Transmission assembly and vehicle

Abstract

The application 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 position main gears, a transmission shaft and a gear shifting mechanism; the transmission shaft is provided with a gear position auxiliary gear corresponding to each gear position main gear, the gear position auxiliary gear and the corresponding gear position main gear are in mesh transmission; the gear shifting mechanism comprises a switchable neutral gear and a first parking gear, when the first parking gear, a gear shifting sleeve in the gear shifting mechanism is in meshing cooperation with the power input gear and the at least two gear position main gears, and the at least two gear position main gears in meshing cooperation with the gear shifting sleeve in the first parking gear and the corresponding gear position auxiliary gears have different transmission ratios. The application realizes the function of parking in the case of not adding any parking mechanism. When applied to a vehicle, the application meets the braking of large torque, is stable and reliable, has a simple structure and realizes lightweight 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. Currently, single-speed (single-speed ratio) transmissions utilize a motor directly connected to a reducer with parallel or coaxial shafts for power output. These motors have low speed and torque, resulting in limited vehicle layout space. The narrow and fixed selectable speed ratios limit load capacity, making them commonly used in light-load new energy commercial vehicles such as light trucks and highway logistics vehicles. For heavy-load new energy commercial vehicles, which require a wider speed range, higher loads, high torque for starting, climbing, and high-speed driving, single-speed transmission electric drive axles are unable to meet these harsh operating conditions. Consequently, two-speed and multi-speed transmissions have emerged. Two-speed transmissions are widely used due to their wide speed ratio range and adaptability to high-speed, low-torque motors.

[0003] In the prior art, new energy commercial vehicles often use wheel-side caliper friction for service braking, and air brakes or hydraulic mechanisms for parking. This parking method relies on the vehicle's air supply and hydraulic systems. When the vehicle is parked and the engine is turned off, these systems cease operation. Over time, parking performance and stability gradually deteriorate. In the passenger car sector, a ratchet and pawl mechanism is often used to achieve this function. Because the braking torque required for passenger cars is low, a small ratchet and pawl parking mechanism can be implemented in a limited space. In the new energy commercial vehicle sector, the required braking torque is very high. If a ratchet and pawl mechanism is used, the ratchet and pawl must be large and thick to provide sufficient strength and rigidity for parking. Adding such a large parking mechanism undoubtedly increases the overall size of the transmission, increasing the number of parts and cost, and hindering the lightweighting of electric drive transmissions. As a result, existing parking devices have poor integration, complex structures, large size and weight, and high cost. Summary of the Invention

[0004] The purpose of this application is to provide a transmission assembly and a vehicle 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 objectives, the present application provides a first aspect of a transmission assembly, comprising:

[0006] Power input gear;

[0007] At least two main gears;

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

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

[0010] In which, when in the first parking gear, the shift sleeve in the shift mechanism is respectively engaged 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 engaged by 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 engaged 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 engaged by the shift sleeve and the corresponding gear sub-gears are different.

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

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

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

[0017] 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 further 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 engaged 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 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 provided at one end of the sliding sleeve body, the second engaging portion is provided in the fixing sleeve, and a third engaging portion with a tooth-shaped structure is further provided 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 rotated 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 the shift fork shaft is provided with a shift fork rod, and one end of the shift fork rod away from the shift fork shaft is clamped in the sleeve groove of the shift sleeve;

[0031] The shift driving member is in driving connection with the shift fork shaft and is used for driving 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 shift fork shaft. The positioning ball is arranged at one end of the reset member close to the shift fork shaft. The reset member drives the positioning ball to maintain abutment with the shift fork shaft so that the positioning ball can be stuck in the corresponding positioning groove.

