Gear shift mechanism for a vehicle transmission

Abstract

The utility model discloses a kind of gearshift mechanisms of vehicle transmission, it includes: shell, the inner wall of shell is rotatably connected with input shaft, the outer surface of input shaft is fixedly connected with several transmission gear trains, the inner wall of shell is rotatably connected with output shaft, the outer surface of output shaft is slidably connected with several gearshift devices, the outer surface of shell is fixedly connected with fixed shell, the inner wall of fixed shell is rotatably connected with pole lever, the inner wall of shell is fixedly connected with sensing processor. Through the above structure, it can improve anti-interference ability, effectively resist electromagnetic interference or single sensing processor failure caused by misjudgment, adaptive learning is carried out simultaneously, driver operating habit and vehicle working condition can be dynamically learned, gear switching logic is optimized, and artificial misoperation risk is reduced. At the same time, adopt magneto-electric coupling linear drive actuating mechanism, improve response speed, improve power connection efficiency, reduce mechanical wear, adapt to frequent gear shifting scene, avoid gear position fuzzy problem caused by clearance of traditional mechanism.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing technology, and in particular to a gear shifting mechanism for vehicle transmissions. Background Technology

[0002] Traditional automotive transmission shift mechanisms mostly rely on a single sensor processor for signal acquisition and shift logic control at the sensing and control levels. This makes them susceptible to interference from the vehicle's electromagnetic environment, leading to sensor signal distortion or misjudgment. Furthermore, single sensor processors have low reliability, posing significant safety hazards. In addition, the control logic of traditional shift mechanisms cannot dynamically adjust based on the driver's operating habits and the vehicle's real-time operating conditions, making it difficult to achieve precise gear shifting in complex driving scenarios and increasing the risk of human error. Regarding the actuators, traditional shift mechanisms often employ mechanical linkages and gear drives. These structures have significant mechanical backlash, which increases over time due to wear, leading to problems such as unclear gear positions and shifting jerks, severely impacting shift accuracy and driving experience. Simultaneously, the slow response speed of mechanical drives reduces power transmission efficiency. Utility Model Content

[0003] The purpose of this invention is to at least solve one of the technical problems existing in the prior art, and to provide a vehicle transmission shifting mechanism. By integrating multimodal sensor processors and AI fault-tolerant control technology, it improves anti-interference capabilities, effectively resisting misjudgments caused by electromagnetic interference or the failure of a single sensor processor. Simultaneously, it performs adaptive learning, dynamically learning the driver's operating habits and vehicle conditions to optimize gear shifting logic and reduce the risk of human error. Furthermore, it employs a magnetoelectric coupling linear drive actuator, improving response speed, enhancing power delivery efficiency, reducing mechanical wear, adapting to frequent gear shifting scenarios, and avoiding the gear ambiguity problem caused by gaps in traditional mechanisms.

[0004] This utility model also provides a vehicle transmission shifting mechanism as described above, comprising: a housing, an input shaft rotatably connected to the inner wall of the housing, a plurality of transmission gear trains fixedly connected to the outer surface of the input shaft, an output shaft rotatably connected to the inner wall of the housing, and a plurality of shifting devices slidably connected to the outer surface of the output shaft, for realizing the functions of providing power to the vehicle and shifting gears.

[0005] A fixed shell is fixedly connected to the outer surface of the housing, and a lever is rotatably connected to the inner wall of the fixed shell for driving the gear shifting action; a sensor processor is fixedly connected to the inner wall of the housing for collecting gear shifting data and for learning and assisting operation.

[0006] According to the present invention, a vehicle transmission shifting mechanism is provided, wherein the shifting device comprises a driving block, a driven block, a shift fork, and a shift wheel.

[0007] According to the present invention, a vehicle transmission shifting mechanism is provided, wherein the driving block is slidably connected to the inner wall of the housing, the driven block is slidably connected to the inner wall of the housing, and the shift fork is fixedly connected to the lower surface of the driven block, for realizing the designed shifting action.

[0008] According to the present invention, a vehicle transmission shifting mechanism is provided, wherein the shift wheel is slidably connected to the outer surface of the output shaft, the shift fork is drivenly connected to the shift wheel, and the driving block and the driven block are drivenly connected to realize the linkage of shifting actions.

