Integrated transmission gearshift mechanism and gearshift system

Abstract

An integrated transmission gearshift mechanism and a gearshift system. The integrated transmission gearshift mechanism comprises a gearshift electric motor (1) for inputting power, a gearshift hub assembly (2) for pushing gearshift fork assemblies (3) to implement gear shifting, a single-stage planetary gearset reducer mechanism located between the gearshift electric motor (1) and the gearshift hub assembly (2) to implement power transmission, and the gearshift fork assemblies (3) cooperating with the gearshift hub assembly (2). Compared with a traditional complex two-stage planetary gearset reducer mechanism, the single-stage planetary gearset reducer mechanism uses a single planet carrier and a single sun gear, and a left planet gear (7.1) and a right planet gear (7.2) have a one-piece structure; and the right planet gear (7.2) replaces a right sun gear having a low strength to transmit a torque. The integrated transmission gearshift mechanism has a simple and compact structure, and has a larger torsional capacity. According to the gearshift phase logic of the gearshift hub assembly, a gearshift sliding rail cooperates with a plurality of gearshift fork assemblies to implement the control of a plurality of gears, and thus the axial dimension of the gearshift hub assembly can be reduced, which is beneficial for the system layout of the whole machine, and can also reduce the cost.

Description

Integrated transmission shift mechanism and shift system Technical Field

[0001] The present invention discloses an integrated transmission shift mechanism and a shift system, which belong to the technical field of automobile transmissions according to the International Patent Classification (IPC). Background Art

[0002] According to the GB19578-2021 "Passenger Car Fuel Consumption Limits" standard issued by relevant national authorities, pure electrification and hybridization are the primary technology paths for major automakers' powertrains to meet increasingly stringent fuel economy targets. Currently, the majority of pure electric and hybrid transmissions on the market are single-speed transmissions. While product development ensures fuel economy targets are met in urban driving conditions, the limited number of transmission gears prevents the engine or motor from operating in a high-efficiency zone for extended periods of time, resulting in poor fuel economy at highway speeds. With the development of pure electric and hybrid vehicles, the trend is towards appropriately multi-speed transmissions.

[0003] In the field of transmission drive systems for passenger cars and commercial vehicles, a synchronizer structure is often used for shifting gears in multi-speed transmissions. The shift actuators currently used in the market to achieve synchronizer gear switching mainly include two categories: hydraulic shifting and motor shifting. Due to the complex valve body and oil circuit of the hydraulic shifting system, the manufacturing precision and difficulty of the hydraulic system are increased, which increases the development cost of the hydraulic system. At the same time, the high-pressure oil pump needs to work continuously to provide pressure for shifting, resulting in high energy loss of the transmission assembly. Motor shifting reduces speed and increases torque through a mechanical reduction mechanism, and the system structure is simple, reliable and low in cost. The motor shifting system has a short response time, which can better realize shifting control, and the motor only works when shifting gears, reducing the energy loss of the transmission assembly. Therefore, the motor shifting system has certain advantages in transmission assembly efficiency and cost.

[0004] The motor shifting system can be mainly divided into two categories: the gear selection and shifting independently controlled shifting mechanism, and the single-motor hub shifting mechanism; the gear selection and shifting independently controlled shifting mechanism requires two motors to realize the gear selection and shifting functions. In addition to including the shifting motor and the gear selection motor, the mechanism also needs to realize the interlocking function, resulting in the disadvantages of a more complex gear shifting system, large space occupation and high cost; the single-motor hub shifting mechanism, the shifting motor power is reduced by the reduction mechanism to realize the deceleration and torque increase, and then drives the shift hub assembly to rotate, and the shift hub assembly shifts the shift fork to realize the transmission shifting. This structure is not only simple and reliable, but also adopts a single-motor structure, which can further reduce the assembly cost.

[0005] Currently, the market is dominated by external parallel-shaft, three-stage reduction shift hub structures. For example, Chinese document CN112780768A discloses a shift hub structure whose main structure consists of a shift motor with two pairs of double-linked teeth meshing externally, which then reduce the speed and connect to the gears on the shift hub, ultimately driving the shift hub to rotate and shift gears. This structure is relatively low-cost, but requires multiple mounting holes for the three-stage reduction mechanism on the outer housing of the shift hub assembly, which not only increases the difficulty of housing processing but also occupies a large amount of space outside the entire machine. For development projects with demanding overall machine layout requirements, external parallel-shaft, three-stage reduction shift hub structures often cannot meet these requirements.

[0006] In addition, the conventional shift logic design of the single-motor hub shift mechanism on the current market is that one shift rail controls one shift fork. If the shift hub controls multiple shift forks, multiple shift rails need to be designed on the shift hub to correspond to each one. The structure of multiple shift rails is not only complex, but also increases the axial length of the shift hub assembly and increases the overall system cost.

