Synchronizer structure, transmission and vehicle

Abstract

The embodiment of the present application provides a synchronizer structure, a transmission and a vehicle, wherein the synchronizer structure comprises: a support shaft; a gear hub seat sleeved outside the support shaft and provided with a plurality of spline grooves and a notch; a sliding gear sleeve connected to the gear hub seat; an engagement gear sleeved outside the support shaft and located on one side of the gear hub seat in the axial direction; a synchronizing ring sleeved outside the engagement gear and provided with a protrusion corresponding to the notch of the gear hub seat, the protrusion and the notch being circumferentially provided with a first gap; a limiting sleeve block arranged at one end of the support shaft, located on a side of the engagement gear away from the gear hub seat, fixedly connected to the support shaft and provided with a plurality of notches; and a limiting ring piece arranged in a cylindrical groove of the engagement gear, provided with a plurality of protrusions and circumferentially provided with a second gap with the notches of the limiting sleeve block, the first gap and the second gap being the same. In the technical scheme of the present application, the same gap design can make the synchronizing ring spline teeth and the engagement teeth of the engagement gear always circumferentially aligned, thereby avoiding secondary engagement impact after synchronization.

Description

Technical Field

[0001] This invention relates to the field of transmission synchronizer technology, and more specifically, to a synchronizer structure, transmission, and vehicle. Background Technology

[0002] With the continuous development of the automotive industry, people have increasingly higher requirements for the shifting performance of car transmissions and the comfort of driving. The car transmission plays a crucial role in the gear shifting process, ensuring the safety, smoothness, and comfort of the vehicle. In traditional transmissions, shifting up requires the driver to pause briefly in neutral to allow the clutch plates and rotating gears to synchronize before a smooth upshift. Downshifting requires the driver to accelerate while in neutral to reduce the speed difference between the gears. This operation is relatively complex and difficult to master. During upshifting and downshifting, the transmission inevitably generates a secondary impact that reduces shifting performance. This secondary impact occurs when the synchronizer sleeve and the engagement gear ring reach zero speed difference during the shift, and the synchronizer sleeve makes contact with the gear ring after its idle travel. How to reduce or even avoid this secondary impact during gear shifting has always been a key research focus in the automotive manufacturing industry. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] In view of this, an embodiment of the first aspect of the present invention provides a synchronizer structure.

[0005] An embodiment of a second aspect of the present invention provides a transmission.

[0006] An embodiment of the third aspect of the present invention provides a vehicle.

[0007] To achieve the above objectives, an embodiment of the first aspect of the present invention provides a synchronizer structure, comprising: a support shaft; a gear hub housing sleeved on the support shaft, the gear hub housing having a plurality of first spline grooves and a plurality of first notches; a sliding gear sleeve having a plurality of first spline teeth, wherein the spline connection between the sliding gear sleeve and the gear hub housing is realized through the engagement of the first spline teeth and the first spline grooves; a meshing gear, disposed on one axial side of the gear hub housing and sleeved on the support shaft, the meshing gear having a first mating conical surface at one end facing the gear hub housing; and a synchronizing ring sleeved on the meshing gear, wherein the synchronizing ring... The gear has a second mating conical surface that matches the first mating conical surface. The synchronizing ring has a first protrusion corresponding to the first notch, and the first protrusion and the first notch have a first gap in the circumferential direction. A limiting sleeve is located at one end of the support shaft and on the side of the meshing gear away from the gear hub. The limiting sleeve is fixedly connected to the support shaft and has multiple second notches. A limiting ring is located in the cylindrical groove of the meshing gear and has multiple second protrusions. The second protrusions and the second notches have a second gap in the circumferential direction, wherein the first gap and the second gap are the same.