[0009] According to the present invention, a vehicle transmission shifting mechanism is provided, wherein a second friction disc is fixedly connected to the outer surface of the input shaft, and a first friction disc is rotatably connected to the outer surface of the input shaft. The first friction disc and the second friction disc are connected in a transmission manner to realize power input to the input shaft.

[0010] According to the present invention, a vehicle transmission shifting mechanism is provided, wherein a power motor is fixedly connected to the inner wall of the housing, a power shaft is fixedly connected to the output end of the power motor, a power wheel is fixedly connected to the outer surface of the power shaft, a power belt is fixedly connected to the outer surface of the power wheel, and the power wheel is connected to the first friction disc via the power belt to realize the transmission of vehicle power to the output shaft.

[0011] According to the present invention, a vehicle transmission shifting mechanism comprises an output wheel, a drive wheel, and a mating pin.

[0012] According to the present invention, a vehicle transmission shifting mechanism is provided, wherein the output wheel is fixedly connected to the outer surface of the output shaft, the drive wheel is fixedly connected to the outer surface of the output shaft, the mating pin is fixedly connected to the outer surface of the drive wheel, and the drive wheel is matingly connected to the output wheel to realize the power output function of different power gears.

[0013] This utility model discloses a vehicle transmission shifting mechanism that improves anti-interference capabilities by integrating multi-modal sensor processors and AI fault-tolerant control technology. This effectively resists misjudgments caused by electromagnetic interference or the failure of a single sensor processor. Simultaneously, it performs adaptive learning, dynamically learning driver operating habits and vehicle operating conditions to optimize gear shifting logic and reduce the risk of human error. Furthermore, it employs a magnetoelectric coupling linear drive actuator to improve response speed, enhance power delivery efficiency, reduce mechanical wear, and adapt to frequent gear shifting scenarios, avoiding the gear ambiguity problem caused by gaps in traditional mechanisms. Attached Figure Description

[0014] The present invention will be further described below with reference to the accompanying drawings and embodiments;

[0015] Figure 1 This is an isometric view of the gear shifting mechanism for an automotive transmission of this utility model.

[0016] Figure 2 This is a diagram showing the internal structure of the gear shifting mechanism for an automotive transmission according to this utility model.

[0017] Figure 3 This is a top sectional view of the gear shifting mechanism of the vehicle transmission of this utility model;

[0018] Figure 4 This is a structural diagram of the power output system of the vehicle transmission shifting mechanism of this utility model.

[0019] Legend:

[0020] 1. Lever; 2. Housing; 3. Fixed housing; 4. Driving block; 5. Gear shifting device; 6. Shift fork; 7. Gear shifting wheel; 8. Driven block; 9. Output shaft; 10. Input shaft; 11. Power belt; 12. First friction disc; 13. Second friction disc; 14. Output wheel; 15. Matching pin; 16. Driving wheel; 17. Transmission gear train; 18. Sensor processor; 19. Power motor; 20. Power shaft; 21. Power wheel. Detailed implementation method:

