Shift mechanism, powertrain, and vehicle

Abstract

The utility model discloses a gear shifting mechanism, power assembly and vehicle, gear shifting mechanism includes gear shifting axle, shift fork and elastic push element, and the first through -hole of gear shifting axle is formed with along the radial through, and the shift fork is set up in the outer periphery of gear shifting axle and can be opposite gear shifting axle along the axial movement arrangement, and the second through -hole of shift fork is formed with along the radial through, and the axial length of second through -hole and first through -hole is equal and at least partly overlaps in the radial, and elastic push element has initial state and compression state, and when first through -hole and second through -hole partly overlap, be in compression state, and when first through -hole and second through -hole completely overlap, be in initial state. According to the gear shifting mechanism of the utility model, through setting up elastic push element, realize the rebound force of using elastic push element and push shift fork movement to complete gear shifting, realize the shock of using the buffer effect of elastic push element can reduce gear shifting, reduce the risk of gear tooth, and improve the success rate of gear shifting.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and in particular to a gear shifting mechanism, a powertrain, and a vehicle. Background Technology

[0002] In a vehicle's powertrain, a synchronizer is typically used to achieve the gear shifting process. It synchronizes the gear speeds through friction, thereby enabling smooth gear shifting.

[0003] In related technologies, to achieve rapid synchronization, synchronizers need to have a large synchronization capacity and consume a high amount of frictional work, leading to increased wear on friction components and a shortened service life. During gear shifting, synchronizers are prone to gear misalignment or gear grinding, which not only affects the success rate of gear shifting but may also damage the gears. To improve the success rate of gear shifting, a retry strategy is usually adopted, which involves re-attempting synchronization and engagement when a gear shift fails. However, multiple retries significantly prolong the shifting time, resulting in increased power interruption time and affecting driving comfort and power responsiveness. Utility Model Content

[0004] This utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this utility model is to provide a gear shifting mechanism. According to the gear shifting mechanism of this utility model, by setting an elastic pusher, the elastic pusher's rebound force drives the shift fork to move, thereby completing gear shifting. The buffering effect of the elastic pusher reduces shifting impact, lowers the risk of gear grinding, and improves the success rate of gear shifting.

[0005] This utility model also proposes a powertrain having the above-mentioned shifting mechanism.

[0006] This utility model also proposes a vehicle having the above-mentioned powertrain.

[0007] The shifting mechanism according to this utility model includes: a shifting shaft having a first through hole extending radially; a shift fork sleeved on the outer periphery of the shifting shaft and axially movable relative to the shifting shaft, the shift fork having a second through hole extending radially, the second through hole having the same axial length as the first through hole and at least partially overlapping radially; at least a portion of an elastic pusher is received within the first through hole, and at least another portion of the elastic pusher is received within the second through hole; the elastic pusher has an initial state and a compressed state, being in a compressed state when the first through hole and the second through hole partially overlap, and in an initial state when the first through hole and the second through hole completely overlap.

[0008] According to the shifting mechanism of this utility model, the elastic pusher has an initial state and a compressed state. It is in the compressed state when the first through hole and the second through hole partially overlap, and in the initial state when the first through hole and the second through hole completely overlap. In the initial state, the shift shaft and the shift fork are in a specific relative position, such that the first and second through holes completely overlap. When a shifting operation is required, the shift shaft moves relative to the shift fork. As the shift shaft moves, the first and second through holes begin to intersect and partially overlap. During this process, the elastic pusher is compressed, resulting in elastic deformation and a compressed state. It should be noted that the elastic pusher in the initial state can be in a completely naturally extended state, or it can be compressed to generate a preload; the elastic pusher compressed in the initial state will become a compressed state.

[0009] After undergoing elastic deformation, the elastic pusher component tends to recover its deformation, which is then converted into a force that propels the shift fork. Since the shift fork is mounted on the shift shaft and can move axially relative to it, the elastic pusher component's rebound force causes the shift fork to move axially along the shift shaft. This movement of the shift fork drives the connected shifting components, thus achieving gear shifting. The elastic pusher component recovers its initial state to propel the shift fork, utilizing its rebound force to move the shift fork. This allows the shift fork to follow the shift shaft under the action of the elastic pusher component, completing gear shifting. The buffering effect of the elastic pusher component reduces shifting shock and lowers the risk of gear grinding. Furthermore, because the elastic pusher component can adaptively adjust the shift fork's position, when encountering resistance or deviation during shifting, it can absorb and release energy through elastic deformation, helping the shift fork move more accurately to the target position, thereby improving the success rate of gear shifting.

