A test device for a transmission and a shift control method

Abstract

The present invention discloses a test device for a transmission and a shift control method, the transmission comprising a coupling sleeve and at least two coupling gear rings; the circumferential outer surface of the coupling sleeve is formed with a plurality of first spline teeth arranged at annular intervals, and the tooth top side of the first spline teeth is formed with a first groove structure with an opening facing the coupling gear ring side; the circumferential inner surface of the coupling gear ring is formed with a plurality of second spline teeth arranged at annular intervals, and a tooth groove is formed between each two adjacent second spline teeth, and the first spline teeth can mesh with the tooth groove; the tooth top side of the second spline teeth is formed with a second groove structure with an opening facing the coupling sleeve side. By forming a groove structure on the tooth top side of the spline teeth, the coupling sleeve is effectively prevented from sliding into the tooth groove of the coupling gear ring due to passive collision, and only when the shift control method makes the spline teeth of the coupling sleeve face the tooth groove of the coupling gear ring, can the gear shift be smoothly performed, thereby effectively verifying the accuracy of the shift control method.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transmissions, and in particular to a test device for a transmission and a shift control method, and in particular to a test device for a synchronizer-free transmission and a shift control method in a new energy vehicle. Background Art

[0002] Transmission is a mechanism used to change the speed and torque of the engine and is an important part of the vehicle. Among them, the transmission without synchronizer has the advantages of simple structure, low cost, high system efficiency, small size and light weight. In recent years, it has been widely valued by the industry and has been increasingly used in pure electric vehicles and hybrid vehicles.

[0003] In this type of transmission, due to the lack of mechanical synchronization between the clutch and the clutch ring, it is easy for the spline teeth of the clutch and the tooth grooves of the clutch ring to not align. Therefore, it is usually necessary to use software to control the shift during the shift process. The effectiveness of the shift control method will directly affect the vehicle's shift performance and the user's driving experience.

[0004] In the current test device for the shift control method, the spline teeth on the coupling sleeve and the coupling gear ring in the transmission are usually convex structures, which makes it easy for the spline teeth of the coupling sleeve to slide into the tooth grooves of the coupling gear ring through passive collision to achieve the engagement of the two. That is, when the control accuracy of the software shift control method is low, the shift can still be achieved. Therefore, the above structure makes it impossible for the current test device to verify the actual effectiveness of the shift control method;

[0005] In addition, the gear design of the transmission used in the current test device is usually two gears, that is, only the shift control test between two gears can be realized. Therefore, the above gear design causes the current test device to be unable to support the verification of the actual effectiveness of the shift control method with a wider speed ratio range;

[0006] Furthermore, the load used in the current test device is usually a load with a fixed inertia, which results in the current test device being unable to verify the actual effectiveness of the shift control method under different working conditions. Summary of the invention

[0007] The present invention provides a test device for a transmission and a gear shift control method, which is used to solve the problem that the structures of an engagement sleeve and an engagement gear ring in the current transmission cannot meet the requirement of verifying the actual effectiveness of the gear shift control method.

[0008] In a first aspect, an embodiment of the present invention provides a transmission, comprising a clutch sleeve and at least two clutch ring gears, wherein:

[0009] The circumferential outer surface of the engagement sleeve is formed with a plurality of first spline teeth arranged at annular intervals, and the tooth top side of the first spline teeth is formed with a first groove structure opening toward the engagement gear ring side;

[0010] The circumferential inner surface of the coupling gear ring is formed with a plurality of second spline teeth arranged at an annular interval, a tooth groove is formed between each adjacent two of the second spline teeth, and the first spline teeth can engage with the tooth groove; the tooth top side of the second spline teeth is formed with a second groove structure opening toward the coupling sleeve side.

[0011] In the transmission provided by the embodiment of the present invention, a first groove structure is formed on the tooth top side of the first spline tooth of the coupling sleeve, and a second groove structure is formed on the tooth top side of the second spline tooth of the coupling ring gear, so that when the control accuracy of the gear shifting control method is low, that is, the first spline tooth on the coupling sleeve fails to align with the tooth groove on the coupling ring gear, during the engagement process, the first spline tooth on the coupling sleeve contacts with the second spline tooth on the coupling ring gear. Since groove structures are formed on both the first spline tooth and the second spline tooth, compared with the existing convex spline tooth design, the above-mentioned spline tooth structure forms a "bite force" when the two contact each other. Therefore, the coupling sleeve can be effectively prevented from sliding into the tooth groove of the coupling ring gear due to passive collision. Only when the control accuracy of the gear shifting control method is high, that is, the first spline tooth on the coupling sleeve is aligned with the tooth groove on the coupling ring gear, can gear shifting be smoothly achieved. Therefore, the transmission structure can achieve high-precision effective verification of the gear shifting control method.

[0012] In an optional embodiment, the first groove structure is the same as the second groove structure.

[0013] The above transmission is easy to implement by setting the first groove structure and the second groove structure to be the same, which can reduce the transmission cost and improve competitiveness.

[0014] In an optional embodiment, the first groove structure includes at least two planar structures, and the at least two planar structures are connected in sequence;

[0015] The at least two planar structures include a first plane and a second plane, a first angle is formed between the first plane and the second plane, and the first angle is 170° to 175°.

[0016] In the transmission, the first groove structure may be composed of a first plane and a second plane connected to each other, and the first plane and the second plane form an angle of 170° to 175°. By setting a suitable angle in the first groove structure, the contact strength between the first spline teeth and the second spline teeth can be effectively guaranteed while preventing the engagement sleeve from sliding into the tooth groove of the engagement gear ring due to passive collision, thereby achieving high-precision effective verification of the shift control method.

[0017] In an optional embodiment, the first groove structure includes at least two planar structures, and the at least two planar structures are connected in sequence;

[0018] The at least two planar structures include a first plane, at least one second plane and a third plane, the first plane is connected to one side tooth surface of the first spline tooth and forms a second angle therewith, and the second angle is 80°~85°; the third plane is connected to the other side tooth surface of the first spline tooth and forms a third angle therewith, and the third angle is 80°~85°.

[0019] In the above transmission, the first groove structure may be composed of a first plane, at least one second plane and a third plane connected in sequence, and the first plane forms an angle of 80° to 85° with the tooth surface of one side of the first spline tooth, and the third plane forms an angle of 80° to 85° with the tooth surface of the other side of the first spline tooth. Through the design of the first groove structure, while preventing the engagement sleeve from sliding into the tooth groove of the engagement gear ring due to passive collision, the contact strength between the first spline tooth and the second spline tooth can be effectively guaranteed, thereby realizing high-precision effective verification of the shift control method.

[0020] In an optional embodiment, the first groove structure includes at least one arc surface structure;

[0021] The at least one arc surface structure includes a first arc surface, and a fourth angle is formed between a tangent plane at an edge of the first arc surface and a tooth surface of the first spline tooth, and the fourth angle is 100° to 105°.

