Gear shift device and vehicle

Abstract

The application provides a gear shifting device and a vehicle. The gear shifting device comprises a driving part, a first gear shifting part and a second gear shifting part. The first gear shifting part is connected with the driving part through a first one-way transmission part. When the driving part outputs a rotating driving force in a first direction, the first one-way transmission part drives the first gear shifting part to perform a gear shifting action. The second gear shifting part is connected with the driving part through a second one-way transmission part. When the driving part outputs a rotating driving force in a second direction, the second one-way transmission part drives the second gear shifting part to perform a gear shifting action. The second direction is opposite to the first direction. The gear shifting device provided by the application can realize gear shifting of the first gear shifting part and the second gear shifting part by only setting one driving part, thereby reducing the volume of the gear shifting device, reducing the occupied space and lowering the production cost.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a gear shifting device. Furthermore, this invention also relates to a vehicle equipped with the gear shifting device. Background Technology

[0002] Dual-clutch transmissions offer advantages such as fast shifting, fuel efficiency, and high comfort, and are widely used in passenger cars, motorcycles, trucks, and other vehicle types. Currently, most dual-clutch transmissions employ a dual-motor, dual-drum structure for shifting gears, using shift forks. However, this dual-motor, dual-drum shifting mechanism requires two motors and reduction gears connected to each motor individually. This makes the entire shifting device complex, space-consuming, and difficult to implement, while also increasing production costs. Summary of the Invention

[0003] In view of this, the present invention aims to provide a shifting device that reduces its space occupation.

[0004] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0005] A gear shifting device includes a drive unit, and a first gear shifting unit and a second gear shifting unit arranged coaxially, wherein the first gear shifting unit and the second gear shifting unit are located on the same side of the drive unit;

[0006] The first shifting unit is connected to the driving unit via a first one-way transmission unit. When the driving unit outputs a rotational driving force along the first direction, the first one-way transmission unit drives the first shifting unit to perform a shifting action.

[0007] The second shifting unit is connected to the driving unit via a second one-way transmission unit. When the driving unit outputs a rotational driving force along the second direction, the second one-way transmission unit drives the second shifting unit to perform a shifting action, and the second direction is opposite to the first direction.

[0008] Furthermore, the first shifting part includes a first shifting shaft connected to the first one-way transmission part, and the first shifting shaft is provided with a first gear hub having multiple gears; the shifting device includes a housing and a first damping part disposed between the housing and the first shifting shaft, the first damping part being used to prevent the first shifting shaft from rotating in the second direction.

[0009] Furthermore, the first shift shaft is provided with a first detection part for detecting the rotation angle of the first gear hub.

[0010] Furthermore, the second shifting part includes a second shifting shaft that is fitted together with the first shifting shaft. The second shifting shaft is connected to the second one-way transmission part. The second shifting shaft is provided with a second gear hub having multiple gear positions. The shifting device includes a housing and a second damping part disposed between the housing and the second shifting shaft. The second damping part is used to prevent the second shifting shaft from rotating in the first direction.

[0011] Furthermore, the second shift shaft is provided with a second detection part for detecting the rotation angle of the second gear hub.

[0012] Furthermore, the first shifting unit is provided with neutral and multiple odd-numbered gears, the second shifting unit is provided with neutral and multiple even-numbered gears, and the first shifting unit or the second shifting unit is provided with reverse gear.

[0013] Furthermore, the power output end of the drive unit is provided with a planetary reducer, and the gear ring of the planetary reducer is fixedly installed; both the first shifting part and the second shifting part are connected to the planet carrier of the planetary reducer.

[0014] Furthermore, the planetary carrier is provided with a transmission sleeve, the first one-way transmission part is a first one-way clutch located inside the transmission sleeve, and the inner ring of the first one-way clutch is sleeved on the first shifting part, and the outer ring of the first one-way clutch is connected to the transmission sleeve.

