is transmitted to the output shaft 5 through the third transmission assembly and the fourth transmission assembly.

[0071] The second input shaft 4 is in transmission connection with the output shaft 5 through the first transmission assembly, so that the power received by the second input shaft 4 is transmitted to the output shaft 5 through the first transmission assembly, and the output shaft 5 is used to output power outward.

[0072] The aforementioned first transmission assembly is primarily used to transmit power from the second input shaft 4 to the output shaft 5. As a preferred embodiment, the first transmission assembly includes a first driving pulley 401 and a second driving pulley 402 fixedly mounted on the second input shaft 4, a first driven pulley 501 and a second driven pulley 502 loosely mounted on the output shaft 5, and a first synchronizer 506 fixedly mounted on the output shaft 5. The first driving pulley 401 and the first driven pulley 501 are in driving connection with each other, while the second driving pulley 402 and the second driven pulley 502 are in driving connection with each other. The first synchronizer 506 is configured to selectively connect to either the first driven pulley 501 or the second driven pulley 502.

[0073] The aforementioned second transmission assembly is primarily used to transmit power from the first input shaft 3 to the output shaft 5. As a preferred embodiment, the second transmission assembly includes a third driving gear 301 and a fourth driving gear 302 fixed to the first input shaft 3, a third driven gear 503 and a fourth driven gear 504 loosely mounted on the output shaft 5, and a second synchronizer 507 fixed to the output shaft 5. The third driving gear 301 and the third driven gear 503 are in driving connection, while the fourth driving gear 302 and the fourth driven gear 504 are in driving connection; the second synchronizer 507 is configured to selectively connect to either the third driven gear 503 or the fourth driven gear 504.

[0074] As a preferred embodiment, the aforementioned third transmission assembly includes a planetary gear mechanism, which primarily comprises a sun gear 306, a ring gear 308, and planetary gears 307 drivingly connected to the sun gear 306 and the ring gear 308, respectively. Sun gear 306 is mounted on the first input shaft 3, and planetary gears 307 are rotatably mounted on the transmission housing. The first control mechanism selectively connects to the ring gear 308 or the planetary carrier 310. This arrangement facilitates the first control mechanism to control the power flow between the third transmission assembly and the planetary gear mechanism.

[0075] As a preferred embodiment, the gearbox further includes an intermediate shaft 6 and an idler gear 601 fixed to the intermediate shaft 6. The aforementioned fourth transmission assembly includes a fifth driving gear 309 loosely mounted on the first input shaft 3 and a fifth driven gear 505 fixed to the output shaft 5. The fifth driving gear 309 is in driving connection with the fifth driven gear 505 via the idler gear 601, while the aforementioned first control mechanism selectively connects the fifth driving gear 309. This arrangement enables power to be switched between the fifth driving gear 309 and the planetary gear mechanism.

[0076] The aforementioned first control mechanism specifically includes a unilateral synchronizer provided on the fifth driving wheel 309, which is used to selectively connect to the ring gear 308 of the planetary gear mechanism. At this time, the engagement sleeve of the unilateral synchronizer is provided on the ring gear 308. Since the fifth driving wheel 309 belongs to the fourth transmission assembly and the ring gear 308 belongs to the third transmission assembly, it is possible to realize power on and off between the third transmission assembly and the fourth transmission assembly.

[0077] It should be noted here that in the planetary gear mechanism, only one of the ring gear 308 and the planet carrier 301 needs to be fixed. The planetary gear mechanism described above is explained by taking the planet carrier 301 as an example. In addition to this, the ring gear 308 can of course also be fixed, but in this case the unilateral synchronizer should be selectively connected to the planet carrier 301, that is, the engagement sleeve of the unilateral synchronizer is provided on the planet carrier 301.

[0078] For ease of control, a third synchronizer 304 is also provided on the first input shaft 3. The third synchronizer 304 is selectively connected to the fifth driving wheel 309. Since the fifth driving wheel 309 belongs to the fourth transmission component, it can control whether the power of the first input shaft 3 is transmitted to the output shaft 5 through the fourth transmission component.

