Transmission integrated gear shifting mechanism and vehicle

Abstract

The utility model provides a speed changer integrated type gear shifting mechanism and a vehicle, and belongs to the technical field of speed channels.The speed changer integrated type gear shifting mechanism comprises a gear shifting motor, a reduction gear mechanism and a gear shifting rotating hub which are arranged in a speed changer shell and are sequentially and axially connected, and an elastic limiting piece is arranged in the speed changer shell; the end part of the elastic limiting piece is propped against the inter-tooth concave part of the ratchet wheel by virtue of elastic force; the reduction gear mechanism comprises a planetary gear ring, a first-stage planet carrier and a second-stage planet carrier, a first-stage sun gear is installed in the first-stage planet carrier in a matched mode, and a second-stage sun gear is installed in the second-stage planet carrier in a matched mode. According to the integrated gear shifting mechanism of the transmission, a larger speed ratio can be achieved, the requirements for the torque and the rotating speed of the gear shifting motor are effectively lowered, the gear shifting motor with the large torque and the high rotating speed does not need to be used, cost is lowered, and stability and reliability of a system are improved. In addition, it is ensured that the shifting fork can be located in the theoretical neutral position of the rotating hub molded line after gear shifting, and the gear shifting accuracy is greatly improved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of transmission, more specifically, relates to a transmission integrated gear shifting mechanism and vehicle. BACKGROUND

[0002] In the prior art, two-stage planetary reduction gear mechanism is widely used in various transmission systems. Its basic working principle is: motor drives planetary reduction gear to realize two-stage speed reduction transmission. Among them, the rotating shaft of the motor is integrated with the first sun gear, the first gear ring is fixed, the first planetary carrier and the first planetary gear are installed as a whole, and the first planetary carrier also forms an integral whole with the second sun gear; the second planetary carrier is fixed with the first gear ring, and the second gear ring is a rotating part, which outputs power from the rotating hub through the embedded connection with the rotating hub.

[0003] However, the two-stage planetary reduction gear mechanism in the prior art, due to its adoption of the above-mentioned gear ring output structure, will result in a relatively small speed ratio of the entire mechanism, which in actual application scenarios makes it necessary to use a large torque and high speed gear shifting motor when driving the gear shifting rotating hub. The use of a large torque motor not only increases the cost of the equipment, but also the motor is prone to generate high heat during high speed and large torque operation, which affects the service life and stability of the motor, and at the same time puts higher requirements on the heat dissipation and other performances of the entire transmission system. In addition, there is also a problem that after gear shifting, the shift fork is in a non-theoretical mid-position of the rotating hub profile, which cannot guarantee the accuracy of gear shifting. UTILITY MODEL CONTENTS

[0004] The utility model aims at providing a transmission integrated gear shifting mechanism, which aims to solve the problems of two-stage planetary reduction gear mechanism with a relatively small speed ratio, the need to use a large torque and high speed gear shifting motor, and the shift fork being in a non-theoretical mid-position of the rotating hub profile after gear shifting, which cannot guarantee the accuracy of gear shifting.

[0005] To achieve the above-mentioned purpose, the utility model adopts the technical scheme of: providing a transmission integrated gear shifting mechanism, which comprises a gear shifting motor, a reduction gear mechanism and a gear shifting rotating hub arranged in the transmission housing and connected axially in sequence, the outer periphery of the gear shifting rotating hub has a rotating hub profile, the gear shifting rotating hub is externally provided with a shift fork which slides with the rotating hub profile, the reduction gear mechanism is externally provided with a connecting sleeve which is fixedly connected with the gear shifting rotating hub, the outer periphery of the connecting sleeve is fixedly provided with a ratchet wheel, the transmission housing is provided with an elastic limiting piece, the end of the elastic limiting piece is abutted on the tooth gap recess of the ratchet wheel by means of elastic force, so as to reset when the shift fork deviates from the profile mid-position.

[0006] The reduction gear mechanism comprises a planetary gear ring, a primary planetary carrier and a secondary planetary carrier, the primary planetary carrier is internally fitted with a primary sun gear, the secondary planetary carrier is internally fitted with a secondary sun gear, the primary planetary carrier and the secondary planetary carrier are axially transmissionally installed in the planetary gear ring in sequence, the planetary gear ring is fixedly connected with the transmission housing, the output end of the shift motor is axially connected with the primary sun gear, the primary planetary carrier is axially connected with the secondary sun gear, and the secondary planetary carrier is axially connected with the shift hub.

