An amphibious vehicle human-machine co-driving automatic gear shifting device

Abstract

This invention relates to the technical field of amphibious vehicle gear shifting devices, specifically an automatic gear shifting device for human-machine co-driving in amphibious vehicles. In this invention, the clutch cylindrical gear and the output clutch gear are connected via a clutch rotating disc and a clutch fixed disc. A groove on the clutch rotating disc pushes a magnetic post into a magnetic post limiting groove on the output clutch gear during rotation. At this time, the clutch cylindrical gear and the output clutch gear rotate synchronously, and the drive motor starts, enabling electric control gear shifting. When the magnetic post is in the groove instead of the magnetic post limiting groove, the clutch cylindrical gear and the output clutch gear rotate relative to each other, allowing manual shifting by pulling the manual gear lever. This process does not conflict with the electric gear shifting device, achieving automatic engagement and disengagement of both manual and electric gear shifting without interference, thus realizing human-machine co-driving.

Description

Technical Field

[0001] This invention relates to the technical field of amphibious vehicle gear shifting devices, specifically an automatic gear shifting device for human-machine co-driving in amphibious vehicles. Background Technology

[0002] Amphibious vehicles were developed to facilitate movement on land and in water. Most existing amphibious vehicles are used for rescue operations. In the event of floods, they must be manually driven to designated rescue locations. Acceleration, braking, and gear shifting are all controlled by humans, offering a strong advantage in responding to unforeseen road conditions. However, manual driving poses certain risks in dangerous waters, necessitating remote control for gear shifting and steering—achieving human-machine co-driving. While remote-controlled automatic steering devices exist on the market, implementing electric gear shifting on amphibious vehicles with manual driving capabilities remains a pressing issue. Summary of the Invention

[0003] The purpose of this invention is to provide an automatic gear shifting device for amphibious vehicles that enables automatic clutch engagement and disengagement of manual and electric gear shifting without interference between them, thus achieving human-machine co-driving and solving the problems in the prior art.

[0004] The technical solution adopted by this invention to solve its technical problem is as follows: An amphibious vehicle human-machine co-driving automatic gear shifting device, comprising a gearbox, a gear shift shaft mounted on the gearbox, a manual gear shift lever mounted on the gear shift shaft, an electric gear adjustment device mounted at one end of the gear shift shaft, the electric gear adjustment device comprising a chassis and a matching mounting cover, a drive motor mounted at one end of the chassis, a primary drive gear mounted on the output shaft of the drive motor, a positioning tube at the other end of the chassis, a clutch cylindrical gear fitted on the positioning tube, and the primary drive gear engaging with the clutch cylindrical gear via a reduction mechanism. The clutch cylindrical gear is connected to the clutch gear. A limiting ring that mates with the outer circumference of the positioning tube is installed on one side of the clutch cylindrical gear. A groove is formed on the other side of the clutch cylindrical gear, and a limiting block is installed at the center of the groove. A clutch rotating disc is fitted around the limiting block, and the clutch rotating disc rotates synchronously with the clutch cylindrical gear. A first inclined groove and a second inclined groove are formed on the outer circumference of the clutch rotating disc, with opposite directions. Magnetic posts are installed in both the first and second inclined grooves. Under magnetic force, the magnetic posts always tend to adhere to the side of the inclined groove. The positioning tube extends beyond the limiting ring... The outer periphery of one end of the positioning block is provided with a protruding rib. A clutch fixing plate is installed on the end face of the clutch rotating disc and the magnetic column. A circular pressure plate is provided on the side of the clutch fixing plate near the clutch rotating disc, and the diameter of the circular pressure plate is the same as the diameter of the clutch rotating disc. A circular sleeve is provided on the side of the clutch fixing plate away from the clutch rotating disc. The circular sleeve has a groove that mates with the protruding rib. The clutch fixing plate is fixed relative to the positioning tube. An output clutch gear is also installed on the clutch fixing plate. A follower pressure sleeve is provided on the side of the output clutch gear near the clutch cylindrical gear. The inner circumference of the follower pressure sleeve mates with the clutch rotating disc. A magnetic column limiting groove is provided on the inner circumferential surface of the follower pressure sleeve. When the first and second inclined grooves push the magnetic column into the magnetic column limiting groove, the clutch rotating disk can drive the output clutch gear to rotate synchronously. A through hole is provided on the mounting cover to cooperate with the output clutch gear. The end of the output clutch gear extending out of the through hole is provided with output gear teeth. A limiting protrusion is provided on the output clutch gear located inside the through hole. When the mounting cover cooperates with the chassis, there is always a tendency to push the output clutch gear to press against the clutch fixed disk. A transmission gear is also installed on the transmission shaft, and the transmission gear meshes with the output gear teeth.