[0022] In the transmission, the first groove structure may be composed of a first arc surface, and an angle of 100° to 105° is formed between the edge tangent plane of the first arc surface and the tooth surface of the first spline tooth. Through the design of the first groove structure, while preventing the engagement sleeve from sliding into the tooth groove of the engagement gear ring due to passive collision, the contact strength between the first spline tooth and the second spline tooth can be effectively guaranteed, thereby achieving high-precision effective verification of the shift control method.

[0023] In an optional embodiment, the engagement sleeve includes a first engagement sleeve and a second engagement sleeve, the at least two engagement gear rings include a first engagement gear ring, a second engagement gear ring, a third engagement gear ring and a fourth engagement gear ring, and the transmission also includes a first spline hub and a second spline hub, wherein:

[0024] The first engagement sleeve is arranged close to the input end of the transmission, and the second engagement sleeve is arranged far from the input end of the transmission;

[0025] The first engagement ring gear is located on a side of the first engagement sleeve close to the input end of the transmission, and the second engagement ring gear is located on a side of the first engagement sleeve away from the input end of the transmission;

[0026] The first spline hub is splined to the first engagement sleeve, and the first engagement sleeve can slide axially along the first spline hub and mesh with the first engagement gear ring or the second engagement gear ring;

[0027] The third engagement ring gear is located on a side of the second engagement sleeve close to the input end of the transmission, and the fourth engagement ring gear is located on a side of the second engagement sleeve away from the input end of the transmission;

[0028] The second spline hub is spline-engaged with the second engagement sleeve. The second engagement sleeve can slide axially along the second spline hub and mesh with the third engagement gear ring or the fourth engagement gear ring.

[0029] The above-mentioned transmission realizes a multi-gear design of the transmission by arranging two clutch sleeves and four clutch gear rings corresponding to the two clutch sleeves in the transmission, thereby effectively verifying the accuracy of the gear shifting control method when shifting between any two gears from 1st gear to 4th gear, thereby expanding the adaptability of the gear shifting control method.

[0030] In an optional embodiment, the transmission further includes an input shaft, an output shaft, a first gear gear, a second gear gear, a third gear gear and a fourth gear gear, wherein:

[0031] The input shaft is provided with the first gear gear, the second gear gear, the third gear gear and the fourth gear gear in sequence, the first gear gear is connected to the first engagement ring gear, the second gear gear is connected to the second engagement ring gear, the third gear gear is connected to the third engagement ring gear, and the fourth gear gear is connected to the fourth engagement ring gear;

[0032] The output shaft is sequentially provided with the first spline hub and the second spline hub.

[0033] In an optional embodiment, the transmission further includes a shift control assembly, the shift control assembly includes a controller, a first shift motor and a second shift motor, wherein:

[0034] The controller is connected to the first shift motor and the second shift motor respectively, the first shift motor is also connected to the first engagement sleeve, and the second shift motor is also connected to the second engagement sleeve;

[0035] The controller is used to generate a shift control instruction when a preset shift condition is met, and send the shift control instruction to the first shift motor or the second shift motor;

[0036] The first shift motor is used to control the first engagement sleeve to slide axially along the first spline hub under the control of the shift control instruction;

[0037] The second shift motor is used to control the second engagement sleeve to slide axially along the second spline hub under the control of the shift control instruction.

[0038] For the above-mentioned transmission, the controller can generate a shift control instruction when it determines that the preset shift conditions are met, so as to control the operation of the corresponding shift motor, drive the corresponding clutch sleeve to engage with the corresponding clutch gear ring, and complete the shift. The shift control between any two gears from 1st gear to 4th gear can be achieved through a single controller. The control method is flexible and can verify the effectiveness of the shift control method for a wider speed ratio range.

[0039] In an optional embodiment, the preset shift condition is:

[0040] The difference between the rotation speed information of the target engagement ring gear and the rotation speed information of the target engagement sleeve is within a preset first threshold range, and the difference between the rotation angle information of the target engagement ring gear and the rotation angle information of the target engagement sleeve is within a preset second threshold range;

[0041] The target engagement ring gear and the target engagement sleeve are the engagement sleeve and the engagement ring gear corresponding to the gear to be switched in the transmission.

[0042] In a second aspect, an embodiment of the present invention provides a test device for a shift control method, comprising a drive motor assembly, a load assembly, and a transmission as described in any one of the embodiments of the first aspect above, wherein:

[0043] The driving motor assembly is connected to the input shaft of the transmission, and the load assembly is connected to the output shaft of the transmission.

[0044] In an optional embodiment, the drive motor assembly includes a drive motor, a drive motor controller and a first speed angle sensor, wherein:

[0045] The drive motor controller is connected to the drive motor and the shift control component in the transmission respectively, and the drive motor is connected to the input shaft of the transmission and the first speed angle sensor respectively;

[0046] The drive motor controller is used to control the operation of the drive motor according to the control signal output by the shift control component;

[0047] The drive motor is used to output torque to the input shaft of the transmission under the control of the drive motor controller;

[0048] The first speed and angle sensor is used to measure the angle information and speed information of the drive motor.

[0049] In an optional embodiment, the load assembly includes a second speed and angle sensor and a load, wherein:

[0050] The load is connected to the output shaft of the transmission and the second speed and angle sensor respectively, wherein the moment of inertia of the load is variable;

[0051] The second speed and angle sensor is used to measure the angle information and speed information of the load.

[0052] The above test device can simulate the shifting performance under different working conditions by setting the load in the load assembly as a load with a variable moment of inertia, so as to verify the actual effectiveness of the shifting control method under different working conditions.

[0053] For the technical effects that may be achieved by the test device of the gear shift control method disclosed in the second aspect, please refer to the technical effects that may be achieved by the first aspect or various possible solutions in the first aspect, which will not be repeated here.

[0054] Compared with the prior art, the present invention has the following advantages:

[0055] (1) Since a groove structure is formed on both the first spline tooth and the second spline tooth, compared with the existing convex spline tooth design, the above-mentioned spline tooth structure forms a "bite force" when the two contact each other. Therefore, it can effectively prevent the coupling sleeve from sliding into the tooth groove of the engagement gear ring due to passive collision. Only when the control accuracy of the gear shifting control method is high, that is, when the first spline tooth on the coupling sleeve is aligned with the tooth groove on the engagement gear ring, can the gear shifting be successfully achieved. Therefore, the transmission structure can realize the high-precision effective verification of the gear shifting control method.

[0056] (2) The number of the coupling sleeve and the coupling gear ring is not limited in the embodiment of the present invention. The coupling sleeve may be one or more coupling sleeves, and the coupling gear ring may be provided in a corresponding manner. That is, the gear design of the above-mentioned transmission may be multiple gears, such as four gears. Therefore, the transmission can realize the switching control between any two gears among the multiple gears, thereby verifying the actual effectiveness of the gear shifting control method with a wider speed ratio range.