[0079] For ease of arrangement, in this embodiment, a sixth driving wheel 508 is further fixedly mounted on the output shaft 5, through which the output shaft 5 outputs power. In a preferred embodiment, the sixth driving wheel 508 is disposed at the end of the output shaft 5 closest to the engine 7. A sixth driven wheel 901 is fixedly mounted on the input shaft of the differential 9. The sixth driving wheel 508 and the sixth driven wheel 901 are meshed and connected, thereby transmitting power from the output shaft 5 to the differential 9.

[0080] At the same time, this embodiment also relates to a driving device, which is applied with the above-mentioned gearbox. The specific structure of the driving device can still be referred to Figure 1 As shown, the power output end of the motor 8 is provided with a second control mechanism 2. As a preferred feasible embodiment, the second control mechanism 2 includes a second clutch 201 provided between the first input shaft 3 and the power output end of the motor 8, and a third clutch 202 provided between the second input shaft 4 and the power output end of the motor 8.

[0081] Among them, the second clutch 201 is used to selectively connect the first input shaft 3 and the power output end of the motor 8, and the third clutch 202 is used to selectively connect the second input shaft 4 and the power output end of the motor 8, and the first input shaft 3 is placed in the second input shaft 4.

[0082] In addition, the drive device further comprises an engine 7, and a first control mechanism is provided between the engine 7 and the motor 8. In this embodiment, the first control mechanism is preferably provided in a first clutch 1 between the power output end of the engine 7 and the power input end of the motor 8.

[0083] The drive device of this embodiment has two drive modes: engine 7 alone and engine 7 and motor 8 together. The combined engine 7 and motor 8 drive mode is suitable for medium-high-speed, low-load operating conditions. Both drive modes offer six gear modes. Since the power transmission diagrams for these six gear modes are identical in both drive modes, only six gear modes are listed below. Both drive modes offer the following six gear modes.

[0084] The first gear mode can be Figure 2As shown, the first clutch 1 is engaged, the second clutch 201 is engaged, the third clutch 202 is disengaged, the second synchronizer 507 is engaged with the third driven wheel 503, and the torque of the engine 7 is transmitted from the first input shaft 3 of the gearbox through the third driving wheel 301, the third driven wheel 503, and the second synchronizer 507 to the output shaft 5. The torque of the output shaft 5 is transmitted through the sixth driving wheel 508 to the sixth driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0085] The second gear mode can be Figure 3 As shown, the first clutch 1 is engaged, the second clutch 201 is disengaged, the third clutch 202 is engaged, the first synchronizer 506 is engaged with the first driven wheel 501, and the torque of the engine 7 is transmitted from the second input shaft 4 of the gearbox through the first driving wheel 401, the first driven wheel 501, and the first synchronizer 506 to the output shaft 5. The torque of the output shaft 5 passes through the sixth driving wheel 508 to the sixth driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0086] The third gear mode can be Figure 4 As shown, the first clutch 1 is engaged, the second clutch 201 is engaged, the third clutch 202 is disengaged, the second synchronizer 507 is engaged with the fourth driven wheel 504, and the torque of the engine 7 is transmitted from the first input shaft 3 of the gearbox through the fourth driving wheel 302, the fourth driven wheel 504, and the second synchronizer 507 to the output shaft 5. The torque of the output shaft 5 passes through the sixth driving wheel 508 to the sixth driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0087] The fourth gear mode can be Figure 5 As shown, the first clutch 1 is engaged, the second clutch 201 is disengaged, the third clutch 202 is engaged, the first synchronizer 506 is engaged with the second driven wheel 502, and the torque of the engine 7 is transmitted from the second input shaft 4 of the gearbox through the second driving wheel 402, the second driven wheel 502, and the first synchronizer 506 to the output shaft 5. The torque of the output shaft 5 is transmitted through the sixth driving wheel 508 to the sixth driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0088] Reverse mode can be Figure 6 As shown, the first clutch 1 is engaged, the second clutch 201 is combined, the third clutch 202 is disengaged, the third synchronizer 304 is engaged with the fifth driving wheel 309, and the torque of the engine 7 is transmitted from the first input shaft 3 of the gearbox through the third synchronizer 304, the fifth driving wheel 309, the idler wheel 601, and the fifth driven wheel 505 to the output shaft 5. The torque of the output shaft 5 passes through the sixth driving wheel 508 to the sixth driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0089] Ultra-low speed mode can be Figure 7As shown, the first clutch 1 is engaged, the second clutch 201 is combined, the third clutch 202 is disengaged, the fourth synchronizer 305 is engaged with the fifth driving gear 309 and the ring gear 308 of the planetary gear mechanism, and the torque of the engine 7 is transmitted from the first input shaft 3 of the gearbox through the sun gear 306, the ring gear 308, the fourth synchronizer 305, the fifth driving gear 309, the idler gear 601, and the fifth driven gear 505 to the output shaft 5. The torque of the output shaft 5 passes through the sixth driving gear 508 to the sixth driven gear 901 and then to the differential 9, thereby driving the vehicle.

