Off-gear and in-gear linkage automatic transmission

Abstract

The automatic transmission comprises a plurality of gear shifting guide rails and a gear shifting executing mechanism, and is characterized in that two adjacent gear positions in the transmission are not on the same gear shifting guide rail; gear shifting forks are arranged on the gear shifting guide rails; the gear shifting executing mechanism can control the two gear shifting guide rails at the same time to achieve linkage that one gear shifting fork executes out-of-gear operation and the other gear shifting fork executes in-gear operation, and out-of-gear operation and in-gear operation are completed in the same action stroke. The driving gear drives the gear shifting gear A and the gear shifting gear B to carry out gear selecting operation, and the time of the gear shifting process is not occupied. According to the automatic transmission, the gear shifting time can be shortened, the gear shifting comfort is improved, and the driving safety is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to an automatic transmission of gear shifting and gear engaging linkage. BACKGROUND

[0002] In the field of vehicles such as automobiles, gear type step-variable transmission is the most popular product, and its basic structure and basic control mode have been evolved for more than a hundred years and have maintained a relatively stable form.

[0003] In the structure of multi-gear step-variable transmission, there are various arrangements of gears and shafts, but there is only one form and procedure in gear shifting control operation: disengaging the clutch → disengaging the current gear → moving and selecting the next gear → engaging the next gear → re-engaging the clutch. If the matching action of the clutch is not considered, the typical gear shifting operation of the above multi-gear step-variable transmission has three steps: 1, disengaging the gear, 2, selecting the gear, and 3, engaging the (new) gear. The operation of the above three steps cannot be omitted, replaced, or reversed in order. This is the general rule of gear shifting of the current multi-gear step-variable transmission, and the above three-step operation rule is the same whether the gear shifting operation is completed manually (MT) or by an automatic gear shifting actuator (AMT).

[0004] Shortening the time used in gear shifting has always been the design pursuit of the transmission industry, and shortening the "gear shifting time" is to shorten the "power interruption time", which has a very positive significance for improving the gear shifting comfort and driving safety. INVENTION CONTENTS

[0005] The utility model aims at providing an automatic transmission of gear disengaging and gear engaging linkage, which helps to shorten the "gear shifting time".

[0006] The technical scheme of the utility model is an automatic transmission of gear disengaging and gear engaging linkage, which comprises a plurality of gear shifting guides and a gear shifting actuator, and adjacent two gear positions in the transmission are not on the same gear shifting guide; gear shifting forks are arranged on the gear shifting guides; the gear shifting actuator can simultaneously control two gear shifting guides to realize the linkage of one gear shifting fork performing gear disengaging and the other gear shifting fork performing gear engaging, and the gear disengaging and the gear engaging are completed in the same action stroke.

[0007] Further, the gear shifting actuator comprises gear selecting gears A and B driven to rotate synchronously by a first driving mechanism, gear selecting blocks are arranged on the gear selecting gears A and B, gear shifting connecting blocks are fixed on the gear shifting guides, and two gear selecting grooves are arranged on the gear shifting connecting blocks in the axial direction of the gear shifting guides; a second driving mechanism and a third driving mechanism are further arranged to drive the gear selecting gears A and B to move linearly, respectively.

[0008] Further, the first driving mechanism comprises a driving gear rotating by a motor through a reducer, and the driving gear is engaged with the selection gear A and the selection gear B respectively.

[0009] Further, the second driving mechanism comprises a shaft A linearly moving in parallel with the shift rail and driven by the cylinder A, and the selection gear A is connected with the shaft A.

[0010] Further, the third driving mechanism comprises a shaft B linearly moving in parallel with the shift rail and driven by the cylinder B, and the selection gear B is connected with the shaft B.

[0011] Further, the side end of the selection gear A and the selection gear B is provided with a pair of selection shifting blocks in the circumferential direction, and the selection shifting blocks are fan-shaped blocks.

[0012] Further, the included angle between the pair of selection shifting blocks on the selection gear A is different from the included angle between the pair of selection shifting blocks on the selection gear B, and the included angle values are different due to different selection requirements.

[0013] Further, at least four shift rails are arranged in the transmission, and one of the shift rails is a reverse shift rail.

