Electronic shift actuator

Abstract

The present invention provides an electronic shift actuator. The electronic shift actuator comprises a box assembly, a box cover assembly covering the box assembly, and a reduction mechanism assembly arranged in the box assembly, wherein the reduction mechanism assembly comprises a motor subassembly, a face gear, a primary reduction subassembly, and an output gear assembly for connecting with a parking mechanism, wherein the output end of the motor subassembly is parallelly meshed with the input end of the primary reduction subassembly to form a primary reduction transmission, the output end of the primary reduction subassembly is vertically meshed with the input end of the face gear to form a secondary reduction transmission, and the output end of the face gear is parallelly meshed with the input end of the output gear assembly to form a tertiary reduction transmission. The present invention has emergency parking and unlocking functions, thereby improving safety and redundancy.

Description

Technical Field

[0001] The present invention relates to the fields of motor vehicle automatic transmissions, new energy vehicles, and wire control technology, and in particular to an electronic shift actuator. Background Art

[0002] The electronic shift actuator is mainly used to output torque for driving action. The electronic parking system changes the traditional manual parking and unlocking of the transmission into electric control parking and unlocking, cancels the mechanical connection between the shift handle and the transmission parking mechanism, and instead uses the motor to drive the parking mechanism to achieve stable parking.

[0003] At present, the electric parking system includes parking mechanisms such as pawls and ratchets inside the gearbox and electronic shift actuators outside the gearbox. The electronic shift actuator drives the parking mechanism to operate through the rotation or linear motion of the output shaft to achieve shifting operations such as parking and releasing the parking position. Usually, the electronic shift actuator includes a motor, a reduction mechanism, a control PCB circuit board, a box cover shell and other structures. The operation process of the actuator is to control the motor output after the control PCB circuit board receives the parking command, and the actuator output shaft is accurately rotated from the non-parking position (non-P) angle to the parking position (P) angle through the reduction mechanism.

[0004] At present, most of the speed reduction mechanisms of electronic shift actuators adopt or include a worm gear structure (such as a shift actuator with a manual unlocking function disclosed in patent publication number CN111207211A). Because the structural layout requires the power flow output by the motor to be converted in a 90-degree direction, the worm gear transmission is used to achieve this conversion, which reduces the transmission efficiency and seriously affects the output efficiency of the actuator. In addition, there are many parts, and the parts need to be installed one by one in sequence, and cannot be installed in parallel, which results in low production efficiency and indirectly increases the assembly cost.

[0005] In addition, the existing electronic shift actuators are not designed in a modular manner, such as the shift actuator with manual unlocking function disclosed in patent application publication number CN111207211A, resulting in too many scattered parts being assembled together, and the space design is not fully considered, the space is not well utilized, and the structure is not compact enough. Summary of the invention

[0006] The object of the present invention is to provide an electronic shift actuator which realizes modular design, three-stage transmission and rotational torque output to realize the electronic shift function of a motor vehicle.

[0007] The technical solution of the present invention is: an electronic shift actuator includes a box assembly, a box cover assembly covering the box assembly, and a reduction mechanism assembly arranged in the box assembly, the reduction mechanism assembly includes a motor subassembly, a face gear, a primary reduction subassembly and an output gear assembly for connecting to a parking mechanism, the output end of the motor subassembly is meshed in parallel with the input end of the primary reduction subassembly to form a primary reduction transmission, the output end of the primary reduction subassembly is meshed vertically with the input end of the face gear to form a secondary reduction transmission, and the output end of the face gear is meshed in parallel with the input end of the output gear assembly to form a three-stage reduction transmission structure.

[0008] In the above scheme, the scattered parts are planned and designed into three component modules: a box body assembly, a box cover assembly and a reduction mechanism assembly. They can be assembled separately to form independent components, and then the components are assembled into a complete machine. This modular assembly makes rational use of space in design and makes the structure more compact. At the same time, three-stage transmission is realized, a larger reduction ratio can be obtained, and the modification and adjustment of the reduction ratio is also convenient.

[0009] The above-mentioned face gear is used in the second-stage transmission. The face gear transmission has a large overlap, which can improve the load-bearing capacity and increase the stability of the transmission. The point contact face gear transmission can still ensure the fixed transmission ratio transmission, so the face gear will have less vibration and lower noise. At the same time, the cylindrical gear matched with the face gear has almost no effect on the transmission due to the axial error.