[0090] When the car is parked and the battery level is low, Figure 8 As shown, the engine 7 drives the motor 8 to generate electricity, which can charge the battery. At this time, the first clutch 1 is engaged, and the second clutch 201 and the third clutch 202 are both disconnected.

[0091] The drive device of this embodiment can realize the power connection and disconnection between the engine 7 and the motor 8 by arranging the first clutch 1 between the power output end of the engine 7 and the power input end of the motor 8; by arranging the second control mechanism 2 at the power output end of the motor 8, the first input shaft 3 and the second input shaft 4 can be selectively connected to the power output end of the motor 8, so that the power received by the first input shaft 3 can be transmitted to the output shaft 5 via the second transmission assembly or the fourth transmission assembly, or the power received by the first input shaft 3 can be transmitted to the output shaft 5 via the third transmission assembly and the fourth transmission assembly, and the power received by the second input shaft 4 can be transmitted to the output shaft 5 via the first transmission assembly, so that an ultra-low speed gear mode can be realized, thereby realizing a variety of different gear modes.

[0092] At the same time, this embodiment also relates to a synchronizer gear sleeve 11, which can be applied to the synchronizer described below, and the synchronizer can be applied to the above transmission. Figure 9 and Figure 10 As shown, it mainly includes a ring-shaped gear sleeve body 1101. In terms of specific structure, a through hole is formed in the gear sleeve body 1101, and a plurality of internal teeth 1102 are provided on the inner wall of the through hole. Each internal tooth 1102 extends along the axial direction of the gear sleeve body 1101, and the plurality of internal teeth 1102 are arranged at intervals along the circumference of the gear sleeve body 1101.

[0093] Internal teeth 1102 are formed in the gear sleeve body 1101, and the internal teeth 1102 include long teeth 11021 and short teeth 11022. In the axial direction of the gear sleeve body 1101, at least one end of the long tooth 11021 protrudes outside the gear sleeve body 1101, that is, the length of the long tooth 11021 is greater than the width of the gear sleeve body 1101 in the axial direction of the gear sleeve body 1101, which shortens the engagement time between the long tooth 11021 and the coupling sleeve 15, and also shortens the shifting time.

[0094] As a preferred embodiment, the length of the long teeth 11021 in the axial direction of the gear sleeve body 1101 is greater than the length of the short teeth 11022, which is beneficial to reducing the synchronization time and reducing the gear shifting shock.

[0095] As a preferred embodiment, the length of the long teeth protruding from the gear sleeve body 1101 is equal to the sum of the tooth widths of the coupling sleeve 15 and the synchronizer ring 14, which makes the synchronizer shift more complete without the occurrence of gear shift jamming, while saving production costs.

[0096] Based on the above description of the overall structure and in order to better understand the synchronizer sleeve 11 of this embodiment, the following is a brief description of how the synchronizer sleeve 11 is used. The sleeve body 1101 can rotate around its own axis. When synchronization with the coupling sleeve 15 described below is required, since a groove 11023 is formed on the outer wall of the sleeve body 1101, a shift fork (not shown in the figure) that can be embedded in the groove 11023 drives the synchronizer sleeve 11 to move along the axial direction of the synchronizer sleeve 11, thereby facilitating the speed synchronization with the coupling sleeve 15. Its specific application scenarios will be described in detail below.

[0097] As a preferred embodiment, the long tooth 11021 is located at one end of the gear sleeve body 1101 in the axial direction and is formed with a first working surface 110211 for synchronizing the speeds of the gear sleeve and the coupling sleeve 15, and the pressure angle of the first working surface 110211 is calculated based on the shifting ring torque and the friction torque, wherein the shifting ring torque is greater than the friction torque, which facilitates the insertion of the long tooth 11021 between two adjacent teeth on the coupling sleeve 15 without generating friction on the teeth on the coupling sleeve 15, and also makes the speed synchronization of the gear sleeve and the coupling sleeve 15 more stable, while increasing the service life of the long tooth 11021.

