Gear shifting executing mechanism suitable for hybrid gearbox

Abstract

The utility model relates to the technical field of hybrid gearbox manufacturing, in particular to a gear shifting executing mechanism suitable for a hybrid gearbox. The gear shifting shaft is assembled in the hybrid gearbox body, and the axial displacement freedom degree of the gear shifting shaft is not limited. The gear shifting shaft is sleeved with the force transmission piece, and the axial displacement stroke of the force transmission piece is limited within a set interval. The elastic piece is arranged on the gear shifting shaft in a sleeving mode and is elastically compressed between the force transmission piece and the limiting ring. In the gear shifting synchronization process, the force transmission piece performs displacement movement along the gear shifting shaft in a set stroke interval, meanwhile, the elastic piece elastically deforms due to compression, or after gear shifting operation is completed, impact energy pre-applied to the gear shifting fork by the gear sleeve is partially converted into kinetic energy of the gear shifting shaft, and the kinetic energy is converted into kinetic energy of the gear shifting shaft. And the gear shifting fork performs self-avoiding motion under the action of instantaneous impact force, so that the phenomenon that the force transmission piece and the gear shifting fork are damaged due to the action of rigid impact force is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of hybrid transmission manufacturing, in particular to a gear shift actuator suitable for a hybrid transmission. Background Art

[0002] The hybrid transmission of new energy vehicles has a built-in shift actuator, which mainly changes the power transmission direction and transmission ratio by regulating the switching of power transmission of the gear shaft system to achieve gear shifting.

[0003] In the current state of shift actuator technology, the shift fork and force transmission element are both mounted on and fixed to the shift shaft. The shift force acts directly on the force transmission element, causing the shift shaft to undergo axial displacement. During this process, the gear sleeve, acting upon it by the shift fork's force, changes position, engaging or disengaging the shift gear, ultimately achieving the shift. However, hybrid transmissions must maintain high speeds for extended periods during vehicle operation. Due to the design of the shift fork and force transmission element being fixed to the shift shaft, the force transmission element is susceptible to damage from the rigid impact force of the shift hub during synchronous shifting. Alternatively, after the shift is complete, the shift fork is also susceptible to damage from the rigid impact force of the gear sleeve. In even worse cases, the shift fork's shifter fingers occasionally break. Furthermore, this rigid impact force results in a high operating noise level in the shift actuator, negatively impacting the driving experience. Therefore, a solution to these issues is urgently needed. Utility Model Content

[0004] Therefore, in view of the above-mentioned existing problems and defects, the present invention collects relevant information, conducts multi-faceted evaluations and considerations, and undergoes continuous experiments and modifications by technicians with many years of R&D experience in this industry, which ultimately leads to the emergence of a shift actuator suitable for a hybrid transmission.

[0005] In order to solve the above-mentioned technical problems, the present invention relates to a shift actuator suitable for a hybrid transmission, comprising a shift power generating unit, a shift power transmission assembly, a shift shaft, a shift fork, and a gear sleeve. The shift shaft is assembled in the hybrid transmission body. The shift fork is fitted onto the shift shaft and fixed as a whole. The shift force generated by the shift power generating unit is transmitted to the shift shaft via the shift power transmission assembly. The shift fork synchronously performs axial displacement movement following the shift shaft. The gear sleeve changes position due to the shifting force from the shift fork, thereby achieving engagement or disengagement with the shift gear. Relative to the hybrid transmission body, the shift shaft has axial displacement freedom. The shift power transmission assembly comprises a force transmission member, a limit ring, and an elastic member. The force transmission member is fitted onto the shift shaft, its circumferential rotational freedom is limited to zero, and its axial displacement stroke is limited to a set range. The limit ring is mounted on the shift shaft. The elastic member is also sleeved on the shift shaft and is elastically compressed between the force transmission member and the limiting ring.

[0006] As a further improvement of the technical solution disclosed in the present utility model, the limiting ring is preferably an open retaining ring. An annular groove adapted to the open retaining ring is formed on the shift shaft.

[0007] Of course, as another modified design of the above technical solution, the limiting ring can also be preferably an optical axis fixing ring.

[0008] As a further improvement of the technical solution disclosed in the present utility model, the elastic member is preferably a columnar spring or an elastic plastic sleeve.

[0009] As a further improvement of the technical solution disclosed in the utility model, the shift fork is fixedly connected to the shift shaft by means of a first pin shaft. The shift fork and the shift shaft are respectively formed with an insertion through hole for inserting the first pin shaft and a first insertion hole.