[0007] In a possible implementation manner, one end of the shift hub away from the shift motor is rotationally connected with the transmission housing through a first bearing body, and one end of the connecting sleeve away from the shift hub is rotationally connected with the transmission housing through a second bearing body.

[0008] In a possible implementation manner, one end of the connecting sleeve away from the shift hub is provided with a bearing pressing plate, and the bearing pressing plate is connected with the transmission housing through a plurality of circumferential connecting bolts.

[0009] In a possible implementation manner, the connecting sleeve and the shift hub are connected through a shoulder interference or are integrally formed.

[0010] In a possible implementation manner, the outer periphery of the connecting sleeve is fixedly provided with a reduction gear, the outer portion of the connecting sleeve is provided with a detection gear meshing with the reduction gear, and the detection gear is axially connected with an angle sensor.

[0011] In a possible implementation manner, the end of the elastic limiting piece is provided with a rolling body abutting against the tooth gap recess of the ratchet wheel.

[0012] In a possible implementation manner, the end of the elastic limiting piece is provided with a connecting pin, the connecting pin sequentially penetrates the elastic limiting piece and the rolling body, and the rolling body rotates along the axial direction of the connecting pin.

[0013] In a possible implementation manner, the connecting pin is provided with a thick diameter section and a thin diameter section in the axial direction, the thick diameter section penetrates the rolling body and is clearance-fitted, and the thin diameter section penetrates the end of the elastic limiting piece and is interference-fitted.

[0014] In a possible implementation manner, the elastic limiting piece comprises:

[0015] A limiting arm is rotationally connected in the transmission housing through a connecting bolt, and the end of the limiting arm abuts against the tooth gap recess of the ratchet wheel by means of elastic force;

[0016] A torsion spring is sleeved on the connecting bolt to provide elastic force for axial rotation reset of the limiting arm along the connecting bolt.

[0017] The transmission integrated gear shifting mechanism has the advantages that compared with the prior art, the gear shifting motor is started, the output end drives the primary sun gear to rotate, the primary sun gear drives the primary planet carrier to rotate, the primary planet carrier drives the secondary sun gear to rotate, the secondary sun gear drives the secondary planet carrier to rotate, and finally the secondary planet carrier drives the gear shifting hub to rotate, and the gear shifting action of the yoke that is adapted to slide with the gear shifting hub is realized by the gear hub profile of the gear shifting hub. In the gear shifting process, if the yoke deviates from the middle position of the gear hub profile, the end of the elastic limiting piece in the transmission housing is abutted against the tooth recess of the ratchet wheel on the outer periphery of the connecting sleeve by the elastic force, and the yoke is reset. The transmission integrated gear shifting mechanism has the advantages that the primary planet gear ring and the secondary planet gear ring in the prior art are shared or integrated into one, a larger speed ratio can be realized, the requirements for the torque and the rotating speed of the gear shifting motor are reduced, a gear shifting motor with large torque and high rotating speed is not needed, the cost is reduced, the stability and reliability of the system are improved, the yoke can be reset in time and accurately when the yoke deviates from the middle position of the gear hub profile, the accuracy of gear shifting is greatly improved, and a series of problems caused by inaccurate gear shifting are reduced.

[0018] The utility model also provides a vehicle, including transmission integrated gear shifting mechanism.

[0019] The vehicle has the same advantages as the transmission integrated gear shifting mechanism, which will not be repeated here. DRAWINGS

[0020] In order to make the technical solutions in the embodiments of the utility model clearer, the accompanying drawings needed in the embodiments or the prior art description will be briefly introduced. Obviously, the accompanying drawings in the following description are only some embodiments of the utility model, and other accompanying drawings can be obtained by those skilled in the art without creative effort.

