Transmission and vehicle power unit and vehicle

Abstract

The present invention provides a transmission, a vehicle power unit, and a vehicle. The transmission of the present invention primarily includes a first input shaft, a second input shaft, and an output shaft; the second input shaft is connected to the output shaft via a first transmission assembly, and the first input shaft is connected to the output shaft via a second transmission assembly; a third control mechanism is disposed between the first transmission assembly and the second transmission assembly and is used to control the power on and off between the first transmission assembly and the second transmission assembly; and the output shaft is used to output power. In the transmission of the present invention, power connected to the first input shaft is transmitted to the output shaft via the second transmission assembly, or power connected to the first input shaft is transmitted to the output shaft via the second transmission assembly, the third control mechanism, and the first transmission assembly, and power connected to the second input shaft is transmitted to the output shaft via the first transmission assembly; an ultra-low speed gear mode can be realized, thereby achieving a variety of different gear modes.

Description

Technical Field

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

[0002] A gearbox 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 use motor reversing to achieve reverse gear, and there is no reverse gear structure inside the transmission. When the vehicle's battery level is lower than a certain value, the transmission motor needs to rotate forward to charge the battery. At this time, the transmission motor cannot achieve the reverse gear function, and an additional motor needs to be added at the rear axle position of the vehicle, which increases the cost and weight of the vehicle. Summary of the Invention

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

[0005] A transmission comprises a first input shaft, a first transmission assembly, a second input shaft, a second transmission assembly, a third control mechanism, and an output shaft;

[0006] The second input shaft is in transmission connection with the output shaft via the first transmission assembly, and the first input shaft is in transmission connection with the output shaft via the second transmission assembly;

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

[0008] 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.

[0009] 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.

[0010] Furthermore, the third control mechanism includes a third synchronizer provided between the second driven wheel and the third driven wheel; the third synchronizer adopts a one-way synchronizer with an idle sleeve on the output shaft, and the one-way synchronizer can link the second driven wheel and the third driven wheel.

[0011] Furthermore, it also includes an intermediate shaft, on which a fifth driven wheel is provided; the output shaft is provided with a sixth driven wheel; the fifth driven wheel is meshed and connected with the fourth driving wheel; and the fifth driven wheel is meshed and connected with the sixth driven wheel.

[0012] Furthermore, a fifth driving wheel is provided on the output shaft; the output shaft outputs power outwards through the fifth driving wheel.

[0013] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0014] Compared with the prior art, the present invention has the following advantages:

[0015] (1) In the vehicle power unit described in the present invention, the power connected to the first input shaft is transmitted to the output shaft via the second transmission assembly, or the power connected to the first input shaft is transmitted to the output shaft via the second transmission assembly, the third control mechanism and the first transmission assembly, and the power connected to the second input shaft is transmitted to the output shaft via the first transmission assembly; an ultra-low speed gear mode can be realized, 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.

[0016] (2) 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.

[0017] (3) 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.

[0018] (4) The third control mechanism includes a third synchronizer disposed between the second driven wheel and the third driven wheel, which is conducive to achieving an ultra-low speed mode and further achieving a variety of different gear modes, thereby further enriching the performance of the vehicle power unit.

[0019] (5) The fifth driven wheel is arranged on the intermediate shaft, and the sixth driven wheel is arranged on the output shaft. The power from the first input shaft can be transmitted to the output shaft through the intermediate shaft, which facilitates the realization of the reverse gear mode and further enriches the performance of the transmission.

[0020] At the same time, the present invention also relates to a vehicle power unit, which includes the transmission as described above.

[0021] Furthermore, it also includes a motor and a first control mechanism; the first control mechanism is arranged at the power output end of the motor, and the first 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.

[0022] Furthermore, the first input shaft is inserted into the second input shaft; the first 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.

[0023] 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; 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.

[0024] (1) The vehicle power device of the present invention can realize that the first input shaft and the second input shaft are selectively connected to the power output end of the motor by arranging the first control mechanism at the power output end of the motor, and the power of the motor can be transmitted to the output shaft via the first input shaft or the second input shaft. An intermediate shaft is provided, and the power of the motor can be transmitted to the output shaft via the first input shaft and the intermediate shaft, thereby realizing a reverse gear function, which is beneficial to the overall structural layout and is convenient for realizing a variety of different gear modes while occupying a small space.

