CN115045962A - Transmission system, vehicle and gear shifting control method - Google Patents

Transmission system, vehicle and gear shifting control method Download PDF

Info

Publication number
CN115045962A
CN115045962A CN202210984869.9A CN202210984869A CN115045962A CN 115045962 A CN115045962 A CN 115045962A CN 202210984869 A CN202210984869 A CN 202210984869A CN 115045962 A CN115045962 A CN 115045962A
Authority
CN
China
Prior art keywords
gear
spline
sleeve
joint
gearbox
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210984869.9A
Other languages
Chinese (zh)
Inventor
陈远飞
张震北
汪述杰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Suote Transmission Equipment Co Ltd
Original Assignee
Suote Transmission Equipment Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Suote Transmission Equipment Co Ltd filed Critical Suote Transmission Equipment Co Ltd
Priority to CN202210984869.9A priority Critical patent/CN115045962A/en
Publication of CN115045962A publication Critical patent/CN115045962A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/083—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention provides a transmission system, a vehicle and a gear shifting control method. The gearbox includes matched with joint tooth and tooth cover, and the joint tooth includes the joint tooth spline, and the tooth cover includes the tooth cover spline, and the joint tooth spline has the first end that is close to the tooth cover spline, and the tooth cover spline has the second end that is close to the joint tooth spline, and first end and second end are single face chamfer structure and incline direction unanimous. When the gear is shifted, the gear sleeve moves towards the joint gear, the driving motor drives the joint gear to rotate relative to the gear sleeve, and when the end face of the first end portion is meshed with the end face of the second end portion, the circumferential component force direction of the joint gear spline under the pressure of the gear sleeve spline is consistent with the rotating movement direction of the joint gear. When the transmission system operates, the engaging teeth can be directly and smoothly engaged with the gear sleeve to complete gear shifting, and the defect that a pure electric vehicle using an AMT gearbox in the prior art has obvious clamping stagnation during gear shifting is overcome.