[0010] According to some embodiments of the present invention, the elastic pushing member includes: a stop member, at least a portion of which is received in a first through hole, and at least another portion of which is received in a second through hole, wherein the stop members are configured to be two spaced apart axially on the shift shaft, and one stop member moves toward the other stop member when the first through hole and the second through hole intersect each other; and an elastic member, one end of which is connected to one stop member, and the other end of which is connected to the other stop member, wherein the elastic member is compressed when moving toward the other stop member and pushes the other stop member to move by rebound.

[0011] According to some embodiments of the present invention, the elastic element is constructed as a spring sleeved on the outer periphery of the shift shaft, and the portions of the two stop members protruding from the first through hole respectively stop against the two ends of the spring.

[0012] According to some embodiments of the present invention, each of the stop members has flanges extending toward the other stop member at both ends, and an elastic member is disposed between the two flanges to restrict the radial movement of the elastic member.

[0013] According to some embodiments of the present invention, a radially extending paddle is provided on the outer peripheral wall of the shift shaft, and the paddle and the end of the shift fork are spaced apart axially.

[0014] According to some embodiments of the present invention, the shifting mechanism further includes: a housing, a sliding space formed within the housing, the shifting shaft being axially movably disposed within the sliding space, the housing having a guide hole extending axially and opening radially, the shift block passing through the guide hole; wherein at least a portion of the shift fork is received within the guide hole; the housing includes a first limiting portion and a second limiting portion, the first limiting portion and the second limiting portion being axially spaced apart and forming the guide hole between them; wherein one of the first limiting portion and the second limiting portion can abut against the shift block on one axial side, and the other of the first limiting portion and the second limiting portion can abut against the shift fork on the other axial side, thereby limiting the axial movement range of the shifting shaft.

[0015] According to some embodiments of the present invention, the shift shaft is constructed as a plurality of shafts arranged sequentially along the axial direction within the sliding space, and each shift shaft is correspondingly provided with the shift fork, the elastic pusher and the shift block. The guide hole is constructed as a plurality of holes spaced apart along the axial direction of the housing, and the plurality of guide holes are arranged one-to-one with the plurality of shift shafts. The shift block on each shift shaft passes through one of the guide holes.

[0016] According to some embodiments of the present invention, the shift fork includes: a mating part, which is sleeved on the outer periphery of the shift shaft and has a second through hole; and a body part, which is connected to the outer peripheral wall of the mating part and extends radially, and has a shift fork opening.

[0017] The powertrain according to this utility model is briefly described below.

[0018] The powertrain according to this utility model includes a first motor and a second motor. The first motor is provided with a first output shaft, and the second motor is provided with a second output shaft coaxially arranged with the first output shaft. A first shifting component is movably arranged on the first output shaft or the second output shaft, and the first shifting component is adapted to selectively connect or disconnect the first output shaft from the second output shaft. An intermediate shaft is provided, and a second shifting component is movably arranged on the intermediate shaft, and the second shifting component is adapted to selectively link the intermediate shaft with the first output shaft or the second output shaft. A shifting mechanism is constructed as described in any of the above embodiments, and the shift fork of the shifting mechanism is connected to the first shifting component or the second shifting component.

[0019] Since the powertrain according to this utility model includes the shifting mechanism described in any of the above embodiments, the powertrain according to this utility model improves the smoothness of power transmission, effectively buffers shifting shocks, reduces mechanical wear, and enhances shifting accuracy and response speed.

[0020] The vehicle according to this utility model is briefly described below.

[0021] The vehicle according to this utility model includes the powertrain described in any of the above embodiments. Because the vehicle according to this utility model includes the powertrain described in any of the above embodiments, the vehicle according to this utility model offers smooth and successful gear shifting, improving the driving experience and vehicle reliability.

[0022] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of a shifting structure according to an embodiment of the present invention; Figure 2 This is a cross-sectional schematic diagram of a shifting structure according to an embodiment of the present invention; Figure 3 This is another cross-sectional schematic diagram of a shifting structure according to an embodiment of the present invention; Figure 4 This is an assembly diagram of the shift shaft and shift fork of a shift structure according to an embodiment of the present utility model; Figure 5 This is a schematic diagram of the powertrain architecture according to an embodiment of the present invention; Figure 6 yes Figure 5 The diagram shows the operating mode of the powertrain in the embodiment shown.

