An electrically powered range actuator device

Abstract

The utility model discloses an electric type auxiliary gearbox executor device, its characterized in that: including the shell with installation chamber, screw rod subassembly, motor assembly, gear shift fork subassembly and gear lock mechanism, screw rod subassembly rotation is arranged in the installation chamber, motor assembly is installed one end of the shell or is installed one end of the installation chamber, and the motor assembly is configured to drive screw rod subassembly rotation, the middle part of gear shift fork subassembly is removed and is arranged in the shell, and gear shift fork subassembly's moving direction is parallel to the axial direction of screw rod subassembly and is arranged, one end of gear shift fork subassembly is with screw joint, and the other end of gear shift fork subassembly is arranged outside the shell, gear lock mechanism is arranged in the installation chamber, and gear shift fork subassembly is equipped with the limiting portion that cooperates with gear lock mechanism. The utility model improves the scope of application, and reduces the cost.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts, and more particularly to an electric auxiliary gearbox actuator device. Background Technology

[0002] To cope with varying load conditions and complex road conditions, commercial vehicles typically increase the number of gears to improve overall operating efficiency and achieve energy conservation and emission reduction. The most effective way to increase the number of gears is to add an auxiliary gearbox mechanism to the transmission, effectively doubling the number of gears. Traditional auxiliary gearbox mechanisms in commercial vehicles generally use manually operated solenoid valves for control, with pneumatic mechanisms driving the shifting. This combination of manual control and pneumatic drive has the following disadvantages.

[0003] 1. Pneumatic shifting is used. The shifting actuator uses compressed air as a power source. Generally, micro-trucks and light trucks do not have an air source, so their application in these types of vehicles is limited and can only be used in heavy trucks.

[0004] 2. If manual switch control is used, it can only be used on manual transmissions and cannot be used on AMT transmissions, which have increasingly higher requirements for intelligent operation in the future.

[0005] 3. Using compressed air as a power source results in a longer shift response time and greater delay due to the pneumatic charging time and the relatively high compression ratio of the gas itself. Furthermore, pneumatic systems cannot precisely control shift points and timing, leading to poorer control over the vehicle assembly and shifting, and a less than ideal driving experience for the driver.

[0006] 4. Using compressed air as a power source results in significant noise and vibration during the inflation and deflation processes, particularly during gas compression and discharge. Summary of the Invention

[0007] The purpose of this utility model is to provide an electric auxiliary gearbox actuator device, which improves the applicability and enhances driving comfort.

[0008] To achieve the above objectives, the technical solution adopted by this utility model is: an electric auxiliary gearbox actuator device, comprising:

[0009] A housing having an installation chamber within it;

[0010] A screw assembly, wherein the screw assembly is disposed in the mounting cavity, and at least one end of the screw assembly is rotatably connected to the housing;

[0011] A motor assembly, which is mounted at one end of the housing or at one end of the mounting chamber, is configured to drive the screw assembly to rotate;

[0012] A shift fork assembly is provided, wherein the middle part of the shift fork assembly is movably disposed within the housing, and the moving direction of the shift fork assembly is parallel to the axial direction of the screw assembly. One end of the shift fork assembly is connected to the screw assembly, and the other end of the shift fork assembly is disposed outside the housing. When the screw assembly rotates, the shift fork assembly is configured to drive the shift fork assembly to move along the axial direction of the screw assembly.

[0013] A gear locking mechanism is provided in the mounting cavity, and the shift fork assembly is provided with a limiting part that cooperates with the gear locking mechanism.

[0014] In the above technical solution, the shift fork assembly includes a shift finger, a shift fork, and a shift fork shaft. The shift fork shaft is arranged parallel to the side of the screw assembly. The shift fork shaft is movably installed in the mounting cavity. The shift finger is screwed to the screw assembly. The middle part of the shift fork is connected to the shift fork shaft. The inner end of the shift fork is connected to the shift finger. The outer end of the shift fork extends out of the mounting cavity and is disposed outside the housing.