[0021] Figure 1 The utility model provides a transmission integrated gear shifting mechanism structure schematic view for the utility model;

[0022] Figure 2 The utility model provides a transmission integrated gear shifting mechanism sectional view for the utility model;

[0023] Figure 3 For Figure 1 Enlarged view at M in the middle;

[0024] Figure 4 Structure schematic view of connecting sleeve, reduction gear, detection gear and angle sensor provided by the utility model;

[0025] Figure 5 Structure schematic view of reduction gear mechanism;

[0026] Figure 6 Sectional view structure view of rolling body position provided by the utility model;

[0027] Figure 7 State view of rolling body not in the recessed part between the teeth of the ratchet wheel;

[0028] Figure 8 State view of the shifting fork's shifting head not in the middle of the rotating hub profile;

[0029] Figure 9 State view of rolling body in the recessed part between the teeth of the ratchet wheel;

[0030] Figure 10 State view of the shifting fork's shifting head in the middle of the rotating hub profile.

[0031] In the figure: 1, gear shifting motor; 2, gear shifting hub; 3, rotating hub profile; 4, shifting fork; 5, connecting sleeve; 6, ratchet wheel; 7, bearing pressing plate; 8, transmission housing; 9, reduction gear; 10, detection gear; 11, angle sensor; 12, rolling body; 13, coarse diameter section; 14, fine diameter section; 15, first end cap; 16, second end cap; 17, first bearing body; 18, second bearing body; 19, limiting arm; 20, torsional spring; 21, planetary gear ring; 22, primary planetary carrier; 23, secondary planetary carrier; 24, primary sun gear; 25, secondary sun gear; 26, shifting head; 27, middle of rotating hub profile. DETAILED DESCRIPTION

[0032] In order to make the technical problems, technical solutions and beneficial effects of the utility model to be solved clearer and more apparent, the utility model will be further described in detail below in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the utility model, and are not used to limit the utility model.

[0033] Unless otherwise explicitly defined, as the terms "first", "second" or "third" are used, they are all used to distinguish different objects, and are not used to describe a specific order.

[0034] Unless otherwise clearly defined, the orientation words such as the terms "center", "transverse", "longitudinal", "horizontal", "vertical", "top", "bottom", "inner", "outer", "upper", "lower", "front", "back", "left", "right", "clockwise", "counterclockwise", "high", "low", etc. indicate the orientation or positional relationship based on the orientation and positional relationship shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation or be constructed and operated in a particular orientation, so it cannot be understood as limiting the specific protection scope of the utility model.

[0035] Please refer to Figures 1 to 10 A kind of gear shift mechanism of transmission integration provided by the utility model will be described now.A kind of gear shift mechanism of transmission integration, including being set in the transmission housing 8 and sequentially axially connected gear shift motor 1, reduction gear mechanism and gear shift hub 2, the outer periphery of gear shift hub 2 has hub profile 3, the outside of gear shift hub 2 is provided with shift fork 4 slidingly matched with hub profile 3, the outside of reduction gear mechanism is provided with the connecting sleeve 5 fixedly connected with gear shift hub 2, the outer periphery of connecting sleeve 5 is fixedly provided with ratchet wheel 6, the transmission housing 8 is provided with elastic stopper, the end of elastic stopper is abutted on the tooth gap recess of ratchet wheel 6 by means of elastic force, so as to reset when shift fork 4 deviates profile line mid-position 27;

[0036] Reduction gear mechanism includes planetary gear 21, primary planetary carrier 22 and secondary planetary carrier 23, the inside of primary planetary carrier 22 is adapted to install primary sun gear 24, the inside of secondary planetary carrier 23 is adapted to install secondary sun gear 25, primary planetary carrier 22 and secondary planetary carrier 23 are sequentially axially transmission installed in the inside of planetary gear 21, planetary gear 21 is fixedly connected with transmission housing 8, the output end of gear shift motor 1 is axially connected with primary sun gear 24, primary planetary carrier 22 is axially connected with secondary sun gear 25, secondary planetary carrier 23 is axially connected with gear shift hub 2.

