Interlocking transmission actuating mechanism

Abstract

The utility model discloses an interlocking transmission executing mechanism, and relates to the technical field of automobile transmissions. The shifting block sleeve is axially connected to the gear shifting sleeve in a sliding mode, the shifting block sleeve is limited to the gear shifting sleeve in the circumferential direction, and a gear shifting shifting block is fixedly connected to the shifting block sleeve; the interlocking structure comprises a first interlocking block and a second interlocking block, the first interlocking block and the second interlocking block are located on the two sides of the gear shifting block, and the first interlocking block and the second interlocking block are fixed in the circumferential direction; a circumferential driving structure; and an axial driving structure. The gear shifting device is simple in structure, stable, reliable and capable of avoiding the situations of gear disorder and gear mistake.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile transmissions, in particular to an interlocking transmission actuator. Background Art

[0002] The transmission, also known as the gearbox, is a key component in a car or other powertrain system. Its main function is to change the speed and torque from the engine (or other power sources, such as an electric motor) to adapt to different driving conditions and load requirements. The transmission adjusts the transmission ratio between the input and output shafts so that the engine can operate within the most suitable speed range while ensuring that the vehicle or equipment can obtain the required driving force at different speeds. With the advent of electrification, the transmission has a wide range of application scenarios, and multi-speed transmissions have also entered the market. In use, complex transmissions will inevitably have misaligned gears and misshifted gears during operation. There is an urgent need for an actuator with a simple structure that can avoid misaligned gears and misshifted gears. Utility Model Content

[0003] Technical problems to be solved by utility models

[0004] Aiming at the technical problem that the existing transmission has a complex structure and may cause disordered and mis-shifted gears, the utility model provides an interlocking transmission actuator which has a simple structure, is stable and reliable, and can avoid disordered and mis-shifted gears.

[0005] Technical Solution

[0006] In order to solve the above problems, the technical solution provided by the utility model is:

[0007] An interlocking transmission actuator comprises a shift sleeve with a circumferential rotational freedom; a shift block sleeve axially slidably connected to the shift sleeve, the shift block sleeve circumferentially limited to the shift sleeve, and a shift block fixed to the shift block sleeve; an interlocking structure comprises a first interlocking block and a second interlocking block, the first interlocking block and the second interlocking block are located on both sides of the shift block, and the first interlocking block and the second interlocking block are circumferentially fixed; a circumferential drive structure comprises meshing shift sector teeth and a shift worm, the shift sector teeth are fixed to the shift sleeve; an axial drive structure comprises meshing selector sector teeth and a selector worm, the selector sector teeth are coaxially fixed with a selector block, the selector block is limitedly connected to the shift block sleeve and controls the axial movement of the shift block sleeve.

[0008] Accurate and reliable shifting operation: This device realizes precise control during the shifting process through the axial sliding connection between the shift sleeve and the shift block sleeve, and the fixed connection of the shift block. The circumferential rotational freedom of the shift sleeve ensures that the shift block sleeve and the shift block can be accurately positioned to the required gear position, while the circumferential limit of the shift block sleeve enables the shift block sleeve to be driven by the rotation of the shift sleeve to shift gears, and ensures that it will not rotate unnecessarily during the shifting process, ensuring the stability of the shifting.

[0009] Interlocking function: The interlocking structure consists of the first interlocking block and the second interlocking block, which are located on both sides of the shift paddle block and fixed circumferentially, forming an effective gear interlocking mechanism. This design can prevent two gears from being engaged at the same time (such as engaging the forward gear and reverse gear at the same time), avoid mechanical conflicts and damages caused by misoperation, and improve the safety performance of the transmission.

[0010] Independent circumferential and axial drive: The circumferential drive structure is composed of the shift sector teeth and the shift worm. Their meshing relationship allows the shift sector teeth and the shift sleeve to rotate circumferentially by rotating the shift worm, thereby realizing the circumferential rotation of the shift block. The axial drive structure is composed of the selector sector teeth, the selector worm, and the selector block. It also uses the principle of meshing transmission to drive the selector sector teeth and the selector block by rotating the selector worm, thereby controlling the axial movement of the selector block sleeve. This independent circumferential and axial drive design allows the shift and select actions to be carried out in an orderly and efficient manner, improving the control performance of the transmission.

[0011] Compact structure and high integration: The actuator cleverly integrates the shifting and selecting functions. Through the meshing transmission of the sector teeth and the shift worm, it realizes precise control of the shift sleeve and the shift block sleeve, reduces additional transmission links and space occupation, and is conducive to reducing the overall volume of the transmission and improving its layout flexibility in the vehicle.

[0012] Easy to automate: Due to the use of components suitable for electronic control drive, such as worm gears, the actuator is easy to interface with the electronic control system, making it easier to realize electronic shifting of automatic transmissions (such as AMT), thereby improving driving convenience and vehicle fuel economy.