Description

Transmission system, vehicle and gear shifting control method
Technical Field
The invention relates to the technical field of vehicle power transmission, in particular to a transmission system, a vehicle and a gear shifting control method.
Background
At present, for a pure electric vehicle using an AMT (automated mechanical transmission), compared with a traditional fuel vehicle, the pure electric vehicle mostly cancels a clutch, a driving motor is directly connected with the AMT to realize power transmission, and a synchronizer is adopted to synchronize the rotating speed of an input shaft and the rotating speed of an output shaft of the AMT on the same shaft so as to realize gear shifting.
In the prior art, synchronizers typically include an engaging tooth, a synchronizing ring, and a sleeve. In the gear shifting process, after the gear sleeve passes through the synchronizing ring, the condition that the spline on the gear sleeve is just opposite to the spline chamfer of the joint tooth can occur. At the moment, the rotational inertia of structures such as a driving motor rotor and a transmission input shaft needs to be overcome, the engaging tooth spline can be shifted by a certain angle to realize gear engagement, the gear shifting time is long, and the problem of obvious gear shifting clamping stagnation exists.
Disclosure of Invention
Therefore, the technical problem to be solved by the invention is to overcome the defect that a pure electric vehicle using an AMT gearbox in the prior art has obvious clamping stagnation during gear shifting, so that the transmission system, the vehicle and the gear shifting control method are provided.
In order to solve the above problems, the present invention provides a transmission system including a drive motor and a transmission case. Wherein, the gearbox is connected with driving motor's output shaft transmission, and the gearbox includes matched with joint tooth and tooth cover, and the joint tooth includes the joint tooth spline, and the tooth cover includes the tooth cover spline, and the joint tooth spline has the first end that is close to the tooth cover spline, and the tooth cover spline has the second end that is close to the joint tooth spline, and first end and second end are single face chamfer structure and incline direction unanimity. When the gear is shifted, the gear sleeve moves towards the joint gear, the driving motor drives the joint gear to rotate relative to the gear sleeve, and when the end face of the first end portion is meshed with the end face of the second end portion, the direction of the circumferential force component of the joint gear spline under the pressure of the gear sleeve spline is consistent with the movement direction of the joint gear when the joint gear rotates.
Optionally, the end surface of the first end portion is a first end surface, and one end of the first end surface in the thickness direction inclines towards a direction away from the gear sleeve spline; the end face of the second end portion is a second end face, one end of the second end face in the thickness direction inclines towards the direction far away from the joint tooth spline, and the inclination direction of the second end face is consistent with that of the first end face.
Optionally, the transmission system further comprises a drive motor controller and a gearbox controller. The driving motor controller is in communication connection with the driving motor to control the driving motor to adjust the rotating speed and the torque; the gearbox controller is in communication connection with the drive motor controller to send a gear shifting command.
Optionally, the gearbox further comprises a gear shifting actuating mechanism, and the gear shifting actuating mechanism is connected with the gear sleeve to drive the gear sleeve to move towards the engaging teeth; the gearbox controller is in communication connection with the gear shifting executing mechanism to send out a gear shifting command.
Optionally, the gearbox further comprises a gearbox input shaft and a gearbox output shaft. The transmission device comprises a transmission box, a transmission motor, a transmission box input shaft, a transmission shaft driving mechanism, a transmission mechanism and a transmission mechanism, wherein the transmission box input shaft is in direct transmission connection with an output shaft of the driving motor; a driven gear is sleeved above an output shaft of the gearbox and is in transmission connection with the driving gear; the engaging teeth and the driven gear are synchronous gears, and the gear sleeve is arranged along the output shaft of the gearbox in a sliding mode so as to be separated from or engaged with the engaging teeth.
Optionally, a plurality of driven gears are sleeved on the output shaft of the gearbox in an air-tight manner, and the driven gears are in transmission connection with the driving gear respectively to form a plurality of gears; the engaging teeth are provided in plurality, and the plurality of engaging teeth are provided in one-to-one correspondence with the plurality of driven gears.
The invention also provides a vehicle comprising a transmission system as described above.
The invention also provides a gear shifting control method, which shifts gears through the transmission system, and the gear shifting control method comprises the following steps: s10, controlling a driving motor to carry out torque clearing; s20, controlling the gearbox to pick up the gear; s30, controlling the driving motor to regulate the speed, so that the engaging teeth rotate relative to the gear sleeve; s40, controlling the gearbox to engage in a gear; and S50, controlling the driving motor to perform back twisting.
Optionally, controlling the driving motor to adjust the rotating speed and the torque through the driving motor controller; and a gear shifting instruction is sent to the driving motor controller through the gearbox controller so as to realize torque clearing, speed regulation or torque returning.
