Interlocking device for gear shifting system, hybrid power assembly and vehicle

Abstract

The invention provides an interlocking device for a gear shifting system, a hybrid power assembly and a vehicle, and relates to the technical field of vehicle speed change or electric drive hybrid power mode switching control. The interlocking device for the gear shifting system comprises a shaft body, a first blocking part and a second blocking part, wherein the first blocking part and the second blocking part are arranged on the shaft body; the first blocking part can be matched with the end face of a movable disc of the first gear shifting unit, the second blocking part can be matched with the end face of a movable disc of the second gear shifting unit, and the distance between the first blocking part and the second blocking part in the axial direction is larger than the distance between the first blocking part and the second blocking part when the movable discs of the first gear shifting unit and the second gear shifting unit shift in place at the same time. The distance between the end faces of the two moving discs is equal; wherein the first gear shifting unit and the second gear shifting unit are two gear shifting units which are prohibited from working at the same time in the gear shifting system. According to the interlocking device for the gear shifting system, unauthorized or dangerous gear operation of a new energy hybrid power system can be avoided, and the safety of power mode switching is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle transmission or electric hybrid mode switching control technology, and in particular to an interlock device for a shift system, a hybrid powertrain, and a vehicle. Background Technology

[0002] Hybrid systems are widely used in modern vehicles. Their core function is to optimize energy efficiency and flexibly switch power output through combinations of different power sources (such as engines and electric motors) and transmission modes. For example, four-wheel-drive hybrid vehicles need to switch between two-wheel-drive mode and generator mode via a combination of shift units, while the switching between electric motor drive and engine direct drive relies on specific shift logic. If the combination of shift units does not conform to preset rules, it may lead to power system conflicts (such as simultaneous engine direct drive and electric motor drive), mechanical damage (such as abnormal gear meshing), or functional failure (such as inability to generate electricity). Especially for some new energy vehicle manufacturers, lacking engine direct drive qualifications, such shift combinations must be strictly prohibited.

[0003] However, existing interlocking mechanisms cannot meet the special requirements of new energy hybrid power systems to restrict specific shift combinations, and cannot ensure the safety of power mode switching. Summary of the Invention

[0004] In view of the above problems, this application provides an interlock device for a gear shifting system, a hybrid powertrain, and a vehicle to solve the problem that existing interlocking mechanisms cannot meet the special requirements of new energy hybrid power systems to restrict specific gear shifting combinations and cannot ensure the safety of power mode switching, so as to avoid unauthorized or dangerous gear operation.

[0005] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0006] A first aspect of this application provides an interlock device for a gear shifting system, comprising:

[0007] The shaft body, and the first blocking part and the second blocking part provided on the shaft body;

[0008] The first blocking part can cooperate with the end face of the moving disc of the first shift unit, and the second blocking part can cooperate with the end face of the moving disc of the second shift unit. The axial distance between the first blocking part and the second blocking part is greater than the distance between the end faces of the two moving discs when the moving discs of the first shift unit and the second shift unit are simultaneously shifted into position.

[0009] Among them, the first shift unit and the second shift unit are two shift units in the shift system that are prohibited from working simultaneously.

[0010] In one possible implementation, the first blocking part and the second blocking part can respectively fit against the moving disc end face of the first shift unit and the second shift unit.

[0011] In one possible implementation, the first and second blocking portions are oriented in opposite directions along the axial direction.

[0012] In one possible implementation, the first blocking portion and the second blocking portion are arranged at an angle along the circumference of the shaft body.

[0013] In one possible implementation, the first blocking part includes a first connecting part and a second connecting part arranged at an angle, the first connecting part being connected to the shaft body, and the second connecting part being used to abut against the moving disc end face of the first shifting unit.

[0014] The second blocking part includes a third connecting part and a fourth connecting part arranged at an angle. The third connecting part is connected to the shaft body, and the fourth connecting part is used to abut against the end face of the moving disc of the second shifting unit.

[0015] In one possible implementation, the interlock device for the shifting system further includes:

[0016] The first sheath covers the second connecting part and is used to contact the moving disc end face of the first shift unit; the wear resistance of the first sheath is better than that of the second connecting part.

[0017] The second sheath covers the fourth connecting part and is used to contact the moving disc end face of the second shift unit; the wear resistance of the second sheath is better than that of the fourth connecting part.

[0018] In one possible implementation, both the first sheath and the second sheath are elastic, with the first sheath capable of elastically abutting against the end face of the moving disc of the first shift unit, and the second sheath capable of elastically abutting against the end face of the moving disc of the second shift unit.

[0019] A second aspect of this application provides a hybrid powertrain, including a housing and an interlock device for a shifting system as described above.

[0020] In one possible implementation, the housing is provided with a first mounting hole; one end of the shaft body along the axial direction is embedded in the first mounting hole;

[0021] The interlocking device for the shifting system also includes an elastic element, which is disposed at at least one end of the shaft body along the axial direction. The elastic element is built into the first mounting hole and is elastically connected to the shaft body along the axial direction.

