Automatic gear shifting stroke self-adaptive adjusting device and automatic transmission

Abstract

The invention discloses an automatic gear shifting stroke self-adaptive adjusting device and an automatic transmission, and relates to the technical field of vehicle automatic transmissions.The automatic gear shifting stroke self-adaptive adjusting device comprises a power modulation assembly and a motion execution assembly, and the motion execution assembly is installed on one side of the outer wall of the power modulation assembly; the power modulation assembly comprises a brushless direct current motor, a sun wheel, three planet wheels, a planet carrier and a gear ring, the brushless direct current motor is used for providing constant basic torque needed for driving the synchronizer to be connected and separated, and the sun wheel, the three planet wheels, the planet carrier and the gear ring form a complete planet differential assembly; through cooperative linkage of the power modulation assembly and the motion execution assembly, the core defects that a traditional automatic gear shifting adjusting device is discontinuous in hierarchical regulation and control, coupled in power adjusting function, poor in anti-vibration stability, tedious in assembly and maintenance and poor in working condition adaptability are accurately overcome. And the core requirements of high-precision stepless regulation, high smoothness, low impact, strong working condition adaptation, long service life and low operation and maintenance in the field of vehicle automatic transmissions are comprehensively met.

Description

Technical Field

[0001] This invention relates to the field of vehicle automatic transmission technology, specifically to an automatic shift travel adaptive adjustment device and an automatic transmission. Background Technology

[0002] The automatic shift travel adaptive adjustment device is the core execution and control unit of the vehicle's automatic transmission. It is responsible for the power conversion and precise control of the travel between the transmission control unit's commands and the synchronizer's shifting actions. Its adjustment accuracy, response speed, and operational reliability directly determine the shift smoothness, power transmission efficiency, and overall vehicle comfort and safety of the automatic transmission.

[0003] The current automatic transmission field has rigid requirements for stepless adaptive adjustment, low impact and high smoothness, strong adaptability to operating conditions, long life and low maintenance in the shifting process. This fundamental conflict with the traditional shift adjustment device's hierarchical control, coupled power adjustment function, and insufficient vibration resistance and environmental adaptability is becoming increasingly prominent. Traditional solutions rely on single power source drive, discrete stroke control, and coarse structural integration, making it difficult to adapt to the complex driving conditions of vehicles and the flexible adaptation requirements of different vehicle models' transmissions. This results in two core defects in existing technologies: First, the accuracy and smoothness of shift control are insufficient, easily leading to operational failures. Traditional automatic shift adjustment devices, such as shift fork shafts, electromagnet drive mechanisms, and single-motor gear shift components, mostly use hierarchical stroke control logic, relying on fixed gear ratios or discrete rotation of stepper motors to achieve shift stroke adjustment, and cannot perform stepless adaptive adjustment based on synchronizer engagement resistance, vehicle speed, and power requirements. Simultaneously, their shift... Power output and stroke speed regulation are accomplished by the same power source. This functional coupling leads to shift shock when there is excess power and synchronizer jamming when there is insufficient power. The single contact-type stroke feedback structure is susceptible to vibration interference. The lack of precise guiding shift forks and synchronizer misalignment further aggravate the fretting wear of the contact surfaces. Long-term operation can easily lead to shift noise, synchronizer burning, or even transmission gear failure, forming a vicious cycle of performance degradation. Secondly, the structural integration and adaptability to operating conditions are insufficient, resulting in difficult assembly and maintenance. Traditional devices are often integrated with the transmission body, with a very high degree of structural coupling. Once a fault occurs, the core gear set of the transmission must be disassembled for repair, resulting in high maintenance costs and low efficiency. Its vibration protection relies on simple rubber pads, and insulation protection relies on ordinary plastic shells. Under the conditions of high and low temperature of the vehicle, bumps and vibrations, and transmission oil corrosion, the shell is prone to aging and failure, and the fixing structure may loosen and shift, making it impossible to guarantee long-term stable operation.

[0004] Therefore, we propose an automatic shift travel adaptive adjustment device and an automatic transmission to solve the problems mentioned above. Summary of the Invention

[0005] The purpose of this invention is to provide an automatic shift stroke adaptive adjustment device and an automatic transmission. By coordinating the power modulation component and the motion execution component, it precisely solves the core defects of traditional automatic shift adjustment devices, such as discontinuous graded control, coupled power adjustment function, poor vibration stability, cumbersome assembly and maintenance, and weak adaptability to working conditions. It fully meets the core requirements of high-precision stepless adjustment, high smoothness and low impact, strong adaptability to working conditions, and long life and low maintenance in the field of vehicle automatic transmissions.

[0006] To achieve the above objectives, the present invention provides the following technical solution: an automatic shift stroke adaptive adjustment device, comprising a power modulation component and a motion execution component, wherein the motion execution component is installed on one side of the outer wall of the power modulation component; The power modulation component includes a brushless DC motor, a sun gear, three planet gears, a planet carrier, and a ring gear. The brushless DC motor is used to provide the constant base torque required for the engagement and disengagement of the drive synchronizer. The sun gear, three planet gears, planet carrier, and ring gear form a complete planetary differential assembly. The planetary differential assembly is used to achieve stepless continuous adjustment of the output speed of the planet carrier by utilizing the dual power inputs of the sun gear and the ring gear. The motion execution component includes a lead screw, a nut, a cage, a set of balls, and a shift fork. The lead screw, nut, cage, and set of balls form a complete ball screw pair, which is used to convert the rotational motion output by the planetary carrier in the planetary differential assembly into linear motion. The shift fork is used to engage the annular groove of the synchronizer sleeve with the lower U-shaped fork and receive the linear power of the nut to drive the synchronizer to complete the engagement and disengagement actions.