[0037] The utility model provides a kind of transmission integrated gearshift mechanism, compared with prior art, gearshift motor 1 starts, its output end drives primary sun gear 24 rotation, since planetary gear 21 is fixed by transmission housing 8, primary sun gear 24 drives primary planet carrier 22 rotation, primary planet carrier 22 in turn drives secondary sun gear 25 rotation, secondary sun gear 25 in turn drives secondary planet carrier 23 rotation, finally secondary planet carrier 23 drives gearshift rotary hub 2 rotation, and the rotary hub profile 3 of gearshift rotary hub 2 outer periphery makes the shift action of yoke 4 slidingly matched therewith.In gearshift process, if yoke 4 deviates profile mid-position 27, the end of elastic limit piece in transmission housing 8 is abutted on the recess between the tooth of connecting sleeve 5 outer periphery ratchet 6 by elastic force, realizes the reset of yoke 4.Use the utility model provides a kind of transmission integrated gearshift mechanism, on the one hand, by the optimization design to reduction gear mechanism, the primary planetary gear 21 and secondary planetary gear 21 in prior art are shared or integrated into one, fixedly connected on transmission housing 8, can realize greater speed ratio, effectively reduce the requirement to gearshift motor 1 torque and rotational speed, need not use big torque and high speed gearshift motor 1, reduce cost, improve the stability and reliability of system.In addition, by setting the structure that elastic limit piece cooperates with ratchet 6, when yoke 4 deviates profile mid-position 27, it can be reset in time accurately, ensure that yoke 4 can be at the theoretical mid-position of rotary hub profile 3 after gearshift, greatly improve the accuracy of gearshift, reduce a series of problems caused by inaccurate gearshift.

[0038] Moreover, through the optimization design of the reduction gear mechanism, the first and second planetary gear rings 21 in the prior art are shared or integrated into one, which is fixedly connected with the transmission housing 8 through bolts. The shared planetary gear ring 21 greatly reduces the axial length of the two-stage transmission shaft, compresses the axial space, and maintains the stability of transmission through the planetary carrier nesting design. Reducing the number of planetary gear rings 21 can also reduce friction loss and improve transmission efficiency. Traditional reduction gear mechanisms often occupy a large space, which has certain limitations on the spatial layout of the automobile interior. The compression of the axial space by the optimized reduction gear mechanism enables the overall volume of the automobile transmission to be reduced, thereby providing more flexibility for the layout of other components of the automobile. The optimization design of this reduction gear mechanism will be applied to more fields, bringing higher performance, lower cost, and more reliable operation guarantee to various mechanical equipment. The second planetary carrier 23 and the shift hub 2 can be connected through a pin or made into a whole piece. If connected through a pin, it will be more convenient during manufacturing and maintenance. When one of the second planetary carrier 23 or the shift hub 2 fails, it can be easily disassembled and replaced individually without the need for overall replacement, thereby reducing maintenance costs. At the same time, the pin connection can also buffer the force between the two to some extent, reducing stress concentration and other problems that may occur due to rigid connection. Making the two into a whole piece makes the structure more compact. The whole piece design can reduce the number of connecting components, thereby reducing the complexity of the entire system and improving the reliability of the system. During assembly, the installation of the whole piece is more convenient and fast, reducing the assembly time and workload. Moreover, the whole piece can better ensure the coaxiality and other precision requirements between the second planetary carrier 23 and the shift hub 2, which is beneficial to the stable operation of the entire device.

[0039] Please refer to Figure 2The end of the shift hub 2 away from the shift motor 1 is rotatably connected to the transmission housing 8 through a first bearing body 17, and the end of the connecting sleeve 5 away from the shift hub 2 is rotatably connected to the transmission housing 8 through a second bearing body 18. The first bearing body 17 is a needle bearing, which is rotatably sleeved on the end of the shift hub 2 away from the shift motor 1 and connected with the transmission housing 8. The second bearing body 18 is a ball bearing, which is rotatably sleeved on the outer periphery of the connecting sleeve 5 due to the fixed connection between the connecting sleeve 5 and the shift hub 2. The end of the connecting sleeve 5 away from the shift hub 2 is provided with a bearing pressing plate 7, which is connected to the transmission housing 8 through a plurality of circumferential connecting bolts, and the ball bearing is connected with the transmission housing 8 through the bearing pressing plate 7. The axial ends of the shift hub 2 are respectively limited by the first bearing body 17 and the second bearing body 18 to form a limiting structure, and a double-bearing body limiting structure is adopted to ensure the precise cooperation between the shift fork 4 and the hub profile 3 through the cooperative action of the radial constraint of the needle bearing and the axial positioning of the ball bearing, avoid the risk of gear shifting jamming or missing due to the shift of the shift fork 4, and make the shift hub 2 have smaller axial shift and more accurate shift stroke control.