[0008] The synchronizer structure provided by the first aspect of the present invention includes a support shaft, a gear hub seat and a meshing gear sleeved outside the support shaft, wherein the gear hub seat and the meshing gear are arranged adjacent to each other along the axial direction, and a sliding gear sleeve connected to the gear hub seat is also provided. Specifically, the gear hub seat is provided with a plurality of first spline grooves, and the sliding gear sleeve is provided with a plurality of corresponding first spline teeth. The spline connection between the two can be realized through the cooperation of the first spline grooves and the first spline teeth. It should be emphasized that a synchronizing ring is provided outside the meshing gear in this application. The meshing gear and the synchronizing ring are in contact through a first mating conical surface and a second mating conical surface. At the same time, a first protrusion corresponding to a first notch on the gear hub seat is provided on the synchronizing ring, and there is a circumferential gap, i.e., a first gap, between the first protrusion and the first notch. Furthermore, a limiting sleeve is provided at the end of the support shaft where the meshing gear is located. The limiting sleeve is connected to the support shaft, and a second notch is provided on the limiting sleeve. For the meshing gear, a cylindrical groove is formed inside, and a limiting ring is provided in the cylindrical groove. The second protrusion on the limiting ring and the second notch form a second gap in the circumferential direction, which is the same as the first gap. This helps to avoid secondary impact during gear shifting, thereby improving the shifting performance of the transmission. When the synchronizer structure provided in this embodiment operates in the transmission, the gear hub rotates on the support shaft, and the sliding sleeve has splines and is connected to the gear hub. The sliding sleeve rotates with the gear hub in the same direction. Since the first protrusion of the synchronizing ring corresponds to the first notch of the gear hub, and there is a first gap in the circumferential direction between the first protrusion and the first notch, the synchronizing ring also rotates with the gear hub in the same direction. When a vehicle's transmission shifts gears, the sliding sleeve moves axially towards the synchronizer ring. This causes the second mating cone surface on the synchronizer ring to contact the first mating cone surface on the meshing gear, generating friction. The meshing gear then rotates in the same direction at approximately the same speed as the synchronizer ring. As the sliding sleeve continues to be pushed towards the synchronizer ring, the splines on the sliding sleeve first mesh with the splines on the synchronizer ring, and then further mesh with the meshing teeth on the meshing gear. The first and second clearances are identical, ensuring that the splines on the synchronizer ring and the meshing teeth on the meshing gear are always circumferentially aligned. This allows the sliding sleeve to smoothly mesh with the meshing gear as it moves towards the synchronizer ring, shortening shift time and avoiding secondary meshing impact after synchronization. This effectively improves the vehicle's shifting performance and driver comfort.

[0009] In addition, the synchronizer structure in the above-mentioned solution provided by the present invention also has the following additional technical features:

[0010] In the above technical solution, the synchronizing ring specifically includes: a friction part extending axially along the support shaft, wherein the friction part is provided with a second mating conical surface that fits against the first mating conical surface on the meshing gear; and a self-locking part connected to the end of the friction part away from the gear hub seat, extending radially outward along the support shaft, wherein the self-locking part is provided with a first protrusion that corresponds to the first notch on the gear hub seat.

[0011] In this technical solution, the synchronizing ring has a conical surface. When the synchronizer is working, the synchronizing ring rotates, and its friction part contacts the meshing gear. Through the contact relationship between the second mating conical surface on the friction part and the first mating conical surface on the meshing gear, they come into contact and generate friction. Through friction, the synchronizing ring drives the meshing gear to rotate, and the rotational speed of the meshing gear gradually increases. The speed difference between the synchronizing ring and the meshing gear gradually decreases, and the rotational speeds of the meshing gear and the synchronizing ring are synchronized, which plays a buffering role during gear shifting. This can extend the gear life in the transmission and improve the vehicle's shifting performance. In addition, the synchronizing ring has a self-locking part, which is connected to the end of the friction part away from the gear hub and extends radially outward along the support shaft. It also has a first protrusion corresponding to the first notch on the gear hub, which can effectively prevent the synchronizing ring from shifting on the support shaft, provide self-locking force for the synchronizing ring, prevent the synchronizing ring from engaging with the sliding sleeve prematurely, prevent automatic gear skipping, and ensure the overall stability of the synchronizer.

[0012] In the above technical solution, the synchronizer structure also includes: a self-locking spring ring, which is sleeved on the outside of the multiple first protrusions of the self-locking part.

[0013] In this technical solution, a self-locking spring ring is fitted around the multiple first protrusions of the self-locking part. The presence of the self-locking spring ring prevents the sliding sleeve in the synchronizer structure from moving axially past the synchronizer ring before the vehicle shifts gears. It provides a self-locking force to the synchronizer ring, preventing the sliding sleeve from engaging with the synchronizer ring prematurely and ensuring the overall stability of the synchronizer. The self-locking spring ring has a certain degree of elasticity, and the multiple first protrusions are distributed circumferentially, with the self-locking spring ring corresponding to the circumcircle of the multiple first protrusions.