[0005] Based on the above scheme, preferably, the deceleration mechanism includes a first rotating shaft and a second rotating shaft mounted on the chassis. The first rotating shaft is equipped with a first-stage driven gear and a second-stage driving gear arranged concentrically, which can rotate synchronously. The second rotating shaft is equipped with a second-stage driven gear and a third-stage driving gear arranged concentrically, which can rotate synchronously. The first-stage driving gear meshes with the first-stage driven gear, the second-stage driving gear meshes with the second-stage driven gear, and the third-stage driving gear meshes with the clutch cylindrical gear.

[0006] Based on the above scheme, preferably, both the first inclined groove and the second inclined groove include two inclined grooves, the central angle between two inclined grooves with the same opening direction differs by 180 degrees, and the central angle between two adjacent inclined grooves with different opening directions differs by 90 degrees.

[0007] Based on the above scheme, preferably, the gear shaft is composed of a first gear shaft and a second gear shaft. A manual gear shift lever is installed on the first gear shaft, and the second gear shaft is fixed to the mounting cover by a bearing seat. A transmission gear is installed on the second gear shaft. A central shaft is provided at the center position of the end of the first gear shaft, and a central groove that mates with the central shaft is opened at the end of the second gear shaft.

[0008] Based on the above scheme, preferably, a manual engagement device is also installed between the first gear shaft and the second gear shaft. The manual engagement device includes a guide sleeve set on the first gear shaft, and an engagement post is installed in the guide sleeve. An engagement hole that mates with the engagement post is opened on the end face of the second gear shaft. When the engagement post enters the engagement hole, the first gear shaft and the second gear shaft can rotate synchronously. A clip is installed at the bottom of the manual gear lever. The clip is fixed on the first gear shaft. The manual gear lever can rotate relative to the clip. A cam plate is installed on the manual gear lever. A transmission rod is hinged between the cam plate and the engagement post. When the manual gear lever is rotated, it can drive the cam plate to rotate synchronously and drive the engagement post to enter and exit the engagement hole.

[0009] Based on the above scheme, preferably, a rotation positioning mechanism is also installed between the jacket and the manual shift lever. The rotation positioning mechanism includes an arc-shaped positioning groove on the manual shift lever, a positioning sleeve that mates with the arc-shaped positioning groove on the jacket, a spring and a positioning bead installed inside the positioning sleeve, and a first positioning hole and a second positioning hole that mate with the positioning bead at both ends of the arc-shaped positioning groove. The spring always tends to push the positioning bead into the positioning hole. When the positioning bead is in the first positioning hole, the engaging post separates from the engaging hole. When the positioning bead is in the second positioning hole, the engaging post extends into the engaging hole.

[0010] Based on the above scheme, preferably, the gearbox is equipped with a gear position display panel, and a photoelectric detection panel is provided on the mounting cover. Several detection switches are installed on the photoelectric detection panel in a circular arrangement. Each detection switch corresponds one-to-one with the gear position on the gear position display panel. A detection plate is installed on the transmission gear corresponding to the position of the manual gear lever. When the manual gear lever drives the gear shaft to rotate, the detection plate can be detected by the detection switch.

[0011] The positive effects of this invention are as follows: The amphibious vehicle human-machine co-driving automatic gear shifting device of this invention connects the clutch cylindrical gear and the output clutch gear through a clutch rotating disc and a clutch fixed disc. The inclined groove on the clutch rotating disc can push the magnetic column into the magnetic column limiting groove on the output clutch gear during rotation. At this time, the clutch cylindrical gear and the output clutch gear can rotate synchronously, and the drive motor can start to realize electric control gear shifting. When the magnetic column is in the inclined groove instead of the magnetic column limiting groove, the clutch cylindrical gear and the output clutch gear can rotate relative to each other, and manual shifting can be realized by manually pulling the manual gear shift lever. This does not conflict with the electric gear shifting device, realizing automatic clutch engagement and disengagement of manual and electric gear shifting without affecting each other, thus achieving human-machine co-driving. The electric gear shifting device is added to the existing gearbox, which is convenient for modification and installation without affecting its original manual driving function, and reduces production costs. Attached Figure Description

[0012] Figure 1 This is a three-dimensional structural schematic diagram of the present invention;

[0013] Figure 2 This is the front view of the present invention;

[0014] Figure 3 This is a schematic diagram of the electric gear shifting device;

[0015] Figure 4 yes Figure 3 Top view;

[0016] Figure 5 yes Figure 4 An enlarged view of the sectional view along the AA direction;

[0017] Figure 6 yes Figure 4 An enlarged view of the BB-axis sectional view;

[0018] Figure 7 This is an exploded assembly diagram of the clutch cylindrical gear, clutch rotating disc, clutch fixed disc, and output clutch gear on the positioning tube.