[0024] Figure label: 1. Gear shifting mechanism; 11. Shift shaft; 111. First through hole; 112. Pulley block; 12. Shift fork; 121. Second through hole; 122. Mating part; 123. Body part; 1231. Shift fork opening; 13. Elastic pusher; 131. Stopper; 1311. Flange; 132. Elastic component; 14. Housing; 141. Sliding space; 142. Guide hole; 143. First limiting part; 144. Second limiting part; 2. Powertrain; 21. First motor; 22. Second motor; 23. First shifting component; 24. Engine; 25. Clutch; 26. Intermediate shaft; 27. Second shifting component; 28. Power output shaft. Detailed Implementation

[0025] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0026] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more. In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0027] In related technologies, to achieve rapid synchronization, synchronizers need to have a large synchronization capacity and consume a high amount of frictional work, leading to increased wear on friction components and a shortened service life. During gear shifting, synchronizers are prone to gear misalignment or gear grinding, which not only affects the success rate of gear shifting but may also damage the gears. To improve the success rate of gear shifting, a retry strategy is usually adopted, which involves re-attempting synchronization and engagement when a gear shift fails. However, multiple retries significantly prolong the shifting time, resulting in increased power interruption time and affecting driving comfort and power responsiveness.

[0028] The following is for reference. Figures 1-5 The shifting mechanism 1 according to an embodiment of the present utility model is described.

[0029] like Figures 1-4 As shown, the shifting mechanism 1 according to this utility model includes a shift shaft 11, a shift fork 12, and an elastic pusher 13. The shift shaft 11 has a first through hole 111 extending radially. The first through hole 111 penetrates through the side of the shift shaft 11, providing a spatial basis for the subsequent installation and function of the elastic pusher 13. The shift shaft 11 is used to transmit power and guide the movement direction of the shift fork 12 during shifting.

[0030] The shift fork 12 is sleeved on the outer periphery of the shift shaft 11 and is axially movable relative to the shift shaft 11. This allows for relative axial movement between the shift shaft 11 and the shift fork 12 when the shift shaft 11 moves axially. The axial movement of the shift shaft 11 drives the shift fork 12 to move, thereby causing the shifting component connected to the shift fork 12 to switch gears. The second through hole 121 has the same axial length as the first through hole 111 and at least partially overlaps it radially. When the shift shaft 11 and the shift fork 12 are in a specific relative position, the first through hole 111 and the second through hole 121 completely overlap radially. Simultaneously, when the shift shaft 11 moves relative to the shift fork 12, the first through hole 111 and the second through hole 121 intersect each other, meaning they partially overlap.

[0031] At least a portion of the elastic pusher 13 is housed within the first through hole 111, and at least another portion of the elastic pusher 13 is housed within the second through hole 121, enabling the elastic pusher 13 to connect the shift shaft 11 and the shift fork 12, and to generate corresponding elastic deformation when the relative positions of the two change. The elastic pusher 13 has elastic properties; it deforms when subjected to an external force and attempts to return to its original shape when the external force disappears or changes, thereby generating a rebound force.

[0032] The elastic pusher 13 has an initial state and a compressed state. It is in a compressed state when the first through hole 111 and the second through hole 121 partially overlap, and in its initial state when they completely overlap. In the initial state, the shift shaft 11 and the shift fork 12 are in a specific relative position, such that the first through hole 111 and the second through hole 121 completely overlap. When a shifting operation is required, the shift shaft 11 moves relative to the shift fork 12. As the shift shaft 11 moves, the first through hole 111 and the second through hole 121 begin to intersect each other until they partially overlap. During this process, the elastic pusher 13 is compressed, resulting in elastic deformation and a compressed state. It should be noted that the elastic pusher 13 can be in a completely naturally extended state in the initial state, or it can be compressed to generate a preload; the elastic pusher 13 becomes compressed in the initial state.

[0033] After the elastic pusher 13 undergoes elastic deformation, it tends to recover its deformation and converts this into a force that pushes the shift fork 12 to move. Since the shift fork 12 is fitted onto the shift shaft 11 and can move axially relative to it, under the action of the elastic pusher 13's rebound force, the shift fork 12 will move axially along the shift shaft 11. The movement of the shift fork 12 will drive the connected shifting components to move, thereby achieving gear shifting. By restoring its initial state to push the shift fork 12 to move, the elastic pusher 13 utilizes its rebound force to push the shift fork 12 to move, causing the shift fork 12 to move with the shift shaft 11 under the action of the elastic pusher 13, thus completing gear shifting. The buffering effect of the elastic pusher 13 reduces shifting shock and lowers the risk of gear grinding. Furthermore, since the elastic pusher 13 can adaptively adjust the position of the shift fork 12, when encountering certain resistance or deviation during gear shifting, the elastic pusher 13 can absorb and release energy through elastic deformation, which can help the shift fork 12 move to the target position more accurately, thereby improving the success rate of gear shifting.