[0015] And / or, when the screw assembly rotates, the configured drive finger moves along the axial direction of the screw assembly.

[0016] In the above technical solution, the inner end of the shift fork is provided with a first limiting part, and the shift finger is provided with a second limiting part that cooperates with the first limiting part. The shift fork is connected to the second limiting part of the shift finger via the first limiting part.

[0017] In the above technical solution, the gear locking mechanism is provided with a steel ball component, the limiting part is a limiting groove, and the limiting groove is disposed on the side wall of the shift fork shaft;

[0018] When the screw assembly drives the shift fork assembly to move to the first position, the limiting groove is directly opposite the steel ball component, and the end of the steel ball component abuts against the limiting groove.

[0019] In the above technical solution, the first end of the screw assembly is rotatably connected to the housing, the second end of the screw assembly is provided with an internal gear, and the output shaft of the motor assembly meshes with the internal gear; the motor assembly is configured to drive the internal gear to rotate and synchronously drive the screw assembly to rotate.

[0020] And / or, the internal gear is rotatably connected to the housing.

[0021] In the above technical solution, the output shaft of the motor assembly is provided with a transmission gear that meshes with the internal gear.

[0022] The above technical solution also includes a SUC component, which is electrically connected to the motor assembly and is mounted on the housing;

[0023] And / or, the SUC assembly is disposed on the housing outside the motor assembly.

[0024] In the above technical solution, the motor assembly includes a motor housing, a motor shaft, a motor rotor, and a motor stator. The two ends of the motor shaft are rotatably connected to the motor housing via a bearing. The motor rotor is mounted on the motor shaft, and the motor stator is disposed inside the motor housing outside the motor rotor.

[0025] Two bearing housings are also provided, and each bearing is installed in the motor housing via the bearing housing;

[0026] And / or, the two ends of the motor stator are connected to the two sets of bearing housings.

[0027] In the above technical solution, the two bearing seats respectively include a first bearing seat and a second bearing seat, and the two bearings respectively include a first bearing and a second bearing. The first bearing is installed in the motor housing via the first bearing seat, and the second bearing is installed in the motor housing via the second bearing seat. The first end of the motor shaft extends out of the motor housing and is connected to the screw assembly.

[0028] In the above technical solution, the second end of the second bearing housing is provided with an inwardly extending second convex ring, the outer surface of the motor shaft is provided with a retaining ring, one side of the second bearing abuts against the retaining ring, and the other side of the second bearing has a wave pad between it and the second convex ring;

[0029] And / or, the first end of the first bearing housing is provided with an inwardly extending first convex ring, the outer surface of the motor shaft is provided with an annular protrusion, the first bearing is disposed between the first convex ring and the annular protrusion, and the two sides of the first bearing respectively abut against the sidewalls of the first convex ring and the annular protrusion.

[0030] Due to the application of the above technical solution, this utility model has the following advantages compared with the prior art:

[0031] 1. The auxiliary gearbox actuator device in this utility model is driven by a motor and intelligently controlled by a SUC component. It is suitable for different cars, has a wide range of applications, and responds quickly. No driver intervention is required during gear shifting, which can effectively improve driving comfort and reduce the driver's operational intensity.

[0032] 2. In this utility model, the auxiliary gearbox actuator is driven by a motor, which can work in conjunction with the main gearbox AMT and DHT systems to perform coordinated gear shifting, thereby improving the applicability.

[0033] 3. The auxiliary gearbox actuator in this utility model adopts a motor drive method, which makes the system easier to install and integrate into the existing vehicle system, and can cover existing models such as micro trucks, light trucks, and heavy trucks without changing the existing vehicle structure, effectively reducing the cost of upgrading and modifying vehicles;

[0034] 4. In this utility model, the auxiliary gearbox actuator adopts a motor drive method to replace the original pneumatic drive method. The screw drive of the screw assembly can more accurately control the shift point and shift time, which can provide higher shift accuracy and better control performance, improve the efficiency of the transmission system and the driving experience of the vehicle.