[0034] In order to achieve the above-mentioned objectives, 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 is switched to the first parking gear, and the shift sleeve is meshed with the power input gear and at least two gear main gears. As a result, the power input gear will simultaneously transmit torque to the at least two gear main gears meshed with the shift sleeve 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 will simultaneously transmit two speeds to the drive shaft, thereby causing the drive shaft to be unable to rotate, thereby realizing mechanical self-locking, thereby realizing the function of parking without adding any parking mechanism; at the same time, since the shift sleeve is also meshed with the power input gear in the first parking gear, the power output gear can be mechanically locked synchronously. Applied to vehicles, it can meet the requirements of high-torque parking brakes. The mechanical self-locking makes parking more stable, safer and more reliable. It only requires the gear structure in the transmission assembly, has good integration, does not require 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 those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without inventive work. In the drawings:

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

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

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

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

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

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

[0044] Figure 7 This is a schematic diagram of the state of the shift mechanism in the transmission assembly provided by an embodiment of the present application when it 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] Figure 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 pinion; 310, first gear pinion; 320, second gear 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 member; 420, shift fork shaft; 421, positioning groove; 430, shift fork lever; 440, shift driver; 450, positioning assembly; 451, reset member; 452, positioning ball;

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

[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 following describes the specific embodiments of the present application in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present application and are not intended 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] Example 1

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

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

[0063] Furthermore, the gear pinion 300 and the transmission shaft 200 are anti-rotationally coupled, meaning that the transmission shaft 200 and the gear pinion 300 do not rotate relative to each other. This anti-rotational coupling may include a keyed connection, a bolted connection, or a welded connection. Of course, in some embodiments, the gear pinion 300 and the transmission shaft 200 are integrally formed, for example, using a casting or cutting process to achieve a one-piece structure.

[0064] Please also refer to 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 is not meshed with any other gears. Consequently, the power input gear 100 idles and does not output power to any of the gear master gears 500. In the first parking position, the shift sleeve 410 meshes with the power input gear 100 and at least two gear master gears 500. In the first parking position, the at least two gear master gears 500 meshed with the shift sleeve 410 have different gear ratios with the corresponding gear pinion 300. For example, the gear ratios of the two gear master gears 500 to the corresponding gear pinion 300 are i1 and i2, respectively, where i1≠i2, meaning i1>i2 or i1<i2.

[0065] It is understandable that, because the at least two gear main gears 500 meshing with the shift sleeve 410 in the first parking position have different transmission ratios with the corresponding gear sub-gears 300, the speeds transmitted to the drive shaft 200 by the different gear main gears 500 also differ. However, it should be noted that a transmission mechanism cannot operate at two or more different speed ratios at the same time. Conversely, if the transmission mechanism achieves two speed ratios at the same time, the transmission mechanism will self-lock due to meshing conflicts, thereby achieving the parking function without the addition of any parking mechanism.

[0066] Please also refer to Figure 7 In some embodiments, the shift sleeve 410 also includes a switchable second parking position. In the second parking position, the shift sleeve 410 meshes with at least two gear master gears 500. At this point, the power input gear 100 can idle, or the vehicle can safely output power. In the second parking position, the transmission ratios between the at least two gear master gears 500 meshed with the shift sleeve 410 and the corresponding gear sub-gears 300 are different. The parking principle of the second parking position is the same as that of the first parking position described above and will not be further elaborated here.

[0067] It is understood that in the first parking position, since the shift sleeve 410 is meshed with the power input gear 100 and at least two gear master gears 500, the power input gear 100 is simultaneously locked. As a result, the power input device 10 (motor or engine) inputting power to the power input gear 100 is unable to continue driving the power input gear 100 to rotate, thus locking the power. In the second parking position, since the shift sleeve 410 is meshed only with at least two gear master gears 500, the parking function operates normally. Since the power input gear 100 is not locked and can rotate freely, the motor or engine inputting power to the power input gear 100 can output power normally, thereby driving other devices (such as a fan or oil pump) to operate (output power to external devices) while the vehicle is safely parked.

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

[0069] Alternatively, the power input device 10 may be a motor, an engine, or a combination 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, the power input device 10 is first stopped from inputting power, and the shift mechanism 400 is switched to the first parking gear, so that the shift sleeve 410 is engaged with the power input gear 100 and at least two gear main gears 500; wherein, in the first parking gear, the transmission ratios of the at least two gear main gears 500 engaged with the shift sleeve 410 are different from those of the corresponding gear sub-gears 300.

