Gear engaging module and transmission assembly

Abstract

The utility model relates to the technical field of transmission equipment, and discloses a gear engaging module and a transmission assembly. The gear engaging module comprises a first-gear gear, a second-gear gear and a gear engaging sliding sleeve, a first gear shifting tooth is arranged on one side of the first-gear gear, and a second gear shifting tooth is arranged on one side of the second-gear gear; the gear engaging sliding sleeve is slidably arranged between the first-gear gear and the second-gear gear in a sleeving mode, the gear engaging sliding sleeve comprises a sliding sleeve body and a rotating sleeve, the rotating sleeve is arranged at one end of the sliding sleeve body and internally provided with a first meshing part, and the other end of the sliding sleeve body is internally provided with a second meshing part; and the rotary sleeve has an axial rotation allowance relative to the sliding sleeve body. According to the gear engaging module disclosed by the invention, two gears can be engaged at the same time for engagement, so that the condition of tooth collision is avoided, and gear engaging is smoother.

Description

Technical Field

[0001] The present application belongs to the technical field of transmission equipment, and specifically relates to a gear shifting module and a transmission assembly. Background Art

[0002] The electrification of new energy commercial vehicles has become a trend. Currently, single-speed (single-speed ratio) transmissions utilize a motor directly connected to a reducer with parallel or coaxial shafts for power output. These motors have low speed and torque, resulting in limited vehicle layout space. The narrow and fixed selectable speed ratios limit load capacity, making them commonly used in light-load new energy commercial vehicles such as light trucks and highway logistics vehicles. For heavy-load new energy commercial vehicles, which require a wider speed range, higher loads, high torque for starting, climbing, and high-speed driving, single-speed transmission electric drive axles are unable to meet these harsh operating conditions. Consequently, two-speed and multi-speed transmissions have emerged. Two-speed transmissions are widely used due to their wide speed ratio range and adaptability to high-speed, low-torque motors.

[0003] To meet the high-torque braking requirements of a vehicle, parking is achieved by simultaneously engaging two gears. This method is often implemented using a shift drum. The shift drum has a number of sliding grooves spirally arranged on its circumference, with different starting and ending positions. These grooves are equipped with a number of shift forks and fork shafts. Under the rotation of the shift drum, the different grooves drive different forks and fork shafts to perform a predetermined axial reciprocating motion, enabling simultaneous engagement of two gears. However, the shift drums used in existing gear engagement methods, which have different axial grooves, are complex in shape, are often cast, and have poor wear resistance. Furthermore, they require at least two sets of shift forks and fork shafts, along with corresponding mounting fixtures, further increasing the complexity and cost of the structure. Utility Model Content

[0004] The purpose of this application is to provide a gear shifting module and a transmission assembly, which are used to solve the problems of complex structure and high cost in the prior art of simultaneously shifting two gears to achieve mechanical parking.

[0005] In order to achieve the above objectives, the present application provides a first aspect of a gear shifting module, comprising:

[0006] First gear gear;

[0007] A second gear gear is coaxially arranged with the first gear gear, wherein a first shift tooth is provided on a side of the first gear gear close to the second gear gear, and a second shift tooth is provided on a side of the second gear gear close to the first gear gear; and

[0008] a gear-engaging sleeve, slidably disposed between the first gear gear and the second gear gear, the gear-engaging sleeve comprising a sleeve body and a rotating sleeve, the rotating sleeve being disposed at one end of the sleeve body and having a first meshing portion therein, and the other end of the sleeve body being provided with a second meshing portion therein;

[0009] The rotating sleeve has an axial rotation margin relative to the sliding sleeve body, and when the first engaging portion is engaged with the first shift tooth, the second engaging portion is engaged with the second shift tooth.

[0010] As a further improvement of the above technical solution:

[0011] In some embodiments, a third engaging portion is further provided inside the sliding sleeve body, and the third engaging portion is located at an end of the second engaging portion close to the rotating sleeve;

[0012] The rotating sleeve is provided with a fourth engaging portion that cooperates with the third engaging portion, wherein the third engaging portion and the fourth engaging portion are tooth-engaged and have an engaging gap.

