Two four-wheel drive switching and parking integrated mechanism and gearbox with position calibration

Abstract

The utility model discloses a two four drive switching and parking integration mechanism and gearbox with position calibration belongs to vehicle gear parking technical field, it includes: with the fixed connection of gearbox casing parking gear cover, can be on gearbox output shaft axial movement to switch among four drive mode, two drive mode and parking gear of gear cover, gear shifting execution component for driving gear cover axial movement, gear shifting drive component for driving gear shifting execution component action, and position calibration component, position calibration component includes with the synchronous movement of gear shifting execution component's moving part position indication part, and three position sensors of fixed setting are used respectively to detect position indication part to determine whether gear shifting execution component reaches the predetermined state of corresponding each mode, the utility model discloses can improve the accuracy and reliability of mode switching significantly, guarantee driving and parking safety, and compact structure, light weight, low cost.

Description

Technical Field

[0001] This utility model relates to the field of vehicle shifting and parking technology, and in particular to a two-wheel drive and four-wheel drive switching and parking integrated mechanism and gearbox with position calibration. Background Technology

[0002] With the development of automotive technology, especially the popularization of new energy vehicles, the integration and intelligence of vehicle functions are becoming increasingly sophisticated. For off-road vehicles, SUVs, and some high-performance electric vehicles, the ability to switch between two-wheel and four-wheel drive modes can optimize the vehicle's power, economy, and passability under different road conditions; at the same time, reliable parking functions are crucial to ensuring vehicle parking safety, especially in complex environments such as slopes.

[0003] In traditional electric vehicles, the drive mode switching function and parking function are mainly achieved by setting up two independent motors to drive the mode switching mechanism and the parking mechanism respectively. This design not only leads to complex structure, a large number of parts and high cost, but also occupies valuable vehicle chassis space, increases the overall vehicle weight, and is not conducive to vehicle lightweighting and range improvement.

[0004] To overcome the above-mentioned shortcomings, the industry has gradually developed a design concept that integrates drive mode switching with parking function. For example, Chinese patent application CN119467697A discloses a reducer that combines a transfer case and a parking mechanism. It adopts a single shift motor and a shift parking device. By controlling a shift sleeve to move axially between a fixed parking sleeve and a connecting sleeve connected to the output shaft, the switching between parking function and drive mode is realized, which simplifies the structure, reduces costs, and reduces size and weight.

[0005] However, existing integrated solutions of this kind may still have some areas for improvement in practical applications: Although a single motor drive is achieved, the precise positioning of the shift motor may be affected by various factors in actual operation, such as the cumulative error of the control system, the clearance and wear of the transmission mechanism, etc. Especially after long-term use and exposure to complex operating conditions such as vibration or temperature changes, the shift motor itself may develop positioning errors and fail to rotate precisely to the target position commanded by the control system. Such deviations in rotation angle, or deviations caused by errors in the mechanical transmission chain, may directly lead to incomplete axial displacement of the actuator (shift sleeve), resulting in serious problems such as incomplete mode switching (e.g., failure to fully engage four-wheel drive leading to abnormal driving force, or failure to fully lock the parking gear) and misjudgment of status. This not only affects the normal use and performance of the vehicle, but may also cause accidents such as vehicle rollaway in parking scenarios, posing a serious safety hazard. Utility Model Content

[0006] The technical problem to be solved by this utility model is to overcome the above-mentioned problems and provide a two-wheel drive and four-wheel drive switching and parking integrated mechanism and gearbox with position calibration, which can ensure the accuracy and reliability of mode switching.