[0034] Therefore, according to the shifting mechanism 1 of this utility model, by setting an elastic pusher 13, the elastic pusher 13 is used to push the shift fork 12 to move, thereby completing the gear shift. The buffering effect of the elastic pusher 13 can reduce the shifting impact, reduce the risk of gear grinding, and improve the success rate of shifting.

[0035] According to some embodiments of this utility model, such as Figures 1-3 As shown, the elastic pusher 13 includes a stop member 131 and an elastic member 132. At least a portion of the stop member 131 is received in the first through hole 111, and at least another portion of the stop member 131 is received in the second through hole 121, so that the stop member 131 can connect the shift shaft 11 and the shift fork 12, and generate a corresponding displacement when the relative positions of the two change. The stop members 131 are configured to be two spaced apart in the axial direction of the shift shaft 11, that is, the two stop members 131 maintain a certain distance in the axial direction. When the first through hole 111 and the second through hole 121 intersect each other, one stop member 131 will be pushed by the shift shaft 11 and move towards the other stop member 131, providing a basis for the compression of the elastic member 132.

[0036] One end of the elastic element 132 is connected to a stop element 131, and the other end of the elastic element 132 is connected to another stop element 131, so that the relative movement between the two stop elements 131 can directly act on the elastic element 132. When the elastic element 132 moves from one stop element 131 toward the other stop element 131, it is compressed, generates elastic deformation, and stores elastic potential energy. The elastic element 132 pushes the other stop element 131 to move by rebounding, and the other stop element 131 further pushes the shift fork 12 to move axially, realizing smooth gear switching.

[0037] In the initial state, the two stop members 131 maintain a distance, and the elastic member 132 is in its natural state or under preload. When the shifting operation is initiated, the shift shaft 11 and the shift fork 12 undergo relative displacement, causing the first through hole 111 and the second through hole 121 to intersect. During this process, one stop member 131 is forced to move closer to the other stop member 131 under the pushing action of the shift shaft 11, compressing the elastic member 132. The elastic member 132 accumulates a rebound force during the compression process, and the rebound force of the elastic member 132 pushes the other stop member 131 to move, thereby driving the shift fork 12 to complete axial displacement. This gives the shifting process a buffering characteristic, effectively absorbing shifting impact and reducing the risk of gear damage.

[0038] According to some embodiments of this utility model, such as Figure 1 As shown, the elastic element 132 is constructed as a spring sleeved around the outer periphery of the shift shaft 11. By arranging the spring around the shift shaft 11, the spring and the shift shaft 11 are coaxially arranged, allowing the spring's extension and retraction to proceed along the axial direction of the shift shaft 11, ensuring that the direction of elastic force transmission is consistent with the direction of movement of the shift fork 12. The portions of the two stop members 131 protruding from the first through hole 111 respectively abut against both ends of the spring, that is, the protruding portion of one stop member 131 contacts one end of the spring, and the protruding portion of the other stop member 131 contacts the other end of the spring, thereby forming a complete force transmission path.

[0039] When the shift shaft 11 and the shift fork 12 are relatively displaced, a stop member 131 moves axially under the drive of the shift shaft 11, pushing the end of the spring that is in contact with it. Since the other end of the spring remains in contact with another stop member 131, the spring begins to compress and deform under axial pressure. As the amount of compression increases, the elastic potential energy stored in the spring gradually increases, and the elastic restoring force of the spring acts on the shift fork 12 through the other stop member 131, pushing the shift fork 12 to complete axial displacement and realize gear switching.

[0040] By arranging the spring around the shift shaft 11, the space around the shift shaft 11 is fully utilized, resulting in a compact structure. This design also ensures that the axial compression characteristics of the spring are perfectly matched with the moving direction of the shift shaft 11, thus guaranteeing efficient transmission of elastic force.

[0041] According to some embodiments of this utility model, such as Figure 2 As shown, each stop member 131 has flanges 1311 extending toward the other stop member 131 at both ends. The flanges 1311 extend axially and are arranged opposite each other, forming a space between the two stop members 131 to accommodate the elastic member 132. An elastic member 132 is disposed between the two flanges 1311 of each stop member 131. The radial movement of the elastic member 132 is restricted by the limiting effect of the flanges 1311, ensuring that the elastic member 132 maintains a stable movement trajectory during operation.