[0007] Summary of the Invention

[0008] In response to the deficiencies of the prior art, the present invention provides an integrated transmission shift mechanism, which can provide a shift mechanism for pure electric and hybrid transmissions with greater output load-bearing torque, smaller axial and radial space of the shift hub assembly, and lower product cost.

[0009] The present invention provides an integrated transmission shift mechanism, comprising a shift motor for power input, a shift hub assembly for driving a shift fork to achieve gear shifting, a first-stage planetary gear reduction mechanism located between the shift motor and the shift hub assembly, and a shift fork system assembly coordinated with the shift hub assembly.

[0010] The shift motor of the present invention serves as the power input end, and the output shaft of the shift motor is fixedly connected with the output shaft gear of the shift motor. The output shaft gear of the shift motor passes through the first-stage planetary gear reduction gear mechanism integrated in the cavity of the shift hub assembly, which can achieve the effect of speed reduction and torque increase; the first-stage planetary gear reduction gear mechanism is coaxially arranged with the shift motor and the shift hub assembly; the output shaft gear of the shift motor in the first-stage planetary gear reduction gear mechanism serves as the input, meshing with the left planetary gear of the planetary gear assembly for transmission, and the outer side of the left planetary gear of the planetary gear assembly is meshed with the fixed left inner gear ring for transmission; the support shaft of the planetary carrier is radially positioned with the planetary gear assembly, and the left planetary gears are respectively aligned with the shift motor The engine output shaft gear and the fixed left inner ring gear are meshed for transmission, causing the planetary gear assembly to rotate around the support shaft of the planetary carrier; the left planetary gear and the right planetary gear of the planetary gear assembly are an integrated structure, and the right planetary gear in the planetary gear assembly is meshed with the right inner ring gear. The system composed of the planetary carrier and the planetary gear assembly can freely rotate around the axis of the right inner ring gear, so that power is transmitted to the right inner ring gear, and the right inner ring gear is fixedly connected to the inner cavity of the shift hub assembly; the power transmission route of the shift motor in the first-level planetary gear reduction mechanism is: shift motor output shaft gear-left planetary gear / right planetary gear-right inner ring gear-inner cavity of the shift hub assembly, and finally transmitted to the shift hub assembly and drives the shift hub to rotate.

[0011] Furthermore, the shift hub is designed with several shift rails along the circumference according to the shift logic. Two or more shift fork sliders of the shift fork assembly are configured in each shift rail. Each shift fork slider is arranged in the shift rail at a certain angle. The shift fork sliders in the same shift rail alternately share the shift ramp of the corresponding phase.

[0012] According to the target gear shifting logic diagram of the transmission assembly, a shift slide rail that meets the shifting logic is designed along the outer diameter of the shift hub assembly. At the same time, the shift fork assembly of each gear is compactly arranged along the outer diameter of the shift hub assembly. The shift fork sliders of each gear are arranged in the shift slide rail along the circumference of the shift hub assembly according to the angle requirements in the shifting logic diagram. The two ends of the shift fork shaft on the shift fork assembly are installed in the shift fork hole on the transmission housing through the shift fork bushing to achieve radial positioning. The shift fork assembly can move freely along the direction of the shift fork shaft; the shift hub assembly rotates, and the shift hub assembly The shift fork slider of the shift fork assembly is pushed along the circumferential slide rail slope, and the shift fork slider is subjected to the radial and axial components of the shift slide rail slope; the two ends of the shift fork shaft on the shift fork assembly are radially positioned by the shift fork bushing, and the radial component of the shift slide rail slope is offset by the supporting force of the shift fork bushing. The shift fork slider can only move through the axial component of the shift hub slide rail slope, thereby realizing the conversion of the rotational motion of the shift hub assembly into the axial motion of the shift fork assembly along the shift fork shaft, and the fork claws on the shift fork push the synchronizer on the transmission shaft system to move axially, thereby realizing the transmission shifting and engaging functions.

[0013] In the solution of the present invention, one shift slide cooperates with multiple shift fork assemblies to realize the control of multiple gears. Compared with the existing single-motor hub shift mechanism in which one shift slide controls one shift fork assembly, the axial size of the shift hub assembly is reduced.

[0014] The present invention also provides a shifting system, which includes two sets of the above-mentioned integrated transmission shifting mechanisms, and the two sets of integrated transmission shifting mechanisms independently control the odd and even gear synchronizers on the dual-axis transmission, realizing the functions of separately shifting odd and even gears and simultaneously shifting odd and even gears.