[0007] The technical solution of this utility model is: A two-wheel drive / four-wheel drive switching and parking integrated mechanism with position calibration is installed on the output shaft of a transmission. One end of the output shaft is coaxially and rotatably connected to a first axle drive shaft, and the other end is connected to a second axle drive shaft. The mechanism is characterized in that it comprises: The parking sleeve is fixedly connected to the gearbox housing and can be rotatably fitted onto the output shaft; The shift sleeve is circumferentially fixed and axially movable, and is sleeved on the output shaft. The shift sleeve is located between the first axle drive shaft and the parking sleeve in the axial direction. It is provided with a mutually cooperating circumferential locking connection structure with the first axle drive shaft and the parking sleeve. When the shift sleeve is in the middle position, it is in two-wheel drive mode. When it is locked to the first axle drive shaft, it is in four-wheel drive mode. When it is locked to the parking sleeve, it is in parking gear. The shift actuator is used to drive the shift sleeve to move axially to switch between four-wheel drive mode, two-wheel drive mode and parking gear; A shift drive assembly for driving the shift execution assembly to perform its actions; The position calibration component includes a position indicator that moves synchronously with the moving parts of the shift actuator, and three fixed position sensors. The three position sensors are used to detect the position indicator to determine whether the shift actuator has reached a predetermined state corresponding to the four-wheel drive mode, two-wheel drive mode, and parking gear, respectively.

[0008] Furthermore, in the aforementioned integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration, the shifting execution component includes a shifting hub, a shifting hub gear, a shifting fork, and a shifting fork shaft. The shifting hub and shifting fork shaft are arranged parallel to the output shaft. The shifting hub gear is connected to the shifting hub and drives the shifting hub to rotate. The shifting fork is slidably engaged with the shifting fork shaft and connected to the shifting gear sleeve. Through its engagement with the shifting hub, the shifting fork responds to the rotation of the shifting hub and moves axially along the shifting fork shaft, thereby driving the shifting gear sleeve to move axially to switch between four-wheel drive mode, two-wheel drive mode, and parking gear.

[0009] Furthermore, in the aforementioned integrated two-wheel drive and four-wheel drive switching and parking mechanism with position calibration, the outer circumferential surface of the shift hub is provided with an annular curved groove. The annular curved groove is composed of three groove segments with different axial positions, namely a four-wheel drive groove segment, a two-wheel drive groove segment, and a parking groove segment connected in sequence, corresponding to four-wheel drive mode, two-wheel drive mode, and parking gear. The shift fork is provided with a shift head that slides in the annular curved groove. The rotation of the shift hub causes the shift head to slide along the annular curved groove, thereby driving the shift fork to move axially along the shift fork shaft.

[0010] As an optimization, in the aforementioned integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration, a flexible connection structure is provided between the shift hub gear and the shift hub. This structure includes a torsion spring bracket fixed to the shift hub and a torsion spring disposed between the torsion spring bracket and the shift hub gear. The torsion spring bracket and the shift hub gear each have a first connecting lug and a second connecting lug that cooperate with each other. The torsion spring arm acts on the first connecting lug and the second connecting lug to apply a preload, thereby allowing the shift hub gear and the shift hub to rotate relative to each other while making them rotate synchronously. The flexible connection structure allows the shift hub gear to continue rotating to the target angle even when the shift sleeve and the target component (first axle drive shaft or parking sleeve) experience a tooth-on-tooth situation that stops the shift hub from rotating. This avoids damage caused by the drive motor's forced torque. Simultaneously, the torsion spring stores energy and applies a continuous driving force to the shift hub. Once the tooth-on-tooth situation is resolved, engagement can be quickly completed under the driving force of the torsion spring, significantly improving the smoothness of the shifting process, avoiding shift shock, and enhancing the driving experience.

[0011] As an optional technical solution, in the aforementioned integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration, the position indicator is a contact fixed to the end face of the shift hub gear, and the position sensor is a contact switch fixed to the transmission housing. The contact switch is used to contact or separate from the contact to detect whether the shift hub has reached the predetermined rotation position corresponding to each mode. Using contacts and contact switches as position calibration components results in a simple structure and low cost.

