CN116906525A - Multi-gear shifting speed change mechanism, control method thereof and vehicle - Google Patents

Multi-gear shifting speed change mechanism, control method thereof and vehicle Download PDF

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Publication number
CN116906525A
CN116906525A CN202310651563.6A CN202310651563A CN116906525A CN 116906525 A CN116906525 A CN 116906525A CN 202310651563 A CN202310651563 A CN 202310651563A CN 116906525 A CN116906525 A CN 116906525A
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CN
China
Prior art keywords
gear
speed
vehicle
motor
shaft
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
CN202310651563.6A
Other languages
Chinese (zh)
Inventor
楚文力
陈云
林霄喆
于海生
韩韬
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.)
Wuxi Xingqu Power Technology Co ltd
Wuxi Xingqu Technology Co ltd
Original Assignee
Wuxi Xingqu Technology Co ltd
Wuxi Xingqu Power Technology Co ltd
Zhejiang Geely Holding Group Co Ltd
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Publication date
Application filed by Wuxi Xingqu Technology Co ltd, Wuxi Xingqu Power Technology Co ltd, Zhejiang Geely Holding Group Co Ltd filed Critical Wuxi Xingqu Technology Co ltd
Priority to CN202310651563.6A priority Critical patent/CN116906525A/en
Publication of CN116906525A publication Critical patent/CN116906525A/en
Pending legal-status Critical Current

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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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • 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
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention provides a multi-gear shifting speed change mechanism, a control method thereof and a vehicle, and relates to the technical field of vehicle transmission systems, wherein the multi-gear shifting speed change mechanism comprises a first gear component, a second gear component and a controller, the first gear component and the second gear component are both used for connecting a motor and a differential of the vehicle, the first gear component comprises a first gear set and an overrunning clutch connected with the first gear set, the second gear component comprises a second gear set and a combination mechanism connected with the second gear set, and the controller is in communication connection with the motor and the combination mechanism; the controller is used for controlling the working state of the combining mechanism according to the rotation speed of an output shaft of the output shaft connected with the differential and the rotation speed of a motor of the motor so as to enable the second gear set to be combined with or separated from a transmission shaft of the vehicle through the combining mechanism. The invention has the beneficial effects that: the phenomenon of the jerk when the vehicle shifts can be reduced.

Description

Multi-gear shifting speed change mechanism, control method thereof and vehicle
Technical Field
The invention relates to the technical field of vehicle transmission systems, in particular to a multi-gear shifting speed change mechanism, a control method thereof and a vehicle.
Background
In the new energy automobile industry, a new energy electric drive system is an important development direction, the matching of the electric drive system directly influences the efficiency and the endurance mileage of a new energy electric car, and in a high-performance car, a multi-gear electric drive assembly (for example, a two-gear electric drive assembly) is generally adopted to improve the efficiency and the endurance.
At present, a multi-gear electric drive system has a multi-selection parallel shaft type structure, two groups of gears are combined or separated respectively by adding a synchronizer and a gear shifting fork in the gear shifting process, one group of synchronizers are respectively connected with the two groups of gears in the gear shifting process, the power interruption condition can occur in the gear shifting process, in addition, the combination time of the synchronizers is longer, the requirements on the gear shifting time and the control precision are higher, the control difficulty is higher, the gear shifting is easy to occur, the gear shifting is easy to be carried out, and the defects of reduced comfort of the whole vehicle, reduced service life of parts and the like are caused.
Disclosure of Invention
The invention solves the problem of how to reduce the jerk phenomenon when the vehicle shifts gears.
In order to solve the problems, the invention provides a multi-gear shifting speed change mechanism, which comprises a first gear assembly, a second gear assembly and a controller, wherein the first gear assembly and the second gear assembly are used for being connected with a motor and a differential of a vehicle, the first gear assembly comprises a first gear set and an overrunning clutch connected with the first gear set, the second gear assembly comprises a second gear set and a combining mechanism connected with the second gear set, and the controller is in communication connection with the motor and the combining mechanism; the controller is used for controlling the working state of the combining mechanism according to the rotating speed of an output shaft of the output shaft connected with the differential mechanism and the rotating speed of a motor of the motor so as to enable the second gear set to be combined with or separated from a transmission shaft of the vehicle through the combining mechanism.