[0015] The present invention is an integrated transmission shift mechanism with only one planetary carrier structure. Compared with the existing two-stage planetary gear reduction mechanism shift hub system, the left planetary gear and the right planetary gear are an integrated structure. At the same time, the weak secondary sun gear is eliminated, and the planetary gear input is used instead of the sun gear to bear torsion. Because the outer dimension design of the planetary gear can be significantly larger than the sun gear, and the planetary system has at least three planetary gears to share the system load, this structure can effectively improve the problem of insufficient strength of the sun gear of the planetary reduction system caused by the large speed ratio and large torque of the system. The reduction mechanism of the present invention effectively reduces the radial dimension of the shift hub assembly.

[0016] The present invention has many advantages such as simple structure, small number of parts, compact axial and radial space, low cost, and strong bearing torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] FIG1 is a schematic diagram of an embodiment of the present invention.

[0018] FIG2 is a cross-sectional view of an embodiment of the present invention.

[0019] FIG3 is a schematic diagram of the input side of the shift hub assembly according to an embodiment of the present invention.

[0020] FIG4 is a schematic diagram of a first-stage planetary gear reduction gear mechanism after removing the left and right ring gears according to an embodiment of the present invention.

[0021] FIG5 is a schematic diagram of a first-stage planetary gear reduction gear mechanism after removing the planet carrier according to an embodiment of the present invention.

[0022] FIG6 is a phase logic simulation diagram of an embodiment of the present invention, phases 1 to 8. DETAILED DESCRIPTION

[0023] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0024] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0025] Embodiment: Please refer to Figures 1 to 5, an integrated transmission shift mechanism includes a shift motor 1 for power input, a shift hub assembly 2 for pushing a shift fork assembly 3 to achieve shifting, a first-stage planetary gear reduction mechanism located between the shift motor 1 and the shift hub assembly 2 to achieve force transmission, and a shift fork assembly 3 (also called a shift fork system) that cooperates with the shift hub assembly 2; wherein the shift hub assembly 2 has a receiving cavity, i.e., a shift hub inner cavity, and the first-stage planetary gear reduction mechanism is arranged in the receiving cavity of the shift hub assembly 2; the first-stage planetary gear reduction mechanism is coaxially arranged with the shift motor 1 and the shift hub assembly 2; the shift The shift fork assembly 3 includes a shift fork slider 3.1, a shift fork 3.2 and a shift fork shaft 3.3; the power input end of the shift motor 1 is driven by the shift motor output shaft gear 1.1, and after the first-stage planetary reduction gear mechanism integrated in the shift hub assembly 2 realizes the deceleration and torque increase effect, the power output drives the shift hub assembly 2 to rotate, and the shift hub assembly 2 pushes the shift fork slider 3.1 on the shift fork assembly 3 along the circumferential shift slide rail 2.1, so that the shift fork assembly 3 moves axially along the shift fork shaft 3.3, and the fork claw on the shift fork 3.2 pushes the synchronizer on the transmission shaft system to move axially, realizing the transmission disengagement and engagement functions.

[0026] Please refer to Figures 1 to 5. In one embodiment of the present invention, the shift motor 1 is fixedly connected to the motor mounting hole 6.2 of the left case housing 6 of the transmission by means of bolts through the mounting hole 1.2 on the shift motor housing; the shift motor 1 serves as the shift power source, and the output shaft gear 1.1 on the shift motor 1 serves as the power input end, and together with the planetary gear assembly 7, planetary carrier 8, left inner gear ring 5, and right inner gear ring 9 arranged inside the cavity of the shift hub assembly 2, form a first-stage planetary gear reduction gear mechanism; in the first-stage planetary gear reduction gear mechanism, the output shaft gear 1.1 of the shift motor 1 meshes with the inner side of the left planetary gear 7.1; the outer side of the left planetary gear 7.1 meshes with the left inner gear ring 5; the left inner gear ring 5 The left inner gear mounting hole 5.1 on the end face of the left inner gear ring is fixedly connected with the inner gear mounting hole 6.1 on the left case housing 6 of the transmission by means of bolts; the left planetary gear 7.1 and the right planetary gear 7.2 are coaxially arranged and form a one-piece structure to form a planetary gear assembly 7; the gear inner hole of the planetary gear assembly 7 cooperates with the support shaft 8.1 on the planetary carrier 8 to achieve radial positioning, and the bottom support surface of the planetary carrier 8 cooperates with the bottom end face of the inner cavity of the shift hub assembly 2 to achieve axial positioning; the outer side of the right planetary gear 7.2 is meshed with the right inner gear ring 9; the outer ring of the right inner gear ring 9 is fixedly connected with the inner cavity of the shift drum assembly 2 by an interference fit; the left side of the shift hub assembly 2 is connected to the inner cavity of the left inner gear ring 5 by the inner cavity of the shift hub assembly 2 A left bearing 4 is installed between the outer rings to achieve connection and free rotation. A right bearing 10 is installed between the outer ring of the bottom bearing of the shift hub assembly 2 and the inner ring of the bearing of the right transmission case 11 to achieve connection and free rotation. A shift rail 2.1 is designed along the outer diameter of the shift hub assembly 2 according to the shift logic. The shift fork assembly 3 of each gear is compactly arranged along the outer diameter of the shift hub assembly 2. The axis of each gear fork shaft 3.3 is arranged parallel to the axis of the shift hub assembly 2. Each gear shift fork slider 3.1 is arranged in the shift rail 2.1 along the circumference of the shift hub assembly 2 according to the angle requirements in the shift logic diagram. The axis of each gear shift fork slider 3.1 passes through the axis of the shift hub assembly 2. The two ends of the shift fork shaft 3.3 on the assembly 3 are installed in the shift fork holes on the transmission housing through shift fork bushings to achieve radial positioning, and the shift fork assembly 3 can move freely along the axial direction of the shift fork shaft 3.3; the shift hub assembly 2 rotates, and the slope of the shift hub assembly shift slide 2.1 pushes the shift fork slider 3.1, and the shift fork slider 3.1 is subjected to the radial and axial components of the slope of the shift slide 2.1; under the action of the radial positioning of the shift fork bushings at both ends of the shift fork shaft 3.3, the rotational motion of the shift hub assembly 2 is converted into the axial motion of the shift fork assembly 3 along the shift fork shaft 3.3, and the fork claws on the shift fork 3.2 push the synchronizer on the transmission shaft system to move axially, thereby realizing the transmission's shifting and engaging functions.