[0040] Please refer to Figure 2The connecting sleeve 5 and the shift hub 2 are either connected by an interference fit or integrally formed. The interference fit creates a molecular-level bond through the interference between the shaft and hole, increasing the rigidity of the connection between the connecting sleeve 5 and the shift hub 2 to many times that of a bolted connection. This effectively suppresses torsional deformation during transmission and ensures precise meshing between the hub profile 3 and the shift fork 4. Furthermore, the interference fit eliminates the tooth backlash of traditional keyed connections. Combined with the high-precision machining of the locating surface, this significantly reduces the angular displacement error of the shift hub 2, improving the accuracy of shift position control. In practical production applications, this interference fit method also has other significant advantages. For example, during assembly, due to its special connection principle, complex key installation is not required, greatly simplifying the assembly process and reducing assembly time and labor costs. At the same time, compared to the potential loosening risk of bolted connections and the increased tooth backlash of keyed connections after long-term use, the interference fit method offers higher stability and maintains good connection performance throughout the entire service life of the equipment. Moreover, this connection method maintains a tight fit between the connecting sleeve 5 and the shift hub 2 even under different working environments, such as high temperature, high humidity, or high vibration, thus ensuring the normal operation of the equipment. Further experiments and practical application data show that the interference fit connection not only improves equipment performance but also reduces maintenance costs to a certain extent, bringing significant economic benefits to related industries. The one-piece molded structure makes the connection between the connecting sleeve 5 and the shift hub 2 more robust and reliable. During gear shifting in a car, they work together to precisely transmit power. Because there are no gaps or loosening issues that could arise from improper assembly, gear shifting is smoother and more precise. At the same time, the one-piece molded structure also improves production efficiency in the manufacturing process. Compared to the traditional method of manufacturing separately and then assembling, it reduces one assembly step, lowers errors that may occur during assembly, and also saves production costs to a certain extent. Please refer to [link / reference]. Figure 1 , Figure 2 as well as Figure 4The outer periphery of the connecting sleeve 5 is fixedly provided with a reduction gear 9, and the outer portion of the connecting sleeve 5 is provided with a detection gear 10 engaged with the reduction gear 9, and the detection gear 10 is axially connected with an angle sensor 11. Through the meshing cooperation of the detection gear 10 and the reduction gear 9, the angle sensor 11 can accurately detect the rotation angle of the reduction gear 9 in real time. Since the connecting sleeve 5 and the shift hub 2 are connected by interference of the stop opening and synchronously rotate, the rotation angle of the detected reduction gear 9 can directly reflect the rotation angle of the shift hub 2. This enables the control system to accurately adjust the driving of the shift motor 1 according to the real-time acquired rotation angle information of the shift hub 2, ensures that the shift fork 4 can accurately slide according to the preset hub profile 3, realizes precise gear shifting, effectively avoids inaccurate gear shifting, gear shifting delay or advance and other problems, and greatly improves the smoothness and reliability of gear shifting. Real-time monitoring of the rotation angle of the shift hub 2 helps to timely find abnormal conditions in the gear shifting process, avoids further deterioration of faults, reduces maintenance cost and downtime, and improves the overall reliability and safety of the transmission.

[0041] Please refer to Figure 3 and Figure 6 The end of the elastic limiting piece is provided with a rolling body 12 abutting against the tooth gap recess of the ratchet wheel 6. The rolling body 12 converts the sliding friction between the elastic limiting piece and the ratchet wheel 6 into rolling friction, greatly reduces the friction coefficient, reduces the reset resistance, ensures that the shift fork 4 can complete the middle position reset under low torque, and improves the gear shifting response sensitivity. This structure design can also effectively reduce the wear of parts. Since the rolling friction is less harmful to the surface of the parts than the sliding friction, the service life of the elastic limiting piece and the ratchet wheel 6 is prolonged. This reduces the frequency of maintenance and replacement of parts during long-term use, and reduces the maintenance cost of the equipment. Moreover, the low reset resistance also helps to improve the stability of the entire gear shifting system. In the case of frequent gear shifting operation, the system can run more smoothly, avoiding the possible jamming phenomenon caused by excessive reset resistance, and further improving the driving experience.