[0010] As a further improvement of the technical solution disclosed in the present invention, the shift power transmission assembly also includes a second pin shaft. The force transmission member is composed of an axial sleeve portion and a radial transmission protrusion portion. The axial sleeve portion is based on the shift shaft. The radial transmission protrusion portion directly bears the shift force generated by the shift power generation portion, and is formed by the circumferential side wall of the axial sleeve portion extending along its radial direction. The second pin shaft crosses the shift shaft and penetrates the circumferential side wall of the axial sleeve portion. A second insertion hole for the second pin shaft to cross is formed on the shift shaft. A long waist-shaped through hole for the second pin shaft to pass through is formed on the circumferential side wall of the axial sleeve portion. In the process of the force transmission member performing axial displacement movement due to the shift force from the shift power generation portion, the axial displacement stroke of the force transmission member is limited to a set range due to the long waist-shaped through hole.

[0011] As a further improvement to the technical solution disclosed in this utility model, the shift power generation unit includes a shift actuator motor assembly and a shift hub. A shift groove is formed on the circumferential sidewall of the shift hub, into which the radial transmission protrusion extends. As the shift hub rotates circumferentially due to the torque from the shift actuator motor assembly, the radial transmission protrusion is constantly subjected to the axial force component from the shift groove, enabling the force transmission member to perform a directed axial displacement.

[0012] By adopting the above-described technical solution, once the shift actuator is assembled with the hybrid transmission, the force transmission member is mounted on the shift shaft, its axial displacement freedom is unrestricted, and the force transmission member is constantly subject to the elastic force of the elastic member. During the synchronous shifting process, the force transmission member, acting upon the shift force from the shift hub, moves along the shift shaft within a predetermined travel range. Simultaneously, the elastic member, compressed, stores elastic potential energy, effectively preventing damage to the force transmission member from rigid impact forces. Alternatively, after the shift operation is completed, thanks to the unrestricted axial displacement freedom of the shift shaft, the impact energy pre-applied by the gear sleeve to the shift fork is instantly partially converted into kinetic energy of the shift shaft, and the shift fork, subjected to the instantaneous impact force, undergoes self-avoidance movement, effectively preventing damage to the shift fork from rigid impact forces. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0014] Figure 1 It is a three-dimensional schematic diagram from one perspective of the shift actuator mechanism disclosed in the utility model and applicable to a hybrid transmission.

[0015] Figure 2 It is a three-dimensional schematic diagram from another perspective of the shift actuator mechanism applicable to a hybrid transmission disclosed in the utility model.

[0016] Figure 3 yes Figure 1 Front view of .

[0017] Figure 4 yes Figure 3 AA cross-sectional view.

[0018] Figure 5 yes Figure 3 BB cross-sectional view.

[0019] Figure 6 It is a three-dimensional schematic diagram of a force transmission component in a shift actuator mechanism applicable to a hybrid transmission disclosed in the utility model.

[0020] Figure 7 It is a three-dimensional schematic diagram of a shift shaft in a shift actuator mechanism applicable to a hybrid transmission disclosed in the utility model.

[0021] Figure 8 It is a three-dimensional schematic diagram of a shift fork in a shift actuator mechanism applicable to a hybrid transmission disclosed in the utility model.

[0022] 1-Shift power generation unit; 11-Shift execution motor assembly; 12-Shift hub; 121-Shift groove; 2-Shift power transmission assembly; 21-Force transmission member; 211-Axial sleeve unit; 2111-Long waist-shaped through hole; 212-Radial transmission protrusion; 22-Open retaining ring; 23-Columnar spring; 24-Second pin shaft; 3-Shift shaft; 31-Annular groove; 32-First insertion hole; 33-Second insertion hole; 4-Shift fork; 41-Installation through hole; 5-First pin shaft. DETAILED DESCRIPTION

[0023] The following is a further detailed description of the present invention in conjunction with specific embodiments. Figure 1 、 Figure 2 The schematic diagrams of the shift actuator mechanism disclosed in the present invention and applicable to a hybrid transmission are shown in two different perspectives. It can be seen that the mechanism is primarily assembled from several parts, including a shift power generating unit 1, a shift power transmission assembly 2, a shift shaft 3, a shift fork 4, and a gear sleeve (not shown). The shift shaft 3 is assembled into the hybrid transmission body (not shown), and its axial displacement is not restricted, allowing a certain amount of axial movement. The shift fork 4 is fitted onto the shift shaft 3 and fixed as a whole. The shift force generated by the shift power generating unit 1 is transmitted to the shift shaft 3 via the shift power transmission assembly 2. The shift fork 4 synchronously performs axial displacement movement following the shift shaft 3. The gear sleeve changes position due to the shifting force from the shift fork 4, thereby achieving engagement or disengagement with the shift gear.