[0035] 5. The auxiliary gearbox actuator of this utility model adopts a motor drive method, which can get rid of the dependence of the original pneumatic actuator on the vehicle air source, with faster shifting speed, higher precision, lower noise, reduced energy efficiency, and easier installation. It also improves the scope of application, vehicle performance, and driving comfort.

[0036] 6. In this utility model, the shift fork and gear locking mechanism are integrated into the actuator, which can reduce the overall installation height, make it more adaptable, and make the structure more compact, with a higher degree of integration, making installation and maintenance more convenient;

[0037] 7. In this utility model, the auxiliary gearbox actuator is composed of an internal gear and a screw assembly, which has a two-stage speed reduction and torque amplification effect, and the transmission is simple, efficient, and high-performance.

[0038] 8. In this utility model, a wave pad is used in the motor assembly to eliminate gaps, making the motor assembly run more smoothly and the structure more reliable. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the structure in Embodiment 1 of this utility model;

[0040] Figure 2 yes Figure 1 Exploded view;

[0041] Figure 3 This is a structural schematic diagram of Embodiment 1 of this utility model (the housing is not shown);

[0042] Figure 4 This is a schematic diagram of the structure of the motor assembly, SUC assembly, screw assembly and shift finger in Embodiment 1 of this utility model;

[0043] Figure 5 This is a cross-sectional view of the gear locking mechanism in one embodiment of the present invention;

[0044] Figure 6 This is a schematic diagram of the internal cross-sectional structure of the motor assembly in Embodiment 1 of this utility model.

[0045] The components include: 1. Housing; 11. Mounting chamber; 2. Screw assembly; 21. Internal gear;

[0046] 3. Motor assembly; 31. Transmission gear; 32. Motor shaft; 33. Motor rotor; 34. Motor stator; 35. First bearing housing; 36. Second bearing housing; 37. First bearing; 38. Second bearing; 301. Second convex ring; 302. Snap ring; 303. Wave washer; 304. First convex ring; 305. Annular protrusion;

[0047] 4. Shift fork assembly; 41. Limiting part; 42. Shift finger; 43. Shift fork; 44. Shift fork shaft; 45. First limiting part; 46. Second limiting part;

[0048] 5. Gear locking mechanism; 51. Locking bolt; 52. Screw hole; 53. Hole position; 54. Steel ball; 55. Spring;

[0049] 6. SUC component. Detailed Implementation

[0050] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0051] Example 1: See Figure 1-6 As shown, an electric auxiliary box actuator device includes:

[0052] Housing 1, wherein housing 1 has an installation chamber 11;

[0053] Screw assembly 2, wherein the screw assembly 2 is disposed in the mounting cavity, and at least one end of the screw assembly 2 is rotatably connected to the housing 1;

[0054] Motor assembly 3, which is mounted at one end of the housing 1 or at one end of the mounting chamber 11, is configured to drive the screw assembly 2 to rotate;

[0055] A shift fork assembly 4 is provided, with its middle part movably disposed within the housing 1, and the moving direction of the shift fork assembly 4 being parallel to the axial direction of the screw assembly 2. One end of the shift fork assembly 4 is connected to the screw assembly 2, and the other end of the shift fork assembly 4 is disposed outside the housing 1. When the screw assembly 2 rotates, the shift fork assembly 4 is configured to move along the axial direction of the screw assembly 2.

[0056] A gear locking mechanism 5 is provided on the housing, and a limiting part 41 that cooperates with the gear locking mechanism 5 is provided on the shift fork assembly 4.

