Synchronizer, gearbox structure and vehicle

Abstract

The application provides a synchronizer, a gearbox structure and a vehicle. The synchronizer comprises a gear hub, a gear sleeve sleeved to the outer ring of the gear hub, a locking member installed to one end of the gear hub in the axial direction, the locking member comprising a first abutting surface and a first limiting surface arranged opposite to each other in the axial direction, and a limiting assembly installed to the gear hub and movable along the axial direction of the gear hub under the driving of the gear sleeve, so that the limiting assembly is in abutting cooperation with the first limiting surface, and the first abutting surface is in abutting cooperation with a first engaging tooth, so that the locking member can lock or unlock the gear sleeve to make the gear sleeve engage with the first engaging tooth. The mutual cooperation mode between the locking member and the limiting assembly is redesigned to optimize the drag torque, arrangement space and manufacturing cost of the synchronizer.

Description

Technical Field

[0001] This article relates to, but is not limited to, the field of vehicle technology, and in particular to a synchronizer, a gearbox structure, and a vehicle. Background Technology

[0002] The market share of new energy vehicles is growing day by day. Among the power products used in new energy vehicles, there are fixed speed ratio reducers, as well as electric drive or hybrid products with two or even three speeds.

[0003] With technological advancements, the potential for improving the range and performance of pure electric vehicles—including the energy density of car batteries, the power and efficiency of drive motors—will inevitably reach a limit. At that point, two- or three-speed electric drive or hybrid solutions will inevitably become a viable option for enhancing vehicle range and performance.

[0004] Due to the unique characteristics of new energy drive systems, traditional shifting solutions, such as traditional synchronizers and clutches, do not offer significant advantages. For example, traditional synchronizers with conical synchronizer rings have always suffered from significant drag torque and have considerable speed limitations. Clutch systems, on the other hand, generally require the use of hydraulic systems, resulting in a significant cost disadvantage.

[0005] It should be noted that the above content falls within the inventor's technical knowledge and does not necessarily constitute prior art. Summary of the Invention

[0006] The purpose of this application is to provide a synchronizer, a transmission structure, and a vehicle. This synchronizer optimizes drag torque, layout space, and manufacturing costs by redesigning the interaction between the locking and limiting components.

[0007] The technical solution of this application embodiment is as follows:

[0008] A synchronizer, comprising:

[0009] Gear hub;

[0010] A toothed sleeve is fitted onto the outer ring of the toothed hub; and

[0011] A locking member is installed at one end of the gear hub along its axial direction, the locking member including a first abutment surface and a first limiting surface disposed opposite each other along its axial direction; and

[0012] A limiting component is installed on the gear hub and can move axially along the gear hub under the drive of the gear sleeve, so that the limiting component abuts against the first limiting surface and the first abutting surface abuts against the first engaging tooth, so that the locking member can lock the gear sleeve or unlock the gear sleeve so that the gear sleeve meshes with the first engaging tooth.

[0013] The synchronizer provided in this application embodiment has a locking component and a limiting component. The locking component has a first abutting surface and a first limiting surface arranged opposite each other along the axial direction. The limiting component can move along the axial direction of the gear hub under the drive of the gear sleeve, so that the limiting component abuts and engages with the first limiting surface and the first abutting surface abuts and engages with the first engaging tooth. This changes the overall force layout of the locking component, so that the locking component can lock the gear sleeve when the speed difference between the gear sleeve and the first engaging tooth does not reach the preset speed difference threshold, or release the gear sleeve when the speed difference between the gear sleeve and the first engaging tooth reaches the preset speed difference threshold, so that the gear sleeve meshes with the first engaging tooth, thereby optimizing the drag torque, arrangement space and manufacturing cost of the synchronizer.

[0014] In some exemplary embodiments, the area where the limiting component abuts against the first limiting surface is further away from the rotational center axis of the gear hub than the area where the first abutting surface abuts against the first engaging tooth.

[0015] By changing the relative positional relationship along the radial direction of the tooth hub between the first contact surface and the contact area of ​​the first engaging tooth, and between the limiting component and the contact area of ​​the first limiting surface, the torque difference applied to the locking member can be adjusted, thereby adjusting the locking time of the locking member on the tooth sleeve and improving the synchronization performance of the synchronizer.

