Transmission assembly and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a transmission assembly and a vehicle. The transmission assembly comprises a power input gear, at least two gear main gears, a transmission shaft and a gear shifting mechanism. The transmission shaft is provided with gear auxiliary gears corresponding to the gear main gears, and the gear auxiliary gears are in meshing transmission with the corresponding gear main gears; the gear shifting mechanism comprises a switchable neutral gear and a first parking gear, when the gear shifting mechanism is in the first parking gear, a gear shifting sliding sleeve in the gear shifting mechanism is matched with the power input gear and the at least two gear main gears in a meshed mode, and the transmission ratios of the at least two gear main gears meshed with the gear shifting sliding sleeve in the first parking gear and the corresponding gear auxiliary gears are different. The parking function is achieved under the condition that no parking mechanism is additionally arranged. The brake is applied to a vehicle, meets large-torque braking, is stable and reliable, is simple in structure, and achieves light-weight design.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and specifically relates to a transmission assembly and a vehicle. Background Art

[0002] The electrification of new energy commercial vehicles has become a trend. At present, the single-speed (single speed ratio) gearbox uses a motor directly connected to a reducer to output power in the form of parallel shafts or coaxial shafts. The selected motor has low speed, low torque, small vehicle layout space, and small and fixed optional speed ratio, which makes the load capacity limited. It is commonly used in light-load new energy commercial vehicles such as light trucks and highway logistics vehicles. For heavy-load new energy commercial vehicles, due to the larger speed range, higher load, high torque starting, climbing, and high-speed driving required, the single-speed gearbox electric drive axle is difficult to meet such harsh working conditions, so two-speed and multi-speed gearboxes came into being. Among them, the two-speed gearbox is widely used because of its large speed ratio range and can be adapted to high-speed and low-torque motors.

[0003] In the prior art, new energy commercial vehicles often use wheel caliper friction to achieve driving brakes, and use air brakes or hydraulic mechanisms to park. This parking method relies on the air supply system and hydraulic system of the entire vehicle. After parking and shutting down, the two systems stop running. Over time, the parking performance gradually decreases and the stability decreases. In the field of passenger cars, ratchet and pawl mechanisms are often used to achieve this function. Because the torque required for passenger car braking is small, a very small parking mechanism such as a ratchet pawl can be completed in a limited space. In the field of new energy commercial vehicles, the required braking torque is very large. If a ratchet pawl mechanism is used, the ratchet pawl must be made very large and thick to provide sufficient strength and stiffness for parking lock. Adding such a large parking mechanism will undoubtedly increase the overall size of the gearbox, increase the number of parts and cost, and is not conducive to the lightweighting of the electric drive gearbox. In this way, the existing parking device has poor integration, complex structure, large volume and weight, and high cost. Summary of the invention

[0004] The purpose of the present application is to provide a transmission assembly and a vehicle, which are used to solve the problems of poor integration, complex structure, large size and weight, and high cost of existing parking devices.

[0005] In order to achieve the above-mentioned object, the present application provides a transmission assembly in a first aspect, comprising:

[0006] Power input gear;

[0007] At least two gear main gears;

[0008] A transmission shaft, each of the gear main gears is provided with a gear sub-gear, and the gear sub-gear is meshed with the corresponding gear main gear for transmission; and

[0009] A shift mechanism, including a switchable neutral gear position and a first parking gear position;

[0010] Wherein, in the first parking gear, the shift sleeve in the shift mechanism is respectively meshed with the power input gear and at least two of the gear main gears, and the transmission ratios between the at least two gear main gears meshed with the shift sleeve and the corresponding gear sub-gears are different.

[0011] As a further improvement of the above technical solution:

[0012] In some embodiments, the shift sleeve further includes a switchable second parking gear. In the second parking gear, the shift sleeve is respectively meshed with at least two of the gear main gears, and the power input gear can idle.

[0013] Wherein, in the second parking gear, the transmission ratios between at least two of the gear main gears meshed with the shift sleeve and the corresponding gear sub-gears are different.

[0014] In some embodiments, the at least two gear main gears include a first gear main gear and a second gear main gear that are coaxially arranged;

[0015] The first gear main gear is provided with a first shift tooth for meshing with the shift sleeve;

[0016] The second gear main gear is provided with a second shift tooth for meshing with the shift sleeve;

[0017] Wherein, the tooth surfaces of the first shift tooth, the power input gear and the second shift tooth are located on the same cutting plane.

[0018] In some embodiments, the first shift tooth, the power input gear, the second shift tooth and the shift sleeve are all spline-engaged.

[0019] In some embodiments, the first shift tooth and the second shift tooth are respectively arranged on both sides of the power input gear;

[0020] The shift sleeve is provided with a first meshing portion and a second meshing portion having a toothed structure along its sliding direction, and the first meshing portion and the second meshing portion are arranged at intervals;

[0021] The first meshing portion is close to the first gear main gear and is used to mesh with the first shift tooth; the second meshing portion is used to mesh with the second shift tooth and / or the power input gear.

