Differential lock device, transmission and vehicle

Abstract

The utility model relates to a differential lock device, a transmission and a vehicle. The differential lock device comprises a first combination gear and a second combination gear. The locking piece is fixedly connected to the transmission box body; the synchronous gear sleeve is slidably arranged on the first combination gear in a sleeving manner; the shifting fork is used for pushing the synchronous gear sleeve to slide in the axial direction of the rotating axis so as to at least move among a first position, a second position and a third position in sequence; wherein the periphery of the first combination gear is provided with a first combination tooth part extending in the axial direction, the periphery of the second combination gear is provided with a second combination tooth part extending in the axial direction, and the synchronous gear sleeve is provided with an inner tooth part extending in the axial direction; the synchronous gear sleeve is provided with a first locking structure, and the locking piece is provided with a second locking structure which can be matched with the first locking structure in a rotation stopping mode. The differential lock device, the transmission and the vehicle have the beneficial effect that the differential lock device integrating the differential lock function and the parking function, and the transmission and the vehicle are provided.

Description

Technical Field

[0001] The present application relates to the technical field of differential locks, and in particular to a differential lock device, a transmission and a vehicle. Background Art

[0002] The differential lock is a commonly used locking mechanism on vehicles. The differential lock can force the unequal speed rotation of the drive shafts on both sides to be converted into equal speed rotation. When one side of the vehicle's wheels sinks into mud or low-adhesion road, the locked differential lock can transfer most or even all of the torque to the non-slip drive axle, making full use of the adhesion to generate sufficient traction to get the vehicle out of trouble.

[0003] In the prior art, the differential lock performs locking and unlocking operations based on the position sensor signal, and can only control the two drive shafts to switch between unequal speed rotation and equal speed rotation. That is, the current differential lock device only has the differential lock function and can only be used to get out of trouble.

[0004] As for parking, the parking function is mainly realized by the P gear parking mechanism, which ensures the vehicle is parked stably by outputting the locking wheel end torque. For some large-mass vehicles or scenes with large slopes, regardless of whether the differential lock performs the locking operation or several wheels are in an idling and slipping state, the sum of the torques transmitted to the four wheel ends is a fixed value, which cannot increase the wheel end locking torque and easily causes slipping. Therefore, the differential lock device in the prior art does not provide any help in the parking process. Utility Model Content

[0005] The embodiments of the present application provide a differential lock device, a transmission and a vehicle, which realize the differential lock function and provide safe parking protection, so as to at least partially solve the above-mentioned technical problems.

[0006] In order to achieve the above object, according to a first aspect of the present application, a differential lock device is provided, comprising:

[0007] A first coupling gear, non-rotatably connected to the first transmission shaft to rotate synchronously with the first transmission shaft about a rotation axis;

[0008] a second coupling gear, non-rotatably connected to the second transmission shaft so as to rotate about the rotation axis synchronously with the second transmission shaft;

[0009] A locking member, fixedly connected to the transmission case;

[0010] A synchronous gear sleeve, slidably sleeved on the first combined gear;

[0011] a shift fork, used for pushing the synchronous gear sleeve to slide axially along the rotation axis to at least move in sequence between a first position, a second position and a third position;

[0012] A locking member, fixedly connected to the transmission case;

[0013] The outer periphery of the first combined gear has a first combined tooth portion extending in the axial direction, the outer periphery of the second combined gear has a second combined tooth portion extending in the axial direction, and the synchronous gear sleeve has an inner tooth portion extending in the axial direction; the synchronous gear sleeve has a first locking structure, and the locking member has a second locking structure that can cooperate with the first locking structure to prevent rotation;

[0014] When the synchronous gear sleeve is located at the first position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion;

[0015] When the synchronous gear sleeve is located at the second position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion and the second combined tooth portion at the same time;

[0016] When the synchronous gear sleeve is located at the third position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion and the second combined tooth portion at the same time, and the first locking structure is engaged with the second locking structure to prevent rotation.

[0017] Optionally, the first locking structure and the second locking structure are configured to be concave-convex fit.

[0018] Optionally, the first locking structure is a first end face tooth formed at one end of the synchronous gear sleeve, and the second locking structure is a second end face tooth that can mesh with the first end face tooth.