Optionally, the gear sleeve is driven by the gear shifting actuator to move towards the engagement teeth; and a gear shifting instruction is sent to the gear shifting executing mechanism through the gearbox controller so as to realize gear picking or gear engaging.
The invention has the following advantages:
1. the first end part on the spline of the joint tooth and the second end part on the spline of the gear sleeve are arranged to be of a single-side chamfer structure with the consistent inclination direction, and the joint tooth is controlled to rotate in the specified direction relative to the gear sleeve when the gear is shifted, so that the joint tooth and the gear sleeve can be directly and smoothly jointed, and the clamping stagnation is avoided when the gear is shifted.
2. The gear shifting instruction can be sent to the driving motor controller through the gearbox controller, and the driving motor controller controls the driving motor to adjust the rotating speed and the torque according to the gear shifting instruction, so that the driving motor and the gearbox cooperate to realize gear shifting.
3. After the gear shifting executing mechanism receives a gear shifting instruction, the gear sleeve can be driven to move away from the engaging teeth, so that the gear sleeve is separated from the engaging teeth corresponding to the current gear, gear picking is achieved, the gear sleeve can also be driven to move close to the engaging teeth, so that the gear sleeve is engaged with the engaging teeth corresponding to the target gear, and gear shifting is achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic diagram illustrating an overall configuration of a transmission system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating a portion of a transmission case in a transmission system according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating a configuration of a spline of an engaged tooth and a spline of a gear sleeve in a transmission system according to an embodiment of the present invention;
FIG. 4 illustrates a first condition of the engagement tooth spline and sleeve spline engagement in a transmission system provided in accordance with an embodiment of the present invention;
FIG. 5 illustrates a second condition of the engagement tooth spline and sleeve spline engagement in a transmission system provided in accordance with an embodiment of the present invention;
FIG. 6 is a schematic diagram illustrating another configuration of the spline engagement of the engaged teeth and the spline engagement of the gear sleeve in a transmission system provided by an embodiment of the present invention;
FIG. 7 is a schematic structural diagram of a first type of engaged tooth spline provided by a second embodiment of the present invention;
FIG. 8 is a structural schematic diagram of a second type of engaged tooth spline provided by the second embodiment of the present invention;
FIG. 9 is a structural schematic diagram of a third type of engaged tooth spline provided by the second embodiment of the present invention;
FIG. 10 is a schematic structural view of a fourth engaging tooth spline provided in the second embodiment of the present invention;
FIG. 11 is a graph showing changes in vehicle-related parameters when an upshift is performed according to a third embodiment of the present invention;
fig. 12 is a diagram showing changes in vehicle-related parameters when a downshift is performed according to a third embodiment of the present invention.
Description of the reference numerals:
10. a drive motor; 20. a gearbox; 21. an engaging tooth; 211. engaging a tooth spline; 2111. a first end portion; 2112. a first side surface; 2113. a second side surface; 2114. a first end face; 22. a gear sleeve; 221. the spline is sleeved with the gear; 2211. a second end portion; 2212. a third side; 2213. a fourth side; 2214. a second end face; 23. a shift actuator; 24. a transmission input shaft; 25. a gearbox output shaft; 30. a drive motor controller; 40. a transmission controller; 50. a main reducer; 60. and (7) wheels.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In addition, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
Example one
The present embodiment provides a transmission system, as shown in fig. 1-3, which includes a driving motor 10 and a gearbox 20, and an output shaft of the driving motor 10 is in transmission connection with the gearbox 20. The gearbox 20 comprises mating engagement teeth 21 and a sleeve 22, the engagement teeth 21 comprising engagement teeth splines 211 and the sleeve 22 comprising sleeve splines 221. The engaging tooth spline 211 is provided with a first end portion 2111 close to the tooth sleeve spline 221, the tooth sleeve spline 221 is provided with a second end portion 2211 close to the engaging tooth spline 211, and the first end portion 2111 and the second end portion 2211 are both of a single-side chamfer structure and have the same inclination direction.
When the vehicle shifts gears, the gear sleeve 22 moves towards the engaging teeth 21, the driving motor 10 drives the engaging teeth 21 to rotate relative to the gear sleeve 22 through the gearbox 20, and when the end face of the first end portion 2111 is engaged with the end face of the second end portion 2211, the direction of the circumferential component of the pressure of the engaging tooth spline 211 exerted by the gear sleeve spline 221 is consistent with the moving direction of the engaging teeth 21 when the engaging teeth 21 rotate.
In the present embodiment, as shown in fig. 3, the X direction indicates the moving direction of the sleeve gear 22, and the M direction indicates the moving direction when the engaging teeth 21 rotate. It can be understood that, when the engaging teeth 21 rotate, the tangential direction of a point on the rotating track is the moving direction of the point. Intuitively, the engaging teeth 21 rotate clockwise in a left-to-right viewing direction.