[0042] The inner surface of the flange 1311 mates with the outer periphery of the elastic element 132 to form a radial constraint. When the stop element 131 moves relative to it, the flange 1311 can effectively prevent the elastic element 132 from radially shifting or twisting, ensuring that the elastic element 132 always compresses or rebounds along the axial direction. This not only improves the working reliability of the elastic element 132, but also ensures the reliability of the elastic force transmission.

[0043] According to some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, a radially extending paddle 112 is provided on the outer peripheral wall of the shift shaft 11. The paddle 112 protrudes radially outward from the outer surface of the shift shaft 11 to transmit external driving force to the shift shaft 11. When shifting gears, the external drive mechanism acts on the paddle 112 to drive the shift shaft 11 to move axially. The ends of the paddle 112 and the shift fork 12 are spaced apart axially, so that when the shift shaft 11 and the shift fork 12 move relative to each other, the paddle 112 and the shift fork 12 remain in a non-contact state. The paddle 112 does not directly drive the shift fork 12 to move, ensuring that the shift fork 12 is only driven by the rebound force of the elastic pusher 13, thereby achieving more precise and smooth shifting control.

[0044] According to some embodiments of this utility model, such as Figure 5 As shown, the shift mechanism 1 also includes a housing 14, in which a sliding space 141 is formed. The shift shaft 11 is axially movable within the sliding space 141. The sliding space 141 provides a specific spatial range for the axial movement of the shift shaft 11, making its movement trajectory more stable and controllable.

[0045] The housing 14 has an axially extending guide hole 142, which provides a guiding direction for the axial movement of the shift shaft 11. The guide hole 142 is also radially open, allowing the shift block 112 to pass through it.

[0046] The shift block 112 passes through the guide hole 142, enabling the shift block 112 to cooperate with the external drive mechanism to drive the shift shaft 11 to move. At the same time, the guide hole 142 also guides and restricts the movement of the shift block 112 and the shift shaft 11, ensuring that the shift shaft 11 moves within the sliding space 141 of the housing 14 according to a predetermined axial trajectory and range, further ensuring the accuracy and stability of the shifting operation.

[0047] like Figure 3 As shown, at least a portion of the shift fork 12 is housed within the guide hole 142. The guide hole 142 not only provides space for the shift fork 12 to be housed, but also guides the movement of the shift fork 12 to a certain extent, ensuring that the movement trajectory of the shift fork 12 during the shifting process is more stable and precise.

[0048] The housing 14 includes a first limiting portion 143 and a second limiting portion 144, which are axially spaced apart and form a guide hole 142 between them. The configuration of the first limiting portion 143 and the second limiting portion 144 provides a clear boundary for the axial movement of the shift shaft 11 and the connected shift block 112 and shift fork 12.

[0049] One of the first limiting part 143 and the second limiting part 144 can abut against the shift block 112 on one side in the axial direction, and the other of the first limiting part 143 and the second limiting part 144 can abut against the shift fork 12 on the other side in the axial direction, so as to limit the axial movement range of the shift shaft 11.

[0050] When the shift shaft 11 attempts to move in one direction, one of the first limiting part 143 and the second limiting part 144 will contact the corresponding shift block 112 or shift fork 12, thereby preventing the shift shaft 11 from moving further. Similarly, when the shift shaft 11 attempts to move in the opposite direction, the other of the first limiting part 143 and the second limiting part 144 will contact the corresponding shift block 112 or shift fork 12, thus limiting its movement.

[0051] By means of the first limiting part 143 and the second limiting part 144, the housing 14 can effectively limit the axial movement range of the shift shaft 11, ensuring the reliability and stability of the shifting operation.

[0052] According to some embodiments of this utility model, such as Figure 5 As shown, the shift shafts 11 are configured as multiple ones arranged sequentially along the axial direction within the sliding space 141. Each shift shaft 11 is provided with a shift fork 12, an elastic pusher 13, and a shift block 112, forming multiple independent shift units. The shift fork 12 of each shift unit is connected to a shift component, so that the shift mechanism 1 can control multiple shift components through different shift units to realize multi-level speed change function.