[0057] (3) By configuring the above-mentioned transmission with a load with a variable moment of inertia, the actual effectiveness of the shift control method under different working conditions can be verified, and the implementation method is simple and effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0059] Figure 1 A schematic diagram of an application scenario of a transmission provided by an embodiment of the present invention;

[0060] Figure 2 A schematic diagram of the internal structure of a transmission provided by an embodiment of the present invention;

[0061] Figure 3 A schematic diagram of the structure of an engagement sleeve and an engagement gear ring in a transmission provided by an embodiment of the present invention;

[0062] Figure 4 A schematic structural diagram of a first groove structure and a second groove structure provided in an embodiment of the present invention;

[0063] Figure 5 A schematic structural diagram of another first groove structure and a second groove structure provided by an embodiment of the present invention;

[0064] Figure 6 A schematic structural diagram of another first groove structure and a second groove structure provided by an embodiment of the present invention;

[0065] Figure 7 A schematic structural diagram of another first groove structure and a second groove structure provided by an embodiment of the present invention;

[0066] Figure 8 A schematic diagram of the structure of a test device for a shift control method provided by an embodiment of the present invention;

[0067] Fig. 9A schematic diagram of a complete working process of a test device for a shift control method provided by an embodiment of the present invention;

[0068] Marks and corresponding parts names in the attached drawings:

[0069] 100-transmission; 1-engagement sleeve, 11-first spline tooth, 12-first groove structure, 1-A1-first engagement sleeve, 1-A2-second engagement sleeve; 2-engagement ring gear, 21-second spline tooth, 22-tooth groove, 23-second groove structure, 2-B1-first engagement ring gear, 2-B2-second engagement ring gear, 2-B3-third engagement ring gear, 2-B4-fourth engagement ring gear; 3-input shaft, 4-output shaft; 5-C1-first gear, 5-C2-second gear, 5-C3-third gear, 5-C4-fourth gear; 6-D1-first spline hub, 6-D2-second spline hub; 7-shift control assembly, 71-controller, 72-first shift motor, 73-second shift motor;

[0070] 200 - drive motor assembly; 210 - drive motor, 220 - drive motor controller, 230 - first speed angle sensor;

[0071] 300 - load component; 310 - second speed angle sensor, 320 - load; 400 - terminal; 500 - tester. DETAILED DESCRIPTION

[0072] In order to make the purpose, technical scheme and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0073] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0074] As mentioned above, in current vehicle transmissions, the shifting process of a transmission without a synchronizer requires the use of software to control the shifting. The effectiveness of the shifting control method will directly affect the vehicle's shifting performance and the user's driving experience.

[0075] In the current test device for the shift control method, the spline teeth on the coupling sleeve and the coupling gear ring in the transmission are usually convex structures, which makes it easy for the spline teeth of the coupling sleeve to slide into the tooth grooves of the coupling gear ring through passive collision to achieve the engagement of the two. That is, when the control accuracy of the software shift control method is low, the shift can still be achieved. Therefore, the above structure makes it impossible for the current test device to verify the actual effectiveness of the shift control method;

[0076] In addition, the gear design of the transmission used in the current test device is usually two gears, that is, only the shift control test between two gears can be realized. Therefore, the above gear design causes the current test device to be unable to support the verification of the actual effectiveness of the shift control method with a wider speed ratio range;

[0077] Furthermore, the load used in the current test device is usually a load with a fixed inertia, which results in the current test device being unable to verify the actual effectiveness of the shift control method under different working conditions.

[0078] Based on this, an embodiment of the present invention provides a test device for a transmission and a gear shift control method to achieve effective verification of high-precision control of the gear control method.

[0079] In order to better understand the technical solution provided by the embodiment of the present invention, the following briefly introduces the application scenarios to which the technical solution provided by the embodiment of the present invention is applicable. It should be noted that the application scenarios introduced below are only used to illustrate the embodiment of the present invention and are not limited. In specific implementation, the technical solution provided by the embodiment of the present invention can be flexibly applied according to actual needs.

[0080] Figure 1 FIG. 1 is a schematic diagram showing an application scenario of a transmission provided by an embodiment of the present invention. For example, the application scenario may be a scenario of transmission performance testing. Figure 1 As shown, the application scenario includes a transmission 100, a drive motor assembly 200, a load assembly 300, a terminal 400 and a tester 500, wherein the drive motor assembly 200 is connected to the input shaft of the transmission 100, the load assembly 300 is connected to the output shaft of the transmission 100, and the terminal 400 is connected to the controller in the transmission 100.

[0081] The tester 500 triggers a gear shift command through the terminal 400 and sends the gear shift command to the controller in the transmission 100; the controller in the transmission 100 implements gear switching by executing a specified gear shift control method, and obtains relevant information such as the speed angle of the drive motor assembly 200-transmission 100-load assembly 300 structure during the gear shift process through the terminal 400, and verifies the effectiveness of the gear shift control method based on the information obtained, thereby verifying the performance of the transmission 100.

[0082] After introducing the application scenarios of the embodiments of the present invention, the preferred implementation modes of the present invention are further described in detail below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention. In addition, the embodiments of the present invention and the features in the embodiments may be combined with each other if there is no conflict.

[0083] The transmission provided by the embodiment of the present invention is specifically introduced below in conjunction with the accompanying drawings:

[0084] Figure 2 FIG. 2 shows a schematic diagram of the structure of a transmission provided by an embodiment of the present invention. Figure 2 As shown, the transmission 100 includes a clutch sleeve 1 and at least two clutch ring gears 2 .

[0085] Figure 3 FIG. 1 is a schematic diagram showing the structure of a clutch sleeve and clutch ring in a transmission provided by an embodiment of the present invention. Figure 3 As shown, the circumferential outer surface of the coupling sleeve 1 is formed with a plurality of first spline teeth 11 arranged at an annular interval, and the tooth top side of the first spline teeth 11 is formed with a first groove structure 12 opening toward one side of the coupling gear ring 2; the circumferential inner surface of the coupling gear ring 2 is formed with a plurality of second spline teeth 21 arranged at an annular interval, and a tooth groove 22 is formed between each adjacent two second spline teeth 21, and the first spline teeth 11 can mesh with the tooth groove 22; the tooth top side of the second spline teeth 21 is formed with a second groove structure 23 opening toward one side of the coupling sleeve 1.

[0086] In a specific implementation, at least two engagement gear rings 2 are respectively located on both sides of the engagement sleeve 1, and the engagement sleeve 1 can be meshed with one of the engagement gear rings 2, such as Figure 3 As shown, the first spline teeth 11 rotate with the coupling sleeve 1 at an angular velocity ω. When the first spline teeth 11 are aligned with the tooth grooves 22 on the coupling ring gear 2, the coupling sleeve 1 can be smoothly coupled with the coupling ring gear 2 through the meshing of the first spline teeth 11 and the tooth grooves 22.