[0019] Optionally, in the axial direction of the rotation axis, at least a portion of the second combining tooth portion is located between the second end face tooth and the first combining tooth portion.

[0020] Optionally, the length of the inner tooth portion in the axial direction is greater than the distance between the first end face tooth and the first combining tooth portion.

[0021] Optionally, the first face gear has first tooth hubs and first tooth grooves that are alternately arranged, and the second face gear has second tooth hubs and second tooth grooves that are alternately arranged, and the depth of the first tooth groove is equal to the height of the second tooth hub.

[0022] Optionally, the first gear hub has two symmetrically arranged first waist surfaces, and the distance between the two first waist surfaces along the circumferential direction increases toward the direction away from the rotation axis; the second gear hub has two symmetrically arranged second waist surfaces, and the distance between the two second waist surfaces along the circumferential direction increases toward the direction away from the rotation axis.

[0023] Optionally, the first gear hub also has a first tooth top surface, the first tooth top surface is located between the two first waist surfaces, and the axial distance between the first tooth top surface and the bottom wall of the first tooth groove increases in the direction away from the rotation axis; the second gear hub also has a second tooth top surface, the second tooth top surface is located between the two second waist surfaces, and the axial distance between the second tooth top surface and the bottom wall of the second tooth groove increases in the direction away from the rotation axis.

[0024] Optionally, a first chamfer is provided between the first tooth top surface and the first waist surface; and a second chamfer is provided between the second tooth top surface and the second waist surface.

[0025] Optionally, the synchronous gear sleeve has a limiting boss and a slot, and the limiting boss and the slot are axially spaced apart; the differential lock device also includes: a limiting member, at least partially embedded in the slot; a synchronous ring, slidingly sleeved on the synchronous gear sleeve; wherein the synchronous ring and the shift fork form a stop fit along the axial direction of the rotation axis, and the synchronous ring is located between the limiting member and the limiting boss.

[0026] Optionally, the differential lock device further comprises: an elastic member, sleeved on the synchronous gear sleeve; wherein the elastic member is located between the synchronous ring and the limiting boss to bias the synchronous gear sleeve to move in a direction close to the locking member at least when the synchronous ring moves.

[0027] Optionally, the locking member and the transmission case are an integral structure.

[0028] According to a second aspect of the present application, a transmission is provided, comprising the differential lock device as described above.

[0029] According to a third aspect of the present application, a vehicle is also provided, comprising the transmission as described above.

[0030] The benefit of the present application lies in providing a differential lock device, a transmission and a vehicle having both a differential lock function and a parking function.

[0031] More specifically, some embodiments of the present application may produce the following specific beneficial effects:

[0032] By setting the inner tooth portion and the first combined tooth portion and the second combined tooth portion, when the synchronous gear sleeve is located at the first position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion, the differential lock is in an unlocked state, and the first transmission shaft and the second transmission shaft can be controlled separately. When the synchronous gear sleeve is located at the second position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion and the second combined tooth portion at the same time, the differential lock is in a locked state, the first transmission shaft and the second transmission shaft become rigidly connected, and the differential lock function is realized.

[0033] On this basis, through the setting of the first locking structure and the second locking structure, when the synchronous sleeve is in the third position, the inner tooth portion of the synchronous sleeve is engaged with the first combining tooth portion and the second combining tooth portion, and the first locking structure and the second locking structure are cooperated to stop rotation, so that the first transmission shaft and the second transmission shaft cannot rotate relative to the transmission case, thereby improving the parking ability and providing protection for the parking safety of large-mass vehicles and on steep slopes.

[0034] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0036] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0037] Figure 1 is a schematic diagram of the overall structure of a differential lock device provided in an exemplary embodiment of the present application;

[0038] Figure 2 is an exploded view of a differential lock device provided in an exemplary embodiment of the present application;

[0039] Figure 3 is a schematic structural diagram of a synchronous gear sleeve in a differential lock device provided in an exemplary embodiment of the present application;

[0040] Figure 4 yes Figure 3 A magnified schematic diagram of the middle part of the structure.