[0007] Preferably, the power modulation assembly further includes a modulation cavity housing. A first end cover and a second end cover are respectively sealed and connected to both ends of the outer wall of the modulation cavity housing. The first end cover is bolted to the opposite side of the brushless DC motor, and the brushless DC motor integrates a first encoder. An L-shaped bracket is bolted to one side of the outer wall of the second end cover. A modulation servo motor is screwed to one side of the outer wall of the L-shaped bracket, and the modulation servo motor integrates a second encoder. The modulation servo motor is used to achieve stepless speed regulation. A first motor output shaft is rotatably connected to the shaft end of the brushless DC motor. A torque sensing ring is sleeved on the outer surface of the first motor output shaft, and the torque sensing ring is used to monitor the torque change of the main first motor output shaft in real time and indirectly sense the resistance during the synchronizer engagement process.

[0008] Preferably, a first radial bearing and a second radial bearing are respectively fitted on the outer surface of the first motor output shaft. The outer surface of the first radial bearing is connected to the inner surface of the first end cover, the outer surface of the second radial bearing is connected to the inner surface of the planetary carrier, and the outer surface of the first motor output shaft is rotatably connected to the inner surface of the sun gear.

[0009] Preferably, the outer surface of the sun gear is meshed with the outer surfaces of the three planet gears, the outer surfaces of the three planet gears are meshed with the inner surface of the gear ring, planet shafts are inserted into the inner surfaces of the three planet gears, the outer surfaces of the three planet shafts are inserted into the shaft holes of the planet carrier, and a planet carrier output shaft is connected to one side of the outer wall of the planet carrier.

[0010] Preferably, the outer surface of the gear ring is symmetrically fitted with third radial bearings, the outer surfaces of the two third radial bearings are connected to the inner surface of the modulation cavity housing, and the outer surface of the gear ring is provided with a set of external teeth, which are located between the outer outer walls of the two third radial bearings.

[0011] Preferably, a groove is formed in the wall of the modulation cavity housing, and a second motor output shaft is rotatably connected to the shaft end of the modulation servo motor. The second motor output shaft is symmetrically fitted with a fourth radial bearing, and the outer surface of one of the fourth radial bearings is connected to the inner surface of the first end cover, while the outer surface of the other fourth radial bearing is connected to the inner surface of the groove.

[0012] Preferably, a micro gear is sleeved on the outer surface of the output shaft of the second motor, a transition gear is meshed with the outer surface of the micro gear, a micro bearing is connected to the inner surface of the transition gear, a rotating rod is inserted into the inner surface of the micro bearing, metal plates are symmetrically connected to the outer surface of the rotating rod, each metal plate is bolted to one side of the outer wall of a corresponding third radial bearing, and the bottom of the transition gear is meshed with the top of a set of external teeth.

[0013] Preferably, the motion execution component further includes a dust cover and a position sensor. One end of the outer wall of the dust cover is fixedly connected to a sealing support end cap. The other end of the outer wall of the dust cover is fixedly connected to one side of the outer wall of the second end cap. One side of the outer wall of the sealing support end cap is fixedly connected to a connecting flange. A fifth radial bearing is embedded in the inner surface of the sealing support end cap. The inner surface of the fifth radial bearing is rotatably connected to the outer surface of the lead screw. One end of the outer wall of the lead screw is rotatably connected to the opposite end of the planetary carrier output shaft.

[0014] Preferably, the outer surface of the lead screw and the inner surface of the nut are sleeved and connected, the inner surface of the nut is connected to the outer surface of the cage, a set of balls are disposed between the cage and the lead screw, an axial slider is fixedly connected to the bottom of the nut, the bottom of the axial slider is connected to the top of the shift fork, the outer wall of the sealing support end cover and the connecting flange has a through mounting hole, the inner surface of the mounting hole is slidably connected to a grease nipple, the position sensor is directly opposite one side of the outer wall of the shift fork, and the position sensor and the outer wall of the second end cover are bolted together, the position sensor is used to monitor the linear displacement and movement speed of the shift fork in real time.

[0015] The present invention also provides an automatic transmission including the aforementioned automatic shift travel adaptive adjustment device.

[0016] Compared with the prior art, the beneficial effects of the present invention are: In this invention, the power modulation component and motion execution component work together to precisely address the core shortcomings of traditional automatic transmission adjustment devices, such as discontinuous hierarchical control, coupled power adjustment functions, poor vibration stability, cumbersome assembly and maintenance, and weak adaptability to operating conditions. This comprehensively meets the core requirements of high-precision stepless adjustment, high smoothness and low impact, strong adaptability to operating conditions, and long lifespan and low maintenance in the field of vehicle automatic transmissions. The power modulation component, through a decoupled design of a brushless DC motor and a modulation servo motor, combined with the speed synthesis mechanism of the planetary differential assembly, achieves independent control of shift power and stroke adjustment. It can achieve stepless adaptive adjustment of shift stroke based on synchronizer resistance and vehicle speed conditions, completely solving the shift shock or jamming problems caused by traditional single power sources. The integrated layout of the first encoder and torque sensing ring eliminates the need for additional installation space. The system features real-time monitoring of power input and shift resistance, working in conjunction with the TCU to form a closed-loop control system, preventing adjustment lag and loss of control, and adapting to complex driving conditions. Secondly, the motion execution components, through a precise matching design between the ball screw pair and the shift fork, efficiently convert the rotational motion output from the planetary carrier into linear shift stroke. This, combined with the tight fit between the rectangular slot above the shift fork, the nut, and the axial slider, restricts the nut's rotation while ensuring smooth power transmission, preventing loose shifting and abnormal noise. The composite structure of the fifth radial bearing of the screw and the sealed support end cap compensates for vibration and thermal expansion gaps, limiting the radial displacement of the screw and ensuring stable transmission accuracy. The dust cover design prevents transmission fluid corrosion and impurity intrusion, improving operational stability under harsh conditions. The integrated layout of position sensors allows for real-time acquisition of shift stroke signals and feedback to the TCU, accurately correcting adjustment errors. Attached Figure Description

