Automatic parking gear switching mechanism for new energy automobile

Abstract

The utility model discloses an automatic parking gear switching mechanism for a new energy automobile. A new energy automobile parking gear automatic switching mechanism comprises an adjusting rack, the adjusting rack comprises four shaft blocks, the lower two shaft blocks are connected through a movable shaft, the upper two shaft blocks are connected through a spline shaft, the upper two shaft blocks and the lower two shaft blocks are connected through a fixing rod, three speed adjusting teeth are installed on the spline shaft, and the speed adjusting teeth are connected through a rotating shaft; the three speed adjusting teeth are meshed with three adjusting teeth respectively, the three adjusting teeth are arranged on the movable shaft in a sleeving mode, U-shaped seats are further arranged on the end sides of the two speed adjusting teeth on the left side, and the U-shaped seats are connected with an adjusting handle through the end sides. A plurality of parts arranged in the adjusting assembly are used in cooperation, and the operation process can be greatly simplified by rotating the adjusting rod to conduct gear switching. A driver only needs to slightly rotate the adjusting rod to complete gear shifting, which is particularly convenient under the condition that the gear shifting needs to be rapidly switched.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile parking gear adjusting devices, in particular to an automatic parking gear switching mechanism for new energy vehicles. Background Technique

[0002] The automatic parking gear switching mechanism for new energy vehicles is a mechanism that facilitates the gear control of drivers when parking.

[0003] In the existing automatic parking gear switching mechanism for new energy vehicles, the working principle mainly relies on multiple sensors and signal acquisition modules to collect multiple groups of information during vehicle operation, and the central processor sorts out the overall vehicle condition data to achieve automatic gear switching.

[0004] However, there are still certain defects in the existing automatic parking gear switching mechanism for new energy vehicles. When operating the gear, there is usually a gear shift lever that can be operated in four directions: forward, backward, left, and right. This requires the driver to master proficiently the gear functions corresponding to each direction. For example, to switch from D gear to R gear, the lever needs to be pushed backward, while to switch from P gear to D gear, it needs to be pushed forward. Such complex operations are likely to confuse the driver.

[0005] Therefore, it is necessary to provide an automatic parking gear switching mechanism for new energy vehicles to solve the above technical problems. Content of the Utility Model

[0006] In view of the above situation, in order to overcome the defects of the prior art, the utility model provides an automatic parking gear switching mechanism for new energy vehicles. Through the cooperation of multiple parts in the gear adjusting assembly, compared with the traditional gear shifting method of pushing forward, backward, left, and right, the gear shifting can be greatly simplified by rotating the adjusting rod. The driver only needs to gently rotate the adjusting rod to complete gear shifting, which is especially convenient in the case of needing to quickly switch gears.

[0007] To achieve the above object, the technical solution adopted by the utility model is as follows:

[0008] The automatic parking gear switching mechanism for new energy vehicles includes: an adjusting frame, the adjusting frame includes four shaft blocks, the two lower shaft blocks are connected by a movable shaft, the two upper shaft blocks are connected by a spline shaft, the upper and lower shaft blocks are connected by a fixing rod, three speed regulating gears are installed on the spline shaft, the three speed regulating gears are respectively meshed with three adjusting gears, the three adjusting gears are sleeved on the movable shaft, U-shaped seats are further arranged on the end sides of the two left speed regulating gears, and the U-shaped seats are connected with an adjusting handle through the end sides.

[0009] Preferably, weight reduction grooves are further arranged on the two left speed regulating gears, and a plurality of the weight reduction grooves are arranged symmetrically along the center of the speed regulating gears and penetrate through.

[0010] Preferably, there are spaces formed between the three adjusting teeth and the three speed regulating teeth on both the left and right sides, and the left and right spaces between the three adjusting teeth are equally spaced.

[0011] Preferably, multiple sets of bushings are also assembled on the movable shaft, and one of the adjusting teeth is defined between every two bushings.

[0012] Preferably, threaded sleeves are provided at both the upper and lower ends of the fixed rod, and the upper and lower shaft blocks are threadedly connected through the fixed rod.

[0013] Preferably, a first motor and a second motor are provided at the ends of the movable shaft and the spline shaft respectively.