[0098] In other embodiments, the long teeth 11021 are formed with first working surfaces 110211 on both axial ends of the gear sleeve body 1101 for synchronizing the rotational speeds of the gear sleeve and the coupling sleeve 15 , so that the gear sleeve body 1101 can perform bidirectional meshing.

[0099] Preferably, the first working surfaces 110211 are two arranged opposite to each other, so that the middle part of the end of the long tooth 11021 is sharply convex, so that when the synchronizer gear sleeve 11 rotates forward or reverse, the first working surfaces 110211 on different sides can be used to move the synchronizer ring 14. Of course, only one first working surface 110211 can be set at each end of the long tooth 11021, but this has a better application effect only when the synchronizer gear sleeve 11 rotates in one direction. In this embodiment, in the axial direction of the gear sleeve body 1101, both ends of the long tooth 11021 protrude outside the gear sleeve body 1101. Such an arrangement, combined with Figure 11As shown, during the rapid synchronization of the coupling sleeve 15 and the synchronizer sleeve 11, the long teeth 11021 can shift the synchronizer ring 14 and pass through the gap between the second external teeth 1402 on the synchronizer ring 14, and then enter the gap between the third external teeth 1502 on the coupling sleeve 15, thereby directly engaging with the coupling sleeve 15. This helps shorten synchronization time, reduce shift shock, and improve shift smoothness. It should be understood that it is also possible to have only one end of the long teeth 11021 protrude from the sleeve body 1101. However, in this case, the synchronizer sleeve 11 only achieves the above-mentioned effect when moving toward the protruding end. As a preferred embodiment, the short tooth 11022 is located at one end of the gear sleeve body 1101 in the axial direction and forms a second working surface 110221 for synchronizing the rotational speeds of the gear sleeve and the coupling sleeve 15; and the pressure angle of the second working surface 110221 is calculated based on the shift ring torque and the friction torque, wherein the shift ring torque is equal to the friction torque. When the above-mentioned short tooth 11022 is used in conjunction with the long tooth 11021, it is beneficial to shorten the synchronization time, reduce the gear shifting shock, and improve the smoothness of the gear shifting.

[0100] In other embodiments, the pressure angle of the second working surface 110221 is calculated based on the ring shifting torque and the friction torque, where the ring shifting torque is greater than the friction torque. When the short tooth 11022 is used in conjunction with the long tooth 11021, the short tooth 11022 does not generate friction with the teeth on the engagement sleeve 15, thereby increasing the service life of the short tooth 11022.

[0101] In other embodiments, the short teeth 11022 are formed with second working surfaces 110221 on both axial ends of the gear sleeve body 1101 for synchronizing the rotational speeds of the gear sleeve and the coupling sleeve 15 , so that the gear sleeve body 1101 can perform bidirectional meshing.

[0102] Preferably, two second working surfaces 110221 are arranged opposite each other so that the middle portion of the end of the short tooth 11022 is sharply convex. Thus, when the synchronizer sleeve 11 rotates forward or reverse, the second working surfaces 110221 on different sides are used to shift the synchronizer ring 14. Of course, only one second working surface 110221 can be provided at each end of the short tooth 11022, but this method only has a better application effect when the synchronizer sleeve 11 rotates in one direction.

[0103] As a preferred embodiment, in the axial direction of the gear sleeve body 1101, both ends of the short teeth 11022 protrude outside the gear sleeve body 1101. Figure 11As shown, during the rapid synchronization process between the coupling sleeve 15 and the synchronizer sleeve 11, the short teeth 11022 can pass through the gaps between the second external teeth 1402 on the synchronizer ring 14 and then enter the gaps between the third external teeth 1502 on the coupling sleeve 15, thereby directly engaging with the coupling sleeve. This helps shorten synchronization time and reduce shift shock. It should be understood that it is also possible to have only one end of the short teeth 11022 protrude from the sleeve body 1101. However, in this case, the synchronizer sleeve 11 only achieves the above-mentioned effect when moving toward the protruding end.

