Gear shift drum structure and gearbox module

Abstract

The utility model provides a kind of gear shift drum structure and gearbox module, it increases parking gear area in forward gear area and reverse gear area, wherein, target forward gear chute and reverse gear chute in parking gear area include forward gear combination area and reverse gear combination area respectively, are respectively used for forward gear and reverse gear, and the holding area of forward gear combination area and reverse gear combination area is at least partially aligned, and parking gear and reverse gear are simultaneously in gear in alignment area, the torque on output shaft is opposite to be transmitted to forward gear and reverse gear, can form interlock, and then lock output shaft, realize the mechanical locking of parking.The parking gear area of the utility model can be simultaneously hung on forward gear and reverse gear, form interlock, realize mechanical parking using the original gear transmission system of gearbox, without additional parking ratchet and pawl mechanism, can effectively reduce the structural complexity and cost of gearbox, provide convenience for the miniaturization of gearbox.

Description

Technical Field

[0001] This utility model relates to the field of gearbox technology, and in particular to a shift drum structure and a gearbox module. Background Technology

[0002] To prevent vehicles from rolling away after parking, all vehicles are equipped with a parking system. When the vehicle is parked, activating the parking system locks the transmission drive, thereby locking the output shaft and wheels to prevent the vehicle from rolling away.

[0003] In existing technologies, automatic transmissions mainly rely on dedicated parking ratchet and pawl mechanisms to achieve parking. These mechanisms are connected separately to the transmission's drive chain, requiring a certain amount of installation space, which is not conducive to the miniaturization of the transmission. Furthermore, they require additional parts, increasing the structural complexity and cost of the transmission. Utility Model Content

[0004] Based on this, the purpose of this utility model is to provide a shift drum structure and a transmission module to solve the problems in the prior art where the transmission parking system requires additional space, which is not conducive to the miniaturization of the transmission, and requires additional parts, which increases the structural complexity and cost of the transmission.

[0005] This utility model provides a shift drum structure, including: a shift drum body, wherein the shift drum body is provided with multiple grooves for driving a synchronizer, so as to form multiple gear areas in the circumferential direction of the shift drum body through the multiple grooves. The gear area includes multiple forward gear areas, reverse gear areas and parking gear areas arranged sequentially along the circumference of the shift drum body; The target forward gear groove and reverse gear groove in the parking gear area respectively include a forward gear engagement area and a reverse gear engagement area, and the holding areas of the forward gear engagement area and the reverse gear engagement area are at least partially aligned.

[0006] Optionally, the length of the reverse gear engagement area is less than the length of the holding area of ​​the forward gear engagement area, and the starting point of the reverse gear engagement area is after the starting point of the holding area of ​​the forward gear engagement area, so that the engagement of the reverse gear synchronizer occurs after the forward gear synchronizer is fully engaged.

[0007] Optionally, the endpoints of the holding areas of the forward gear engagement area and the reverse gear engagement area are synchronized, and are respectively the endpoints of the corresponding forward gear groove and the reverse gear groove.

[0008] This utility model also provides a gearbox module, including: A first output shaft is provided with a reverse gear synchronizer, a reverse gear, and a first output gear. The reverse gear is loosely fitted on the first output shaft, and the first output gear is fixed on the first output shaft. A second output shaft is provided with a target forward gear synchronizer, a target forward gear, and a second output gear. The target forward gear is loosely fitted on the second output shaft, and the second output gear is fixed on the second output shaft. In the aforementioned shift drum structure, the target forward gear slide groove and the reverse gear slide groove of the shift drum structure are respectively driven and connected to the reverse gear synchronizer and the shift finger of the target forward gear synchronizer. Wherein, the first output gear and the second output gear are both engaged with the third output gear, the reverse gear is engaged with the target forward gear, and the target forward gear is engaged with the input gear.

[0009] Optionally, a spring is also fitted on the reverse gear synchronizer's reverse gear finger shaft, with one end of the spring connected to the reverse gear finger shaft and the other end connected to the reverse gear finger.