[0010] Parallel meshing means that the axes of the two meshing gears are parallel to each other, and vertical meshing means that the axes of the two meshing gears are vertical to each other.

[0011] The three-stage reduction transmission can more conveniently adjust the transmission ratio, and because the second stage adopts the face gear transmission in the vertical direction, the increase in volume caused by adding one stage of transmission can be reduced.

[0012] Preferably, the reduction mechanism assembly includes a skeleton, which includes a first shell for installing the reduction mechanism assembly, a second shell for installing the first-stage reduction sub-assembly, a third shell for installing the face gear, and a fourth shell for installing the output gear assembly. The first shell and the second shell are adjacent to each other and are axially connected, and the first shell and the second shell are internally connected; the third shell is vertically arranged at the end of the second shell and is connected to the interior of the second shell; the fourth shell is vertically arranged beside the third shell; the third shell and the fourth shell are connected vertically.

[0013] The structural design of each housing can form a partition to prevent the splashing of grease caused by the high-speed rotation of the gears, and avoid the grease being thrown onto the circuit board and causing malfunctions.

[0014] Preferably, the motor subassembly comprises a motor and a first gear, the first gear is mounted on the motor output shaft of the motor, and the motor is mounted on the frame via a first clip;

[0015] The primary reduction subassembly includes a second gear and a third gear coaxially mounted with the second gear. The primary reduction subassembly is rotatably mounted in the second housing. The second gear meshes with the first gear, and the third gear meshes with the input end of the face gear.

[0016] The motor can be a brushed DC motor or a brushless motor, depending on the application and packaging structure of the electronic shift actuator.

[0017] Preferably, the output gear assembly includes an output gear, a magnet and a magnet housing; one end face of the output gear is a sector-shaped tooth to simplify the structure, which meshes with the face gear; the other end is vertically provided with a shaft portion assembled with a fourth shell; the shaft portion is provided with an axial hole, the magnet housing is sleeved inside the upper end of the axial hole, and the magnet is arranged at the upper end of the magnet housing to provide output shaft position detection.

[0018] Preferably, the shaft hole is provided with a plurality of internal spline teeth distributed in a circumferential manner, and among the plurality of internal spline teeth, the tooth groove width of one of the internal spline teeth may be greater than the tooth groove widths of the remaining internal spline teeth, so as to identify the angular position of the output shaft for error prevention or error correction (poka yoke).

[0019] Preferably, the box cover assembly includes a box cover, a PCB circuit board and a sealing ring, the PCB circuit board is fixed on the box cover, the PCB circuit board is arranged adjacent to the magnet, and the box cover is provided with a sealing ring that can fit with the box body assembly.

[0020] Preferably, the box assembly includes a box, a breathable valve, and a pressure limiting sleeve. The breathable valve is threadedly connected to the box, and the pressure limiting sleeve is pressed into a hole where the box and the box cover assembly are installed by interference fit.

[0021] Preferably, the first-stage reduction subassembly is provided with a plum blossom groove that can be manually unlocked in an emergency, and the installation position of the air valve corresponds to the position of the plum blossom groove.

[0022] Preferably, the face gear includes an end face gear and a cylindrical gear arranged on the end face gear, and the end face of the end face gear facing the cylindrical gear is provided with a first end face tooth, the first end face tooth is meshed with the output end of the first-stage reduction sub-assembly, and the cylindrical gear is meshed with the input end of the output gear assembly.

[0023] Preferably, a second end face tooth is provided on the end face of the end face gear away from the cylindrical gear; an optional fourth gear and a backup motor are provided in the box assembly; the backup motor is fixedly connected to the box assembly, the fourth gear is mounted on the output shaft of the backup motor, and the fourth gear is meshed with the second end face tooth.