[0053] The guide holes 142 are configured to be multiple and spaced apart along the axial direction of the housing 14, with each guide hole 142 corresponding to a plurality of shift shafts 11. Each guide hole 142 extends axially and is open radially, ensuring that the movements of each shift shaft 11 do not interfere with each other. Each shift block 112 on each shift shaft 11 passes through a corresponding guide hole 142, allowing the external drive mechanism to act on different shift blocks 112 respectively, thereby independently controlling the axial movement of each shift shaft 11.

[0054] Through the corresponding engagement of multiple shift shafts 11 and multiple guide holes 142, the housing 14 can provide independent movement space and guiding support for each shift unit, ensuring that each shift shaft 11 maintains a precise axial trajectory during movement. At the same time, the coordinated work of multiple shift shafts 11 enables the shift mechanism 1 to realize more complex gear switching logic, meeting the shifting requirements under different operating conditions.

[0055] According to some embodiments of this utility model, such as Figure 4 As shown, the shift fork 12 includes a mating part 122 and a body part 123. The mating part 122 is sleeved on the outer periphery of the shift shaft 11 and has a second through hole 121. The mating part 122 is mounted on the shift shaft 11 through the second through hole 121, so that the mating part 122 can move axially relative to the shift shaft 11, thereby allowing the shift fork 12 to move axially relative to the shift shaft 11.

[0056] The main body 123 is connected to the outer peripheral wall of the mating part 122 and extends radially, so that the main body 123 can move axially relative to the shift shaft 11 under the drive of the mating part 121, and achieve gear switching by cooperating with the shifting component through radial extension. The main body 123 is formed with a shift fork 1231, which is used to cooperate with components such as shift gears or synchronizers in the transmission. By moving the shift fork 12, the shift fork 1231 drives the shifting component to switch between different gears, thereby realizing the change of vehicle speed and torque.

[0057] The following is based on Figure 5 and Figure 6 Briefly describe the powertrain 2 according to this utility model.

[0058] The powertrain 2 according to this utility model includes the shifting mechanism 1 in any of the above embodiments. Since the powertrain 2 according to this utility model includes the shifting mechanism 1 in any of the above embodiments, the powertrain 2 according to this utility model improves the smoothness of power transmission, effectively buffers shifting shocks, reduces mechanical wear, and simultaneously enhances shifting accuracy and response speed.

[0059] like Figure 5 As shown, the powertrain 2 includes a first motor 21, a second motor 22, and a first shifting component 23. The first motor 21 is provided with a first output shaft, and the second motor 22 is provided with a second output shaft coaxially arranged with the first output shaft. The first shifting component 23 is movably arranged on the first output shaft or the second output shaft. The first shifting component 23 can selectively connect or disconnect the first output shaft and the second output shaft to realize the switching of different power modes.

[0060] Specifically, the first shifting component 23 can switch between a first position and a second position. The shift fork 12 of the shift mechanism is connected to the first shifting component 23, and the axial movement of the shift fork 12 drives the first shifting component 23 to switch between the first and second positions. When the first shifting component 23 is in the first position, the first output shaft and the second output shaft are connected, i.e., power coupling. At this time, the first motor 21 and the second motor 22 can work together to output power, realizing a dual-motor joint drive mode. When the first shifting component 23 is in the second position, the first output shaft and the second output shaft are disconnected. At this time, the first motor 21 and the second motor 22 can work independently, and the vehicle is driven by only one of the motors, realizing a single-motor drive mode. Therefore, the powertrain 2 can flexibly and efficiently switch drive modes according to the vehicle's driving conditions and power requirements, which helps to improve power and economy.

[0061] The powertrain 2 also includes an intermediate shaft 26, on which a second shifting component 27 is movably disposed. The second shifting component 27 is adapted to selectively link the intermediate shaft 26 with a first output shaft or a second output shaft to realize power transmission and speed change functions.

[0062] Specifically, the intermediate shaft 26 is equipped with multiple transmission gears, each of which is constantly meshed with a corresponding gear on the first or second output shaft, and at least two transmission gears have different transmission ratios. The second shifting component 27 is driven by the shift fork 12 of the shifting mechanism and can move axially to engage with different transmission gears. When the second shifting component 27 engages with a certain transmission gear, the intermediate shaft 26 is linked with the output shaft corresponding to that gear, and power is transmitted through that gear to achieve speed change, thereby outputting different speeds and torques to adapt to diverse driving needs.