[0087] In the transmission provided by the embodiment of the present invention, a first groove structure is formed on the tooth top side of the first spline tooth of the coupling sleeve, and a second groove structure is formed on the tooth top side of the second spline tooth of the coupling ring gear, so that when the control accuracy of the gear shifting control method is low, that is, the first spline tooth on the coupling sleeve fails to align with the tooth groove on the coupling ring gear, during the engagement process, the first spline tooth on the coupling sleeve contacts with the second spline tooth on the coupling ring gear. Since groove structures are formed on both the first spline tooth and the second spline tooth, compared with the existing convex spline tooth design, the above-mentioned spline tooth structure forms a "bite force" when the two contact each other. Therefore, the coupling sleeve can be effectively prevented from sliding into the tooth groove of the coupling ring gear due to passive collision. Only when the control accuracy of the gear shifting control method is high, that is, the first spline tooth on the coupling sleeve is aligned with the tooth groove on the coupling ring gear, can gear shifting be smoothly achieved. Therefore, the transmission structure can achieve high-precision effective verification of the gear shifting control method.

[0088] The first groove structure 12 in the first spline tooth 12 on the coupling sleeve 1 is described in detail below:

[0089] Figure 4 This is one of the structural schematic diagrams of the first groove structure and the second groove structure provided in an embodiment of the present invention.

[0090] In some embodiments, Figure 4 As shown, the first groove structure 12 may include at least two planar structures, and the at least two planar structures are connected in sequence; the at least two planar structures include a first plane 1 P11 and a second plane 1 P12, and a first angle α1 is formed between the first plane 1 P11 and the second plane 1 P12, and the first angle α1 is 170°~175°.

[0091] In a specific implementation, the first groove structure 12 can be generated by a process of completely inverting the inner cone angle. In addition, since too small an inner cone angle will affect the contact strength between the two spline teeth, and too large an inner cone angle will increase the risk of the coupling sleeve entering the tooth groove of the coupling gear ring, the present invention sets the first angle α1 in the first groove structure to any angle value between 170° and 175°, which can not only prevent the coupling sleeve from sliding into the tooth groove of the coupling gear ring due to passive collision, but also effectively ensure the contact strength between the first spline tooth and the second spline tooth, thereby realizing high-precision and effective verification of the shift control method.

[0092] Figure 5 The second structural schematic diagram of the first groove structure and the second groove structure provided in the embodiment of the present invention.

[0093] In some embodiments, Figure 5As shown, the first groove structure 12 may include at least two planar structures, and the at least two planar structures are connected in sequence; the at least two planar structures include a first plane 2 P21, at least one second plane 2 P22 and a third plane 1 P23, the first plane 2 P21 is connected to the tooth surface 111 of one side of the first spline tooth 11 and forms a second angle α2 therewith, and the second angle α2 is 80°~85°; the third plane 1 P23 is connected to the tooth surface 112 of the other side of the first spline tooth 11 and forms a third angle α3 therewith, and the third angle α3 is 80°~85°.

[0094] In the specific implementation, Figure 5 As shown, the first groove structure 12 includes a first plane 2 P21, a second plane 2 P22 and a third plane 1 P23, and the first plane 2 P21, the second plane 2 P22 and the third plane 1 P23 are connected in sequence. The above-mentioned first groove structure 12 can be generated by a process of local inverted inner cone angle, wherein the generated second angle α2 and the third angle α3 can be the same or different, and the embodiment of the present invention does not impose any restrictions on this. For example, in the first groove structure 12, the second angle α2 is 82°, and the third angle α3 is also 82°; or, the second angle α2 is 82°, and the third angle α3 is 84°.

[0095] By setting the second angle α2 in the above-mentioned first groove structure to any angle value between 80° and 85°, and setting the third angle α3 to any angle value between 80° and 85°, such angle value setting can not only prevent the coupling sleeve from sliding into the tooth groove of the coupling gear ring due to passive collision, but also effectively ensure the contact strength between the first spline teeth and the second spline teeth, thereby realizing high-precision and effective verification of the gear shifting control method.

[0096] Figure 6 The third structural schematic diagram of the first groove structure and the second groove structure provided in the embodiment of the present invention.

[0097] In some embodiments, Figure 6 As shown, the first groove structure 12 may include at least one arc surface structure; the at least one arc surface structure includes a first arc surface 1 C11, and a fourth angle α4 is formed between a tangent plane at the edge of the first arc surface 1 C11 and a tooth surface 111 of the first spline tooth 11, and the fourth angle α4 is 100°~105°.

[0098] In a specific implementation, the first groove structure 12 can be generated by a process of partially inverted inner arc, and the generated first arc surface 1 C11 is an arc surface. By setting the fourth angle α4 in the first groove structure to any angle value between 100° and 105°, such an angle value setting can not only prevent the engagement sleeve from sliding into the tooth groove of the engagement gear ring due to passive collision, but also effectively ensure the contact strength between the first spline teeth and the second spline teeth, thereby realizing high-precision effective verification of the shift control method.

[0099] Combine the following Figure 4~Figure 6 , the second groove structure 23 in the second spline tooth 21 on the engagement gear ring 2 is described in detail:

[0100] In some embodiments, Figure 4 As shown, the second groove structure 23 may include at least two planar structures, and the at least two planar structures are connected in sequence; the at least two planar structures include a first plane 3 P31 and a second plane 3 P32, and a fifth angle α5 is formed between the first plane 3 P31 and the second plane 3 P32, and the fifth angle α5 is 170°~175°.

[0101] In some embodiments, Figure 5 As shown, the second groove structure 23 may include at least two planar structures, and the at least two planar structures are connected in sequence; the at least two planar structures include a first plane 4 P41, at least one second plane 4 P42 and a third plane 2 P43, the first plane 4 P41 is connected to one side tooth surface 211 of the second spline tooth and forms a sixth angle α6 therewith, and the sixth angle α6 is 80°~85°; the third plane 2 P43 is connected to the other side tooth surface 212 of the second spline tooth 21 and forms a seventh angle α7 therewith, and the seventh angle α7 is 80°~85°.

[0102] In a specific implementation, the sixth angle α6 and the seventh angle α7 can be the same or different, and the embodiment of the present invention does not impose any limitation on this. For example, in the second groove structure 23, the sixth angle α6 is 84°, and the seventh angle α7 is also 84°; or, the sixth angle α6 is 80°, and the seventh angle α7 is 84°.

[0103] In some embodiments, Figure 6 As shown, the second groove structure 23 may include at least one arc surface structure; the at least one arc surface structure includes a first arc surface 2C21, and an eighth angle α8 is formed between the tangent plane at the edge of the first arc surface 2C21 and the tooth surface 211 of the second spline tooth 21, and the eighth angle α8 is 100°~105°.

[0104] In some embodiments, reference Figure 4~Figure 6As shown, the first groove structure 12 can be the same as the second groove structure 23. By setting the first groove structure 12 and the second groove structure 23 to be the same, the transmission is easy to implement, which can reduce the transmission cost and improve competitiveness.

[0105] Figure 7 The fourth structural schematic diagram of the first groove structure and the second groove structure provided in the embodiment of the present invention.