[0010] This invention extends the functional area of ​​the sliding groove on the shift drum body used to drive the synchronizer, adding a parking gear area after the forward and reverse gear areas. The target forward and reverse gear sliding grooves in the parking gear area each include a forward gear engagement area and a reverse gear engagement area, used for engaging forward and reverse gears respectively. The holding areas of the forward and reverse gear engagement areas are at least partially aligned, corresponding to simultaneous forward and reverse gear engagement. The torque transmitted to the output shaft by the forward and reverse gears is opposite, forming an interlock and locking the output shaft, thus achieving mechanical parking. The parking gear area of ​​this invention's shift drum structure can simultaneously engage forward and reverse gears, forming an interlock. It utilizes the original gear transmission system to achieve mechanical parking, eliminating the need for additional parking ratchet and pawl mechanisms, effectively reducing the structural complexity and cost of the transmission, and facilitating transmission miniaturization. Attached Figure Description

[0011] Figure 1 This is a schematic diagram showing the unfolded slide groove structure of the shift drum structure in the embodiment of this utility model; Figure 2 This is a schematic diagram of the groove structure of the parking gear area of ​​the shift drum structure in this embodiment of the utility model; Figure 3 This is a schematic diagram of the parking principle of the gearbox module in this embodiment of the utility model; Figure 4 This is a schematic diagram of the main physical structure of the gearbox module in this embodiment of the present utility model.

[0012] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this utility model. Detailed Implementation

[0013] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0014] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0015] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0016] To address the issues of existing transmission parking systems requiring additional space, hindering miniaturization, and necessitating additional parts that increase structural complexity and cost, this invention provides a shift drum structure. The functional area of ​​the sliding groove used to drive the synchronizer on the shift drum body is extended, and a parking zone is added after the forward and reverse gear areas. The target forward and reverse gear sliding grooves in the parking zone each include forward and reverse engagement areas, used for engaging forward and reverse gears respectively. The holding areas of the forward and reverse engagement areas are at least partially aligned, corresponding to simultaneous forward and reverse gear engagement. The torque transmitted to the output shaft by forward and reverse gears is opposite, forming an interlock that locks the output shaft, achieving mechanical parking. This eliminates the need for additional parking ratchet and pawl mechanisms, effectively reducing the structural complexity and cost of the transmission and facilitating miniaturization.

[0017] Specifically, such as Figure 1As shown, this embodiment takes a six-speed forward gearbox as an example. The shift drum structure has four grooves on the shift drum body for driving synchronizers, including a first groove S01, a second groove S02, a third groove S03, and a fourth groove S04, which are used to drive the four synchronizers respectively. Multiple gear areas are formed in the circumferential direction of the shift drum body through the grooves. By combining the position states of each synchronizer with each groove, the six forward gears, reverse gear, and parking gear can be engaged and driven.

[0018] The six forward gear, reverse gear, and parking gear areas are sequentially arranged along the circumference of the shift drum body, as shown in the unfolded state. Figure 1 As shown. Among them, as Figure 2 As shown, the target forward gear slide groove (first slide groove S01) and reverse gear slide groove (second slide groove S02) in the parking gear area respectively include a forward gear engagement area A1 and a reverse gear engagement area A2, and the holding areas (first holding area A11 and second holding area A21) of the forward gear engagement area A1 and the reverse gear engagement area A2 are at least partially aligned. The aligned areas correspond to the target forward gear and reverse gear being in gear at the same time, mechanically interlocked, to realize parking.

[0019] To facilitate gear engagement while parking, in this embodiment, the length of the reverse gear engagement area A2 is shorter than the length of the holding area (first holding area A11) of the forward gear engagement area A1, and the starting point of the reverse gear engagement area A2 is after the starting point of the holding area of ​​the forward gear engagement area A1. This ensures that the reverse gear synchronizer engages only after the forward gear synchronizer is fully engaged. That is, reverse gear engagement is performed only after the target forward gear is engaged, avoiding the problem of simultaneous tooth-to-tooth contact between the two synchronizers, which could prevent successful gear engagement.

[0020] The parking gear is set after the reverse gear. To ensure parking reliability, in this embodiment, the endpoints of the holding areas of the forward gear engagement area A1 and the reverse gear engagement area A2 are synchronized and are the endpoints of the corresponding forward gear slide and reverse gear slide, respectively.