[0027] In the first-stage planetary reduction gear mechanism of one embodiment of the present invention, the left planetary gear 7.1 and the right planetary gear 7.2 are coaxially arranged and form a one-piece structure to form a planetary gear assembly 7: the shift motor output shaft gear 1.1 can engage with the inner side of the left planetary gear 7.1, and the power transmission route is: shift motor output shaft gear-left planetary gear-right planetary gear-right inner ring gear-shift hub assembly; the shift motor output shaft gear 1.1 can also engage with the inner side of the right planetary gear 7.2, and the power transmission route is: shift motor output shaft gear-right planetary gear-right inner ring gear-shift hub assembly.

[0028] In one embodiment of the present invention, an integrated transmission shift mechanism is provided. A shift hub is circumferentially configured with a plurality of shift rails 2.1 according to the shift logic. Each shift rail 2.1 is configured with one, two, or more shift fork sliders 3.1 of a shift fork assembly 3. When there are two or more shift fork sliders, each shift fork slider 3.1 alternately shares the shift ramp within the corresponding phase shift rail 2.1. Each shift fork slider 3.1 is positioned within the shift rail 2.1 at an angle determined by the shift logic. In one embodiment, the shift hub assembly has a shift phase logic. A shift rail 2.1 is provided on the shift hub assembly 2, and multiple shift fork assemblies 3 cooperate with it to achieve control of multiple gears. The shift hub assembly 2 is equipped with a mechanical limit device to ensure that the working stroke of the shift hub assembly 2 is less than 360°, ensuring the uniqueness of the shift hub phase; multiple phases are set at fixed angles within the working stroke, and each phase corresponds to a shifting condition; by controlling the shift hub phase angle position, the transmission can achieve upshifting and downshifting.

[0029] In one embodiment of the present invention, the shift phase logic of the shift hub assembly can achieve the control of four gears by requiring only one shift rail 2.1 on a shift hub assembly 2 and cooperating with two shift fork assemblies 3. The two shift fork assemblies 3 correspond one-to-one with the shift fork sliders 3.1. This shift phase logic can reduce the number of shift rails in the shift hub assembly, which not only reduces the difficulty of designing and manufacturing the shift hub assembly, but also significantly reduces the axial length of the shift hub assembly, facilitating the axial spatial layout of the shift system. An embodiment of the present invention is described in conjunction with the shift hub phase logic table 1 and the phase logic simulation diagram FIG6:

[0030] Table 1. Shift hub phase logic table

[0031] The entire shift hub assembly is designed with a mechanical limiter to ensure that the shift hub assembly's operating range is less than 360°, ensuring the uniqueness of the shift hub assembly's phase within the operating range. The left side of Table 1 shows the transmission's input upshift and downshift gear requirements. Based on the transmission's gear requirements, eight shift hub phases are designed, each 45° representing a phase. These eight phases total 315°, representing the entire operating range of the shift hub assembly.