[0024] Compared with the related art, the present invention has the following beneficial effects:

[0025] 1. The three-stage transmission of the speed reduction mechanism all adopts gear structure, with high transmission efficiency;

[0026] Second, the electronic shift actuator consists of three sub-assemblies: a speed reduction mechanism assembly, a box cover assembly, and a box body assembly. Each assembly is independent of each other and can be installed independently, which is conducive to parallel assembly of the production line and improves production efficiency;

[0027] 3. Add a spare motor and a fourth gear meshing with the face gear to drive the spare motor to rotate the face gear, thereby realizing the emergency parking function and improving safety and redundancy. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A schematic diagram of the decomposed structure of the electronic shift actuator provided by the present invention in components;

[0029] Figure 2 A schematic diagram of the fully decomposed structure of the electronic shift actuator provided by the present invention

[0030] Figure 3 It is a schematic diagram of the exploded structure of the speed reduction mechanism assembly;

[0031] Figure 4 This is a schematic diagram of the installation of a three-stage reduction transmission;

[0032] Figure 5 It is a schematic diagram of the installation of the reduction mechanism assembly and the frame;

[0033] Figure 6 is a schematic diagram of the structure of an output gear in an output gear assembly;

[0034] Figure 7 It is a structural schematic diagram of a first embodiment of a box cover assembly;

[0035] Figure 8 It is a structural schematic diagram of a second embodiment of a box cover assembly;

[0036] Fig. 9 It is a structural schematic diagram of a first embodiment of a box assembly;

[0037] Fig.10 It is a structural schematic diagram of a second embodiment of a box assembly;

[0038] Fig.11 This is a schematic diagram of the emergency parking structure.

[0039] In the accompanying drawings: 1. reduction mechanism assembly; 2. box cover assembly; 3. box assembly; 4. bolts; 11. frame; 111. first housing; 112. second housing; 113. third housing; 114. fourth housing; 12. motor subassembly; 121. motor; 122. first gear; 13. face gear; 131. end gear; 132. cylindrical gear; 133. first end gear; 134. second end gear; 14. primary reduction subassembly; 141. second gear; 142. first bearing; 143 , shaft retaining ring; 144, third gear; 145, plum blossom groove; 15, output gear assembly; 151, output gear; 152, magnet; 153, magnet jacket; 16, star ring; 17, first clamp; 18, second bearing; 19, retaining spring; 20, second clamp; 21, box cover; 22, first PCB circuit board; 23, sealing ring; 31, box body; 32, breathable valve; 33, pressure limiting sleeve; 34, O-ring; 35, fourth gear; 36, spare motor; 37, second PCB circuit board. DETAILED DESCRIPTION

[0040] The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict. For the convenience of description, if the words "upper", "lower", "left" and "right" appear in the following, they only indicate that the upper, lower, left and right directions are consistent with the drawings themselves, and do not limit the structure.

[0041] like Figure 1 As shown, the electronic shift actuator provided in this embodiment includes a box assembly 3, a box cover assembly 2 covering the box assembly 3, and a speed reduction mechanism assembly 1 arranged in the box assembly 3. Thus, the scattered parts are designed into three modules, which can be assembled separately and then installed as a whole, and the structure is more compact.

[0042] like Figure 3 As shown, the speed reduction mechanism assembly 1 includes a motor subassembly 12, a face gear 13, a primary speed reduction subassembly 14, and an output gear assembly 15 for connecting with the parking mechanism. The output end of the motor subassembly 12 is meshed in parallel with the input end of the primary speed reduction subassembly 14 to form a primary speed reduction transmission, the output end of the primary speed reduction subassembly 14 is meshed vertically with the input end of the face gear 13 to form a secondary speed reduction transmission, and the output end of the face gear 13 is meshed in parallel with the input end of the output gear assembly 15 to form a tertiary speed reduction transmission.

[0043] The three-stage transmission formed above can obtain a larger reduction ratio and is also convenient for modification and adjustment of the reduction ratio.

[0044] Specific: such as Figure 2 As shown, the reduction mechanism assembly 1 includes a skeleton 11, a motor subassembly 12, a face gear 13, a primary reduction subassembly 14, an output gear assembly 15 and a star ring 16.

[0045] like Figure 3 , Figure 5 As shown, the skeleton 11 is preferably made of plastic material, and includes a first housing 111 for mounting the speed reduction mechanism assembly 1, a second housing 112 for mounting the primary speed reduction subassembly 14, a third housing 113 for mounting the face gear 13, and a fourth housing 114 for mounting the output gear assembly 15. The first housing 111 and the second housing 112 are arranged adjacent to each other and are axially connected, and the first housing 111 and the second housing 112 are connected inside; the third housing 113 is vertically arranged at the end of the second housing 112 and is connected inside the second housing 112; the fourth housing 114 is vertically arranged beside the third housing 113; the third housing 113 and the fourth housing 114 are connected from top to bottom. Each component is separated by a housing, which can prevent the high-speed rotation of the gear from causing grease to splash, and avoid grease from being thrown onto the PCB circuit board and causing failure.