[0013] In some embodiments, a buffer is provided between the teeth of the third engaging portion and the teeth of the fourth engaging portion.

[0014] In some embodiments, the first engaging portion and the first shift tooth are in spline engagement, wherein the first engaging portion is an internal spline and the first shift tooth is an external spline.

[0015] In some embodiments, an end of the internal spline teeth of the first meshing portion facing the first shift tooth is chamfered, and / or an end of the external spline teeth of the first shift tooth facing the first meshing portion is chamfered.

[0016] In some embodiments, the angle between the chamfered surface of the chamfer and the tooth width direction is 30-45°.

[0017] In some embodiments, the tooth width of the internal spline teeth in the first meshing portion is defined as L, the tooth thickness is defined as H1, and the tooth thickness of the external spline teeth in the first shift teeth is defined as H2, wherein L=H1+n*H2, and n is a natural number greater than or equal to 2.

[0018] In some embodiments, the gear shift module further includes a gear shift drive mechanism, and the gear shift drive mechanism includes:

[0019] A shift fork shaft, wherein a shift fork rod is provided on the shift fork shaft, and one end of the shift fork rod away from the shift fork shaft is clamped in the sleeve groove of the gear shift sleeve; and

[0020] The gear engaging driving member is in driving connection with the shift fork shaft and is used for driving the shift fork shaft to move back and forth along the sliding direction of the gear engaging sliding sleeve.

[0021] In some embodiments, the shift fork shaft is provided with a plurality of positioning grooves corresponding to different gear positions along the axial direction;

[0022] The gear shifting drive mechanism also includes a positioning assembly, which includes a positioning reset member and a positioning ball. The positioning ball is arranged at one end of the positioning reset member close to the shift fork shaft. The positioning ball can be stuck in the positioning groove. The positioning reset member is used to drive the positioning ball to maintain contact with the shift fork shaft.

[0023] A second aspect of the present application provides a transmission assembly, comprising a gear shift module provided according to the first aspect.

[0024] Compared with the prior art, the gear shift module and transmission assembly provided by this application have at least the following technical effects:

[0025] The gear shift module provided by the present application slides back and forth between the first gear gear and the second gear gear through the gear shift sleeve. When the gear shift sleeve needs to engage two gears at the same time, that is, when the first shift tooth and the second shift tooth are engaged at the same time, since the rotating sleeve has an axial rotation margin relative to the sleeve body, during the sliding engagement process, the rotating sleeve will self-adapt under the action of thrust through self-rotation, so that the first meshing portion can smoothly engage with the first shift tooth, thereby allowing the second meshing portion to smoothly engage with the second shift tooth. In this way, the gear shift module provided by the present application can self-adapt after one end is engaged and aligned, and then self-adapt through the self-rotation of the rotating sleeve, so that the other end is also engaged and aligned, so that the gear shift sleeve can engage two gears at the same time and engage, avoiding the situation of tooth knocking, and making gear shifting smoother.

[0026] Other features and advantages of the embodiments of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without inventive work. In the drawings:

[0028] Figure 1 A schematic structural diagram of a transmission assembly provided in this embodiment;

[0029] Figure 2 for Figure 1A schematic diagram of the structure of the gear shift drive mechanism and the gear shift sleeve in the transmission assembly shown;

[0030] Figure 3 This is an exploded schematic diagram of the gear-engaging sleeve, the first gear gear, and the second gear gear in the transmission assembly provided in this embodiment;

[0031] Figure 4 A schematic diagram of the meshing of teeth of a gear-engaging sleeve and a first shift tooth provided in an embodiment of the present application;

[0032] Figure 5 This is a schematic diagram of the structure of the transmission assembly provided in this embodiment with the gear-engaging sliding sleeve in the first gear mode;

[0033] Figure 6 This is a schematic diagram of the structure of the transmission assembly provided in this embodiment with the gear-engaging sliding sleeve in the neutral mode;

[0034] Figure 7 This is a schematic diagram of the structure of the transmission assembly provided in this embodiment with the gear-engaging sliding sleeve in the second gear mode;

[0035] Figure 8 This is a schematic structural diagram of the gear shift sleeve of the transmission assembly provided in this embodiment being located in the first parking gear position of the parking mode;

[0036] Figure 9 This is a schematic structural diagram of the gear shift sleeve in the transmission assembly provided in this embodiment being located in the second parking gear position in the parking mode.