[0104] Finally, it should be noted that the long teeth 11021 and the short teeth 11022 are alternately arranged along the circumference of the gear sleeve body 1101. This ensures that the distance between adjacent long teeth 11021 and the distance between adjacent short teeth 11022 along the circumference of the gear sleeve body 1101 are consistent, and this distance is greater than the distance between adjacent internal teeth 1102. This greater distance helps reduce shift shock during rapid synchronization between the clutch sleeve 15 and the synchronizer sleeve 11.

[0105] The synchronizer sleeve of this embodiment, when applied to a synchronizer, is beneficial for shortening synchronization time, reducing shift shock, and improving shift smoothness, thereby having good practicality.

[0106] This embodiment also relates to a synchronizer, such as Figure 11 As shown, it mainly includes a gear hub 12, a gear sleeve meshing with the gear hub 12, and a slider 13 transmission-connected between the gear hub 12 and the gear sleeve, and also includes a coupling sleeve 15 and a synchronizer ring 14 provided on the coupling sleeve 15, wherein the gear sleeve adopts the synchronizer gear sleeve 11 of Example 1.

[0107] Figure 12 The structure of the gear hub 12 is shown. As a preferred embodiment, a first through hole 1201 for passing an external shaft is formed in the gear hub 12. The inner wall of the first through hole 1201 is smooth, that is, in actual use, the gear hub 12 can be loosely sleeved on the shaft, and can be connected to the gear wheel provided on the shaft, and is used to transmit the torque transmitted by the gear wheel to the coupling sleeve 15 through the synchronizer.

[0108] It should be noted here that in addition to the first through hole 1201 with a smooth inner wall formed in the gear hub 12, a plurality of transmission teeth can also be formed in the first through hole 1201. The plurality of transmission teeth can be engaged with the external teeth of the external shaft and are used to transmit the torque transmitted by the shaft to the coupling sleeve 15 through the synchronizer.

[0109] Furthermore, the outer wall of the hub 12 is formed with a plurality of first external teeth 1202 and three accommodating spaces 1203. The length of each first external tooth 1202 extends axially along the hub 12, and the plurality of first external teeth 1202 are spaced apart along the circumference of the hub 12. In this structure, the first external teeth 1202 can mesh with the internal teeth 1102 of the synchronizer sleeve 11 to transmit torque. A slider 13 can be mounted in each of the three accommodating spaces 1203 to facilitate synchronization of the synchronizer ring 14.

[0110] The structure of the synchronizer ring 14 can be as follows Figure 13 As shown, a second through hole 1401 is formed in the synchronizer ring 14. The second through hole 1401 is a tapered hole that can be sleeved on the tapered surface 1503 described below. Three outer protrusions 1403 are formed on the outer periphery of the synchronizer ring 14. The three outer protrusions 1403 are spaced apart in the circumference of the synchronizer ring 14.

[0111] In addition, a plurality of second external teeth 1402 are provided corresponding to the gaps between adjacent outer protrusions 1403. The plurality of second external teeth 1402 are arranged at intervals along the circumference of the synchronizer ring 14, and the side of each second external tooth 1402 facing the synchronizer sleeve 11 is tapered to facilitate the internal tooth 1102 to penetrate into the gaps between adjacent second external teeth 1402.

[0112] It should be noted that the inner wall of the second through hole 1401 of the synchronizer ring 14 may be formed with a friction-enhancing structure, such as anti-slip grooves or grooves 11023, as described in existing structures, to shorten the synchronization time between the synchronizer ring 14 and the coupling sleeve 15. Furthermore, the number of synchronizer rings 14 may also be two or more, as described in existing synchronizer structures.

[0113] The structure of the slider 13 may refer to the existing structure and will not be described in detail here. As a preferred embodiment, the number of the sliders 13 is three and they are arranged axially around the gear hub 12. When the synchronizer sleeve 11 moves along its own axial direction, the slider 13 moves axially along the synchronizer sleeve 11 with the synchronizer sleeve 11. The slider 13 can be embedded in the gap between adjacent outer protrusions 1403 of the synchronizer ring 14 when it moves.

[0114] The structure of the coupling sleeve 15 can be as follows Figure 14 As shown, a third through hole 1501 is formed in the engagement sleeve 15 to facilitate sleeve mounting on the external shaft. A conical surface 1503 is formed on the side of the engagement sleeve 15 facing the synchronizer sleeve 11 , and the synchronizer ring 14 is sleeved on the conical surface 1503 .