[0024] Combined with attachment Figure 3 、 4, 5, 7, and 8 clearly show that the shift fork 4 is fixedly connected to the shift shaft 3 with the help of the first pin shaft 5. The shift fork 4 and the shift shaft 3 are respectively formed with an insertion through hole 41 and a first insertion hole 32 for the first pin shaft 5 to be installed. The shift power transmission assembly 2 is mainly composed of several parts such as a force transmission member 21, an open retaining ring 22, and a cylindrical spring 23. The force transmission member 21 is mounted on the shift shaft 3, and its circumferential rotational freedom is limited to zero, and the axial displacement stroke is limited to a set range. The open retaining ring 22 is installed on the shift shaft 3. Correspondingly, an annular groove 31 that is compatible with the open retaining ring 22 is formed on the shift shaft 3. The cylindrical spring 23 is also mounted on the shift shaft 3, and it is elastically compressed between the force transmission member 21 and the open retaining ring 22.

[0025] like Figure 1 、 2 As shown in Figures 3 and 4, the shift force generation unit 1 primarily consists of a shift actuator motor assembly 11 and a shift hub 12. A shift groove 121 is formed on the circumferential sidewall of the shift hub 12 to guide the driving force transmission member 21. During synchronous shifting, the shift hub 12 rotates circumferentially due to the torque from the shift actuator motor assembly 11. The shift force is transmitted to the shift shaft 3 via the force transmission member 21. The shift fork 4 synchronously moves axially with the shift shaft 3, and the gear sleeve changes position due to the shifting force from the shift fork 4.

[0026] After the shift actuator is assembled with the hybrid transmission, the force transmission member 21 is mounted on the shift shaft 3. Its axial freedom of movement is unrestricted, and the force transmission member 21 is constantly subject to the elastic force of the cylindrical spring 23. During the synchronous shift process, the force transmission member 21 is displaced along the shift shaft 3 within a set travel range due to the shift force from the shift hub 12. Simultaneously, the cylindrical spring 23 is compressed, storing elastic potential energy, effectively preventing damage to the force transmission member 21 from rigid impact forces. Alternatively, after the shift operation is completed, thanks to the unrestricted axial freedom of the shift shaft 3, the impact energy pre-applied by the gear sleeve to the shift fork 4 is instantly partially converted into kinetic energy of the shift shaft 3. The shift fork 4, subjected to the instantaneous impact force, undergoes self-avoidance, effectively preventing damage to the shift fork 4 from rigid impact forces.

[0027] As is known, according to common sense in design, the force transmission member 21 can adopt a variety of design structures to achieve the design purpose of transmitting the shifting force. However, here we recommend a design structure that is simple, easy to manufacture and implement, and has accurate and efficient transmission of the shifting force, specifically, as follows: Figure 1-4As shown in Figures 6 and 7, the force transmission member 21 is an integral part, which consists of an axial sleeve portion 211 and a radial transmission protrusion 212. The axial sleeve portion 211 is based on the shift shaft 3. The radial transmission protrusion 212 comes directly from the shifting force of the shift hub 12, and is formed by the circumferential side wall of the axial sleeve portion 211 extending along its radial direction. The axial sleeve portion 211 is assembled with the shift shaft 3 by means of a second pin 24. The second pin 24 crosses the shift shaft 3 and passes through the circumferential side wall of the axial sleeve portion 211. A second insertion hole 33 is formed on the shift shaft 3 for the second pin 24 to pass through. A long waist-shaped through hole 2111 is formed on the circumferential side wall of the axial sleeve portion 211 for the second pin 24 to pass through. In the process of the force transmission member 21 performing axial displacement movement due to the shifting force from the shifting power generating unit 1, due to the limiting effect of the second pin shaft 24, the circumferential rotational freedom of the force transmission member 21 is limited to zero, and due to the length of the long waist-shaped through hole 2111, the axial displacement stroke of the force transmission member 21 is limited within the set range.

[0028] Generally speaking, the length of the long waist-shaped through hole 2111 is limited to between 12 mm and 18 mm, which means that the axial displacement stroke of the force transmission member 21 relative to the shift shaft 3 is limited to between 12 mm and 18 mm.