[0041] Figure 5 is a side view of a synchronous gear sleeve in a differential lock device provided in an exemplary embodiment of the present application;

[0042] Figure 6 is a perspective view of a locking member in a differential lock device provided in an exemplary embodiment of the present application;

[0043] Figure 7 yes Figure 6 A magnified schematic diagram of the middle part of the structure.

[0044] Figure 8 is a side view of a locking member in a differential lock device provided in an exemplary embodiment of the present application;

[0045] Fig. 9 It is a structural schematic diagram of a part of a transmission provided in an exemplary embodiment of the present application;

[0046] Fig.10 is a cross-sectional view of a portion of a transmission provided in an exemplary embodiment of the present application;

[0047] Fig.11 It is a schematic diagram of the overall structure of a vehicle provided in an exemplary embodiment of the present application.

[0048] Description of reference numerals:

[0049] 100. Differential lock device;

[0050] 110. A first combined gear; 111. A first combined tooth portion;

[0051] 120. A second combined gear; 121. A second combined tooth portion;

[0052] 130, synchronous gear sleeve; 130a, card slot;

[0053] 131, first end face tooth; 131a, first gear hub; 131b, first waist surface; 131c, first tooth top surface; 131d, first chamfer; 131e, first tooth groove;

[0054] 132, inner tooth portion; 133, limiting boss;

[0055] 141. Limiting member; 142. Synchronous ring; 143. Elastic member;

[0056] 150, shift fork;

[0057] 160, locking member; 161, second end face tooth; 161a, second gear hub; 161b, second waist surface; 161c, second tooth top surface; 161d, second chamfer; 161e, second tooth groove;

[0058] 162, limit part;

[0059] C1, axis of rotation;

[0060] 10. Transmission;

[0061] 211, first transmission shaft; 212, second transmission shaft;

[0062] 221, first reduction gear; 222, second reduction gear;

[0063] 1. Vehicle. DETAILED DESCRIPTION

[0064] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0065] Taking into account the heavier vehicle models (for example, four-wheel drive off-road vehicles with a full load mass of more than 3000kg) when the slope is greater than 10 degrees, the parking function cannot be achieved by relying solely on the locked wheel end torque output by the P gear parking mechanism, which can easily cause slipping.

[0066] Specifically, the following scenarios require parking in P gear: breaking down / stall on a slope, parking on a slope, waiting for a convoy to park on a slope, flat-bottom towing rescue, and slope towing rescue, etc. For the differential lock, regardless of whether the locking request is executed or how many wheels are in an idling and slipping state, the sum of the torque transmitted to the four wheel ends is a fixed value, which cannot increase the wheel end locking torque and can only be used to get out of trouble, but not to help with parking.

[0067] In addition, the existing differential lock does not fully utilize the shift stroke of the shift actuator. The shift stroke that can be controlled by the shift mechanism is greater than the total unlocking stroke of the differential lock. For example, the shift stroke that can be controlled by the shift mechanism of some models is 22.6mm, and the total unlocking stroke of the differential lock is 15.4mm.

[0068] Based on this, according to the first aspect of this application, referring to Figures 1 to 8 , Fig.10 The present application provides a differential lock device 100 , including: a first combined gear 110 , a second combined gear 120 , a synchronous gear sleeve 130 , a shift fork 150 and a locking member 160 .

[0069] The first combined gear 110 is non-rotatably connected (such as key connection or concave-convex fit, etc.) to the first transmission shaft 211 so as to rotate synchronously with the first transmission shaft 211 around a rotation axis C1. The outer periphery of the first combined gear 110 has a first combined tooth portion 111 extending in the axial direction. The second combined gear 120 is non-rotatably connected (such as key connection or concave-convex fit, etc.) to the second transmission shaft 212 so as to rotate synchronously with the second transmission shaft 212 around the rotation axis C1, that is, the first combined gear 110 and the second combined gear 120 are coaxially arranged. The outer periphery of the second combined gear 120 has a second combined tooth portion 121 extending in the axial direction. The first transmission shaft 211 and the second transmission shaft 212 are driven to rotate by the same drive motor or different drive motors.

[0070] It should be noted that, in the specific embodiment of the present application, “axial” refers to the extension direction of the rotation axis C1, “radial” refers to the direction perpendicular to the rotation axis C1, and “circumferential” refers to the rotation direction around the rotation axis C1.