[0016] In some exemplary embodiments, the limiting component includes a limiting arm; the limiting arm includes:

[0017] A first connecting arm extending radially along the gear hub;

[0018] A second connecting arm extending radially along the toothed hub and spaced axially from the first connecting arm along the toothed hub, and the second connecting arm being farther away from the locking member than the first connecting arm; and

[0019] An inclined arm that connects the first connecting arm and the second connecting arm;

[0020] The first connecting arm is closer to the rotation center axis of the gear hub than the second connecting arm, and the first connecting arm is used to abut against the first limiting surface.

[0021] By refining the structure of the limiting component, the contact position between the limiting component and the first limiting surface can be changed by adjusting the limiting arm, so as to adjust the torque difference applied to the locking member and improve the flexibility of product adjustment.

[0022] In some exemplary embodiments, the locking member includes a locking ring and a locking portion disposed around the periphery of the locking ring; the toothed sleeve is provided with a locking engagement portion;

[0023] The locking part includes a first stop and a second stop that are spaced apart circumferentially along the locking ring;

[0024] Wherein, the first stop part and the second stop part are used to cooperate with the locking engagement part to lock the tooth sleeve when the speed difference between the tooth sleeve and the first engaging tooth does not reach a preset speed difference threshold.

[0025] The first stop and the second stop are also used to disengage from the locking engagement when the speed difference between the gear sleeve and the first engaging tooth reaches a preset speed difference threshold, so as to release the gear sleeve and allow the locking engagement to pass through the gap between the first stop and the second stop.

[0026] The structure of the locking component is optimized so that the locking part and the locking mating part cooperate with each other to lock the gear sleeve when the speed difference between the gear sleeve and the first engaging tooth does not reach the preset speed difference threshold, and release the gear sleeve when the speed difference between the gear sleeve and the first engaging tooth reaches the preset speed difference threshold.

[0027] In some exemplary embodiments, the locking engagement portion includes a guide surface, a first locking surface, and a second locking surface that are spaced apart along the axial direction of the toothed sleeve. The first locking surface and the second locking surface are spaced apart along the circumferential direction of the toothed sleeve. The guide surface is closer to the end of the locking engagement portion than the first locking surface and the second locking surface.

[0028] The guide surface is used to guide the toothed sleeve when it engages with the first engaging tooth, the first locking surface is used to lock in conjunction with the first stop portion, and the second locking surface is used to lock in conjunction with the second stop portion.

[0029] The structure of the locking engagement part is optimized by using a guide surface, a first locking surface, and a second locking surface. When the gear sleeve meshes with the first engaging tooth, it can be guided. The first locking surface can cooperate with the first stop to lock the gear sleeve, and the second locking surface can cooperate with the second stop to lock the gear sleeve. By designing the surfaces that provide guiding and locking functions of the locking engagement part separately, it is easy to differentiate the design of the guide surface, the first locking surface, and the second locking surface, which can reduce the manufacturing cost of the synchronizer and optimize the overall product design.

[0030] In some exemplary embodiments, the locking engagement portion further includes a first connecting surface connecting the guide surface and the first locking surface, and a second connecting surface connecting the guide surface and the second locking surface, wherein the first connecting surface and the second connecting surface are parallel to each other and are both parallel to the rotation center axis of the gear sleeve.

[0031] By optimizing the structure of the locking engagement part, and utilizing the first and second connecting surfaces that are parallel to each other and both parallel to the rotation center axis of the gear sleeve, the engagement area between the locking engagement part and the first and second stop parts can be optimized. Compared to setting the first and second connecting surfaces as inclined surfaces, the manufacturing difficulty of the gear sleeve and the locking part can be reduced, and the manufacturing cost can be reduced.

[0032] In some exemplary embodiments, both the first locking surface and the second locking surface are inclined surfaces, and the ends of the first locking surface and the second locking surface that are away from the guide surface are far apart.

[0033] Optimizing the structure of the first locking surface and the second locking surface can optimize the force on the locking mating part and make the gear sleeve switch smoothly between being locked and being unlocked, thereby improving the locking performance of the synchronizer.

[0034] In some exemplary embodiments, the included angle between the first locking surface and the rotation center axis of the gear sleeve is 110° to 120°; the included angle between the second locking surface and the rotation center axis of the gear sleeve is 110° to 120°.

[0035] A gearbox structure includes a synchronizer as described in any of the above embodiments; the gearbox structure further includes a gear set, wherein the first engagement tooth is fixed to the gear set.

[0036] A vehicle comprising the gearbox structure described in any of the above embodiments.

[0037] After reading and understanding the accompanying diagrams and detailed descriptions, other aspects can be understood. Attached Figure Description

[0038] The accompanying drawings are provided to further understand the technical solutions in this paper and form part of the specification. They are used together with the embodiments of this application to explain the technical solutions in this paper and do not constitute a limitation on the technical solutions in this paper.