[0017] Figure 1 This is a perspective view of the main structure of an automatic gear shifting stroke adaptive adjustment device according to the present invention; Figure 2 This is a three-dimensional cross-sectional view of an automatic shift stroke adaptive adjustment device according to the present invention. Figure 3 This is a schematic diagram of the installation position of the power modulation component in an automatic shift stroke adaptive adjustment device of the present invention; Figure 4 This is a schematic diagram of the installation positions of the L-shaped frame, the modulation servo motor, and the output shaft of the second motor in an automatic shift stroke adaptive adjustment device of the present invention. Figure 5This is a schematic diagram of the installation positions of the planetary carrier output shaft, gear ring, and third radial bearing in an automatic shift stroke adaptive adjustment device of the present invention. Figure 6 This is a schematic diagram of the installation positions of the planetary shaft, planetary carrier, and planetary carrier output shaft in an automatic shift stroke adaptive adjustment device of the present invention. Figure 7 for Figure 5 Enlarged view of the structure at point A in the image; Figure 8 for Figure 6 Enlarged view of the structure at point B in the image; Figure 9 This is a schematic diagram of the installation position structure of the motion execution component in an automatic shift stroke adaptive adjustment device of the present invention; Figure 10 This is a schematic diagram of the installation positions of the sealing support end cover, connecting flange, and fifth radial bearing in an automatic shift stroke adaptive adjustment device of the present invention. Figure 11 This is a schematic diagram of the installation positions of the grease nipple and position sensor in an automatic shift stroke adaptive adjustment device of the present invention. Figure 12 This is a schematic diagram of the installation position structure of the ball bearings and axial slider in an automatic shift stroke adaptive adjustment device of the present invention; Figure 13 for Figure 12 Enlarged view of the structure at point C.

[0018] In the diagram: 100, Power modulation assembly; 101, Modulation chamber housing; 102, First end cover; 103, Second end cover; 104, Brushless DC motor; 105, First radial bearing; 106, First motor output shaft; 107, Torque sensing ring; 108, Sun gear; 109, Second radial bearing; 110, Planetary gears; 111, Planetary shaft; 112, Planetary carrier; 113, Planetary carrier output shaft; 114, Gear ring; 115, Third radial bearing; 116, External gear; 117, L-shaped carrier; 118, Modulation servo. 119. Motor; 120. Second motor output shaft; 121. Fourth radial bearing; 122. Micro gear; 123. Metal plate; 124. Transition gear; 125. Groove; 200. Motion actuator; 201. Dust cover; 202. Sealed support end cap; 203. Connecting flange; 204. Fifth radial bearing; 205. Lead screw; 206. Nut; 207. Cage; 208. Ball bearing; 209. Axial slider; 210. Shift fork; 211. Mounting hole; 212. Grease nipple; 213. Position sensor. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] like Figures 1-2 As shown, this embodiment discloses an automatic shift stroke adaptive adjustment device, including a power modulation component 100 and a motion execution component 200, wherein the motion execution component 200 is installed on one side of the outer wall of the power modulation component 100; The power modulation component 100 is used to decouple the shift power output and stroke speed adjustment functions and realize stepless adaptive control of the shift power; The motion execution component 200 is used to achieve high-precision conversion from rotary motion to linear motion and drive the synchronizer to complete the gear shifting action; like Figures 5-6 As shown, the power modulation assembly 100 includes a brushless DC motor 104, a sun gear 108, three planet gears 110, a planet carrier 112, and a ring gear 114. The brushless DC motor 104 is used to provide the constant base torque required for the engagement and disengagement of the drive synchronizer. The sun gear 108, the three planet gears 110, the planet carrier 112, and the ring gear 114 form a complete planetary differential assembly. The planetary differential assembly is used to achieve stepless continuous adjustment of the output speed of the planet carrier 112 by utilizing the dual power inputs of the sun gear 108 and the ring gear 114. like Figure 11 As shown, the motion execution assembly 200 includes a lead screw 205, a nut 206, a cage 207, a set of balls 208, and a shift fork 210. The lead screw 205, nut 206, cage 207, and set of balls 208 form a complete ball screw pair. The ball screw pair is used to convert the rotational motion output by the planet carrier 112 in the planetary differential assembly into linear motion. The shift fork 210 is used to engage the annular groove of the synchronizer sleeve with the lower U-shaped fork and receive the linear power of the nut 206 to drive the synchronizer to complete the engagement and disengagement actions.

[0021] This embodiment primarily addresses the increasingly prominent fundamental conflict between the rigid requirements of automatic transmissions for stepless adaptive adjustment, low-impact and high-smoothness shifting, strong adaptability to various operating conditions, and long lifespan and low maintenance, and the traditional shift adjustment devices' hierarchical control, coupled power adjustment functions, and insufficient vibration resistance and environmental adaptability. Traditional solutions rely on single power source drive, discrete stroke control, and coarse structural integration, making it difficult to adapt to complex vehicle driving conditions and the flexible adaptation requirements of different vehicle models' transmissions. This results in two core defects in existing technologies: First, the accuracy and smoothness of shift control are insufficient, easily leading to operational failures. Traditional automatic shift adjustment devices, such as shift fork shafts, electromagnet drive mechanisms, and single-motor gear shift components, mostly employ hierarchical stroke control logic, relying on fixed gear ratios or discrete rotation of stepper motors to achieve shift stroke adjustment, failing to perform stepless adaptive adjustment based on synchronizer engagement resistance, vehicle speed, and power requirements. Simultaneously… Its shift power output and stroke speed regulation are completed by the same power source. This functional coupling leads to shift shock when there is excess power and synchronizer jamming when there is insufficient power. The single contact-type stroke feedback structure is susceptible to vibration interference. The lack of a precise guiding shift fork 210 and synchronizer misalignment further aggravate the fretting wear of the contact surface. Long-term operation can easily lead to shift noise, synchronizer burning, or even transmission failure, forming a vicious cycle of performance degradation. Secondly, the structural integration and adaptability to operating conditions are insufficient, resulting in difficult assembly and maintenance. Traditional devices are often integrated with the transmission body, with a very high degree of structural coupling. Once a fault occurs, the core gear set of the transmission must be disassembled for repair, resulting in high maintenance costs and low efficiency. Its vibration protection relies on simple rubber pads, and insulation protection relies on ordinary plastic shells. Under the conditions of high and low temperature of the vehicle, bumps and vibrations, and transmission oil corrosion, the shell is prone to aging and failure, and the fixing structure may loosen and shift, making it impossible to guarantee long-term stable operation.