The multi-gear shifting speed change mechanism enables a vehicle to run in a low gear after the vehicle is started, at the moment, the transmission in the form of a motor-first gear assembly-differential mechanism is formed, the overrun clutch is in a rotating state within a certain speed, in the second gear assembly, the combination mechanism can enable the second gear assembly and a transmission shaft of the vehicle to be in a disengaging state, therefore, the second gear assembly does not transmit, when the combination mechanism enables the second gear assembly and the transmission shaft of the vehicle to be in a combination state, the second gear assembly can transmit, switching of the second gear is achieved, at the moment, the transmission in the form of the motor-second gear assembly-differential mechanism is formed, the rotational speed of wheels is higher, the second gear assembly drives the first gear assembly to increase through the transmission shaft, the first gear assembly is in an idling state under the effect of the overrun clutch, so that no power interruption is achieved when the first gear assembly is in a first gear, in addition, the overrun clutch and the first gear assembly are always in a working state, when the second gear assembly is switched into a gear, no power interruption is ensured, when the vehicle is in the gear assembly, the second gear assembly is in the combination state, the rotational speed of the motor is not ensured, the rotational speed of the second gear assembly is not to be smooth, the rotational speed of the second gear assembly is further smoothly controlled, and the output is further is well controlled on the basis of the fact that the output is in a gear transmission state is in a combination state or is relatively smooth state, and the speed is well-smooth, or is well-down, when the rotational speed of the output is in the state, and is in the state, the state is further, and the state is in the gear state, and has the state is in the state, and has the speed is well-down state.
Further, the combination mechanism comprises a sliding sleeve structure and a transmission gear, the sliding sleeve structure is used for being connected with the transmission shaft, the transmission gear is connected with the second gear set, and the sliding sleeve structure is used for moving relative to the transmission gear to be combined with or separated from the transmission gear.
Further, the sliding sleeve structure comprises a combination tooth sliding sleeve and a combination tooth hub which are meshed with each other, the combination tooth hub is used for being connected with the transmission shaft, and the combination tooth sliding sleeve is used for sliding at the combination tooth hub to be meshed with or separated from the transmission tooth.
Further, the transmission shaft comprises an input shaft and an output shaft for connection with the motor;
the overrunning clutch is used for being connected with the input shaft or the output shaft; and/or
The coupling mechanism is configured to be coupled to the input shaft or the output shaft.
Further, the first gear set comprises a first gear input gear and a first gear output gear which are meshed with each other, the second gear set comprises a second gear input gear and a second gear output gear which are meshed with each other, the first gear input gear and the second gear input gear are coaxially arranged, and the first gear output gear and the second gear output gear are coaxially arranged.
Further, the first gear input gear is connected with the overrunning clutch, the second gear input gear is connected with the combining mechanism, the overrunning clutch and the combining mechanism are respectively connected with the input shaft, and the first gear output gear and the second gear output gear are respectively connected with the output shaft.
Further, the first gear input gear is connected with the overrunning clutch, the second gear output gear is connected with the combining mechanism, the overrunning clutch and the second gear input gear are respectively connected with the input shaft, and the combining mechanism and the first gear output gear are respectively connected with the output shaft.
Further, the first gear output gear is connected with the overrunning clutch, the second gear output gear is connected with the combining mechanism, the overrunning clutch and the combining mechanism are respectively connected with the output shaft, and the first gear input gear and the second gear input gear are respectively connected with the input shaft.
Further, the multi-gear shifting transmission mechanism further includes a magnetic encoder provided at the output shaft.
The invention also provides a control method of the multi-gear shifting speed change mechanism, which is applied to the multi-gear shifting speed change mechanism; the control method of the multi-gear shifting speed change mechanism comprises the following steps of:
acquiring the rotation speed of an output shaft and the rotation speed of a motor;
controlling an operating state of a motor in response to a shift request of a vehicle to change a rotational speed of the motor toward a rotational speed of the output shaft;
determining a rotational speed difference between the rotational speed of the motor and the rotational speed of the output shaft;
and when the rotating speed difference is smaller than or equal to the preset rotating speed difference, controlling the working state of the combining mechanism so as to enable the second gear set to be combined with or separated from the transmission shaft of the vehicle through the combining mechanism.
Further, the shift request includes an upshift request and a downshift request, and the control method of the multi-shift transmission further includes: the upshift request is generated when the vehicle speed of the vehicle increases to a preset shift vehicle speed, and the downshift request is generated when the vehicle speed decreases to the preset shift vehicle speed.
The control method of the multi-gear shifting speed change mechanism has similar technical effects to those of the multi-gear shifting speed change mechanism, and detailed description is omitted.
The invention also proposes a vehicle comprising a multi-gear shifting transmission as described above and/or comprising a memory for storing a computer program and a processor for implementing a control method of a multi-gear shifting transmission as described above when executing the computer program.
The vehicle of the present invention has similar technical effects to the multi-shift transmission mechanism described above, and will not be described in detail herein.
Drawings
FIG. 1 is a schematic diagram of a vehicle drive system with a multi-speed shift transmission in accordance with an embodiment of the present invention;
FIG. 2 is a schematic structural view of a coupling mechanism according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating the connection between the coupling mechanism and the second input gear and between the coupling mechanism and the input shaft according to the embodiment of the present invention;
FIG. 4 is a schematic diagram of a multi-speed shifter in a first gear state according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a multi-speed shift transmission mechanism in a second gear state according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a second embodiment of a vehicle drive system having a multi-speed shift transmission mechanism;
FIG. 7 is a schematic diagram III of a vehicle drive system having a multi-speed shift transmission in accordance with an embodiment of the invention;
fig. 8 is a schematic diagram of a vehicle drive system with a multi-speed shift transmission in an embodiment of the invention.