[0014] In the above technical solution, the first spline teeth are evenly distributed circumferentially, and the outer diameter of the self-locking spring ring is larger than the diameter of the circumcircle of the multiple first spline teeth.

[0015] In this technical solution, the first spline teeth within the sliding gear sleeve are evenly distributed circumferentially, connecting the sliding gear sleeve to the gear hub. This ensures a more uniform force distribution on the spline connection. The outer diameter of the self-locking spring ring is larger than the diameter of the circumscribed circle of the multiple spline teeth of the sliding gear sleeve, effectively preventing the sliding gear sleeve from axially moving past the synchronizing ring before synchronization. When the gear hub drives the synchronizing ring to rotate, the rotation of the synchronizing ring causes the outer diameter of the self-locking spring ring to decrease, allowing the sliding gear sleeve to move towards the synchronizing ring and thus mesh with the gear.

[0016] In the above technical solution, the synchronizer structure further includes: a copper pad, which is sleeved on the support shaft, and the copper pad is located at the end of the gear hub away from the sliding gear sleeve and between the gear hub and the meshing gear.

[0017] In this technical solution, a copper pad is fitted onto the support shaft and positioned between the gear hub and the meshing gear to reduce slippage between them. The copper pad is also located at the end of the gear hub furthest from the meshing gear to further reduce slippage between the gear hub and other rotating parts.

[0018] In the above technical solution, the synchronizer structure further includes: a lubricating gasket, which is disposed in the radial direction of the support shaft between the support shaft and the gear hub seat, and between the support shaft and the meshing gear.

[0019] In this technical solution, in the radial direction of the support shaft, lubrication pads are disposed between the support shaft and the gear hub, and between the support shaft and the meshing gear, thereby reducing the friction of the various parts of the synchronizer that can rotate on the support shaft, playing a lubricating role, reducing the wear of the rotatable parts on the support shaft caused by slippage, and improving the service life of the synchronizer structure.

[0020] In the above technical solution, the synchronizer structure also includes: a thrust bearing, which is located between the meshing gear and the limiting sleeve block.

[0021] In this technical solution, the thrust bearing is positioned between the meshing gear and the limiting sleeve, which can effectively overcome the slip friction caused by the relative circumferential rotation of the meshing gear and the limiting sleeve, thus playing a lubricating role, reducing the wear of the meshing gear and the limiting sleeve, and improving the service life of these two parts; the thrust bearing also has a load-bearing function, capable of bearing the axial load from the meshing gear and the limiting sleeve.

[0022] In the above technical solution, the synchronizer structure also includes: a retaining ring, which is sleeved on the outside of the support shaft and located on the axial outside of the thrust bearing.

[0023] In this technical solution, the retaining ring is sleeved outside the support shaft and is located on the axial outside of the thrust bearing. It can play an axial limiting role, preventing the thrust bearing and the limiting sleeve from moving away from the meshing gear on the support shaft, avoiding the loosening of parts in the synchronizer structure, and ensuring the overall stability of the synchronizer structure.

[0024] A second aspect of the present invention provides a transmission in which a synchronizer structure as described in the first aspect of the present invention is provided.

[0025] In this technical solution, the transmission can change the gear ratio by upshifting and downshifting to meet the traction requirements of different driving conditions. Since the transmission includes the synchronizer structure described in the first aspect of the technical solution, it possesses the beneficial effects of any of the aforementioned synchronizer structures, which will not be elaborated further here.

[0026] A third aspect of the present invention provides a vehicle, comprising: a vehicle body, wherein the vehicle body houses the transmission described in the second aspect of the technical solution. The vehicle provided according to the third aspect of the present invention further comprises: an engine; a chassis, an assembly supporting and mounting the vehicle engine, transmission, and other components; a body, mounted on a bracket of the chassis; and electrical equipment, consisting of a power supply and electrical devices.

[0027] In this technical solution, the vehicle body primarily protects the safety of the occupants while also creating a favorable aerodynamic environment, resulting in better vehicle performance; the engine provides power to the vehicle; the chassis receives power from the engine, enabling the vehicle to move and ensuring normal operation; the body protects the driver and provides comfortable seating; and the electrical equipment controls the vehicle's ignition and lighting systems, providing better driving conditions. Since the vehicle body includes the transmission described in the second aspect of the technical solution, it possesses the beneficial effects of any of the aforementioned transmissions, which will not be elaborated further here.