[0019] Figure 8 This is a schematic diagram of the structure of the cylindrical gear in a clutch;

[0020] Figure 9 This is a schematic diagram of the clutch disc.

[0021] Figure 10 This is a schematic diagram of the clutch fixed plate.

[0022] Figure 11 This is a schematic diagram of the output clutch gear;

[0023] Figure 12 yes Figure 6 A schematic diagram showing the state of the magnetic column in the first inclined groove of the structure entering the magnetic column limiting groove;

[0024] Figure 13 yes Figure 6 A schematic diagram showing the state of the magnetic column in the second inclined groove entering the magnetic column limiting groove in the structure;

[0025] Figure 14 yes Figure 2 A partial view of the top view;

[0026] Figure 15 yes Figure 14 An enlarged view of the sectional view along the CC direction;

[0027] Figure 16 yes Figure 14 An enlarged view of the sectional view along the DD direction;

[0028] Figure 17 This is a three-dimensional structural diagram of the gear shift shaft, which consists of a first gear shift shaft and a second gear shift shaft.

[0029] Figure 18 yes Figure 17 The main view of the structure;

[0030] Figure 19 yes Figure 18 An enlarged view of the EE-directed sectional view;

[0031] Figure 20 yes Figure 18 An enlarged view of the FF section view;

[0032] Figure 21 This is a schematic diagram showing the state where the connecting post is separated from the connecting hole when the positioning bead is located in the first positioning hole.

[0033] In the diagram, 1 is the gearbox; 10 is the gear shaft; 11 is the manual gear lever; 12 is the transmission gear; 13 is the display panel; 14 is the photoelectric detection board; 15 is the detection switch; and 16 is the detection plate.

[0034] 2. Electric gear shifting device; 20. Chassis; 21. Mounting cover; 22. Drive motor; 23. First stage drive gear; 24. Positioning tube; 25. Clutch cylindrical gear; 26. Clutch rotating disc; 27. Clutch fixed disc; 28. Output clutch gear;

[0035] 30. First rotating shaft; 31. Second rotating shaft; 32. First-stage driven gear; 33. Second-stage driving gear; 34. Second-stage driven gear; 35. Third-stage driving gear;

[0036] 40. First gear shift shaft; 41. Second gear shift shaft; 42. Central shaft; 43. Central groove; 44. Guide sleeve; 45. Connecting post; 46. Connecting hole; 47. Jacket; 48. Cam plate; 49. Transmission rod;

[0037] 250. Limiting ring; 251. Groove; 252. Limiting block;

[0038] 260. First inclined groove; 261. Second inclined groove; 262. Magnetic column;

[0039] 270. Circular pressure plate; 271. Circular sleeve; 272. Slot;

[0040] 280. Follower sleeve; 281. Magnetic post limiting groove; 282. Output gear teeth;

[0041] 410. Arc-shaped positioning groove; 411. Positioning sleeve; 412. Spring; 413. Positioning bead; 414. First positioning hole; 415. Second positioning hole. Detailed Implementation

[0042] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout.

[0043] In the description of this invention, it should be noted that the directional terms such as "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this invention.

[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features. Thus, the use of "first" and "second" to define a feature may explicitly or implicitly include one or more of that feature. In the description of this invention, "several" or "a number" means two or more, unless otherwise explicitly specified.

[0045] The following description, in conjunction with the accompanying drawings, further illustrates specific embodiments of the present invention, making the technical solution and its beneficial effects clearer and more explicit. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the invention.

[0046] like Figure 1 and Figure 2 As shown, the amphibious vehicle human-machine co-driving automatic gear shifting device of the present invention includes a gearbox 1, a gear shift shaft 10 mounted on the gearbox 1, and a manual gear shift lever 11 mounted on the gear shift shaft 10. Manually rotating the manual gear shift lever 11 can drive the gear shift shaft 10 to rotate, thereby realizing the manual gear shifting function. The gearbox 1 can be a 2V91MY (1000CC) gearbox manufactured by Shandong Aodes Industrial Co., Ltd.