[0022] In some embodiments, the first gear main gear is further provided with a third shift tooth, and the third shift tooth is located on a side of the first shift tooth close to the second shift tooth;

[0023] The shift mechanism also includes a switchable first power gear and a switchable second power gear;

[0024] In the first power gear position, the first meshing portion is disengaged, and the second meshing portion is meshed with the third shift tooth and the power input gear respectively;

[0025] In the second power gear, the first meshing portion is disengaged, and the second meshing portion is meshed and cooperated with the second gear main gear and the power input gear respectively.

[0026] In some embodiments, the shift sleeve includes:

[0027] a sliding sleeve body, wherein a fixing sleeve is disposed at one end of the sliding sleeve body, the second meshing portion is disposed inside the fixing sleeve, and a third meshing portion with a toothed structure is further disposed on the inner cavity peripheral wall of the sliding sleeve body; and

[0028] A rotating sleeve is inserted into the other end of the sleeve body and rotatably cooperates with the sleeve body. The first engaging portion is provided in the rotating sleeve, wherein the rotating sleeve is provided with a fourth engaging portion engaged with the third engaging portion at one end of the inner cavity, and a circumferential engaging gap is provided between the fourth engaging portion and the third engaging portion.

[0029] In some embodiments, the shift mechanism further comprises:

[0030] A shift fork shaft, wherein a shift fork rod is provided on the shift fork shaft, and an end of the shift fork rod away from the shift fork shaft is clamped in a sleeve groove of the shift sleeve;

[0031] The shift driving member is drivingly connected to the shift fork shaft and is used to drive the shift fork shaft to move back and forth along the sliding direction of the shift sleeve.

[0032] In some embodiments, the shift fork shaft is provided with a plurality of positioning grooves corresponding to different gear positions along the axial direction;

[0033] The shift mechanism also includes a positioning assembly, which includes a reset member and a positioning ball. The reset member is arranged on the housing of the transmission assembly and extends toward the positioning groove of the fork shaft. The positioning ball is arranged at one end of the reset member close to the fork shaft. The reset member drives the positioning ball to maintain abutment with the fork shaft so that the positioning ball can be stuck in the corresponding positioning groove.

[0034] In order to achieve the above-mentioned objective, a second aspect of the present application provides a vehicle, comprising a power input device and a transmission assembly provided according to the above-mentioned first aspect.

[0035] Compared with the prior art, the present application provides a transmission assembly and a vehicle, wherein, when the transmission assembly is parked, the shift mechanism switches to the first parking gear, and the shift sleeve meshes with the power input gear and at least two gear main gears. As a result, the power input gear transmits torque to the at least two gear main gears meshed with the shift sleeve at the same time through the shift sleeve. Since the transmission ratios of the at least two gear main gears meshed with the shift sleeve and the corresponding gear sub-gears are different, in the first parking gear, the at least two gear main gears meshed with the shift sleeve transmit two speeds to the transmission shaft at the same time, thereby causing the transmission shaft to be unable to rotate, so as to achieve mechanical self-locking, thereby achieving the function of parking without adding any parking mechanism; at the same time, since the shift sleeve also meshes with the power input gear in the first parking gear, the power output gear can be mechanically locked synchronously. Applied in vehicles, it can meet the parking brake requirements of large torque. The mechanical self-locking makes the parking stability higher, safer and more reliable. It only needs to use the gear structure in the transmission assembly, has good integration, does not need to add any external braking device, has a simple structure and low cost, and is conducive to lightweight design.

[0036] Other features and advantages of the embodiments of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without creative work. In the drawings:

[0038] Figure 1 A schematic diagram of the structure of a transmission assembly provided in an embodiment of the present application;

[0039] Figure 2 for Figure 1 A schematic diagram of the structure of the shift mechanism in the transmission assembly shown;

[0040] Figure 3 A schematic diagram of a state when a shift mechanism in a transmission assembly provided in an embodiment of the present application is in a neutral position;

[0041] Figure 4 A schematic diagram of a state of a shift mechanism in a transmission assembly provided in an embodiment of the present application when the shift mechanism is in a first power gear position;

[0042] Figure 5 A schematic diagram of a state of a shift mechanism in a transmission assembly provided in an embodiment of the present application when the shift mechanism is in a second power gear position;

[0043] Figure 6 A schematic diagram of a state when the shift mechanism in the transmission assembly provided in an embodiment of the present application is in the first parking gear position;

[0044] Figure 7 A schematic diagram of a state when the shift mechanism in the transmission assembly provided in an embodiment of the present application is in the second parking gear position;

[0045] Figure 8 An exploded schematic diagram of a shift sleeve, a first gear main gear, a second gear main gear and a power input gear provided in an embodiment of the present application;

[0046] Fig. 9 A schematic diagram of the meshing of teeth of a shift sleeve and a first shift tooth provided in an embodiment of the present application.