[0032] According to the input parameters of the vehicle transmission, the gear combinations of the first, third, fifth, and seventh gears can be matched. After the matching is completed, the shift rail structure design and the position arrangement of the two shift fork sliders can be referred to the embodiment, and the actual shifting simulation of each phase gear can be performed; the best scheme is selected from multiple sets of feasible shift logic schemes. The embodiment is shown in Table 1. The first and third gears share a synchronizer system, and the fifth and seventh gears share a synchronizer system. The first and third gear shift fork assemblies control the first and third gear synchronizers, and the fifth and seventh gear shift fork assemblies control the fifth and seventh gear synchronizers; the upper and lower end faces of the two shift fork sliders are arranged in the track groove of the shift rail along the circumference of the shift hub assembly, and the two shift fork sliders are arranged at 180 degrees along the center of the shift hub assembly;

[0033] Phase 1 in Figure 6 is the starting point of the shift hub assembly, and the shift hub assembly position is defined as 0°. In this operating condition, the fifth and seventh gear shift fork sliders are at 0° of the shift hub assembly, and the first and third gear shift fork sliders are at 180° of the shift hub assembly. In this position, the vertical coordinate position of the fifth and seventh gear shift fork sliders is 0, and the vertical coordinate position of the first and third gear shift fork sliders is 0, corresponding to both synchronizer assemblies being in neutral position.

[0034] In phase 2 of Figure 6, the shift hub assembly rotates forward to the 45° position. In this operating condition, the fifth and seventh gear shift fork sliders are at 45° relative to the shift hub assembly, and the first and third gear shift fork sliders are at 225° relative to the shift hub assembly. In this position, the vertical coordinate position of the fifth and seventh gear shift fork sliders is 0, corresponding to the fifth and seventh gear synchronizer assembly being in the neutral position; the first and third gear shift fork sliders are above the shift rail profile line shown in the figure, corresponding to the first and third gear synchronizer assembly being in the first gear position. This phase indicates that the transmission has achieved the first gear operation.

[0035] In phase 3 of Figure 6, the shift hub assembly rotates forward to the 90° position. In this operating condition, the fifth and seventh gear shift fork sliders are at 90° relative to the shift hub assembly, and the first and third gear shift fork sliders are at 270° relative to the shift hub assembly. In this position, the vertical coordinate position of the fifth and seventh gear shift fork sliders is 0, corresponding to the fifth and seventh gear synchronizer assembly being in the neutral position; the vertical coordinate position of the first and third gear shift fork sliders is 0, corresponding to the first and third gear synchronizer assembly being in the neutral position. This phase indicates that the transmission has achieved a one-gear shift down operation.

[0036] In phase 4 of Figure 6, the shift hub assembly rotates forward to the 135° position. In this operating condition, the fifth and seventh gear shift fork sliders are at 135° relative to the shift hub assembly, and the first and third gear shift fork sliders are at 315° relative to the shift hub assembly. In this position, the vertical coordinate position of the fifth and seventh gear shift fork sliders is 0, corresponding to the fifth and seventh gear synchronizer assembly being in the neutral position. The first and third gear shift fork sliders are below the shift rail profile line in the figure, corresponding to the first and third gear synchronizer assembly being in the third gear position. This phase indicates that the transmission has achieved the third gear operation.

[0037] In phase 5 of Figure 6, the shift hub assembly rotates forward to the 180° position. In this operating condition, the fifth and seventh gear shift fork sliders are at 180° of the shift hub assembly, and the first and third gear shift fork sliders are at 0° of the shift hub assembly. In this position, the vertical coordinate position of the fifth and seventh gear shift fork sliders is 0, corresponding to the fifth and seventh gear synchronizer assembly being in the neutral position; the vertical coordinate position of the first and third gear shift fork sliders is 0, corresponding to the first and third gear synchronizer assembly being in the neutral position. This phase indicates that the transmission has achieved a three-gear downshift operation.

[0038] In phase 6 of Figure 6, the shift hub assembly rotates forward to the 225° position. In this operating condition, the fifth and seventh gear shift fork sliders are at 225° relative to the shift hub assembly, and the first and third gear shift fork sliders are at 45° relative to the shift hub assembly. In this position, the fifth and seventh gear shift fork sliders are above the shift rail profile line shown in the figure, corresponding to the fifth and seventh gear synchronizer assembly being in the fifth gear position. The first and third gear shift fork sliders have a vertical coordinate position of 0, corresponding to the first and third gear synchronizer assembly being in the neutral position. This phase indicates that the transmission has engaged the fifth gear.

[0039] In phase 7 of Figure 6, the shift hub assembly rotates forward to the 270° position. In this operating condition, the fifth and seventh gear shift fork sliders are at 270° relative to the shift hub assembly, and the first and third gear shift fork sliders are at 90° relative to the shift hub assembly. In this position, the vertical coordinate position of the fifth and seventh gear shift fork sliders is 0, corresponding to the fifth and seventh gear synchronizer assembly being in the neutral position; the vertical coordinate position of the first and third gear shift fork sliders is 0, corresponding to the first and third gear synchronizer assembly being in the neutral position. This phase indicates that the transmission has achieved a five-gear shift down operation.