[0022] This embodiment addresses the problems of existing technologies by using a power modulation component 100 and a motion execution component 200 in synergy to precisely resolve the core defects of traditional automatic transmission adjustment devices, such as discontinuous hierarchical control, coupled power adjustment functions, poor vibration stability, cumbersome assembly and maintenance, and weak adaptability to operating conditions. It comprehensively meets the core requirements of high-precision stepless adjustment, high smoothness and low impact, strong adaptability to operating conditions, and long life and low maintenance in the field of vehicle automatic transmissions. The power modulation component 100, through a decoupled design of a brushless DC motor 104 and a modulation servo motor 118, combined with the speed synthesis mechanism of the planetary differential assembly, achieves independent control of shift power and stroke adjustment. It can achieve stepless adaptive adjustment of shift stroke based on synchronizer resistance and vehicle speed conditions, completely solving the shift shock or jamming problems caused by traditional single power sources. The integrated layout of the first encoder and torque sensing ring 107 eliminates the need for additional installation space expansion to achieve dynamic... Real-time monitoring of force input status and shift resistance, combined with the TCU to form a closed-loop control, avoids adjustment lag and loss of control, and adapts to complex driving conditions; secondly, the motion execution component 200, through the precise matching design of the ball screw pair and shift fork 210, efficiently converts the rotational motion output by the planetary carrier 112 into linear shift stroke. With the tight fit between the rectangular slot on the upper part of the shift fork 210 and the nut 206 and axial slider 209, the rotation of the nut 206 is limited while ensuring smooth power transmission, avoiding shifting looseness and abnormal noise; the composite structure of the fifth radial bearing 204 of the screw 205 and the sealed support end cover 202 can compensate for vibration and thermal expansion gaps, limit the radial displacement of the screw 205, and ensure stable transmission accuracy. Combined with the design of the dust cover 201, it prevents transmission oil corrosion and impurity intrusion, and improves the operating stability under harsh conditions; the integrated layout of the position sensor 213 can collect shift stroke signals in real time and feed them back to the TCU to accurately correct adjustment errors.

[0023] according to Figures 3-4 As shown, the power modulation assembly 100 also includes a modulation cavity housing 101. A first end cover 102 and a second end cover 103 are respectively sealed and connected to both ends of the outer wall of the modulation cavity housing 101. The first end cover 102 is bolted to the opposite side of the brushless DC motor 104, and the brushless DC motor 104 integrates a first encoder. An L-shaped bracket 117 is bolted to one side of the outer wall of the second end cover 103, and a modulation servo motor 118 is screwed to one side of the outer wall of the L-shaped bracket 117. The modulation servo motor 118 integrates a second encoder and is used to achieve stepless speed regulation. The shaft end of the brushless DC motor 104 is rotatably connected to a first motor output shaft 106. Figure 7 As shown, a torque sensing ring 107 is sleeved on the outer surface of the first motor output shaft 106, and the torque sensing ring 107 is used to monitor the torque change of the main first motor output shaft 106 in real time and indirectly sense the resistance during the synchronizer engagement process.

[0024] In this embodiment of the invention, the modulation chamber housing 101, the first end cover 102, the second end cover 103, and the L-shaped bracket 117 are all integrally forged from high-strength aluminum alloy. This ensures sufficient structural rigidity to withstand the operation of the transmission while effectively reducing the overall weight of the power modulation assembly 100, perfectly meeting the lightweight design requirements of vehicles. The outer shells of the brushless DC motor 104 and the modulation servo motor 118 are made of die-cast aluminum alloy, and the internal coils use oxygen-free copper cores to ensure stable power output. Furthermore, the first end cover 102 is connected to the brushless DC motor 104, and the L-shaped bracket 117 is connected to the modulation servo motor 118 using internal hex bolts made of 304 stainless steel, along with anti-loosening washers. This facilitates easy assembly and disassembly while maintaining high connection strength, preventing loosening caused by long-term vibration. The device integrates a first encoder and a second encoder for each of the dual motors. The encoders adopt a magnetoelectric design, eliminating the need for additional independent sensors and significantly simplifying the structural layout. Simultaneously, it achieves real-time and accurate acquisition of the speed and angle of the brushless DC motor 104 and the modulated servo motor 118. Furthermore, the output shaft 106 of the first motor is made of alloy steel that has undergone carburizing and quenching treatment, possessing both high strength and high wear resistance. The torque sensing ring 107 fitted on its outer surface is made of a magnetoelastic alloy sheet material, which is arranged in close contact with the output shaft 106 of the first motor without occupying additional axial space. It can capture the torque change in real time and indirectly sense the synchronizer engagement resistance. In conjunction with the TCU, it can quickly adjust the motor output power, fundamentally solving the problem of shifting shock or jamming caused by the lack of resistance monitoring in traditional devices.