[0047] Description of Reference Numerals

[0048] 10. Power input device;

[0049] 100. Power input gear;

[0050] 200, transmission shaft;

[0051] 300, gear position pinion; 310, first gear position pinion; 320, second gear position pinion;

[0052] 400, shift mechanism; 410, shift sleeve; 411, sleeve body; 411a, third meshing portion; 411b, sleeve groove; 412, rotating sleeve; 412a, first meshing portion; 412b, fourth meshing portion; 413, fixed sleeve; 413a, second meshing portion; 414, buffer; 420, shift fork shaft; 421, positioning groove; 430, shift fork rod; 440, shift driving member; 450, positioning assembly; 451, reset member; 452, positioning ball;

[0053] 500, gear main gear; 510, first gear main gear; 511, first shift gear; 512, third shift gear; 520, second gear main gear; 521, second shift gear;

[0054] 600, speed reduction mechanism;

[0055] 700, power input shaft;

[0056] 800, differential; 810, differential input gear;

[0057] 900. Speed ​​sensor. DETAILED DESCRIPTION

[0058] The specific implementation of the present application is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present application, and is not used to limit the present application.

[0059] The present application will be described in detail below with reference to the accompanying drawings and in conjunction with exemplary embodiments.

[0060] Embodiment 1

[0061] See also Figure 1 and Figure 2 This embodiment provides a transmission assembly that can be used in a vehicle. On the one hand, it can realize the speed shifting function, and on the other hand, it can realize the parking function of the vehicle.

[0062] The transmission assembly provided in this embodiment includes a power input gear 100, a transmission shaft 200, a gear sub-gear 300, a shift mechanism 400 and at least two gear main gears 500. The power input gear 100 is used to connect to an external power input device 10. The transmission shaft 200 is provided with a gear sub-gear 300 corresponding to each gear main gear 500, and the gear sub-gear 300 is used to mesh with the corresponding gear main gear 500 for transmission.

[0063] Furthermore, the gear sub-gear 300 and the transmission shaft 200 are anti-rotationally matched, and the anti-rotationally matched means that there is no relative rotation between the transmission shaft 200 and the gear sub-gear 300. Among them, the anti-rotationally matched includes key matching, bolt connection matching or welding connection. Of course, in some embodiments, the gear sub-gear 300 and the transmission shaft 200 are integrally processed and formed, for example, the integral structure is realized by casting or cutting processing.

[0064] Please also read Figure 3 and Figure 6 , the shift mechanism 400 includes a switchable neutral position and a first parking position. In the neutral position, the shift sleeve 410 of the shift mechanism 400 meshes with the power input gear 100, and the shift sleeve 410 does not mesh with other gears at this time, so that the power input gear 100 can only idle and does not output power to any gear main gear 500. In the first parking position, the shift sleeve 410 meshes with the power input gear 100 and at least two gear main gears 500. In the first parking position, the transmission ratios of at least two gear main gears 500 meshed with the shift sleeve 410 and the corresponding gear sub-gears 300 are different. For example, the transmission ratios of the two gear main gears 500 and the corresponding gear sub-gears 300 are i1 and i2 respectively, i1≠i2, that is, i1>i2 or i1<i2.

[0065] It is understandable that, since at least two gear main gears 500 meshing with the shift sleeve 410 in the first parking gear have different transmission ratios with the corresponding gear sub-gears 300, the speeds transmitted to the transmission shaft 200 through different gear main gears 500 are also different. However, it should be noted that in a transmission mechanism, two or more different speed ratios cannot be operated at the same time. On the contrary, if the transmission device has two speed ratios at the same time, the transmission mechanism itself is self-locked due to the conflict of meshing, and then the parking function is realized without adding any parking mechanism.

[0066] Please also read Figure 7 In some embodiments, the shift sleeve 410 also includes a switchable second parking gear. In the second parking gear, the shift sleeve 410 is respectively engaged with at least two gear main gears 500. At this time, the power input gear 100 can be idle, and the vehicle can also achieve power output under absolute safety when parking. In the second parking gear, the transmission ratios between the at least two gear main gears 500 engaged by the shift sleeve 410 and the corresponding gear sub-gears 300 are different. The parking principle of the second parking gear is the same as that of the first parking gear, and will not be repeated here.

[0067] It can be understood that in the first parking gear, since the shift sleeve 410 is respectively engaged with the power input gear 100 and at least two gear main gears 500, the power input gear 100 will be locked synchronously, so that the power input device 10 (motor or engine) that inputs power to the power input gear 100 cannot continue to drive the power input gear 100 to rotate, and the power is locked. In the second parking gear, since the shift sleeve 410 only engages with at least two gear main gears 500, the parking function is normal, and since the power input gear 100 is not locked and can rotate freely, the motor or engine that inputs power to the power input gear 100 can output power normally, so that other equipment can be driven to work (output power to the outside) in a safe parking situation, such as a fan or an oil pump.

[0068] This embodiment also provides a vehicle, which includes a power input device 10 and the transmission assembly provided above.

[0069] Optionally, the power input device 10 may be a motor, an engine, or a combined power device of a motor and an engine. The vehicle may be an engineering vehicle or a new energy commercial vehicle.