[0013] Optionally, the first interlocking block and the second interlocking block are bent, the first interlocking block interferes with the first fork shaft of the transmission, and the second interlocking block interferes with the second fork shaft of the transmission.

[0014] The bent heads of the first interlocking block and the second interlocking block have a longer length, and the limit with the first fork shaft and the second fork shaft is more stable, reducing the chance of slipping. The fork shaft is usually cylindrical, installed in the transmission housing, and connected to the transmission's shift mechanism. It receives the driver's shift instructions through a series of mechanical connections (such as shift levers, cables, connecting rods or electronic actuators, etc.), and converts these instructions into specific gear set engagement or separation actions. The interlocking block and the fork shaft limit to avoid engaging two gears at the same time (such as engaging forward gear and reverse gear at the same time), as well as mechanical conflicts and damage caused by misoperation.

[0015] Optionally, a first guide block is fixedly connected to the first fork shaft, and a second guide block is fixedly connected to the second fork shaft. The first guide block is axially limited with the first interlocking block or the shift block, and the second guide block is axially limited with the second interlocking block or the shift block.

[0016] The shifting and interlocking functions of the first fork shaft and the second fork shaft are realized by the first guide block, the second guide block, the first guide block, the first interlocking block and the shift block.

[0017] Optionally, the sides of the first interlocking block and the second interlocking block are provided with notches, the notches are fixed to the guide shaft, and the guide shaft is arranged parallel to the shift sleeve and the position is fixed.

[0018] The guide shaft is fixed and limited by the notch, and the circumferential freedom of the first interlocking block and the second interlocking block is limited by the guide shaft, so that the first interlocking block and the second interlocking block will not rotate circumferentially.

[0019] Optionally, a sliding groove is provided on the surface of the shift sleeve, and a protrusion matching with the sliding groove is provided on the inner wall of the shift block sleeve.

[0020] The sliding groove is used to limit the circumferential rotation of the shift block sleeve, so that the shift block sleeve can only move axially along the shift sleeve and cannot rotate relative to the shift sleeve.

[0021] Optionally, the length of the sliding groove is smaller than the length of the shift sleeve, and both ends of the sliding groove form a limit with the protrusion.

[0022] The convex block causes the inner diameter of the shift block sleeve to shrink, so that it can only slide within the length section with the sliding groove, thus forming an axial travel limit.

[0023] Optionally, a slope is provided at the end of the sliding groove.

[0024] The slope prevents the protrusion from having a hard collision at the end of the sliding groove. Instead, as the depth of the sliding groove decreases, the protrusion is slowly stuck at the slope position, forming an axial travel limit.

[0025] Optionally, a groove is provided on the edge of the shift paddle block, and the head of the shift paddle block is an arc structure.

[0026] The shift paddle block rotates to axially move the first guide block or the second guide block, so that the transmission connection switches the fork shaft to achieve gear shifting.

[0027] Optionally, the shift sector teeth are provided with hollow holes.

[0028] Hollow holes are used to reduce weight.

[0029] Beneficial Effects

[0030] Compared with the prior art, the technical solution provided by the utility model has the following beneficial effects:

[0031] The technical solution provided by the utility model includes a shift sleeve, a shift block sleeve, an interlocking structure, a circumferential drive structure, and an axial drive structure, which integrates the advantages of precise shifting, effective interlocking, independent drive control, and high integration, etc., which not only improves the operating accuracy and safety of the transmission, but also adapts to the needs of modern automobiles for space optimization and automated control. The structure is simple, stable and reliable, and can avoid the occurrence of disordered gears and wrong gears. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is one of the perspectives of the structural schematic diagram of an interlocking transmission actuator proposed in an embodiment of the utility model;

[0033] Figure 2 A second perspective of a structural schematic diagram of an interlocking transmission actuator proposed in an embodiment of the utility model;

[0034] Figure 3 A third perspective of a structural schematic diagram of an interlocking transmission actuator proposed in an embodiment of the utility model;

[0035] Figure 4 A schematic diagram of fork-shaft coordination of an interlocking transmission actuator proposed in an embodiment of the utility model;

[0036] Figure 5 A schematic diagram of the cooperation between a shift block and a first guide block / a second guide block of an interlocking transmission actuator proposed in an embodiment of the utility model;

[0037] 1. Shift sleeve; 2. Shift shaft; 3. Shift sector teeth; 4. Shift worm; 5. Shift block sleeve; 6. Shift shift block; 7. First interlocking block; 8. Second interlocking block; 9. Sliding groove; 10. Guide shaft; 11. Shift selector block; 12. Shift selector worm; 13. Shift sector teeth; 14. Shift selector sleeve; 15. Shift selector shaft; 16. First fork shaft; 17. Second fork shaft; 18. First guide block; 19. Second guide block; 20. Protrusion; 21. Groove. DETAILED DESCRIPTION

[0038] In order to further understand the content of the utility model, the utility model is described in detail in conjunction with the accompanying drawings and embodiments.