[0071] The locking member 160 is fixedly connected to the transmission 10 housing and does not rotate in the axial direction relative to the transmission 10 housing. The synchronous gear sleeve 130 is slidably sleeved on the first combined gear 110, and the synchronous gear sleeve 130 has an inner tooth portion 132 extending along the axial direction, and the inner tooth portion 132 can mesh with the first combined tooth portion 111 and the second combined tooth portion 121 respectively, and the synchronous gear sleeve 130 and the first combined tooth portion 111 are in a constant meshing state.

[0072] The shift fork 150 is controlled by the shift mechanism and is used to push the synchronous gear sleeve 130 to slide axially along the rotation axis C1 to move at least in sequence between a first position, a second position and a third position. The first position, the second position and the third position can be indirectly obtained based on the position of the shift fork 150 detected by the sensor. It can be understood that the first position can be an unlocked position, the second position can be a locked position, and the third position can be a P gear locked position.

[0073] The synchronous gear sleeve 130 has a first locking structure, and the locking member 160 has a second locking structure that can cooperate with the first locking structure to prevent rotation.

[0074] When the synchronous gear sleeve 130 is located at the first position, the inner tooth portion 132 of the synchronous gear sleeve 130 meshes with the first combined tooth portion 111, and the differential lock is in an unlocked state, and the first transmission shaft 211 and the second transmission shaft 212 can be controlled separately. When the synchronous gear sleeve 130 is located at the second position, the inner tooth portion 132 of the synchronous gear sleeve 130 meshes with the first combined tooth portion 111 and the second combined tooth portion 121 at the same time, and the differential lock is in a locked state, and the first transmission shaft 211 and the second transmission shaft 212 become rigidly connected, realizing the differential lock function.

[0075] When the synchronous gear sleeve 130 is located at the third position, the inner tooth portion 132 of the synchronous gear sleeve 130 is meshed with the first combined tooth portion 111 and the second combined tooth portion 121 at the same time, and the first locking structure and the second locking structure are locked in rotation, so that the first transmission shaft 211 and the second transmission shaft 212 cannot rotate relative to the transmission 10 housing, thereby improving the parking capacity and providing a guarantee for the parking safety of large-mass vehicles and vehicles on steep slopes.

[0076] Through the above technical solution, the differential lock device 100 of the present application has both a differential lock function and a parking function.

[0077] In some embodiments, the first locking structure and the second locking structure are configured to be concave-convex fit.

[0078] It can be understood that the present application realizes the anti-rotation connection between the synchronous gear sleeve 130 and the locking member 160 by the concave-convex cooperation of the first locking structure and the second locking structure. The first locking structure and the second locking structure can be polygonal structures, serrated structures or spline structures, etc.

[0079] In some embodiments, reference Figures 3 to 8 The first locking structure is a first end face tooth 131 formed at one end of the synchronous gear sleeve 130 , and the second locking structure is a second end face tooth 161 that can mesh with the first end face tooth 131 .

[0080] The first locking structure and the second locking mechanism adopt matching concave and convex tooth shapes, which can resist centrifugal force after meshing and prevent single-side instantaneous vibration or tilting.

[0081] In some embodiments, in the axial direction of the rotation axis C1, at least part of the second combined tooth portion 121 is located between the second end face tooth 161 and the first combined tooth portion 111. By defining the relative positions of the first combined tooth portion 111, the second combined tooth portion 121, and the second end face tooth 161, it is ensured that the synchronous gear sleeve 130 can sequentially cooperate with the first combined tooth portion 111, the second combined tooth portion 121, and the second end face tooth 161 to perform different operations.

[0082] In some embodiments, the length of the inner tooth portion 132 in the axial direction is greater than the spacing between the first end face tooth 131 and the first combined tooth portion 111. By limiting the length of the inner tooth portion 132 in the axial direction, it is ensured that the synchronous gear sleeve 130 can simultaneously cooperate with the first combined gear 110, the second combined gear 120 and the locking member 160 to prevent rotation.

[0083] In some embodiments, reference Figures 3 to 8 The first end face tooth 131 has first gear hubs 131a and first tooth grooves 131e that are alternately arranged, and the second end face tooth 161 has second gear hubs 161a and second tooth grooves 161e that are alternately arranged, and the depth of the first tooth groove 131e is equal to the height of the second gear hub 161a.