[0106] In some embodiments, Figure 7 As shown, the first groove structure 12 and the second groove structure 23 may be different. In practical applications, the first groove structure 12 on the first spline tooth 11 may be any one of the above structures, and the second groove structure 23 on the second spline tooth 21 may also be any one of the above structures, and both may be flexibly selected according to actual business needs, that is, the first groove structure 12 on the first spline tooth 11 and the second groove structure 23 on the second spline tooth 21 may be the same or different, and the embodiment of the present invention does not impose any limitation on this.

[0107] Further, such as Figure 2 As shown, the engagement sleeve 1 may include a first engagement sleeve 1-A1 and a second engagement sleeve 1-A2, and the at least two engagement gear rings 2 may include a first engagement gear ring 2-B1, a second engagement gear ring 2-B2, a third engagement gear ring 2-B3 and a fourth engagement gear ring 2-B4, wherein:

[0108] The first engagement sleeve 1-A1 is arranged close to the input end of the transmission 100, and the second engagement sleeve 1-A2 is arranged away from the input end of the transmission 100; the first engagement gear ring 2-B1 is located on the side of the first engagement sleeve 1-A1 close to the input end of the transmission 100, and the second engagement gear ring 2-B2 is located on the side of the first engagement sleeve 1-A1 away from the input end of the transmission 100; the third engagement gear ring 2-B3 is located on the side of the second engagement sleeve close to the input end of the transmission 100, and the fourth engagement gear ring 2-B4 is located on the side of the second engagement sleeve away from the input end of the transmission 100.

[0109] By setting two clutch sleeves and four clutch rings corresponding to the two clutch sleeves in the transmission, a multi-gear design of the transmission is achieved, which can effectively verify the accuracy of the shifting control method when shifting between any two gears from 1st gear to 4th gear, thereby verifying the actual effectiveness of the shifting control method with a wider speed ratio range, and expanding the adaptability of the shifting control method.

[0110] In some embodiments, Figure 2As shown, the transmission 100 may also include a first spline hub 6-D1 and a second spline hub 6-D2, wherein the first spline hub 6-D1 is spline-engaged with the first coupling sleeve 1-A1, and the first coupling sleeve 1-A1 can slide axially along the first spline hub 6-D1 and mesh with the first coupling gear ring 2-B1 or the second coupling gear ring 2-B2; the second spline hub 6-D2 is spline-engaged with the second coupling sleeve 1-A2, and the second coupling sleeve 1-A2 can slide axially along the second spline hub 6-D2 and mesh with the third coupling gear ring 2-B3 or the fourth coupling gear ring 2-B4.

[0111] In some embodiments, Figure 2 As shown, the transmission 100 may further include an input shaft 3, an output shaft 4, a first gear gear 5-C1, a second gear gear 5-C2, a third gear gear 5-C3 and a fourth gear gear 5-C4, wherein:

[0112] like Figure 2 As shown, the input shaft 3 is sequentially provided with a first gear gear 5-C1, a second gear gear 5-C2, a third gear gear 5-C3 and a fourth gear gear 5-C4; the first gear gear 5-C1 is connected to the first engagement gear ring 2-B1, the second gear gear 5-C2 is connected to the second engagement gear ring 2-B2, the third gear gear 5-C3 is connected to the third engagement gear ring 2-B3, and the fourth gear gear 5-C4 is connected to the fourth engagement gear ring 2-B4; the output shaft 4 is sequentially provided with a first spline hub 6-D1 and a second spline hub 6-D2.

[0113] In some embodiments, Figure 2 As shown, the transmission 100 may further include a shift control assembly 7, which includes a controller 71, a first shift motor 72, and a second shift motor 73; the controller 71 is connected to the first shift motor 72 and the second shift motor 73 respectively, the first shift motor 72 is also connected to the first engagement sleeve 1-A1, and the second shift motor 73 is also connected to the second engagement sleeve 1-A2, wherein:

[0114] The controller 71 is used to generate a shift control instruction when a preset shift condition is met, and send the shift control instruction to the first shift motor 72 or the second shift motor 73 .

[0115] The first shift motor 72 is used to drive the first engagement sleeve 1-A1 to slide axially along the first spline hub 6-D1 under the control of the shift control command, so that the first engagement sleeve 1-A1 is engaged with the first engagement gear ring 2-B1 or the second engagement gear ring 2-B2.

[0116] The second shift motor 73 is used to drive the second engagement sleeve 1-A2 to slide axially along the second spline hub 6-D2 under the control of the shift control instruction, so that the second engagement sleeve 1-A2 engages with the third engagement gear ring 2-B3 or the fourth engagement gear ring 2-B4.

[0117] In practical applications, the controller 71 may be an automatic transmission control unit (English: Transmission Control Unit, abbreviated as: TCU).

[0118] Among them, the preset shifting conditions can be: the difference between the speed information of the target engagement ring gear and the speed information of the target engagement sleeve is within a preset first threshold range, and the difference between the rotational angle information of the target engagement ring gear and the rotational angle information of the target engagement sleeve is within a preset second threshold range; the target engagement ring gear and the target engagement sleeve are the engagement sleeve and the engagement ring gear corresponding to the gear to be shifted in the transmission.

[0119] For example, based on Figure 2 In the 4-speed transmission structure shown, assuming that the vehicle switches from 1st gear to 2nd gear, the engagement ring gear 2-B2 connected to the second gear gear 5-C2 corresponding to the 2nd gear is the target engagement ring gear, and the engagement sleeve 1-A1 corresponding to the engagement ring gear 2-B2 is the target engagement sleeve.

[0120] It should be noted that the first threshold range is used to characterize the limit value range of the speed difference. When the speed difference between the target engagement ring gear and the target engagement sleeve is within the first threshold range, it can be considered that the speeds of the target engagement ring gear and the target engagement sleeve are synchronized; the second threshold range is used to characterize the limit value range of the angle difference. When the angle difference between the target engagement ring gear and the target engagement sleeve is within the second threshold range, it can be considered that the angle of the target engagement ring gear and the target engagement sleeve is synchronized.

[0121] Therefore, when the speed difference between the target engagement ring gear and the target engagement sleeve is within the first threshold range, and the rotation angle difference between the target engagement ring gear and the target engagement sleeve is within the second threshold range, it is considered that the dual synchronization of speed and angle is achieved. At this time, the controller 71 will generate a shift control instruction and send the shift control instruction to the shift motor corresponding to the gear to be switched. Specifically, if the gear to be switched is 1st gear or 2nd gear, the controller 71 sends the shift control instruction to the first shift motor 72; if the gear to be switched is 3rd gear or 4th gear, the controller 71 sends the shift control instruction to the second shift motor 73.

[0122] The above-mentioned transmission controller can generate a shift control instruction when it determines that the preset shift conditions are met, so as to control the operation of the corresponding shift motor, drive the corresponding engagement sleeve to engage with the corresponding engagement gear ring, and complete the shift. Its control method is flexible, thereby realizing the verification of the effectiveness of the shift control method.

[0123] Based on the transmission provided in the above embodiment, the present invention also provides a test device for a shift control method, such as Figure 8 As shown, the test device includes a driving motor assembly 200 , a load assembly 300 and a transmission 100 , wherein the driving motor assembly 200 is connected to an input shaft 3 of the transmission 100 , and the load assembly 300 is connected to an output shaft 4 of the transmission 100 .