[0025] according to Figure 4 as well as Figure 6 As shown, a first radial bearing 105 and a second radial bearing 109 are respectively fitted onto the outer surface of the first motor output shaft 106. The outer surface of the first radial bearing 105 is connected to the inner surface of the first end cover 102, and the outer surface of the second radial bearing 109 is connected to the inner surface of the planetary carrier 112. Figure 5 As shown, the outer surface of the first motor output shaft 106 and the inner surface of the sun gear 108 are rotatably connected.

[0026] In this embodiment of the invention, firstly, both the first radial bearing 105 and the second radial bearing 109 are made of high-carbon chromium bearing steel and have a built-in lithium-based grease sealing structure, which can work stably for a long time in the environment of transmission oil and effectively reduce the rotational friction loss of the first motor output shaft 106. The first radial bearing 105 and the inner surface of the first end cover 102 are interference-fitted, and the second radial bearing 109 is embedded in the inner surface of the planetary carrier 112. The double support structure ensures the stability of the first motor output shaft 106 and avoids radial movement during rotation. Secondly, the sun gear 108 is made of alloy steel and the tooth surface is nitrided. The sun gear 108 and the first motor output shaft 106 are connected by a spline, which not only ensures the smooth transmission of power, but also adapts to the speed difference when the two power sources work together, solving the defects of insufficient transmission rigidity and easy wear of tooth surfaces in traditional single power source devices.

[0027] according to Figure 6 As shown, the outer surface of the sun gear 108 is meshed with the outer surfaces of the three planet gears 110, the outer surfaces of the three planet gears 110 are meshed with the inner surface of the gear ring 114, the inner surfaces of the three planet gears 110 are each fitted with a planet shaft 111, the outer surfaces of the three planet shafts 111 are fitted into the shaft holes of the planet carrier 112, and the outer wall of the planet carrier 112 is connected to a planet carrier output shaft 113.

[0028] In this embodiment of the invention, firstly, the planetary gears 110 are made of the same alloy steel as the sun gear 108, and their tooth surfaces are also nitrided. The planetary shaft 111 is made of alloy structural steel, which can effectively withstand the alternating load during meshing transmission. Secondly, the planetary carrier 112 and the planetary carrier output shaft 113 are formed by an integrated aluminum alloy forging process, resulting in a compact structure with no connection gap, which can effectively improve vibration resistance and power transmission efficiency. Furthermore, the gear ring 114 is made of alloy steel with hardened internal tooth surfaces. At the same time, the three planetary gears 110 are evenly distributed between the sun gear 108 and the gear ring 114, with an included angle of 120 degrees. They are fixed by the planetary shaft 111 and the planetary carrier 112, forming a stable differential transmission structure. This structure can receive the basic power transmitted by the sun gear 108 and respond to the speed regulation function of the gear ring 114, realizing stepless continuous adjustment of the output speed of the planetary carrier 112. This completely breaks the limitations of the traditional device's graded control, allowing the shift stroke to accurately adapt to different vehicle speeds and power requirements.

[0029] according to Figures 5-6 As shown, the outer surface of the gear ring 114 is symmetrically fitted with third radial bearings 115. The outer surfaces of the two third radial bearings 115 are connected to the inner surface of the modulation cavity housing 101. The outer surface of the gear ring 114 is provided with a set of external teeth 116, and the set of external teeth 116 is provided between the outer outer walls of the two third radial bearings 115.

[0030] In this embodiment of the invention, the third radial bearing 115 is also made of high-carbon chromium bearing steel, maintaining material consistency with the first radial bearing 105 and the second radial bearing 109, ensuring the wear resistance and lubrication compatibility of the overall transmission system. It is symmetrically fitted on the outer surface of the gear ring 114 and has a transition fit with the inner surface of the modulation cavity housing 101, which can provide stable radial support for the gear ring 114 and reduce friction and offset during rotation. The outer teeth 116 on the outer surface of the gear ring 114 are opened between the two third radial bearings 115, ensuring that the force point during meshing is within the range of the support structure, improving transmission stability. This design makes the gear ring 114 less prone to deformation when subjected to meshing torque, and the rotation is smoother, thereby solving the problems of meshing deviation and high vibration noise caused by insufficient support in traditional gear transmission. At the same time, the alloy steel gear ring 114 can resist long-term wear.

[0031] according to Figure 4 As shown, a groove 124 is provided in the wall of the modulation cavity housing 101. The shaft end of the modulation servo motor 118 is rotatably connected to the second motor output shaft 119. The second motor output shaft 119 is symmetrically fitted with fourth radial bearings 120. The outer surface of one of the fourth radial bearings 120 is connected to the inner surface of the first end cover 102, and the outer surface of the other fourth radial bearing 120 is connected to the inner surface of the groove 124.

[0032] In this embodiment of the invention, the groove 124 within the wall thickness of the modulation cavity housing 101 is an integrally formed structure, machined by CNC milling, requiring no additional processing or assembly. This provides installation space for the fourth radial bearing 120 without reducing the housing strength, achieving a compact design. The second motor output shaft 119 is made of 40Cr alloy steel, and the fourth radial bearing 120 is made of the same material as the first radial bearing 105, the second radial bearing 109, and the third radial bearing 115, ensuring the wear resistance and consistency of the overall transmission system. Furthermore, the two fourth radial bearings 120 are respectively supported within the first end cover 102 and the groove 124, preventing the micro gear 121 from shifting due to vibration. This layout saves installation space and improves the accuracy of power transmission, adapting to the demanding working conditions of densely packed internal components in the transmission.