[0057] In this embodiment, taking the illustrated direction as an example, the motor assembly is installed on the right side of the mounting chamber. The top (inner end) of the shift fork assembly is screwed to the screw assembly, and the bottom is located below the bottom surface of the housing for connection with the auxiliary gearbox. The bottom surface of the housing serves as a mounting surface, and the top surface of the auxiliary gearbox has a mounting positioning surface. The mounting surface of the housing rests against the mounting positioning surface of the auxiliary gearbox. Then, a positioning pin connects the shift fork assembly to the gear shift lever or shift handle of the auxiliary gearbox. Finally, bolts are used to lock the housing and the auxiliary gearbox together, thus connecting the auxiliary gearbox actuator device and the auxiliary gearbox. Similarly, during disassembly, the auxiliary gearbox actuator device can be quickly removed from the auxiliary gearbox, facilitating disassembly, maintenance, and replacement. In this structure, the shift fork assembly is directly integrated into the auxiliary gearbox actuator device, resulting in a high degree of integration, a more compact structure, and easier installation, disassembly, and maintenance. Furthermore, it reduces the overall installation height and the height of the gearbox, further minimizing the use of vertical space.

[0058] In this embodiment, the shift fork assembly connects the screw assembly and the gearshift lever / handle of the auxiliary gearbox. Rotation of the screw assembly drives the shift fork assembly to move left and right (as shown in the diagram), thereby achieving gear shifting. Specifically, the motor assembly drives the screw assembly to rotate, causing the shift fork assembly to move along the axis of the screw assembly. This allows for precise control of the shift fork assembly's movement distance, provides fast response, and eliminates the need for an air source, enabling gear shifting. The gear locking mechanism, when the screw assembly moves the shift fork assembly to the first position, cooperates with the limiting part to lock the gear. This method integrates the shift fork assembly and gear locking mechanism into the auxiliary gearbox actuator, reducing the overall installation height, enhancing adaptability, expanding application scenarios, and facilitating installation, disassembly, maintenance, and replacement.

[0059] See Figure 2 , 3 As shown, the shift fork assembly 4 includes a shift finger 42, a shift fork 43, and a shift fork shaft 44. The shift fork shaft 44 is arranged parallel to the side of the screw assembly 2 and is movably installed in the mounting chamber 11. The shift finger 42 is screwed to the screw assembly 2. The middle part of the shift fork 43 is connected to the shift fork shaft 44. The inner end (top) of the shift fork 43 is connected to the shift finger 42. The outer end (bottom) of the shift fork 43 protrudes from the mounting chamber and is disposed outside the housing 1.

[0060] When the screw assembly 2 rotates, the configured drive finger 42 moves along the axial direction of the screw assembly 2.

[0061] The screw assembly includes a screw, and the shift finger has a screw hole in the middle. The shift finger is screwed to the screw through the screw hole. In the illustrated direction, the shift fork shaft is arranged parallel to the bottom of the screw assembly. The shift fork shaft is movably installed in the mounting cavity, and its movement direction is parallel to the axis of the screw assembly. In the illustrated direction, the shift fork shaft moves laterally left and right in the mounting cavity. The shift fork has a through hole in the middle, and the axis of the through hole is parallel to the screw assembly and the shift fork shaft. The middle part of the shift fork shaft is inserted into the through hole, and the shift fork shaft is connected to the shift fork through a connector, which can be a cylindrical pin or a bolt, etc. The top of the shift fork is connected to the shift finger, the middle is connected to the shift fork shaft, and the bottom passes through the mounting chamber and is located below the bottom of the housing (the bottom of the housing has a lateral opening that communicates with the mounting chamber, and the bottom of the shift fork passes through the lateral opening and is located below the bottom surface of the housing). Therefore, when the screw assembly rotates, because the shift finger is screwed to the screw assembly, it will drive the shift finger, the shift fork shaft, and the shift fork to move left and right, thereby realizing the gear shifting action of the transmission.

[0062] See Figure 2-4 As shown, the inner end of the shift fork 43 is provided with a first limiting part 45, and the shift finger 42 is provided with a second limiting part 46 that cooperates with the first limiting part 45. The shift fork 43 is connected to the second limiting part 46 of the shift finger 42 via the first limiting part 45.