[0039] Figure 1 This is an exploded view of the gearbox structure in some illustrative embodiments of this application;

[0040] Figure 2 This is a schematic diagram of the locking element in some illustrative embodiments of this application;

[0041] Figure 3 This is a top view of the locking engagement portion in some illustrative embodiments of this application;

[0042] Figure 4A This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in neutral (N) gear. Figure 1 ;

[0043] Figure 4B This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in neutral (N) gear. Figure 2 ;

[0044] Figure 5A This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in a pre-synchronization state. Figure 1 ;

[0045] Figure 5B This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in a pre-synchronization state. Figure 2 ;

[0046] Figure 6A This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in a synchronized state. Figure 1 ;

[0047] Figure 6B This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in a synchronized state. Figure 2 ;

[0048] Figure 7A This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically when the gearbox structure is in the shift ring state. Figure 1 ;

[0049] Figure 7B This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically when the gearbox structure is in the shift ring state. Figure 2 ;

[0050] Figure 8A This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in the shift-completed state. Figure 1 ;

[0051] Figure 8B This application illustrates the shifting principle of the gearbox structure in some illustrative embodiments, specifically showing the gearbox structure in the shift-completed state. Figure 2 ;

[0052] Figure 9A This application provides an illustration of the gearbox structure in neutral (N) mode, illustrating the gearbox's shifting principle in other illustrative embodiments. Figure 1 ;

[0053] Figure 9BThis application provides an illustration of the gearbox structure in neutral (N) mode, illustrating the gearbox's shifting principle in other illustrative embodiments. Figure 2 ;

[0054] Figure 10A This application provides an illustration of the gearbox structure in a pre-synchronization state, illustrating the gearbox structure's shifting operation principle in other illustrative embodiments. Figure 1 ;

[0055] Figure 10B This application provides an illustration of the gearbox structure in a pre-synchronization state, illustrating the gearbox structure's shifting operation principle in other illustrative embodiments. Figure 2 ;

[0056] Figure 11A This application provides an illustration of the shifting principle of the gearbox structure in some other illustrative embodiments, showing the gearbox structure in a synchronized state. Figure 1 ;

[0057] Figure 11B This application provides an illustration of the shifting principle of the gearbox structure in some other illustrative embodiments, showing the gearbox structure in a synchronized state. Figure 2 ;

[0058] Figure 12A This is a schematic diagram illustrating the shifting principle of the gearbox structure in the shift ring state in some other illustrative embodiments of this application. Figure 1 ;

[0059] Figure 12B This is a schematic diagram illustrating the shifting principle of the gearbox structure in the shift ring state in some other illustrative embodiments of this application. Figure 2 ;

[0060] Figure 13A This is a schematic diagram illustrating the shifting operation principle of the gearbox structure in some other illustrative embodiments of this application, showing the gearbox structure in the shift-completed state. Figure 1 ;

[0061] Figure 13B This is a schematic diagram illustrating the shifting operation principle of the gearbox structure in some other illustrative embodiments of this application, showing the gearbox structure in the shift-completed state. Figure 2 .

[0062] Figure label:

[0063] 10 - First engagement tooth; 20 - Second engagement tooth; 30 - First gear set; 40 - Second gear set; 50 - Gear hub;

[0064] 60-tooth sleeve, 601-shift fork groove, 602-locking mating part, 603-guide surface, 604-first locking surface, 605-second locking surface, 606-first connecting surface, 607-second connecting surface;

[0065] 70-Locking component, 701-Locking ring, 702-Locking part, 703-First abutting surface, 704-First limiting surface, 705-First stop part, 706-Second stop part;

[0066] 80-Limiting assembly, 801-Limiting part, 802-Limiting ball, 803-First connecting arm, 804-Tilt arm, 805-Second connecting arm;

[0067] 90 - Positioning component. Detailed Implementation

[0068] The technical solutions described herein will be further illustrated below with reference to the accompanying drawings and specific embodiments. It is understood that the specific embodiments described herein are merely for illustrative purposes and not for limiting the scope of this document.