[0046] like Figure 2 , Figure 5 As shown, the motor subassembly 12 includes a motor 121 and a first gear 122. The motor 121 is installed on the skeleton 11 through a first clip 17, which is reliable to install, easy to disassemble and low in cost. The motor 121 is a brushed motor, and the first gear 122 is a spur gear. The first gear 122 is pressed into the motor shaft of the motor 121 by interference fit, so that the first gear 122 rotates under the drive of the motor shaft. The motor subassembly 12 is fixed to the skeleton 11 through the first clip 17. In a specific embodiment, the first clip 17 is an elastic metal clip, which is a C-shaped structure in both the horizontal section and the vertical section. The two horizontal sides are engaged with the motor 121, and the two vertical sides are provided with a slot engaged with the corresponding protrusions provided on the first shell 111 of the skeleton 11. And an axial edge that is matched with the motor 121 is protruded from the middle of the first clip 17.

[0047] like Figure 2 , Figure 3As shown, the primary reduction subassembly 14 is fixed on the second housing 112 by a U-shaped second clamp 20, so that the installation is reliable and the disassembly is convenient. The primary reduction subassembly 14 includes a second gear 141, a first bearing 142, a shaft retaining ring 143, a third gear 144 and a plum blossom groove 145. The spindle of the second gear 141 is rotatably mounted in the second housing 112 through the first bearing 142, and the axial movement of the second gear 141 in the second housing 112 is limited by the shaft retaining ring 143. The second clamp 20 is clamped on the spindle of the second gear 141 and the second housing 112 to limit the axial movement of the second gear 141 in the second housing 112. The third gear 144 is coaxially mounted with the second gear 141. A plum blossom groove 145 is provided at the center of the second gear 141, and the plum blossom groove 145 is located on the opposite side of the spindle of the second gear 141.

[0048] The face gear 13 includes an end face gear 131 and a cylindrical gear 132 arranged on the end face gear 131. The end face of the end face gear 131 facing the cylindrical gear 132 is provided with a first end face tooth 133, and the end face away from the cylindrical gear 132 is provided with a second end face tooth 134. The face gear 13 is vertically and rotatably installed in the third housing 112 through two second bearings 18, and the face gear 13 is fixed to the third housing 112 of the skeleton 11 through a retaining spring 19. The cylindrical gear 132 has no axial force, which can simplify the support of the cylindrical gear 132. At the same time, the transmission of the end face gear 131 has a large overlap, which can provide transmission stability.

[0049] like Figure 4 As shown, the first end face tooth 133 is meshed with the third gear 144 , and the cylindrical gear 132 is meshed with the output gear 151 of the output gear assembly 15 .

[0050] like Figure 3 As shown, the output gear assembly 15 includes an output gear 151, a magnet 152, and a magnet housing 153. The output gear 151 is preferably provided with a sector tooth on one end surface, and a shaft portion is vertically provided at the other end. The sector tooth forms an input end, which meshes with the cylindrical gear 132, and the shaft portion forms an output end, which is driven and connected to the parking mechanism (not shown) after being inserted into the fourth housing 114. The output gear 151 is installed on the frame 11 through a star ring 16 which is set on the shaft portion. The star ring 16 is used for the internal sealing of the electronic shift actuator.

[0051] like Figure 6As shown, the output gear assembly 15 is provided with a port for driving the parking mechanism. Specifically, one end of the output gear 151 is provided with a through shaft hole, and the magnet housing 153 is sleeved inside the upper end of the shaft hole. The shaft hole is provided with a plurality of internal spline teeth 155 distributed in a circumference, six in this embodiment, and the structure in which the parking mechanism and the output gear assembly 15 are assembled is also provided with six spline teeth, but the parking mechanism and the output gear assembly 15 are assembled with position restrictions. Therefore, the tooth groove width of one of the six internal spline teeth 155 is greater than the tooth groove width of the other five internal spline teeth 155, so that a directional assembly can be formed through the internal spline teeth 155 with a large width, avoiding position errors after assembly, and playing a fool-proofing role. It should be noted that the output port of the output gear assembly 15 can be other different custom structures, such as square slots, star slots, plum blossom slots and other structures, depending on the vehicle application, and can be equipped with or without an error-proofing structure.