[0047] To enable electric gear shifting of the transmission 1 under unmanned driving or remote control conditions, an electric gear position adjustment device 2 is installed at one end of the transmission shaft 10, such as... Figure 3 and Figure 4 As shown, the electric gear shifting device 2 includes a chassis 20 and a matching mounting cover 21. A drive motor 22 is mounted on one end of the chassis 20, and a primary drive gear 23 is mounted on the output shaft of the drive motor 22. Figure 5 and Figure 7 As shown, the other end of the chassis 20 is provided with a positioning tube 24, and a clutch cylindrical gear 25 is mounted on the positioning tube 24. The first-stage drive gear 23 is connected to the clutch cylindrical gear 25 through a reduction mechanism. When the drive motor 22 starts, it can drive the clutch cylindrical gear 25 to rotate.

[0048] like Figure 5 and Figure 8 As shown, a limiting ring 250 that mates with the outer periphery of the positioning tube 24 is installed on one side of the clutch cylindrical gear 25. A groove 251 is provided on the other side of the clutch cylindrical gear 25. A limiting block 252 is installed at the center of the groove 251. A clutch rotating disk 26 is installed around the outer periphery of the limiting block 252. The clutch rotating disk 26 can rotate synchronously with the clutch cylindrical gear 25.

[0049] like Figure 6As shown, a first inclined groove 260 and a second inclined groove 261 are provided on the outer periphery of the clutch rotating disc 26. The first inclined groove 260 and the second inclined groove 261 are opened in opposite directions. Magnetic columns 262 are installed in both the first inclined groove 260 and the second inclined groove 261. Under the action of magnetic force, the magnetic columns 262 always tend to be close to the side of the inclined groove.

[0050] like Figure 5 and Figure 7 As shown, a protruding rib 240 is provided on the outer periphery of the end of the positioning tube 24 that extends out of the limiting block 252, and a clutch fixing plate 27 is installed on the end face of the clutch rotating disc 26 and the magnetic column 262, as shown. Figure 10 As shown, a circular pressure plate 270 is provided on the side of the clutch fixed plate 27 near the clutch rotating plate 26. The diameter of the circular pressure plate 270 is the same as the diameter of the clutch rotating plate 26. The magnetic column 262 is also attracted to the bottom of the circular pressure plate 270, so that the magnetic column 262 is located in the inclined groove between the circular pressure plate 270 and the clutch rotating plate 26. A circular sleeve 271 is provided on the side of the clutch fixed plate 27 away from the clutch rotating plate 26. The circular sleeve 271 has a groove 272 that mates with the protruding rib 240. The clutch fixed plate 27 is relatively fixed on the positioning tube 24. When the clutch cylindrical gear 25 drives the clutch rotating plate 26 to rotate, the clutch fixed plate 27 is equivalent to being positioned and connected with the positioning tube 24. The clutch fixed plate 27 does not rotate, that is, the clutch rotating plate 26 rotates relative to the stationary clutch fixed plate 27. The clutch rotating plate 26 and the clutch fixed plate 27 can be made of ferromagnetic material to achieve mutual attraction with the magnetic column 262.

[0051] The clutch mounting plate 27 is also fitted with an output clutch gear 28, such as Figure 5 and Figure 11 As shown, a follower sleeve 280 is provided on the side of the output clutch gear 28 near the clutch cylindrical gear 25. The inner circumference of the follower sleeve 280 matches the clutch rotating disk 26 and the circular pressure plate 270. The follower sleeve 280 presses the clutch fixed disk 27 onto the clutch rotating disk 26 and the magnetic post 262. A circumferentially arranged magnetic post limiting groove 281 is formed on the inner circumferential surface of the follower sleeve 280. When the first inclined groove 260 and the second inclined groove 261 push the magnetic post 262 into the magnetic post limiting groove 281, the rotation of the clutch rotating disk 26 can drive the output clutch gear 28 to rotate synchronously by pushing the magnetic post 262.

[0052] A through hole 210 is provided on the mounting cover 21 to mate with the output clutch gear 28. One end of the output clutch gear 28 extending out of the through hole 210 is provided with output gear teeth 282. A limiting flange 283 is provided on the output clutch gear 28 located inside the through hole 210. When the mounting cover 21 mates with the chassis 20, it always tends to push the output clutch gear 28 against the clutch fixing disc 27, thus achieving axial positioning of the output clutch gear 28, clutch fixing disc 27, clutch rotating disc 26, and clutch cylindrical gear 25 on the positioning tube 24. A transmission gear 12 is also installed on the gear shift shaft 10. The transmission gear 12 meshes with the output gear teeth 282. When the output clutch gear 28 rotates, it can drive the gear shift shaft 10 to rotate through the transmission gear 12, thereby realizing electric control gear shifting.