[0084] It can be understood that the depth of the first tooth groove 131e is the axial distance from the groove bottom wall of the first tooth groove 131e to the tooth top surface of the first gear hub 131a, and the height of the second gear hub 161a is the axial distance from the tooth top surface of the second gear hub 161a to the groove bottom wall of the second tooth groove 161e.

[0085] By limiting the depth of the first tooth groove 131 e to be equal to the height of the second gear hub 161 a , the first end face teeth 131 and the second end face teeth 161 can be stably engaged.

[0086] In some embodiments, reference Figures 3 to 8The first gear hub 131a has two first waist surfaces 131b symmetrically arranged, so that the cross section of the first gear hub 131a perpendicular to the radial direction is an isosceles trapezoid. The distance between the two first waist surfaces 131b along the circumferential direction increases in the direction away from the rotation axis C1, that is, the area of ​​the cross section of the first gear hub 131a perpendicular to the radial direction increases in the direction away from the rotation axis C1.

[0087] The second gear hub 161a has two second waist surfaces 161b symmetrically arranged, so that the cross section of the second gear hub 161a perpendicular to the radial direction is an isosceles trapezoid. The distance between the two second waist surfaces 161b along the circumferential direction increases in the direction away from the rotation axis C1, that is, the area of ​​the cross section of the second gear hub 161a perpendicular to the radial direction increases in the direction away from the rotation axis C1.

[0088] The first gear hub 131a further has a first tooth top surface 131c, which is located between the two first waist surfaces 131b, and the distance between the first tooth top surface 131c and the groove bottom wall of the first tooth groove 131e in the axial direction increases in the direction away from the rotation axis C1. The second gear hub 161a further has a second tooth top surface 161c, which is located between the two second waist surfaces 161b, and the distance between the second tooth top surface 161c and the groove bottom wall of the second tooth groove 161e in the axial direction increases in the direction away from the rotation axis C1.

[0089] It can be understood that the tooth thickness of the first gear hub 131a in the axial direction increases gradually in the direction away from the rotation axis C1, and the tooth thickness of the second gear hub 161a in the axial direction increases gradually in the direction away from the rotation axis C1.

[0090] By defining the cross-section and tooth thickness of the first gear hub 131a and the second gear hub 161a as above, the tooth thickness of the first end face teeth 131 and the second end face teeth 161 are kept consistent when meshing, and the tooth gap between them is also kept consistent, thereby enhancing the meshing strength between the first end face teeth 131 and the second end face teeth 161 and preventing them from disengaging.

[0091] In some embodiments, reference Figure 4 and Figure 7 A first chamfer 131d is provided between the first tooth top surface 131c and the first waist surface 131b, and a second chamfer 161d is provided between the second tooth top surface 161c and the second waist surface 161b. The first chamfer 131d and the second chamfer 161d are provided to facilitate the meshing and disengagement of the first end face tooth 131 and the second end face tooth 161.

[0092] In some embodiments, reference Figure 2 , Figure 3 and Fig.10The synchronous gear sleeve 130 has a limiting boss 133 and a slot 130a, which are spaced apart in the axial direction. The limiting boss 133 is integrally formed on the synchronous gear sleeve 130, and the slot 130a is arranged around the rotation axis C1. The differential lock device 100 also includes: a limiting member 141 and a synchronous ring 142.

[0093] The limiting member 141 is at least partially embedded in the slot 130a. Optionally, the limiting member 141 is a retaining spring. The synchronizer ring 142 is slidably sleeved on the synchronizer gear sleeve 130. The synchronizer ring 142 and the shift fork 150 form a stopper match along the axial direction of the rotation axis C1. The synchronizer ring 142 can rotate relative to the shift fork 150 but cannot move axially relative to the shift fork 150. Alternatively, the synchronizer ring 142 and the shift fork 150 can be completely fixedly connected. The synchronizer ring 142 is located between the limiting member 141 and the limiting boss 133.