[0069] In one embodiment of this application, as Figure 1 As shown, a transmission structure for automobiles is provided. The transmission structure may include a synchronizer, a first engagement gear 10, and a second engagement gear 20, enabling two-speed gear shifting. The first engagement gear 10 and the second engagement gear 20 may be respectively disposed at both ends of the synchronizer along its axial direction. The first engagement gear 10 and the second engagement gear 20 are used to mesh with the synchronizer during gear shifting operations, so that the first gear set 30 and the second gear set 40 achieve the same rotational speed as the synchronizer, improving shifting performance. For example, the first engagement gear 10 may be integrally formed with the gear in the first gear set 30 using a forging process, or the first engagement gear 10 may be welded to the gear in the first gear set 30. The second engagement gear 20 may be integrally formed with the gear in the second gear set 40 using a forging process, or the second engagement gear 20 may be welded to the gear in the second gear set 40.

[0070] like Figure 1 As shown, the synchronizer may include a gear hub 50, a gear sleeve 60, a locking element 70, and a limiting component 80. The gear hub 50 is configured to cooperate with the drive shaft and can rotate under the drive of the drive shaft, having the same rotational speed as the drive shaft. The gear sleeve 60 is fitted onto the outer ring of the gear hub 50 and is connected to the gear hub 50 via the limiting component 80 and the positioning component 90, both of which are arranged between the gear sleeve 60 and the gear hub 50. The positioning component 90 can be fixed to the gear hub 50 and can limit the gear sleeve 60 when the gearbox structure is in the N gear position to ensure the stability of the gearbox structure in the N gear position.

[0071] like Figure 1 As shown, a shift fork groove 601 for cooperating with a shifting element (not shown) may be provided on the outer ring of the gear sleeve 60. The end of the shifting element that does not cooperate with the shift fork groove 601 may be connected to the shift operation handle. The shift fork groove 601 may be an annular groove surrounding the outer ring of the gear sleeve 60.

[0072] like Figure 1 As shown, one or more locking engagement parts 602 can be provided on the inner ring of the toothed sleeve 60 (the top view of the locking engagement part 602 is shown in Figure 602). Figure 3 (As shown). Multiple locking engagement parts 602 can be evenly distributed along the circumference of the toothed sleeve 60, such as... Figure 1 As shown, taking the example of providing three locking engagement parts 602 on the toothed sleeve 60, the locking engagement parts 602 are used to engage with the locking member 70 (the structural schematic diagram of the locking member 70 is shown in the figure below). Figure 2 (as shown) cooperate to lock or unlock the locking element 70 to the toothed sleeve 60.

[0073] In some exemplary embodiments, such as Figure 1 As shown, the synchronizer may include two locking elements 70, which are respectively disposed at both ends of the gear hub 50 along the axial direction of the gear hub 50. The technical solution is described by taking the cooperation of one locking element 70 with the gear hub 50, the gear sleeve 60 and the limiting component 80 as an example. The other locking element 70 is set in the same manner and will not be described in detail.

[0074] like Figure 1 As shown, the end face of the gear hub 50 along the axial direction is provided with an annular receiving groove, into which the locking member 70 can be installed. Under the action of a force, the locking member 70 can reciprocate relative to the gear hub 50 along the rotation center line of the gear hub 50 by a certain angle. This angle value can be selected according to the actual design performance of the gearbox structure. For example, this angle value can be set between 5° and 10°.

[0075] In some exemplary embodiments, such as Figure 2 As shown, the locking member 70 may include a locking ring 701 and a locking portion 702 disposed around the circumference of the locking ring 701. The locking portion 702 is used to cooperate with the locking mating portion 602, and the two can be arranged in a one-to-one correspondence. Figure 2 As shown, the locking ring 701 has three locking portions 702 around its circumference, which are evenly distributed along the circumference of the locking ring 701. The locking ring 701 has a first abutment surface 703 and a first limiting surface 704 opposite to each other along its axial direction. When the gearbox structure is assembled, the first abutment surface 703 is closer to the first engagement tooth 10 than the first limiting surface 704, and remains in contact with and engaged with the first engagement tooth 10.

[0076] In some exemplary embodiments, such as Figure 1As shown, the limiting component 80 is mounted on the outer ring of the gear hub 50 and can move axially along the gear hub 50 under the action of the gear sleeve 60. For example, the limiting component 80 moves towards the first engaging tooth 10 or away from the first engaging tooth 10 under the action of the gear sleeve 60.

[0077] like Figure 1 As shown, the limiting assembly 80 may include a limiting portion 801 and a limiting ball 802. The limiting portion 801 has a groove, and a portion of the limiting ball 802 is located within the groove. The portion of the limiting ball 802 away from the limiting portion 801 can be press-fitted with the inner ring of the toothed sleeve 60. The limiting portion 801 may also include a limiting arm, which can be disposed around the circumference of the groove.