[0063] According to some embodiments of this utility model, such as Figure 3 As shown, the powertrain 2 also includes an engine 24 and a clutch 25. The engine 24 is equipped with a third output shaft, which is coaxially arranged with the first output shaft and can be selectively connected or disconnected from the first output shaft via the clutch 25 to achieve hybrid mode switching. This allows the powertrain 2 to flexibly select between pure electric drive mode and hybrid drive mode according to different driving conditions and energy demands. In pure electric mode, the clutch 25 remains disengaged, and power is provided only by at least one of the first motor 21 and the second motor 22. In hybrid mode, the clutch 25 engages, and the engine 24 works in conjunction with the electric motor.

[0064] According to some embodiments of the present invention, the first shifting component 23 and the second shifting component 27 are configured as a toothed clutch 25.

[0065] The following is for reference. Figure 5 and Figure 6 This invention describes various operating modes of a powertrain according to one embodiment of the present invention.

[0066] Figure 6 In this configuration, TM motor is the second motor 22, GM motor is the first motor 21, C1 clutch is clutch 25, TM-1st is the second output shaft in the first gear and linked with the intermediate shaft, TM-2nd is the second output shaft in the second gear and linked with the intermediate shaft, GM-1st is the first output shaft in the first gear and linked with the intermediate shaft, GM-2nd is the first output shaft in the second gear and linked with the intermediate shaft, and the locking position is the connection between the first output shaft and the second output shaft.

[0067] like Figure 5 The powertrain shown has a pure electric mode, a hybrid mode, an energy recovery mode, and a parking power generation mode. The pure electric mode includes a first motor-only drive mode, a second motor-only drive mode, and a dual-motor combined drive mode. The hybrid mode includes an engine and first motor working together drive mode, an engine and second motor working together drive mode, and an engine and dual-motor working together drive mode.

[0068] First motor-only drive mode: The first motor starts, and clutch 25 remains disengaged; engine 24 does not participate in operation. Second shifting component 27 engages with a suitable transmission gear on intermediate shaft 26 to link the first output shaft with the intermediate shaft.

[0069] Second motor independent drive mode: The second motor starts, and clutch 25 remains disengaged; engine 24 does not participate in operation. The second shifting component 27 engages with a suitable transmission gear on the intermediate shaft 26 to link the second output shaft with the intermediate shaft.

[0070] Dual-motor joint drive mode: The first shifting component 23 is in the first position, and the first output shaft and the second output shaft are connected (i.e. Figure 6 (In the locked position), the first motor 21 and the second motor 22 work together. The second shifting component 27 engages with a suitable transmission gear on the intermediate shaft 26.

[0071] Hybrid mode: Clutch 25 is engaged, the third output shaft of engine 24 is connected to the first output shaft, and engine 24 works in conjunction with electric motor.

[0072] Engine and first motor coordinated drive mode: The second shift component 27 engages with a suitable transmission gear on the intermediate shaft 26 to link the first output shaft with the intermediate shaft 26. The engine 24 and the first motor 21 jointly output power, which is transmitted to the drive wheels through the first output shaft and the intermediate shaft 26.

[0073] Engine and second motor coordinated drive mode: The first shifting component 23 is in the first position, connecting the first output shaft and the second output shaft. The clutch 25 is engaged, allowing the engine 24 and the second motor 22 to work together, and power is transmitted to the drive wheels via the second output shaft and the intermediate shaft 26.

[0074] Engine and dual-motor coordinated drive mode: The first shifting component 23 is in the first position, the first output shaft is connected to the second output shaft, and the engine 24, the first motor 21, and the second motor 22 work simultaneously. The second shifting component 27 selects the appropriate transmission gear and transmits the power of the three components to the drive wheels through the power output shaft.

[0075] Energy recovery mode: During vehicle deceleration or braking, clutch 25 remains disengaged, and engine 24 does not participate in operation. Depending on the vehicle's current gear position, the second shifting component 27 engages with the appropriate transmission gear on the intermediate shaft 26, causing the first motor 21 and / or the second motor 22 to be driven by the drive wheels to rotate. The first motor 21 and / or the second motor 22 operate in power generation mode, converting the vehicle's kinetic energy into electrical energy and storing it in the power battery.

[0076] Parking power generation mode: The drive wheels are stationary, the third output shaft of the engine 24 is connected to the first output shaft through the clutch 25, and the power of the engine 24 drives the first motor 21 through the first output shaft, so that it works in power generation mode, converting mechanical energy into electrical energy and storing it in the power battery.

[0077] The vehicle according to this utility model is briefly described below.

[0078] The vehicle according to this utility model includes the powertrain 2 in any of the above embodiments. Since the vehicle according to this utility model includes the powertrain 2 in any of the above embodiments, the vehicle according to this utility model offers smooth and successful gear shifting, improving the driving experience and vehicle reliability.