Further, as shown in fig. 3, the engaging tooth spline 211 includes a first side surface 2112, a second side surface 2113, and a first end surface 2114. Wherein the first side surface 2112 and the second side surface 2113 are respectively provided on both sides in the thickness direction of the engaging tooth spline 211; a first end surface 2114 is provided at an end of the engaging tooth spline 211 near the sleeve spline 221, the first end surface 2114 being an end surface of the first end portion 2111. It is to be understood that one end of the first end face 2114 connected to the first side face 2112 is a first end in the thickness direction of the first end face 2114, and one end of the first end face 2114 connected to the second side face 2113 is a second end in the thickness direction of the first end face 2114.
Tooth sleeve spline 221 includes third side 2212, fourth side 2213 and second end 2214. Wherein, the third side 2212 and the fourth side 2213 are respectively arranged at two sides of the thickness direction of the gear sleeve spline 221; a second end face 2214 is disposed at one end of the sleeve spline 221 proximate to the engaging tooth spline 211, the second end face 2214 being the end face of the second end portion 2211. It is understood that the end of the second end surface 2214 connected to the third side 2212 is a first end of the second end surface 2214 in the thickness direction, and the end of the second end surface 2214 connected to the fourth side 2213 is a second end of the second end surface 2214 in the thickness direction.
In this embodiment, the end of the first end 2114 that is connected to the first side 2112 is angled away from the sleeve spline 221 to form a first end 2111 that is a single-sided chamfered structure. The end of the second end surface 2214 connected to the fourth side surface 2213 is inclined away from the engaging tooth spline 211 to form a second end portion 2211 with a single-sided chamfered configuration.
Further, as shown in fig. 3, the first end surface 2114 and the second end surface 2214 are inclined in the same direction to achieve mutual engagement. When the first end surface 2114 is engaged with the second end surface 2214, referring to fig. 4, the gear sleeve spline 221 applies a pressure F to the engaging gear spline 211, which can be divided into circumferential force components F Week (week) And axial component force F Shaft 。
In this embodiment, M is equal to F Week (week) In the same direction.
According to the arrangement, when the gear is shifted, the gear sleeve 22 can be directly and smoothly engaged with the engaging teeth 21 without a synchronizing ring, so that the gear shifting time can be effectively shortened, and the gear shifting clamping stagnation is avoided.
Specifically, when the engaging teeth 21 are engaged with the sleeve 22, two situations occur, as shown in fig. 4 and 5, respectively. Wherein, referring to fig. 3 and 4, in a first instance, first end face 2114 is in contact with second end face 2214. At this time, since the engaging teeth 21 rotate relative to the gear sleeve 22 and rotate in the M direction, when the gear sleeve 22 applies a pressure F to the engaging teeth 21, the engaging teeth 21 can move in compliance with the circumferential component force of F, and the gear sleeve spline 221 can smoothly slide into the engaging tooth spline 211 through the fit between the first end surface 2114 and the second end surface 2214, so that the occurrence of jamming is avoided, the engagement between the gear sleeve 22 and the engaging teeth 21 is realized, and the gear shifting is completed.
Referring to fig. 3 and 5, in a second situation, second side 2113 and third side 2212 are in contact. At this time, the gear sleeve spline 221 can slide into the engaging gear spline 211 directly overcoming the friction force, so that the engagement of the gear sleeve 22 and the engaging gear 21 is realized, the clamping stagnation is avoided, and the gear shifting is smooth.
In this embodiment, the engaging tooth spline 211 is an internal spline, and the sleeve tooth spline 221 is an external spline. In other embodiments, the engaging tooth spline 211 may be configured as an external spline and the sleeve tooth spline 221 may be configured as an internal spline.
Preferably, the first end surface 2114 is configured as a slanted plane that makes an obtuse angle with the first side surface 2112 and an acute angle with the second side surface 2113. The second end 2214 is configured as an inclined plane, and the included angle between the second end 2214 and the third side 2212 is an acute angle, and the included angle between the second end 2214 and the fourth side 2213 is an obtuse angle.
It will be appreciated that in another embodiment, referring to FIG. 6, for the engaging tooth spline 211, the first end surface 2114 may also be angled at an acute angle with respect to the first side surface 2112, and the first end surface 2114 may be angled at an obtuse angle with respect to the second side surface 2113. Accordingly, for the sleeve spline 221, the second end 2214 can be at an obtuse angle with the third side 2212 and the second end 2214 can be at an acute angle with the fourth side 2213. At this time, the moving direction and F of the engaging teeth 21 during rotation are ensured as long as the engaging teeth 21 rotate relative to the gear sleeve 22 Week (week) The gear sleeve 22 and the engaging teeth 21 can be directly and smoothly engaged to complete the gear shifting.
In this embodiment, as shown in fig. 1, a drive Motor controller 30 (MCU) and a Transmission controller 40 (TCU) are also provided in the Transmission system. The transmission controller 40 is in communication with the driving motor controller 30 to send a gear shifting command to the driving motor controller 30. The driving motor controller 30 is in communication connection with the driving motor 10 to control the driving motor 10 to adjust the rotating speed and the torque according to the gear shifting command, so that the driving motor 10 and the gearbox 20 cooperate to realize gear shifting.