[0042] Please refer to Figure 3 The end of the elastic limiting piece is provided with a connecting pin, the connecting pin penetrates the elastic limiting piece and the rolling body 12 in sequence, and the rolling body 12 rotates along the axial direction of the connecting pin. The rolling body 12 is rotationally connected with the end of the elastic limiting piece through the connecting pin, so that when the rolling body 12 moves in the tooth gap recess of the ratchet wheel 6, it can rotate around its own axis to reduce sliding friction, and also can slightly float in the axial direction of the connecting pin to compensate for the tooth profile error. In addition, the rolling cooperation between the rolling body 12 and the tooth surface of the ratchet wheel 6 can significantly reduce the temperature rise of the tooth surface contact area of the ratchet wheel 6, and significantly prolong the service life.

[0043] Meanwhile, the elastic limiting piece and the structure of the rolling body 12 have good stability in actual application. In a complex mechanical transmission system, even if subjected to irregular external impact force or vibration, due to the floating property of the rolling body 12 and the elastic buffering of the elastic limiting piece, the entire structure can maintain a normal working state. In terms of manufacturing process, the assembly precision of the connecting pin, the elastic limiting piece and the rolling body 12 is required to be high. Precise machining equipment needs to be used to ensure the dimensional accuracy and surface roughness of the connecting pin, so that it can smoothly penetrate the two and make the rolling body 12 rotate flexibly. For the elastic limiting piece, the consistency of its elastic performance is also a key factor in the manufacturing process, which relates to the floating amount of each rolling body 12 and the reliability of the entire structure. From the maintenance point of view, this structure is relatively simple and easy to check and repair. When the rolling body 12 is worn or the connecting pin is loose, the operator can conveniently replace or tighten the operation. Moreover, since the functions of each component are clear, the problem can be quickly located when troubleshooting, reducing the downtime of the equipment and improving production efficiency.

[0044] Please refer to Figure 6 The connecting pin is provided with a thick diameter section 13 and a thin diameter section 14 in the axial direction, the thick diameter section 13 penetrates the rolling body 12 with clearance fit, and the thin diameter section 14 penetrates the end of the elastic limiting piece with interference fit. The end of the thick diameter section 13 away from the thin diameter section 14 is provided with a first end cap 15, the outer diameter of the first end cap 15 is larger than the outer diameter of the thick diameter section 13, and correspondingly, a stepped platform adapted to the first end cap 15 is arranged at the end of the rolling body 12 away from the elastic limiting piece, the stepped platform and the first end cap 15 are clearance fit, which can ensure the smooth rotation of the rolling body 12, and also facilitate the installation of the connecting pin. The end of the thin diameter section 14 away from the thick diameter section 13 is provided with a second end cap 16, the outer diameter of the second end cap 16 is smaller than the outer diameter of the thin diameter section 14, so that the outer periphery of the thin diameter section 14, i.e. the second end cap 16 and the thick diameter section 13 form a clamping groove structure, the thin diameter section 14 penetrates the end of the elastic limiting piece and forms an interference fit with the end of the elastic limiting piece through the clamping groove structure, which can improve the connection stability of the connecting pin and the end of the elastic limiting piece.

[0045] Preferably, the thick diameter section 13 is a heat treated area, which bears the role of the rotating shaft in this structure, and after heat treatment, the structural strength and wear resistance of the thick diameter section 13 can be increased. The thin diameter section 14 is a non-heat treated area, which plays a connecting role in this structure, and its structural strength requirement is lower than that of the thick diameter section 13, and it can not be treated additionally.