[0033] according to Figure 6 as well as Figure 8 As shown, a micro gear 121 is sleeved on the outer surface of the second motor output shaft 119. A transition gear 123 is meshed with the outer surface of the micro gear 121. A micro bearing is connected to the inner surface of the transition gear 123. A rotating rod is inserted into the inner surface of the micro bearing. Metal plates 122 are symmetrically connected to the outer surface of the rotating rod. Each metal plate 122 is bolted to one side of the outer wall of a corresponding third radial bearing 115. The bottom of the transition gear 123 is meshed with the top of a set of external teeth 116.

[0034] In this embodiment of the invention, the micro gear 121 and the transition gear 123 are both made of alloy steel and have undergone carburizing and quenching treatment. The micro bearing is made of high-carbon chromium bearing steel. The rotating rod is made of 304 stainless steel, and the metal plate 122 is made of aluminum alloy. The transition gear 123 is connected to the rotating rod through the micro bearing. The metal plate 122 fixes the rotating rod to the outer wall of the third radial bearing 115, ensuring that the installation position of the transition gear 123 is accurate and the meshing clearance with the micro gear 121 and the outer teeth 116 of the gear ring 114 is uniform. This multi-stage gear transmission structure can accurately transmit the speed regulation power of the modulation servo motor 118. Moreover, the fixing method of the metal plate 122 has strong vibration resistance and can mesh without loosening under different vibration environments. This avoids the problems of meshing loosening and increased wear caused by vibration in traditional gear transmission, ensuring the stable realization of the stepless speed regulation function.

[0035] according to Figures 9-10 As shown, the motion execution component 200 also includes a dust cover 201 and a position sensor 213. A sealing support end cover 202 is fixedly connected to one end of the outer wall of the dust cover 201. The other end of the outer wall of the dust cover 201 is fixedly connected to one side of the outer wall of the second end cover 103. A connecting flange 203 is fixedly connected to one side of the outer wall of the sealing support end cover 202. A fifth radial bearing 204 is embedded in the inner surface of the sealing support end cover 202. The inner surface of the fifth radial bearing 204 is rotatably connected to the outer surface of the lead screw 205. One end of the outer wall of the lead screw 205 is rotatably connected to the opposite end of the planetary carrier output shaft 113.

[0036] In this embodiment of the invention, the dust cover 201 is made of a composite material of fluororubber and glass fiber reinforced engineering plastic, which has excellent oil resistance and flexibility, as well as high mechanical strength, and can effectively prevent transmission oil and impurities from entering the internal components. The sealing support end cap 202 and the connecting flange 203 are both made of aluminum alloy, the fifth radial bearing 204 is made of high carbon chromium bearing steel, and the lead screw 205 is made of alloy steel with chrome plating, which has both rust resistance and wear resistance. Secondly, the two ends of the dust cover 201 are fixed to the second end cap 103 and the sealing support end cap 202 respectively by snap-fit ​​and sealant, forming an effective sealing space. With the fifth radial bearing 204 for radial positioning of the lead screw 205, the coaxiality of the lead screw 205 is kept stable during rotation. Furthermore, the connecting flange 203 has 8 bolt holes with a hole spacing that is compatible with common transmission mounting positions, allowing the motion actuator 200 to be quickly fixed to the transmission housing by bolts, thereby adapting to the installation requirements of transmissions of different displacements and solving the defects of poor installation compatibility and insufficient protection of traditional devices.

[0037] according to Figures 11-12As shown, the outer surface of the lead screw 205 and the inner surface of the nut 206 are sleeved and connected. The inner surface of the nut 206 is connected to the outer surface of the cage 207. A set of balls 208 are disposed between the cage 207 and the lead screw 205. An axial slider 209 is fixedly connected to the bottom of the nut 206. The bottom of the axial slider 209 is connected to the top of the shift fork 210. Figure 4 As shown, the outer walls of the sealing support end cap 202 and the connecting flange 203 have mounting holes 211 extending through them. A grease nipple 212 is slidably connected to the inner surface of the mounting hole 211. According to... Figure 11 As shown, the position sensor 213 is directly opposite the outer wall of the shift fork 210, and the position sensor 213 is bolted to the outer wall of the second end cover 103. The position sensor 213 is used to monitor the linear displacement and movement speed of the shift fork 210 in real time.

[0038] In this embodiment of the invention, the nut 206 is made of alloy steel, the cage 207 is made of glass fiber reinforced nylon engineering plastic, possessing self-lubricating and oil-resistant properties, the ball bearing 208 is made of high-carbon chromium bearing steel, the axial slider 209 is an alloy steel integrally milled with the nut 206, the shift fork 210 is forged from aluminum alloy, the grease nipple 212 is made of brass, possessing strong corrosion resistance, and the position sensor 213 is a Hall effect sensor; wherein the ball screw pair replaces sliding friction with rolling friction of the balls 208, the cage 207 can prevent the balls 208 from falling off, ensuring stable transmission; the torque between the axial slider 209 and the shift fork 210... The shaped groove adopts a transition fit, which restricts the rotation of the nut 206 and efficiently converts the rotational motion into linear motion. Secondly, the grease nipple 212 facilitates the regular addition of lithium-based grease, extending the service life of the components. The position sensor 213 can monitor the displacement and speed of the shift fork 210 in real time and feed the signal back to the TCU, thereby realizing closed-loop control and solving the problems of lag in stroke feedback and low shifting accuracy in traditional devices. At the same time, the aluminum alloy shift fork 210, the composite material dust cover 201, and the sensor housing take into account both lightweight and weather resistance, ensuring long-term stable operation of the device under harsh conditions such as high and low temperatures and vibration.