[0079] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "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.

[0080] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A gear shifting mechanism, characterized in that, include: The shift shaft (11) has a first through hole (111) extending radially through it. A shift fork (12) is sleeved on the outer periphery of the shift shaft (11) and can be axially movable relative to the shift shaft (11). The shift fork (12) has a second through hole (121) that is radially through. The second through hole (121) has the same axial length as the first through hole (111) and at least partially overlaps it in the radial direction. An elastic pusher (13) is provided, at least a portion of which is received in the first through hole (111) and at least another portion of which is received in the second through hole (121). The elastic pusher (13) has an initial state and a compressed state. It is in a compressed state when the first through hole (111) and the second through hole (121) partially overlap, and in an initial state when the first through hole (111) and the second through hole (121) completely overlap.

2. The shifting mechanism according to claim 1, characterized in that, The elastic pusher (13) includes: A stop member (131), at least a portion of which is received in a first through hole (111), and at least another portion of which is received in a second through hole (121), wherein the stop member (131) is configured as two such members spaced apart axially from the shift shaft (11); An elastic element (132) is provided, one end of which is connected to one of the stop elements (131), and the other end of which is connected to another stop element (131).

3. The shifting mechanism according to claim 2, characterized in that, The elastic element (132) is constructed as a spring sleeved on the outer periphery of the shift shaft (11), and the two stop members (131) protruding from the first through hole (111) respectively stop the two ends of the spring.

4. The shifting mechanism according to claim 2, characterized in that, Each of the stop members (131) has a flange (1311) extending toward the other stop member (131) at both ends, and the elastic member (132) is provided between the two flanges (1311) to restrict the radial movement of the elastic member (132).

5. The shifting mechanism according to claim 1, characterized in that, The outer peripheral wall of the shift shaft (11) is provided with a radially extending paddle (112), and the paddle (112) and the end of the shift fork (12) are spaced apart axially.

6. The shifting mechanism according to claim 5, characterized in that, Also includes: The housing (14) has a sliding space (141) formed inside it. The shift shaft (11) is axially movable and disposed in the sliding space (141). The housing (14) has a guide hole (142) that extends axially and is open in the radial direction. The shift block (112) passes through the guide hole (142). At least a portion of the fork (12) is housed within the guide hole (142); The housing (14) includes a first limiting part (143) and a second limiting part (144), the first limiting part (143) and the second limiting part (144) being axially spaced apart and forming the guide hole (142) between them; wherein One of the first limiting part (143) and the second limiting part (144) can abut against the shift block (112) on one side in the axial direction, and the other of the first limiting part (143) and the second limiting part (144) can abut against the shift fork (12) on the other side in the axial direction, so as to limit the axial movement range of the shift shaft (11).

7. The shifting mechanism according to claim 6, characterized in that, The shift shaft (11) is constructed as a plurality of shafts arranged sequentially along the axial direction in the sliding space (141). Each shift shaft (11) is provided with a shift fork (12), an elastic pusher (13), and a shift block (112). The guide hole (142) is constructed as a plurality of holes spaced apart along the axial direction of the housing (14). The plurality of guide holes (142) are provided one-to-one with the plurality of shift shafts (11). The shift block (112) on each shift shaft (11) passes through one of the guide holes (142).

8. The shifting mechanism according to claim 1, characterized in that, The shift fork (12) includes: The mating part (122) is sleeved on the outer periphery of the shift shaft (11) and has a second through hole (121). The body part (123) is connected to the outer peripheral wall of the mating part (122) and extends radially, and the body part (123) has a fork opening (1231).

9. A powertrain, characterized in that, include: A first motor (21) and a second motor (22), the first motor (21) being provided with a first output shaft, the second motor (22) being provided with a second output shaft coaxially disposed with the first output shaft, a first shifting component (23) being movably disposed on the first output shaft or the second output shaft, the first shifting component (23) being adapted to selectively connect or disconnect the first output shaft from the second output shaft; An intermediate shaft (26) is provided with a second shifting component (27), which is adapted to selectively link the intermediate shaft (26) with the first output shaft or the second output shaft. A shifting mechanism, wherein the shifting mechanism is constructed as described in any one of claims 1-8, and the shift fork (12) of the shifting mechanism is connected to the first shifting component (23) or the second shifting component (27).

10. A vehicle, characterized in that, Includes the powertrain as described in claim 9.

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