[0040] In phase 8 of Figure 6, the shift hub assembly rotates forward to the 315° position. In this working condition, the fifth and seventh gear shift fork sliders are at 315° of the shift hub assembly, and the first and third gear shift fork sliders are at 135° of the shift hub assembly; in this position, the fifth and seventh gear shift fork sliders are below the shift rail profile shown in the figure, corresponding to the fifth and seventh gear synchronizer assembly being in the seventh gear position; the vertical coordinate position of the first and third gear shift fork sliders is 0, corresponding to the first and third gear synchronizer assembly being in the neutral position; this phase indicates that the transmission has achieved the seventh gear operation.

[0041] The shift phase logic described in the technical solution of the present invention increases the forward rotation phase of the shift hub assembly, gradually upshifting the transmission. Similarly, decreases the reverse rotation phase of the shift hub assembly, gradually downshifting the transmission. After the shift motor decelerates and increases torque via a first-stage planetary gear reduction mechanism, the phase position of the shift hub assembly is controlled to achieve upshift and downshift control of the transmission. According to this inventive logic, the phase angle of the shift hub assembly can be reduced by, for example, 30°, allowing for more phases within a working range of less than 360°, meeting the shift logic requirements of a multi-speed transmission.

[0042] In one embodiment of the present invention, the shifting system adopts two sets of integrated transmission shifting mechanisms, wherein the shift hub assembly of one set of integrated transmission shifting mechanisms can realize the control of the first, third, fifth and seventh gears according to the shifting phase logic described in the technical solution of the present invention; the shift hub assembly of the other set of integrated transmission shifting mechanisms can also realize the control of the reverse, second, fourth and sixth gears according to the shifting phase logic described in the technical solution of the present invention; the combination of the two sets of integrated transmission shifting mechanisms of the present invention can realize the independent control of the odd and even gear synchronizers on the dual-axis transmission, and realize the functions of separately shifting odd and even gears and simultaneously shifting odd and even gears.

[0043] The technical solution of the present invention describes a shift hub shift phase logic, in which the shift hub assembly 2 provides an additional shift phase to the parking fork of the parking system. An additional parking slide rail can be designed along the circumference of the shift hub assembly, and the parking fork slider cooperates with the parking slide rail. The parking slide rail of the shift hub assembly can provide an axial force to the parking fork as the driving force of the parking system; this can eliminate the parking motor and reduce the development cost of the parking system.

[0044] The one-stage planetary gear reduction mechanism and the conventional two-stage planetary gear reduction mechanism in the technical solution of the present invention are described as follows:

[0045] The one-stage planetary gear reduction gear mechanism described in the technical solution of the present invention requires the same output strength and the same reduction ratio. Compared with the conventional two-stage planetary gear reduction mechanism which requires two complete sets of planetary gear assemblies, the reduction mechanism system of the present invention reduces one sun gear and one planetary gear assembly, thereby reducing the difficulty of system design and manufacturing cost. The present invention eliminates the secondary sun gear of the conventional two-stage planetary gear reduction mechanism and adopts the right planetary gear input to replace the sun gear to bear torsion. Because the outer dimension design of the right planetary gear can be significantly larger than the sun gear, and the planetary system has at least three planetary gears to share the system load, this structure can effectively Improve the problem of insufficient strength of the sun gear of the planetary reduction system caused by the large speed ratio and large torque of the system; the invention innovates the structure to solve the problem that the outer diameter of the second-stage planetary reduction mechanism needs to be larger than that of the first-stage reduction mechanism due to strength issues; the strength of the right planetary gear and right inner ring system of the present invention can be greatly improved. In order to meet the compact layout requirements of the shift hub assembly, the outer diameter of the right inner ring without the sun gear can be smaller than the left inner ring; under the premise of meeting the same strength and the same speed ratio, the present invention not only reduces the number of parts and reduces costs, but also reduces the overall outer diameter, which is easier to arrange the whole machine and many other advantages.

[0046] The first-stage planetary gear reduction gear mechanism described in the technical solution of the present invention is compared with the external dimensions of a two-stage planetary gear reduction gear mechanism shift hub assembly parameters as follows:

[0047] Both systems use the same input conditions: a shift motor has 7 input teeth, a module of 1, and a reduction ratio of 60 required for the reduction mechanism.