FIG. 9 is a flowchart of a control method of a multi-speed shift transmission in an embodiment of the invention;
fig. 10 is a schematic diagram of a control principle of a vehicle in an embodiment of the present invention.
Reference numerals illustrate: 1-a motor; 1 a-a first gear set; 2-an input shaft; 2 a-second gear set; 3-overrunning clutch; 4-first gear input gear; 5-a binding mechanism; 6-second gear input gear; 7-first gear output gear; 8-second gear output gear; 9-a magnetic encoder; 10-an output shaft; 11-a differential; 501-a sliding sleeve structure; 502-driving teeth; 511-a bond tooth sleeve; 521-coupling gear hubs.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. While the invention is susceptible of embodiment in the drawings, it is to be understood that the invention may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but rather are provided to provide a more thorough and complete understanding of the invention. It should be understood that the drawings and embodiments of the invention are for illustration purposes only and are not intended to limit the scope of the present invention.
It should be understood that the various steps recited in the method embodiments of the present invention may be performed in a different order and/or performed in parallel. Furthermore, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the invention is not limited in this respect.
The term "including" and variations thereof as used herein are intended to be open-ended, i.e., including, but not limited to. The term "based on" is based at least in part on. The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "alternative embodiments". Related definitions of other terms will be given in the description below. It should be noted that the terms "first," "second," and the like herein are merely used for distinguishing between different devices, modules, or units and not for limiting the order or interdependence of the functions performed by such devices, modules, or units.
The embodiment of the invention provides a multi-gear shifting speed change mechanism, which comprises a first gear assembly, a second gear assembly and a controller, wherein the first gear assembly and the second gear assembly are respectively used for being connected with a motor 1 and a differential 11 of a vehicle, the first gear assembly comprises a first gear set 1a and an overrunning clutch 3 connected with the first gear set 1a, the second gear assembly comprises a second gear set 2a and a combining mechanism 5 connected with the second gear set 2a, and the controller is in communication connection with the motor 1 and the combining mechanism 5; the controller is used for controlling the working state of the combining mechanism 5 according to the rotation speed of the output shaft 10 connected with the differential 11 and the rotation speed of the motor 1, so as to combine or separate the second gear set 2a with or from the transmission shaft of the vehicle through the combining mechanism 5.
The multi-gear shift speed change mechanism in the embodiment of the invention can be particularly applied to a driving system of a vehicle, such as an electric driving system of a new energy vehicle, for example, an electric driving system, so as to realize gear adjustment between a motor 1 and a differential 11, wherein the differential 11 is connected with wheels to realize adjustment of driving force of the wheels, and particularly, the multi-gear shift speed change mechanism in the embodiment of the invention at least comprises two stages of gears, which can realize that the vehicle is in first gear or second gear, generally, when the vehicle is changed to the second gear with higher gear, the rotation speed and the power speed of the final wheels can be increased, so that the vehicle is ensured to be stably in higher rotation speed, wherein the change of the gears can be automatically shifted according to the improvement of the vehicle speed, and in some embodiments, the gear shifting can also be carried out through manual control.
Referring to fig. 1, the multi-gear shift transmission mechanism includes a first gear assembly and a second gear assembly, which may be connected to a motor 1 and a differential 11, respectively, through a transmission shaft, and in particular, the transmission shaft may include an input shaft 2 connected to the motor 1 and an output shaft 10 connected to the differential, and accordingly, the first gear assembly and the second gear assembly may be connected to the motor 1 and the differential 11 through the input shaft 2 and the output shaft 10, respectively, so that the vehicle is in a first gear or a second gear state when the first gear assembly and the second gear assembly are in respective operating states, respectively.
The first gear assembly comprises a first gear set 1a and an overrunning clutch 3 connected with the first gear set 1a, wherein the first gear assembly is matched with the input shaft 2 and the output shaft 10 in a mode that the overrunning clutch 3 is connected with one of the input shaft 2 and the output shaft 10, and the first gear set 1a is connected with the other shaft. Accordingly, the second gear assembly comprises a second gear set 2a and a coupling mechanism 5 connected to the second gear set 2a, wherein the second gear assembly may be engaged with the input shaft 2 and the output shaft 10 in such a way that the coupling mechanism 5 is connected to one of the input shaft 2 and the output shaft 10 and the second gear set 2a is connected to the other shaft.