[0094] Through the cooperation between the synchronizer ring 142 , the limiting member 141 and the limiting boss 133 , the synchronizer ring 142 can push the synchronizer sleeve 130 axially toward or away from the locking member 160 under the control of the shift fork 150 .

[0095] When the locking action is executed, the shift mechanism continues to output the shift force. The control fork 150 drives the synchronous gear sleeve 130 to move toward the second combined gear 120. When the inner tooth portion 132 is exactly opposite to the second combined tooth portion 121 and the center of the tooth thickness coincides, the tooth thickness and tooth gap cannot be staggered at the current contact moment, and the target meshing position cannot be reached. At this time, if the synchronous gear sleeve 130 is continued to be controlled to move toward the second combined gear 120, the inner tooth portion 132 and the second combined tooth portion 121 are in direct hard contact, which is likely to cause a collision impact and damage the shift structure, the shift fork 150, etc.

[0096] When the P gear lock action is executed, the above problem also exists. The direct hard contact between the first end face tooth 131 and the second end face tooth 161 is likely to cause a collision impact.

[0097] Based on this, in some embodiments, refer to Figure 1 and Figure 2 , Fig. 9 and Fig.10 The differential lock device 100 further includes: an elastic member 143 .

[0098] The elastic member 143 is sleeved on the synchronous gear sleeve 130 and is in a normal state when no external force is applied. The elastic member 143 is located between the synchronous ring 142 and the limiting boss 133 to bias the synchronous gear sleeve 130 to move toward the locking member at least when the synchronous ring 142 moves. Specifically, the elastic member 143 is a compression spring.

[0099] Optionally, the elastic member 143 may be located between the synchronizing ring 142 and the limiting member 141. In this case, the elastic member 143 is a tension spring.

[0100] By setting the elastic member 143, when the locking and P gear lock operations are performed, a buffer is provided when the synchronous gear sleeve 130 is engaged with the second combined gear 120 and the locking member 160, and the hard contact between the synchronous gear sleeve 130 and the second combined gear 120 and the locking member 160 is avoided without affecting the shifting stroke of the shift fork 150. When the positions of the synchronous gear sleeve 130 and the second combined gear 120 or the locking member 160 are relatively rotated by an appropriate angular displacement, the synchronous gear sleeve 130 can complete the engagement with the second combined tooth portion 121 or the locking member 160 under the action of the elastic member 143, and the elastic member 143 returns to a normal state. Thereby, the collision impact is reduced during the locking and P gear lock process, and the damage to the shifting structure, the shift fork 150, etc. is reduced.

[0101] In some embodiments, reference Figure 6 , Fig. 9 and Fig.10 The locking member 160 may be a bearing pressure plate, which is fastened to the transmission 10 housing by bolts. The bearing pressure plate also includes a limiting portion 162 for limiting the bearing on the second transmission shaft 212. Thus, the present application can reuse the P gear lock function in cooperation with the synchronous gear sleeve 130 while limiting the bearing on the second transmission shaft 212, and has a compact structure, avoiding occupying additional space of the transmission 10.

[0102] In some embodiments, the locking member and the transmission 10 housing are an integral structure. It can be understood that the second locking structure can be directly disposed on the transmission 10 housing.

[0103] In some embodiments, the shift mechanism is controlled by the output power of a locking motor, and the locking motor may be a three-phase brushless DC motor.

[0104] The following is an exemplary description of a portion of the working process of the differential lock device 100 of the present application:

[0105] When the vehicle control unit (VCU (Vehicle Control Unit)) 1 sends a P gear parking request, the motor controller performs corresponding actions according to the current position of the shift fork 150.

[0106] When the current shift fork 150 is in the second position (locked position), the motor controller controls with the P gear position as the target. If it is used for the first time or the P gear storage position is abnormal, it can be pushed to the end point (the end point is in the theoretical design range of the P gear) and the current position is recorded and stored. Each subsequent operation when the P gear is engaged will be performed with this storage position as the target. This can adapt to the changes in the sensor position caused by long-term wear of the transmission 10.

[0107] When the current shift fork 150 is in the first position (unlocked position), the P gear parking operation is divided into two stages: locking and engaging the P gear lock:

[0108] When the locking operation is performed, the shift fork 150 pushes the synchronous gear sleeve 130 to move from the first combined tooth portion 111 to the first combined tooth portion 111 and the second combined tooth portion 121 to mesh, thereby connecting and locking the first combined gear 110 and the second combined gear 120 .