[0048] A conventional two-stage planetary reduction mechanism is used, and the gear tooth number parameters are designed to have a module uniformly set to 1:

[0049] First-stage sun gear: Z1=7 input, first-stage planetary gear: Z2=21 planetary carrier output, first-stage internal gear: Z3=50 fixed

[0050] Secondary sun gear: Z4=10 input, secondary planetary gear: Z5=27 planetary carrier output, secondary internal gear: Z6=65 fixed I 总速比 =I 一级 ×I 二级 =(1+Z3 / Z1)×(1+Z6 / Z4)=8.14×7.5=61.05

[0051] Note: Since the secondary sun gear has a significantly greater bearing strength than the primary sun gear, the secondary sun gear of this structure adopts 10 teeth.

[0052] The first-stage planetary gear reduction mechanism of the present invention is designed with the gear tooth number parameter having a module uniformly set to 1:

[0053] Sun gear: z1 = 7 input, left planetary gear: z2 = 20 left planetary gear output, right planetary gear: z3 = 16 right planetary gear input, left internal gear: z4 = z1 + 2 × z2 = 7 + 2 × 20 = 47 fixed, right internal gear: z5 = z1 + z2 + z3 = 7 + 20 + 16 = 43 output i 总速比 = [2 × z2 × (z1 + z2 + z3)] / [z1 × (z2 - z3)] = [2 × 20 × (7 + 20 + 16)] / [7 × (20 - 16)] = 61.43

[0054] The total speed ratios of the above two reduction mechanisms are comparable. By comparison, the conventional two-stage planetary reduction mechanism has a first-stage sun gear: Z1=7, a first-stage planetary gear: Z2=21, and a first-stage inner ring gear: Z3=50; the first-stage planetary gear mechanism of the present invention has a sun gear: z1=7, a left planetary gear: z2=20, and a left inner ring gear: z4=47. The overall sizes of the front half of the two are comparable.

[0055] A conventional two-stage planetary reduction mechanism has a secondary sun gear: Z4 = 10, secondary planet gears: Z5 = 27, and a secondary inner ring gear: Z6 = 65. The present invention's first-stage planetary gear mechanism has a right planet gear: z3 = 16, and a right inner ring gear: z5 = 43. A comparison of the second half shows that the right inner ring gear of the present invention's first-stage planetary gear mechanism has 43 teeth, significantly fewer than the 65 teeth of the second-stage inner ring gear of a conventional two-stage planetary reduction mechanism, and also fewer than the 47 teeth of the left inner ring gear of the present invention's first-stage planetary gear mechanism. The reason the right inner ring gear of the present invention's first-stage planetary gear mechanism can be designed with a smaller number of teeth, achieving a reduced outer diameter of the shift hub assembly, is that the present invention eliminates the second-stage sun gear of the conventional two-stage planetary gear mechanism and adopts a right planetary gear input instead of the sun gear input to bear torque. Because the right planet gear has 16 teeth, significantly more than the 10 teeth of the second-stage sun gear of a conventional two-stage planetary gear, and the planetary system has at least three right planetary gears to share the system load, the system strength can be guaranteed. The one-stage planetary reduction mechanism of the present invention has a motor sun gear input and an output through the left planetary gear, and the power of the left planetary gear is transmitted to the right planetary gear through a fixed connection, instead of a conventional two-stage planetary reduction mechanism in which the motor first-stage sun gear inputs and the output is transmitted through the first-stage planetary carrier; the one-stage planetary reduction mechanism of the present invention can achieve the requirements of small volume and large speed ratio through reasonable design.

[0056] The present invention provides an integrated transmission shift mechanism, wherein the first-stage planetary reduction gear mechanism has the following characteristics: the left planetary gear 7.1 and the right planetary gear 7.2 are fixedly connected or fixedly connected as an integral part and arranged coaxially; the outer diameter of the left planetary gear 7.1 is larger than the outer diameter of the right planetary gear 7.2; the shift motor 1, the shift motor output shaft gear 1.1, the left internal gear ring 5, the right internal gear ring 9, and the shift hub assembly 2 are arranged coaxially; the inner diameter of the left internal gear ring 5 is larger than the inner diameter of the right internal gear ring 9; the number of planetary gears in the planetary gear assembly 7 is one or more, and 3 to 5 are selected according to the system load requirements.

[0057] In another embodiment of the present invention, a first-stage planetary reduction gear mechanism can also be positioned outside the shift hub assembly, with the two coaxially arranged. The power transmission route is: shift motor output shaft gear - first-stage planetary reduction gear mechanism - shift hub assembly, ultimately driving the shift hub assembly to rotate. In this embodiment, the shift hub assembly's circumferential shift rails and shifting logic are identical to those in the previous embodiment and are not further described here.

[0058] The above records are only examples of the technical content of this creation. Any modifications and changes made by anyone familiar with this technology using this creation are within the patent scope claimed by this creation, and are not limited to those disclosed in the examples.