[0063] In this embodiment, the first limiting part is located at the top of the shift fork, and the second limiting part is located at the bottom of the shift finger. The first limiting part is a groove, and the second limiting part is a protrusion. The protrusion is inserted into the groove. Through the cooperation of the protrusion and the groove, the shift fork can be driven to move left and right when the shift finger moves left and right. In this structure, the shift finger and the shift fork do not need to be connected by additional bolts, pins, or other connecting parts, which facilitates installation and disassembly. Of course, the first limiting part can also be a protrusion, and the second limiting part can be a groove. Alternatively, the first and second limiting parts can also be other types of structures, as long as they can achieve the connection between the shift fork and the shift finger.

[0064] In this embodiment, the gear locking mechanism is provided with a steel ball component, the limiting part is a limiting groove, and the limiting groove is disposed on the side wall of the shift fork shaft;

[0065] When the screw assembly drives the shift fork assembly to move to the first position, the limiting groove is directly opposite the steel ball component, and the end of the steel ball component abuts against the limiting groove.

[0066] In the illustrated direction, the gear locking mechanism is located near the right side of the housing. In one embodiment, the gear locking mechanism preferably uses a locking bolt 51. A screw hole 52 is provided on the front side wall of the housing 1. The screw hole is perpendicular to the shift fork shaft. The rear end of the screw hole has a hole 53 communicating with the mounting chamber 11. The diameter of the hole is smaller than the diameter of the screw hole. A limiting groove is provided on the front side wall of the shift fork shaft on the right side of the shift fork. The steel ball component includes a steel ball 54 and a spring 55. The diameter of the hole is smaller than the diameter of the steel ball (the diameter of the hole is larger than the radius of the steel ball, so that the rear end of the steel ball can extend from the hole into the mounting chamber without falling out of the hole). The steel ball and the spring are disposed in the screw hole. The rear end of the locking bolt is screwed into the screw hole. The front end of the spring abuts against the rear end of the locking bolt and the rear end of the spring abuts against the front end of the steel ball. The spring pushes the steel ball backward, so that the rear end of the steel ball passes through the hole and enters the mounting chamber. During the movement of the shift fork shaft to the first position to the right, the right side of the shift fork shaft compresses the steel ball, pushing it forward and causing its rear end to retract into the hole. Due to the spring force, the steel ball is constantly pushed backward, causing it to press against the front side wall of the shift fork shaft. When the shift fork reaches the first position, the limiting groove faces the steel ball, and the spring pushes the steel ball backward, causing its rear end to enter the limiting groove, thus locking the shift fork shaft. When the shift fork shaft continues to move to the right or left, the curved outer surface of the steel ball compresses it through the limiting groove, pushing it forward again and compressing the spring, causing the steel ball to disengage from the limiting groove, thus not affecting the lateral movement of the shift fork shaft. Simultaneously, the spring force can be adjusted by rotating the locking bolt to change the distance between the locking bolt and the mounting chamber. Of course, the gear locking mechanism can also have other structures.

[0067] See Figure 2-4 As shown, the first end of the screw assembly 2 is rotatably connected to the housing 1, and the second end of the screw assembly 2 is provided with an internal gear 21. The output shaft of the motor assembly 3 meshes with the internal gear 21. The motor assembly 3 is configured to drive the internal gear 21 to rotate and synchronously drive the screw assembly 2 to rotate. Preferably, a transmission gear 31 is provided on the output shaft of the motor assembly 3, and the output shaft of the motor assembly 3 meshes with the internal gear 21 through the transmission gear 31.

[0068] In this embodiment, in the illustrated direction, the left end of the screw assembly is rotatably connected to the housing. The left end of the screw assembly can be rotatably connected to the housing via a bearing, while the right end can be directly connected to the output shaft of the motor assembly via an internal gear. Preferably, in order to ensure the stability and smoothness of the screw assembly's rotation and to ensure that it does not become eccentric, the internal gear is rotatably connected to the housing.