[0025] (2) The first clutch between the power output end of the engine and the power input end of the motor can realize the power on and off between the engine and the motor, thereby realizing the power of the engine to be transmitted to the output shaft through the first input shaft or the second input shaft, or the power of the engine and the motor to be transmitted to the output shaft through the first input shaft or the second input shaft, thereby facilitating the realization of a variety of different gear modes; by selecting the first clutch, existing standard parts can be used, which is relatively low in cost.

[0026] (3) 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; the first control mechanism adopts the second clutch and the third clutch, and can also adopt existing standard parts, thereby reducing the overall cost of the vehicle power unit.

[0027] Another object of the present invention is to provide a vehicle equipped with the vehicle power device as described above.

[0028] The vehicle described in the present invention, by assembling the above-mentioned vehicle power device, can realize the transmission of the power of the motor to the output shaft through the first input shaft or the second input shaft. At the same time, an intermediate shaft is provided, and the power of the motor can be transmitted to the output shaft through the first input shaft and the intermediate shaft, thereby realizing the reverse gear function, which is beneficial to the overall structural layout and facilitates the realization of multiple different gear modes while occupying a smaller space. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] 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:

[0030] Figure 1 This is a schematic structural diagram of the transmission in application state according to the first embodiment of the present invention;

[0031] Figure 2 A schematic diagram of a power transmission route of the transmission in the first gear mode according to the first embodiment of the present invention;

[0032] Figure 3 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the second gear mode;

[0033] Figure 4 A schematic diagram of a power transmission route of the transmission in the third gear mode according to the first embodiment of the present invention;

[0034] Figure 5 A schematic diagram of a power transmission route of the transmission in the fourth gear mode according to the first embodiment of the present invention;

[0035] Figure 6 A schematic diagram of a power transmission route when the transmission is in reverse gear mode according to the first embodiment of the present invention;

[0036] Figure 7 A schematic diagram of a power transmission route of the transmission in an ultra-low speed gear mode according to the first embodiment of the present invention;

[0037] Figure 8 for Figure 1 Schematic diagram of the power transmission route of the engine driving the motor to generate electricity;

[0038] Figure 9 This is a structural diagram of the synchronizer sleeve according to the first embodiment of the present invention;

[0039] Figure 10 for Figure 9 A magnified view of part A in FIG;

[0040] Figure 11 This is an exploded view of the synchronizer sleeve according to the first embodiment of the present invention applied to a synchronizer;

[0041] Figure 12 This is a schematic structural diagram of the gear hub according to the first embodiment of the present invention;

[0042] Figure 13 This is a schematic structural diagram of a synchronization ring according to a first embodiment of the present invention;

[0043] Figure 14 This is a schematic structural diagram of the coupling sleeve according to the first embodiment of the present invention.

[0044] Description of reference numerals:

[0045] 1. First control mechanism; 2. First clutch; 3. First input shaft; 4. Second input shaft; 5. Output shaft; 6. Intermediate shaft; 7. Engine; 8. Motor; 9. Differential;

[0046] 101, second clutch; 102, third clutch;

[0047] 301, third driving wheel; 302, fourth driving wheel;

[0048] 401, first driving wheel; 402, second driving wheel;

[0049] 501, first driven wheel; 502, second driven wheel; 503, third driven wheel; 504, fourth driven wheel; 505, fifth driving wheel; 506, first synchronizer; 507, second synchronizer; 508, third synchronizer; 509, sixth driven wheel;

[0050] 601, fifth driven wheel;

[0051] 901, seventh driven wheel;

[0052] 11. Synchronizer sleeve; 12. Gear hub; 13. Slider; 14. Synchronizer ring; 15. Joint sleeve;

[0053] 1101. Gear sleeve body; 1102. Internal teeth;

[0054] 11021, long teeth; 11022, short teeth; 11023, grooves;

[0055] 110211, first working surface; 110221, second working surface;

[0056] 1201, first through hole; 1202, first external tooth; 1203, accommodation space;

[0057] 1401, second via hole; 1402, second external tooth; 1403, external protrusion;

[0058] 1501. Third via hole; 1502. Third external tooth; 1503. Tapered surface. DETAILED DESCRIPTION

[0059] 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.