[0037] Description of Reference Numerals

[0038] 10. Motor;

[0039] 20. Power take-off device;

[0040] 100. Power input gear;

[0041] 200, first gear gear; 210, first shift gear; 220, third shift gear;

[0042] 300, second gear gear; 310, second shift gear;

[0043] 400, transmission shaft; 410, first transmission gear; 420, second transmission gear;

[0044] 510, gear-engaging sleeve; 511, sleeve body; 511a, second meshing portion; 511b, third meshing portion; 511c, sleeve groove; 512, rotating sleeve; 512a, first meshing portion; 512b, fourth meshing portion; 513, buffer member; 520, gear-engaging drive mechanism; 521, shift fork shaft; 5210, positioning groove; 522, shift fork lever; 523, gear-engaging drive member; 524, positioning assembly; 5240, reset member; 5241, positioning ball;

[0045] 600, speed reduction mechanism;

[0046] 700, power input shaft;

[0047] 800, differential; 810, differential input gear;

[0048] 900. Speed ​​sensor. DETAILED DESCRIPTION

[0049] The following describes the specific embodiments of the present application in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present application and are not intended to limit the present application.

[0050] The present application will be described in detail below with reference to the accompanying drawings and in conjunction with exemplary embodiments.

[0051] Example

[0052] See also Figure 1 This embodiment provides a transmission assembly. The transmission assembly can be externally connected to a power input device and a power take-off device 20.

[0053] The power input device may be a motor 10 or an engine. This embodiment is described by taking the motor 10 as an example.

[0054] In this embodiment, the transmission assembly includes a power input gear 100, a gear shift module, and a transmission shaft 400. The gear shift module includes a first gear 200, a second gear 300, and a gear shift sleeve 510. The first gear 200, the power input gear 100, and the second gear 300 are coaxially arranged in sequence.

[0055] The transmission shaft 400 is provided with a first transmission gear 410 that is engaged with the first gear gear 200 and a second transmission gear 420 that is engaged with the second gear gear 300. The gear shift sleeve 510 is slidably mounted between the first gear gear 200 and the second gear gear 300. The gear shift sleeve 510 can slide between the first gear gear 200, the power input gear 100 and the second gear gear 300 to perform engagement switching.

[0056] Furthermore, the transmission assembly also includes a power input shaft 700 and a reduction gear 600. The power input gear 100 is disposed on the power input shaft 700. The motor 10 can transmit power to the power input shaft 700 via the reduction gear 600, thereby driving the power input gear 100 to rotate. The reduction gear 600 can optionally be a planetary reduction gear 600.

[0057] In some embodiments, the power input shaft 700 and the power input gear 100 are key-fitted or integrally formed gear shafts. The first gear 200 and the second gear 300 are sleeved on the power input shaft 700 and rotated together with the power input shaft 700 via bearings.

[0058] In this embodiment, the first transmission gear 410, the second transmission gear 420, and the transmission shaft 400 are all secured against rotation. This secure fit prevents relative rotation between the transmission shaft 400 and the first and second transmission gears 410, 420. This secure fit includes a keyed fit, a bolted fit, or a welded fit. Of course, in some embodiments, the first and second transmission gears 410, 420 are integrally formed with the transmission shaft 400, for example, using a casting or cutting process to create a one-piece gear shaft structure.

[0059] See also Figure 1 and Figure 3 Furthermore, a first shift tooth 210 and a third shift tooth 220 are provided on the side of the first gear 200 close to the second gear 300, and a second shift tooth 310 is provided on the side of the second gear 300 close to the first gear 200. The first shift tooth 210, the third shift tooth 220, the power input gear 100, and the second shift tooth 310 are arranged in this order.

[0060] See also Figure 1 、 Figure 2 and Figure 3 Since the gear sleeve 510 is slidably mounted between the first gear gear 200 and the second gear gear 300, when shifting gears, the gear sleeve 510 can slide between the first shift tooth 210, the third shift tooth 220, the power input gear 100 and the second shift tooth 310 to achieve meshing switching.