[0012] As an alternative technical solution, in the aforementioned integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration, the position indicator is a magnet fixed to the end face of the shift hub gear, and the position sensor is a Hall sensor fixed to the transmission housing. The Hall sensor is used to sense the magnetic field of the magnet to detect whether the shift hub has reached the predetermined rotation position corresponding to each mode. Using this non-contact solution of magnet and Hall sensor as the position calibration component avoids wear and vibration caused by mechanical contact, resulting in higher durability and reliability, and providing stable and accurate position signals.

[0013] As an optimization, in the aforementioned integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration, an elastic reset mechanism is provided between the shift sleeve and the parking sleeve. This elastic reset mechanism includes at least one elastic element and a support member for supporting the elastic element. A structure allowing relative rotation between the support member and the shift sleeve is provided, and the elastic element acts between the support member and the parking sleeve. This elastic reset mechanism helps the shift sleeve overcome initial disengagement resistance when disengaging from parking, making disengagement smoother, and allows for slight preload on the shift sleeve in non-parking mode, reducing potential vibration or noise.

[0014] Furthermore, in the aforementioned integrated two-wheel drive and four-wheel drive switching and parking mechanism with position calibration, the inner circumferential surface of the shift sleeve is provided with an internal spline, and the outer circumferential surface of the output shaft is provided with an external spline. The internal spline of the shift sleeve meshes with the external spline of the output shaft to achieve circumferential fixation and axial movement. The outer circumferential surface of the first axle drive shaft near the shift sleeve is provided with an external spline. When the internal spline of the shift sleeve meshes with the external spline of the first axle drive shaft, a circumferential locking connection between the two is achieved. The parking sleeve and the shift sleeve are respectively provided with mutually cooperating end face teeth on their opposite end faces. When the two end face teeth mesh, a circumferential locking connection between the two is achieved.

[0015] Furthermore, in the aforementioned two-wheel drive and four-wheel drive switching and parking integrated mechanism with position calibration, the shift drive assembly includes a drive motor and a drive gear. The drive gear meshes with the shift hub gear, and the drive motor drives the drive gear to rotate, thereby driving the shift hub gear and the shift hub to rotate.

[0016] A transmission, characterized in that: it includes the above-mentioned two-wheel drive and four-wheel drive switching and parking integrated mechanism with position calibration, wherein the parking gear sleeve, shift gear sleeve, shift execution component and position calibration component are all installed in the transmission housing, and the shift drive component is installed on the transmission housing, and its drive output part extends into the transmission housing and is connected to the shift execution component.

[0017] The beneficial effects of this utility model are: 1. By setting a position calibration component to detect and provide feedback on the actual position of key components of the shift execution component, the switching status can be accurately determined, thereby effectively overcoming the risks caused by drive motor positioning errors or transmission errors, significantly improving the accuracy and reliability of mode switching, and ensuring driving and parking safety. 2. The two-wheel drive switching and parking function are integrated into the gearbox and controlled by a single drive motor, eliminating the need for the traditional separate transfer case and its drive shaft system, thus simplifying the structure and making the power transmission system more compact, lighter, and cheaper, which is beneficial for vehicle weight reduction, space layout and energy efficiency improvement. 3. The structure is reasonably designed and has a wide range of applications. It is suitable for all-terrain vehicles, off-road vehicles, engineering vehicles, agricultural vehicles, etc., and is also suitable for fuel vehicles, electric vehicles, manual transmission and automatic transmission models. Attached Figure Description

[0018] Figure 1 This is a structural diagram of Example 1.

[0019] Figure 2 This is a structural diagram of the gear shifting execution component in Embodiment 1.

[0020] Figure 3 This is an exploded view of the flexible connection structure of the shift execution component in Embodiment 1.

[0021] Figure 4 This is an exploded structural diagram of the elastic reset mechanism between the shift sleeve and the parking sleeve in Embodiment 1.

[0022] Figure 5 This is a structural diagram of Example 2.

[0023] Figure 6 This is a cross-sectional view of Example 2.