[0021] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0022] Reference Figure 1-4This utility model discloses a vehicle transmission shifting mechanism, comprising: a housing 2, an input shaft 10 rotatably connected to the inner wall of the housing 2, an output shaft 9 rotatably connected to the inner wall of the housing 2, a power motor 19 fixedly connected to the inner wall of the housing 2, a power shaft 20 fixedly connected to the output end of the power motor 19, a power wheel 21 fixedly connected to the outer surface of the power shaft 20, a power belt 11 fixedly connected to the outer surface of the power wheel 21, the power wheel 21 being driven by a first friction disc 12 via the power belt 11, a second friction disc 13 fixedly connected to the outer surface of the input shaft 10, the first friction disc 12 rotatably connected to the outer surface of the input shaft 10, and the first friction disc 12 and the second friction disc 13 being driven by each other. The above mechanism transmits power from the power motor 19 to the first friction disc 12 via the power wheel 21 and the power belt 11, and the first friction disc 12 transmits power to the second friction disc 13, thereby driving the input shaft 10; a plurality of transmission gear trains 17 are fixedly connected to the outer surface of the input shaft 10, each transmission gear train 17 consisting of an output wheel 14, a drive wheel 16, and a mating pin. The system comprises 15 components, including an output wheel 14 fixedly connected to the outer surface of the output shaft 9, a drive wheel 16 fixedly connected to the outer surface of the output shaft 9, a mating pin 15 fixedly connected to the outer surface of the drive wheel 16, and a mating connection between the drive wheel 16 and the output wheel 14. The output wheel 14 and drive wheel 16 of several transmission gear trains 17 have different transmission ratios. The above mechanism transmits power to the output shaft 9 at different transmission ratios through the cooperation of the output wheel 14 and drive wheel 16. Several shifting devices 5 are slidably connected to the outer surface of the output shaft 9. The shifting devices 5 consist of... The mechanism consists of a driving block 4, a driven block 8, a shift fork 6, and a shift wheel 7. The driving block 4 is slidably connected to the inner wall of the outer casing 2, the driven block 8 is slidably connected to the inner wall of the outer casing 2, the shift fork 6 is fixedly connected to the lower surface of the driven block 8, the shift wheel 7 is slidably connected to the outer surface of the output shaft 9, the shift fork 6 is drive-connected to the shift wheel 7, and the driving block 4 and the driven block 8 are drive-connected. The above mechanism drives the driven block 8 through the driving block 4, which in turn drives the shift fork 6. The shift fork 6 drives the shift wheel 7 to slide and cooperate with the mating pin 15 to select the transmission ratio, thereby realizing the shifting action.

[0023] The power motor 19 drives the power shaft 20 to rotate, which in turn drives the power wheel 21 to rotate. The power wheel 21 pulls the first friction disc 12 to rotate via the power belt 11. The first friction disc 12 and the second friction disc 13 maintain slidable contact, transmitting torque to the fixedly connected second friction disc 13, thereby driving the input shaft 10 to rotate. The friction transmission design buffers the start-stop impact and protects the transmission system. The input shaft 10 drives the rotation of multiple transmission gear trains 17. Each transmission gear train 17 includes: a drive wheel 16, fixed to the input shaft 10 and rotating synchronously with the shaft; a mating pin 15, vertically fixed to the end face of the drive wheel 16; and an output wheel 14. Fixed to the output shaft 9 and engaged with the drive wheel 16, the drive wheel 16 and output wheel 14 of different transmission gear trains 17 have different tooth ratios, providing multiple preset transmission ratios. When shifting gears, the drive block 4 slides on the inner wall of the housing 2 according to the shifting action. The drive block 4 drives the driven block 8 to move synchronously through electromagnetic coupling with the driven block 8. The shift fork 6 fixed to the driven block 8 moves accordingly. The shift fork 6 drives the shift wheel 7 to slide axially along the output shaft 9. The groove of the shift wheel 7 engages with the mating pin 15 of the target transmission gear train 17, locking the power transmission path of this gear train. At this time, the mating pins 15 of other gear trains disengage from the shift wheel 7.

[0024] A fixed shell 3 is fixedly connected to the outer surface of the outer shell 2. A lever 1 is rotatably connected to the inner wall of the fixed shell 3. The lever 1 is connected to the drive block 4 for transmitting the shifting action to the shifting mechanism. A sensor processor 18 is fixedly connected to the inner wall of the outer shell 2 for monitoring the shifting action and performing analysis and auxiliary operation.

[0025] When shifting gears, the lever 1 inside the fixed housing 3 is moved to push the drive block 4 to perform the subsequent shifting action; the sensor processor 18 monitors the position of the shift wheel 7, the speed of the output shaft 9, and the load of the power motor 19 in real time; when a shifting request is detected, the speed of the power motor 19 is dynamically adjusted to minimize the speed difference between the input shaft 10 and the output shaft 9, and the electromagnetic damping assists the shift fork 6 to accurately enter the position, reducing shifting impact. After shifting, the gear train meshing status is self-diagnosed, and an alarm is triggered if there is an abnormality.