[0052] The magnet 152 is disposed at the upper end of the magnet housing 153. The magnet 152 is used to provide a magnetic field to the Hall sensor in the PCB circuit board. The magnet 152 rotates with the output gear 151, and the magnetic field of the rotating magnet 152 changes, and the rotation angle of the output gear 151 can be obtained through this change.

[0053] like Figure 4 As shown, the first gear 122 meshes with the second gear 141 to form a first stage transmission, the third gear 144 meshes with the first end face tooth 133 of the end face gear 131 to form a second stage transmission, and the cylindrical gear 132 meshes with the output gear 151 to form a third stage transmission.

[0054] like Figure 7 The structure diagram of the box cover assembly with controller is shown. The box cover assembly 2 includes a box cover 21, a first PCB circuit board 22 and an optional sealing ring 23. The first PCB circuit board 22 is fixed to the box cover 21 by heat riveting. A Hall sensor chip is provided on the first PCB circuit board 22. The Hall sensor chip cooperates with the magnet 152. When the output gear 151 is driven, the Hall sensor chip can obtain the rotation angle of the output gear 151 through the magnet. The box cover 21 can be optionally provided with a sealing ring 23 that can fit with the box assembly 3. In harsh environmental conditions such as high humidity and near the ground, the sealing ring 23 can play a role in waterproofing, dustproofing, and preventing the infiltration of chemical elements such as motor vehicle oil.

[0055] The first PCB circuit board integrates a microprocessor controller, which can receive instructions from the entire vehicle to control the motor to perform parking and unparking operations. Figure 2 , Fig.10 and Fig.11 As shown, Figure 7The adapted box assembly 3 includes a box 31, a breathable valve 32, a pressure limiting sleeve 33, an o-ring 34, a fourth gear 35 and a backup motor 36. The box assembly 3 is used to install the reduction mechanism assembly 1. The o-ring 34 is arranged at the interface between the box assembly 3 and the reduction box (not shown) for sealing the electronic shift actuator and the reduction box or the brake transmission box. The breathable valve 32 is threadedly connected to the box 31, and the pressure limiting sleeve 33 is pressed into the hole where the box 31 and the box cover assembly 2 are installed by means of interference fit, as shown in FIG. Figure 2 As shown, the bolt 4 passes through the through hole on the box cover 21 and is threadedly connected to the compression sleeve 33 to connect the box cover assembly 2 and the box body assembly 3 as a whole.

[0056] By setting a plum blossom groove 145 on the second gear 141, the plum blossom groove 145 is set corresponding to the breathable valve 32, and a manual unlocking channel can be formed by using the threaded hole for installing the breathable valve 32, without having to drill a hole for operating the plum blossom groove 145, and without having to worry about the waterproof seal. The operation steps are: first use a socket wrench to unscrew the breathable valve 32, then use a plum blossom screwdriver to pass through the threaded hole for installing the breathable valve 32 on the box body 31 and insert it into the plum blossom groove 145, and rotate the second gear 141 to achieve emergency unlocking.

[0057] like Figure 2 and Figure 3 As shown, the backup motor 36 is installed inside the box assembly 3 by screws, the fourth gear 35 is installed on the output shaft of the backup motor 36, and the fourth gear 35 is meshed with the second end face gear 134. When the main motor 121 fails to work, the face gear 13 can be rotated by driving the backup motor 36, thereby achieving emergency parking and improving the safety and redundancy of the system.

[0058] like Figure 8 The diagram shows the structure of the box cover assembly without the controller. Figure 7 The difference is, Figure 8 The box cover assembly 2 includes a second PCB circuit board 37. The second PCB circuit board 37 only outputs a sensor position signal and cannot perform parking and unlocking control. Fig. 9 As shown, Figure 8 The adapted box assembly 3 includes a box 31, a breathable valve 32, a pressure limiting sleeve 33, and an O-ring 34. The assembly relationship of the above structure is similar to Fig.10 The two specifications of PCB boards can share the box cover body, without the need to modify other parts, which increases versatility.