[0024] In the diagram, 11 is the output shaft; 12 is the first bridge drive shaft. 21. Parking sleeve; 211. Flange; 212. Blind hole; 22. Shift sleeve; 221. Annular groove; 23. Return spring; 24. Spring seat; 241. Annular base plate; 242. Support rod; 25. Surface bearing; 3. Gear shifting assembly; 31. Gear shifting hub; 311. Annular groove; 32. Gear shifting hub gear; 33. Gear shift fork; 331. Shift head; 34. Shift fork shaft; 35. Torsion spring bracket; 351. First connecting lug; 36. Torsion spring; 4. Gear shift drive assembly; 41. Drive motor; 42. Drive gear; 5. Position calibration component; 51. Contact; 52. Contact switch; 61. Gearbox housing; 62. Input shaft assembly; 63. Intermediate shaft assembly; 64. Output shaft assembly. Detailed Implementation

[0025] The present invention will now be further described in conjunction with the accompanying drawings and embodiments: In the description of this utility model, it should be understood that the orientation or positional relationship indicated by terms such as "upper", "lower", "inner", and "outer" is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing this utility model, and is not intended to indicate or imply that the device or component referred to must have a specific orientation, and therefore should not be construed as a limitation of this utility model. Example 1

[0026] like Figure 1 As shown, this embodiment provides a two-wheel drive / four-wheel drive switching and parking integrated mechanism with position calibration. This mechanism is designed to be integrated into the vehicle's transmission and is especially suitable for vehicles that require two-wheel drive / four-wheel drive mode switching and parking functions, such as four-wheel drive electric vehicles, all-terrain vehicles, and off-road vehicles.

[0027] The integrated mechanism is mounted on the output shaft 11 of the transmission. One end of the output shaft 11 is coaxially and rotatably connected to the first axle drive shaft 12 (e.g., the front axle drive shaft), while the other end maintains a continuous transmission connection with the second axle drive shaft (e.g., the rear axle drive shaft, not shown in the figure). The integrated mechanism includes a parking sleeve 21 fixedly connected to the transmission housing (not shown in the figure), a shift sleeve 22 axially movable on the output shaft 11, a shift actuator 3 for driving the shift sleeve 22 axially, a shift drive assembly 4 for driving the shift actuator 3, and a position calibration assembly 5.

[0028] The parking gear sleeve 21 is mounted on the output shaft 11 via a bearing and is fixedly connected to the gearbox housing via a flange 211 and bolts, allowing the output shaft 11 to rotate relative to it. The shift sleeve 22 is circumferentially fixed but axially movable and is sleeved on the output shaft 11. The shift sleeve 22 is located between the first axle drive shaft 12 and the parking sleeve 21 in the axial direction. It has a circumferential locking connection structure that cooperates with the first axle drive shaft 12 and the parking sleeve 21. Specifically, the inner circumferential surface of the shift sleeve 22 is provided with an internal spline, and the outer circumferential surface of the output shaft 11 is provided with an external spline. The internal spline of the shift sleeve 22 meshes with the external spline of the output shaft 11 to achieve circumferential fixation and axial mobility. The outer circumferential surface of the first axle drive shaft 12 near the shift sleeve 22 is provided with an external spline. When the internal spline of the shift sleeve 22 meshes with the external spline of the first axle drive shaft 12, the two are circumferentially locked. The parking sleeve 21 and the shift sleeve 22 are respectively provided with mutually cooperating end face teeth. When the two end face teeth mesh, the two are circumferentially locked.

[0029] The axial position of the shift sleeve 22 determines the vehicle's operating mode: when the shift sleeve 22 is in the middle position, it is not connected to the first axle drive shaft 12, nor is it engaged with the parking sleeve 21, which is the two-wheel drive mode; when the shift sleeve 22 moves axially and engages with the external spline of the first axle drive shaft 12 to achieve a locking connection, the vehicle enters the four-wheel drive mode; when the shift sleeve 22 moves axially and engages with the end face teeth of the parking sleeve 21 to achieve a locking connection, the vehicle is engaged in parking gear.