[0061] See also Figure 2 and Figure 3Specifically, the gear shift sleeve 510 includes a sleeve body 511 and a rotating sleeve 512. The rotating sleeve 512 is arranged at one end of the sleeve body 511 and is provided with a first engaging portion 512a inside. The other end of the sleeve body 511 is provided with a second engaging portion 511a inside. The first engaging portion 512a is used to engage with the first shift tooth 210, and the second engaging portion 511a can engage and switch between the third shift tooth 220, the power input gear 100 and the second shift tooth 310.

[0062] Please also refer to Figures 5 to 9 In this embodiment, the first meshing portion 512a is located near the first shift tooth 210. Thus, in parking mode, the first meshing portion 512a meshes with the first shift tooth 210, while the second meshing portion 511a meshes with the power input gear 100 and the second shift tooth 310 (corresponding to the first parking gear position), or the second meshing portion 511a meshes only with the second shift tooth 310 (corresponding to the second parking gear position). In first gear mode, second gear mode, and neutral mode, the first meshing portion 512a does not participate in meshing transmission; only the second meshing portion 511a participates in meshing transmission.

[0063] Furthermore, in this embodiment, the first engaging portion 512 a is spline-engaged with the first shift tooth 210 , wherein the first engaging portion 512 a is an internal spline and the first shift tooth 210 is an external spline.

[0064] The inner spline teeth of the first meshing portion 512a are chamfered at one end facing the first shift tooth 210, or the outer spline teeth of the first shift tooth 210 are chamfered at one end facing the first meshing portion 512a. The chamfered design provides a certain guiding effect, ensuring that the first meshing portion 512a can smoothly engage with the first shift tooth 210.

[0065] like Figure 3 and Figure 4 As shown, in this embodiment, the inner spline teeth of the first meshing portion 512a are chamfered at one end facing the first shifting tooth 210, and the outer spline teeth of the first shifting tooth 210 are chamfered at one end facing the first meshing portion 512a, further ensuring smoother gear shifting.

[0066] In some embodiments, the chamfered surface of the internal spline teeth and the external spline teeth is in the direction of the tooth width (such as Figure 4 The included angle of the vertical direction of the viewing angle shown is 30-45 degrees to make the meshing guidance between the teeth smoother.

[0067] Optionally, the angle between the chamfered surface and the tooth width direction can also be designed to be 32°, 34.5°, 35°, 38°, 39.5°, 40°, 40.4°, 42°, 43.5° or 44°, etc. It should be understood that the above is only an example and does not limit the scope of protection of this application.

[0068] Please also refer to Figure 4 Furthermore, in this embodiment, the internal spline teeth in the first meshing portion 512a have a tooth width of L and a tooth thickness of H1, and the external spline teeth in the first shift tooth 210 have a tooth thickness of H2, where L = H1 + n * H2, where n is a natural number greater than or equal to 2. This ensures sufficient single-sided clearance when the first meshing portion 512a meshes with the first shift tooth 210, ensuring smooth gear engagement.

[0069] In some embodiments, H1 = H2 to reduce meshing clearance and improve the stability of meshing transmission.

[0070] In some embodiments, the minimum single-side clearance between teeth required for the internal spline teeth of the first meshing portion 512 a to mesh with the external spline teeth of the first shift tooth 210 is defined as X, where X satisfies: X≥H2.

[0071] Please also refer to Figure 2 、 Figure 3 and Figure 4 In this embodiment, the rotating sleeve 512 has an axial rotation margin relative to the sliding sleeve body 511. Specifically, the sliding sleeve body 511 further has a third engaging portion 511b disposed therein. The third engaging portion 511b is located at an end of the second engaging portion 511a close to the rotating sleeve 512.