[0028] Additional aspects and advantages of the invention will become apparent in the following description or may be learned by practice of the invention. Attached Figure Description

[0029] Figure 1 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0030] Figure 2 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0031] Figure 3 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0032] Figure 4A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0033] Figure 5 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0034] Figure 6 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0035] Figure 7 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0036] Figure 8 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0037] Figure 9 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0038] Figure 10 A schematic diagram of a synchronizer structure according to an embodiment of the present invention is shown;

[0039] Figure 11 A schematic diagram of a transmission according to an embodiment of the present invention is shown;

[0040] Figure 12 A schematic diagram of the structure of a vehicle according to an embodiment of the present invention is shown;

[0041] Figure 13 A schematic diagram of the structure of a vehicle body according to an embodiment of the present invention is shown.

[0042] in, Figures 1 to 13 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0043] 100: Synchronizer structure; 101: Support shaft; 102: Copper pad; 103: Gear hub seat; 104: Sliding gear sleeve; 105: Lubricating pad; 106: Synchronizing ring; 107: Self-locking spring ring; 108: Meshing gear; 109: Limiting ring piece; 110: Thrust bearing; 111: Limiting sleeve block; 112: Snap ring; 200: Transmission; 300: Vehicle; 301: Engine; 302: Chassis; 303: Body; 304: Electrical equipment; 305: Vehicle body; 401: First spline tooth; 402: First spline groove; 403: First mating cone surface; 404: Second mating cone surface; 405: First protrusion; 406: First notch; 407: Second protrusion; 408: Second notch; 501: Friction part; 502: Self-locking part. Detailed Implementation

[0044] To better understand the above-described objectives, features, and advantages of the embodiments of the present invention, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0045] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, embodiments of the invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0046] The following reference Figures 1 to 13 The synchronizer structure, transmission, and vehicle mentioned in the embodiments of the present invention are described clearly and completely.

[0047] like Figure 1 and Figure 10 As shown, the synchronizer structure 100 proposed in this embodiment includes a support shaft 101 and a gear hub seat 103 sleeved outside the support shaft 101. The gear hub seat 103 is provided with a plurality of first spline grooves 402 and a plurality of first notches 406. The sliding gear sleeve 104 is provided with a plurality of first spline teeth 401. The connection between the sliding gear sleeve 104 and the gear hub seat 103 is realized through the cooperation of the first spline teeth 401 and the first spline grooves 402. A meshing gear 108 is sleeved on the outside of the support shaft 101, specifically located on one axial side of the gear hub 103. The meshing gear 108 has a first mating conical surface 403 at one end facing the gear hub 103. A synchronizing ring 106 is sleeved on the outside of the meshing gear 108, and the synchronizing ring 106 has a second mating conical surface 404 adapted to the first mating conical surface 403. The synchronizing ring 106 has a first protrusion 405 corresponding to the first notch 406, and the corresponding first protrusion 405 and the first notch 406 have a first gap in the circumferential direction. A limiting sleeve 111 is fixedly connected to the support shaft 101 and located at one end of the support shaft 101, specifically on the side of the meshing gear 108 away from the gear hub 103. The limiting sleeve 111 has multiple second notches 408. Figure 4 As shown, it also includes a limiting ring 109, which is disposed in the cylindrical groove of the meshing gear 108. The limiting ring 109 is provided with a plurality of second protrusions 407, and the corresponding second protrusions 407 and second notches 408 have a second gap in the circumferential direction, wherein the first gap and the second gap are the same. Through the normal operation of the synchronizer structure 100, the occurrence of secondary meshing impact can be prevented.

[0048] like Figure 3 , Figure 6 and Figure 9As shown, when the synchronizer structure 100 operates within the transmission 200, the gear hub 103 rotates on the support shaft 101. Since the sliding sleeve 104 is connected to the gear hub 103 via its splined teeth, the sliding sleeve 104 rotates together with the gear hub 103 in the same direction. Because the protrusion of the synchronizing ring 106 corresponds to the notch in the gear hub 103, and there is a circumferential gap between the protrusion and the notch, the synchronizing ring 106 also rotates together with the gear hub 103 in the same direction. When the 300 transmission shifts gears to 200, the sliding sleeve 104 is pushed towards the synchronizer ring 106. This causes the synchronizer ring 106 to contact the conical surface of the meshing gear 108, generating friction between them. The meshing gear 108 then rotates in the same direction at approximately the same speed as the synchronizer ring 106. As the sliding sleeve 104 continues to be pushed towards the synchronizer ring 106, the splines on the sliding sleeve 104 first mesh with the splines on the synchronizer ring 106, and then further mesh with the meshing teeth on the meshing gear 108. Due to the identical clearance design, the splines on the synchronizer ring 106 and the meshing teeth on the meshing gear 108 are always circumferentially aligned. This avoids secondary meshing impact after synchronization when the sliding sleeve 104 meshes with the meshing gear 108.