[0115] Relative to the side formed with the conical surface 1503, the coupling sleeve 15 is provided with a connecting portion for connecting to the planetary carrier or ring gear of the planetary gear system, which can be an annular sleeve, so as to facilitate the transmission of the torque of the shaft or the gear wheel provided on the shaft to the planetary gear system through the synchronizer.

[0116] In addition, a plurality of third external teeth 1502 are formed on the coupling sleeve 15, and the plurality of third external teeth 1502 are arranged at intervals along the circumference of the coupling sleeve 15, and each third external tooth 1502 is tapered on the side facing the synchronizer gear sleeve 11, so as to facilitate the aforementioned internal teeth 1102 to penetrate into the gap between adjacent third external teeth 1502.

[0117] The synchronizer of this embodiment uses the synchronizer sleeve 11 of the first embodiment. During the synchronization process, the synchronizer sleeve 11 receives the power of the shift fork and moves along its own axial direction. The slider 13 moves synchronously with the synchronizer sleeve 11 and can enter the gap between adjacent outer protrusions 1403 of the synchronizer ring 14, thereby driving the synchronizer ring 14 to synchronize quickly.

[0118] Slider 13 drives synchronizer ring 14 axially, where it engages and frictionally contacts the tapered surface 1503 of coupling sleeve 15 for pre-synchronization. Simultaneously, long teeth 11021 pass through the gaps between the second external teeth 1402 on synchronizer ring 14 and engage with the third external teeth 1502, reducing synchronization shock. Subsequently, short teeth 11022 shift synchronizer ring 14, passing through the gaps between the second external teeth 1402, completing synchronization.

[0119] Finally, it should be noted that in this embodiment, Figure 11 The synchronizer shown is illustrated using the synchronizer sleeve 11 as an example of rightward movement. In this case, the right side of the synchronizer sleeve 11 is formed with outwardly protruding long teeth 11021 and short teeth 11022. If the synchronizer sleeve 11 is leftward movement, a synchronizer ring 14 and an engaging sleeve 15 should be provided on the left side accordingly. It is preferred that the synchronizer rings 14 and engaging sleeves 15 on both sides of the synchronizer sleeve 11 be arranged symmetrically.

[0120] The synchronizer of this embodiment, by applying the synchronizer sleeve 11 of the first embodiment, is advantageous in shortening the synchronization time, reducing the gear shifting shock, and having better gear shifting smoothness.

[0121] Finally, it should be noted that the synchronizer of this embodiment, when used in the transmission of this embodiment, serves as the first synchronizer 506 and the second synchronizer 507. The gear hub 12 should be drivingly connected to the first intermediate shaft 5. That is, the gear hub 12 should be formed with transmission teeth that are drivingly connected to the first intermediate shaft 5. In addition, synchronizer rings 14 and clutch sleeves 15 are provided on both sides of the synchronizer sleeve 11. The clutch sleeves 15 on both sides are respectively connected to the gear wheels on both sides. It should be noted that the first driven gear 501, the second driven gear 502, the third driven gear 503, and the fourth driven gear 504 are all gear wheels.

[0122] When the synchronizer of this embodiment is used as the third synchronizer 304, the gear hub 12 should be transmission-connected to the first input shaft 3, that is, transmission teeth transmission-connected to the first input shaft 3 should be formed in the gear hub 12, and a synchronizer ring 14 and a coupling sleeve 15 are provided on one side of the synchronizer gear sleeve 11. At this time, the coupling sleeve 15 is fixedly connected to the fifth driving gear 309.

[0123] When the synchronizer of this embodiment is used as the fourth synchronizer 305, the gear hub 12 should be set on the fifth driving gear 309, and the gear hub 12 should be loosely mounted on the first input shaft 3. A synchronizer ring 14 and a coupling sleeve 15 are provided on one side of the synchronizer gear sleeve 11. The coupling sleeve 15 can be set on the ring gear 308 or the planetary carrier 305. The specific connection conditions can be referred to the description above.

[0124] Example 2

[0125] This embodiment relates to a vehicle equipped with the drive device of embodiment 1. The vehicle of this embodiment, by applying the drive device of embodiment 1, has the same beneficial effects as the drive device of the prior art, and will not be described in detail here.