[0039] Example

[0040] Combined with Figure 1-3 , an interlocking transmission actuator, comprising

[0041] The shift sleeve 1 has the freedom of circumferential rotation. The shift sleeve 1 is a cylindrical sleeve, and a shift shaft 2 is arranged inside. The shift sleeve 1 is rotatably connected with the shift shaft 2. The shift shaft 2 is provided with a bearing, and the bearing is connected with the shift sleeve 1. The shift shaft 2 is fixedly connected in the transmission.

[0042] The shift block sleeve 5 is axially slidably connected to the shift sleeve 1. The shift block sleeve 5 is circumferentially limited to the shift sleeve 1. The shift block 6 is fixed to the shift block sleeve 5. The shift block sleeve 5 is a columnar sleeve. The surface of the shift sleeve 1 is provided with a sliding groove 9. The inner wall of the shift block sleeve 5 is provided with a protrusion that matches the sliding groove 9. The sliding grooves 9 are evenly distributed on the surface of the shift sleeve 1 and are symmetrical structures, so that the sliding grooves 9 and the protrusions are balanced. The length of the sliding groove 9 is less than the length of the shift sleeve 1, and the two ends of the sliding groove 9 form a limit with the protrusion. The protrusion causes the inner diameter of the shift block sleeve 5 to be reduced, and it can only slide in the length section with the sliding groove 9, thus forming an axial stroke limit. The end of the sliding groove 9 is provided with a slope. The slope prevents the protrusion from having a hard collision at the end of the sliding groove 9. Instead, as the depth of the sliding groove 9 decreases, the protrusion is slowly stuck at the slope position, forming an axial stroke limit.

[0043] The interlocking structure includes a first interlocking block 7 and a second interlocking block 8, wherein the first interlocking block 7 and the second interlocking block 8 are located on both sides of the shift paddle block 6, and the first interlocking block 7 and the second interlocking block 8 are circumferentially fixed. Figure 4The first interlocking block 7 and the second interlocking block 8 are bent, the first interlocking block 7 and the first fork shaft 16 of the transmission are limited and interfered, and the second interlocking block 8 and the second fork shaft 17 of the transmission are limited and interfered. The transmission fork shaft (also commonly known as the shift fork shaft) is an important component in the automobile transmission, which plays a key role in the transmission path switching in the manual transmission (MT) and some types of automatic transmissions (such as AMT, DCT, etc.).

[0044] A first guide block 18 is fixedly connected to the first fork shaft 16, and a second guide block 19 is fixedly connected to the second fork shaft 17. The first guide block 18 is axially limited with the first interlocking block 7 or the shift block 6, and the second guide block 19 is axially limited with the second interlocking block 8 or the shift block 6.

[0045] Combined with Figure 4 ,

[0046] The first fork shaft 16 is driven: the shift block 6 is aligned with the first guide block 18, the first interlocking block 7 is idle, and the second interlocking block 8 is aligned with the second guide block 19. Since the first interlocking block 7 and the second interlocking block 8 will not rotate circumferentially, the second guide block 19 is locked by the second interlocking block 8. After the shift block 6 rotates, it pushes the first guide block 18 and the first fork shaft 16, and the transmission path of the first fork shaft 16 is opened;

[0047] The second fork shaft 17 is driven: the shift block 6 is aligned with the second guide block 19, the second interlock block 8 is idle, the first interlock block 7 is aligned with the first guide block 18, and since the first interlock block 7 and the second interlock block 8 will not rotate circumferentially, the first guide block 18 is locked in a limited position by the first interlock block 7, and the shift block 6 rotates and pushes the second guide block 19 and the second fork shaft 17, and the transmission path of the second fork shaft 17 is opened.

[0048] The side surfaces of the first interlocking block 7 and the second interlocking block 8 are provided with notches, and the notches are fixed with the guide shaft 10, and the guide shaft 10 is arranged parallel to the shift sleeve 1 and the position is fixed. The guide shaft 10 is fixed to the inner wall of the transmission, the notches are arc-shaped and matched with the guide shaft 10, and the first interlocking block 7 and the second interlocking block 8 are circumferentially limited.

[0049] Combined with Figure 1-3 , a circumferential driving structure, comprising meshing shift sector teeth 3 and a shift worm 4, wherein the shift sector teeth 3 are fixed to the shift sleeve 1. The shift worm 4 is connected to the electronic control component of the transmission, and the electronic control component is connected to a motor to drive the shift worm 4 to rotate. The shift worm 4 is provided with a thread, and the shift sector teeth 3 are driven to rotate by the shift worm 4. The root of the shift sector teeth 3 is provided with a cylindrical connecting piece and is sleeved on the shift sleeve 1. The cylindrical connecting piece is fixed with a pin. The shift sector teeth 3 are provided with three hollow holes.