Further, as shown in fig. 1 and 2, the transmission 20 further includes a shift actuator 23, the transmission controller 40 is connected to the shift actuator 23 in communication, and the shift actuator 23 is connected to the gear sleeve 22 in a driving manner. After the gear shifting actuating mechanism 23 receives a gear shifting instruction sent by the gearbox controller 40, the gear shifting actuating mechanism 23 can drive the gear sleeve 22 to move away from the engaging teeth 21, so that the gear sleeve 22 is separated from the engaging teeth 21 corresponding to the current gear, and the gear is disengaged; the shift actuator 23 can also drive the sleeve gear 22 to move close to the engaging teeth 21 so that the sleeve gear 22 engages with the engaging teeth 21 corresponding to the target gear to effect shifting.
In this embodiment, the shift actuator 23 includes a shift motor and a shift fork. Wherein, the gear shifting motor is connected with the shifting fork in a transmission way, and the shifting fork is connected with the gear sleeve 22. When the gear shifting motor operates, the gear shifting motor can drive the shifting fork to move, and then the gear sleeve 22 is driven to move through the shifting fork.
As shown in fig. 1, the gearbox 20 further includes a gearbox input shaft 24 and a gearbox output shaft 25. Wherein, the input shaft 24 of the gear box is directly connected with the output shaft of the driving motor 10 in a transmission way, and the input shaft 24 of the gear box is fixedly sleeved with a driving gear; a driven gear is sleeved above the output shaft 25 of the gearbox and is in transmission connection with the driving gear.
In this embodiment, the engaging teeth 21 and the driven gear are synchronous gears, and both rotate at the same time and at the same rotation speed. The sleeve 22 is able to slide along the gearbox output shaft 25 to disengage the engagement teeth 21, disconnecting the power transmission between the driven gear and the gearbox output shaft 25, keeping the driven gear idle; the sleeve 22 is also able to slide along the gearbox output shaft 25 to engage with the engagement teeth 21 to effect power transfer between the driven gear and the gearbox output shaft 25.
Further, a plurality of driven gears are sleeved on the transmission output shaft 25 in an air-tight manner and are respectively in transmission connection with the driving gear so as to form a plurality of gears. Accordingly, the engaging teeth 21 are provided in plural, and the plural engaging teeth 21 are provided in one-to-one correspondence with the plural driven gears.
In the present embodiment, the transmission 20 has four gears. Fig. 2 shows a schematic structural view in which the engaging teeth 21 corresponding to two gears are engaged with the gear sleeve 22. Assuming that the right and left engagement teeth 21 correspond to a first gear and a second gear, respectively, and the vehicle is initially in the first gear, when the vehicle needs to be shifted to the second gear, the shifting process is as follows:
(1) the driver performs gear shifting operation to drive the motor 10 to clear the torque;
(2) the gear shifting actuating mechanism 23 controls the gear sleeve 22 to move leftwards, so that the gear sleeve 22 is separated from the right engaging tooth 21, and a first gear is picked out;
(3) the driving motor 10 adjusts the rotation speed to rotate the engaging teeth 21 relative to the gear sleeve 22, and the moving direction of the engaging teeth 21 is as described above;
(4) the gear shifting actuating mechanism 23 controls the gear sleeve 22 to move leftwards, so that the gear sleeve 22 is engaged with the left engaging tooth 21, and the second gear is engaged;
(5) the motor 10 is driven to perform torque back and the vehicle keeps running in the second gear.
In other respects, and referring to FIG. 1, the transmission system further includes a final drive 50, and the transmission output shaft 25 is drivingly connected to wheels 60 of the vehicle through the final drive 50 to effect power transfer. The rotational speed can be further reduced, the torque can be increased, and the rotational direction can be changed by the final drive 50 and then transmitted to the wheels 60 to obtain sufficient traction and appropriate vehicle speed.
The embodiment also provides a vehicle comprising the transmission system as described above. Preferably, the vehicle is a pure electric vehicle.
In summary, the present embodiment provides a transmission system and a vehicle, which have the following advantages:
1. by designing the end structures of the engaging tooth spline 211 and the gear sleeve spline 221 and enabling the engaging tooth 21 to rotate relative to the gear sleeve 22 during gear shifting, the arrangement of a synchronizing ring is omitted, and gear shifting clamping stagnation caused by the fact that the acting force direction of the gear sleeve 22 on the engaging tooth 21 is inconsistent with the moving direction of the engaging tooth 21 can be avoided;
2. when the engaging teeth 21 are engaged with the gear sleeve 22, the engaging teeth 21 do not need to be forcibly shifted to stagger a certain angle to enter a gear, and the inertia torque at the input end of the gearbox 20 does not need to be reduced by cutting off the power of a clutch;
3. the driving motor 10 can be controlled to carry out accurate speed regulation to achieve synchronous rotating speed without a mechanical synchronizer structure;
4. the whole structure of the transmission system is simpler, the reliability is higher, the gear shifting is smoother, and the complexity of the system is reduced.
Example two
The present embodiment provides a transmission system, which has substantially the same structure as the transmission system provided in the first embodiment, except that the shapes of the first end surface 2114 and the second end surface 2214 are different from the first embodiment.
This will now be described taking the engaging tooth spline 211 as an example. As shown in fig. 7-9, the present embodiment provides a total of four engaging tooth splines 211, differing in the shape of the first end surface 2114.