[0072] Compared with the prior art, the transmission assembly provided in this embodiment is configured such that when the vehicle is parked, the first parking gear is switched to by the shift mechanism 400, and the shift sleeve 410 is meshed with the power input gear 100 and at least two gear main gears 500. As a result, 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. Because the gears 300 have different transmission ratios, in the first parking position, at least two gear main gears 500 meshing with the shift sleeve 410 simultaneously transmit two speeds to the drive shaft 200, preventing the drive shaft 200 from rotating and achieving mechanical self-locking. This allows for parking without the need for any additional parking mechanisms. Furthermore, because the shift sleeve 410 also meshes with the power input gear 100 in the first parking position, it simultaneously locks the power input gear 100, limiting power input. Applied in vehicles, this system can meet high-torque parking brake requirements. Mechanical self-locking enhances parking stability, safety, and reliability. Utilizing only the gear structure within the transmission assembly, it offers excellent integration and eliminates the need for any external braking devices. Its simple structure and low cost contribute to lightweight design.

[0073] Example 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:

[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 pinion 300, a shift mechanism 400, and at least two gear main gears 500. Each gear main gear 500 corresponds to one gear pinion 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 an example 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 master gear 510 and the second gear master gear 520 are coaxially arranged. The first gear master gear 510 is provided with a first shift tooth 511 for meshing with the shift sleeve 410 ; the second gear master 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 switching of gears.

[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. In other words, 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 switching between gears.

[0081] Please also refer to 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. 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 refer to Figure 6 In the first parking 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 refer to Figure 7In the second parking position, the first meshing portion 412 a meshes with the first shift tooth 511 , and the second meshing portion 413 a meshes only with the second shift tooth 521 , and the rotation of the power input gear 100 is not restricted.

[0084] Please also refer to Figure 3 In the neutral position, the first meshing portion 412a is disengaged, and the second meshing portion 413a is engaged with the power input gear 100. That is, 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 dimensions and the spacing distance dimensions 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 themselves, 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 the side of the first shift tooth 511 close to the second shift tooth 521. The shift mechanism 400 also includes a first power gear and a second power gear that can be switched.

[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 engaged 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 engaged 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 Then 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 rattling.

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

[0090] See also Figure 2 、 Figure 8 and Figure 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 on the left and right (eg Figure 8 The left spline cooperates with the right spline for engaging the parking mechanism. The right side of the left spline is tapered, with a large chamfer and a large tooth gap, which is conducive to simultaneously engaging the first shift tooth 511 and the second shift tooth 521 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 from 30-45° (θ is the angle between the chamfered surface and the spline contact surface). Correspondingly, the first shift tooth 511 is also configured as a spline structure, and the end of the first shift tooth 511 facing the first meshing portion 412a also has a large chamfer, with an angle of θ, which can be selected from 30-45°. In this embodiment, the chamfer of the spline on the first shift tooth 511 is consistent with the chamfer of the first meshing portion 412a.

[0092] Please also refer to Figure 9 Furthermore, in this embodiment, the internal spline teeth in the first meshing portion 412a have a tooth width of L and a tooth thickness of H1, and the external spline teeth in the first shift tooth 511 have a tooth thickness of H2, where L = H1 + n * H2, where n is a natural number greater than or equal to 2. This ensures sufficient single-sided clearance when the first meshing portion 412a and the first shift tooth 511 mesh, allowing for smooth gear engagement.

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

[0094] In some embodiments, the minimum single-sided clearance between teeth required for engagement between the internal spline teeth of the first engagement portion 412 a and the external spline teeth of the first shift 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 disposed within the fixed sleeve 413. The fixed sleeve 413 and the sleeve body 411 may be integrally formed or assembled as separate components. A third meshing portion 411a with a toothed structure is disposed on the inner 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. A fourth meshing portion 412b is provided at one end of the rotating sleeve 412 located in the inner cavity, meshing with the third meshing portion 411a. A circumferential meshing gap is provided between the fourth meshing portion 412b and the third meshing portion 411a, and the gap is a large gap. This ensures that the rotating sleeve 412 has a certain rotational clearance within the sleeve body 411, i.e., a rotation margin, and that the fourth meshing portion 412b abuts against the tooth flanks of the third meshing portion 411a during rotation to maintain positioning. This allows the rotating sleeve 412 to rotate under the action of the chamfer (the chamfer of the first shift tooth 511 and the first meshing portion 412a), so that it can smoothly enter the meshing state, achieve 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 provided between the teeth of the fourth engaging portion 412 b and the third engaging 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.