[0050] The axial drive structure includes meshing gear selection sector teeth 13 and gear selection worm 12. The gear selection sector teeth 13 are coaxially fixed with the gear selection block 11. The gear selection block 11 is limitedly connected with the gear selection block sleeve 5 and controls the axial movement of the gear selection block sleeve 5. The operating principle of the gear selection sector teeth 13 and the gear selection worm 12 is the same as that of the gear shift sector teeth 3 and the gear shift worm 4. However, the gear selection sector teeth 13 drive the gear selection block 11 after rotating. Two protrusions 20 are provided below the gear selection block sleeve 5. The gear selection block 11 is located between the two protrusions 20. The gear selection block sleeve 5 can move axially after being axially shifted by the gear selection block 11 to select gears and realize the switching of the transmission path.

[0051] Combined with Figure 2 , 4 5. The edge of the shift paddle 6 is provided with a groove 21, and the head of the shift paddle 6 is an arc structure. The first guide block 18 / the second guide block 19 is connected to the first fork shaft 16 / the second fork shaft 17, and two protrusions 20 are provided on the top of the first guide block 18 / the second guide block 19, and the shift paddle 6 is located in the middle of the two protrusions 20. After the shift paddle 6 rotates, it moves the first guide block 18 or the second guide block 19, and after the rotation, the side of the shift paddle 6 contacts the protrusion 20 of the first guide block 18 or the second guide block 19, and the groove 21 engages with the protrusion 20 after the movement, so as to avoid the protrusion 20 from interfering with the shift paddle 6. Compared with the conventional rectangular structure, the arc structure can reduce wear and interference resistance, making the process smoother.

[0052] The above schematically describes the present invention and its implementation methods, which are not restrictive. The drawings show only one implementation method of the present invention, and the actual structure is not limited thereto. Therefore, if ordinary technicians in this field are inspired by it and design structural methods and embodiments similar to the technical solution without creativity without departing from the purpose of the present invention, they should all fall within the protection scope of the present invention.

Claims

1. An interlocking transmission actuator, characterized in that: include The shift sleeve has the freedom to rotate in the circumferential direction; A shift block sleeve is axially slidably connected to the shift sleeve, the shift block sleeve is circumferentially limited to the shift sleeve, and a shift block is fixedly connected to the shift block sleeve; An interlocking structure, comprising a first interlocking block and a second interlocking block, wherein the first interlocking block and the second interlocking block are located on both sides of the shift block, and the first interlocking block and the second interlocking block are circumferentially fixed; A circumferential driving structure, comprising meshing shift sector teeth and a shift worm, wherein the shift sector teeth are fixedly connected to the shift sleeve; The axial driving structure comprises meshing gear selection sector teeth and a gear selection worm, wherein the gear selection sector teeth are coaxially fixed with a gear selection block, and the gear selection block is position-limitingly connected with the block sleeve and controls the axial movement of the block sleeve.

2. An interlocking transmission actuator according to claim 1, characterized in that: The first interlocking block and the second interlocking block are bent, the first interlocking block interferes with the first fork shaft of the transmission, and the second interlocking block interferes with the second fork shaft of the transmission.

3. An interlocking transmission actuator according to claim 2, characterized in that: A first guide block is fixedly connected to the first fork shaft, and a second guide block is fixedly connected to the second fork shaft. The first guide block is axially limited with the first interlocking block or the shift block, and the second guide block is axially limited with the second interlocking block or the shift block.

4. An interlocking transmission actuator according to claim 1, characterized in that: Notches are provided on the sides of the first interlocking block and the second interlocking block, and the notches are fixed to the guide shaft in a limited position. The guide shaft is arranged parallel to the shift sleeve and the position is fixed.

5. The interlocking transmission actuator according to claim 1, characterized in that: The surface of the shift sleeve is provided with a sliding groove, and the inner wall of the shift block sleeve is provided with a protrusion matched with the sliding groove.

6. An interlocking transmission actuator according to claim 5, characterized in that: The length of the sliding groove is smaller than the length of the shift sleeve, and two ends of the sliding groove and the protrusion form a limit.

7. An interlocking transmission actuator according to claim 6, characterized in that: The end of the sliding groove is provided with a slope.

8. An interlocking transmission actuator according to claim 1, characterized in that: A groove is arranged on the edge of the shift paddle block, and the head of the shift paddle block is an arc structure.

9. An interlocking transmission actuator according to claim 1, characterized in that: The shift sector teeth are provided with hollow holes.

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