[0015] Furthermore, the planetary carrier is provided with a transmission sleeve, the second one-way transmission part is a second one-way clutch located inside the transmission sleeve, and the inner ring of the second one-way clutch is sleeved on the second shifting part, and the outer ring of the second one-way clutch is connected to the transmission sleeve.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The shifting device of the present invention, through a first shifting part and a second shifting part arranged coaxially, as well as a first one-way transmission part and a second one-way transmission part, enables the first one-way transmission part to drive the first shifting part to perform a shifting action when the drive part outputs rotational driving force in different directions, or enables the second one-way transmission part to drive the second shifting part to perform a shifting action. This allows one drive part to simultaneously drive two different shifting parts to perform shifting actions without affecting each other. Compared with the shifting device of the prior art that uses two drive parts and two reduction mechanisms, it can reduce one drive part and one reduction mechanism, thereby reducing the size and space occupied by the shifting device and helping to reduce production costs.

[0018] Furthermore, the simple structure of the first shift shaft and the first gear shift hub facilitates the shifting function, and the first damping part helps prevent the first shift shaft from rotating with the second shift shaft, thereby improving the reliability of the first gear shift hub. The first detection unit detects the rotation angle of the first gear shift hub, improving the shifting accuracy of the first gear shift hub in different gears. The second shift shaft is fitted onto the first shift shaft, reducing the space occupied by the shifting device. The second damping part prevents the second shift shaft from rotating with the first shift shaft, ensuring the reliability of the second shifting device during use. The second detection unit detects the rotation angle of the second gear shift hub, improving the shifting accuracy of the second gear shift hub in different gears.

[0019] In addition, the first shifting section has a neutral gear and multiple odd-numbered gears, the second shifting section has a neutral gear and multiple even-numbered gears, and either the first or second shifting section has a reverse gear, which enriches the shifting modes and can meet different shifting needs. The drive unit is connected to the first and second shifting sections respectively through planetary reducers, which can utilize the lightweight, small size, and wide transmission ratio range of planetary reducers to improve the performance of the shifting device. The first one-way clutch is a mature product and is easy to arrange and implement between the transmission sleeve and the first shifting section, while also improving the structural utilization of the transmission sleeve. The second one-way clutch is set inside the transmission sleeve of the planetary carrier, which further improves the structural integration of the transmission sleeve and also improves the shifting effect of the shifting device.

[0020] Secondly, another object of the present invention is to provide a vehicle equipped with the gear shifting device described above.

[0021] The vehicle described in this invention, by setting the shifting device as described above, not only has a better shifting effect, but also helps to reduce production costs, and has good practicality. Attached Figure Description

[0022] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0023] Figure 1 This is a schematic diagram of the gear shifting device according to an embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the structure of the first gear hub according to an embodiment of the present invention;

[0025] Figure 3 This is a schematic diagram of the structure of the second shift hub according to an embodiment of the present invention;

[0026] Figure 4This is a schematic diagram of the first gear hub in the shifting state according to an embodiment of the present invention;

[0027] Figure 5 This is a schematic diagram of the second gear hub in the shifting state according to an embodiment of the present invention.

[0028] Explanation of reference numerals in the attached figures:

[0029] 1. First shift shaft; 2. Second shift shaft; 3. Second one-way clutch; 4. First one-way clutch; 5. First damper; 6. First angle sensor; 7. Second angle sensor; 8. Second damper; 9. Transmission sleeve; 10. Motor; 11. Sun gear; 12. Planetary gears; 13. Ring gear;

[0030] 101. First gear hub; 102. First groove;

[0031] 201. Second gear hub; 202. Second groove;

[0032] A. Neutral gear line; B. First gear line; C. Third gear line; D. Second gear line; E. Reverse gear line. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0034] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for 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. Therefore, they should not be construed as limitations on this invention. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0035] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and 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 invention in conjunction with the specific circumstances.

[0036] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0037] This embodiment relates to a gear shifting device. In terms of overall structure, the gear shifting device includes a drive unit, and a first gear shifting unit and a second gear shifting unit arranged coaxially, with the first gear shifting unit and the second gear shifting unit located on the same side of the drive unit.