[0069] In this design, the output shaft of the motor assembly meshes with a transmission gear and an internal gear. The axes of the transmission gear and the internal gear are not parallel, and the diameter of the transmission gear is smaller than that of the internal gear. Therefore, different diameter ratios of the internal and transmission gears can be selected to achieve speed reduction and torque increase in the screw assembly. This effectively improves the shifting force, reduces the power consumption of the motor assembly, and allows for the selection of a smaller power motor, thus reducing costs. Furthermore, the screw assembly and shift finger are screwed together, and different screw pitches can be selected to adjust the transmission ratio. That is, the combination of the internal gear and the transmission gear constitutes one stage of speed reduction and torque increase, while the combination of the screw assembly and the shift finger constitutes another stage. The auxiliary gearbox actuator has two stages of speed reduction and torque increase, greatly improving the shifting force, further reducing motor power consumption, motor cost, and energy consumption, and enabling speed reduction and torque increase shifting.

[0070] See Figure 1-4 As shown, it also includes a SUC component 6, which is electrically connected to the motor assembly 3 and is mounted on the housing 1;

[0071] The SUC component 6 is disposed on the housing 1 outside the motor assembly 3. In this embodiment, the SUC component is disposed on the right side of the motor assembly.

[0072] The SUC assembly is directly mounted on the housing and electrically connected to the motor assembly. The SUC connects to the TCU via wiring. The TCU transmits shift commands to the SUC, which controls the motor assembly to rotate the screw assembly, thereby moving the shift fork assembly to achieve the shifting action. The SUC assembly and the motor assembly are electrically connected via three leads soldered together.

[0073] See Figure 6 As shown, the motor assembly 3 includes a motor housing, a motor shaft 32, a motor rotor 33, and a motor stator 34 (the motor housing is not shown in the figure). The two ends of the motor shaft 32 are rotatably connected to the motor housing via a bearing. The motor rotor 33 is mounted on the motor shaft 32, and the motor stator 34 is disposed inside the motor housing outside the motor rotor 33.

[0074] It also has two bearing housings, and each bearing is installed in the motor housing via the bearing housing.

[0075] The bearing is supported by the bearing housing, which connects the bearing to the motor housing. The bearing then provides rotational support for the motor shaft, ensuring the stability and smoothness of the motor shaft's rotation.

[0076] More preferably, since the motor shaft is connected via bearings and bearing housings, and the motor rotor is mounted outside the motor shaft, to ensure that the motor rotor and motor stator are coaxial and to guarantee motor performance, both ends of the motor stator are connected to two sets of bearing housings. This ensures that the motor stator and motor rotor remain coaxial and can move relative to each other under the influence of a magnetic field.

[0077] The two bearing housings each have an annular groove at one end, which is coaxial with the corresponding bearing housing. The annular grooves of the two bearing housings are positioned opposite each other. The two ends of the motor stator are respectively installed in the annular grooves of the two bearing housings. The annular grooves are used to install and limit the motor stator, ensuring that it is coaxial with the motor rotor.

[0078] Furthermore, a magnetic ring assembly (not shown in the figure) is also installed on the motor shaft. When the motor shaft rotates, the magnetic ring assembly transmits angle information to the chip in the SUC assembly through the magnetic field. The chip adjusts the position of the shift fingers through software, which can precisely control the position of the shift fork. Of course, other mechanisms that can accurately detect the rotation angle of the motor shaft can also be installed on the motor housing or the motor shaft, such as magnetic encoders, magnetoresistive sensors, Hall sensors, photoelectric encoders, etc.

[0079] See Figure 6 As shown, the two bearing housings respectively include a first bearing housing 35 and a second bearing housing 36, and the two bearings respectively include a first bearing 37 and a second bearing 38. The first bearing 37 is installed in the motor housing via the first bearing housing 35, and the second bearing 38 is installed in the motor housing via the second bearing housing 36. The first end of the motor shaft 32 extends out of the motor housing and is connected to the screw assembly 2.

[0080] In this embodiment, the first bearing and the first bearing housing are located close to the output shaft of the motor assembly, that is, close to the screw assembly, while the second bearing and the second bearing housing are located away from the output shaft of the motor.