[0078] The limiting component 80 moves along the axial direction of the gear hub 50 under the drive of the gear sleeve 60, so that the limiting arm abuts and engages with the first limiting surface 704, and the first abutting surface 703 abuts and engages with the first engaging tooth 10, so that the locking member 70 can lock the gear sleeve 60, or unlock the gear sleeve 60 so that the gear sleeve 60 engages with the first engaging tooth 10, thereby realizing the gear shifting operation.

[0079] The working principle of the gearbox structure provided in this application embodiment will be explained below using one operating condition as an example. Assume that the initial rotational speed of the first engagement gear 10 is less than the rotational speed of the gear sleeve 60, the gearbox structure is in neutral (N gear), the rotational speed of the first engagement gear 10 is 1000 RPM, and the rotational speed of the gear sleeve 60 is 4000 RPM. RPM is an abbreviation for Revolutions Per Minute, representing the number of revolutions per minute. Figure 4A , Figure 4B As shown, when the gearbox structure is in neutral (N) gear, the locking member 70, the gear sleeve 60, and the gear hub 50 rotate synchronously. The first abutment surface 703 of the locking member 70 contacts and engages with the first engagement tooth 10, but no force is transmitted between them. There is a gap along the axial direction of the gear hub 50 between the limiting assembly 80 and the first limiting surface 704 of the locking member 70.

[0080] like Figure 5A As shown, a force is applied to the leftward side of the gear sleeve 60, causing the limiting assembly 80 to move to the leftward along the axial direction of the gear hub 50 (the side closer to the first engaging tooth 10 is considered the left side, and the side farther from the first engaging tooth 10 is considered the right side). For example, the gear sleeve 60 moves 0.8 mm to the left. Driven by the gear sleeve 60, the limiting arm of the limiting assembly 80 abuts against the first limiting surface 704, causing the first abutting surface 703 to abut against the first engaging tooth 10, thereby generating a torque difference T acting on the locking member 70, such as... Figure 5AAs shown, this causes the locking member 70 to rotate relative to the toothed sleeve 60, achieving circumferential positioning between the locking portion 702 of the locking member 70 and the locking engagement portion 602 of the toothed sleeve 60, as... Figure 5B As shown.

[0081] like Figure 6A As shown, a force is continuously applied to the leftward side of the gear sleeve 60. Driven by the gear sleeve 60, the limiting assembly 80 continues to move to the leftward along the axial direction of the gear hub 50. For example, the gear sleeve 60 moves 1.6 mm to the left. Figure 6B As shown, the locking part 702 locks the locking mating part 602 in the axial direction, that is, it prevents the gear sleeve 60 from moving to the left relative to the gear hub 50 in the axial direction. At this time, the gearbox structure is in a synchronized state.

[0082] like Figure 6B As shown, assuming the rotational speed of the first engaging tooth 10 is upward (e.g.) Figure 6B (As indicated by the middle arrow), the torque applied to the locking member 70 by the contact and engagement of the first engaging tooth 10 with the locking member 70 is denoted as M1, and the torque applied to the locking member 70 by the locking engagement part 602 with the locking member 70 is denoted as M2. When the rotational speed of the toothed sleeve 60 is greater than the rotational speed of the first engaging tooth 10, the direction of M1 is downward and the direction of M2 is upward, and M1 is greater than M2, so that the locking member 70 keeps locking the toothed sleeve 60.

[0083] By utilizing the active speed adjustment function of the transmission system, the engine speed is actively adjusted. When the speed of the gear sleeve 60 is less than the speed of the first engagement tooth 10, the direction of M1 becomes upward and the direction of M2 becomes upward. The torque of M1 and M2 is upward, causing the locking member 70 to rotate upward to release the lock on the gear sleeve 60, allowing the gear sleeve 60 to continue to move to the left, so as to finally achieve engagement and gear shifting with the first engagement tooth 10.

[0084] like Figure 7A As shown, a force is continuously applied to the leftward side of the gear sleeve 60. Driven by the gear sleeve 60, the limiting component 80 continues to move to the leftward along the axial direction of the gear hub 50. For example, the gear sleeve 60 moves 2.3 mm to the left. Utilizing the active speed regulation function of the transmission system, when the speed difference between the gear sleeve 60 and the first engaging gear 10 reaches a preset speed difference threshold, the locking component 70 releases the lock on the gear sleeve 60. Figure 7B As shown, the speed difference threshold can be from 960 RPM to 1000 RPM. In this embodiment, the specific value of this speed difference threshold is not limited.