[0072] The rotating sleeve 512 is provided with a fourth meshing portion 512b that cooperates with the third meshing portion 511b. The third meshing portion 511b and the fourth meshing portion 512b are meshed with teeth and have a meshing gap. This meshing gap provides the rotating sleeve 512 with axial rotational margin relative to the sleeve body 511. After rotating the rotating sleeve 512 by a predetermined angle, the tooth flanks of the third meshing portion 511b and the tooth flanks of the fourth meshing portion 512b engage to position the rotating sleeve 512, achieving synchronous rotation / locking. This allows the rotating sleeve 512 to rotate due to the chamfering (the chamfer of the first shift tooth 210 and the first meshing portion 512a) when the teeth and tooth grooves are misaligned after operation, thereby smoothly engaging the meshing state and achieving the function of simultaneously engaging two gears, ensuring smooth gear shifting.

[0073] like Figure 4 As shown, in some embodiments, a buffer 513 is further provided between the teeth of the fourth engaging portion 512b and the third engaging portion 511b to prevent problems such as tooth rattling and noise from occurring during the rotation of the rotating sleeve 512.

[0074] Optionally, the buffer member 513 may be a disc spring or an elastic gasket.

[0075] See also Figures 1 to 9 In this embodiment, the gear shift sleeve 510 includes a parking mode, a first gear mode, a second gear mode and a neutral mode.

[0076] Among them, in parking mode, if Figure 8 As shown, the first meshing portion 512a on the gear sleeve 510 meshes with the first shift tooth 210, and the second meshing portion 511a meshes with the power input gear 100 and the second shift tooth 310 at the same time, or, as shown Figure 9 As shown, the first meshing portion 512a on the gear sleeve 510 meshes with the first shift tooth 210, while the second meshing portion 511a meshes only with the second shift tooth 310. In this embodiment, for the sake of distinction, the first meshing portion 512a meshes with the first shift tooth 210, while the second meshing portion 511a meshes with both the power input gear 100 and the second shift tooth 310, as defined as the first parking position. In this case, the power input gear 100 is synchronously locked. The second parking position is defined as the first meshing portion 512a on the gear sleeve 510 meshes with the first shift tooth 210, while the second meshing portion 511a meshes only with the second shift tooth 310. In this case, the power input gear 100 is released, its rotation is unrestricted, and the power input shaft 700 can transmit power to the power take-off device 20.

[0077] like Figure 5 As shown, in first gear mode, the second meshing portion 511a on the gear sleeve 510 meshes with the third shift tooth 220 and the power input gear 100. At this time, the power input gear 100 can drive the first gear 200 to rotate through the gear sleeve 510. The first meshing portion 512a does not participate in the meshing.

[0078] like Figure 7 As shown, in the second gear mode, the second meshing portion 511a on the gear sleeve 510 meshes with the power input gear 100 and the second shift tooth 310. At this time, the power input gear 100 can drive the second gear 300 to rotate through the gear sleeve 510. The first meshing portion 512a does not participate in the meshing.

[0079] like Figure 6 As shown, in the neutral mode, the second meshing portion 511a on the gear sleeve 510 is only meshed with the power input gear 100. At this time, the power input gear 100 is idling and does not drive the first gear gear 200 and the second gear gear 300 to rotate. The first meshing portion 512a is not involved in the meshing.

[0080] Based on the positional relationship between the first shift tooth 210, the third shift tooth 220, the power input gear 100, and the second shift tooth 310, it can be determined that the first gear mode, neutral mode, second gear mode, and parking mode are sequentially arranged (distributed from left to right in the figures of this embodiment). Thus, when the gear sleeve 510 is in neutral mode, it can slide leftward to enter the first gear mode or rightward to enter the second gear mode. When the gear sleeve 510 needs to switch between the first and second gear modes, it must first slide to neutral mode and then slide to the corresponding gear mode. When the gear sleeve 510 needs to switch to parking mode, it must first switch to second gear mode and then continue to slide rightward within the second gear mode for a preset distance.

[0081] See also Figure 1 and Figure 2 Furthermore, the shift module also includes a gear engagement drive mechanism 520, which includes a shift fork shaft 521, a shift fork rod 522, and a gear engagement drive member 523. The shift fork shaft 521 is provided with the shift fork rod 522, and the end of the shift fork rod 522, which is distal to the shift fork shaft 521, is retained within the sleeve groove 511c of the gear engagement sleeve 510. The gear engagement drive member 523 is in driving connection with the shift fork shaft 521, and is configured to drive the shift fork shaft 521 to move back and forth along the sliding direction of the gear engagement sleeve 510.