[0021] This utility model also provides a gearbox module, including the aforementioned shift drum structure 60, the structure of which is as follows: Figure 3 and Figure 4 As shown, when parking, the target forward gear and reverse gear are engaged simultaneously. Parking is achieved through mechanical interlocking of the gears of the target forward gear and reverse gear, eliminating the need for additional parking ratchet and pawl mechanisms. This effectively reduces the structural complexity and cost of the transmission and facilitates the miniaturization of the transmission.

[0022] Specifically, the first output shaft 10 is provided with a reverse gear synchronizer S3, a reverse gear 11 and a first output gear 12. The reverse gear 11 is loosely fitted on the first output shaft, and the first output gear 12 is fixed on the first output shaft 10. When the reverse gear synchronizer 11 is engaged, the reverse gear 11 is connected to the first output shaft 10 through the reverse gear synchronizer 11.

[0023] The second output shaft 20 is provided with a target forward gear synchronizer S1, a target forward gear 21, and a second output gear 22. The target forward gear 21 is loosely fitted on the second output shaft 20, and the second output gear 22 is fixed on the second output shaft 20.

[0024] The first output gear 12 and the second output gear 22 are both meshed with the third output gear 31, which is connected to the wheel axle to transmit the output torque of the first output shaft 10 and the second output shaft 20 to the wheel.

[0025] The reverse gear 11 meshes with the target forward gear 21, which in turn meshes with the input gear 41, so that the torque of the input shaft 40 is transmitted to the reverse gear 11 and the target forward gear 21 through the input gear 41. The target forward gear slide and the reverse gear slide of the shift drum structure 60 are respectively driven and connected to the corresponding fingers of the reverse synchronizer S3 and the target forward gear synchronizer S1 to drive each synchronizer.

[0026] When reversing, the reverse gear synchronizer S3 engages, and the target forward gear synchronizer S1 disengages. The torque of the input shaft 40 is transmitted to the target forward gear 21 through the input gear 41, and then through the target forward gear 21, reverse gear 11, and reverse gear synchronizer S3 to the first output shaft 10, which outputs torque. At this time, the reverse gear 11 and the target forward gear 21 are engaged, and the target forward gear 21 is disengaged on the second output shaft 20, which is unloaded. The target forward gear synchronizer S1 disengages, and the second output shaft 20 has no output.

[0027] When the target forward gear is engaged, the target forward gear synchronizer S1 engages, and the reverse gear synchronizer S3 disengages. The torque of the input shaft 40 is transmitted to the second output shaft 20 through the input gear 41, the target forward gear 21, and the target forward gear synchronizer S1, and the second output shaft 20 outputs power. At this time, the reverse gear 11 meshes with the target forward gear 21, and the reverse gear 11 is loosely engaged on the first output shaft 10. The reverse gear synchronizer S3 disengages, and the first output shaft 10 has no output. When parking, the target forward gear synchronizer S1 and the reverse gear synchronizer S3 are engaged simultaneously. The first output shaft 10 and the second output shaft 20 are mechanically engaged with the target forward gear 21 through the reverse gear 11, limiting the first output shaft 10 and the second output shaft 20 to rotate only in opposite directions. On the other hand, the first output gear 12 and the second output gear 22 are mechanically engaged with the third output gear 31. The rotation trend of the third output gear 31 drives the first output shaft 10 and the second output shaft 20 to rotate in the same direction, while the first output shaft 10 and the second output shaft 20 can only rotate in opposite directions, thereby locking the third output gear 31 and realizing parking.

[0028] When engaging a forward gear, the target forward gear 21 and reverse gear 11 are initially loosely mounted on their respective output shafts. When the tooth structure of the target forward gear synchronizer S1 and the target forward gear 21 is mismatched, the engagement action of the target forward gear synchronizer S1 can drive the target forward gear 21 and reverse gear 11 to rotate freely until the target forward gear synchronizer S1 and the target forward gear 21 mesh and engage, thus achieving the engagement of the target forward gear.