[0014] Compared with the prior art, the present utility model has the following beneficial effects:

[0015] (1) By the cooperative use of multiple parts in the adjusting assembly provided in the present utility model, compared with the traditional shifting method of pushing forward, backward, leftward, and rightward, shifting gears by rotating the adjusting rod can greatly simplify the operation process. The driver only needs to gently rotate the adjusting rod to complete gear shifting, which is particularly convenient in situations where rapid gear shifting is required;

[0016] (2) By providing weight reduction grooves on the speed regulating teeth and the adjusting teeth, the overall weight of the gears can be effectively reduced, which has a positive impact on improving the dynamic response of the entire transmission system. The lightweight gears can respond to speed changes faster, thereby improving the accuracy of gear shifting timing;

[0017] (3) By providing an equal distance between the three adjusting teeth and the three speed regulating teeth provided in the present utility model, with this equal distance setting, the meshing conditions between each adjusting tooth and the speed regulating tooth are the same, which helps to ensure the synchronism and coordination of the entire transmission system. This design can reduce transmission errors or dynamic imbalance problems caused by inconsistent meshing. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic diagram of the overall structure of the automatic parking gear shifting mechanism for a new energy vehicle provided by the present utility model;

[0019] Figure 2 is a schematic diagram of the structure from the first perspective provided by the present utility model;

[0020] Figure 3 is a schematic diagram of the installation structure of the shaft block, fixed rod, and spline shaft provided by the present utility model;

[0021] Figure 4 is a schematic diagram of the installation structure of the fixed rod and the shaft block provided by the present utility model.

[0022] Among them, the names corresponding to the reference numerals are: 100, adjustment assembly; 101, shaft block; 102, movable shaft; 103, bushing; 104, adjustment gear; 105, speed regulation gear; 106, weight reduction groove; 107, U-shaped seat; 108, adjustment handle; 200, first motor; 300, fixed rod; 301, threaded sleeve; 400, second motor; 500, spline shaft. Detailed implementation mode

[0023] The present utility model will be further described below in conjunction with the accompanying drawings and embodiments. The implementation modes of the present utility model include but are not limited to the following embodiments.

[0024] First embodiment:

[0025] As Figures 1-4 shown, the automatic parking gear shifting mechanism for new energy vehicles provided by the present utility model includes: an adjustment assembly 100. The adjustment assembly 100 includes four shaft blocks 101. The two lower shaft blocks 101 are connected by a movable shaft 102. The two upper shaft blocks 101 are connected by a spline shaft 500. The upper and lower shaft blocks 101 are connected by a fixed rod 300. Three speed regulation gears 105 are installed on the spline shaft 500. The three speed regulation gears 105 are respectively engaged with three adjustment gears 104. The three adjustment gears 104 are sleeved on the movable shaft 102. U-shaped seats 107 are further arranged on the end sides of the two left speed regulation gears 105. The U-shaped seats 107 are connected with the adjustment handle 108 through the end sides. When in use, through the control of the first motor 200 and the second motor 400 provided, the driving of the adjustment gear 104 and the speed regulation gear 105 is realized. When it is necessary to adjust the gear position, only by rotating the provided adjustment handle 108, the U-shaped seat 107 can be adjusted left and right. Through the left and right adjustment of the U-shaped seat 107, the three speed regulation gears 105 are driven to move left and right. Through the movement of the three speed regulation gears 105, the matching speed regulation gear 105 and the adjustment gear 104 can be engaged, so as to realize the adjustment of different gear positions.

[0026] By the cooperative use of multiple parts in the provided adjustment assembly 100, compared with the traditional gear shifting method of pushing forward, backward, left and right, the gear position switching by rotating the adjustment handle 108 can greatly simplify the operation process. The driver only needs to gently rotate the adjustment handle 108 to complete the gear shifting, which is particularly convenient in the case of needing to quickly switch the gear position.

[0027] Second embodiment:

[0028] As Figures 1-2 shown, weight reduction grooves 106 are further arranged on the two left speed regulation gears 105. The multiple weight reduction grooves 106 are arranged symmetrically along the center of the speed regulation gears 105 and are opened through.

[0029] By providing weight-reducing grooves on the speed-regulating gear 105 and the adjusting gear 104, the overall weight of the speed-regulating gear 105 and the adjusting gear 104 can be effectively reduced. This has a positive impact on improving the dynamic response of the entire transmission system. The lightweight speed-regulating gear 105 and adjusting gear 104 can respond more quickly to speed changes, thereby improving the accuracy of the gear-shifting timing.