[0030] The shift actuator 3 drives the shift sleeve 22 to move axially, switching between four-wheel drive mode, two-wheel drive mode, and parking gear. Figure 2As shown, the shift actuator 3 includes a shift hub 31, a shift hub gear 32, a shift fork 33, and a shift fork shaft 34. The shift hub 31 and shift fork shaft 34 are arranged parallel to the output shaft 11. The shift hub gear 32 is connected to the shift hub 31 and drives the shift hub 31 to rotate. The shift fork 33 is slidably fitted onto the shift fork shaft 34 and connected to the shift sleeve 22. Through its engagement with the shift hub 31, the shift fork 33 responds to the rotation of the shift hub 31 and moves axially along the shift fork shaft 34, thereby driving the shift sleeve 22 to move axially to switch between four-wheel drive mode, two-wheel drive mode, and parking gear. The specific mating structure between the shift fork 33 and the shift hub 31 is as follows: the outer circumferential surface of the shift hub 31 is provided with an annular curved groove 311, which is composed of three groove segments with different axial positions, namely a four-wheel drive groove segment, a two-wheel drive groove segment, and a parking groove segment connected in sequence, corresponding to four-wheel drive mode, two-wheel drive mode, and parking gear. The shift fork 33 is provided with a shift head 331 that slides in the annular curved groove 311. The rotation of the shift hub 31 causes the shift head 331 to slide along the annular curved groove 311, thereby driving the shift fork 33 to move axially along the shift fork shaft 34. The specific connection structure between the shift fork 33 and the shift sleeve 22 is as follows: the outer circumferential surface of the shift sleeve 22 is provided with an annular groove 221, and the shift fork arm of the shift fork 33 is engaged in the annular groove 221 to move the shift sleeve 22 axially.

[0031] The shift drive assembly 4 provides power to the shift execution assembly 3 during its execution process. For example... Figure 1 As shown, the shift drive assembly 4 includes a drive motor 41 and a drive gear 42. The drive gear 42 meshes with the shift hub gear 32. The drive motor 41 is fixedly mounted outside the gearbox housing, and its motor shaft extends into the gearbox housing, driving the drive gear 42 to rotate, thereby driving the shift hub gear 32 and the shift hub 31 to rotate. In this embodiment, the drive gear 42 is a worm gear, and the shift hub gear 32 is a worm wheel that meshes with the worm gear.

[0032] To overcome potential driving errors and ensure the accuracy of switching, the two-wheel drive / four-wheel drive switching and parking integration mechanism is also equipped with a position calibration component 5. The position calibration component 5 includes a position indicator that moves synchronously with the moving parts of the shift actuator 3, and three fixed position sensors. The three position sensors are used to detect the position indicator to determine whether the shift actuator 3 has reached the predetermined state corresponding to the four-wheel drive mode, two-wheel drive mode, and parking gear, respectively. In this embodiment, the position indicator is a contact 51 fixed to the end face of the shift hub gear 32, and the position sensor is a contact switch 52 fixed to the transmission housing. The contact switch 52 is used to contact or separate from the contact 51 to detect whether the shift hub 31 has reached the predetermined rotation position corresponding to each mode. Position is determined by contact on / off, resulting in a simple structure and low cost. In other embodiments, the position indicator can also be a magnet fixed to the end face of the shift hub gear 32, and the position sensor can be a Hall sensor fixed to the transmission housing. The Hall sensor is used to sense the magnetic field of the magnet to detect whether the shift hub 31 has reached the predetermined rotation position corresponding to each mode. This non-contact detection method offers good durability.