[0022] In one possible implementation, a second mounting hole is provided at at least one end of the shaft body along the axial direction;

[0023] The end of the elastic element close to the shaft body along the axial direction is built into the second mounting hole.

[0024] In one possible implementation, a limiting portion is provided at one end of the shaft body along the axial direction. The limiting portion is recessed axially relative to the axial end face of the shaft body and recessed radially toward the axis of the shaft body relative to the outer peripheral surface of the shaft body.

[0025] The housing is provided with a limiting groove; the limiting part is slidably disposed in the limiting groove along the axial direction, and the limiting part and the limiting groove are used to limit the circumferential movement of the shaft body.

[0026] In one possible implementation, the interlocking device for the shifting system further includes a first guide member, which is radially disposed on the shaft body;

[0027] The interlocking device for the gear shifting system also includes a second guide member, which is fixedly installed inside the housing; the second guide member has a guide groove along the axial direction; the first guide member is slidably installed in the guide groove, and the first guide member and the guide groove are used to limit the circumferential movement of the shaft body.

[0028] In one possible implementation, a mounting groove is provided radially on the shaft body; one end of the first guide member is embedded in the mounting groove.

[0029] In one possible implementation, the interlocking device for the shifting system further includes a bushing, which is built into a first mounting hole and is slidably connected to the shaft body.

[0030] A third aspect of this application provides a vehicle including the hybrid powertrain described above.

[0031] The interlock device for a gear shifting system provided in this application embodiment prevents the two moving discs from reaching the shifting position simultaneously because the axial distance between the first and second blocking parts is greater than the distance between the end faces of the two moving discs when the first and second shifting units simultaneously shift into gear. When the two shifting units attempt to shift gears simultaneously, the end faces of the two moving discs cannot accommodate the two blocking parts in the axial space, causing interference between the first blocking part and the end face of the moving disc of the first shifting unit, or between the second blocking part and the end face of the moving disc of the second shifting unit. This mechanically prevents the first and second shifting units from working simultaneously, thereby achieving mechanical interlocking between multiple shifting units. This avoids multiple shifting units engaging gears simultaneously, prevents unauthorized or dangerous gear shifting operations in the new energy hybrid power system, and ensures the safety of power mode switching.

[0032] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the interlock device for the shifting system, the hybrid powertrain, and the vehicle provided by the embodiments of this application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific embodiments. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 A perspective view of an interlock device for a shifting system, a first shifting unit, and a second shifting unit provided in an embodiment of this application, wherein the shaft body is circumferentially limited by a limiting part;

[0035] Figure 2 for Figure 1 Side view of the interlock device used in the gear shifting system and the first and second gear shifting units;

[0036] Figure 3 for Figure 2 A sectional view of section AA, wherein the first shifting unit is in the first gear position;

[0037] Figure 4 for Figure 3 A structural diagram of the second shift unit in the second gear position;

[0038] Figure 5 An assembly drawing of the shaft body, housing, and elastic element of the interlocking device for a shifting system provided in an embodiment of this application;

[0039] Figure 6 for Figure 5 Sectional view of section BB;

[0040] Figure 7 An assembly drawing of the shaft body, housing, bushing, and elastic element of the interlocking device for a shifting system provided in an embodiment of this application;

[0041] Figure 8 for Figure 7 A sectional view of section C-C;

[0042] Figure 9 for Figure 3 Cross-sectional view of the interlocking unit;

[0043] Figure 10 A perspective view of an interlocking device for a shifting system and a first shifting unit and a second shifting unit provided in an embodiment of this application, wherein the shaft body is circumferentially limited by a first guide member;

[0044] Figure 11 for Figure 10 Sectional view of section DD;

[0045] Figure 12 for Figure 11 A sectional view of the central axis body;

[0046] Figure 13 for Figure 10 The assembly diagram of the first guide member and the second guide member is shown.

[0047] Explanation of reference numerals in the attached figures:

[0048] 10. First shifting unit; 11. First end face;

[0049] 20. Second shift unit; 21. Second end face;

[0050] 31. Shaft body; 311. Second mounting hole; 312. Limiting part; 313. Mounting groove; 32. First blocking part; 321. First connecting part; 322. Second connecting part; 33. Second blocking part; 331. Third connecting part; 332. Fourth connecting part; 34. First protective sleeve; 35. Second protective sleeve;

[0051] 40. Housing; 401. First mounting hole; 402. Limiting groove;

[0052] 50. Elastic components;

[0053] 60. First guide component;

[0054] 70. Second guide component; 701. Guide groove;

[0055] 80. Bushing;

[0056] X, axial direction; Y, radial direction. Detailed Implementation

[0057] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0058] Secondly, it should be noted that, in the description of the embodiments of this application, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0059] As described in the background section, the interlocking mechanisms in the related technologies cannot meet the special requirements of new energy hybrid power systems to restrict specific shift combinations, and cannot ensure the safety of power mode switching.