[0081] See Figure 6 As shown, the second end (right end) of the second bearing seat 36 is provided with an inwardly extending second protruding ring 301, the outer surface of the motor shaft 32 is provided with a retaining ring 302, one side of the second bearing 38 abuts against the retaining ring 302, and the other side of the second bearing 38 is provided with a wave pad 303 between it and the second protruding ring 301; wherein, the wave pad is a spring wave pad.

[0082] The first bearing housing 35 has an inwardly extending first protruding ring 304 at its first end (left end), and the outer surface of the motor shaft 32 has an annular protrusion 305. The first bearing 37 is disposed between the first protruding ring 304 and the annular protrusion 305, with both sides of the first bearing 37 abutting against the sidewalls of the first protruding ring 304 and the annular protrusion 305, respectively. The end of the motor shaft passes through the first bearing and is connected to the screw assembly.

[0083] In this embodiment, in order to limit the axial movement of the first bearing, a first convex ring and an annular protrusion are provided to restrict the axial movement of the first bearing. The first convex ring contacts the outer ring sidewall of the first bearing, and the annular protrusion contacts the inner ring sidewall of the first bearing (the bearing includes an inner ring, an outer ring, and a plurality of balls disposed between the inner ring and the outer ring). Meanwhile, the arrangement of the first bearing, the first bearing housing, the first convex ring, and the annular convex part restricts the movement of the motor shaft toward the screw assembly (left side in the figure). For ease of assembly, and due to machining errors or tolerance issues, the end of the motor shaft away from the first bearing does not contact the motor housing (there is a gap between the right end of the motor shaft and the motor housing in the figure). Therefore, there is no limit on the right side of the motor shaft, and there is a gap between the right side of the second bearing and the right side of the second bearing housing. During long-term operation of the motor assembly, the motor assembly will vibrate for a long time, which may lead to the risk of the second bearing moving relative to the second bearing housing and becoming loose. The retaining ring restricts the degree of freedom of the second bearing to move toward the first bearing. The addition of a wave pad cancels out the vibration, eliminates the axial gap between the second bearing and the second bearing housing, and supports the second bearing to move away from the first bearing, ensuring that the motor assembly operates more smoothly and the structure is more reliable (the first bearing housing and the second bearing housing cannot approach each other due to the presence of the motor stator, and the first bearing housing and the second bearing housing are limited by the motor housing and cannot move away from each other due to the presence of the motor housing).

[0084] In this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.

[0085] In this document, the directional terms such as front, back, top, and bottom are defined based on the location of the components in the accompanying drawings and their relative positions to each other, solely for the purpose of clarity and convenience in expressing the technical solution. It should be understood that the use of these directional terms should not limit the scope of protection claimed in this application.

[0086] Where there is no conflict, the above embodiments and features described herein can be combined with each other.

[0087] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An electric auxiliary gearbox actuator device, characterized in that: include: A housing (1) having an installation chamber (11) inside; A screw assembly (2) is disposed in the mounting chamber (11), and at least one end of the screw assembly (2) is rotatably connected to the housing (1); A motor assembly (3) is mounted at one end of the housing (1) or at one end of the mounting chamber (11), and the motor assembly (3) is configured to drive the screw assembly (2) to rotate. A shift fork assembly (4) is provided, with its middle part movably disposed within the housing (1), and the moving direction of the shift fork assembly (4) is parallel to the axial direction of the screw assembly (2). One end of the shift fork assembly (4) is connected to the screw assembly (2), and the other end of the shift fork assembly (4) is disposed outside the housing (1). When the screw assembly (2) rotates, the shift fork assembly (4) is configured to drive the shift fork assembly (4) to move along the axial direction of the screw assembly (2). The gear locking mechanism (5) is disposed in the mounting chamber (11), and the shift fork assembly (4) is provided with a limiting part (41) that cooperates with the gear locking mechanism (5).