[0033] To improve the smoothness of gear shifting and avoid shift shock, a flexible connection structure is provided between the shift hub gear 32 and the shift hub 31 to allow relative rotation between the two. For example... Figure 3 As shown, the flexible connection structure includes a torsion spring bracket 35 fixed to the shift hub 31 and a torsion spring 36 disposed between the torsion spring bracket 35 and the shift hub gear 32. The torsion spring bracket 35 and the shift hub gear 32 respectively have a first connecting lug 351 and a second connecting lug (not shown in the figure) that cooperate with each other. The center of the torsion spring 36 is sleeved on the shift hub 31. The torsion spring arm acts on the first connecting lug 351 and the second connecting lug to apply a preload, thereby allowing the shift hub gear 32 and the shift hub 31 to rotate relative to each other while making them tend to rotate synchronously. This flexible connection structure can prevent damage caused by the strong torque of the drive motor 41 when the shift sleeve 22 and the first axle drive shaft 12 or the parking sleeve 21 are in a tooth-to-tooth situation, and improves the smoothness of the shifting process.

[0034] To provide auxiliary return thrust when disengaging from parking gear and to help the shift sleeve 22 disengage more smoothly, a spring-loaded return mechanism is provided between the shift sleeve 22 and the parking sleeve 21. For example... Figure 4As shown, the elastic reset mechanism includes at least one elastic element and a support member for supporting the elastic element. A structure is provided between the support member and the shift sleeve 22 to allow relative rotation between the two. The elastic element acts between the support member and the parking sleeve 21. In this embodiment, the elastic reset mechanism specifically includes several circumferentially distributed reset springs 23 (elastic elements) and spring seats 24 (support members) for supporting the reset springs 23. The spring seat 24 includes an annular base plate 241 and several support rods 242 fixed to the end face of the annular base plate 241. The annular base plate 241 is embedded in the end face of the shift sleeve 22, and a planar bearing 25 is provided between it and the shift sleeve 22 to allow relative rotation between the two. The support rods 242 are distributed circumferentially, and the reset springs 23 are correspondingly sleeved on the support rods 242. Several blind holes 212 for accommodating the reset springs 23 are opened on the end face of the parking sleeve 21 facing the shift sleeve 22. One end of the reset spring 23 abuts against the annular base plate 241, and the other end extends into the blind hole 212 and abuts against the bottom of the hole.

[0035] The working process of this utility model is as follows: In two-wheel drive mode, the shift sleeve 22 is in the middle position, not connected to the first axle drive shaft 12, nor engaged with the parking sleeve 21. The vehicle power is transmitted to the second axle (e.g., the rear axle) through the output shaft 11 of the gearbox to realize the two-wheel drive function. At this time, the contact 51 on the end face of the shift hub gear 32 is in the position corresponding to the two-wheel drive mode, contacts the corresponding contact switch 52, and feeds back the current status to the vehicle control system. When switching to four-wheel drive mode is required, the drive motor 41 rotates to the design position in the predetermined direction, drives the shift hub gear 32 through the drive gear 42, and then rotates the shift hub 31. The annular curved groove 311 on the shift hub 31 drives the shift fork 33 to move the shift sleeve 22 along the output shaft 11 toward the first axle drive shaft 12 until it engages with the external spline of the first axle drive shaft 12 to achieve a locked connection. The vehicle power is transmitted to the second axle and the first axle (i.e., the front and rear axles) simultaneously through the output shaft 11 to achieve the four-wheel drive function. At this time, the contact 51 rotates with the shift hub gear 32 to reach the predetermined rotation position of the corresponding four-wheel drive mode, contacts the corresponding contact switch 52, and feeds back the current status to the vehicle control system. When the parking gear needs to be engaged, the drive motor 41 rotates to the design position in the opposite direction to entering the four-wheel drive mode, driving the drive gear 42 to reverse, thereby causing the shift hub gear 32 and shift hub 31 to reverse, thereby causing the shift fork 33 to move axially along the shift fork shaft 34, so as to move the shift sleeve 22 towards the parking sleeve 21 until it engages with the end face teeth of the parking sleeve 21 to achieve a locked connection. Since the parking sleeve 21 is fixedly connected to the gearbox housing and cannot rotate, the output shaft 11 is locked, realizing the parking function; at this time, the contact 51 rotates with the shift hub gear 32 to reach the predetermined rotation position of the corresponding parking gear, contacts the corresponding contact switch 52, and feeds back the current status to the vehicle control system; During the engagement of the shift sleeve 22 with the first axle drive shaft 12 or the parking sleeve 21, a tooth-on-tooth situation is likely to occur. At this time, the shift hub 31 stops rotating, and the shift hub gear 32, driven by the drive gear 42, overcomes the preload of the torsion spring 36 and further twists the torsion spring 36, so that the shift hub gear 32 and the shift hub 31 rotate relative to each other and continue to rotate to the target position, avoiding damage to the drive motor 41 due to rigid connection and strong torque; at the same time, the further twisted torsion spring 36 applies a continuous driving force to the shift hub 31. Once the tooth-on-tooth situation is eliminated, the shift fork 33 can be driven by the driving force of the torsion spring 36 to move the shift sleeve 22 to continue to move and complete the engagement, thus completing the shift. Example 2