[0060] To address the aforementioned technical problems, embodiments of this application provide an interlock device for a gear shifting system, a hybrid powertrain, and a vehicle. The interlock device for the gear shifting system includes: a shaft body, and a first blocking portion and a second blocking portion disposed on the shaft body; the first blocking portion can cooperate with the end face of the moving disc of a first gear shifting unit, and the second blocking portion can cooperate with the end face of the moving disc of a second gear shifting unit. The axial distance between the first blocking portion and the second blocking portion is greater than the distance between the end faces of the two moving discs when the moving discs of the first gear shifting unit and the second gear shifting unit simultaneously shift into gear; wherein, the first gear shifting unit and the second gear shifting unit are two gear shifting units in the gear shifting system that are prohibited from operating simultaneously.

[0061] The interlock device for a gear shifting system provided in this application embodiment prevents the two moving discs from reaching the shifting position simultaneously because the axial distance between the first and second blocking parts is greater than the distance between the end faces of the two moving discs when the first and second shifting units simultaneously shift into gear. When the two shifting units attempt to shift gears simultaneously, the end faces of the two moving discs cannot accommodate the two blocking parts in the axial space, causing interference between the first blocking part and the end face of the moving disc of the first shifting unit, or between the second blocking part and the end face of the moving disc of the second shifting unit. This mechanically prevents the first and second shifting units from working simultaneously, thereby achieving mechanical interlocking between multiple shifting units. This avoids multiple shifting units engaging gears simultaneously, prevents unauthorized or dangerous gear shifting operations in the new energy hybrid power system, and ensures the safety of power mode switching.

[0062] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0063] Please refer to Figures 1-13 The first aspect of this application provides an interlock device for a gear shifting system, comprising:

[0064] Shaft body 31, and a first blocking part 32 and a second blocking part 33 provided on the shaft body 31;

[0065] The first blocking part 32 can cooperate with the end face of the moving disk of the first shift unit 10, and the second blocking part 33 can cooperate with the end face of the moving disk of the second shift unit 20. The distance between the first blocking part 32 and the second blocking part 33 along the axial direction X is greater than the distance between the end faces of the two moving disks when the moving disks of the first shift unit 10 and the second shift unit 20 are simultaneously shifted into position.

[0066] Among them, the first shift unit 10 and the second shift unit 20 are two shift units in the shift system that are prohibited from working simultaneously.

[0067] It should be noted that in this text, axial direction X refers to the axial direction of the shaft body 31, and radial direction Y refers to the radial direction of the shaft body 31. Axial direction X and radial direction Y intersect. The interlocking device for the shifting system provided in this application embodiment is used for mechanical interlocking between multiple shifting units in the shifting system to prevent multiple shifting units from engaging gears simultaneously, thereby avoiding unauthorized or dangerous gear operation. For better explanation and understanding, this application embodiment uses the first shifting unit 10 and the second shifting unit 20 as examples. The first shifting unit 10 and the second shifting unit 20 are set as two shifting units in the shifting system that are prohibited from working simultaneously and cannot be engaged at the same time.

[0068] The interlocking device for the gear shifting system provided in this application prevents the two moving discs from reaching the shifting position simultaneously because the distance between the first blocking part 32 and the second blocking part 33 along the axial direction X (denoted as D1 mm) is greater than the distance between the end faces of the two moving discs when the moving discs of the first shifting unit 10 and the second shifting unit 20 simultaneously shift into gear (denoted as D2 mm), i.e., D1 > D2. When the two shifting units attempt to shift gears simultaneously, the end faces of the two moving discs cannot accommodate the two blocking parts in the axial space, causing interference between the first blocking part 32 and the end face of the moving disc of the first shifting unit 10, or between the second blocking part 33 and the end face of the moving disc of the second shifting unit 20. This mechanically prevents the first shifting unit 10 and the second shifting unit 20 from working simultaneously.

[0069] In this embodiment, the first shifting unit 10 and the second shifting unit 20 are two shifting units that are prohibited from operating simultaneously. Through the aforementioned dimensional difference design (D1 > D2), the interlocking device of this application can prevent both from engaging simultaneously during shifting, avoiding unsafe shifting combinations caused by misoperation or control malfunction, and ensuring the safety of power mode switching. Furthermore, the interlocking device of this application consists only of the shaft body 31 and the first blocking part 32 and the second blocking part 33 disposed thereon, eliminating the need for complex transmission components or external control. The interlocking function can be achieved using a simple axial distance difference, reducing the number of parts, lowering manufacturing and assembly costs, and simultaneously improving the reliability of the device.

[0070] In related technologies, the interlocking of two shifting units relies on the continuous sliding friction between the slider and the groove wall, which is prone to wear. The interlocking device for the shifting system provided in this application has the first blocking part 32 and the second blocking part 33 only contacting the end face of the moving disc when interlocking is required. Furthermore, since D1>D2, only one blocking part may need to contact during normal single-sided shifting, reducing the frequency of sliding friction. In addition, the dimensional difference design itself has low sensitivity to component wear or assembly clearance; even if components wear slightly after long-term use, the interlocking function remains effective as long as the relationship D1>D2 is maintained.