[0014] Compared with the prior art, the automatic transmission has the following advantages:

[0015] 1. The automatic transmission helps to shorten the "shift time", realizes the shortening of the "power interruption time", can shorten the shift process time by at least more than half, improves the shift comfort and improves the driving safety. For example, it has very positive significance for heavy-duty vehicles to shift on a slope.

[0016] 2. The selection operation of the shift execution mechanism is completed before the shift, and does not occupy the time of the shift operation process. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a gear diagram of a typical 6-speed transmission;

[0018] Figure 2 is a gear diagram of the utility model;

[0019] Figure 3 is a shift execution mechanism plan view of an embodiment of the utility model;

[0020] Figure 4 is a shift execution mechanism side view of the utility model;

[0021] Figure 5 is a selection position schematic diagram of the utility model switching between I rail and II rail;

[0022] Figure 6 is a schematic diagram of the gear selection position when switching between the II rail and the III rail of the utility model;

[0023] Figure 7 is a schematic diagram of the gear selection position when switching between the III rail and the I rail of the utility model;

[0024] Figure 8 is a schematic diagram of the gear selection position when selecting the R gear by the gear selection gear B of the utility model;

[0025] In the figure: 1-gear shift fork 2-gear selection gear A 3-gear selection gear B 4-gear selection block 5-gear shift connecting block 6-gear selection groove 7-motor 8-reducer 9-driving gear 10-cylinder A 11-shaft A 12-cylinder B 13-shaft B 14-output shaft 15-gear shift rail. DETAILED DESCRIPTION

[0026] In order to make the above features and advantages of the utility model more obvious and easy to understand, the following examples are given, and the detailed description is given below with reference to the drawings, but the utility model is not limited thereto.

[0027] REFERENCE Figures 2 to 8

[0028] The utility model discloses a specific gear shift execution mechanism and the re-arrangement of the gear pair position in the transmission, omits the "gear selection step" (the gear selection operation still has, but arranges the operation before the gear shift and does not operate in the gear shift process, so as not to occupy the time of the gear shift process) in the three steps of the gear shift process of the existing product structure, and combines the "gear disengagement step" and "gear engagement step" of the existing product structure into "gear disengagement and engagement linkage" one step.

[0029] Specifically, an automatic transmission of gear disengagement and engagement linkage includes several interval arranged gear shift rails 15 and gear shift execution mechanism, and the gear pair of each gear in the transmission is arranged according to the principle of "adjacent gears are different rails", i.e. the gear positions of two adjacent gears are not on the same gear shift rail; The gear shift rail is fixed with gear shift fork 1; The gear shift execution mechanism can simultaneously control two gear shift rails to advance or retreat to realize the linkage of one gear shift fork executing gear disengagement and another gear shift fork executing gear engagement, and gear disengagement and gear engagement are completed in the same action stroke. At the same time, the gear selection operation of the gear shift execution mechanism is completed before the gear shift, and does not occupy the time of the gear shift operation process.

[0030] The present invention will be further elaborated from the perspectives of the gear pair design and the operating logic of the shift actuator. A six-speed transmission (6MT) will be used as an example. (This example does not imply that this "shift-off and shift-on linkage" operation is applicable only to six-speed transmissions; rather, this "shift-off and shift-on linkage" operation can be applied to other types of multi-speed transmissions (including combined transmissions) as long as they meet the aforementioned arrangement rule: adjacent gears are located on different tracks.)

[0031] (1) In terms of the position design of the gear pair:

[0032] Figure 1 The diagram in the figure shows a typical 6-speed transmission. Gears 1 and 2 are on the same track, and the shifting process involves two consecutive movements in the same direction on the same track (one shift down, one shift up). The shifting process between gears 3 and 4, and between gears 5 and 6 is similar to the shifting process between gears 1 and 2, occurring on the same track. However, when shifting between gears 2 and 3, and between gears 4 and 5, the shifting and shifting operations occur on two different tracks, respectively.