[0070] Furthermore, this embodiment also provides a vehicle control method, which is applied to the vehicle provided above. The vehicle control method includes parking control.

[0071] When executing parking control, first stop the power input device 10 from inputting power, and switch the shift mechanism 400 to the first parking gear, so that the shift sleeve 410 is meshed with the power input gear 100 and at least two gear main gears 500; wherein, at least two gear main gears 500 meshed with the shift sleeve 410 in the first parking gear have different transmission ratios from the corresponding gear sub-gear 300.

[0072] Compared with the prior art, the transmission assembly provided in this embodiment is switched to the first parking gear by the shift mechanism 400 when parking, and the shift sleeve 410 is meshed with the power input gear 100 and at least two gear main gears 500. Therefore, the power input gear 100 transmits torque to the at least two gear main gears 500 meshed with the shift sleeve 410 at the same time. The transmission ratio of the wheel 300 is different, so in the first parking gear, at least two gear main gears 500 meshing with the shift sleeve 410 will simultaneously transmit two speeds to the transmission shaft 200, so that the transmission shaft 200 cannot rotate to achieve mechanical self-locking, thus realizing the function of parking without adding any parking mechanism; at the same time, since in the first parking gear, the shift sleeve 410 also meshes with the power input gear 100, the power input gear 100 can be locked synchronously to limit the power input. When applied to vehicles, it can meet the parking brake with large torque, and the mechanical self-locking makes the parking stability higher, safer and more reliable, and only needs to use the gear structure in the transmission assembly, with good integration, no need to add any external braking device, simple structure and low cost, which is conducive to lightweight design.

[0073] Embodiment 2

[0074] See also Figure 1 and Figure 2 This embodiment provides a transmission assembly that can be used in a vehicle. The transmission assembly provided in this embodiment is an improvement made on the technical basis of the above-mentioned embodiment 1. Compared with the above-mentioned embodiment 1, the difference is that:

[0075] The transmission assembly provided in this embodiment includes a housing and a power input gear 100 integrated in the housing, a transmission shaft 200, a gear sub-gear 300, a shift mechanism 400 and at least two gear main gears 500. Each gear main gear 500 corresponds to one gear sub-gear 300.

[0076] In this embodiment, in order to more clearly describe the technical solution, two gear main gears 500 and two gear sub-gears 300 are taken as examples for illustration, and the two gear main gears 500 are defined as the first gear main gear 510 and the second gear main gear 520, and the two gear sub-gears 300 are defined as the first gear sub-gear 310 and the second gear sub-gear 320, wherein the first gear main gear 510 corresponds to and meshes with the first gear sub-gear 310, and the second gear main gear 520 corresponds to and meshes with the second gear sub-gear 320.

[0077] The first gear main gear 510 and the second gear main gear 520 are coaxially arranged. The first gear main gear 510 is provided with a first shift tooth 511 for meshing with the shift sleeve 410 ; the second gear main gear 520 is provided with a second shift tooth 521 for meshing with the shift sleeve 410 .

[0078] Furthermore, the tooth surfaces of the first shift tooth 511, the power input gear 100 and the second shift tooth 521 are located on the same cutting plane (the three can be adjusted to be located on the same cutting plane through the power input device 10). In this way, it can be ensured that the shift sleeve 410 can slide back and forth between the first shift tooth 511, the power input gear 100 and the second shift tooth 521 to achieve smooth gear switching.

[0079] In this embodiment, the first shift tooth 511 , the power input gear 100 , the second shift tooth 521 and the shift sleeve 410 are all spline-engaged.

[0080] Furthermore, the first shifting tooth 511 and the second shifting tooth 521 are respectively arranged on both sides of the power input gear 100. That is to say, the first gear main gear 510 and the second gear main gear 520 are respectively located on both sides of the power input gear 100 to facilitate the switching between gears.

[0081] Please also read Figure 1 , Figure 2 and Figure 8 The shift sleeve 410 is provided with a first meshing portion 412a and a second meshing portion 413a having a toothed structure along its sliding direction, and the first meshing portion 412a and the second meshing portion 413a are arranged at intervals. The first meshing portion 412a is arranged close to the first gear main gear 510 .

[0082] Please also read Figure 6 In the first parking gear position, the first meshing portion 412 a meshes with the first shift tooth 511 , and the second meshing portion 413 a meshes with the second shift tooth 521 and the power input gear 100 simultaneously.

[0083] Please also read Figure 7In the second parking gear position, the first meshing portion 412a meshes with the first shift tooth 511, and the second meshing portion 413a only meshes with the second shift tooth 521, and the rotation of the power input gear 100 is not restricted.

[0084] Please also read Figure 3 In the neutral position, the first meshing portion 412a is disengaged, and the second meshing portion 413a is meshed with the power input gear 100. That is to say, the power input gear 100 only drives the shift sleeve 410 to idle, and does not transmit power to the first shift tooth 511 and the second shift tooth 521.