[0071] During gear shifting, when one of the first shifting unit 10 or the second shifting unit 20 moves first, its moving disc end face will contact the corresponding blocking part (first blocking part 32 or second blocking part 33), and push the shaft body 31 to move axially, so that the other blocking part is closer to the moving disc end face of the other shifting unit, thereby blocking its shifting path in advance. This design makes the interlock response and shifting action naturally synchronized, without the need for additional intervention.

[0072] To facilitate better explanation and understanding, the working principle of the interlock device for the shifting system of this application will be explained below in conjunction with the operation process of the first shifting unit 10 and the second shifting unit 20.

[0073] Please see Figure 1 As shown, the first shift unit 10 and the second shift unit 20 can move along the axial direction X. Please combine them together. Figure 3 and Figure 4 As shown, the first shift unit 10 has a first gear engagement position W1 during the movement along the axial direction X, and the second shift unit 20 has a second gear engagement position W2 during the movement along the axial direction X; the first shift unit 10 has a first end face 11 on one side along the axial direction X, and the second shift unit 20 has a second end face 21 on one side along the axial direction X.

[0074] By providing the interlocking device of this application between the first shift unit 10 and the second shift unit 20, when the first shift unit 10 engages gear, please refer to [the relevant documentation / reference]. Figure 3 As shown, when the first shift unit 10 moves along the axial direction X toward the second shift unit 20, the first end face 11 of the first shift unit 10 abuts against the first blocking part 32 of the interlocking device along the axial direction X, and pushes the interlocking device to move along the axial direction X toward the second shift unit 20; when the first shift unit 10 moves along the axial direction X to the first gear position W1, the second blocking part 33 of the interlocking device and the second end face 21 of the second shift unit 20 form a limit along the axial direction X to prevent the second shift unit 20 from entering the second gear position W2, thereby preventing the first shift unit 10 and the second shift unit 20 from engaging gears at the same time.

[0075] When engaging the second gear shift unit 20, please refer to [the relevant documentation]. Figure 4 As shown, when the second shift unit 20 moves along the axial direction X toward the first shift unit 10, the second end face 21 of the second shift unit 20 abuts against the second blocking part 33 of the interlocking device along the axial direction X, and pushes the interlocking device to move along the axial direction X toward the first shift unit 10; when the second shift unit 20 moves along the axial direction X to the second gear position W2, the first blocking part 32 of the interlocking device abuts against the first end face 11 of the first shift unit 10, and forcibly pushes the first shift unit 10 to disengage from the first gear position W1, thereby preventing the first shift unit 10 and the second shift unit 20 from engaging gears at the same time.

[0076] This achieves mechanical interlocking between multiple shifting units, preventing simultaneous engagement of multiple shifting units and avoiding unauthorized or dangerous gear shifting operations in the new energy hybrid power system, thus ensuring the safety of power mode switching. Furthermore, the interlocking device provided in this application only requires a single shaft body 31 and a first blocking part 32 and a second blocking part 33 to achieve mechanical interlocking between multiple shifting units, resulting in a simpler structure; at the same time, it has no strict requirements on the arrangement of the gear shafts, making it more adaptable.

[0077] Furthermore, the first blocking part 32 and the second blocking part 33 can be fixed to the shaft body 31 by welding.

[0078] In one possible implementation, the first blocking part 32 and the second blocking part 33 can respectively fit against the moving disc end face of the first shift unit 10 and the second shift unit 20.

[0079] In this embodiment, the first blocking part 32 and the second blocking part 33 can respectively engage with the moving disc end faces of the first shift unit 10 and the second shift unit 20, ensuring that there is no variable or uncontrollable gap between the blocking part and the moving disc end face of the shift unit in the interlocked state. This zero-gap fit eliminates the possibility of the shift unit accidentally slipping into a partially engaged state due to component tolerances, thermal expansion, or slight displacement. This makes the locking and releasing states of the interlocking device very clearly distinguishable: engagement means absolute locking, and disengagement means movement is allowed. This improves the control accuracy and determinism of the system state and reduces the risk of control logic confusion or power transmission uncertainty caused by intermediate states.

[0080] When the interlocking device is in operation, the first blocking part 32 and the second blocking part 33 can respectively achieve surface contact with the end faces of the moving discs of the first shift unit 10 and the second shift unit 20. This provides a firm and insurmountable mechanical stop for the moving discs of the shift units in the axial direction X. Moreover, the close contact can more reliably bear and disperse the axial force that may be generated by the engagement mechanism of the shift units, ensuring that the blocked moving discs of the shift units cannot cross the blocking part to continue moving, thereby locking the state of prohibiting simultaneous engagement more thoroughly and firmly.

[0081] In one possible implementation, please see Figure 1 As shown, along the axial direction X, the first blocking part 32 and the second blocking part 33 are oriented in opposite directions.