[0060] 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.

[0061] Furthermore, in the description of the present invention, unless otherwise expressly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, these terms may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will appreciate the specific meanings of these terms in light of the specific circumstances.

[0062] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0063] Example 1

[0064] This embodiment relates to a transmission, such as Figure 1 As shown, the overall structure mainly includes a first input shaft 3, a first transmission assembly, a second input shaft 4, a second transmission assembly, a third control mechanism and an output shaft 5.

[0065] Among them, the second input shaft 4 is connected to the output shaft 5 through the first transmission assembly, so that the power undertaken by the second input shaft 4 is transmitted to the output shaft 5 via the first transmission assembly; the first input shaft 3 is connected to the output shaft 5 through the second transmission assembly, and the third control mechanism is used to control the power on and off between the first transmission assembly and the second transmission assembly, so that the power undertaken by the first input shaft 3 is transmitted to the output shaft 5 via the second transmission assembly; or the power undertaken by the first input shaft 3 is transmitted to the output shaft 5 via the second transmission assembly, the third control mechanism and the first transmission assembly, and the output shaft 5 is used to output power to the outside.

[0066] The aforementioned transmission assembly for transmitting power from the second input shaft 4 to the output shaft 5 is, as a preferred embodiment, comprised of a first driving wheel 401 and a second driving wheel 402 fixedly mounted on the second input shaft 4, a first driven wheel 501 and a second driven wheel 502 loosely mounted on the output shaft 5, and a first synchronizer 506 fixedly mounted on the output shaft 5. The first driving wheel 401 is in driving connection with the first driven wheel 501, the second driving wheel 402 is in driving connection with the second driven wheel 502, and the first synchronizer 506 is configured to selectively connect to either the first driven wheel 501 or the second driven wheel 502.

[0067] The aforementioned second transmission assembly is 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 wheel 301 and a fourth driving wheel 302 fixed to the first input shaft 3, a third driven wheel 503 and a fourth driven wheel 504 loosely mounted on the output shaft 5, and a second synchronizer 507 fixed to the output shaft 5. The third driving wheel 301 and the third driven wheel 503 are in driving connection with each other, and the fourth driving wheel 302 and the fourth driven wheel 504 are in driving connection with each other; the second synchronizer 507 is used to selectively connect to the third driven wheel 503 or the fourth driven wheel 504.

[0068] It should be noted here that in order to achieve multiple gear modes, a third synchronizer 508 is provided on the output shaft 5 between the second driven wheel 502 and the third driven wheel 503. The third synchronizer 508 is the third control mechanism in this embodiment, which adopts a one-way synchronizer that is loosely mounted on the output shaft 5, and the one-way synchronizer can link the second driven wheel 502 and the third driven wheel 503.

[0069] As a preferred and feasible implementation, a fifth driven wheel 601 is loosely mounted on the intermediate shaft 6, a sixth driven wheel 509 is fixedly mounted on the output shaft 5, the fifth driven wheel 601 is meshedly connected to the fourth driving wheel 302, and the fifth driven wheel 601 is meshedly connected to the sixth driven wheel 509.

[0070] For ease of arrangement, in this embodiment, a fifth driving wheel 505 is further fixedly mounted on the output shaft 5, through which the output shaft 5 outputs power. In a preferred embodiment, the fifth driving wheel 505 is disposed at the end of the output shaft 5 closest to the engine 7. A seventh driven wheel 901 is fixedly mounted on the input shaft of the differential 9. The fifth driving wheel 505 and the seventh driven wheel 901 are meshed and connected, transmitting power from the output shaft 5 to the differential 9.