[0124] In some embodiments, Figure 8 As shown, the drive motor assembly 200 includes a drive motor 210, a drive motor controller 220 and a first speed angle sensor 230; the drive motor controller 220 is respectively connected to the drive motor 210 and the shift control assembly 7 in the transmission 100, and the drive motor 210 is respectively connected to the input shaft 3 of the transmission 100 and the first speed angle sensor 230; wherein:

[0125] The drive motor controller 220 is used to control the operation of the drive motor 210 according to the control signal output by the shift control component 7; the drive motor 210 is used to output torque to the input shaft 3 of the transmission 100 under the control of the drive motor controller 210; the first speed angle sensor 230 is used to measure the angle information and speed information of the drive motor 210.

[0126] In a specific implementation, the first speed and angle sensor 230 may be integrated inside the drive motor 210 , or may be disposed on the housing of the transmission 100 , and the embodiment of the present invention does not impose any limitation on this.

[0127] In practical applications, the first speed and angle sensor 230 may be a measuring device such as a Hall sensor, a rotary transformer or a magnetic encoder. Preferably, a Hall sensor with a measuring accuracy higher than 0.1° is used to ensure the accuracy of the measurement data and improve the effectiveness of the verification result.

[0128] In some embodiments, the controller 71 may also be used to determine the speed information of the target engagement ring gear according to the speed information of the drive motor 210 acquired in real time by the first speed and angle sensor 230 .

[0129] Specifically, the speed information of the target engagement ring gear can be expressed as:

[0130] ;

[0131] in, Used to characterize the speed information of the target engagement ring gear, Used to represent the speed information of the driving motor 210, It is used to characterize the gear ratio of the gear to be switched. For example, assuming that the transmission is a 4-speed transmission, then k=1, 2, 3, 4. The gear ratio is 1st gear. The gear ratio is 2nd gear. The gear ratio is 3 gears. The gear ratio is 4th gear.

[0132] In some embodiments, the controller 71 may also be used to determine the rotation angle information of the target engagement ring gear according to the rotation angle information of the drive motor 210 acquired in real time by the first speed and rotation angle sensor 230 .

[0133] Specifically, the rotation angle information of the target engagement ring gear can be expressed as:

[0134] ;

[0135] in, It is used to characterize the rotation angle information of the target engagement gear ring, and mod is used to characterize the remainder function. It is used to represent the rotation speed information of the target engagement gear ring, and N1 is used to represent the number of second spline teeth on the target engagement gear ring.

[0136] In some embodiments, Figure 8 As shown, the load assembly 300 includes a second speed angle sensor 310 and a load 320; the load 320 is connected to the output shaft 4 of the transmission 100 and the second speed angle sensor 310 respectively, and the rotational inertia of the load 320 is variable; the second speed angle sensor 310 is used to measure the angle information and speed information of the load 320.

[0137] In a specific implementation, the second speed angle sensor 310 can be set on the load 320, or on the housing of the transmission 100, and the embodiment of the present invention does not impose any restrictions on this. In practical applications, the load 320 can adopt a flywheel with a variable moment of inertia. Since the moment of inertia of the flywheel is variable, the shifting performance under different working conditions can be simulated to verify the actual effectiveness of the shifting control method under different working conditions.

[0138] In practical applications, the second speed and angle sensor 310 can adopt measuring devices such as Hall sensors, rotary transformers or magnetic encoders. Preferably, a Hall sensor with a measuring accuracy higher than 0.1° is adopted to ensure the accuracy of the measurement data and improve the effectiveness of the verification effect.

[0139] In some embodiments, the controller 71 may also be used to determine the speed information of the target clutch according to the speed information of the load 320 collected in real time by the second speed and angle sensor 310 .

[0140] Specifically, the speed information of the target clutch can be expressed as:

[0141] ;

[0142] in, Used to characterize the speed information of the target clutch, The speed information used to represent the load 320 .

[0143] In some embodiments, the controller 71 may also be used to determine the rotation angle information of the target clutch according to the rotation angle information of the load 320 collected in real time by the second speed and rotation angle sensor 310 .

[0144] Specifically, the rotation angle information of the target coupling sleeve can be expressed as:

[0145] ;

[0146] in, It is used to characterize the rotation angle information of the target joint sleeve, and mod is used to characterize the remainder function. It is used to represent the rotation speed information of the load 320, and N2 is used to represent the number of the first spline teeth on the target coupling sleeve.

[0147] Based on Figure 8 The structure diagram of the test device of the shift control method is shown in FIG. 1 . Taking the case of switching from 1st gear to 2nd gear as an example, the specific process of using the test device to test the effectiveness of the shift control method is described in detail. Fig. 9 As shown, the following steps are included:

[0148] Step S901, the controller 71 receives a shift instruction and sends an instruction signal to the drive motor controller 220;

[0149] In a specific implementation, the gear shift instruction can be triggered by a tester to instruct the transmission to switch gear 1 to gear 2 (i.e., the gear to be switched in the embodiment of the present invention). At this time, the current gear is gear 1, and its corresponding engagement sleeve is the first engagement sleeve 1-A1, and its corresponding engagement gear ring is the first engagement gear ring 2-B1; the gear to be switched is gear 2, and its corresponding engagement sleeve is the first engagement sleeve 1-A1, which is the target engagement sleeve, and its corresponding engagement gear ring is the second engagement gear ring 2-B2, which is the target engagement gear ring.

[0150] Step S902, the drive motor controller 220 responds to the instruction information and controls the drive motor 210 to reduce its output torque;

[0151] In a specific implementation, the drive motor controller 220 can control the drive motor 210 to reduce the torque to a torque ,in, Used to characterize the friction torque of the drive motor 210, , It is used to characterize the internal rotation damping coefficient of the drive motor 210 , and ω is used to characterize the rotation speed of the drive motor 210 .

[0152] Step S903, the controller 71 controls the first shift motor 72 to drive the first engagement sleeve 1-A1 to move axially on the first spline hub 6-D1, so as to separate the first engagement sleeve 1-A1 and the first engagement gear ring 2-B1, and complete the disengagement of the first gear;

[0153] In a specific implementation, if the current gear is the 3rd gear or the 4th gear, the controller 71 controls the second shift motor 73 to drive the second engagement sleeve 1-A2 to move axially on the second spline hub 6-D2 to realize the gear shifting operation.