Fig. 10 is a schematic diagram of a control principle of a vehicle according to an alternative embodiment of the present invention, in which the controller is a motor controller, and may receive a signal from the vehicle controller, and a rotational speed signal of the motor, determine a rotational speed of the motor, and may send a rotational speed/torque request to control the motor 1. The whole vehicle controller is connected with an accelerator pedal, acquires an accelerator pedal signal, transmits the signal to a controller of the motor 1, receives the signal to output a rotating speed/torque request to the motor 1, controls the motor 1 to rotate, outputs power to the differential 11, and is in a first gear state at the moment, so that the whole vehicle realizes starting running. The controller is in communication connection with the coupling mechanism 5 in the multi-gear shifting transmission mechanism to send a shifting signal to realize the activity of the coupling mechanism 5, so that the second gear set 2a is coupled with or decoupled from the transmission shaft input shaft 2 or the output shaft 10 of the vehicle to realize the upshift or the downshift.
After the vehicle is started, the vehicle is operated in a low gear, at this time, a transmission in the form of a motor 1-a first gear assembly-a differential 11 is formed, the overrunning clutch 3 is in a rotating state within a certain speed, and in the second gear assembly, the coupling mechanism 5 brings the second gear set 2a into a disengaged state with the transmission shaft of the vehicle, whereby the second gear set 2a does not transmit. When the coupling mechanism 5 enables the second gear set 2a to be in a coupling state with the transmission shaft of the vehicle, the second gear set 2a can be driven to be switched to the second gear, at this time, the motor 1-second gear assembly-differential 11 type transmission is formed, and it can be understood that in the second gear, the wheel rotation speed is higher, the second gear set 2a drives the first gear set 1a coaxially arranged with the motor, and under the action of the overrun clutch 3, the first gear set 1a is in an idling state, so that no power interruption is caused when the first gear is in the second gear, in addition, because the overrun clutch 3 and the first gear set 1a are always in a working state, no power interruption gear shifting can be ensured when the second gear is switched to the first gear, so that no abrupt phenomenon occurs when the vehicle is shifted, the gear shifting smoothness is ensured, and the comfort of the whole vehicle is ensured. The controller can collect the rotation speed of the output shaft and the rotation speed of the motor, so that the states of the power input end and the power output end can be mastered in real time, and the combination or the disconnection of the second gear set 2a is controlled through the combination mechanism 5 based on the states, for example, the gear shifting control is performed when the rotation speed difference is relatively smaller, the smoothness during gear shifting can be further ensured, and the gear shifting setbacks are further reduced.
In other embodiments, the second gear set 2a may be engaged with or disengaged from the drive shaft of the vehicle by manually controlling the engagement mechanism 5, such as by a lever or the like,
in an alternative embodiment of the present invention, the coupling mechanism 5 includes a sliding sleeve structure 501 and a gear 502, the sliding sleeve structure 501 is used for being connected with the transmission shaft, the gear 502 is connected with the second gear set 2a, and the sliding sleeve structure 501 is used for moving relative to the gear 502 to be coupled with or decoupled from the gear 502.
Referring to fig. 2 and 3, in the present embodiment, the coupling mechanism 5 is specifically connected to the input shaft 2, and accordingly, the second gear set 2a is connected to the coupling mechanism 5 and to the output shaft 10, and the second gear set 2a is linked or disconnected with the input shaft 2 by the coupling mechanism 5. The combination mechanism 5 adopts a sliding sleeve structure 501 and a transmission gear 502, and realizes combination or disconnection with the transmission gear 502 through sliding of the sliding sleeve structure 501, specifically, the sliding sleeve structure 501 is controlled to move towards the transmission gear 502 to be meshed with the transmission gear 502, so that combination is realized, and when the sliding sleeve structure 501 is controlled to move away from the transmission gear 502 to be separated from the transmission gear 502, the disconnection is realized, so that gear switching is realized.
Wherein splines may be provided at the drive shaft for engaging engagement with the sliding sleeve structure 501.
In an alternative embodiment, the sliding sleeve structure 501 includes intermeshing tooth sliding sleeves 511 and tooth hubs 521, the tooth hubs 521 for connection to the drive shaft, and the tooth sliding sleeves 511 for sliding at the tooth hubs 521 to engage or disengage the drive teeth 502.
Referring to fig. 2 and 3, in the present embodiment, the sliding sleeve structure 501 includes a coupling tooth hub 521 engaged with the transmission shaft, the inner wall of which forms a tooth structure so as to engage with the spline at the transmission shaft, and the sliding sleeve structure 501 further includes a coupling tooth sliding sleeve 511 slidably coupled with the coupling tooth hub 521, the inner wall of which forms a tooth structure so as to engage with the tooth structure at the outer periphery of the coupling tooth hub 521 and is controlled to slide in the axial direction of the transmission shaft, and simultaneously engages with the tooth structure at the outer periphery of the coupling tooth hub 521 and the transmission tooth 502 when sliding to the position of the transmission tooth 502 due to the tooth structure formed at the inner wall thereof, thereby realizing transmission in the form of the coupling tooth hub 521-coupling tooth sliding sleeve 511-transmission tooth 502. The side wall of the gear 502 may be fixedly connected, for example welded, with the side wall of one of the gears of the second gear set 2a, so that the second gear set 2a is coupled.