[0100] See also Figure 6, it can be understood that after the shift sleeve 410 is shifted to the first parking gear, the shift sleeve 410 meshes 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. As a result, the power input gear 100 simultaneously transmits torque to the first gear main gear 510 and the second gear main gear 520 through the shift sleeve 410. Since the first gear main gear 510 and the second gear main gear 520 meshed with the shift sleeve 410 have different gear ratios from the corresponding first gear sub-gear 310 and the second gear sub-gear 320, in the first parking gear, the power input gear 100 and the power input gear 100 simultaneously transmit two speeds to the transmission shaft 200, thereby preventing the transmission shaft 200 from rotating and achieving mechanical self-locking. In this way, the parking function is achieved without adding any parking mechanism. Applied to 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 also includes a shift fork shaft 420, a shift fork rod 430, and a shift driver 440. The shift fork rod 430 is mounted on the shift fork shaft 420. The end of the shift fork rod 430, which is distal to the shift fork shaft 420, is secured within the sleeve groove 411b of the shift sleeve 410. The shift driver 440 is in driving connection with the shift fork shaft 420 and is configured 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 driver 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 driver 440 can also be powered by an oil cylinder or an air cylinder.

[0103] In this embodiment, the shift fork shaft 420 is provided with a plurality of positioning grooves 421 corresponding to different gear positions along its axis. 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 shift fork shaft 420. The positioning ball 452 is disposed at one end of the reset member 451 proximal to the shift fork shaft 420. The reset member 451 forces the positioning ball 452 to maintain contact with the shift fork shaft 420, allowing the positioning ball 452 to engage with the corresponding positioning groove 421. Thus, after the shift sleeve 410 is shifted to the corresponding gear position, the positioning ball 452 engages with the corresponding positioning groove 421, restricting the movement of the shift fork shaft 420 without external force, thereby providing a position limiting and positioning function.

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

[0105] The transmission assembly also includes a reduction gear mechanism 600 and a power input shaft 700. The reduction gear mechanism 600 is housed within the housing, with its input end connected to an external power input device 10 and its output end in a transmission connection with the power input shaft 700. This mechanism can reduce speed and increase torque.

[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 engaged with the power input shaft 700, and the first gear main gear 510 and the second gear main gear 520 are rotationally engaged 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 also includes a differential 800. The differential input gear 810 of the differential 800 is in driving connection with the drive shaft 200. The differential 800 is also connected to the left and right half-shafts. The transmission assembly is also equipped with a speed sensor 900 for detecting the rotational speed of the differential input gear 810 and providing feedback to the vehicle's control system. This allows for monitoring the rotational speed of all shafts, enabling better position adjustment and smoother sliding 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] Alternatively, the power input device 10 may be a motor, an engine, or a combination 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, the default 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 shift to the first power gear, and the shift driver 440 drives the shift sleeve 410 to slide to the left, so that the second engaging portion 413a simultaneously engages 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 drive 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 shift to the second power gear. 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 engaging portion 413a simultaneously engages 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 drive shaft 200, the differential 800, and the left and right half shafts in sequence through the shift sleeve 410.

[0115] See also Figure 1 and Figure 6 When parking mode 1 is executed, the vehicle issues a stop signal and a signal to shift to the first parking gear. This stops power input from the power input device 10 and shifts the shift mechanism 400 to the first parking gear. Specifically, the shift driver 440 drives the shift sleeve 410 to slide to the right. At this point, 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 transmission cannot operate simultaneously in two or more speed ratios, the rotational interference between the power input gear 100, the first gear main gear 510, and the second gear main gear 520 creates a self-locking mechanism, achieving the parking function while simultaneously restricting rotation of the power input gear 100 and the power input shaft 700.