[0085] It can be understood that the length dimension and the distance dimension of the first meshing portion 412a and the second meshing portion 413a need to be matched and set according to the axial thickness and axial spacing of the first shift tooth 511, the power input gear 100 and the second shift tooth 521, so no specific limitation is made in this embodiment.

[0086] See also Figure 2 , Figure 4 , Figure 5 and Figure 8 Furthermore, the first gear main gear 510 is provided with a third shift tooth 512, and the third shift tooth 512 is located on a side of the first shift tooth 511 close to the second shift tooth 521. The shift mechanism 400 also includes a switchable first power gear and a second power gear.

[0087] like Figure 4 As shown, in the first power gear, the first meshing portion 412a is disengaged, and the second meshing portion 413a of the shift sleeve 410 is meshed with the third shift tooth 512 and the power input gear 100 respectively, that is, the power input gear 100 can transmit power to the first gear main gear 510; Figure 5 As shown, in the second power gear, the first meshing portion 412a is disengaged, and the second meshing portion 413a of the shift sleeve 410 is meshed with the second shift tooth 521 and the power input gear 100 respectively, that is, the power input gear 100 can transmit power to the second gear main gear 520.

[0088] During the process of switching from the first power gear to the second power gear (by Figure 4 to Figure 3 To Figure 5 ), it is necessary to first switch to the neutral position, and then switch from the neutral position to the second power gear (this process is performed after the power input device 10 matches the speed regulation / adjusts the position), to ensure that the shift sleeve 410 engages more smoothly during the switching process to avoid gear knocking.

[0089] It can be understood that due to the different transmission ratios of the gear meshing in the first power gear and the second power gear, it is defined that in the first power gear, the transmission ratio of the first gear main gear 510 and the first gear sub-gear 310 is i1, and the transmission ratio of the second gear main gear 520 and the second gear sub-gear 320 is i2, i1≠i2, that is, i1>i2 or i1<i2. Therefore, the torque and speed output in the first power gear and the second power gear are different.

[0090] See also Figure 2 , Figure 8 and Fig. 9 Furthermore, the first meshing portion 412a and the second meshing portion 413a of the shift sleeve 410 are both internal spline structures and are arranged one on the left and one on the right (such as Figure 8 The left spline cooperates with the right spline for engaging the parking, and the right side of the left spline is tapered, with a large chamfer, and a large tooth gap, which is conducive to engaging the first shift tooth 511 and the second shift tooth 521 at the same time to achieve parking.

[0091] The angle of the chamfer on the right side of the left spline is defined as θ, which can be selected as 30-45° (θ is the angle between the chamfered surface and the spline action surface). Correspondingly, the first shift tooth 511 is also configured as a spline structure, and a large chamfer is also provided at one end of the first shift tooth 511 facing the first meshing portion 412a, and the angle of the chamfer is θ, which can be selected as 30-45°. In this embodiment, the chamfer of the spline in the first shift tooth 511 is consistent with the angle of the chamfer of the first meshing portion 412a.

[0092] Please also read Fig. 9 Further, in this embodiment, the tooth width of the internal spline teeth in the first meshing portion 412a is defined as L, the tooth thickness is defined as H1, and the tooth thickness of the external spline teeth in the first shifting tooth 511 is defined as H2, wherein L=H1+n*H2, and n is a natural number greater than or equal to 2. In this way, it is ensured that there is sufficient single-sided clearance when the first meshing portion 412a and the first shifting tooth 511 are meshed, so that the gear engagement can be smoothly performed.

[0093] In some embodiments, H1=H2 to improve the stability of the meshing transmission.

[0094] In some embodiments, the minimum single-side clearance between teeth required for the internal spline teeth of the first meshing portion 412 a to mesh with the external spline teeth of the first shifting teeth 511 is defined as X, where X satisfies: X≥H2.

[0095] Specifically, the shift sleeve 410 includes a sleeve body 411 and a rotating sleeve 412. A fixed sleeve 413 is provided at one end of the sleeve body 411. The second meshing portion 413a is provided in the fixed sleeve 413. The fixed sleeve 413 and the sleeve body 411 are an integral structure or are independent components that are assembled to form a whole. A third meshing portion 411a with a toothed structure is provided on the inner cavity peripheral wall of the sleeve body 411.

[0096] The rotating sleeve 412 is inserted into one end of the sleeve body 411 and rotates with the sleeve body 411 to better adjust the position and ensure smooth engagement. The first meshing portion 412a is provided in the rotating sleeve 412. Among them, the rotating sleeve 412 is provided with a fourth meshing portion 412b meshing with the third meshing portion 411a at one end of the inner cavity, and there is a circumferential meshing gap between the fourth meshing portion 412b and the third meshing portion 411a, which is a large gap. In this way, it is ensured that the rotating sleeve 412 has a certain rotation gap in the sleeve body 411, that is, a rotation margin, and the fourth meshing portion 412b is abutted against the tooth side surface of the third meshing portion 411a during the rotation process for positioning. In this way, in the case of misalignment of the teeth and the tooth grooves after operation, the rotating sleeve 412 can rotate under the action of chamfering (the chamfering of the first shifting tooth 511 and the first meshing portion 412a), so as to smoothly enter the meshing state, realize the function of simultaneously engaging two gears, and ensure smooth gear engagement.