Therefore, the multi-gear shifting speed change mechanism adopts the sliding sleeve structure 501 to be matched with the combining mechanism in the form of the transmission gear 502 to realize the combination and the disconnection of the second gear set 2a without adopting a synchronizer with a synchronous ring structure, so that the structure is simpler, the combination and the disconnection process can be faster, the gear shifting control time is shortened, and the gear shifting efficiency is improved.
In an alternative embodiment of the invention, the drive shaft comprises an input shaft 2 for connection with the motor 1 and the output shaft 10;
the overrunning clutch 3 is used for being connected with the input shaft 2 or the output shaft 10; and/or
The coupling mechanism 5 is adapted to be connected to the input shaft 2 or the output shaft 10.
In the vehicle, the transmission shaft connected to the electric motor 1 can be regarded as the input shaft 2, and correspondingly, the transmission shaft connected to the differential 11 can be regarded as the output shaft 10, and in the embodiment of the invention, the overrunning clutch 3 and the coupling mechanism 5 are not limited to be located at the input end or the output end, as shown in fig. 1, in which case the overrunning clutch 3 and the coupling mechanism 5 are connected to the input shaft, and correspondingly, the output shaft 10 is connected to the gears in the first gear set 1a and the second gear set 2a, and in other embodiments, can be adaptively adjusted according to actual use requirements.
In an alternative embodiment of the present invention, the first gear set 1a includes a first gear input gear 4 and a first gear output gear 7 that are meshed with each other, the second gear set 2a includes a second gear input gear 6 and a second gear output gear 8 that are meshed with each other, the first gear input gear 4 and the second gear input gear 6 are coaxially disposed, and the first gear output gear 7 and the second gear output gear 8 are coaxially disposed.
Referring to fig. 4 and 5, each of the first gear set 1a and the second gear set 2a includes two gears, a first gear input gear 4 and a first gear output gear 7, and a second gear input gear 6 and a second gear output gear 8 meshed therewith, respectively. The first gear input gear 4 and the second gear input gear 6 are coaxially arranged through the input shaft 2 to rotate under the driving of the input shaft 2, and the first gear output gear 7 and the second gear output gear 8 are coaxially arranged through the output shaft 10 to drive the output shaft 10 to rotate under the driving of the input gear, so as to drive the differential 11.
Wherein, the first gear output gear 7 is larger than the second gear output gear 8, so as to form the transmission differentiation of the first gear and the second gear.
In an alternative embodiment of the present invention, the first gear input gear 4 is connected to the overrunning clutch 3, the second gear input gear 6 is connected to the coupling mechanism 5, the overrunning clutch 3 and the coupling mechanism 5 are respectively connected to the input shaft 2, and the first gear output gear 7 and the second gear output gear 8 are respectively connected to the output shaft 10.
Referring to fig. 1, 4 and 5, in this embodiment, the overrunning clutch 3 and the coupling mechanism 5 are disposed at the input end, specifically, the first gear input gear 4 is connected with the input shaft 2 through the overrunning clutch 3, the second gear input gear 6 is connected with the input shaft 2 through the coupling mechanism 5, the motor 1 can drive the overrunning clutch 3 to move through the input shaft 2, and then can drive the first gear input gear 4 to rotate, and the motor 1 can drive the coupling mechanism 5 to rotate through the input shaft 2, and in the coupling state of the coupling mechanism 5, then can drive the second gear input gear 6 to rotate, if the coupling mechanism 5 is in the disengagement state, the input shaft 2 cannot drive the second gear input gear 6 to rotate at this moment, so as to drive, realize the driving of the output shaft 10, and further drive the differential.
Fig. 4 shows a state of first gear output, in which each arrow indicates the rotation direction of each gear and shaft, at this time, the motor 1 drives the input shaft 2 to rotate, so that the overrunning clutch 3 drives the first gear input gear 4 to rotate, and further drives the first gear output gear 7 to rotate, and the coupling tooth sliding sleeve 511 in the coupling mechanism 5 does not slide at the coupling tooth hub 521 to be meshed with the transmission tooth 502, so that the coupling mechanism 5 partially rotates, but cannot drive the second gear input gear 6 to rotate, at this time, the first gear output gear 7 drives the output shaft 10 to rotate, and further drives the differential 11 to operate, and at this time, the second gear output gear 8 synchronously rotates to drive the second gear input gear 6 to rotate, and at this time, the second gear input gear 6 idles.