[0109] When the P gear lock operation is executed, the shift fork 150 pushes the synchronization gear sleeve 130 to make the first end face tooth 131 engage with the second end face tooth 161. Since the locking member 160 is fixed to the transmission case 10 and cannot rotate axially, it cannot drive the first rotating shaft and the second transmission shaft 212 to rotate under 0 speed, thereby realizing the P gear parking function.

[0110] In the above two stages of locking and engaging the P gear lock, when the gear hubs and tooth grooves on the inner tooth portion 132 and the second combined tooth portion 121, the first end face teeth 131 and the second end face teeth 161 are exactly opposite to each other, at this time, the synchronous gear sleeve 130, under the push of the shift mechanism and the shift fork 150, directly completes the locking operation and the P gear lock operation, and successfully realizes the P gear engagement and parking.

[0111] In the above two stages of locking and engaging the P gear lock, when the gear hub and tooth groove phases on the inner tooth portion 132 and the second combined tooth portion 121, the first end face tooth 131 and the second end face tooth 161 are not exactly opposite (i.e., the top teeth), since the vehicle is in a braking state, the gear hub and tooth groove phases on the inner tooth portion 132 and the second combined tooth portion 121, the first end face tooth 131 and the second end face tooth 161 cannot be opposite through the speed difference between the first transmission shaft 211 and the second rotating shaft generated when the drive motor rotates. At this time, the P gear can be engaged through the drive motor torque intervention. At the same time, in the top tooth stage, the locking motor needs to control the shift fork 150 to maintain the motor travel corresponding to the second position (locking position) or the third position (P gear lock position) (theoretical value), otherwise when the locking is successfully carried out after the drive motor torque intervention, it will cause the control overshoot of the locking position or the P gear lock position, causing the vehicle to be frustrated and abnormal, causing damage to the shift fork 150 and the synchronous gear sleeve 130.

[0112] By limiting the travel control of the locking motor by theoretical value, the shift fork 150 is controlled at the locking position or the P gear locking position, reducing the overshoot of the synchronous gear sleeve 130 when locking, and greatly reducing the abnormal noise when locking or P gear parking. At the same time, when the top gear is engaged, the torque intervention scheme of the drive motor is used to increase the success rate of locking and P gear parking.

[0113] According to a second aspect of the present application, a transmission 10 is provided, and the transmission 10 includes the above-mentioned differential lock device 100. The transmission 10 has all the beneficial effects of the above-mentioned differential lock device 100, and the present application will not repeat them here.

[0114] In some embodiments, reference Fig. 9 and Fig.10 The transmission 10 further includes: a first reduction gear 221 and a second reduction gear 222 .

[0115] The first reduction gear 221 and the second reduction gear 222 can be connected to different power sources or the same power source, wherein the power source can be a driving motor.

[0116] It can be understood that the first transmission shaft 211 serves as an integrally formed axle of the first reduction gear 221 , and the second transmission shaft 212 serves as an integrally formed axle of the second reduction gear 222 .

[0117] Alternatively, the first reduction gear 221 and the first combining tooth are simultaneously connected to the first transmission shaft 211 for preventing rotation, and the second reduction gear 222 and the second combining tooth are simultaneously connected to the second transmission shaft 212 for preventing rotation.

[0118] According to a third aspect of the present application, a vehicle 1 is provided, which includes the above-mentioned transmission 10. The vehicle 1 has all the beneficial effects of the above-mentioned transmission 10, which will not be described in detail in the present application.

[0119] The vehicle 1 may be a plug-in hybrid vehicle or a new energy vehicle, etc., which is not specifically limited in the present application.