[0097] It can be understood that the rotation angle of the rotating sleeve 412 is related to the maximum single-side gap between the teeth in the fourth meshing portion 412 b and the third meshing portion 411 a .

[0098] In some embodiments, a buffer 414 is further disposed between the teeth of the fourth meshing portion 412 b and the third meshing portion 411 a to prevent problems such as tooth rattling and noise from occurring during the rotation of the rotating sleeve 412 .

[0099] Optionally, the buffer member 414 may be a disc spring or an elastic gasket, etc.

[0100] See also Figure 6It can be understood that after the shift sleeve 410 is switched to the first parking gear, the shift sleeve 410 is meshed with the power input gear 100 and the first shift tooth 511 of the first gear main gear 510 and the second shift tooth 521 of the second gear main gear 520 respectively. Therefore, the power input gear 100 will transmit torque to the first gear main gear 510 and the second gear main gear 520 through the shift sleeve 410 at the same time. Since the first gear main gear 510 and the second gear main gear 520 meshed with the shift sleeve 410 have different transmission ratios with the corresponding first gear sub-gear 310 and the second gear sub-gear 320, in the first parking gear, the power input gear 100 will simultaneously transmit two speeds to the transmission shaft 200, so that the transmission shaft 200 cannot rotate, realizing mechanical self-locking, thereby realizing the function of parking without adding any parking mechanism. Applied in vehicles, it can meet the braking requirements of large torques, and the mechanical self-locking makes parking stable and reliable. It also has a simple structure and low cost, which is conducive to lightweight design.

[0101] See also Figure 1 , Figure 2 and Figure 8 Furthermore, the shift mechanism 400 further includes a shift fork shaft 420, a shift fork rod 430 and a shift driver 440. The shift fork shaft 420 is provided with a shift fork rod 430, and one end of the shift fork rod 430 away from the shift fork shaft 420 is clamped in the sleeve groove 411b of the shift sleeve 410. The shift driver 440 is in transmission connection with the shift fork shaft 420, and is used to drive the shift fork shaft 420 to move back and forth along the sliding direction of the shift sleeve 410.

[0102] Optionally, the power of the gear shift drive 440 is provided by a motor, such as an electric push rod, an electric cylinder or a motor screw assembly. In some embodiments, the gear shift drive 440 can also use an oil cylinder or a gas cylinder as a power source.

[0103] In this embodiment, the fork shaft 420 is provided with a plurality of positioning grooves 421 corresponding to different gear positions along the axial direction. The shift mechanism 400 further includes a positioning assembly 450, which includes a reset member 451 and a positioning ball 452. The reset member 451 is disposed on the housing of the transmission assembly and extends toward the positioning groove 421 of the fork shaft 420. The positioning ball 452 is disposed at one end of the reset member 451 close to the fork shaft 420. The reset member 451 drives the positioning ball 452 to maintain contact with the fork shaft 420 so that the positioning ball 452 can be inserted into the corresponding positioning groove 421. In this way, after the shift sleeve 410 is switched to the corresponding gear position, the positioning ball 452 is inserted into the corresponding positioning groove 421, limiting the movement of the fork shaft 420 without external force, thereby playing the role of limiting and positioning.

[0104] Optionally, the reset member 451 may be a spring or a spring.

[0105] The transmission assembly further includes a reduction mechanism 600 and a power input shaft 700. The reduction mechanism 600 is arranged in the housing, and the input end of the reduction mechanism 600 is used to connect the external power input device 10; the output end of the reduction mechanism 600 is transmission-connected to the power input shaft 700. The reduction mechanism 600 can achieve deceleration and torque increase.

[0106] Among them, the power input gear 100, the first gear main gear 510 and the second gear main gear 520 are all arranged on the power input shaft 700, the power input gear 100 is fixedly matched with the power input shaft 700, and the first gear main gear 510 and the second gear main gear 520 are rotationally matched with the power input shaft 700 through bearings, such as needle bearings or cylindrical roller bearings.

[0107] Optionally, the reduction mechanism 600 may be a planetary gear reduction mechanism or a parallel shaft reduction mechanism.

[0108] Furthermore, in this embodiment, the transmission assembly further includes a differential 800, and the differential input gear 810 of the differential 800 is in driving connection with the transmission shaft 200, and the differential 800 is also connected to the left and right half shafts. The transmission assembly is also provided with a speed sensor 900, which is used to detect the rotation speed of the differential input gear 810 and to feed back to the vehicle control system, so as to detect the rotation speed of all shaft systems, so as to better adjust the position and achieve smoother sliding into engagement.

[0109] See also Figures 1 to 9 This embodiment also provides a vehicle, which includes a power input device 10 and the transmission assembly provided above.