[0082] In this embodiment, the blocking surfaces of the first blocking part 32 and the second blocking part 33 face opposite directions along the axial direction X. When the moving discs of the first shift unit 10 and the second shift unit 20 need to move in opposite directions along the axial direction for engagement, the blocking parts facing opposite directions can naturally and directly meet the movement paths of their respective shift unit moving discs. This arrangement allows the interlocking device to simultaneously respond to the movement trends of the two shift units in opposite directions with the most direct geometric relationship without complex steering or adjustment mechanisms, thereby achieving efficient and immediate physical blocking.

[0083] Furthermore, since the first blocking part 32 and the second blocking part 33 are oriented in opposite directions, the interlocking device only requires a relatively small displacement in the axial direction X to allow the first blocking part 32 and the second blocking part 33 to simultaneously enter or exit the blocking position on the two shift unit moving discs. For example, when the interlocking device moves along the axial direction X, as one blocking part approaches one shift unit moving disc, the other blocking part will simultaneously approach the other shift unit moving disc. This reduces the stroke and time required for the interlocking action, making the switching between the locked and released states faster and more certain, improving the response speed and overall reliability of the system mode switching.

[0084] Furthermore, the first blocking part 32 and the second blocking part 33 are oriented in opposite directions, allowing them to be arranged more compactly on the interlocking device. This layout makes full use of axial space and avoids the additional radial space or more complex support structures that might be required if the first blocking part 32 and the second blocking part 33 were oriented in the same direction or at an angle. This contributes to the miniaturization and integration of the overall structure of the interlocking device and makes it easier to arrange and install within the compact housing of the hybrid power system.

[0085] In one possible implementation, please see Figure 2 As shown, the first blocking part 32 and the second blocking part 33 are arranged at an angle along the circumference of the shaft body 31.

[0086] In this embodiment, within the compact housing of the hybrid power system, the moving disc end faces of the first shift unit 10 and the second shift unit 20 may be located at different circumferential orientations. By setting the first blocking part 32 and the second blocking part 33 at a certain angle along the circumference of the shaft body 31, each blocking part can be precisely aligned with the axial movement path of its respective target shift unit. This ensures that the blocking part can interact with the moving disc end face of the corresponding shift unit via the most direct path, while effectively avoiding other components that may exist in the surrounding area (such as sensor harnesses, oil passages, fixed structures, etc.), preventing motion interference with non-target components, and ensuring smooth and reliable interlocking operation.

[0087] In one possible implementation, the first blocking part 32 includes a first connecting part 321 and a second connecting part 322 arranged at an angle. The first connecting part 321 is connected to the shaft body 31, and the second connecting part 322 is used to abut against the moving disk end face of the first shifting unit 10.

[0088] The second blocking part 33 includes a third connecting part 331 and a fourth connecting part 332 arranged at an angle. The third connecting part 331 is connected to the shaft body 31, and the fourth connecting part 332 is used to abut against the moving disc end face of the second shifting unit 20.

[0089] In this embodiment, each blocking part (first blocking part 32, second blocking part 33) is composed of two connecting parts arranged at an angle (similar to an "L" shape or a bent structure). This design functionally divides each blocking part into a connecting functional area (first connecting part 321, third connecting part 331) and a working contact area (second connecting part 322, fourth connecting part 332). When the second connecting part 322 abuts against the moving disk end face of the first shifting unit 10 and bears axial force, the force can be more effectively transmitted and dispersed to the first connecting part 321 and the shaft body 31 through the angled bend, which enhances the overall structural strength of the blocking part and reduces the risk of deformation or damage under repeated impact.

[0090] The first connecting part 321 and the second connecting part 322 are angled, allowing the final spatial orientation of the second connecting part 322 (working surface) to be independent of the connection orientation between the first connecting part 321 (mounting surface) and the shaft body 31. This design provides greater flexibility for the interlocking device in the complex spatial layout of the gearbox. It ensures that the second connecting part 322 and the fourth connecting part 332 can be precisely aligned and fitted to the moving disc end face of the corresponding shift unit, effectively solving the installation and interference problems caused by the staggered or misaligned spatial arrangement of the shift units.

[0091] The primary function of the first connecting part 321 and the third connecting part 331 is to achieve a reliable and robust connection with the shaft body 31 (e.g., through welding, threaded connection, or integral molding). Their design and material selection can focus on connection strength and durability. The primary function of the second connecting part 322 and the fourth connecting part 332 is to reliably abut against the end face of the shift unit's moving disc. Their design and surface treatment can focus on wear resistance, vibration damping, or providing specific contact characteristics. This improves the overall performance and reliability of the interlocking device.

[0092] In one possible implementation, please see Figure 9 As shown, the interlock device for the gear shifting system also includes:

[0093] The first sheath 34 covers the second connecting part 322 and is used to contact the moving disc end face of the first shift unit 10; the wear resistance of the first sheath 34 is better than that of the second connecting part 322.