[0126] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A gearbox, characterized in that: The invention comprises a first input shaft (3), a first transmission assembly, a second input shaft (4), a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a first control mechanism and an output shaft (5); further comprising an intermediate shaft (6) and an idler wheel (601) provided on the intermediate shaft (6); the first control mechanism is used for controlling the power on and off between the third transmission assembly and the fourth transmission assembly; The first input shaft (3) is in transmission connection with the output shaft (5) via the second transmission assembly or the fourth transmission assembly; or The first input shaft (3) is in transmission connection with the output shaft (5) via the third transmission assembly and the fourth transmission assembly; The second input shaft (4) is transmission-connected to the output shaft (5) via the first transmission assembly; The third transmission assembly includes a planetary gear mechanism, the sun gear (306) of the planetary gear mechanism is arranged on the first input shaft (3), and the first control mechanism is selectively connected to the ring gear (308) / planet carrier (310) of the planetary gear mechanism; The fourth transmission assembly comprises a fifth driving wheel (309) provided on the first input shaft (3), and a fifth driven wheel (505) provided on the output shaft (5); the fifth driving wheel (309) is connected to the fifth driven wheel (505) via the idler wheel (601); and the first control mechanism is selectively connected to the fifth driving wheel (309).

2. The gearbox according to claim 1, characterized in that: The first control mechanism comprises a unilateral synchronizer provided on the fifth driving wheel (309).

3. The gearbox according to claim 1, characterized in that: A third synchronizer (304) is provided on the first input shaft (3); The third synchronizer (304) is selectively connected to the fifth driving wheel (309).

4. The gearbox according to claim 1, characterized in that: The first transmission assembly comprises a first driving wheel (401) and a second driving wheel (402) provided on the second input shaft (4), a first driven wheel (501), a second driven wheel (502) and a first synchronizer (506) provided on the output shaft (5); The first driving wheel (401) and the first driven wheel (501) are connected in a transmission manner, and the second driving wheel (402) and the second driven wheel (502) are connected in a transmission manner; The first synchronizer (506) is used to selectively connect the first driven wheel (501) or the second driven wheel (502).

5. The gearbox according to claim 1, characterized in that: The second transmission assembly comprises a third driving wheel (301) and a fourth driving wheel (302) provided on the first input shaft (3), a third driven wheel (503), a fourth driven wheel (504) and a second synchronizer (507) provided on the output shaft (5); The third driving wheel (301) and the third driven wheel (503) are connected in a transmission manner, and the fourth driving wheel (302) and the fourth driven wheel (504) are connected in a transmission manner; The second synchronizer (507) is used to selectively connect to the third driven wheel (503) or the fourth driven wheel (504).

6. The gearbox according to any one of claims 1 to 5, characterized in that: The first input shaft (3) is inserted into the second input shaft (4); The output shaft (5) is provided with a sixth driving wheel (508); The output shaft (5) outputs power outward via the sixth driving wheel (508).

7. A driving device, characterized in that: comprising a gearbox, a motor (8) and a second control mechanism (2) according to any one of claims 1 to 6, The second control mechanism (2) is provided at the power output end of the motor (8), and the second control mechanism (2) is used to control the first input shaft (3) and the second input shaft (4) to selectively connect to the power output end of the motor (8); The power of the motor (8) is transmitted to the output shaft (5) via the first input shaft (3) or the second input shaft (4).

8. The driving device according to claim 7, characterized in that: The second control mechanism (2) comprises a second clutch (201) provided between the first input shaft (3) and the power output end of the motor (8), and a third clutch (202) provided between the second input shaft (4) and the power output end of the motor (8).

9. The driving device according to claim 8, characterized in that: Also includes an engine (7) and a first clutch (1); The first clutch (1) is provided between the power output end of the engine (7) and the power input end of the motor (8), and the first clutch (1) is used to control the power on and off between the engine (7) and the motor (8); The power of the engine (7) is transmitted to the output shaft (5) via the first input shaft (3) or the second input shaft (4); or the power of the engine (7) and the motor (8) is transmitted to the output shaft (5) via the first input shaft (3) or the second input shaft (4).

10. A vehicle, characterized in that: The vehicle is provided with the driving device according to any one of claims 7 to 9.

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