[0039] In use, when the vehicle needs to shift gears while driving, the entire device operates in an orderly manner around the logic of command reception, power modulation, motion conversion, gear shift execution, and closed-loop feedback. Through the coordinated linkage of the power modulation component 100 and the motion execution component 200, the precise cooperation of each component achieves highly accurate and low-impact adaptive gear shifting. The specific process is as follows: First, during the command issuance and power start-up phase, the transmission control unit (TCU) collects real-time driving data such as vehicle speed and engine load, and generates a gear shift command based on a preset gear shifting strategy. Simultaneously, start-up and parameter adjustment commands are issued to the brushless DC motor 104 and the modulation servo motor 118 in the power modulation component 100. At this time, the first end cover 10 installed at one end of the modulation cavity housing 101... The outer brushless DC motor 104 starts first, outputting the constant base torque required for the synchronizer to engage and disengage. Its integrated first encoder collects speed and angle signals in real time. The torque is transmitted through the first motor output shaft 106 at the end of the brushless DC motor 104. A torque sensing ring 107 fitted on the outer surface of the first motor output shaft 106 starts synchronously, monitoring torque changes in the first motor output shaft 106 in real time to indirectly sense synchronizer engagement resistance. Simultaneously, the modulation servo motor 118, fixed to the outside of the second end cover 103 via an L-shaped bracket 117, starts according to a speed control command. Its integrated second encoder collects speed signals, and the speed control power is transmitted to the micro gear 121 via the second motor output shaft 119. Then, the motor enters the dynamic range... In the force modulation and speed synthesis stage, the first motor output shaft 106 firstly rotates smoothly under the dual support of the first radial bearing 105 and the second radial bearing 109, transmitting torque to the sun gear 108 that it meshes with. The sun gear 108 meshes with three evenly distributed planet gears 110, driving the planet gears 110 to rotate around the planetary axis 111. At the same time, the power of the modulation servo motor 118 is transmitted to the external teeth 116 on the outer surface of the gear ring 114 through multi-stage meshing of the second motor output shaft 119, micro gear 121, and transition gear 123, driving the gear ring 114 to rotate under the support of two third radial bearings 115. Subsequently, the basic power of the sun gear 108 and the speed regulating power of the gear ring 114 are combined in the planetary differential assembly to achieve differential speed control. In the rapid synthesis, the three planetary gears 110 rotate on their own axis while revolving around the sun gear 108 with the planetary carrier 112. The planetary carrier 112 outputs continuously adjustable rotational power through the integrally formed planetary carrier output shaft 113. All sensor signals, including torque, speed, and angle, are fed back to the TCU in real time. During the motion conversion and shifting execution phase, the planetary carrier output shaft 113 first transmits the rotational power to the lead screw 205 of the motion execution component 200. The lead screw 205 rotates smoothly under the support of the fifth radial bearing 204 embedded in the sealed support end cover 202. Since the lead screw 205 and the nut 206 form a rolling friction engagement through a set of balls 208 in the cage 207, the rotational motion is efficiently converted into the linear motion of the nut 206.The axial slider 209 fixed at the bottom of the nut 206 fits tightly with the rectangular groove at the top of the shift fork 210, thus limiting the rotation of the nut 206 and ensuring no loose power transmission. Secondly, the shift fork 210 moves along a preset trajectory under linear driving force, and its lower U-shaped fork precisely engages with the annular groove of the synchronizer sleeve, pushing the synchronizer sleeve to complete engagement and disengagement, thereby achieving gear shifting. During this process, the dust cover 201 prevents transmission fluid and impurities from entering, and the connecting flange 203 on the outside of the sealing support end cover 202 passes through the mounting hole 21. The bolts inside 1 secure the components, and the grease nipple 212 allows for periodic grease application to ensure smooth transmission. Then, a closed-loop feedback and precise adjustment phase begins. During gear shifting, the position sensor 213, fixed to the outside of the second end cover 103, monitors the linear displacement and speed of the shift fork 210 in real time, feeding the data back to the TCU. The TCU, combining the resistance signal from the torque sensing ring 107, the speed signals from the first encoder of the brushless DC motor 104, and the second encoder of the modulation servo motor 118, dynamically determines the gear shifting status. If the same... If the stepper engagement resistance is too high, the TCU adjusts the speed of the modulation servo motor 118, and adjusts the output speed of the planetary carrier 112 via the gear ring 114 to reduce the advance speed of the shift fork 210 and avoid impact. If the position sensor 213 detects a displacement deviation of the shift fork 210, the TCU will fine-tune the output torque of the brushless DC motor 104 to correct the shift stroke and ensure precise synchronization. Finally, it enters the shift completion and standby stage. When the position sensor 213 sends a signal that the shift is complete, the TCU issues a command to the brushless DC motor 104 and the modulation servo motor 118 to engage. 8. When the system stops working, the planetary differential assembly stops power output, and the shift fork 210 maintains its current position to stabilize the gear. If it needs to switch to another gear, the TCU repeats the above process. When the vehicle is traveling at a constant speed and no gear shifting is required, the device enters a low-power standby state. The torque sensing ring 107 and the position sensor 213 continuously monitor the status to ensure that they respond to gear shifting commands at any time. Throughout the process, the modulation chamber housing 101, the first end cover 102, the second end cover 103, and other structures provide stable installation and sealing protection, and the bearings ensure smooth operation of the components, greatly extending the service life of the device.

[0040] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An automatic shift stroke adaptive adjustment device, characterized in that: It includes a power modulation component (100) and a motion execution component (200), wherein the motion execution component (200) is mounted on one side of the outer wall of the power modulation component (100); The power modulation assembly (100) includes a brushless DC motor (104), a sun gear (108), three planet gears (110), a planet carrier (112), and a ring gear (114). The brushless DC motor (104) is used to provide the constant base torque required for the engagement and disengagement of the drive synchronizer. The sun gear (108), the three planet gears (110), the planet carrier (112), and the ring gear (114) form a complete planetary differential assembly. The planetary differential assembly is used to achieve stepless continuous adjustment of the output speed of the planet carrier (112) by utilizing the dual power input of the sun gear (108) and the ring gear (114). The motion execution component (200) includes a lead screw (205), a nut (206), a cage (207), a set of balls (208), and a shift fork (210). The lead screw (205), nut (206), cage (207), and set of balls (208) form a complete ball screw pair. The ball screw pair is used to convert the rotational motion output by the planet carrier (112) in the planetary differential assembly into linear motion. The shift fork (210) is used to engage the annular groove of the synchronizer sleeve with the lower U-shaped fork and receive the linear power of the nut (206) to drive the synchronizer to complete the engagement and disengagement actions.