[0030] Third Embodiment:

[0031] As Figure 2 shown, there are spacings formed on both the left and right sides between the three adjusting gears 104 and the three speed-regulating gears 105, and the left and right spacings of the three adjusting gears 104 are equidistant.

[0032] By providing an equidistant spacing between the three adjusting gears 104 and the three speed-regulating gears 105, the meshing conditions between each adjusting gear 104 and the speed-regulating gear 105 are the same. This helps to ensure the synchronism and coordination of the entire transmission system and can reduce transmission errors or dynamic imbalance problems caused by inconsistent meshing.

[0033] Fourth Embodiment:

[0034] As Figure 3 shown, multiple sets of bushings 103 are also assembled on the movable shaft 102, and an adjusting gear 104 is defined between every two bushings 103.

[0035] By providing multiple sets of bushings 103 on the movable shaft 102 and defining an adjusting gear 104 between every two bushings 103, it can be ensured that each adjusting gear 104 can be accurately meshed at a predetermined position, thereby avoiding transmission errors or noises caused by position deviations.

[0036] Fifth Embodiment:

[0037] As Figures 3-4 shown, threaded sleeves 301 are provided at both the upper and lower ends of the fixed rod 300, and the upper and lower shaft blocks 101 are threadedly connected through the fixed rod 300.

[0038] Working Principle: During use, through the control of the first motor 200 and the second motor 400 provided, the driving of the adjusting gear 104 and the speed-regulating gear 105 is realized. When it is necessary to adjust the gear position, only by rotating the provided adjusting handle 108, the U-shaped seat 107 is adjusted left and right. Through the left and right adjustment of the U-shaped seat 107, the three speed-regulating gears 105 are driven to move left and right. Through the movement of the three speed-regulating gears 105, the matching speed-regulating gear 105 and the adjusting gear 104 can be meshed, thereby realizing the adjustment of different gear positions.

[0039] The above embodiments are only one of the preferred embodiments of the present utility model and should not be used to limit the protection scope of the present utility model. Any meaningless modifications or polishings made on the main design concept and spirit of the present utility model, as long as the technical problems solved are still consistent with those of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. An automatic parking gear switching mechanism for a new energy vehicle, characterized in that: include: The adjusting component (100) comprises four shaft blocks (101), wherein the two lower shaft blocks (101) are connected via a movable shaft (102), the two upper shaft blocks (101) are connected via a spline shaft (500), and the upper and lower shaft blocks (101) are connected via a fixing rod (300). Three speed regulating teeth (105) are mounted on the spline shaft (500), and the three speed regulating teeth (105) are respectively engaged with three regulating teeth (104). The three regulating teeth (104) are sleeved on the movable shaft (102), and the end sides of the two left speed regulating teeth (105) are further provided with U-shaped seats (107), and the U-shaped seats (107) are connected to the adjusting handle (108) via the end sides.

2. The automatic parking gear switching mechanism for a new energy vehicle according to claim 1 is characterized in that: The two speed regulating teeth (105) on the left are also provided with weight reducing grooves (106), and a plurality of weight reducing grooves (106) are symmetrically opened and arranged along the center of the speed regulating teeth (105).

3. The automatic parking gear switching mechanism for a new energy vehicle according to claim 1 is characterized in that: The three adjusting teeth (104) and the three speed regulating teeth (105) are arranged with spacing on the left and right, and the three adjusting teeth (104) are arranged with equal spacing on the left and right.

4. The automatic parking gear switching mechanism for a new energy vehicle according to claim 1 is characterized in that: The movable shaft (102) is also equipped with a plurality of sets of shaft sleeves (103), and one adjusting tooth (104) is defined between every two shaft sleeves (103).

5. The automatic parking gear switching mechanism for a new energy vehicle according to claim 1 is characterized in that: Threaded sleeves (301) are provided at both upper and lower ends of the fixing rod (300), and the upper and lower shaft blocks (101) are threadedly connected via the fixing rod (300).

6. The automatic parking gear switching mechanism for a new energy vehicle according to claim 4 is characterized in that: The ends of the movable shaft (102) and the spline shaft (500) are both provided with a first motor (200) and a second motor (400).

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