[0038] The first shifting unit is connected to the drive unit via a first one-way transmission unit. When the drive unit outputs a rotational driving force along a first direction, the first one-way transmission unit drives the first shifting unit to perform a shifting action. The second shifting unit is connected to the drive unit via a second one-way transmission unit. When the drive unit outputs a rotational driving force along a second direction, the second one-way transmission unit drives the second shifting unit to perform a shifting action, and the second direction is opposite to the first direction.

[0039] Based on the above overview, an exemplary embodiment of the shifting device described herein is as follows: Figure 1 As shown in the figure. In a preferred embodiment, the first shifting unit includes a first shifting shaft 1 connected to the first one-way transmission unit, and the first shifting shaft 1 is provided with a first gear hub 101 having multiple gears. The second shifting unit includes a second shifting shaft 2 fitted onto the first shifting shaft 1, the second shifting shaft 2 being connected to the second one-way transmission unit, and the second shifting shaft 2 being provided with a second gear hub 201 having multiple gears.

[0040] The first shift shaft 1 and the second shift shaft 2 are coaxially arranged, and the first one-way transmission part and the second one-way transmission part are arranged so that a single drive unit can drive the first shift shaft 1 to rotate independently, or drive the second shift shaft 2 to rotate independently. In addition, the second shift shaft 2 is preferably sleeved on the first shift shaft 1, which helps to improve the structural utilization of the first shift shaft 1 and reduce the space occupied.

[0041] To improve the shifting efficiency of the first and second shifting sections, in this embodiment, the first shifting section has a neutral gear and multiple odd-numbered gears, while the second shifting section has a reverse gear, a neutral gear, and multiple even-numbered gears. Specifically, the first gear shifting hub 101 has a neutral gear and multiple odd-numbered gears, and the second gear shifting hub 201 has a reverse gear and multiple even-numbered gears. It should be noted that it is also feasible to place the reverse gear on the first shifting section instead of the second shifting section.

[0042] like Figure 2 and Figure 3As shown, the outer periphery of the first gear shift hub 101 is provided with a first groove 102. The neutral gear position line A corresponding to neutral is located in the middle of the axial direction of the first groove 102. The first gear position line B corresponding to the first gear and the third gear position line C corresponding to the third gear are respectively located on both sides of the neutral gear position line A. The outer periphery of the second gear shift hub 201 is provided with a second groove 202. The neutral gear position line A corresponding to neutral is located in the middle of the axial direction of the second groove 202. The second gear position line D corresponding to the second gear and the reverse gear position line E corresponding to reverse are respectively located on both sides of the neutral gear position line A. When the free end of the shift fork rotates to the intersection of each gear position line and the corresponding groove, it indicates that the shifting device is in that gear position.

[0043] In a preferred embodiment, the shifting device further includes a housing and a first damping portion disposed between the housing and the first shift shaft 1, the first damping portion preventing the first shift shaft 1 from rotating in a second direction. The shifting device also includes a second damping portion disposed between the housing and the second shift shaft 2, the second damping portion preventing the second shift shaft 2 from rotating in a first direction. Here, the first damping portion prevents the second shift shaft 2 from pulling the first shift shaft 1 to rotate, thus affecting shifting accuracy. The second damping portion prevents the first shift shaft 1 from pulling the second shift shaft 2 to rotate, thus affecting shifting accuracy.

[0044] In specific implementation, such as Figure 1 As shown, in this embodiment, both the first damping section and the second damping section can be dampers from the prior art, which are mature products, easy to arrange and implement, and have good performance. For ease of distinction in the following description, the damper located on the first shift shaft 1 is referred to as the first damper 5, and the damper located on the second shift shaft 2 is referred to as the second damper 8. In addition, in this embodiment, the drive section, the first shift section, the second shift section, the first one-way transmission section, and the second one-way transmission section can all be arranged inside the housing. Alternatively, the drive section can be located outside the housing; the specific arrangement of each component can be determined during implementation.