[0085] like Figure 8A As shown, a force is continuously applied to the leftward side of the gear sleeve 60. Driven by the gear sleeve 60, the limiting assembly 80 continues to move to the leftward along the axial direction of the gear hub 50. For example, the gear sleeve 60 moves 6.4 mm to the left. Figure 8BAs shown, after the locking member 70 releases the toothed sleeve 60, the toothed sleeve 60 continues to move to the left to engage with the first engaging tooth 10, and the gear shifting operation ends.

[0086] The synchronizer and gearbox structure provided in this application embodiment, by setting a locking member and a limiting component, wherein the locking member has a first abutment surface and a first limiting surface arranged opposite each other along the axial direction, and the limiting component can move along the axial direction of the gear hub under the drive of the gear sleeve, so that the limiting component abuts and engages with the first limiting surface and the first abutment surface abuts and engages with the first engaging tooth, changes the overall force layout of the locking member, so that the locking member can lock the gear sleeve when the speed difference between the gear sleeve and the first engaging tooth does not reach a preset speed difference threshold, or release the gear sleeve when the speed difference between the gear sleeve and the first engaging tooth reaches the preset speed difference threshold, so that the gear sleeve meshes with the first engaging tooth. The synchronizer provided in this application embodiment optimizes the drag torque of the synchronizer, reducing the drag torque by about 99% compared with traditional synchronizers, saving about 4.1 mm of axial arrangement space compared with traditional synchronizers, and reducing the manufacturing cost by about 30 yuan compared with traditional synchronizers, etc.

[0087] like Figure 9A , Figure 9B , Figure 10A , Figure 10B , Figure 11A , Figure 11B , Figure 12A , Figure 12B , Figure 13A as well as Figure 13B The diagram illustrates the working principle of the gearbox structure under another operating condition. Assume the initial speed of the first engagement gear 10 is greater than the speed of the gear sleeve 60, the gearbox structure is in neutral (N), the speed of the first engagement gear 10 is 4000 RPM, and the speed of the gear sleeve 60 is 1000 RPM. The working principle of this gearbox structure is as described above and will not be repeated here. The working principle of shifting gears by moving the gear sleeve 60 to the right is the same as the working principle of shifting gears by moving the gear sleeve 60 to the left, and will not be repeated here.

[0088] In some exemplary embodiments, such as Figure 5A As shown, compared to the area where the limiting component 80 abuts against the first limiting surface 704, the area where the first abutting surface 703 abuts against the first engaging tooth 10 is further away from the rotational axis of the gear hub 50. For example, the inner contour of the area where the first abutting surface 703 abuts against the first engaging tooth 10 is further away from the outer contour of the area where the limiting component 80 abuts against the first limiting surface 704; or, the centerline of the area where the first abutting surface 703 abuts against the first engaging tooth 10 is further away from the rotational axis of the gear hub 50 than the centerline of the area where the limiting component 80 abuts against the first limiting surface 704.

[0089] In this embodiment, by changing the relative positional relationship between the first abutting surface 703 and the abutting area of ​​the first engaging tooth 10, and between the limiting component 80 and the abutting area of ​​the first limiting surface 704 along the radial direction of the tooth hub 50, the first engaging tooth 10 and the limiting component 80 can jointly generate a torque difference on the locking member 70, and the torque difference applied to the locking member 70 can be adjusted to adjust the locking time of the locking member 70 on the tooth sleeve 60, thereby improving the synchronization performance of the synchronizer.

[0090] In some exemplary embodiments, such as Figure 5A As shown, the limiting arm may include a first connecting arm 803, a tilting arm 804, and a second connecting arm 805, which are connected via the tilting arm 804. Both the first connecting arm 803 and the second connecting arm 805 extend radially along the gear hub 50, and there is a gap between them along the axial direction of the gear hub 50. The first connecting arm 803, the tilting arm 804, and the second connecting arm 805 may be arranged sequentially along the radial direction of the gear hub 50. In the assembled state of the gearbox structure, the second connecting arm 805 is further away from the locking member 70 than the first connecting arm 803. The first connecting arm 803 is closer to the rotation center axis of the gear hub 50 than the second connecting arm 805, and the first connecting arm 803 is used to abut against the first limiting surface 704. The contact position between the limit component 80 and the first limit surface 704 can be changed by adjusting the design structure of the limit arm, so as to adjust the torque difference applied to the locking member 70 and improve the flexibility of the entire product adjustment.