[0053] The following is combined with Figure 6 , Figure 12 and Figure 13 Specifically, the clutch gear 28 and the clutch cylindrical gear 25 switch between synchronous rotation and relative rotation: The magnetic column 262 engages with the clutch rotating disk 26 and the clutch fixed disk 27 magnetically. The first inclined groove 260 and the second inclined groove 261 each include an inclined surface and a straight tangent passing through the center of the clutch rotating disk 26. The first inclined groove 260 and the second inclined groove 261 are opened in opposite directions. When the clutch rotating disk 26 rotates, when the straight tangent pushes the magnetic column 262, the magnetic column 262 will not enter the magnetic column limiting groove 281. When the inclined surface pushes the magnetic column 262, the magnetic column 262 will be squeezed into the magnetic column limiting groove 281. Under the action of magnetic force, the rotation of the clutch rotating disk 26 can attract the magnetic column 262 out of the magnetic column limiting groove 281.

[0054] like Figure 6 As shown, at this time, the magnetic column 262 is not located in the magnetic column limiting groove 281, and the output clutch gear 28 can rotate relative to the clutch cylindrical gear 25. In the above state, manual gear shifting can be performed. Rotating the manual gear shift lever 11 drives the gear shift shaft 10 to rotate, which drives the output clutch gear 28 to rotate through the transmission gear 12. The rotation of the output clutch gear 28 will not interfere with or conflict with the clutch cylindrical gear 25, ensuring the smooth operation of manual gear shifting.

[0055] When electric shifting is required, the drive motor 22 starts and drives the clutch cylindrical gear 25 to rotate. When the clutch cylindrical gear 25 is in... Figure 6 When rotating clockwise in the direction shown, the inclined surface of the first inclined groove 260 pushes the magnetic column 262 to move, and the straight tangent surface of the second inclined groove 261 pushes the magnetic column 262 to move. During the rotation, the magnetic column 262 in the first inclined groove 260 will enter the magnetic column limiting groove 281, as shown. Figure 12As shown, if the clutch disc 26 continues to rotate in the direction of the pointer, the first inclined groove 260 will continue to squeeze the magnetic column 262 into the magnetic column limiting groove 281, thereby driving the output clutch gear 28 to rotate synchronously, and through the transmission gear 12, driving the transmission shaft 10 to rotate, thereby realizing the function of electric gear adjustment.

[0056] When the clutch cylindrical gear 25 is Figure 6 When rotating counterclockwise in the direction shown, the inclined surface of the second inclined groove 261 pushes the magnetic column 262 to move, and the straight tangent surface of the first inclined groove 260 pushes the magnetic column 262 to move. During the rotation, the magnetic column 262 in the second inclined groove 261 will enter the magnetic column limiting groove 281, as shown. Figure 13 As shown, if the clutch disc 26 continues to rotate counterclockwise, the second inclined groove 261 will continue to press the magnetic column 262 into the magnetic column limiting groove 281, thereby driving the output clutch gear 28 to rotate synchronously. The above two adjustment methods are controlled by the forward and reverse rotation of the drive motor 22. By adjusting the clockwise or counterclockwise rotation of the transmission shaft 10 through different rotation directions, the switching between different gears under electronic control can be achieved.

[0057] When shifting gears electrically, the electric gear shifting device 2 can automatically engage regardless of whether the drive motor 22 is driving forward or in reverse. When shifting gears manually, the device can automatically disengage, cutting off the connection between the gear shifting device 2 and the drive motor 22, making manual shifting easy. Without the electric gear shifting device 2, manual shifting may not be possible.

[0058] Furthermore, in order to achieve feedback detection of the swing position of the manual gear lever 11 under electric control shifting, such as... Figure 14-16 As shown, the gearbox 1 is equipped with a gear position display panel 13, which can be set with reverse, neutral, first gear, and second gear. The manual shift lever 11 rotates to each gear position to achieve the corresponding gear function. A photoelectric detection plate 14 is provided on the mounting cover 21, and several detection switches 15 are arranged circumferentially on the photoelectric detection plate 14. Each detection switch 15 corresponds one-to-one with a gear position on the gear position display panel 13. The detection switches 15 are connected to the drive motor 22 via control circuitry. A detection plate 16 is installed on the transmission gear 12 corresponding to the position of the manual shift lever 11. When the manual shift lever 11 drives the gear shaft 10 to rotate, the detection plate 16 can be detected by the detection switches 15. That is, when performing electric control shifting, feedback can be provided based on the data detected by different detection switches 15 on the detection plate 16, so as to know the current gear and accurately control the gear shaft 10 to rotate to the required gear position.