[0046] However, in actual production process, the heat treatment of the rough diameter section 13 needs to precisely control various parameters. Temperature, time and cooling speed and other factors directly affect the effect after heat treatment. If the temperature is too high, it may cause excessive change of the metal structure of the rough diameter section 13, resulting in increased brittleness and other adverse effects; while the temperature is too low, it may not achieve the expected effect of improving structural strength and wear resistance. In terms of time control, too long heat treatment time will increase the cost and may affect the product quality, and too short will not allow the metal to fully change the structure. For the cooling speed, different cooling speeds will get different metallographic structures, which also need to be adjusted according to the specific material properties and performance requirements. Although the fine diameter section 14 has relatively low structural strength requirements, it also plays an indispensable role in the overall structure. Its connection function affects the stability of the entire structure. During assembly, it is necessary to ensure the tightness of the connection between the fine diameter section 14 and the rough diameter section 13 and other components. If the connection is not firm, it may loosen during equipment operation, thereby affecting the normal operation of the entire equipment. In addition, although the fine diameter section 14 does not require additional heat treatment, it also needs to ensure its dimensional accuracy during processing, which is crucial for subsequent assembly work.

[0047] Please refer to Figure 3 The elastic limiting piece includes a limiting arm 19 and a torsion spring 20. The limiting arm 19 is rotationally connected in the transmission housing 8 through a connecting bolt; the torsion spring 20 is sleeved on the connecting bolt and is used to provide elastic force for the rotation reset of the limiting arm 19 along the connecting bolt. The limiting arm 19 can be designed as an arc structure to adapt to the corresponding position relationship, and the torsion spring 20 is sleeved on the connecting bolt, one free end of which is fixedly connected to the transmission housing 8 and the other free end of which is lapped on the outer side edge of the limiting arm 19. The torsion spring 20 is in a compressed state and can make the end of the limiting arm 19 abut against the tooth gap of the ratchet wheel 6 by means of the elastic force of the torsion spring 20. Preferably, a groove is arranged on the outer side edge of the limiting arm 19, and one free end of the torsion spring 20 is clamped in the groove, which can improve the stability of the torsion spring 20. In order to reduce the friction and wear between the limiting arm 19 and the ratchet wheel 6 and at the same time ensure the smoothness of the contact therebetween, the rolling body 12 installed at the end of the limiting arm 19 can rotate around its own axis. When the ratchet wheel 6 rotates, the rolling body 12 can roll along the tooth profile of the ratchet wheel 6, so that the relative movement between the limiting arm 19 and the ratchet wheel 6 is more smooth, effectively reducing the energy loss and wear of the components due to friction, prolonging the service life of the entire device, and providing reliable guarantee for the subsequent accurate gear shifting reset action. Please refer to Figures 7 to 10In the shifting process, if the shifting over or under occurs, i.e. the shifting hub 2 deviates from the center line 27, at this time, the ratchet wheel 6 will deviate from the normal position with the shifting hub 2, causing the rolling body 12 at the end of the limiting arm 19 to deviate from the tooth tip recess of the ratchet wheel 6. The torsion spring 20 will further increase the torsion spring 20 force due to the change of the position of the limiting arm 19, and this torsion spring 20 force will overcome the friction torque of the shifting motor 1 itself, the cogging torque, and the resistance torque of the planetary reduction gear 9 and the shifting hub 2, to drive the limiting arm 19 to rotate axially around the connecting bolt. The rotation of the limiting arm 19 drives the ratchet wheel 6 to rotate clockwise, so that the rolling body 12 returns to the tooth tip recess of the ratchet wheel 6, and at the same time, the ratchet wheel 6 drives the shifting hub 2 to rotate, finally making the shifting head 26 of the shift fork 4 return to the center line 27, completing the resetting action of the shifting hub 2 and ensuring the accuracy of the shifting. When the shifting is completed and everything is normal, the rolling body 12 at the end of the limiting arm 19 is in the tooth tip recess of the ratchet wheel 6. At this time, the torsion spring 20 force makes the limiting arm 19 tightly abut against the ratchet wheel 6, limiting the rotation of the ratchet wheel 6. Since the ratchet wheel 6 is fixedly connected with the shifting hub 2, the shifting hub 2 is also limited to rotate, and the shift fork 4 connected with the shifting hub 2 cannot move either, realizing the positioning of the shifting hub 2 in the current gear or the empty position, preventing accidental rotation, and ensuring the stability and accuracy of the shifting.

[0048] The utility model also provides a kind of vehicle, the vehicle uses the above-mentioned transmission integrated shift mechanism, thus has and the same beneficial effect of above-mentioned transmission integrated shift mechanism, here no longer repeat.