Fig. 5 shows a state of second gear output, after the combining gear sliding sleeve 511 in the combining mechanism 5 slides to be meshed with the transmission gear 502 at the combining gear hub 521, a combination of the second gear set 2a and the transmission shaft of the vehicle is formed, at this time, the motor 1 drives the input shaft 2 to rotate, so that the combining mechanism 5 drives the second gear input gear 6 to rotate, because the second gear input gear 6 is in a rotating state before meshing, during the gear shifting, the situation of gear shifting can be further reduced, at this time, the second gear output gear 8 rotates to drive the output shaft 10, and further drives the differential 11 to work, the wheels are driven at a higher rotating speed, because the second gear speed ratio is reduced, the rotating speed is increased, at this time, the output shaft 10 drives the first gear output gear 7 to increase in synchronous rotating speed, the first gear input gear 4 is increased by the first gear output gear 7 in reverse supporting rotating speed, so as to exceed the rotating speed of the input shaft 2, the input shaft 2 serves as the input of the overrun clutch 3, the first gear input gear 4 serves as the output of the overrun clutch 3, at this time, the output rotating speed exceeds the input rotating speed, the first gear output gear 7 can be regarded as the unpowered input or output relative to the input shaft 2, and the differential 11 can work, and the wheels can be driven at a relatively idle speed, and the first gear shift can be realized. Correspondingly, during the gear shifting process from the second gear to the first gear, the combining mechanism 5 is disconnected, the rotating speed is reduced, and the overrun clutch 3 is connected to realize the gear shifting. Therefore, power interruption can not be caused in the gear shifting process, so that the gear shifting process is very smooth and has no setbacks.
In an alternative embodiment of the present invention, the first gear input gear 4 is connected to the overrunning clutch 3, the second gear output gear 8 is connected to the coupling mechanism 5, the overrunning clutch 3 and the second gear input gear 6 are respectively connected to the input shaft 2, and the coupling mechanism 5 and the first gear output gear 7 are respectively connected to the output shaft 10.
Referring to fig. 6, in the present embodiment, the overrunning clutch 3 and the coupling mechanism 5 are respectively disposed at the input end and the output end, specifically, the first gear input gear 4 is connected with the input shaft 2 through the overrunning clutch 3, the second gear output gear 8 is connected with the output shaft 10 through the coupling mechanism 5, the motor 1 can drive the overrunning clutch 3 to move through the input shaft 2, and then can drive the first gear input gear 4 to rotate, and the motor 1 can drive the second gear input gear 6 to rotate through the input shaft 2, the first gear input gear 4 is meshed with the first gear output gear 7, the second gear input gear 6 is meshed with the second gear output gear 8, so that mutual transmission can be realized, the second gear output gear 8 drives the coupling mechanism 5 in the coupled state of the coupling mechanism 5, and then can drive the output shaft to rotate, so as to realize driving of the differential 11, and the output rotation speed of the overrunning clutch 3 exceeds the input rotation speed, and the first gear input gear 4 rotates relative to the input shaft 2, and if the coupling mechanism 5 is in the uncoupled state, the second gear output gear 8 rotates idly. At this time, the coupling mechanism 5 is disposed at the output shaft 10, and the rotation speed is required to be relatively low.
In another alternative embodiment of the present invention, the first gear output gear 7 is connected to the overrunning clutch 3, the second gear output gear 8 is connected to the coupling mechanism 5, the overrunning clutch 3 and the coupling mechanism 5 are respectively connected to the output shaft 10, and the first gear input gear 4 and the second gear input gear 6 are respectively connected to the input shaft 2.
Referring to fig. 7, in this embodiment, the overrunning clutch 3 and the coupling mechanism 5 are both disposed at the output end, specifically, the first gear input gear 4 is connected with the input shaft 2, the second gear output gear 8 is connected with the output shaft 10 through the coupling mechanism 5, the first gear output gear 7 meshed with the first gear input gear 4 is connected with the output shaft 10 through the overrunning clutch 3, at this time, the overrunning clutch 3 is reversely mounted, the rotation speed requirement of the overrunning clutch 3 is relatively low, the motor 1 can drive the first gear input gear 4 to rotate through the input shaft 2, the first gear output gear 7 can drive the output shaft 10 to rotate through the overrunning clutch 3, and the motor 1 can drive the second gear input gear 6 to rotate through the input shaft 2, in the coupled state of the coupling mechanism 5, the second gear output gear 8 drives the coupling mechanism 5 to drive the output shaft 10 to rotate, so as to realize the driving of the differential 11, and the output rotation speed of the overrunning clutch 3 exceeds the input rotation speed, at this time, the first gear output gear 7 is idle relative to the input shaft 2, and if the coupling mechanism 5 is in the uncoupled state, the second gear output gear 8 is idle. The coupling mechanism 5 is arranged at the output shaft 10 and the rotational speed requirement is relatively low.
Referring to fig. 8, in another alternative embodiment of the present invention, the overrunning clutch 3 may be disposed at the output shaft 10, and the coupling mechanism 5 may be disposed at the input shaft 2, and the specific transmission manner and the operating state of the first gear and the second gear will not be described herein.
In an alternative embodiment of the invention, the multi-speed gearshift transmission further comprises a magnetic encoder 9, said magnetic encoder 9 being arranged at said output shaft 10.
In this embodiment, the magnetic encoder 9 may be disposed at the output shaft 10, so that the rotation speed of the output shaft 10 is detected by the magnetic encoder 9, so that the judgment and control of the vehicle working state can be conveniently performed by the feedback rotation speed of the output shaft 10, for example, the accurate gear shift can be realized by combining the rotation speed to perform the gear shift control.