[0033] Obviously, in order to achieve the "linked shifting between shifting and engaging" operation, it is possible to do so in the two sets of off-track switching operations, ② and ③, and ④ and ⑤. However, in the on-track switching between ① and ②, ③ and ④, and ⑤ and ⑥, it is impossible to achieve this with just one shift fork. Therefore, in order to achieve "linked shifting between shifting and engaging" for all gear shifts, it is necessary to design an actuator that simultaneously operates the shift forks on both tracks, so that the shift fork on one track is performing a shifting operation while the shift fork on the other track is performing a shifting operation. In addition, the arrangement of the gear pairs inside the transmission case needs to be adjusted accordingly.

[0034] according to Figure 2 The gear arrangement within the transmission is designed based on the gear positions shown in the figure (including B1, B2, B3, etc.). This allows for the shifting of all adjacent gears (① and ②, ② and ③, ③ and ④, ④ and ⑤, ⑤ and ⑥, etc.) to be linked and disengaged. This arrangement is characterized by the fact that adjacent gears must be arranged on different tracks. For example, the gear pairs for ① and ③ are located on the same track, the gear pairs for ② and ⑤ are located on the same track, and the gear pairs for ④ and ⑥ are located on the same track, arranged in this order. Reverse gear (R) is located on a separate track.

[0035] (2) In terms of the design of the gear shift actuator:

[0036] In the embodiment, the gear shift actuator comprises gear shift gears A2 and B3 arranged on the transmission and driven to rotate by the first driving mechanism, the gear shift gears A and B are provided with gear shift blocks 4, the gear shift guide rails are fixed with gear shift connecting blocks 5, and the gear shift connecting blocks are provided with two gear shift grooves 6 along the axial direction of the gear shift guide rails; the transmission is further provided with the second and third driving mechanisms for driving the gear shift gears A and B to move linearly, respectively. The gear shift gears A and B are driven by the second and third driving mechanisms to make the gear shift gears A and B move linearly, and the gear shift guide rails corresponding to the gear shift gears A and B are disengaged or engaged. Figure 3 and Figure 4 .

[0037] In the embodiment, the first driving mechanism comprises a driving gear 9 driven to rotate by a motor 7 mounted on the transmission through a speed reducer 8, and the driving gear is engaged with the gear shift gears A and B, respectively. The motor can be a 24V motor, and the driving gear is fixedly mounted on the output shaft 14 of the speed reducer. When the motor is driven under control, the rotation of the driving gear synchronously drives the gear shift gears A and B to rotate, so that the gear shift blocks on the gear shift gears A and B enter the gear shift grooves of the corresponding gear shift connecting blocks (i.e. preparing to drive the gear shift guide rails) or leave the gear shift grooves (i.e. not operating the gear shift guide rails), that is, the gear shift gears A and B each select the gear shift guide rails (this gear shift operation does not occupy the gear shift time).

[0038] In the embodiment, the second driving mechanism comprises a shaft rod A11 parallel to the gear shift guide rails and driven to move linearly by a cylinder A10, and the gear shift gear A is connected with the shaft rod A. That is, the gear shift gear A receives the movement of the shaft rod A and the rotation of the driving gear, but neither transmits the rotation to the shaft rod A nor transmits the movement to the driving gear.

[0039] In the embodiment, the third driving mechanism comprises a shaft rod B13 parallel to the gear shift guide rails and driven to move linearly by a cylinder B12, and the gear shift gear B is connected with the shaft rod B. That is, the gear shift gear B receives the movement of the shaft rod B and the rotation of the driving gear, but neither transmits the rotation to the shaft rod B nor transmits the movement to the driving gear.

[0040] By controlling the air pressure of the two cylinders, the cylinder A and the cylinder B can be controlled to move the selected gear shift guide rails by the shaft rod A and the shaft rod B, respectively, and one of them controls the disengagement, and the other controls the engagement.

[0041] Since the driving gear is fixed on the output shaft of the speed reducer, the driving gear only transmits the rotational motion of the gear shift to the gear shift gears A and B, and does not constrain the linear movement (pushing or pulling) of the gear shift gears A and B driven by the corresponding cylinders.