[0026] Working principle: The power motor 19 drives the power shaft 20 to rotate, which in turn drives the power wheel 21 to rotate. The power wheel 21 pulls the first friction disc 12 to rotate via the power belt 11. The first friction disc 12 and the second friction disc 13 maintain slidable contact, transmitting torque to the fixedly connected second friction disc 13, thereby driving the input shaft 10 to rotate. The friction transmission design buffers the start-stop impact and protects the transmission system. The input shaft 10 drives the array of transmission gear trains 17 to rotate. Each set of transmission gear trains 17 includes: a drive wheel 16, fixed to the input shaft 10 and rotating synchronously with the shaft; a mating pin 15, vertically fixed to the end face of the drive wheel 16; and an output wheel 14, fixed to the output shaft 9 and meshing with the drive wheel 16. The gear ratios of the drive wheel 16 and the output wheel 14 in different transmission gear trains 17 are designed differently to provide multiple preset transmission ratios. When shifting gears... During operation, the lever 1 inside the fixed housing 3 is moved, pushing the active block 4 to slide on the inner wall of the housing 2. The active block 4 drives the driven block 8 to move synchronously through electromagnetic coupling with the driven block 8. The shift fork 6 fixed to the driven block 8 moves accordingly. The shift fork 6 drives the shift wheel 7 to slide axially along the output shaft 9. The groove of the shift wheel 7 engages with the mating pin 15 of the target transmission gear train 17, locking the power transmission path of this gear train. At this time, the mating pins 15 of other gear trains disengage from the shift wheel 7. The sensor processor 18 monitors the position of the shift wheel 7, the speed of the output shaft 9, and the load of the power motor 19 in real time. When a shift request is detected, the speed of the power motor 19 is dynamically adjusted to minimize the speed difference between the input shaft 10 and the output shaft 9. The electromagnetic damping assists the shift fork 6 to accurately enter the position, reducing shift shock. After the shift is completed, the gear train meshing status is self-diagnosed, and an alarm is triggered when there is an abnormality.

[0027] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A gear shifting mechanism for an automotive transmission, characterized in that, include: The outer casing (2) has an input shaft (10) rotatably connected to its inner wall, and several transmission gear trains (17) are fixedly connected to the outer surface of the input shaft (10). The inner wall of the outer casing (2) has an output shaft (9) rotatably connected to its inner wall, and several shifting devices (5) are slidably connected to the outer surface of the output shaft (9). A fixed shell (3) is fixedly connected to the outer surface of the outer shell (2), a lever (1) is rotatably connected to the inner wall of the fixed shell (3), and a sensor processor (18) is fixedly connected to the inner wall of the outer shell (2).

2. The vehicle transmission shifting mechanism according to claim 1, characterized in that, The shifting device (5) consists of a driving block (4), a driven block (8), a shift fork (6), and a shift wheel (7).

3. The vehicle transmission shifting mechanism according to claim 2, characterized in that, The active block (4) is slidably connected to the inner wall of the outer shell (2), the driven block (8) is slidably connected to the inner wall of the outer shell (2), and the fork (6) is fixedly connected to the lower surface of the driven block (8).

4. The vehicle transmission shifting mechanism according to claim 2, characterized in that, The shift wheel (7) is slidably connected to the outer surface of the output shaft (9), the shift fork (6) is drivenly connected to the shift wheel (7), and the driving block (4) and the driven block (8) are drivenly connected.

5. A vehicle transmission shifting mechanism according to claim 1, characterized in that, The outer surface of the input shaft (10) is fixedly connected to a second friction disk (13), and the outer surface of the input shaft (10) is rotatably connected to a first friction disk (12). The first friction disk (12) and the second friction disk (13) are connected in a transmission manner.

6. A vehicle transmission shifting mechanism according to claim 5, characterized in that, A power motor (19) is fixedly connected to the inner wall of the outer shell (2). A power shaft (20) is fixedly connected to the output end of the power motor (19). A power wheel (21) is fixedly connected to the outer surface of the power shaft (20). A power belt (11) is fixedly connected to the outer surface of the power wheel (21). The power wheel (21) is connected to the first friction disc (12) through the power belt (11).

7. A vehicle transmission shifting mechanism according to claim 1, characterized in that, The transmission gear train (17) consists of an output wheel (14), a drive wheel (16), and a mating pin (15).

8. A vehicle transmission shifting mechanism according to claim 7, characterized in that, The output wheel (14) is fixedly connected to the outer surface of the output shaft (9), the driving wheel (16) is fixedly connected to the outer surface of the output shaft (9), the mating pin (15) is fixedly connected to the outer surface of the driving wheel (16), and the driving wheel (16) is mated to the output wheel (14).

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