[0049] like Figure 2 As shown, in one specific embodiment, the synchronizing ring 106 includes a friction part 501 and a self-locking part 502. The friction part 501 of the synchronizing ring 106 has a conical surface. When the synchronizing ring 106 rotates, its friction part 501 contacts the meshing gear 108, performs friction, and transfers its own energy to the meshing gear 108, increasing the rotational speed of the meshing gear 108 and synchronizing the rotational speed of the meshing gear 108 with its own. This can play a buffering role when the vehicle 300 shifts gears. The self-locking part 502 of the synchronizing ring 106 is connected to the end of the friction part 501 away from the gear hub seat 103 and extends radially outward along the support shaft 101. It also has a protrusion that corresponds to the notch of the gear hub seat 103. The self-locking part 502 can prevent the synchronizing ring 106 from shifting on the support shaft 101.

[0050] Furthermore, the self-locking spring ring 107 is sleeved on the outside of the multiple first protrusions 405 of the self-locking part 502 of the synchronizing ring 106, providing a self-locking force, which prevents the sliding tooth sleeve 104 from moving axially over the synchronizing slope of the synchronizing ring 106 before synchronization, thus preventing it from engaging with the synchronizing ring 106 prematurely.

[0051] Furthermore, the first spline teeth 401 are evenly distributed circumferentially, and the outer diameter of the self-locking spring ring 107 is larger than the diameter of the circumcircle of the multiple first spline teeth 401, so that the sliding sleeve 104 will not move axially past the synchronization ring 106 before synchronization.

[0052] likeFigure 5 and Figure 8 As shown, in another embodiment, the synchronizer structure 100 further includes a copper pad 102, which is sleeved on the support shaft and located at the end of the gear hub 103 away from the meshing gear 108 and between the gear hub 103 and the meshing gear 108. The copper pad can reduce the slip friction between the gear hub 103 and the meshing gear 108, as well as the slip friction between the gear hub 103 and other parts with relative rotation.

[0053] like Figure 1 and Figure 4 As shown, in another embodiment, the synchronizer structure 100 further includes a lubricating pad 105, which is disposed in the radial direction between the support shaft 101 and the gear hub seat 103, and between the support shaft 101 and the meshing gear 108, to lubricate and reduce the wear of the rotatable parts on the support shaft 101 caused by slippage.

[0054] like Figure 1 As shown, in another embodiment, the synchronizer structure 100 also includes a thrust bearing 110, which is disposed between the meshing gear 108 and the limiting sleeve 111, and can effectively overcome the slip friction caused by the circumferential relative rotation of the meshing gear 108 and the limiting sleeve 111.

[0055] like Figure 1 and Figure 7 As shown, in another embodiment, the synchronizer structure 100 further includes a retaining ring 112, which is sleeved on the outside of the support shaft 101, specifically on the axial outer side of the thrust bearing 110. This retaining ring serves to limit axial movement, preventing the thrust bearing 110 and the limiting sleeve 111 from moving axially on the support shaft 101, thus ensuring the overall stability of the synchronizer structure 100.

[0056] like Figure 11 As shown, this embodiment also proposes a transmission 200 to control engine speed and the actual driving speed of vehicle 300. The driver can change the transmission ratio of vehicle 300 by upshifting or downshifting the transmission 200 to meet the traction needs of vehicle 300 under different driving conditions. It should be noted that the transmission 200 includes, but is not limited to, car transmissions, off-road vehicle transmissions, sports car transmissions, truck transmissions, and tractor transmissions. Its structure includes the synchronizer structure 100 in the first aspect of the technical solution described above, and therefore has the beneficial effects of any of the synchronizer structures 100 mentioned above, which will not be elaborated further here.