[0110] Optionally, the power input device 10 may be a motor, an engine, or a combined power device of a motor and an engine. The vehicle may be an engineering vehicle or a new energy commercial vehicle.

[0111] See also Figures 1 to 6 Furthermore, this embodiment also provides a vehicle control method, which is applied to the vehicle provided above. The vehicle control method includes a first power output control, a second power output control and a parking control.

[0112] See also Figure 1 and Figure 3 First, by default, the shift sleeve 410 is in the neutral gear mode. At this time, the power transmission path of the power input device 10 is: the reduction mechanism 600, the power input shaft 700, the power input gear 100, and the shift sleeve 410.

[0113] See also Figure 1 and Figure 4When the first power output control is executed, the vehicle gives a signal to change to the first power gear, and the shift driver 440 drives the shift sleeve 410 to slide to the left so that the second meshing portion 413a simultaneously meshes with the power input gear 100 and the first shift tooth 511. At this time, the power of the power input device 10 is transmitted to the first gear main gear 510, the first gear sub-gear 310, the transmission shaft 200, the differential 800, and the left and right half shafts in sequence through the shift sleeve 410.

[0114] See also Figure 1 and Figure 5 When the second power output control is executed, the vehicle gives a signal to change to the second power gear, and the shift driver 440 drives the shift sleeve 410 to slide to the neutral mode first and then slide to the right, so that the second meshing portion 413a simultaneously meshes with the power input gear 100 and the second shift tooth 521. At this time, the power of the power input device 10 is transmitted to the second gear main gear 520, the second gear sub-gear 320, the transmission shaft 200, the differential 800, and the left and right half shafts through the shift sleeve 410 in sequence.

[0115] See also Figure 1 and Figure 6 When the parking mode 1 control is executed, the vehicle gives a parking signal and sends a signal to change to the first parking gear, stops the power input device 10 from inputting power, and switches the shift mechanism 400 to the first parking gear, that is, the shift drive member 440 drives the shift sleeve 410 to slide to the right end, at which time the first meshing portion 412a meshes with the first shift tooth 511, and the second meshing portion 413a meshes with the power input gear 100 and the second shift tooth 521 respectively. Because a set of transmission devices cannot run at two or more speed ratios at the same time, the rotation interference of the power input gear 100, the first gear main gear 510 and the second gear main gear 520 realizes self-locking, achieves the parking function, and at the same time limits the rotation of the power input gear 100 and the power input shaft 700.

[0116] See also Figure 1 and Figure 7When the parking mode 2 control is executed, the vehicle gives a parking signal and sends a signal to change to the second parking gear position, stops the power input device 10 from inputting power, and switches the shift mechanism 400 to the first parking gear position, that is, the shift drive member 440 drives the shift sleeve 410 to slide rightward again and slides it to the rightmost end. At this time, the first meshing portion 412a meshes with the first shift tooth 511, and the second meshing portion 413a only meshes with the second shift tooth 521. Because a set of transmission devices cannot run at two or more speed ratios at the same time, the rotation interference of the first gear main gear 510 and the second gear main gear 520 realizes self-locking and achieves the parking function. At the same time, the rotation of the power input gear 100 and the power input shaft 700 is not restricted, so that the power input device 10 that inputs power is also not restricted. The power input device 10 and the power input shaft 700 can continue to transmit power to other devices, so that other devices can work normally in the parking mode.

[0117] Compared with the prior art, the transmission assembly provided in this embodiment also has the following advantages:

[0118] 1. Simplified structure: This technical solution realizes mechanical parking by simultaneously engaging the power input gear 100, the first shifting tooth 511 and the second first shifting tooth 511 through the shifting sleeve 410. Thus, an integrated design of parking and shifting is realized, that is, shifting and parking can be performed at the same time, which greatly simplifies the structure of the transmission assembly with parking function.

[0119] 2. Reduce costs and lightweight applications: Avoid the use of ratchet pawl parking mechanisms or wet or dry locks in existing passenger car fields, reduce the number of parts, reduce manufacturing and maintenance costs, and reduce weight.

[0120] 3. Improved cleanliness: The parking function is achieved through the shift mechanism 400 without introducing hydraulic oil and other unnecessary impurities brought in by the parking mechanism, further improving the cleanliness level of the system.

[0121] 4. Improved efficiency and reliability: Mechanical self-locking parking can flexibly switch between parking and shifting, with the advantages of high efficiency and high reliability.

[0122] It should be noted that in the present application, unless otherwise specified, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like used to indicate orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0123] In this embodiment, the structure of the planetary gear reduction mechanism 600 or the parallel shaft reduction mechanism 600 is well known to those skilled in the art and does not belong to the core improvement part of the present application, so it will not be described here.