[0094] The second sheath 35 covers the fourth connecting part 332 and is used to contact the moving disc end face of the second shift unit 20; the wear resistance of the second sheath 35 is better than that of the fourth connecting part 332.

[0095] In this embodiment, the first sheath 34 and the second sheath 35 are specifically disposed on the second connecting portion 322 and the fourth connecting portion 332, which directly contact and rub against the shift unit moving disc, and their materials have superior wear resistance. When the shift unit moving disc contacts the blocking portion during engagement (especially under vibration or non-absolute static conditions), wear mainly occurs on the first sheath 34 and the second sheath 35, thereby effectively protecting the second connecting portion 322 and the fourth connecting portion 332, which are made of the main structural material (such as structural steel), from wear, greatly extending the overall service life and reliability of the core force-bearing components in the interlocking device.

[0096] Furthermore, the second connecting part 322 and the fourth connecting part 332 can preferably be made of high-strength, high-toughness materials to ensure the overall structural stability; while the first sheath 34 and the second sheath 35 can be made of specially designed wear-resistant materials (such as special alloys, powder metallurgy materials, or engineering plastics), and can even further reduce the coefficient of friction or improve wear resistance through surface treatment (such as carburizing or spraying). This allows for the targeted application of functional materials, effectively optimizing the performance of the contact interface without excessively increasing the overall cost.

[0097] Meanwhile, since the first sheath 34 and the second sheath 35 are independent components fitted onto the second connecting part 322 and the fourth connecting part 332, when the sheaths wear down to the point of requiring maintenance, there is no need to replace or repair the entire first blocking part 32, the second blocking part 33, or even the shaft body 31. Simply remove the old sheath and install the new one. This simplifies maintenance operations from potentially major overhauls involving the main structure to the replacement of standard wear parts, greatly reducing the long-term maintenance complexity, downtime, and total lifecycle cost of the system.

[0098] In one possible implementation, both the first sheath 34 and the second sheath 35 are elastic, with the first sheath 34 elastically abutting against the moving disc end face of the first shift unit 10 and the second sheath 35 elastically abutting against the moving disc end face of the second shift unit 20.

[0099] In this embodiment, when the moving disc of the first shift unit 10 or the second shift unit 20 contacts the blocking part during operation, the elastic first sheath 34 and second sheath 35 can undergo recoverable deformation. This elastic deformation can absorb the kinetic energy at the moment of contact, transforming a potential rigid impact into a flexible, slightly longer-lasting buffering process. This effectively reduces the impact force and noise generated at the moment of contact, protecting not only the sheaths themselves and the contact surface of the shift unit's moving disc, but also improving the smoothness and quietness of the entire interlocking device during operation.

[0100] Furthermore, manufacturing tolerances, accumulated assembly errors, and minor wear after long-term operation can all lead to slight deviations in the theoretical contact position between the second connecting part 322 / fourth connecting part 332 and the end face of the moving disk of the first shifting unit 10 / second shifting unit 20. The presence of the elastic sleeves allows the first sleeve 34 and the second sleeve 35 to undergo moderate elastic deformation under pressure. This deformation capability enables them to adaptively fit or fill the minute gaps or uneven contact caused by various deviations, thereby ensuring that the blocking function can be reliably implemented under any operating condition. This avoids problems such as excessive local stress or poor contact that may be caused by rigid contact, and improves the reliability of the interlocking function.

[0101] Furthermore, if the blocking part is in rigid contact with the end face of the shift unit's moving disc, even a slight misalignment or angular deviation in the axis of the blocking part during contact can easily lead to hard-on-hard jamming or scratching, potentially damaging the end face of the shift unit or the sheath itself. Both the first sheath 34 and the second sheath 35 are elastic, allowing them to adapt through localized deformation in such situations. This makes the interaction between the contact surfaces more compliant, effectively preventing mechanical jamming or surface scratches caused by poor alignment, protecting the working surface of this critical component, the shift unit, and ensuring smoother operation of the interlocking device.

[0102] A second aspect of this application provides a hybrid powertrain including a housing 40 and an interlock device for a shift system as described above.

[0103] Given that the hybrid powertrain in this embodiment includes the interlock device for the shifting system described in any of the above embodiments, the structure and beneficial effects of the interlock device for the shifting system in the hybrid powertrain will not be elaborated further in this embodiment.

[0104] In one possible implementation, please see Figure 5 As shown, the housing 40 is provided with a first mounting hole 401; one end of the shaft body 31 along the axial direction X is embedded in the first mounting hole 401;

[0105] The interlocking device for the shifting system also includes an elastic element 50, which is disposed at at least one end of the shaft body 31 along the axial direction X. The elastic element 50 is built into the first mounting hole 401 and is elastically connected to the shaft body 31 along the axial direction X.

[0106] In this embodiment, by providing an elastic element 50 at at least one end of the shaft body 31 along the axial direction X, and having the elastic element 50 and the shaft end of the shaft body 31 jointly assembled in the first mounting hole 401 of the housing 40, on the one hand, the interlocking unit 30 can be kept in a stable axial position, ensuring that the initial position of the interlocking unit 30 along the axial direction X remains unchanged, and on the other hand, the elastic element 50 can drive the shaft body 31 to reset along the axial direction X.