[0091] In some exemplary embodiments, such as Figure 2 As shown, the locking part 702 includes a first stop part 705 and a second stop part 706 spaced apart circumferentially along the locking ring 701. The locking part 702 can be integrally formed with the locking ring 701 using a process such as forging. Integrating with the locking ring 701 improves dimensional accuracy and enhances the transmission performance of the gearbox structure. The first stop part 705 and the second stop part 706 engage with the locking part 602 when the speed difference between the gear sleeve 60 and the first engaging tooth 10 does not reach a preset speed difference threshold, thereby locking the gear sleeve 60. Figure 6B , Figure 11B As shown.

[0092] The first stop 705 and the second stop 706 are also used to disengage from the locking engagement 602 when the speed difference between the gear sleeve 60 and the first engaging tooth 10 reaches a preset speed difference threshold, so as to release the locking of the gear sleeve 60 and allow the locking engagement 602 to pass through the gap between the first stop 705 and the second stop 706. Figure 8B , Figure 13B As shown.

[0093] In some exemplary embodiments, such as Figure 3 As shown, the locking engagement part 602 includes a guide surface 603, a first locking surface 604, and a second locking surface 605, which are spaced apart along the axial direction of the toothed sleeve 60. Figure 3 As shown, the guide surface 603 can be configured as a folded surface. The first locking surface 604 and the second locking surface 605 are spaced apart along the circumference of the toothed sleeve 60. The guide surface 603 is closer to the end of the locking engagement portion 602 than the first locking surface 604 and the second locking surface 605, as shown... Figure 3 As shown, the left end of the locking engagement part 602 is used as an example. The right end of the locking engagement part 602 can be designed with reference to the left end, and will not be described again. The guide surface 603 is used to guide the gear sleeve 60 when it engages with the first engaging tooth 10, as shown... Figure 5B As shown. The first locking surface 604 is used to engage with the first stop portion 705 for locking, as... Figure 6B As shown. The second locking surface 605 is used to engage with the second stop portion 706 for locking, as... Figure 11B As shown. By designing the guiding and locking surfaces of the locking mating part 602 separately, it is possible to differentiate the design of the guiding surface 603, the first locking surface 604, and the second locking surface 605, facilitate stress analysis, reduce the manufacturing cost of the synchronizer, and optimize the overall product design.

[0094] In some exemplary embodiments, such as Figure 3 As shown, the locking engagement part 602 also includes a first connecting surface 606 connecting the guide surface 603 and the first locking surface 604. The locking engagement part 602 also includes a second connecting surface 607 connecting the guide surface 603 and the second locking surface 605. The first connecting surface 606 and the second connecting surface 607 are parallel and both parallel to the rotation center axis of the gear sleeve 60. When the gearbox structure is in a pre-synchronized state, the first connecting surface 606 engages with the side of the first stop part 705 near the second stop part 706 to achieve circumferential limiting of the locking member 70, such as... Figure 5B As shown. Alternatively, when the gearbox structure is in a pre-synchronized state, the second connecting surface 607 engages with the side of the second stop portion 706 near the first stop portion 705 to achieve circumferential limiting of the locking member 70, as shown. Figure 10B As shown. By utilizing the first connecting surface 606 and the second connecting surface 607, and by setting the first connecting surface 606 and the second connecting surface 607 parallel to each other and both parallel to the rotation center axis of the gear sleeve 60, the mating area between the locking mating part 602 and the first stop part 705 and the second stop part 706 can be optimized. Compared with setting the first connecting surface 606 and the second connecting surface 607 as inclined surfaces, the manufacturing difficulty of the gear sleeve 60 and the locking part 70 can be reduced, and the manufacturing cost can be reduced.

[0095] In some exemplary embodiments, such as Figure 3 As shown, both the first locking surface 604 and the second locking surface 605 can be set as inclined surfaces. The ends of the first locking surface 604 and the second locking surface 605 that are away from the guide surface 603 are far apart from each other. This setting can optimize the force on the locking mating part 602 and make the gear sleeve 60 switch smoothly between being locked and being unlocked, thereby improving the locking performance of the synchronizer.

[0096] In some exemplary embodiments, such as Figure 3 As shown, the included angle α1 between the first locking surface 604 and the rotation center axis of the gear sleeve 60 is 110° to 120°. The included angle α2 between the second locking surface 605 and the rotation center axis of the gear sleeve 60 is 110° to 120°.

[0097] In yet another embodiment of this application, a vehicle is also provided. This vehicle includes the gearbox structure described in any of the above embodiments, and therefore possesses all the aforementioned beneficial effects, which will not be repeated here.