[0045] In a preferred embodiment, the power output end of the drive unit is equipped with a planetary reducer, and the gear ring 13 of the planetary reducer is fixedly mounted and preferably connected to the transmission housing. Both the first and second shifting parts are connected to the planet carriers of the planetary reducer. This planetary reducer design leverages its lightweight, small size, and wide transmission ratio range to improve the efficiency of the shifting device. Figure 1 As shown, the drive unit is a motor 10, and the power output end of the motor 10 is connected to the sun gear 11 of the planetary reducer. The planet carrier is provided with a plurality of planet gears 12 located between the ring gear 13 and the sun gear 11. When the motor 10 rotates clockwise or counterclockwise, it can drive the planet carrier to rotate clockwise or counterclockwise through the sun gear 11 and the planet gears 12.

[0046] Still refer to Figure 1 As shown, a transmission sleeve 9 is provided on the planetary carrier. The first one-way transmission part is a first one-way clutch 4 located inside the transmission sleeve 9, with the inner ring of the first one-way clutch 4 fitted onto the first shifting part, and the outer ring of the first one-way clutch 4 connected to the transmission sleeve 9. In this embodiment, the second one-way transmission part is a second one-way clutch 3 located inside the transmission sleeve 9, with the inner ring of the second one-way clutch 3 fitted onto the second shifting part, and the outer ring of the second one-way clutch 3 connected to the transmission sleeve 9. With this configuration, when the transmission sleeve 9 rotates in one direction, it can only engage with the first one-way clutch 4 or the second one-way clutch 3 to drive the corresponding shifting shaft and gear shifting hub to rotate for gear shifting.

[0047] Here, two one-way clutches, 4 and 3, installed in opposite directions, are both housed within the transmission sleeve 9. The inner ring of the first one-way clutch 4 is connected to the first shift shaft 1, and the inner ring of the second one-way clutch 3 is connected to the second shift shaft 2. Each one-way clutch in this embodiment can be a mature product from the prior art. By changing the direction of rotation of the transmission sleeve 9, the engagement state between the transmission sleeve 9 and the first one-way clutch 4 or the second one-way clutch 3 can be changed, allowing the first shift shaft 1 and the second shift shaft 2 to be driven by the same motor 10. This design is not only simple in structure but also easy to implement.

[0048] Furthermore, to improve the shifting accuracy of the gear shifting device, in this embodiment, a first detection unit for detecting the rotation angle of the first gear position hub 101 is provided on the first shift shaft 1. Here, by detecting the rotation angle of the first gear position hub 101 through the first detection unit, a basis can be provided for whether the first gear position hub 101 has rotated to the corresponding gear position, thereby providing a basis for disconnecting the power transmission between the drive unit and the first shift shaft 1. Further, in this embodiment, a second detection unit for detecting the rotation angle of the second gear position hub 201 is provided on the second shift shaft 2. Similarly, by detecting the rotation angle of the second gear position hub 201 through the second detection unit, it can also serve as a basis for whether the second gear position hub 201 has rotated to the corresponding gear, thereby improving the shifting accuracy.

[0049] In specific implementation, such as Figure 1As shown, the first detection unit is a first angle sensor 6, and the second detection unit is a second angle sensor 7. Here, the angle sensor is a mature product, easy to install, and offers high accuracy in angle detection. In a preferred embodiment, the first angle sensor 6 and the second angle sensor 7 can be electrically connected to a controller, which is also electrically connected to the motor 10. This controller can be the vehicle's ECU, the controller of the gear shifting device itself, or another controller integrated into the vehicle. The controller stores the target rotation angles of the first gear shift hub 101 and the second gear shift hub 201 required during different gear shifts. By receiving the detection signals from the first angle sensor 6 and the second angle sensor 7, the controller can compare the actual rotation angles of the first gear shift hub 101 and the second gear shift hub 201 with the target angles. When the rotation angle of the gear shift hub reaches the target angle, the controller can send a signal to the drive unit to shut down the drive unit.