In an alternative embodiment of the present invention, the difference between the rotation speeds of the output shaft 10 and the motor 1 can be judged by the controller to automatically control the switching between the first gear and the second gear, and the rotation speed can be reflected to a related display device to prompt the user to actively control the gear shifting, etc.
Referring to fig. 9, a control method of a multi-shift transmission according to another embodiment of the present invention is applied to a multi-shift transmission as described above; the control method of the multi-gear shifting speed change mechanism comprises the following steps:
the rotation speed of the output shaft and the rotation speed of the motor are obtained.
The control method of the multi-gear shifting speed change mechanism can be applied to the controller, and the controller is a motor controller, so that the motor rotating speed is directly obtained. In addition, a magnetic encoder 9 may be disposed at the output shaft 10, so that the output shaft 10 is accurately detected by the magnetic encoder 9 and fed back to the controller.
In response to a shift request of the vehicle, an operating state of the motor is controlled so that the motor rotation speed changes toward the output shaft rotation speed.
Referring to fig. 10, in an alternative embodiment, a shift request is generated by a vehicle controller according to a vehicle speed and sent to the controller, where the shift request includes an upshift request and a downshift request, specifically, the vehicle controller obtains a vehicle state including obtaining a real-time vehicle speed of a vehicle, generates the upshift request when the vehicle speed of the vehicle increases to a preset shift vehicle speed, and generates the downshift request when the vehicle speed decreases to the preset shift vehicle speed.
In the embodiment of the invention, the motor rotation speed changes towards the output shaft rotation speed to control the motor, so that the value of the motor rotation speed is close to the output shaft rotation speed.
And determining a rotation speed difference between the rotation speed of the motor and the rotation speed of the output shaft.
When the rotational speed difference is smaller than or equal to a preset rotational speed difference, the operating state of the coupling mechanism 5 is controlled to couple or decouple the second gear set 2a with or from the transmission shaft of the vehicle through the coupling mechanism 5.
In the acceleration process of the whole vehicle, when the running speed of the whole vehicle rises to a preset gear shifting speed, the whole vehicle controller sends out an upshift request, the controller receives signals of the magnetic encoder 9 and converts the signals into the rotation speed of the output shaft, according to the data, the controller controls the motor 1 to reduce torsion and adjusts the rotation speed of the motor 1 to the rotation speed of the output shaft (even if the rotation speed of the motor changes towards the rotation speed of the output shaft), at the moment, the controller monitors and compares the rotation speed of the output shaft and the rotation speed of the motor in real time, determines the rotation speed difference between the output shaft and the rotation speed of the motor, and takes the rotation speed difference as a gear shifting output signal, when the rotation speed difference is smaller than or equal to the preset rotation speed difference, the controller performs gear shifting control, and the combination gear sleeve 511 in the combination mechanism 5 is controlled to be meshed with the transmission gear 502, so that the gears in the second gear set 2a and the input shaft 2 or the output shaft 10 are in a combined state, and the first gear to the second gear upshift is realized, and the overrun clutch 3 and the first gear set 1a idle after upshift.
When the whole vehicle speed is reduced to a preset gear shifting speed in the whole vehicle speed reducing process, the whole vehicle controller sends a gear shifting request, the controller receives signals of the magnetic encoder 9 and converts the signals into output shaft rotating speed, according to the data, the controller controls the motor 1 to reduce torsion and adjusts the rotating speed of the motor 1 to the output shaft rotating speed (even if the rotating speed of the motor changes towards the output shaft rotating speed), at the moment, the controller monitors and compares the output shaft rotating speed and the rotating speed of the motor in real time, determines the rotating speed difference between the output shaft rotating speed and the rotating speed of the motor, and takes the rotating speed difference as a gear shifting output signal, when the rotating speed difference is smaller than or equal to the preset rotating speed difference, the controller performs gear shifting control, and the gear in the second gear set 2a is in a disengaged state with the input shaft 2 or the output shaft 10 through controlling the combination gear sliding sleeve 511 in the combination mechanism 5, so that the second gear set 2a is in idle running and the first gear set 1a is involved in driving after the gear is reduced.
Therefore, accurate speed control is performed on the motor, and gear shifting operation is performed when the speed difference is small based on the speed difference between the motor speed and the output shaft speed, so that gear shifting is smoother, and the occurrence of the phenomenon of pause is further reduced.
In the embodiment of the present invention, the preset rotational speed difference may be set to 10rpm.
A vehicle of another embodiment of the invention comprises a multi-gear shift transmission as described above and/or comprises a memory for storing a computer program and a processor for implementing a control method of the multi-gear shift transmission as described above when executing the computer program.
The vehicle of the present invention has similar technical effects to the above-described multi-shift transmission mechanism, and will not be described in detail herein.
Although the invention is disclosed above, the scope of the invention is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the invention, and such changes and modifications would be within the scope of the invention.