[0082] Optionally, the power of the gear-engaging driving member 523 is provided by the motor 10, such as an electric push rod, an electric cylinder or a screw assembly of the motor 10. In some embodiments, the gear-engaging driving member 523 can also be selected from an oil cylinder or a pneumatic cylinder as a power source.

[0083] In this embodiment, the shift fork shaft 521 is provided with a plurality of positioning grooves 5210 corresponding to different gear positions along its axis. The gear engagement drive mechanism 520 further includes a positioning assembly 524, which includes a reset member 5240 and a positioning ball 5241. The reset member 5240 is disposed on the transmission assembly housing and extends toward the positioning groove 5210 of the shift fork shaft 521. The positioning ball 5241 is disposed at one end of the reset member 5240 proximal to the shift fork shaft 521. The reset member 5240 forces the positioning ball 5241 to maintain contact with the shift fork shaft 521, allowing the positioning ball 5241 to engage with the corresponding positioning groove 5210. Thus, after the gear engagement sleeve 510 is shifted to the corresponding gear position, the positioning ball 5241 engages with the corresponding positioning groove 5210, restricting the movement of the shift fork shaft 521 without external force, thereby providing a position limiting and positioning function.

[0084] Optionally, the reset member 5240 may be a spring or a spring.

[0085] See also Figure 1Furthermore, in this embodiment, the transmission assembly also includes a differential 800. The differential input gear 810 of the differential 800 is in driving connection with the drive shaft 400. The differential 800 is also connected to the left and right half-shafts. The transmission assembly is also equipped with a speed sensor 900 for detecting the rotational speed of the differential input gear 810 and providing feedback to the vehicle's control system.

[0086] Compared with the prior art, the gear shift module provided in this embodiment slides back and forth between the first gear gear 200 and the second gear gear 300 through the gear shift sleeve 510. When the gear shift sleeve 510 needs to engage two gears at the same time, that is, when the first shift tooth 210 and the second shift tooth 310 are engaged at the same time, since the rotating sleeve 512 has an axial rotation margin relative to the sleeve body 511, during the sliding engagement process, the rotating sleeve 512 will adaptively adjust the thrust and guiding effects through self-rotation, and on the premise that the second engaging portion 511a is smoothly engaged with the second shift tooth 310, it is ensured that the first engaging portion 512a can smoothly engage with the first shift tooth 210. In this way, the gear shifting module disclosed in the present application can first realize the meshing alignment of the teeth and tooth grooves at one end of the gear shifting sleeve 510 through motor speed regulation when realizing the simultaneous shifting of two gears, and at the same time, self-adapt through the rotation of the rotating sleeve so that the teeth and tooth grooves at the other end of the gear shifting sleeve 510 are meshed and aligned, so that the first meshing portion 512a and the second meshing portion 511a of the gear shifting sleeve 510 can be engaged at the same time to avoid the occurrence of tooth chattering, reduce meshing noise, and make gear shifting smoother.

[0087] Furthermore, in the transmission assembly, the first gear gear 200 and the second gear gear 300 are engaged with the first transmission gear 410 and the second transmission gear 420 respectively. Usually, due to different gears, the transmission ratios of the first gear gear 200 and the first transmission gear 410 are different from the transmission ratios of the second gear gear 300 and the second transmission gear 420. Therefore, in the first parking gear and the second parking gear, since the gear sleeve 510 is engaged with the first shift tooth 210 and the second shift tooth 310 at the same time, the first gear gear 200 and the second gear gear 300 transmit two speeds to the same transmission shaft 400 at the same time. Due to the meshing conflict, the gear shift mechanism is self-locked by simultaneously engaging the first gear gear 200 and the second gear gear 300. At the same time, the rotation of the power input gear 100 can be restricted in the first parking gear, and the power take-off device 20 can be driven to work in the second parking gear. The transmission assembly provided in this embodiment realizes the function of parking the vehicle without adding any parking mechanism. When applied to a vehicle, it has good parking stability and a simple structure, which is conducive to the lightweight design of the transmission assembly.