2. The automatic shift stroke adaptive adjustment device according to claim 1, characterized in that: The power modulation assembly (100) further includes a modulation cavity housing (101). A first end cover (102) and a second end cover (103) are respectively sealed and connected to both ends of the outer wall of the modulation cavity housing (101). The first end cover (102) is bolted to the opposite side of a brushless DC motor (104), and a first encoder is integrated inside the brushless DC motor (104). An L-shaped bracket (117) is bolted to one side of the outer wall of the second end cover (103), and screws are connected to one side of the outer wall of the L-shaped bracket (117). A modulated servo motor (118) is provided, and a second encoder is integrated inside the modulated servo motor (118). The modulated servo motor (118) is used to achieve stepless speed regulation. The shaft end of the brushless DC motor (104) is rotatably connected to a first motor output shaft (106). A torque sensing ring (107) is sleeved on the outer surface of the first motor output shaft (106). The torque sensing ring (107) is used to monitor the torque change of the main first motor output shaft (106) in real time and indirectly sense the resistance during the synchronizer engagement process.

3. The automatic shift stroke adaptive adjustment device according to claim 2, characterized in that: The outer surface of the first motor output shaft (106) is respectively fitted with a first radial bearing (105) and a second radial bearing (109). The outer surface of the first radial bearing (105) is connected to the inner surface of the first end cover (102), the outer surface of the second radial bearing (109) is connected to the inner surface of the planet carrier (112), and the outer surface of the first motor output shaft (106) is rotatably connected to the inner surface of the sun gear (108).

4. The automatic shift stroke adaptive adjustment device according to claim 3, characterized in that: The outer surface of the sun gear (108) meshes with the outer surfaces of the three planet gears (110), the outer surfaces of the three planet gears (110) mesh with the inner surface of the gear ring (114), the inner surfaces of the three planet gears (110) are all fitted with planet shafts (111), the outer surfaces of the three planet shafts (111) are fitted with the shaft holes of the planet carrier (112), and the outer wall of the planet carrier (112) is connected to a planet carrier output shaft (113).

5. The automatic shift stroke adaptive adjustment device according to claim 4, characterized in that: The outer surface of the gear ring (114) is symmetrically fitted with third radial bearings (115). The outer surfaces of the two third radial bearings (115) are connected to the inner surface of the modulation cavity housing (101). The outer surface of the gear ring (114) is provided with a set of external teeth (116), and the set of external teeth (116) is located between the outer walls of the two third radial bearings (115).

6. The automatic shift stroke adaptive adjustment device according to claim 5, characterized in that: The wall of the modulation cavity housing (101) has a groove (124). The shaft end of the modulation servo motor (118) is rotatably connected to the second motor output shaft (119). The second motor output shaft (119) is symmetrically fitted with a fourth radial bearing (120). The outer surface of one of the fourth radial bearings (120) is connected to the inner surface of the first end cover (102), and the outer surface of the other fourth radial bearing (120) is connected to the inner surface of the groove (124).

7. The automatic shift stroke adaptive adjustment device according to claim 6, characterized in that: The outer surface of the second motor output shaft (119) is fitted with a micro gear (121), the outer surface of the micro gear (121) is meshed with a transition gear (123), the inner surface of the transition gear (123) is connected with a micro bearing, the inner surface of the micro bearing is inserted with a rotating rod, the outer surface of the rotating rod is symmetrically connected with metal plates (122), each metal plate (122) is bolted to one side of the outer wall of a corresponding third radial bearing (115), the bottom of the transition gear (123) is meshed with the top of a set of external teeth (116).

8. The automatic shift stroke adaptive adjustment device according to claim 2, characterized in that: The motion execution component (200) also includes a dust cover (201) and a position sensor (213). One end of the outer wall of the dust cover (201) is fixedly connected to a sealing support end cap (202). The other end of the outer wall of the dust cover (201) is fixedly connected to one side of the outer wall of the second end cap (103). One side of the outer wall of the sealing support end cap (202) is fixedly connected to a connecting flange (203). A fifth radial bearing (204) is embedded in the inner surface of the sealing support end cap (202). The inner surface of the fifth radial bearing (204) is rotatably connected to the outer surface of the lead screw (205). One end of the outer wall of the lead screw (205) is rotatably connected to the opposite end of the planetary carrier output shaft (113).

9. The automatic shift stroke adaptive adjustment device according to claim 8, characterized in that: The outer surface of the lead screw (205) and the inner surface of the nut (206) are sleeved and connected. The inner surface of the nut (206) and the outer surface of the cage (207) are connected. A set of balls (208) are disposed between the cage (207) and the lead screw (205). An axial slider (209) is fixedly connected to the bottom of the nut (206). The bottom of the axial slider (209) is connected to the top of the shift fork (210). The outer walls of the sealing support end cap (202) and the connecting flange (203) have a mounting hole (211) through them. A grease nipple (212) is slidably connected to the inner surface of the mounting hole (211). The position sensor (213) is directly opposite to one side of the outer wall of the shift fork (210). The position sensor (213) is bolted to one side of the outer wall of the second end cap (103). The position sensor (213) is used to monitor the linear displacement and movement speed of the shift fork (210) in real time.

10. An automatic transmission, characterized in that, Includes the automatic shift stroke adaptive adjustment device as described in any one of claims 1-9.

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