[0049] The above is only the preferred embodiment of the utility model, and does not limit the utility model, any modification, equivalent replacement and improvement etc. within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A transmission integrated shift mechanism characterized by, The application relates to a transmission device, which comprises a shift motor (1), a reduction gear mechanism and a shift hub (2) which are sequentially connected in the transmission housing (8), the outer periphery of the shift hub (2) is provided with a hub profile (3), the outer part of the shift hub (2) is provided with a shift fork (4) which is adapted to slide with the hub profile (3), the outer part of the reduction gear mechanism is provided with a connecting sleeve (5) which is fixedly connected with the shift hub (2), the outer periphery of the connecting sleeve (5) is fixedly provided with a ratchet wheel (6), the transmission housing (8) is provided with an elastic limiting part, and the end of the elastic limiting part is abutted on the tooth gap recess of the ratchet wheel (6) through elastic force, so as to reset when the shift fork (4) deviates from the profile center (27). The reduction gear mechanism comprises a planetary gear ring (21), a primary planetary carrier (22) and a secondary planetary carrier (23), the inside of the primary planetary carrier (22) is adapted to be mounted with a primary sun gear (24), the inside of the secondary planetary carrier (23) is adapted to be mounted with a secondary sun gear (25), the primary planetary carrier (22) and the secondary planetary carrier (23) are sequentially and axially transmissionally mounted in the inside of the planetary gear ring (21), the planetary gear ring (21) is fixedly connected with the transmission housing (8), the output end of the shift motor (1) is axially connected with the primary sun gear (24), the primary planetary carrier (22) is axially connected with the secondary sun gear (25), and the secondary planetary carrier (23) is axially connected with the shift hub (2).

2. A transmission integrated shift mechanism as described in claim 1, wherein, The end of the shift hub (2) away from the shift motor (1) is rotationally connected with the transmission housing (8) through a first bearing body (17), and the end of the connecting sleeve (5) away from the shift hub (2) is rotationally connected with the transmission housing (8) through a second bearing body (18).

3. A transmission integrated shift mechanism as described in claim 2, wherein, The end of the connecting sleeve (5) away from the shift hub (2) is provided with a bearing pressing plate (7), and the bearing pressing plate (7) is connected with the transmission housing (8) through a plurality of circumferential connecting bolts.

4. A transmission integrated shift mechanism as set forth in claim 1, characterized by, The connecting sleeve (5) and the shift hub (2) are connected through a stopper interference or are integrally formed.

5. A transmission integrated shift mechanism as described in claim 1, wherein, The outer periphery of the connecting sleeve (5) is fixedly provided with a reduction gear (9), the outer part of the connecting sleeve (5) is provided with a detection gear (10) which is engaged with the reduction gear (9), and the detection gear (10) is axially connected with an angle sensor (11).

6. A transmission integrated shift mechanism as described in claim 1, wherein, The end of the elastic limiting part is provided with a rolling body (12) which is abutted on the tooth gap recess of the ratchet wheel (6).

7. A transmission integrated shift mechanism as described in claim 6, wherein, The end of the elastic limiting part is provided with a connecting pin which sequentially penetrates the elastic limiting part and the rolling body (12), and the rolling body (12) rotates along the axial direction of the connecting pin.

8. A transmission integrated shift mechanism as described in claim 7, wherein, The connecting pin is provided with a thick diameter section (13) and a thin diameter section (14) along the axial direction, the thick diameter section (13) penetrates the rolling body (12) and is gap-fitted, and the thin diameter section (14) penetrates the end of the elastic limiting part and is interference-fitted.

9. A transmission integrated shift mechanism as described in claim 1 wherein, The elastic limiting part comprises: A limiting arm (19) is rotatably connected in the transmission housing (8) by a connecting bolt, and an end of the limiting arm (19) is abutted against a tooth gap of the ratchet wheel (6) by elastic force; A torsion spring (20) is sleeved on the connecting bolt for providing elastic force for axial rotation reset of the limiting arm (19) along the connecting bolt.

10. A vehicle characterized by comprising: The transmission integrated gear shift mechanism comprises the transmission integrated gear shift mechanism according to any one of claims 1-9.

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