[0042] In the embodiment, the side ends of the gear selection gears A and B are each provided with a pair of gear selection blocks in the circumferential direction, which are the "bridges" connecting the cylinder movement and the gear shift rail movement; the gear selection blocks are in the shape of a sector, so as to better embed in the gear selection slots to push (or pull) the gear shift rail. Specifically, the included angle between the pair of gear selection blocks on the gear selection gear A is different from the included angle between the pair of gear selection blocks on the gear selection gear B, and the width of the sector surface of each gear selection block is also different, so as to ensure that in each gear selection position, the gear selection gears A and B can accurately select the correct rail to shift out of gear and shift in gear, without missing selection or incorrect selection.

[0043] In the embodiment, four gear shift rails are arranged in the transmission, and one of the gear shift rails is a reverse gear shift rail. For example, the I rail, the II rail, the III rail and the R rail (reverse rail) are arranged in sequence and at intervals from left to right. The gear pairs of gears 1 and 3 are arranged on the I rail, the gear pairs of gears 2 and 5 are arranged on the II rail, and the gear pairs of gears 4 and 6 are arranged on the III rail, and are arranged in sequence and located on the front and rear sides of the neutral gear. The reverse gear (R gear) is located on a separate rail. Figure 2 .

[0044] Reference Figures 5 to 8 A method for out-of-gear shifting and in-gear shifting linkage, using an automatic transmission for out-of-gear shifting and in-gear shifting linkage, comprising the following steps:

[0045] (1) The gear shift rails can be named as the I rail, the II rail, the III rail and the reverse gear shift rail (R rail); the gear positions of gears 1 and 3 are arranged on the front and rear sides of the neutral gear of the I rail; the gear positions of gears 5 and 2 are arranged on the front and rear sides of the neutral gear of the II rail; and the gear positions of gears 4 and 6 are arranged on the front and rear sides of the neutral gear of the III rail.

[0046] (2) In the gear selection process (not occupying the gear shift time), the first driving mechanism is used to drive the gear selection gears A and B to rotate synchronously.

[0047] When the gear selection block of the gear selection gear A is turned into the gear selection slot of the gear shift connecting block of the I rail, and the gear selection block of the gear selection gear B is turned into the gear selection slot of the gear shift connecting block of the II rail, at this time, the cylinders A and B can control the combination sleeves of the gear position forks on the I rail and the II rail to operate out of gear and in gear, respectively; the gear selection gears A and B are in the positions shown in Figure 5 .

[0048] When the shift selector of gear A moves to the shift selector slot of the shift connection block on track II, and the shift selector of gear B moves to the shift selector slot of the shift connection block on track III; at this time, cylinder A and cylinder B can respectively control the shift fork on track II and the shift fork on track III to perform the shift-off and shift-in operations; gear A and gear B are in Figure 6 Position shown.

[0049] When the shift selector of gear A moves to the shift selector slot of the shift connecting block on track I, and the shift selector of gear B moves to the shift selector slot of the shift connecting block on track III; at this time, cylinder A and cylinder B can respectively control the shift fork on track I and the shift fork on track III to perform the shift-out and shift-in operations; gear A and gear B are in Figure 7 Position shown.

[0050] When the shift selector of gear A is idle, the shift selector of gear B moves to the shift selector slot of the shift connecting block on the reverse gear shift rail; at this time, cylinder B can operate the shift fork on the reverse gear shift rail to disengage and shift (to engage or exit R gear). Figure 8 Position shown.

[0051] Not switching means maintaining the current gear.

[0052] Figure 5 、 Figure 6 、 Figure 7 、 Figure 8 The gear selection positions introduced can realize the operation of 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, 6th gear and R gear and the switching between each adjacent gear.

[0053] Upshift and downshift: When a gear selection position is selected, the difference between upshift and downshift operation is that cylinder A and cylinder B perform opposite pushing and pulling actions.

[0054] For example: The gears of the transmission are arranged according to Figure 2 In the B2 arrangement, when the first gear selection position is selected (switching between rails I and II), to shift from 1st gear to 2nd gear, cylinder A pulls back (driving the 1st gear coupling sleeve on rail I to disengage from 1st gear to neutral) and cylinder B pushes forward (driving the 2nd gear coupling sleeve on rail II to shift from neutral to 2nd gear). After shifting to 2nd gear, to shift down to 1st gear, the gear selection position remains unchanged, and the cylinder operation direction is opposite to that of the shift up: cylinder B pulls back (driving the 2nd gear coupling sleeve on rail II to disengage from 2nd gear to neutral) and cylinder A pushes forward (driving the 1st gear coupling sleeve on rail I to shift from neutral to 1st gear). The same analogy applies to upshifting and downshifting between adjacent gears.