[0029] After the target forward gear is engaged, the target forward gear synchronizer S1 and the target forward gear 21 are mechanically locked to the third output gear 31, preventing them from idling. Reverse gear is engaged last. To prevent mismatch between the meshing state of the reverse gear synchronizer S3 and the reverse gear 11 when the target forward gear is engaged, thus preventing smooth engagement, in this embodiment, a spring 52 is also fitted on the reverse gear shift pin shaft 50 of the reverse gear synchronizer S3. One end of the spring 52 is connected to the reverse gear shift pin shaft 50, and the other end is connected to the reverse gear shift pin 51. When there is a collision between the teeth of the reverse gear synchronizer S3 and the reverse gear 11, the spring 52 compresses. After the vehicle rolls a short distance (due to the difference in tooth meshing between the reverse gear synchronizer S3 and the reverse gear 11), the spring 52 pushes the reverse gear synchronizer S3 to continue engaging with the reverse gear 11, thus achieving reverse gear engagement. The reverse gear is usually relatively independent and has sufficient design space to install the spring 52.

[0030] The shift drum structure and gearbox module provided by this utility model extend the functional area of ​​the slide groove on the shift drum body used to drive the synchronizer. A parking gear area is added after the forward and reverse gear areas. The target forward and reverse gear slide grooves in the parking gear area each include a forward gear engagement area and a reverse gear engagement area, respectively used for engaging forward and reverse gears. The holding areas of the forward and reverse gear engagement areas are at least partially aligned, corresponding to simultaneous forward and reverse gear engagement. The torque transmitted to the output shaft by the forward and reverse gears is opposite, forming an interlock, thereby locking the output shaft and achieving mechanical locking for parking. Parking is achieved without the need for additional parking ratchet and pawl mechanisms, effectively reducing the structural complexity and cost of the gearbox and facilitating gearbox miniaturization.

[0031] It should be noted that the clutch disengages when parking to prevent damage caused by the active power engagement. The parking design of this utility model mainly focuses on the locking design of the transmission link of the gearbox to achieve mechanical locking parking. The clutch disengagement control is not limited and will not be described in detail here, nor is it particularly limited. That is, the clutch control during parking can be selected according to actual needs, such as automatic control by the automatic control system of the gearbox, or the clutch drive groove is set on the shift drum, etc.

[0032] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0033] The embodiments described above are merely illustrative of several specific implementations of this utility model, and while the descriptions are detailed, they should not be construed as limiting the scope of protection of this utility model. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these modifications and improvements all fall within the scope of protection of this utility model. Therefore, the scope of protection of this utility model patent should be determined by the appended claims.

Claims

1. A shift drum structure, characterized in that, include: The shift drum body has multiple grooves for driving the synchronizer, forming multiple gear areas circumferentially through these grooves. The gear area includes multiple forward gear areas, reverse gear areas and parking gear areas arranged sequentially along the circumference of the shift drum body; The target forward gear groove and reverse gear groove in the parking gear area respectively include a forward gear engagement area and a reverse gear engagement area, and the holding areas of the forward gear engagement area and the reverse gear engagement area are at least partially aligned.

2. The shift drum structure according to claim 1, characterized in that, The length of the reverse gear engagement area is less than the length of the holding area of ​​the forward gear engagement area, and the starting point of the reverse gear engagement area is after the starting point of the holding area of ​​the forward gear engagement area, so that the engagement of the reverse gear synchronizer occurs after the forward gear synchronizer is fully engaged.

3. The shift drum structure according to claim 2, characterized in that, The endpoints of the holding areas of the forward gear engagement area and the reverse gear engagement area are synchronized, and are respectively the endpoints of the corresponding forward gear groove and the reverse gear groove.

4. A gearbox module, characterized in that, include: A first output shaft is provided with a reverse gear synchronizer, a reverse gear, and a first output gear. The reverse gear is loosely fitted on the first output shaft, and the first output gear is fixed on the first output shaft. A second output shaft is provided with a target forward gear synchronizer, a target forward gear, and a second output gear. The target forward gear is loosely fitted on the second output shaft, and the second output gear is fixed on the second output shaft. According to any one of claims 1 to 3, the target forward gear slide groove and the reverse gear slide groove of the shift drum structure are respectively driven and connected to the reverse gear synchronizer and the shift finger of the target forward gear synchronizer; Wherein, the first output gear and the second output gear are both engaged with the third output gear, the reverse gear is engaged with the target forward gear, and the target forward gear is engaged with the input gear.

5. The gearbox module according to claim 4, characterized in that, A spring is also fitted on the reverse gear synchronizer's reverse gear finger shaft, with one end of the spring connected to the reverse gear finger shaft and the other end connected to the reverse gear finger.

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