[0050] In this embodiment, the shift pattern of the shifting device can have multiple shift lines. The following description uses one of the odd-numbered and even-numbered gears as an example. For ease of description, the first direction is defined as clockwise and the second direction is defined as counterclockwise.

[0051] In this embodiment, when the shifting device switches to an odd-numbered gear, such as Figure 4 As shown, when the motor 10 rotates clockwise, it drives the sun gear 11 to rotate. The sun gear 11 drives the planet carrier to rotate via the planet gears 12, and the transmission sleeve 9 on the planet carrier rotates. The inner and outer rings of the first one-way clutch 4 rotate synchronously, while the inner and outer rings of the second one-way clutch 3 rotate relative to each other and are in a disengaged state.

[0052] The transmission sleeve 9 drives the first shift shaft 1 to rotate via the first one-way clutch 4. At this time, the first gear hub 101 rotates under the rotational driving force transmitted from the motor 10, and the gear position of the first gear hub 101 is not limited. For example, the first angle sensor 6 detects the rotation angle of the first gear hub 101 during rotation. When the first gear hub 101 rotates to the angle corresponding to the predetermined gear, the first angle sensor 6 transmits the information to the controller, and the controller controls the motor 10 to stop rotating.

[0053] In this embodiment, when the shifting device switches to an even-numbered gear, such as Figure 5 As shown: When motor 10 rotates counterclockwise, it drives sun gear 11 to rotate. Sun gear 11 drives planet carrier to rotate via planet gear 12. Planet carrier drives transmission sleeve 9 to rotate. The inner and outer rings of the second one-way clutch 3 rotate synchronously, while the inner and outer rings of the first one-way clutch 4 rotate relative to each other and are in a disengaged state.

[0054] The transmission sleeve 9 and the second one-way clutch 3 drive the second shift shaft 2 to rotate. At this time, the second gear hub 201 rotates under the rotational driving force transmitted from the motor 10, and the gear of the second gear hub 201 is not limited. For example, the second angle sensor 7 detects the rotation angle of the second gear hub 201. When the second gear hub 201 rotates to the angle corresponding to the predetermined gear, the second angle sensor 7 can transmit the information to the controller, and the controller controls the motor 10 to stop rotating.

[0055] The following section explains the use of the shifting device in conjunction with some shifting conditions.

[0056] State 1: When the first gear shift hub 101 shifts from neutral to first gear. The power transmission path of the shifting device is as follows:

[0057] When motor 10 rotates clockwise, it drives sun gear 11 to rotate, which in turn drives planetary carrier to rotate, which in turn drives transmission sleeve 9 to rotate. Transmission sleeve 9 engages with first one-way clutch 4 and disengages from second one-way clutch 3. Transmission sleeve 9 drives first shift shaft 1 to rotate, causing first gear hub 101 to rotate under the rotational driving force transmitted from motor 10. First angle sensor 6 detects the rotation angle of first gear hub 101 and transmits the information to controller. When first gear hub 101 drives shift fork to move from neutral to first gear, controller stops motor 10, thus completing the gear shift. Simultaneously, there is no power transmission between transmission sleeve 9 and second gear hub 201, which is held in place by second damper 8.

[0058] State 2: When the first gear shift hub 101 is in first gear and the second gear shift hub 201 shifts from neutral to second gear, the power transmission path of the shifting device is as follows:

[0059] When motor 10 rotates counterclockwise, it drives sun gear 11 to rotate. Sun gear 11 drives planet carrier to rotate via planet gear 12, and planet carrier drives transmission sleeve 9 to rotate. Transmission sleeve 9 engages with second one-way clutch 3 and disengages from first one-way clutch 4. Transmission sleeve 9 drives second shift shaft 2 to rotate, causing second gear hub 201 to rotate under the rotational driving force from motor 10. Second angle sensor 7 detects the rotation angle of second gear hub 201 and transmits the information to controller. When second gear hub 201 drives shift fork to move to second gear, controller stops motor 10, thus completing the shift. Simultaneously, there is no power transmission between transmission sleeve 9 and first gear hub 101. First gear hub 101 is maintained in first gear position by first damper 5.