[0059] The above descriptions are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. An electronic shift actuator, characterized in that: The invention comprises a box assembly (3), a box cover assembly (2) covering the box assembly (3), and a reduction mechanism assembly (1) arranged in the box assembly (3); the reduction mechanism assembly (1) comprises a motor subassembly (12), a face gear (13), a primary reduction subassembly (14), and an output gear assembly (15) for connecting to a parking mechanism; the output end of the motor subassembly (12) is meshed in parallel with the input end of the primary reduction subassembly (14) to form a primary reduction transmission; the output end of the primary reduction subassembly (14) is meshed in perpendicular relation with the input end of the face gear (13) to form a secondary reduction transmission; the output end of the face gear (13) is meshed in parallel with the input end of the output gear assembly (15) to form a tertiary reduction transmission structure; the face gear (13) comprises an end face gear (131) and an output gear assembly (15) for connecting to a parking mechanism; A cylindrical gear (132) on the end face gear (131) is provided with a first end face tooth (133) on the end face of the end face gear (131) facing the cylindrical gear (132), the first end face tooth (133) meshing with the output end of the primary reduction sub-assembly (14), and the cylindrical gear (132) meshing with the input end of the output gear assembly (15); a second end face tooth (134) is provided on the end face of the end face gear (131) away from the cylindrical gear (132); a fourth gear (35) and a spare motor (36) are provided in the housing assembly (3); the spare motor (36) is fixedly connected to the housing assembly (3), the fourth gear (35) is mounted on the output shaft of the spare motor (36), and the fourth gear (35) meshes with the second end face tooth (134).

2. The electronic shift actuator according to claim 1, characterized in that: The reduction mechanism assembly (1) comprises a frame (11), the frame (11) comprising a first housing (111) for mounting the reduction mechanism assembly (1), a second housing (112) for mounting a first-stage reduction subassembly (14), a third housing (113) for mounting a face gear (13), and a fourth housing (114) for mounting an output gear assembly (15), the first housing (111) and the second housing (112) being arranged adjacent to each other and both being axially connected, and the interiors of the first housing (111) and the second housing (112) being connected; the third housing (113) being vertically arranged at the end of the second housing (112) and being connected to the interior of the second housing (112); the fourth housing (114) being vertically arranged beside the third housing (113); and the third housing (113) and the fourth housing (114) being connected vertically.

3. The electronic shift actuator according to claim 2, characterized in that: The motor subassembly (12) comprises a motor (121) and a first gear (122); the first gear (122) is mounted on a motor shaft of the motor (121); and the motor (121) is mounted on the frame (11) via a first clip (17); The primary reduction subassembly (14) comprises a second gear (141) and a third gear (144) coaxially mounted with the second gear (141); the primary reduction subassembly (14) is rotatably mounted in a second housing (112); the second gear (141) is meshed with the first gear (122); and the third gear (144) is meshed with the input end of the face gear (13).

4. The electronic shift actuator according to claim 2, characterized in that: The output gear assembly (15) comprises an output gear (151), a magnet (152) and a magnet sleeve (153); one end face of the output gear (151) is a sector tooth which meshes with the face gear (13); the other end is vertically provided with a shaft portion which is assembled with the fourth housing (114); the shaft portion is provided with a shaft hole, the magnet sleeve (153) is sleeved inside the upper end of the shaft hole, and the magnet (152) is provided at the upper end of the magnet sleeve (153).

5. The electronic shift actuator according to claim 4, characterized in that: A plurality of internal spline teeth (155) distributed in a circumferential manner are arranged in the shaft hole, and among the plurality of internal spline teeth (155), the tooth groove width of one of the internal spline teeth (155) is greater than the tooth groove widths of the remaining internal spline teeth (155).

6. The electronic shift actuator according to claim 4, characterized in that: The box cover assembly (2) comprises a box cover (21), a PCB circuit board and a sealing ring (23); the PCB circuit board is fixed on the box cover (21); the PCB circuit board is arranged adjacent to the magnet (152); and the box cover (21) is provided with a sealing ring (23) capable of fitting with the box body assembly (3).

7. The electronic shift actuator according to claim 1, characterized in that: The box assembly (3) comprises a box (31), a vent valve (32), and a pressure limiting sleeve (33); the vent valve (32) is threadedly connected to the box (31); and the pressure limiting sleeve (33) is pressed into a hole in which the box (31) and the box cover assembly (2) are installed by means of an interference fit.

8. The electronic shift actuator according to claim 7, characterized in that: The first-stage speed reduction subassembly (14) is provided with an unlockable plum blossom groove (145), and the installation position of the air-permeable valve (32) corresponds to the position of the plum blossom groove (145).

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