[0036] This utility model also provides a gearbox, such as Figure 5 and Figure 6 As shown, the transmission includes the two-wheel drive switching and parking integrated mechanism with position calibration described in Embodiment 1. The parking gear sleeve 21, shift gear sleeve 22, shift execution component 3 and position calibration component 5 are all installed in the transmission housing 61. The drive motor 41 of the shift drive component 4 is fixedly installed outside the transmission housing 61. Its motor shaft (drive output part) extends into the transmission housing 61 and is connected to the drive gear 42 of the shift execution component 3, driving the drive gear 42 to rotate so as to drive the shift hub gear 32 and the shift hub 31 to rotate.

[0037] The gearbox also includes an input shaft assembly 62, an intermediate shaft assembly 63, and an output shaft assembly 64 installed in the gearbox housing 61. The input shaft assembly 62, the intermediate shaft assembly 63, and the output shaft assembly 64 are arranged in parallel and meshed for transmission. The input shaft assembly 62 is used to connect to the vehicle power source, and the output shaft assembly 64 includes the aforementioned output shaft 11.

[0038] It is understood that those skilled in the art can make various other corresponding changes and modifications based on the technical concept of this utility model, and all such changes and modifications should fall within the protection scope of the claims of this utility model.

Claims

1. A two-wheel drive / four-wheel drive switching and parking integrated mechanism with position calibration, mounted on the output shaft of a transmission, wherein one end of the output shaft is coaxially and rotatably connected to a first axle drive shaft, and the other end is connected to a second axle drive shaft, characterized in that, The integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration includes: The parking sleeve is fixedly connected to the gearbox housing and can be rotatably fitted onto the output shaft; The shift sleeve is circumferentially fixed and axially movable, and is sleeved on the output shaft. The shift sleeve is located between the first axle drive shaft and the parking sleeve in the axial direction. It is provided with a mutually cooperating circumferential locking connection structure with the first axle drive shaft and the parking sleeve. When the shift sleeve is in the middle position, it is in two-wheel drive mode. When it is locked to the first axle drive shaft, it is in four-wheel drive mode. When it is locked to the parking sleeve, it is in parking gear. The shift actuator is used to drive the shift sleeve to move axially to switch between four-wheel drive mode, two-wheel drive mode and parking gear; A shift drive component is used to drive the shift execution component to operate. The position calibration component includes a position indicator that moves synchronously with the moving parts of the shift actuator, and three fixed position sensors. The three position sensors are used to detect the position indicator to determine whether the shift actuator has reached a predetermined state corresponding to the four-wheel drive mode, two-wheel drive mode, and parking gear, respectively.

2. The integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration according to claim 1, characterized in that: The shifting actuator includes a shift hub, a shift hub gear, a shift fork, and a shift fork shaft. The shift hub and shift fork shaft are arranged parallel to the output shaft. The shift hub gear is connected to the shift hub and drives the shift hub to rotate. The shift fork is slidably fitted on the shift fork shaft and connected to the shift sleeve. Through its cooperation with the shift hub, the shift fork moves axially along the shift fork shaft in response to the rotation of the shift hub, thereby driving the shift sleeve to move axially to switch between four-wheel drive mode, two-wheel drive mode, and parking gear.