Claims (10)

1. A multi-gear shift transmission mechanism, characterized by comprising a first gear assembly, a second gear assembly and a controller, wherein the first gear assembly and the second gear assembly are used for connecting a motor (1) and a differential (11) of a vehicle, the first gear assembly comprises a first gear set (1 a) and an overrunning clutch (3) connected with the first gear set (1 a), the second gear assembly comprises a second gear set (2 a) and a combining mechanism (5) connected with the second gear set (2 a), and the controller is in communication connection with the motor (1) and the combining mechanism (5);
the controller is used for controlling the working state of the combining mechanism (5) according to the rotating speed of an output shaft (10) connected with the differential mechanism (11) and the rotating speed of a motor of the motor (1) so as to enable the second gear set (2 a) to be combined with or separated from a transmission shaft of the vehicle through the combining mechanism (5).
2. The multi-speed gearshift transmission mechanism according to claim 1, characterized in that the coupling mechanism (5) comprises a sliding sleeve structure (501) and a driving tooth (502), the sliding sleeve structure (501) is used for being connected with the transmission shaft, the driving tooth (502) is connected with the second-speed gear set (2 a), and the sliding sleeve structure (501) is used for being movable relative to the driving tooth (502) to be combined with or separated from the driving tooth (502).
3. The multi-speed shift transmission according to claim 2, wherein the sliding sleeve structure (501) comprises a intermeshing tooth-engaging sliding sleeve (511) and a tooth-engaging hub (521), the tooth-engaging hub (521) being for connection with the drive shaft, and the tooth-engaging sliding sleeve (511) being for sliding at the tooth-engaging hub (521) for engagement or disengagement with the drive tooth (502).
4. A multi-speed gearshift transmission according to any of claims 1-3, characterized in that the transmission shaft comprises an input shaft (2) for connection with the motor (1) and the output shaft (10);
the overrunning clutch (3) is used for being connected with the input shaft (2) or the output shaft (10); and/or
The coupling mechanism (5) is used for being connected with the input shaft (2) or the output shaft (10).
5. The multi-speed shift transmission according to claim 4, wherein the first-speed gear set (1 a) includes a first-speed input gear (4) and a first-speed output gear (7) that are meshed with each other, the second-speed gear set (2 a) includes a second-speed input gear (6) and a second-speed output gear (8) that are meshed with each other, the first-speed input gear (4) and the second-speed input gear (6) are coaxially disposed, and the first-speed output gear (7) and the second-speed output gear (8) are coaxially disposed.
6. The multi-gear shift transmission mechanism according to claim 5, wherein the first-gear input gear (4) is connected with the overrunning clutch (3), the second-gear input gear (6) is connected with the coupling mechanism (5), the overrunning clutch (3) and the coupling mechanism (5) are respectively used for being connected with the input shaft (2), and the first-gear output gear (7) and the second-gear output gear (8) are respectively used for being connected with the output shaft (10).
7. The multi-speed gearshift transmission mechanism according to claim 1, further comprising a magnetic encoder (9), the magnetic encoder (9) being provided at the output shaft (10).
8. A control method of a multi-shift transmission mechanism, characterized by being applied to the multi-shift transmission mechanism as claimed in any one of claims 1 to 7; the control method of the multi-gear shifting speed change mechanism comprises the following steps:
acquiring the rotation speed of an output shaft and the rotation speed of a motor;
controlling an operating state of a motor in response to a shift request of a vehicle to change a rotational speed of the motor toward a rotational speed of the output shaft;
determining a rotational speed difference between the rotational speed of the motor and the rotational speed of the output shaft;
when the rotation speed difference is smaller than or equal to a preset rotation speed difference, the working state of the combining mechanism (5) is controlled so as to enable the second gear set (2 a) to be combined with or separated from the transmission shaft of the vehicle through the combining mechanism (5).
9. The control method of a multi-speed shift transmission according to claim 8, wherein the shift request includes an upshift request and a downshift request, the control method of a multi-speed shift transmission further comprising: the upshift request is generated when the vehicle speed of the vehicle increases to a preset shift vehicle speed, and the downshift request is generated when the vehicle speed decreases to the preset shift vehicle speed.
10. A vehicle comprising a multi-gear shift transmission according to any one of claims 1-7, and/or comprising a memory for storing a computer program and a processor for implementing a control method of a multi-gear shift transmission according to claim 8 or 9 when executing the computer program.
CN202310651563.6A 2023-06-02 2023-06-02 Multi-gear shifting speed change mechanism, control method thereof and vehicle Pending CN116906525A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310651563.6A CN116906525A (en) 2023-06-02 2023-06-02 Multi-gear shifting speed change mechanism, control method thereof and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310651563.6A CN116906525A (en) 2023-06-02 2023-06-02 Multi-gear shifting speed change mechanism, control method thereof and vehicle

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CN116906525A true CN116906525A (en) 2023-10-20

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