As shown in fig. 7, the first end surface 2114 is a slope having one end rounded in the thickness direction. As shown in fig. 8, the first end surface 2114 is a slope surface, both ends of which in the thickness direction are rounded. As shown in fig. 9, the first end surface 2114 is provided as an arc-shaped surface protruding outward. As shown in fig. 10, one end in the thickness direction of the first end surface 2114 is inclined in a direction away from the sleeve spline 221, but the other end in the thickness direction thereof is straight.
It can be understood that although the shape of the first end surface 2114 is changed, the direct and smooth engagement of the engaging teeth 21 and the gear sleeve 22 can be ensured, the gear shifting time can be effectively reduced, and the gear shifting jamming can be avoided.
In the gear sleeve spline 221, the second end surface 2214 can be arranged with reference to the first end surface 2114, which is not described in detail herein.
EXAMPLE III
The present embodiment provides a shift control method for shifting gears by a transmission system according to any one of the above embodiments, the method including the steps of:
and S10, controlling the driving motor 10 to perform torque clearing.
When the driver shifts gears, the transmission controller 40 can issue a shift instruction to the drive motor controller 30 according to the shift instruction; thereafter, the driving motor controller 30 controls the driving motor 10 to operate so that the torque of the driving motor 10 becomes about 0N · m.
And S20, controlling the gearbox 20 to pick up the gear.
The gearbox controller 40 sends a gear shifting instruction to the gear shifting executing mechanism 23, and the gear shifting executing mechanism 23 drives the gear sleeve 22 to move, so that the gear sleeve 22 is separated from the engaging teeth 21 corresponding to the current gear, and gear shifting is achieved.
And S30, controlling the driving motor 10 to regulate the speed, so that the engaging teeth 21 rotate relative to the gear sleeve 22.
The driving motor controller 30 controls the driving motor 10 to operate according to the gear shifting command, so that the output rotation speed of the driving motor 10 is adjusted to be higher than the rotation speed of the input shaft corresponding to the target gear by deltan, and deltan is larger than 0. At this time, the engaging tooth 21 rotates in the direction M relative to the gear sleeve 22, so that in the case of meshing the subsequent first end surface 2114 and the second end surface 2214, the engaging tooth 21 can move in the direction conforming to the circumferential force component of F, and smooth engagement between the engaging tooth 21 and the gear sleeve 22 is ensured.
And S40, controlling the gearbox 20 to engage.
The gear shift actuator 23 drives the sleeve gear 22 to move, so that the sleeve gear 22 is engaged with the engaging teeth 21 corresponding to the target gear, and the gear engagement is realized.
And S50, controlling the driving motor 10 to perform back twisting.
The driving motor controller 30 controls the driving motor 10 to operate such that the torque of the driving motor 10 is returned to the level before the torque is cleared.
When the vehicle is actually running, the driver may perform an upshift operation or a downshift operation. Here, the first gear and the second gear are taken as an example, and the change of the parameters in the case of the upshift and the downshift is described with reference to fig. 11 and 12, respectively. Wherein n is 1 The speed of rotation, n, of the transmission input shaft 24 for the first gear 2 Speed of the transmission input shaft 24, n, for the second gear m In order to obtain the rotation speed of the output shaft of the driving motor 10, Δ n is the difference between the rotation speed of the output shaft of the driving motor 10 and the rotation speed of the input shaft 24 of the transmission corresponding to the target gear, F is the shifting force, s is the shifting stroke, and Tq is the torque of the driving motor 10.
Specifically, referring to fig. 11, when the driver performs an upshift operation, the vehicle is shifted from the first gear to the second gear. At this time, the shift process is as follows: after receiving a gear shifting command, driving the motor 10 to clear torque, and reducing the torque Tq to about 0N · m; the gear sleeve 22 is separated from the engaging teeth 21 corresponding to the first gear through the gear shifting actuating mechanism 23, and the first gear is picked out; the drive motor 10 is regulated to a rotational speed n m Ratio n 2 A high Δ n; applying a shifting force to the gear sleeve 22 through the shifting actuating mechanism 23 to enable the gear sleeve 22 to be engaged with the engaging teeth 21 corresponding to the second gear, and engaging the second gear; the motor 10 is driven to turn back, the torque Tq returns to the level before the torque is turned back, and the vehicle keeps running in the second gear.
Referring to fig. 12, when the driver performs a downshift operation, the vehicle is lowered from the second gear to the first gear. At this time, the shift process is as follows: after receiving the gear shifting command, the driving motor 10 performs torque clearing, and the torque Tq is increased to about 0N · m; tong (Chinese character of 'tong')The over-shifting actuating mechanism 23 separates the gear sleeve 22 from the engaging teeth 21 corresponding to the second gear, and the second gear is picked out; the drive motor 10 is regulated to a rotational speed n m Ratio n 1 A high Δ n; applying a shifting force to the gear sleeve 22 through the gear shifting actuating mechanism 23 to enable the gear sleeve 22 to be engaged with the engaging teeth 21 corresponding to the first gear, and engaging the first gear; the electric motor 10 is driven back, the torque Tq returns to the level before the torque-up, and the vehicle is kept in the first gear.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.