[0124] In the description of the present application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0125] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0126] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0127] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A transmission assembly, characterized in that: include: Power input gear (100); At least two gear main gears (500); A transmission shaft (200) is provided with a gear sub-gear (300) corresponding to each gear main gear (500), and the gear sub-gear (300) and the corresponding gear main gear (500) are meshed for transmission; and A gear shift mechanism (400) comprising a switchable neutral gear position and a first parking gear position; Wherein, when in the first parking gear, the shift sleeve (410) in the shift mechanism (400) is meshed with the power input gear (100) and at least two of the gear main gears (500), respectively, and the transmission ratios between the at least two of the gear main gears (500) meshed with the shift sleeve (410) and the corresponding gear sub-gears (300) are different.

2. The transmission assembly according to claim 1, characterized in that: The shift sleeve (410) further comprises a switchable second parking gear, and in the second parking gear, the shift sleeve (410) is respectively meshed with at least two of the gear main gears (500), and the power input gear (100) can idle; When in the neutral position, the shift sleeve (410) is meshed with the power input gear (100); Wherein, in the second parking gear, the transmission ratios between at least two of the gear main gears (500) meshed with the shift sleeve (410) and the corresponding gear sub-gears (300) are different.

3. The transmission assembly according to claim 1 or 2, characterized in that: The at least two gear main gears (500) include a first gear main gear (510) and a second gear main gear (520) which are coaxially arranged; The first gear main gear (510) is provided with a first shift tooth (511) for meshing with the shift sleeve (410); The second gear main gear (520) is provided with a second shift tooth (521) for meshing with the shift sleeve (410); The tooth surfaces of the first shift tooth (511), the power input gear (100) and the second shift tooth (521) are located on the same cutting plane.

4. The transmission assembly according to claim 3, characterized in that: The first shift tooth (511), the power input gear (100), the second shift tooth (521) and the shift sleeve (410) are all spline-engaged transmission.

5. The transmission assembly according to claim 3, characterized in that: The first shifting tooth (511) and the second shifting tooth (521) are respectively arranged on both sides of the power input gear (100); The shift sleeve (410) is provided with a first meshing portion (412a) and a second meshing portion (413a) having a toothed structure along its sliding direction, and the first meshing portion (412a) and the second meshing portion (413a) are arranged at intervals; The first meshing portion (412a) is close to the first gear main gear (510) and is used to mesh with the first shifting tooth (511); the second meshing portion (413a) is used to mesh with the second shifting tooth (521) and / or the power input gear (100).

6. The transmission assembly according to claim 5, characterized in that: The first gear main gear (510) is also provided with a third shift tooth (512), and the third shift tooth (512) is located on a side of the first shift tooth (511) close to the second shift tooth (521); The shift mechanism (400) further comprises a first power gear position and a second power gear position that are switchable; In the first power gear position, the first meshing portion (412a) is disengaged, and the second meshing portion (413a) is meshed with the third shifting tooth (512) and the power input gear (100) respectively; In the second power gear position, the first meshing portion (412a) is disengaged, and the second shifting tooth (521) is meshed with the second gear main gear (520) and the power input gear (100) respectively.

7. The transmission assembly according to claim 5, characterized in that: The shift sleeve (410) comprises: a sliding sleeve body (411), wherein a fixing sleeve (413) is provided at one end of the sliding sleeve body (411), the second meshing portion (413a) is provided inside the fixing sleeve (413), and a third meshing portion (411a) with a toothed structure is further provided on the inner cavity peripheral wall of the sliding sleeve body (411); and A rotating sleeve (412) is inserted into the other end of the sliding sleeve body (411) and rotatably cooperates with the sliding sleeve body (411), and the first engaging portion (412a) is provided in the rotating sleeve (412), wherein the rotating sleeve (412) is provided with a fourth engaging portion (412b) engaged with the third engaging portion (411a) at one end of the inner cavity, and a circumferential engaging gap is provided between the fourth engaging portion (412b) and the third engaging portion (411a).

8. The transmission assembly according to claim 1 or 2, characterized in that: The shift mechanism (400) further comprises: A shift fork shaft (420), wherein a shift fork rod (430) is provided on the shift fork shaft (420), and one end of the shift fork rod (430) away from the shift fork shaft (420) is clamped in a sleeve groove (411b) of the shift sleeve (410); A gear shift driving member (440) is drivingly connected to the shift fork shaft (420) and is used to drive the shift fork shaft (420) to move back and forth along the sliding direction of the gear shift sliding sleeve (410).

9. The transmission assembly according to claim 8, characterized in that: The shift fork shaft (420) is provided with a plurality of positioning grooves (421) corresponding to different gear positions along the axial direction; The shift mechanism (400) further comprises a positioning assembly (450), wherein the positioning assembly (450) comprises a reset member (451) and a positioning ball (452), wherein the reset member (451) is arranged on the housing of the transmission assembly and extends toward the positioning groove (421) of the shift fork shaft (420), and the positioning ball (452) is arranged at one end of the reset member (451) close to the shift fork shaft (420), and the reset member (451) drives the positioning ball (452) to maintain contact with the shift fork shaft (420), so that the positioning ball (452) can be inserted into the corresponding positioning groove (421).

10. A vehicle, characterized in that: It comprises a power input device (10) and a transmission assembly according to any one of claims 1-9.

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