[0071] This embodiment also relates to a vehicle power unit including the above-described transmission. In this embodiment, a first control mechanism 1 is provided at the power output of the motor 8. As a preferred and feasible embodiment, the first control mechanism 1 includes a second clutch 101 disposed between the first input shaft 3 and the power output of the motor 8, and a third clutch 102 disposed between the second input shaft 4 and the power output of the motor 8.

[0072] Among them, the second clutch 101 is used to selectively connect the first input shaft 3 and the power output end of the motor 8, and the third clutch 102 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.

[0073] In addition, the vehicle power unit also includes an engine 7. A second control mechanism is provided between the engine 7 and the motor 8 for controlling the power supply between the engine 7 and the motor 8. In this embodiment, the second control mechanism is preferably provided in the first clutch 2 between the power output of the engine 7 and the power input of the motor 8, so that the power of the engine 7 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.

[0074] The vehicle power unit 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. In both drive modes, six gear modes are achievable. Because the schematic diagrams of the power transmission routes for the six gear modes are identical in both drive modes, only six gear modes are listed below. Both drive modes have the following six gear modes.

[0075] The first gear mode can be Figure 2 As shown, the first clutch 2 is engaged, the second clutch 101 is engaged, the third clutch 102 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 transmission through the third driving wheel 301 and the third driven wheel 503 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth driving wheel 505 to the seventh driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0076] The second gear mode can be Figure 3 As shown, the first clutch 2 is engaged, the second clutch 101 is disengaged, the third clutch 102 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 transmission through the first driving wheel 401 and the first driven wheel 501 to the output shaft 5. The torque of the output shaft 5 passes through the fifth driving wheel 505 to the seventh driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0077] The third gear mode can be Figure 4 As shown, the first clutch 2 is engaged, the second clutch 101 is engaged, the third clutch 102 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 transmission through the fourth driving wheel 302 and the fourth driven wheel 504 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth driving wheel 505 to the seventh driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0078] The fourth gear mode can be Figure 5 As shown, the first clutch 2 is engaged, the second clutch 101 is disengaged, the third clutch 102 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 transmission through the second driving wheel 402 and the second driven wheel 502 to the output shaft 5. The torque of the output shaft 5 passes through the fifth driving wheel 505 to the seventh driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0079] Reverse mode can be Figure 6 As shown, the first clutch 2 is engaged, the second clutch 101 is disengaged, and the third clutch 102 is engaged. The torque of the engine 7 is transmitted from the first input shaft 3 of the transmission through the fourth driving wheel 302, the fifth driven wheel 601, and the sixth driven wheel 509 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth driving wheel 505 to the seventh driven wheel 901 and then to the differential 9, thereby driving the vehicle.

[0080] Ultra-low speed mode can be Figure 7 As shown, the first clutch 2 is engaged, the second clutch 101 is coupled, the third clutch 102 is disengaged, the third synchronizer 508 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 first input shaft 3 of the transmission through the third driving wheel 301 and the third driven wheel 503 to the third synchronizer 508, and then through the third synchronizer 508, the second driven wheel 502, and the second driving wheel 402 to the second input shaft 4 of the transmission, and then through the second input shaft 4 of the transmission to the first driving wheel 401, the first driven wheel 501 to the output shaft 5, and the torque passes through the fifth driving wheel 505 to the seventh driven wheel 901, and then to the differential 9, thereby driving the vehicle to move.

[0081] When the engine 7 drives the motor 8 to generate electricity, Figure 8 As shown, the first clutch 2 is engaged, and the second clutch 101 and the third clutch 102 are disengaged to charge the battery.

[0082] The vehicle power device of this embodiment, by arranging the first control mechanism 1 at the power output end of the motor 8, can realize that the first input shaft 3 and the second input shaft 4 are selectively connected to the power output end of the motor 8, and the power of the motor 8 can be transmitted to the output shaft 5 via the first input shaft 3 or the second input shaft 4. At the same time, an intermediate shaft 6 is provided, which can transmit the power of the motor 8 to the output shaft 5 via the first input shaft 3 and the intermediate shaft 6, and realize the reverse gear function, which is beneficial to the overall structural layout and makes it easy to realize a variety of different gear modes while occupying a small space.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] Preferably, two first working surfaces 110211 are arranged opposite each other so that the middle portion of the end of the long tooth 11021 is sharply convex. Thus, when the synchronizer sleeve 11 rotates forward or reverse, the first working surfaces 110211 on different sides can be used to shift the synchronizer ring 14. Of course, only one first working surface 110211 can be provided at each end of the long tooth 11021, but this method only has a better application effect when the synchronizer sleeve 11 rotates in one direction.