[0154] Step S904, the controller 71 determines the speed information and the rotation angle information of the second engagement ring gear 2-B2 according to the speed information and the rotation angle information of the drive motor 210 acquired by the first speed and rotation angle sensor 230, and determines the speed information and the rotation angle information of the first engagement sleeve 1-A1 according to the rotation angle information and the speed information of the load 320 acquired by the second speed and rotation angle sensor 310;

[0155] Step S905, the controller 71 calculates the difference between the speed information of the second engagement gear ring 2-B2 and the speed information of the first engagement sleeve 1-A1 to obtain a target speed difference, and calculates the difference between the rotation angle information of the second engagement gear ring 2-B2 and the rotation angle information of the first engagement sleeve 1-A1 to obtain a target rotation angle difference;

[0156] In a specific implementation, the target speed difference can be determined according to the following formula:

[0157] ;

[0158] in, Used to characterize the target speed difference, The rotation speed information used to characterize the target engagement ring gear (ie, the second engagement ring gear 2 - B2 in this embodiment), It is used to characterize the rotation speed information of the target clutch (ie, the first clutch 1 - A1 in this embodiment).

[0159] The target angle difference can be determined according to the following formula:

[0160] ;

[0161] in, Used to characterize the target angle difference, The rotation angle information used to characterize the target engagement gear ring (ie, the second engagement gear ring 2 - B2 in this embodiment), Used to characterize the rotation angle information of the target clutch (ie, the first clutch 1 - A1 in this embodiment).

[0162] Step S906, the controller 71 determines whether the target speed difference is within the first threshold range, if so, executes step S912, otherwise, executes step S907;

[0163] In a specific implementation, the first threshold range can be expressed as: ,in, represents the upper limit value of the first threshold range, Indicates the lower limit of the first threshold range. The first threshold range is used to characterize the limit value range of the speed difference. When the speed difference between the second engagement gear ring 2-B2 and the first engagement sleeve 1-A1 is within the first threshold range, that is, ∈ When , the two speeds can be considered synchronized.

[0164] Step S907, the controller 71 determines whether the target speed difference is greater than the upper limit of the first threshold range, if so, executes step S908, otherwise, executes step S909;

[0165] Step S908, the controller 71 generates a first torque based on the target speed difference and an upper limit of the first threshold range;

[0166] In a specific implementation, when the target speed difference is greater than the upper limit of the first threshold range, that is, > When , the first torque can be determined according to the following formula:

[0167]

[0168] in: Characterization > The first torque generated when represents the moment of inertia of the input shaft 3 of the transmission 100, i represents the gear ratio of the 2nd gear, Characterize the information collection cycle, Characterizes the communication delay duration, Characterizes the target speed difference, Characterizes the upper limit value of the first threshold range, represents the maximum value of the torque allowed by the drive motor 210, Indicates the minimum value of the torque allowed by the drive motor 210.

[0169] Step S909, the controller 71 generates a first torque based on the target speed difference and a lower limit of the first threshold range;

[0170] In a specific implementation, when the target speed difference is less than the lower limit of the first threshold range, that is, < When , the first torque can be determined according to the following formula:

[0171]

[0172] in: Characterization < The first torque generated when represents the moment of inertia of the input shaft 3 of the transmission 100, i represents the gear ratio of the 2nd gear, Characterize the information collection cycle, Characterizes the communication delay duration, Characterizes the target speed difference, Characterizes the lower limit value of the first threshold range, Indicates the maximum value of the torque allowed by the drive motor 210.

[0173] Step S910, the controller 71 sends the generated first torque to the drive motor controller 220;

[0174] Step S911, the driving motor controller 220 controls the operation of the driving motor 210 according to the first torque to drive the speed change of the second engagement gear ring 2-B2 until the target speed difference between the second engagement gear ring 2-B2 and the first engagement sleeve 1-A1 is within the first threshold range;

[0175] Step S912, the controller 71 determines whether the target angle difference is within a second threshold range, if so, executes step S918, otherwise, executes step S913;

[0176] In a specific implementation, the second threshold range can be expressed as: ,in, represents the upper limit value of the second threshold range, Indicates the lower limit of the second threshold range. The second threshold range is used to characterize the limit value range of the angle difference. When the angle difference between the second engagement gear ring 2-B2 and the first engagement sleeve 1-A1 is within the second threshold range, that is, ∈ When , the two can be considered to be rotating synchronously.

[0177] The second threshold range can be determined according to the arc of the tooth side clearance between the target engagement ring gear and the target engagement sleeve. Specifically, the second threshold range can be determined according to the following formula:

[0178] = (-α / 2, α / 2);

[0179] Wherein, α is used to characterize the radian of the tooth side clearance between the target engagement ring gear (ie, the second engagement ring gear 2 - B2 in this embodiment) and the target engagement sleeve (ie, the first engagement sleeve 1 - A1 in this embodiment).

[0180] Step S913, the controller 71 determines whether the target angle difference is greater than the upper limit of the second threshold range, if so, executes step S914, otherwise, executes step S915;

[0181] Step S914, the controller 71 generates a second torque based on the target rotation angle difference and the upper limit of the second threshold range;

[0182] In a specific implementation, when the target angle difference is greater than the upper limit of the second threshold range, that is, > ( >α / 2), the second torque can be determined according to the following formula:

[0183]

[0184] in: Characterization > The second torque generated when represents the moment of inertia of the input shaft 3 of the transmission 100, i represents the gear ratio of the 2nd gear, Characterize the information collection cycle, Characterizes the communication delay duration, Characterizes the target angle difference, Characterizes the upper limit value of the second threshold range, represents the maximum value of the torque allowed by the drive motor 210, Indicates the minimum value of the torque allowed by the drive motor 210.

[0185] Step S915, the controller 71 generates a second torque based on the target rotation angle difference and the lower limit of the second threshold range;

[0186] In a specific implementation, when the target angle difference is less than the lower limit of the second threshold range, that is, < ( <-α / 2), the second torque can be determined according to the following formula:

[0187]

[0188] in: Characterization < The second torque generated when represents the moment of inertia of the input shaft 3 of the transmission 100, i represents the gear ratio of the 2nd gear, Characterize the information collection cycle, Characterizes the communication delay duration, Characterizes the target angle difference, Characterizes the lower limit value of the second threshold range, Indicates the maximum value of the torque allowed by the drive motor 210.

[0189] Step S916, the controller 71 sends the generated second torque to the drive motor controller 220;

[0190] Step S917, the driving motor controller 220 controls the operation of the driving motor 210 according to the second torque to drive the rotation angle change of the second engagement gear ring 2-B2 until the target rotation angle difference between the second engagement gear ring 2-B2 and the first engagement sleeve 1-A1 is within the second threshold range;

[0191] Step S918, the controller 71 generates a shift control instruction, and sends the shift control instruction to the first shift motor 72;

[0192] In a specific implementation, when the controller 71 recognizes that the second engagement gear ring 2 - B2 and the first engagement sleeve 1 - A1 achieve dual synchronization of rotation speed and rotation angle, a shift control instruction is generated.

[0193] Step S919, the first shift motor 72 responds to the shift control command to drive the first engagement sleeve 1-A1 to move toward the second engagement ring gear 2-B2 until the first engagement sleeve 1-A1 is engaged with the second engagement ring gear 2-B2;

[0194] Step S920, gear shifting is completed.