[0059] Furthermore, to ensure precise speed reduction transmission between the drive motor 22 and the clutch cylindrical gear 25, such as Figure 3 As shown, the reduction mechanism includes a first rotating shaft 30 and a second rotating shaft 31 mounted on the chassis 20. A first-stage driven gear 32 and a second-stage driving gear 33 are concentrically arranged on the first rotating shaft 30 and can rotate synchronously. A second-stage driven gear 34 and a third-stage driving gear 35 are concentrically arranged on the second rotating shaft 31 and can rotate synchronously. The first-stage driving gear 23 meshes with the first-stage driven gear 32, the second-stage driving gear 33 meshes with the second-stage driven gear 34, and the third-stage driving gear 35 meshes with the clutch cylindrical gear 25.

[0060] Furthermore, to ensure the stability of the clutch rotating disc 26 during rotation and to avoid the centrifugal force generated by opening a single-sided inclined groove, thus reducing the service life of the clutch rotating disc 26, such as... Figure 6 As shown, the first inclined groove 260 and the second inclined groove 261 each include two inclined grooves. The central angle between two inclined grooves with the same opening direction is 180 degrees apart, and the central angle between two adjacent inclined grooves 260 with different opening directions is 90 degrees apart. Correspondingly, eight magnetic column limiting grooves 281 can be opened on the follower pressure sleeve 280.

[0061] When switching from electric gear shifting in remote-controlled autonomous driving to manual gear shifting in manual driving, if the electric gear shifting device 2 malfunctions and becomes uncontrollable, it will affect manual gear shifting and pose a danger to manual driving. To avoid this problem, the transmission shaft 10 is designed as a detachable split type, such as... Figure 17 and Figure 18 As shown, the gear shift shaft 10 is composed of a first gear shift shaft 40 and a second gear shift shaft 41. A manual gear shift lever 11 is installed on the first gear shift shaft 40, and the second gear shift shaft 41 is fixed on the mounting cover 21 by a bearing seat. A transmission gear 12 is installed on the second gear shift shaft 41.

[0062] like Figure 19 As shown, a central shaft 42 is provided at the center of the end of the first gear shaft 40, and a central groove 43 that mates with the central shaft 42 is provided at the end of the second gear shaft 41, allowing the first gear shaft 40 to rotate relative to the second gear shaft 41. A manual engagement device is also installed between the first gear shaft 40 and the second gear shaft 41, enabling the first gear shaft 40 and the second gear shaft 41 to rotate synchronously.

[0063] The manual engagement device includes a guide sleeve 44 mounted on the first gear shaft 40, with an engagement post 45 fitted inside the guide sleeve 44. An engagement hole 46, which mates with the engagement post 45, is provided on the end face of the second gear shaft 41. When the engagement post 45 enters the engagement hole 46, the first gear shaft 40 and the second gear shaft 41 can rotate synchronously. A clamping sleeve 47 is mounted at the bottom of the manual gear lever 11, and the clamping sleeve 47 is fixed to the first gear shaft 40. The manual gear lever 11 can rotate relative to the clamping sleeve 47. A cam plate 48 is installed on the manual gear shift lever 11. A transmission rod 49 is hinged between the cam plate 48 and the engagement post 45. When the manual gear shift lever 11 is rotated, the cam plate 48 can be driven to rotate synchronously and the engagement post 45 can be driven to enter and exit the engagement hole 46, thereby realizing the synchronous rotation of the first gear shaft 40 and the second gear shaft 41 or the rotation of the first gear shaft 40 relative to the second gear shaft 41. When the first gear shaft 40 and the second gear shaft 41 rotate synchronously, the gear shifting can be controlled by the electric gear shifting device 2. When the engagement post 45 exits the engagement hole 46, the electric gear shifting device 2 cannot realize the rotation adjustment of the gear shaft 10, and the gear shifting operation can only be performed manually, thereby avoiding the situation where the electric gear shifting device 2 loses control and seizes the manual gear shifting control.