[0107] Furthermore, the elastic element 50 is a spring.

[0108] In one possible implementation, please see Figure 9 As shown, at least one end of the shaft body 31 along the axial direction X is provided with a second mounting hole 311;

[0109] The end of the elastic element 50 near the shaft body 31 along the axial direction X is embedded in the second mounting hole 311.

[0110] In this embodiment, by opening a second mounting hole 311 on the shaft body 31, one end of the elastic member 50 is assembled into the second mounting hole 311, which prevents the elastic member 50 from moving radially during operation, thereby effectively ensuring that the interlocking unit 30 is in a stable axial position.

[0111] In one possible implementation, please see Figure 1 and Figure 6 As shown, a limiting part 312 is provided at one end of the shaft body 31 along the axial direction X. The limiting part 312 is recessed along the axial direction X relative to the axial X end face of the shaft body 31, and is recessed towards the axis of the shaft body 31 along the radial direction Y relative to the outer peripheral surface of the shaft body 31.

[0112] The housing 40 is provided with a limiting groove 402; the limiting part 312 is slidably disposed in the limiting groove 402 along the axial direction X, and the limiting part 312 and the limiting groove 402 are used to limit the shaft body 31 circumferentially.

[0113] In this embodiment, by providing a limiting part 312 at one end of the shaft body 31 along the axial direction X, and by having the limiting part 312 cooperate with the limiting groove 402 of the housing 40, the interlocking unit 30 can be circumferentially limited and prevented from rotating, thus avoiding circumferential rotation of the interlocking unit 30 during operation, effectively avoiding unauthorized or dangerous gear operation of the new energy hybrid power system, and ensuring the safety of power mode switching. On the other hand, the limiting part 312 can realize a foolproof design to prevent the interlocking unit 30 from being installed incorrectly at both ends along the axial direction X, thereby improving production quality and efficiency.

[0114] In one possible implementation, please see Figure 10 As shown, the interlock device for the shifting system also includes a first guide 60, which is arranged radially Y on the shaft body 31.

[0115] Please see Figure 13 As shown, the interlocking device for the shifting system also includes a second guide 70, which is fixedly disposed within the housing 40; the second guide 70 has a guide groove 701 along the axial direction X; the first guide 60 is slidably disposed within the guide groove 701, and the first guide 60 and the guide groove 701 are used to limit the circumferential movement of the shaft body 31.

[0116] In this embodiment, a first guide member 60 is provided on the shaft body 31, and a second guide member 70 is provided in the housing 40. The second guide member 70 is formed by opening a guide groove 701 along the axial direction X. During operation, the first guide member 60 can only slide along the axial direction X in the guide groove 701. Through the cooperation between the first guide member 60 and the guide groove 701, the interlocking unit 30 is circumferentially limited and prevented from rotating, thus avoiding circumferential rotation of the interlocking unit 30 during operation. This effectively avoids unauthorized or dangerous gear operation of the new energy hybrid power system and ensures the safety of power mode switching.

[0117] Furthermore, the first guide component 60 can be a guide pin.

[0118] In one possible implementation, please see Figure 12 As shown, a mounting groove 313 is formed on the shaft body 31 along the radial Y direction; please refer to Figure 11 As shown, one end of the first guide member 60 is embedded in the mounting groove 313.

[0119] In this embodiment, by opening an installation groove 313 on the shaft body 31 and assembling the first guide member 60 in the installation groove 313, the first guide member 60 and the installation groove 313 can be an interference fit, thereby installing the first guide member 60 on the shaft body 31; the first guide member 60 slides with the second guide member 70 to limit and stop the interlocking unit 30 circumferentially, thereby preventing the interlocking unit 30 from rotating circumferentially during operation.

[0120] In one possible implementation, please see Figure 7 and Figure 8 As shown, the interlocking device for the shifting system also includes a bushing 80, which is built into the first mounting hole 401 and is slidably connected to the shaft body 31.

[0121] In this embodiment, bushings 80 are provided at both ends of the shaft body 31 along the axial direction X, and the bushings 80 are assembled into the first mounting holes 401 on the housing 40. During operation, the shaft body 31 and the bushings 80 are slidably connected, which avoids contact friction between the shaft body 31 and the housing 40, thereby improving the wear resistance of the mating part between the interlock unit 30 and the housing 40, and thus extending the service life of the interlock device used in the shifting system.

[0122] A third aspect of this application provides a vehicle including the hybrid powertrain described above.

[0123] Given that the vehicle in this embodiment includes the interlock device for the shifting system or the hybrid powertrain described in any of the above embodiments, the structure and beneficial effects of the vehicle including the interlock device for the shifting system or the hybrid powertrain will not be elaborated further in this embodiment.