Claims (10)

1. A transmission system, comprising:
a drive motor (10);
the gearbox (20) is in transmission connection with an output shaft of the driving motor (10), the gearbox (20) comprises a joint tooth (21) and a gear sleeve (22) which are matched, the joint tooth (21) comprises a joint tooth spline (211), the gear sleeve (22) comprises a gear sleeve spline (221), the joint tooth spline (211) is provided with a first end portion (2111) close to the gear sleeve spline (221), the gear sleeve spline (221) is provided with a second end portion (2211) close to the joint tooth spline (211), and the first end portion (2111) and the second end portion (2211) are both in a single-face chamfer structure and are consistent in inclination direction;
when the gear is shifted, the gear sleeve (22) moves towards the joint teeth (21), the driving motor (10) drives the joint teeth (21) to rotate relative to the gear sleeve (22), and when the end face of the first end portion (2111) is meshed with the end face of the second end portion (2211), the direction of the circumferential component force of the pressure of the gear sleeve spline (221) on the joint teeth spline (211) is consistent with the movement direction of the joint teeth (21) when the joint teeth (21) rotate.
2. The transmission system according to claim 1, wherein the end surface of the first end portion (2111) is a first end surface (2114), and one end in the thickness direction of the first end surface (2114) is inclined away from the sleeve spline (221);
the end face of the second end portion (2211) is a second end face (2214), one end in the thickness direction of the second end face (2214) is inclined in a direction away from the engaging tooth spline (211), and the inclination directions of the second end face (2214) and the first end face (2114) are the same.
3. The transmission system of claim 1, further comprising:
the driving motor controller (30) is in communication connection with the driving motor (10) to control the driving motor (10) to adjust the rotating speed and the torque;
and the gearbox controller (40) is in communication connection with the driving motor controller (30) to send a gear shifting command.
4. A transmission system according to claim 3, characterised in that the gearbox (20) further comprises a shift actuator (23), the shift actuator (23) being connected to the sleeve gear (22) to drive the sleeve gear (22) towards the engagement teeth (21);
the gearbox controller (40) is in communication connection with the gear shifting actuating mechanism (23) to issue the gear shifting command.
5. A transmission system according to any one of claims 1 to 4, characterised in that the gearbox (20) further comprises:
the transmission input shaft (24) is in transmission direct connection with an output shaft of the driving motor (10), and a driving gear is fixedly sleeved on the transmission input shaft (24);
a driven gear is sleeved on the gearbox output shaft (25) in an overhead manner, and the driven gear is in transmission connection with the driving gear;
wherein the engaging teeth (21) and the driven gear are synchronous gears, and the gear sleeve (22) is arranged along the gearbox output shaft (25) in a sliding mode so as to be separated from or engaged with the engaging teeth (21).
6. The transmission system according to claim 5, wherein a plurality of driven gears are idly sleeved on the gearbox output shaft (25), and are respectively in transmission connection with the driving gear to form a plurality of gears;
the engaging teeth (21) are provided in plurality, and the engaging teeth (21) and the driven gears are provided in one-to-one correspondence.
7. A vehicle comprising a transmission system according to any one of claims 1 to 6.
8. A shift control method characterized by performing a shift by the transmission system according to any one of claims 1 to 6, comprising the steps of:
s10, controlling the driving motor (10) to carry out torque cleaning;
s20, controlling the gear box (20) to pick up the gear;
s30, controlling the driving motor (10) to regulate the speed, and enabling the engaging teeth (21) to rotate relative to the gear sleeve (22);
s40, controlling the gearbox (20) to engage;
and S50, controlling the driving motor (10) to perform back-twisting.
9. The shift control method according to claim 8, characterized in that the drive motor (10) is controlled by a drive motor controller (30) to adjust a rotation speed and a torque;
and a gear shifting command is sent to the driving motor controller (30) through a gearbox controller (40) so as to realize torque clearing, speed regulation or torque returning.
10. A gear change control method according to claim 9, characterized in that the sleeve gear (22) is driven to move towards the engagement teeth (21) by a gear change actuator (23);
and sending the gear shifting command to the gear shifting actuating mechanism (23) through the gearbox controller (40) so as to realize gear picking or gear engaging.
CN202210984869.9A 2022-08-17 2022-08-17 Transmission system, vehicle and gear shifting control method Pending CN115045962A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210984869.9A CN115045962A (en) 2022-08-17 2022-08-17 Transmission system, vehicle and gear shifting control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210984869.9A CN115045962A (en) 2022-08-17 2022-08-17 Transmission system, vehicle and gear shifting control method