[0064] Furthermore, in order to achieve precise switching between the two states and maintain stability in each state, a rotation positioning mechanism is also installed between the jacket 47 and the manual shift lever 11, such as... Figure 20 As shown, the rotation positioning mechanism includes an arc-shaped positioning groove 410 on the manual shift lever 11. A positioning sleeve 411, which mates with the arc-shaped positioning groove 410, is mounted on the sleeve 47. A spring 412 and a positioning bead 413 are installed inside the positioning sleeve 411. A first positioning hole 414 and a second positioning hole 415, which mate with the positioning bead 413, are provided at both ends of the arc-shaped positioning groove 410. The spring 412 always has a tendency to push the positioning bead 413 into the positioning hole. When the positioning bead 413 is located in the first positioning hole 414, as... Figure 21 As shown, the engaging post 45 is separated from the engaging hole 46, and the first gear shaft 40 and the second gear shaft 41 will not rotate synchronously. Therefore, the electric gear shifting device 2 cannot perform gear shifting operations. When the positioning bead 413 is located within the second positioning hole 415, as... Figure 17 As shown, the connecting post 45 extends into the connecting hole 46, and the first gear shaft 40 and the second gear shaft 41 can rotate synchronously, which can be controlled by the electric gear shifting device 2 to realize electric gear shifting.

[0065] All of the above-mentioned control electrical appliances can be connected to the power supply via wires using existing electrical technology to achieve normal functions.

[0066] The technical solutions of this invention are not limited to the embodiments described herein. All technical contents not described in detail herein are well-known technologies.

Claims

1. An automatic gear shifting device for human-machine co-driving in an amphibious vehicle, comprising a gearbox (1), a gear shift shaft (10) mounted on the gearbox (1), and a manual gear shift lever (11) mounted on the gear shift shaft (10), characterized in that: An electric gear adjustment device (2) is installed at one end of the gear shaft (10); The electric gear shifting device (2) includes a chassis (20) and a matching mounting cover (21). A drive motor (22) is mounted on one end of the chassis (20). A first-stage drive gear (23) is mounted on the output shaft of the drive motor (22). A positioning tube (24) is provided at the other end of the chassis (20). A clutch cylindrical gear (25) is fitted on the positioning tube (24). The first-stage drive gear (23) is connected to the clutch cylindrical gear (25) through a reduction mechanism. A limiting ring (250) that mates with the outer periphery of the positioning tube (24) is installed on one side of the clutch cylindrical gear (25). A groove (251) is provided on the other side of the clutch cylindrical gear (25). A limiting block (252) is installed at the center of the groove (251). A clutch rotating disk (26) is installed on the outer periphery of the limiting block (252). The clutch rotating disk (26) can rotate synchronously with the clutch cylindrical gear (25). A first inclined groove (260) and a second inclined groove (261) are provided on the outer periphery of the clutch rotating disc (26). The first inclined groove (260) and the second inclined groove (261) are opened in opposite directions. Magnetic columns (262) are installed in both the first inclined groove (260) and the second inclined groove (261). Under the action of magnetic force, the magnetic columns (262) always tend to be close to the side of the inclined groove. A rib (240) is provided on the outer periphery of the end of the positioning tube (24) that extends out of the limiting block (252). The clutch rotating disc (260) and the magnetic column (261) are connected. A clutch fixing plate (27) is installed on the end face of the clutch fixing plate (26). A circular pressure plate (270) is provided on the side of the clutch fixing plate (27) close to the clutch rotating plate (26). The diameter of the circular pressure plate (270) is the same as the diameter of the clutch rotating plate (26). A circular sleeve (271) is provided on the side of the clutch fixing plate (27) away from the clutch rotating plate (26). A slot (272) that matches the protruding rib (240) is opened in the circular sleeve (271). The clutch fixing plate (27) is fixed on the positioning tube (24). The clutch fixed plate (27) is also equipped with an output clutch gear (28). The output clutch gear (28) is provided with a follower pressure sleeve (280) on the side near the clutch cylindrical gear (25). The inner circumference of the follower pressure sleeve (280) is matched with the clutch rotating plate (26). A magnetic column limiting groove (281) is provided on the inner circumference surface of the follower pressure sleeve (280). When the first inclined groove (260) and the second inclined groove (261) push the magnetic column (262) into the magnetic column limiting groove (281), the clutch rotating plate (26) can drive the output clutch gear (28) to rotate synchronously. A through hole (210) is provided on the mounting cover (21) to cooperate with the output clutch gear (28). One end of the output clutch gear (28) extending out of the through hole (210) is provided with an output gear tooth (282). A limiting flange (283) is provided on the output clutch gear (28) located inside the through hole (210). When the mounting cover (21) cooperates with the chassis (20), there is always a tendency to push the output clutch gear (28) to press against the clutch fixing plate (27). A transmission gear (12) is also installed on the gear shaft (10). The transmission gear (12) meshes with the output gear tooth (282).