[0057] like Figure 12 and Figure 13As shown, this embodiment also proposes a vehicle 300, including: a vehicle body 305, in which a transmission 200 is installed; an engine 301, which provides power to the vehicle body 305; a chassis 302, which supports and mounts the vehicle 300 engine 301 and other components, receives power from the vehicle 300 engine 301 to move the vehicle body 305, and ensures the normal operation of the vehicle 300; a body 303, mounted on a bracket of the chassis 302, which protects the driver's safety and provides the driver with comfortable riding conditions; and electrical equipment 304, which consists of a power supply and electrical equipment, and can control the vehicle 300's ignition and lighting systems, etc., to provide the driver with better driving conditions. It should be noted that the vehicle 300 includes, but is not limited to, sedans, SUVs, sports cars, trucks, and tractor-trailers.

[0058] In this invention, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0059] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," 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 this invention and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0060] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0061] The above are merely preferred embodiments of the present invention and are not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A synchronizer structure (100), characterized in that, include: Support shaft (101); A gear hub seat (103) is sleeved on the outside of the support shaft (101). The gear hub seat (103) is provided with a plurality of first spline grooves (402) and a plurality of first notches (406). The sliding gear sleeve (104) is provided with a plurality of first spline teeth (401). Through the cooperation of the first spline teeth (401) and the first spline groove (402), the spline connection between the sliding gear sleeve (104) and the gear hub seat (103) is realized. A meshing gear (108) is provided on one axial side of the gear hub (103), and the meshing gear (108) is sleeved on the outside of the support shaft (101). A first mating cone surface (403) is provided on one end of the meshing gear (108) facing the gear hub (103). A synchronizing ring (106) is sleeved on the meshing gear (108), and the synchronizing ring (106) is provided with a second mating conical surface (404) that is adapted to the first mating conical surface (403). The synchronizing ring (106) is provided with a first protrusion (405) corresponding to the first notch (406). The first protrusion (405) and the first notch (406) have a first gap in the circumferential direction. A limiting sleeve (111) is provided at one end of the support shaft (101), and the limiting sleeve (111) is provided on the side of the meshing gear (108) away from the gear hub seat (103). The limiting sleeve (111) is fixedly connected to the support shaft (101), and the limiting sleeve (111) is provided with a plurality of second notches (408). A limiting ring (109) is provided in the cylindrical groove of the meshing gear (108). The limiting ring (109) is provided with a plurality of second protrusions (407). The corresponding second protrusions (407) and the second notch (408) have a second gap in the circumferential direction, wherein the first gap and the second gap are the same.

2. The synchronizer structure (100) according to claim 1, characterized in that, The synchronization ring (106) specifically includes: A friction part (501) extends along the axial direction of the support shaft (101), and the friction part (501) is provided with a second mating conical surface (404); A self-locking part (502) is connected to the end of the friction part (501) away from the gear hub seat (103). The self-locking part (502) extends radially outward along the support shaft (101). The self-locking part (502) is provided with the first protrusion (405).

3. The synchronizer structure (100) according to claim 2, characterized in that, Also includes: A self-locking spring coil (107) is sleeved on the outside of the plurality of first protrusions (405) of the self-locking part (502).

4. The synchronizer structure (100) according to claim 3, characterized in that, The first spline teeth (401) are evenly distributed circumferentially, and the outer diameter of the self-locking spring coil (107) is larger than the diameter of the circumscribed circle of the plurality of first spline teeth (401).

5. The synchronizer structure (100) according to claim 1, characterized in that, Also includes: A copper pad (102) is sleeved on the support shaft (101), and the copper pad (102) is located at the end of the gear hub (103) away from the meshing gear (108) and between the gear hub (103) and the meshing gear (108).

6. The synchronizer structure (100) according to claim 1, characterized in that, Also includes: A lubricating pad (105) is disposed in the radial direction of the support shaft (101) between the support shaft (101) and the gear hub (103), and between the support shaft (101) and the meshing gear (108).

7. The synchronizer structure (100) according to claim 1, characterized in that, Also includes: A thrust bearing (110) is disposed between the meshing gear (108) and the limiting sleeve (111).

8. The synchronizer structure (100) according to claim 7, characterized in that, Also includes: A retaining ring (112) is sleeved on the outside of the support shaft (101), and the retaining ring (112) is located on the axial outer side of the thrust bearing (110).

9. A transmission (200), characterized in that, include: The synchronizer structure (100) as described in any one of claims 1 to 8.

10. A vehicle (300), characterized in that, Also includes: Car body (305); The transmission (200) as described in claim 9 is disposed within the vehicle body (305).

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