Claims

1. An integrated transmission shift mechanism, Features include: A shift motor, serving as a shift power source; The shift hub assembly pushes the shift fork assembly to achieve gear shifting; The first-class planetary gear reduction gear mechanism is located between the shift motor and the shift hub assembly to achieve force transmission. The first-class planetary gear reduction gear mechanism is coaxially arranged with the shift motor and the shift hub assembly. A shift fork assembly, comprising a shift fork, a shift fork slider and a shift fork shaft; The shift motor outputs the gear of the shift motor output shaft, and after passing through the first-stage planetary gear reduction gear mechanism to achieve the deceleration and torque increase effect, the power output drives the shift hub assembly to rotate, and the shift hub assembly pushes the shift fork slider along the peripheral shift slide rail, so that the shift fork assembly moves axially along the shift fork shaft, and the shift fork claw on the shift fork pushes the synchronizer on the transmission shaft system to move axially, realizing the transmission shifting and engaging functions; The first-stage planetary gear reduction gear mechanism includes a shift motor output shaft gear, a left inner gear ring, a left planetary gear, a right planetary gear, a planet carrier and a right inner gear ring. The left planetary gear and the right planetary gear are coaxially arranged and fixedly connected to form a planetary gear assembly. The shift motor output shaft gear is meshed with the inner side of the left planetary gear or the inner side of the right planetary gear, the outer side of the left planetary gear is meshed with the left inner gear ring, and the left inner gear ring is fixedly connected to the housing; each gear of the planetary gear assembly cooperates with the planet carrier support shaft to achieve radial positioning, the outer side of the right planetary gear is meshed with the right inner gear ring, and the right inner gear ring is fixed to the shift drum assembly by a fixed connection.

2. An integrated transmission shift mechanism according to claim 1, Features: The shift hub is designed with several shift rails along the circumference according to the shift logic. Two or more shift fork sliders of the shift fork assembly are arranged in each shift rail. Each shift fork slider is arranged in the shift rail at a certain angle. The shift fork sliders in the same shift rail alternately share the shift ramps of the corresponding phase.

3. An integrated transmission shift mechanism according to claim 2, Features: The shift hub assembly has a shift phase logic. A shift rail is provided on the shift hub assembly, and multiple shift forks cooperating therewith realize the control of multiple gears. The two ends of the shift fork shaft on the shift fork are radially positioned, and the shift hub assembly rotates. The shift hub assembly pushes the shift fork slider of the shift fork along the shift ramp of the peripheral shift rail, and the shift fork slider is subjected to the axial component force of the shift rail slope to realize the conversion of the rotational motion of the shift hub assembly into the axial motion of the shift fork assembly along the shift fork shaft. The shift fork claw on the shift fork pushes the synchronizer on the transmission shaft system to move axially, thereby realizing the transmission shifting and engaging function.

4. An integrated transmission shift mechanism according to claim 2 or 3, Features: The shift hub assembly is equipped with a mechanical limit device to ensure that the working stroke of the shift hub assembly is less than 360°, ensuring the uniqueness of the shift hub phase; multiple phases are set at fixed angles within the working stroke, and each phase corresponds to a shifting condition; by controlling the shift hub phase angle position, the transmission can achieve upshifting and downshifting.

5. An integrated transmission shift mechanism according to claim 4, Features: The shift hub assembly provides a shift phase to the parking fork of the parking system as the driving force of the parking system.

6. The integrated transmission shift mechanism according to claim 1, Features: The left planetary gear and the right planetary gear are coaxially arranged and have an integrated structure to form a planetary gear assembly.

7. The integrated transmission shift mechanism according to claim 1, Features: The shift hub assembly has an accommodating cavity, and a first-stage planetary gear reduction gear mechanism is arranged in the accommodating cavity.

8. An integrated transmission shift mechanism according to claim 7, Features: The left side of the shift hub assembly is connected and freely rotated by installing a left bearing between the shift hub assembly accommodating cavity and the outer ring of the left inner gear ring. The right side of the shift hub assembly is connected and freely rotated by installing a right bearing between the outer ring of the bottom bearing of the shift hub assembly and the inner ring of the transmission case bearing.

9. The integrated transmission shift mechanism according to claim 1, Features: The first-stage planetary gear reduction gear mechanism is arranged outside the shift hub assembly.

10. A gear shifting system, Features: It comprises two sets of an integrated transmission shift mechanism as claimed in any one of claims 1 to 9, and the two sets of integrated transmission shift mechanisms independently control the odd and even gear synchronizers on the dual-shaft transmission, thereby realizing the functions of individually shifting odd and even gears and simultaneously shifting odd and even gears.

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