Publications (1)

Publication Number Publication Date
CN115045962A true CN115045962A (en) 2022-09-13

Family

ID=83168314

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210984869.9A Pending CN115045962A (en) 2022-08-17 2022-08-17 Transmission system, vehicle and gear shifting control method

Country Status (1)

Country Link
CN (1) CN115045962A (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000274446A (en) * 1999-03-24 2000-10-03 Daihatsu Motor Co Ltd Dog clutch mechanism and automatic transmission using the same
CN201013876Y (en) * 2006-10-24 2008-01-30 浙江万里扬变速器有限公司 Change gear device of automobile speed variator
JP2010174959A (en) * 2009-01-28 2010-08-12 Mitsubishi Motors Corp Dual clutch transmission
CN202371146U (en) * 2011-11-17 2012-08-08 北汽福田汽车股份有限公司 Transmission of electric automobile
JP2014105826A (en) * 2012-11-29 2014-06-09 Fuji Heavy Ind Ltd Clutch control device
CN112524170A (en) * 2020-12-21 2021-03-19 宜宾丰川动力科技有限公司 Transmission synchronizing mechanism, gear shifting system, gear shifting method and transmission
CN114877035A (en) * 2022-07-12 2022-08-09 清华大学 Transmission system with one-way adaptive engagement device and shift control method thereof

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000274446A (en) * 1999-03-24 2000-10-03 Daihatsu Motor Co Ltd Dog clutch mechanism and automatic transmission using the same
CN201013876Y (en) * 2006-10-24 2008-01-30 浙江万里扬变速器有限公司 Change gear device of automobile speed variator
JP2010174959A (en) * 2009-01-28 2010-08-12 Mitsubishi Motors Corp Dual clutch transmission
CN202371146U (en) * 2011-11-17 2012-08-08 北汽福田汽车股份有限公司 Transmission of electric automobile
JP2014105826A (en) * 2012-11-29 2014-06-09 Fuji Heavy Ind Ltd Clutch control device
CN112524170A (en) * 2020-12-21 2021-03-19 宜宾丰川动力科技有限公司 Transmission synchronizing mechanism, gear shifting system, gear shifting method and transmission
CN114877035A (en) * 2022-07-12 2022-08-09 清华大学 Transmission system with one-way adaptive engagement device and shift control method thereof

Similar Documents

Publication Publication Date Title
US9637115B2 (en) Control systems and methods for transmission of hybrid power vehicle
US8585522B2 (en) Drive train and method for operating the drive train
US9517763B2 (en) Control systems and methods for transmission of hybrid power vehicle
EP2354583B1 (en) Automatic dual-clutch transmission
US9303731B2 (en) Transmission system
EP2281727A1 (en) Power transmission device for hybrid vehicle and speed change operation method thereof
EP1429049B1 (en) Automatic transmission system and automobile using the system
CN102840281A (en) Synchronizer-free gear shifting system for input shaft speed regulation for electric automobile
US20060272437A1 (en) Sleeve spline structure of synchronizer
CN111615603B (en) Electric transmission system and gear shifting method
EP3055591B1 (en) Method for preselecting a gear in a multi-clutch transmission of a vehicle upon exiting free-wheeling state
EP3051182B1 (en) Management and control method of the gear change phases of a vehicle fitted with an automated manual transmission and transmission apparatus for vehicles fitted with automated manual transmission
JP6061039B2 (en) Automatic transmission for vehicles
JP4502103B2 (en) Automatic transmission
EP3726095A1 (en) Multispeed transmission
WO2022052355A1 (en) Hybrid power system and vehicle
JP2010030565A (en) Method of controlling power transmission system for hybrid vehicle
CN113400918A (en) Hybrid powertrain for a vehicle
CN115045962A (en) Transmission system, vehicle and gear shifting control method
JP5818565B2 (en) Dual clutch automatic transmission
JP5634967B2 (en) Hybrid vehicle and control method thereof
JP2012166574A (en) Hybrid vehicle
KR101887777B1 (en) Shift control method for vehicle with dct
CN219809364U (en) Transmission, vehicle driving system and vehicle
JP2005090604A (en) Speed change control device for automatic transmission

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
RJ01 Rejection of invention patent application after publication

Application publication date: 20220913

RJ01 Rejection of invention patent application after publication