[0055] The upshift and downshift operations between other adjacent gears are similar to the above example and will not be described in detail.

[0056] The above is only Figures 3 to 8 The structure shown is used as an example to illustrate the logical function of the actuator. The specific design scheme of the actuator is not unique, but the principles are the same. They are all characterized by the arrangement of adjacent gears on different tracks and the linkage execution of two independent drive devices (cylinders).

[0057] If the present invention discloses or involves components or structural parts that are fixedly connected to each other, then, unless otherwise stated, the fixed connection can be understood as: a detachable fixed connection (for example, connection using bolts or screws), and can also be understood as: a non-detachable fixed connection (for example, riveting, welding). Of course, the mutual fixed connection can also be replaced by an integrated structure (for example, manufactured by integral molding using a casting process) (except where it is obviously not possible to use an integrated molding process).

[0058] In addition, unless otherwise stated, the terms used in any technical solution disclosed in the above-mentioned utility model to express positional relationships or shapes include states or shapes that are approximate, similar or close thereto.

[0059] Any component provided by the present invention may be assembled from a plurality of separate components, or may be a separate component manufactured by an integral forming process.

[0060] The above description is only a preferred embodiment of the present invention. All equivalent changes and modifications made according to the scope of the patent application of the present invention should fall within the scope of the present invention.

Claims

1. An automatic transmission with linked shifting and engaging functions, comprising a plurality of shift rails and a shift actuator, characterized in that: The positions of two adjacent gears in the transmission are not on the same shift rail; the shift rails are each provided with a gear shift fork; the shift actuator can simultaneously control the two shift rails to realize the linkage of one gear shift fork executing disengagement and the other gear shift fork executing engagement, and the disengagement and engagement are completed in the same action stroke.

2. The automatic transmission with shift-off and shift-on linkage according to claim 1, characterized in that: The shift execution mechanism includes a shift gear A and a shift gear B driven to rotate synchronously by a first drive mechanism, and a shift shift block is provided on each of the shift gears A and B. A shift connecting block is fixed on each of the shift guide rails, and each of the shift connecting blocks is provided with two shift slots along the axial direction of the shift guide rail; a second drive mechanism and a third drive mechanism are also provided to respectively drive the shift gear A and the shift gear B to move linearly.

3. The automatic transmission with shift-off and shift-on linkage according to claim 2, characterized in that: The first driving mechanism includes a driving gear driven to rotate by a motor via a reducer, and the driving gear is respectively engaged with the gear selection gear A and the gear selection gear B.

4. The automatic transmission with linked shifting and disengaging according to claim 2, characterized in that: The second driving mechanism includes a shaft rod A which is parallel to the shift guide rail and is driven by a cylinder A to move linearly, and the shift selection gear A is compositely connected to the shaft rod A.

5. The automatic transmission with linked shifting and disengaging according to claim 2, characterized in that: The third driving mechanism includes a shaft rod B that is parallel to the shift guide rail and is driven by a cylinder B to move linearly, and the shift selection gear B is compositely connected to the shaft rod B.

6. The automatic transmission with linked shifting and disengaging according to claim 2, characterized in that: A pair of shift blocks are provided at the side ends of the shift selector gear A and the shift selector gear B along the circumferential direction, and the shift selector blocks are fan-shaped.

7. The automatic transmission with shift-off and shift-on linkage according to claim 6, characterized in that: The included angle between the pair of shift selector blocks on the shift selector gear A is different from the included angle between the pair of shift selector blocks on the shift selector gear B, and the included angle value varies depending on different shift selection requirements.

8. The automatic transmission with linked shifting and disengaging according to claim 1, characterized in that: A plurality of shift rails are arranged in the transmission, and one of the shift rails is a reverse gear shift rail.

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