3. The two-wheel drive / four-wheel drive switching and parking integrated mechanism with position calibration according to claim 2, characterized in that: The outer circumferential surface of the shift hub is provided with an annular curved groove, which is composed of three groove segments with different axial positions, namely a four-wheel drive groove segment, a two-wheel drive groove segment, and a parking groove segment connected in sequence, corresponding to four-wheel drive mode, two-wheel drive mode, and parking gear. The shift fork is provided with a shift head that slides in the annular curved groove. The rotation of the shift hub causes the shift head to slide along the annular curved groove, thereby driving the shift fork to move axially along the shift fork shaft.

4. The two-wheel drive / four-wheel drive switching and parking integrated mechanism with position calibration according to claim 2 or 3, characterized in that: A flexible connection structure is provided between the shift hub gear and the shift hub, which includes a torsion spring bracket fixed to the shift hub and a torsion spring disposed between the torsion spring bracket and the shift hub gear. The torsion spring bracket and the shift hub gear respectively have a first connecting ear and a second connecting ear that cooperate with each other. The torsion spring arm acts on the first connecting ear and the second connecting ear to apply a preload, thereby allowing the shift hub gear and the shift hub to rotate relative to each other while making them tend to rotate synchronously.

5. The integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration according to claim 2, characterized in that: The position indicator is a contact fixed on the end face of the shift hub gear, and the position sensor is a contact switch fixed to the gearbox housing. The contact switch is used to contact or separate from the contact to detect whether the shift hub has reached the predetermined rotation position corresponding to each mode.

6. The two-wheel drive / four-wheel drive switching and parking integrated mechanism with position calibration according to claim 2, characterized in that: The position indicator is a magnet fixed on the end face of the shift hub gear, and the position sensor is a Hall sensor fixed to the gearbox housing. The Hall sensor is used to sense the magnetic field of the magnet to detect whether the shift hub has reached the predetermined rotation position corresponding to each mode.

7. The integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration according to claim 1, characterized in that: An elastic reset mechanism is provided between the shift sleeve and the parking sleeve. The elastic reset mechanism includes at least one elastic element and a support member for supporting the elastic element. A structure is provided between the support member and the shift sleeve to allow relative rotation between the two. The elastic element acts between the support member and the parking sleeve.

8. The two-wheel drive / four-wheel drive switching and parking integrated mechanism with position calibration according to claim 1, characterized in that: The inner circumferential surface of the shift sleeve is provided with an internal spline, and the outer circumferential surface of the output shaft is provided with an external spline. The internal spline of the shift sleeve meshes with the external spline of the output shaft to achieve circumferential fixation and axial movement. The outer circumferential surface of the first axle drive shaft near the shift sleeve is provided with an external spline. When the internal spline of the shift sleeve meshes with the external spline of the first axle drive shaft, a circumferential locking connection is achieved between the two. The parking sleeve and the shift sleeve are respectively provided with mating end face teeth on their opposite end faces. When the two end face teeth mesh, a circumferential locking connection is achieved between the two.

9. The integrated two-wheel drive / four-wheel drive switching and parking mechanism with position calibration according to claim 2, characterized in that: The shift drive assembly includes a drive motor and a drive gear. The drive gear meshes with the shift hub gear, and the drive motor drives the drive gear to rotate, thereby driving the shift hub gear and the shift hub to rotate.

10. A gearbox, characterized in that: The system includes a two-wheel drive and four-wheel drive switching and parking integrated mechanism with position calibration as described in any one of claims 1 to 9, wherein the parking gear sleeve, shift gear sleeve, shift execution component and position calibration component are all installed in the transmission housing, the shift drive component is installed on the transmission housing, and its drive output portion extends into the transmission housing and is connected to the shift execution component.

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