[0120] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0121] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0122] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0123] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the present application has been described in examples with different focuses on the description of each embodiment, for the parts not described in detail in a certain embodiment, reference can be made to the relevant effective embodiments of other embodiments. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A differential lock device, characterized in that: include: A first coupling gear, non-rotatably connected to the first transmission shaft to rotate synchronously with the first transmission shaft about a rotation axis; a second coupling gear, non-rotatably connected to the second transmission shaft so as to rotate about the rotation axis synchronously with the second transmission shaft; A locking member, fixedly connected to the transmission case; A synchronous gear sleeve, slidably sleeved on the first combined gear; a shift fork, used for pushing the synchronous gear sleeve to slide axially along the rotation axis to at least move in sequence between a first position, a second position and a third position; The outer periphery of the first combined gear has a first combined tooth portion extending in the axial direction, the outer periphery of the second combined gear has a second combined tooth portion extending in the axial direction, and the synchronous gear sleeve has an inner tooth portion extending in the axial direction; the synchronous gear sleeve has a first locking structure, and the locking member has a second locking structure that can cooperate with the first locking structure to prevent rotation; When the synchronous gear sleeve is located at the first position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion; When the synchronous gear sleeve is located at the second position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion and the second combined tooth portion at the same time; When the synchronous gear sleeve is located at the third position, the inner tooth portion of the synchronous gear sleeve is meshed with the first combined tooth portion and the second combined tooth portion at the same time, and the first locking structure is engaged with the second locking structure to prevent rotation.

2. The differential lock device according to claim 1, characterized in that: The first locking structure and the second locking structure are configured to be concave-convex matched.

3. The differential lock device according to claim 2, characterized in that: The first locking structure is a first end face tooth formed at one end of the synchronous gear sleeve, and the second locking structure is a second end face tooth that can mesh with the first end face tooth.

4. The differential lock device according to claim 3, characterized in that: In the axial direction of the rotation axis, at least a portion of the second coupling tooth portion is located between the second end face tooth portion and the first coupling tooth portion.

5. The differential lock device according to claim 3, characterized in that: The length of the inner tooth portion in the axial direction is greater than the distance between the first end face tooth and the first combined tooth portion.

6. The differential lock device according to claim 3, characterized in that: The first face gear has first gear hubs and first gear grooves that are alternately arranged, and the second face gear has second gear hubs and second gear grooves that are alternately arranged, and the depth of the first gear groove is equal to the height of the second gear hub.

7. The differential lock device according to claim 6, characterized in that: The first gear hub has two first waist surfaces that are symmetrically arranged, and the distance between the two first waist surfaces along the circumferential direction increases in a direction away from the rotation axis; The second gear hub has two symmetrically arranged second waist surfaces, and the distance between the two second waist surfaces along the circumferential direction increases in a direction away from the rotation axis.

8. The differential lock device according to claim 7, characterized in that: The first gear hub further has a first tooth top surface, the first tooth top surface is located between the two first waist surfaces, and the distance between the first tooth top surface and the groove bottom wall of the first tooth groove in the axial direction increases in a direction away from the rotation axis; The second gear hub further has a second tooth top surface, the second tooth top surface is located between the two second waist surfaces, and the distance between the second tooth top surface and the groove bottom wall of the second tooth groove in the axial direction increases gradually in the direction away from the rotation axis.

9. The differential lock device according to claim 8, characterized in that: A first chamfer is provided between the first tooth top surface and the first waist surface; and a second chamfer is provided between the second tooth top surface and the second waist surface.

10. The differential lock device according to any one of claims 1 to 9, characterized in that: The synchronous gear sleeve has a limiting boss and a clamping groove, and the limiting boss and the clamping groove are arranged spaced apart in the axial direction; the differential lock device also includes: A limiting member, at least partially embedded in the card slot; A synchronizer ring, a sliding sleeve arranged on the synchronizer sleeve; The synchronizer ring and the shift fork form a stopper match along the axial direction of the rotation axis, and the synchronizer ring is located between the limiting member and the limiting boss.

11. The differential lock device according to claim 10, characterized in that: The differential lock device further comprises: An elastic member, sleeved on the synchronous gear sleeve; Wherein, the elastic member is located between the synchronization ring and the limiting boss to bias the synchronization gear sleeve to move in a direction close to the locking member at least when the synchronization ring moves.

12. The differential lock device according to any one of claims 1 to 9, characterized in that: The locking member and the transmission case are an integrated structure.

13. A transmission, characterized in that: Comprising the differential lock device as claimed in any one of claims 1 to 12.

14. A vehicle, characterized in that: Comprising a transmission as claimed in claim 13.

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