[0088] This embodiment also provides a gear shifting module, which has been described in detail in the transmission assembly solution provided in the above embodiment and will not be described in detail here.

[0089] It should be noted that in this application, unless otherwise specified, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like used to indicate orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on this application.

[0090] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0091] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0092] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0093] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A gear shift module, characterized in that: include: First gear (200); A second gear gear (300) is coaxially arranged with the first gear gear (200), wherein a first shifting tooth (210) is provided on a side of the first gear gear (200) close to the second gear gear (300), and a second shifting tooth (310) is provided on a side of the second gear gear (300) close to the first gear gear (200); and A gear-engaging sliding sleeve (510) is slidably sleeved between the first gear position gear (200) and the second gear position gear (300). The gear-engaging sliding sleeve (510) comprises a sliding sleeve body (511) and a rotating sleeve (512). The rotating sleeve (512) is arranged at one end of the sliding sleeve body (511) and is provided with a first meshing portion (512a) therein. The other end of the sliding sleeve body (511) is provided with a second meshing portion (511a) therein. The rotating sleeve (512) has an axial rotation margin relative to the sliding sleeve body (511), and when the first engaging portion (512a) engages with the first shift tooth (210), the second engaging portion (511a) engages with the second shift tooth (310).

2. The gear shift module according to claim 1, characterized in that: A third engaging portion (511b) is further provided inside the sliding sleeve body (511), and the third engaging portion (511b) is located at one end of the second engaging portion (511a) close to the rotating sleeve (512); The rotating sleeve (512) is provided with a fourth engaging portion (512b) that cooperates with the third engaging portion (511b), wherein the third engaging portion (511b) and the fourth engaging portion (512b) are tooth-engaged and have an engaging gap.

3. The gear shift module according to claim 2, characterized in that: A buffer member (513) is provided between the teeth of the third meshing portion (511b) and the fourth meshing portion (512b).

4. The gear shift module according to claim 1, characterized in that: The first meshing portion (512a) and the first shift tooth (210) are in spline meshing, wherein the first meshing portion (512a) is an internal spline and the first shift tooth (210) is an external spline.

5. The gear shift module according to claim 4, characterized in that: An end of the inner spline teeth of the first meshing portion (512a) facing the first shift tooth (210) is provided with a chamfer, and / or an end of the outer spline teeth of the first shift tooth (210) facing the first meshing portion (512a) is provided with a chamfer.

6. The gear shift module according to claim 5, characterized in that: The included angle between the chamfered surface of the chamfer and the tooth width direction is 30-45°.

7. The gear shift module according to claim 4, characterized in that: The tooth width of the internal spline teeth in the first meshing portion (512a) is defined as L, the tooth thickness is defined as H1, and the tooth thickness of the external spline teeth in the first shifting tooth (210) is defined as H2, wherein L=H1+n*H2, and n is a natural number greater than or equal to 2.

8. The gear shift module according to any one of claims 1 to 7, characterized in that: The gear shift module further comprises a gear shift drive mechanism (520), wherein the gear shift drive mechanism (520) comprises: A shift fork shaft (521), wherein a shift fork rod (522) is provided on the shift fork shaft (521), and one end of the shift fork rod (522) away from the shift fork shaft (521) is clamped in a sleeve groove (511c) of the gear shift sliding sleeve (510); and The gear engaging driving member (523) is in transmission connection with the shift fork shaft (521) and is used for driving the shift fork shaft (521) to move back and forth along the sliding direction of the gear engaging sliding sleeve (510).

9. The gear shift module according to claim 8, characterized in that: The shift fork shaft (521) is provided with a plurality of positioning grooves (5210) corresponding to different gear positions along the axial direction; The gear shift drive mechanism (520) further includes a positioning assembly (524), the positioning assembly (524) including a positioning reset member (5240) and a positioning ball (5241), the positioning ball (5241) being arranged at one end of the positioning reset member (5240) close to the shift fork shaft (521), the positioning ball (5241) being capable of being inserted into the positioning groove (5210), and the positioning reset member (5240) being used to drive the positioning ball (5241) to maintain contact with the shift fork shaft (521).

10. A transmission assembly, characterized in that: It comprises a gear shift module according to any one of claims 1-9.

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