[0029] During the synchronous shifting process, the shift hub 12 rotates circumferentially due to the torque from the shift actuator motor assembly 11. Simultaneously, the radial transmission protrusion 212 remains inserted into the shift groove 121, allowing the force transmission member 21 to move along the shift shaft 3 under the guiding force. Limited by the length of the long waist-shaped through-hole 2111, the axial displacement of the force transmission member 21 is limited to a set range. During this process, the cylindrical spring 23 is compressed, storing elastic potential energy, effectively preventing damage to the force transmission member 21 from rigid impact forces. When the shifting operation is completed, the stored elastic potential energy of the cylindrical spring 23 is released, and the force transmission member 21 moves axially along the shift shaft 3 until it returns to its original position. When the shift fork 4 is subjected to an instantaneous impact force from the gear sleeve, the shift shaft 3 can freely perform axial displacement movement, which means that part of the impact energy is immediately converted into kinetic energy of the shift shaft 3, and the shift fork 4 is subjected to the instantaneous impact force and performs self-avoidance movement, thereby effectively avoiding the shift fork 4 from being damaged by the rigid impact force.

[0030] Finally, two points should be noted: 1) As an alternative to the open retaining ring 22, an optical axis retaining ring can be used to provide lateral positioning of the cylindrical spring 23 during assembly. 2) As an alternative to the cylindrical spring 23, an elastic plastic sleeve can be used to absorb the kinetic energy of the shifting shock. Both of these alternatives have their advantages and disadvantages, and developers can choose the best one based on their specific design requirements and actual application scenarios.

[0031] The above description of the disclosed embodiments will enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A shift actuator for a hybrid transmission, comprising a shift power generating unit, a shift power transmission assembly, a shift shaft, a shift fork, and a gear sleeve; the shift shaft is assembled in a hybrid transmission body; the shift fork is fitted over the shift shaft and fixed as a whole; the shift force generated by the shift power generating unit is transmitted to the shift shaft via the shift power transmission assembly, the shift fork synchronously performs axial displacement movement following the shift shaft, and the gear sleeve changes position due to the shifting force from the shift fork, thereby achieving engagement or separation with the shift gear, characterized in that: Relative to the hybrid transmission body, the shift shaft has axial displacement freedom; the shift power transmission assembly includes a force transmission member, a limit ring and an elastic member; the force transmission member is mounted on the shift shaft, its circumferential rotation freedom is limited to zero, and the axial displacement stroke is limited to a set range; the limit ring is installed on the shift shaft; the elastic member is also mounted on the shift shaft, and it is elastically compressed between the force transmission member and the limit ring.

2. The shift actuator for a hybrid transmission according to claim 1, characterized in that: The limiting ring is an open retaining ring; an annular groove adapted to the open retaining ring is formed on the shift shaft.

3. The shift actuator for a hybrid transmission according to claim 1, characterized in that: The limiting ring is an optical axis fixing ring.

4. The shift actuator for a hybrid transmission according to claim 1, characterized in that: The elastic member is a columnar spring or an elastic plastic sleeve.

5. The shift actuator for a hybrid transmission according to claim 1, characterized in that: The shift fork is fixedly connected to the shift shaft by means of a first pin shaft; an insertion through hole and a first insertion hole for inserting the first pin shaft are respectively formed on the shift fork and the shift shaft.

6. The shift actuator for a hybrid transmission according to any one of claims 1 to 5, characterized in that: The shift power transmission assembly also includes a second pin shaft; the force transmission member is composed of an axial sleeve portion and a radial transmission protrusion portion; the axial sleeve portion is based on the shift shaft; the radial transmission protrusion portion directly bears the shift force generated by the shift power generating portion, and is formed by the circumferential side wall of the axial sleeve portion extending radially; the second pin shaft crosses the shift shaft and passes through the circumferential side wall of the axial sleeve portion; a second insertion hole for the second pin shaft to cross is formed on the shift shaft; a long waist-shaped through hole for the second pin shaft to pass through is formed on the circumferential side wall of the axial sleeve portion; in the process of the force transmission member performing axial displacement movement due to the shift force from the shift power generating portion, the axial displacement stroke of the force transmission member is limited to a set range due to the long waist-shaped through hole.

7. The shift actuator for a hybrid transmission according to claim 6, characterized in that: The shift power generating portion includes a shift execution motor assembly and a shift hub; a shift groove is formed on the circumferential side wall of the shift hub for the radial transmission protrusion to extend into; in the process of the shift hub performing circumferential rotational motion due to the rotational torque from the shift execution motor assembly, the radial transmission protrusion is always subjected to the axial component force from the shift groove, so that the force transmission member can perform axial displacement motion in a direction.

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