[0091] In this embodiment, in the axial direction of the gear sleeve body 1101, both ends of the long teeth 11021 protrude outside the gear sleeve body 1101. 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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 .

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] Finally, it should be noted that the synchronizer of this embodiment, when used in the transmission of this embodiment, is used as the first synchronizer 506 and the second synchronizer 507. The gear hub 12 should be connected to the first intermediate shaft 5, that is, the gear hub 12 should be formed with transmission teeth connected to the first intermediate shaft 5. In addition, synchronizer rings 14 and clutch sleeves 15 are provided on both sides of the synchronizer gear sleeve 11, and 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 wheel 501, the second driven wheel 502, the third driven wheel 503, and the fourth driven wheel 504 are all gear wheels. Example 2

[0115] This embodiment relates to a vehicle equipped with the vehicle power device of embodiment 1. The vehicle of this embodiment, by applying the vehicle power device of embodiment 1, has the same beneficial effects as the vehicle power device of the prior art, and will not be described in detail here.

[0116] 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 transmission, characterized in that: It comprises a first input shaft (3), a first transmission assembly, a second input shaft (4), a second transmission assembly, a third control mechanism and an output shaft (5); The second input shaft (4) is in transmission connection with the output shaft (5) through the first transmission assembly, and the first input shaft (3) is in transmission connection with the output shaft (5) through the second transmission assembly; The third control mechanism is used to control the power on and off between the first transmission assembly and the second transmission assembly; 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 the third driven wheel (503) or the fourth driven wheel (504); The invention also includes an intermediate shaft (6), wherein a fifth driven wheel (601) is sleeved on the intermediate shaft (6); a sixth driven wheel (509) is provided on the output shaft (5); the fifth driven wheel (601) and the fourth driving wheel (302) are meshed and connected; the fifth driven wheel (601) and the sixth driven wheel (509) are meshed and connected, and in reverse gear mode, torque is transmitted from the first input shaft (3) through the fourth driving wheel (302), the fifth driven wheel (601), and the sixth driven wheel (509) to the output shaft (5).

2. The transmission 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).

3. The transmission according to claim 2, characterized in that: The third control mechanism comprises a third synchronizer (508) provided between the second driven wheel (502) and the third driven wheel (503); The third synchronizer (508) is a one-way synchronizer that is loosely sleeved on the output shaft (5), and the one-way synchronizer is capable of linking the second driven wheel (502) and the third driven wheel (503).

4. The transmission according to any one of claims 1 to 3, characterized in that: The output shaft (5) is provided with a fifth driving wheel (505); The output shaft (5) outputs power outwards via the fifth driving wheel (505).

5. A vehicle power unit, characterized in that: The vehicle power unit includes the transmission according to any one of claims 1-4.

6. The vehicle power unit according to claim 5, characterized in that: Also includes a motor (8) and a first control mechanism (1); The first control mechanism (1) is provided at the power output end of the motor (8), and the first control mechanism (1) 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).

7. The vehicle power unit according to claim 6, characterized in that: The first input shaft (3) is inserted into the second input shaft (4); The first control mechanism (1) comprises a second clutch (101) provided between the first input shaft (3) and the power output end of the motor (8), and a third clutch (102) provided between the second input shaft (4) and the power output end of the motor (8).

8. The vehicle power unit according to claim 6, characterized in that: Also includes an engine (7) and a first clutch (2); The first clutch (2) is provided between the power output end of the engine (7) and the power input end of the motor (8); The first clutch (2) 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).

9. A vehicle, characterized in that: The vehicle is equipped with the vehicle power unit according to any one of claims 5 to 8.

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