[0098] In the description herein, the terms “upper,” “lower,” “one side,” “the other side,” “one end,” “the other end,” “side,” “opposite,” “four corners,” “periphery,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the structure referred to has a specific orientation, or is constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this document.

[0099] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "connection," "direct connection," "indirect connection," "fixed connection," "installation," and "assembly" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. The terms "installation," "connection," and "fixed connection" can refer to a direct connection or an indirect connection through an intermediate medium, or they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this document based on the specific circumstances.

[0100] While the embodiments disclosed herein are as described above, the content is merely for the purpose of understanding this document and is not intended to limit it. Any person skilled in the art may make any modifications and changes to the form and details of the implementation without departing from the spirit and scope disclosed herein; however, the scope of patent protection herein shall still be defined by the appended claims.

Claims

1. A synchronizer, characterized in that, include: Gear hub; A toothed sleeve is fitted onto the outer ring of the toothed hub; as well as A locking member is installed at one end of the gear hub along its axial direction, the locking member including a first abutment surface and a first limiting surface disposed opposite each other along its axial direction; and A limiting component is installed on the gear hub and can move along the axial direction of the gear hub under the drive of the gear sleeve, so that the limiting component abuts against the first limiting surface and the first abutting surface abuts against the first engaging tooth, so that the locking member can lock the gear sleeve or unlock the gear sleeve so that the gear sleeve meshes with the first engaging tooth. The locking element includes a locking ring and a locking portion disposed around the periphery of the locking ring; the toothed sleeve is provided with a locking engagement portion; The locking part includes a first stop and a second stop that are spaced apart circumferentially along the locking ring; Wherein, the first stop part and the second stop part are used to cooperate with the locking engagement part to lock the tooth sleeve when the speed difference between the tooth sleeve and the first engaging tooth does not reach a preset speed difference threshold. The first stop and the second stop are also used to disengage from the locking engagement when the speed difference between the gear sleeve and the first engaging tooth reaches a preset speed difference threshold, so as to release the gear sleeve and allow the locking engagement to pass through the gap between the first stop and the second stop.

2. The synchronizer as described in claim 1, characterized in that, Compared to the area where the limiting component abuts against the first limiting surface, the area where the first abutting surface abuts against the first engaging tooth is further away from the rotation center axis of the tooth hub.

3. The synchronizer as described in claim 1, characterized in that, The limiting component includes a limiting arm; the limiting arm includes: A first connecting arm extending radially along the gear hub; A second connecting arm extending radially along the toothed hub and spaced axially from the first connecting arm along the toothed hub, and the second connecting arm being farther away from the locking member than the first connecting arm; and An inclined arm that connects the first connecting arm and the second connecting arm; The first connecting arm is closer to the rotation center axis of the gear hub than the second connecting arm, and the first connecting arm is used to abut against the first limiting surface.

4. The synchronizer as described in any one of claims 1 to 3, characterized in that, The locking engagement portion includes a guide surface, a first locking surface, and a second locking surface that are spaced apart along the axial direction of the toothed sleeve. The first locking surface and the second locking surface are spaced apart along the circumferential direction of the toothed sleeve. The guide surface is closer to the end of the locking engagement portion than the first locking surface and the second locking surface. The guide surface is used to guide the toothed sleeve when it engages with the first engaging tooth, the first locking surface is used to lock in conjunction with the first stop portion, and the second locking surface is used to lock in conjunction with the second stop portion.

5. The synchronizer as described in claim 4, characterized in that, The locking engagement part further includes a first connecting surface connecting the guide surface and the first locking surface, and a second connecting surface connecting the guide surface and the second locking surface. The first connecting surface and the second connecting surface are parallel to each other and are both parallel to the rotation center axis of the gear sleeve.

6. The synchronizer as described in claim 5, characterized in that, Both the first locking surface and the second locking surface are inclined surfaces, and the ends of the first locking surface and the second locking surface that are away from the guide surface are far apart.

7. The synchronizer as described in claim 6, characterized in that, The angle between the first locking surface and the rotation center axis of the gear sleeve is 110° to 120°; the angle between the second locking surface and the rotation center axis of the gear sleeve is 110° to 120°.

8. A gearbox structure, characterized in that, The transmission includes a synchronizer as described in any one of claims 1 to 7; the transmission structure further includes a gear set, wherein the first engagement tooth is fixed to the gear set.

9. A vehicle, characterized in that, Includes the gearbox structure as described in claim 8.

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