[0124] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0125] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0126] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An interlock device for a gear shifting system, characterized in that, include: Shaft body (31), and a first blocking part (32) and a second blocking part (33) provided on the shaft body (31). The first blocking part (32) can cooperate with the end face of the moving disk of the first shift unit (10), and the second blocking part (33) can cooperate with the end face of the moving disk of the second shift unit (20). The distance between the first blocking part (32) and the second blocking part (33) along the axial direction (X) is greater than the distance between the end faces of the two moving disks when the moving disks of the first shift unit (10) and the second shift unit (20) are simultaneously shifted into position. Among them, the first shift unit (10) and the second shift unit (20) are two shift units in the shift system that are prohibited from working simultaneously.

2. The interlock device for a gear shifting system according to claim 1, characterized in that, The first blocking part (32) and the second blocking part (33) can respectively fit against the moving disk end face of the first shift unit (10) and the second shift unit (20).

3. The interlock device for a gear shifting system according to claim 1, characterized in that, Along the axial direction (X), the first blocking part (32) and the second blocking part (33) are oriented in opposite directions.

4. The interlock device for a gear shifting system according to claim 1, characterized in that, Along the circumference of the shaft body (31), the first blocking part (32) and the second blocking part (33) are arranged at an angle.

5. The interlock device for a gear shifting system according to claim 1, characterized in that, The first blocking part (32) includes a first connecting part (321) and a second connecting part (322) arranged at an angle. The first connecting part (321) is connected to the shaft body (31), and the second connecting part (322) is used to abut against the moving disk end face of the first shifting unit (10). The second blocking part (33) includes a third connecting part (331) and a fourth connecting part (332) arranged at an angle. The third connecting part (331) is connected to the shaft body (31), and the fourth connecting part (332) is used to abut against the moving disk end face of the second shifting unit (20).

6. The interlock device for a gear shifting system according to claim 5, characterized in that, The interlock device for the gear shifting system further includes: The first sheath (34) covers the second connecting part (322) and is used to contact the moving disc end face of the first shift unit (10); the first sheath (34) has better wear resistance than the second connecting part (322). The second sheath (35) covers the fourth connecting part (332) and is used to contact the moving disc end face of the second shift unit (20); the wear resistance of the second sheath (35) is better than that of the fourth connecting part (332).

7. The interlock device for a gear shifting system according to claim 6, characterized in that, Both the first sheath (34) and the second sheath (35) are elastic. The first sheath (34) can elastically abut against the moving disc end face of the first shift unit (10), and the second sheath (35) can elastically abut against the moving disc end face of the second shift unit (20).

8. A hybrid powertrain, characterized in that, It includes a housing (40) and an interlocking device for a shifting system as described in any one of claims 1 to 7 above.

9. The hybrid powertrain according to claim 8, characterized in that, The housing (40) is provided with a first mounting hole (401); one end of the shaft body (31) along the axial direction (X) is embedded in the first mounting hole (401); The interlocking device for the shifting system further includes an elastic element (50), which is disposed at at least one end of the shaft body (31) along the axial direction (X). The elastic element (50) is built into the first mounting hole (401) and is elastically connected to the shaft body (31) along the axial direction (X).

10. The hybrid powertrain according to claim 9, characterized in that, The shaft body (31) has a second mounting hole (311) at at least one end along the axial direction (X). The elastic element (50) is embedded in the second mounting hole (311) at one end along the axial direction (X) near the shaft body (31).

11. The hybrid powertrain according to claim 8, characterized in that, The shaft body (31) is provided with a limiting part (312) at one end along the axial direction (X). The limiting part (312) is recessed along the axial direction (X) relative to the axial (X) end face of the shaft body (31), and is recessed towards the axis of the shaft body (31) in the radial direction (Y) relative to the outer peripheral surface of the shaft body (31). The housing (40) is provided with a limiting groove (402); the limiting part (312) is slidably disposed in the limiting groove (402) along the axial direction (X), and the limiting part (312) and the limiting groove (402) are used to limit the circumferential movement of the shaft body (31).

12. The hybrid powertrain according to claim 8, characterized in that, The interlocking device for the shifting system further includes a first guide (60), which is arranged radially (Y) on the shaft body (31); The interlocking device for the gear shifting system further includes a second guide (70), which is fixedly disposed within the housing (40); the second guide (70) has a guide groove (701) along the axial direction (X); the first guide (60) is slidably disposed within the guide groove (701), and the first guide (60) and the guide groove (701) are used to limit the circumferential movement of the shaft body (31).

13. The hybrid powertrain according to claim 12, characterized in that, The shaft body (31) has a mounting groove (313) along the radial (Y) direction; one end of the first guide (60) is built into the mounting groove (313).

14. The hybrid powertrain according to claim 9, characterized in that, The interlock device for the gear shifting system also includes a bushing (80), which is built into the first mounting hole (401) and is slidably connected to the shaft body (31).

15. A vehicle, characterized in that, Includes the hybrid powertrain as described in any one of claims 8-14 above.

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