2. The amphibious vehicle human-machine co-driving automatic gear shifting device according to claim 1, characterized in that: The deceleration mechanism includes a first rotating shaft (30) and a second rotating shaft (31) mounted on a chassis (20). A first-stage driven gear (32) and a second-stage driving gear (33) are mounted on the first rotating shaft (30). The first-stage driven gear (32) and the second-stage driving gear (33) can rotate synchronously. A second-stage driven gear (34) and a third-stage driving gear (35) are mounted on the second rotating shaft (31). The second-stage driven gear (34) and the third-stage driving gear (35) can rotate synchronously. The first-stage driving gear (23) meshes with the first-stage driven gear (32), the second-stage driving gear (33) meshes with the second-stage driven gear (34), and the third-stage driving gear (35) meshes with the clutch cylindrical gear (25).

3. The amphibious vehicle human-machine co-driving automatic gear shifting device according to claim 1, characterized in that: The first inclined groove (260) and the second inclined groove (261) each include two inclined grooves. The central angle between two inclined grooves with the same opening direction is 180 degrees apart, and the central angle between two adjacent inclined grooves with different opening directions is 90 degrees apart.

4. The amphibious vehicle human-machine co-driving automatic gear shifting device according to claim 1, characterized in that: The gear shift shaft (10) consists of a first gear shift shaft (40) and a second gear shift shaft (41). A manual gear shift lever (11) is installed on the first gear shift shaft (40). The second gear shift shaft (41) is fixed on the mounting cover (21) by a bearing seat. A transmission gear (12) is installed on the second gear shift shaft (41). A central shaft (42) is provided at the center position of the end of the first gear shift shaft (40). A central groove (43) that cooperates with the central shaft (42) is opened at the end of the second gear shift shaft (41).

5. The amphibious vehicle human-machine co-driving automatic gear shifting device according to claim 1, characterized in that: A manual engagement device is also installed between the first gear shaft (40) and the second gear shaft (41). The manual engagement device includes a guide sleeve (44) disposed on the first gear shaft (40), and an engagement post (45) is fitted inside the guide sleeve (44). An engagement hole (46) that mates with the engagement post (45) is provided on the end face of the second gear shaft (41). When the engagement post (45) enters the engagement hole (46), the first gear shaft (40) and the second gear shaft (41) can rotate synchronously.

6. The amphibious vehicle human-machine co-driving automatic gear shifting device according to claim 5, characterized in that: The bottom of the manual shift lever (11) is fitted with a sleeve (47), which is fixed on the first shift shaft (40). The manual shift lever (11) can rotate relative to the sleeve (47). A cam plate (48) is mounted on the manual shift lever (11). A transmission rod (49) is hinged between the cam plate (48) and the connecting column (45). When the manual shift lever (11) is rotated, it can drive the cam plate (48) to rotate synchronously and drive the connecting column (45) to enter and exit the connecting hole (46).

7. The amphibious vehicle human-machine co-driving automatic gear shifting device according to claim 6, characterized in that: A rotation positioning mechanism is also installed between the jacket (47) and the manual shift lever (11); The rotation positioning mechanism includes an arc-shaped positioning groove (410) formed on the manual gear lever (11). A positioning sleeve (411) that mates with an arc-shaped positioning groove (410) is installed on the sleeve (47). A spring (412) and a positioning bead (413) are installed inside the positioning sleeve (411). A first positioning hole (414) and a second positioning hole (415) that mate with the positioning bead (413) are opened at both ends of the arc-shaped positioning groove (410). The spring (412) always tends to push the positioning bead (413) into the positioning hole. When the positioning bead (413) is in the first positioning hole (414), the connecting post (45) is separated from the connecting hole (46). When the positioning bead (413) is in the second positioning hole (415), the connecting post (45) extends into the connecting hole (46).

8. The amphibious vehicle human-machine co-driving automatic gear shifting device according to claim 1, characterized in that: The gearbox (1) is equipped with a gear position display panel (13), and a photoelectric detection panel (14) is provided on the mounting cover (21). Several detection switches (15) are arranged in a circle on the photoelectric detection panel (14). Each detection switch (15) corresponds to each gear position on the gear position display panel (13). A detection plate (16) is installed on the transmission gear (12) corresponding to the position of the manual shift lever (11). When the manual shift lever (11) drives the shift shaft (10) to rotate, the detection plate (16) can be detected by the detection switch (15).

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