[0060] State 3: When the first gear shift hub 101 shifts from first gear to neutral, then to third gear, and the second gear shift hub 201 is in second gear, the power transmission path of the shifting device is as follows:

[0061] When motor 10 rotates clockwise, it drives sun gear 11 to rotate, which in turn drives planetary carrier to rotate, which in turn drives transmission sleeve 9 to rotate. Transmission sleeve 9 engages with first one-way clutch 4 and disengages from second one-way clutch 3. Transmission sleeve 9 drives first shift shaft 1 to rotate, causing first gear hub 101 to rotate under the rotational driving force transmitted from motor 10. First angle sensor 6 detects the rotation angle of first gear hub 101 and transmits the information to controller. When first angle sensor 6 detects that the rotation angle of first gear hub 101 is sufficient to drive shift fork from first gear, neutral, to third gear, controller stops motor 10, thus completing the gear shift. Simultaneously, there is no power transmission between transmission sleeve 9 and second gear hub 201, and second gear hub 201 remains stationary in second gear due to the action of second damper 8.

[0062] State 4: When the first gear shift hub 101 is in the third gear, and the second gear shift hub 201 shifts from the second gear to neutral and then to reverse, the power transmission path of the shifting device is as follows:

[0063] When motor 10 rotates counterclockwise, it drives sun gear 11 to rotate. Sun gear 11 drives planet carrier to rotate via planet gear 12, and planet carrier drives transmission sleeve 9 to rotate. Transmission sleeve 9 engages with second one-way clutch 3 and disengages from first one-way clutch 4. Transmission sleeve 9 drives second shift shaft 2 to rotate, causing second gear hub 201 to rotate under the rotational driving force from motor 10. Second angle sensor 7 detects the rotation angle of second gear hub 201 and transmits the information to controller. When the rotation of second gear hub 201 drives shift fork to shift from second gear, neutral, to reverse, controller stops motor 10, thus completing the gear shift. At the same time, there is no power transmission between transmission sleeve 9 and first gear hub 101, and first gear hub 101 remains stationary in third gear due to the action of first damper 5.

[0064] State 5: The first gear shift hub 101 shifts from first gear to neutral and then to third gear, while the second gear shift hub 201 is in neutral, second gear, or reverse. The power transmission path of the shifting device is as follows:

[0065] When motor 10 rotates clockwise, it drives sun gear 11 to rotate, which in turn drives planetary carrier to rotate, which in turn drives transmission sleeve 9 to rotate. Transmission sleeve 9 engages with first one-way clutch 4 and disengages from second one-way clutch 3. Transmission sleeve 9 drives first shift shaft 1 to rotate, causing first gear hub 101 to rotate under the rotational driving force transmitted from motor 10. First angle sensor 6 detects the rotation angle of first gear hub 101 and transmits the information to controller. When the rotation of first gear hub 101 drives shift fork to shift from first gear, neutral, to third gear, controller stops motor 10, thus completing the gear shift. Simultaneously, there is no power transmission between transmission sleeve 9 and second gear hub 201, and second gear hub 201 remains stationary in its original gear position due to the action of second damper 8.

[0066] State 6: When the first gear shift hub 101 is in neutral, first gear, or third gear, and the second gear shift hub 201 shifts from neutral to second neutral and then to reverse, the power transmission path of the shifting device is as follows:

[0067] When motor 10 rotates counterclockwise, it drives sun gear 11 to rotate. Sun gear 11 drives planet carrier to rotate via planet gear 12, and planet carrier drives transmission sleeve 9 to rotate. Transmission sleeve 9 engages with second one-way clutch 3 and disengages from first one-way clutch 4. Transmission sleeve 9 drives second shift shaft 2 to rotate, causing second gear hub 201 to rotate under the rotational driving force from motor 10. Second angle sensor 7 detects the rotation angle of second gear hub 201 and transmits the information to controller. When the rotation of second gear hub 201 drives shift fork from neutral, second neutral, to reverse, the controller stops motor 10. At the same time, there is no power transmission between transmission sleeve 9 and first gear hub 101, and first gear hub 101 remains stationary in its original gear position due to the action of first damper 5.