[0195] Through the above process, the actual effectiveness of the shift control method can be verified. Since the tooth top sides of the spline teeth of the coupling sleeve and the coupling gear ring are both formed with groove structures in the transmission 100 of the test device, when the shift control method cannot align the first spline teeth on the coupling sleeve with the tooth grooves on the coupling gear ring, during the shift engagement process, the first spline teeth on the coupling sleeve will come into contact with the second spline teeth on the coupling gear ring, and the groove structure thereon makes the two spline teeth bite like a "hook", thereby intensifying the impact of the shift; only when the shift control method makes the first spline teeth on the coupling sleeve face the tooth grooves on the coupling gear ring can the gear be shifted smoothly, therefore, the test device can effectively verify the accuracy of the shift control method, so that the vehicle that applies the effective shift control method has better performance.

[0196] In addition, the transmission 100 in the above-mentioned test device is a 4-speed transmission. Therefore, the gear switching control between any two gears can be realized through a controller 72, so that the effectiveness of the gear shifting control method within a wider speed ratio range can be verified.

[0197] Furthermore, the load in the test device adopts a load 320 with a variable moment of inertia, which can simulate the shifting performance under different working conditions, thereby verifying the effectiveness of the shifting control method under different working conditions. Therefore, the test device has a wide range of applications, excellent test results, and strong practicality.

[0198] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0199] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A transmission, characterized in that: It includes an engagement sleeve and at least two engagement gear rings, wherein: The circumferential outer surface of the engagement sleeve is formed with a plurality of first spline teeth arranged at annular intervals, and the tooth top side of the first spline teeth is formed with a first groove structure opening toward the engagement gear ring side; The circumferential inner surface of the engagement gear ring is formed with a plurality of second spline teeth arranged at an annular interval, a tooth groove is formed between each two adjacent second spline teeth, and the first spline teeth can mesh with the tooth groove; the tooth top side of the second spline teeth is formed with a second groove structure with an opening toward the engagement sleeve side; Wherein, when the first groove structure and the second groove structure are in contact with each other, a bite force is formed between the first spline teeth and the second spline teeth.

2. The transmission according to claim 1, characterized in that The first groove structure is the same as the second groove structure.

3. The transmission according to claim 1 or 2, characterized in that: The first groove structure includes at least two planar structures, and the at least two planar structures are connected in sequence; The at least two planar structures include a first plane and a second plane, a first angle is formed between the first plane and the second plane, and the first angle is 170° to 175°.

4. The transmission according to claim 1 or 2, characterized in that: The first groove structure includes at least two planar structures, and the at least two planar structures are connected in sequence; The at least two planar structures include a first plane, at least one second plane and a third plane, the first plane is connected to one side tooth surface of the first spline tooth and forms a second angle therewith, and the second angle is 80°~85°; the third plane is connected to the other side tooth surface of the first spline tooth and forms a third angle therewith, and the third angle is 80°~85°.

5. The transmission according to claim 1 or 2, characterized in that: The first groove structure includes at least one arc surface structure; The at least one arc surface structure includes a first arc surface, and a fourth angle is formed between a tangent plane at an edge of the first arc surface and a tooth surface of the first spline tooth, and the fourth angle is 100° to 105°.

6. The transmission according to claim 1, characterized in that The engagement sleeve includes a first engagement sleeve and a second engagement sleeve, the at least two engagement ring gears include a first engagement ring gear, a second engagement ring gear, a third engagement ring gear and a fourth engagement ring gear, and the transmission also includes a first spline hub and a second spline hub, wherein: The first engagement sleeve is arranged close to the input end of the transmission, and the second engagement sleeve is arranged far from the input end of the transmission; The first engagement ring gear is located on a side of the first engagement sleeve close to the input end of the transmission, and the second engagement ring gear is located on a side of the first engagement sleeve away from the input end of the transmission; The first spline hub is splined to the first engagement sleeve, and the first engagement sleeve can slide axially along the first spline hub and mesh with the first engagement gear ring or the second engagement gear ring; The third engagement ring gear is located on a side of the second engagement sleeve close to the input end of the transmission, and the fourth engagement ring gear is located on a side of the second engagement sleeve away from the input end of the transmission; The second spline hub is spline-engaged with the second engagement sleeve, and the second engagement sleeve can slide axially along the second spline hub and mesh with the third engagement gear ring or the fourth engagement gear ring.

7. The transmission according to claim 6, characterized in that It also includes an input shaft, an output shaft, a first gear gear, a second gear gear, a third gear gear and a fourth gear gear, wherein: The input shaft is provided with the first gear gear, the second gear gear, the third gear gear and the fourth gear gear in sequence, the first gear gear is connected to the first engagement ring gear, the second gear gear is connected to the second engagement ring gear, the third gear gear is connected to the third engagement ring gear, and the fourth gear gear is connected to the fourth engagement ring gear; The output shaft is sequentially provided with the first spline hub and the second spline hub.

8. The transmission according to claim 6, characterized in that Also included is a shift control assembly, the shift control assembly including a controller, a first shift motor and a second shift motor, wherein: The controller is connected to the first shift motor and the second shift motor respectively, the first shift motor is also connected to the first engagement sleeve, and the second shift motor is also connected to the second engagement sleeve; The controller is used to generate a shift control instruction when a preset shift condition is met, and send the shift control instruction to the first shift motor or the second shift motor; The first shift motor is used to control the first engagement sleeve to slide axially along the first spline hub under the control of the shift control instruction; The second shift motor is used to control the second engagement sleeve to slide axially along the second spline hub under the control of the shift control instruction.

9. The transmission according to any one of claims 6 to 8, characterized in that: The preset shift conditions are: The difference between the rotation speed information of the target engagement ring gear and the rotation speed information of the target engagement sleeve is within a preset first threshold range, and the difference between the rotation angle information of the target engagement ring gear and the rotation angle information of the target engagement sleeve is within a preset second threshold range; The target engagement ring gear and the target engagement sleeve are the engagement sleeve and the engagement ring gear corresponding to the gear to be switched in the transmission.

10. A test device for a gear shift control method, characterized in that: The invention comprises a driving motor assembly, a load assembly and a transmission as claimed in any one of claims 1 to 9, wherein: The driving motor assembly is connected to the input shaft of the transmission, and the load assembly is connected to the output shaft of the transmission.

11. The device according to claim 10, characterized in that The drive motor assembly includes a drive motor, a drive motor controller and a first speed angle sensor, wherein: The drive motor controller is connected to the drive motor and the shift control component in the transmission respectively, and the drive motor is connected to the input shaft of the transmission and the first speed angle sensor respectively; The drive motor controller is used to control the operation of the drive motor according to the control signal output by the shift control component; The drive motor is used to output torque to the input shaft of the transmission under the control of the drive motor controller; The first speed and angle sensor is used to measure the angle information and speed information of the drive motor.

12. The device according to claim 10, characterized in that The load assembly includes a second speed and angle sensor and a load, wherein: The load is connected to the output shaft of the transmission and the second speed and angle sensor respectively, wherein the moment of inertia of the load is variable; The second speed and angle sensor is used to measure the angle information and speed information of the load.

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