[0116] See also Figure 1 and Figure 7When parking mode 2 is executed, the vehicle issues a stop signal and a signal to shift to the second parking gear. This stops the power input device 10 from inputting power, and the shift mechanism 400 is shifted to the first parking gear. Specifically, the shift driver 440 drives the shift sleeve 410 to slide further rightward to its rightmost end. At this point, the first meshing portion 412a meshes with the first shift tooth 511, and the second meshing portion 413a meshes only with the second shift tooth 521. Because a transmission cannot operate simultaneously in two or more speed ratios, the rotation of the first gear main gear 510 and the second gear main gear 520 interfere with each other, achieving a self-locking function and achieving the parking function. Simultaneously, the rotation of the power input gear 100 and the power input shaft 700 is unrestricted, and thus the power input device 10, which is inputting power, is also unrestricted. The power input device 10 and the power input shaft 700 can continue to transmit power to other devices, allowing other devices to operate normally in parking mode.

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

[0118] 1. Simplified Structure: This technical solution achieves mechanical parking by simultaneously engaging the power input gear 100, the first shift tooth 511, and the second first shift tooth 511 with the shift sleeve 410. This achieves an integrated parking and shifting design, allowing for simultaneous shifting and parking, significantly simplifying the structure of the transmission assembly with parking functionality.

[0119] 2. Cost reduction and lightweight application: It avoids the use of ratchet and pawl parking mechanisms or wet or dry locks in existing passenger car fields, reduces the number of parts, reduces manufacturing and maintenance costs, and reduces weight.

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

[0121] 4. Improved efficiency and reliability: Mechanical self-locking parking allows flexible switching between parking and shifting, with the advantages of high efficiency and high reliability.

[0122] It should be noted that in this 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 this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on this 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 this application, so it will not be described here.

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

[0125] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on 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" 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 can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of 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), and the transmission ratios between the at least two gear main gears (500) meshed with the shift sleeve (410) and the corresponding gear sub-gears (300) are different; The shift sleeve (410) further includes a switchable second parking gear. In the second parking gear, the shift sleeve (410) is respectively engaged with at least two of the gear main gears (500), and the power input gear (100) can idle. In the neutral gear, the shift sleeve (410) is engaged with the power input gear (100). 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.

2. The transmission assembly according to claim 1, 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) arranged coaxially; 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 tangent plane.

3. The transmission assembly according to claim 2, 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.

4. The transmission assembly according to claim 2, characterized in that: The first shift tooth (511) and the second shift 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 own 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 shift tooth (511); the second meshing portion (413a) is used to mesh with the second shift tooth (521) and / or the power input gear (100).

5. The transmission assembly according to claim 4, characterized in that: A third shift tooth (512) is further provided on the first gear main gear (510), 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 switchable first power gear and a second power gear; In the first power gear position, the first meshing portion (412a) is disengaged, and the second meshing portion (413a) is meshed with the third shift tooth (512) and the power input gear (100), respectively; In the second power gear, 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.

6. The transmission assembly according to claim 4, 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), wherein the second meshing portion (413a) is provided in the fixing sleeve (413), and a third meshing portion (411a) having a tooth-shaped 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 engaged with the sliding sleeve body (411), wherein 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).

7. The transmission assembly according to claim 1, characterized in that: The shift mechanism (400) further includes: A shift fork shaft (420), wherein a shift fork rod (430) is provided on the shift fork shaft (420), and an 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); A shift driving member (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).

8. The transmission assembly according to claim 7, 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 includes a positioning assembly (450), the positioning assembly (450) including a reset member (451) and a positioning ball (452), the reset member (451) being arranged on the housing of the transmission assembly and extending toward the positioning groove (421) of the shift fork shaft (420), the positioning ball (452) being arranged at one end of the reset member (451) close to the shift fork shaft (420), the reset member (451) driving the positioning ball (452) to maintain contact with the shift fork shaft (420), so that the positioning ball (452) can be snapped into the corresponding positioning groove (421).

9. A vehicle, characterized in that: It comprises a power input device (10) and a transmission assembly according to any one of claims 1 to 8.

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