[0068] The shifting device described in this embodiment, through a first shifting section and a second shifting section arranged coaxially, as well as a first one-way transmission section and a second one-way transmission section, enables the first one-way transmission section to drive the first shifting section to perform a shifting action when the drive section outputs a rotational driving force along a first direction, and the second one-way transmission section to drive the second shifting section to perform a shifting action when the drive section outputs a rotational driving force along a second direction, with the second direction being opposite to the first direction. This allows one drive section to simultaneously drive two different shifting sections to perform shifting actions without interfering with each other. Compared to the shifting devices in the prior art that use two drive sections and two reducers, this reduces one drive section and one reducer, thereby helping to lower production costs. The shifting device in this embodiment is suitable for products such as passenger cars, trucks, or motorcycles that use dual-clutch transmissions, and has good practicality.

[0069] Furthermore, this embodiment also relates to a vehicle equipped with the aforementioned gear shifting device.

[0070] The vehicle described in this embodiment, by setting the above-mentioned shifting device, not only has a better shifting effect, but also reduces its size and space occupation, and helps to reduce production costs, thus having good practicality.

[0071] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A shift device characterized in that: a driving part, a first shift part and a second shift part coaxially arranged and located on the same side of the driving part are provided; the first shift part is connected with the driving part through a first one-way transmission part, when the driving part outputs a rotating driving force in a first direction, the first one-way transmission part drives the first shift part to perform a shift action; the second shift part is connected with the driving part through a second one-way transmission part, when the driving part outputs a rotating driving force in a second direction, the second one-way transmission part drives the second shift part to perform a shift action, and the second direction is opposite to the first direction; the first shift part comprises a first shift shaft (1) connected with the first one-way transmission part, and a first gear hub (101) with multiple gears is arranged on the first shift shaft (1); the shift device comprises a housing, and a first damping part arranged between the housing and the first shift shaft (1), the first damping part is used for preventing the first shift shaft (1) from rotating in the second direction; the second shift part comprises a second shift shaft (2) arranged in a sleeved manner with the first shift shaft (1), the second shift shaft (2) is connected with the second one-way transmission part, and a second gear hub (201) with multiple gears is arranged on the second shift shaft (2); a second damping part between the housing and the second shift shaft (2) is arranged, the second damping part is used for preventing the second shift shaft (2) from rotating in the first direction; a power output end of the driving part is provided with a planetary reducer, and a gear ring (13) of the planetary reducer is fixedly arranged; the first shift part and the second shift part are both connected with a planet carrier of the planetary reducer; a transmission sleeve (9) is arranged on the planet carrier, the first one-way transmission part is a first one-way clutch (4) arranged inside the transmission sleeve (9), an inner ring of the first one-way clutch (4) is sleeved on the first shift part, and an outer ring of the first one-way clutch (4) is connected with the transmission sleeve (9); the second one-way transmission part is a second one-way clutch (3) arranged inside the transmission sleeve (9), an inner ring of the second one-way clutch (3) is sleeved on the second shift part, and an outer ring of the second one-way clutch (3) is connected with the transmission sleeve (9).

2. The shift device according to claim 1, characterized in that: a first detection part for detecting a rotating angle of the first gear hub (101) is arranged on the first shift shaft (1).

3. The shift device according to claim 1, characterized in that: a second detection part for detecting a rotating angle of the second gear hub (201) is arranged on the second shift shaft (2).

4. The shift device according to claim 1, characterized in that: the first shift part is provided with a neutral gear and multiple odd gears, the second shift part is provided with a neutral gear and multiple even gears, and a reverse gear is arranged on the first shift part or the second shift part.

5. A vehicle characterized in that: ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The vehicle is provided with the shift device according to any one of claims 1 to 4.

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