2. The electric auxiliary gearbox actuator device according to claim 1, characterized in that: The shift fork assembly (4) includes a shift finger (42), a shift fork (43), and a shift fork shaft (44). The shift fork shaft (44) is arranged parallel to the side of the screw assembly (2). The shift fork shaft (44) is movably installed in the mounting chamber (11). The shift finger (42) is screwed to the screw assembly (2). The middle part of the shift fork (43) is connected to the shift fork shaft (44). The inner end of the shift fork (43) is connected to the shift finger (42). The outer end of the shift fork (43) extends out of the mounting chamber (11) and is located outside the housing (1).

3. The electric auxiliary gearbox actuator device according to claim 2, characterized in that: The inner end of the shift fork (43) is provided with a first limiting part (45), and the shift finger (42) is provided with a second limiting part (46) that cooperates with the first limiting part (45). The shift fork (43) is connected to the second limiting part (46) of the shift finger (42) via the first limiting part (45).

4. The electric auxiliary gearbox actuator device according to claim 2, characterized in that: The gear locking mechanism (5) is provided with a steel ball component, and the limiting part (41) is a limiting groove, which is provided on the side wall of the shift fork shaft (44). When the screw assembly (2) drives the shift fork assembly (4) to move to the first position, the limiting groove is directly opposite the steel ball component, and the end of the steel ball component abuts against the limiting groove.

5. The electric auxiliary gearbox actuator device according to claim 1, characterized in that: The first end of the screw assembly (2) is rotatably connected to the housing (1), and the second end of the screw assembly (2) is provided with an internal gear (21). The output shaft of the motor assembly (3) meshes with the internal gear (21). The motor assembly (3) is configured to drive the internal gear (21) to rotate and synchronously drive the screw assembly (2) to rotate. And / or, the internal gear (21) is rotatably connected to the housing (1).

6. The electric auxiliary gearbox actuator device according to claim 5, characterized in that: The output shaft of the motor assembly (3) is provided with a transmission gear (31) that meshes with the internal gear (21).

7. The electric auxiliary gearbox actuator device according to claim 1, characterized in that: It also includes a SUC assembly (6), which is electrically connected to the motor assembly (3) and is mounted on the housing (1); And / or, the SUC assembly (6) is disposed on the housing (1) outside the motor assembly (3).

8. The electric auxiliary gearbox actuator device according to claim 1, characterized in that: The motor assembly (3) includes a motor housing, a motor shaft (32), a motor rotor (33), and a motor stator (34). The two ends of the motor shaft (32) are rotatably connected to the motor housing via a bearing. The motor rotor (33) is mounted on the motor shaft (32), and the motor stator (34) is disposed inside the motor housing outside the motor rotor (33). Two bearing housings are also provided, and each bearing is installed in the motor housing via the bearing housing; And / or, the two ends of the motor stator (34) are connected to the two sets of bearing housings.

9. The electric auxiliary gearbox actuator device according to claim 8, characterized in that: The two bearing housings each include a first bearing housing (35) and a second bearing housing (36), and the two bearings each include a first bearing (37) and a second bearing (38). The first bearing (37) is installed in the motor housing via the first bearing housing (35), and the second bearing (38) is installed in the motor housing via the second bearing housing (36). The first end of the motor shaft (32) extends out of the motor housing and is connected to the screw assembly (2).

10. The electric auxiliary gearbox actuator device according to claim 9, characterized in that: The second bearing housing (36) has an inwardly extending second protruding ring (301) at its second end, and a retaining ring (302) is provided on the outer surface of the motor shaft (32). One side of the second bearing (38) abuts against the retaining ring (302), and a wave pad (303) is provided between the other side of the second bearing (38) and the second protruding ring (301). And / or, the first end of the first bearing housing (35) is provided with an inwardly extending first protruding ring (304), the outer surface of the motor shaft (32) is provided with an annular protrusion (305), the first bearing (37) is disposed between the first protruding ring (304) and the annular protrusion (305), and the two sides of the first bearing (37) abut against the sidewalls of the first protruding ring (304) and the annular protrusion (305) respectively.

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