CN117469392A - Integrated transmission gear shifting mechanism and gear shifting system - Google Patents

Integrated transmission gear shifting mechanism and gear shifting system Download PDF

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Publication number
CN117469392A
CN117469392A CN202310696095.4A CN202310696095A CN117469392A CN 117469392 A CN117469392 A CN 117469392A CN 202310696095 A CN202310696095 A CN 202310696095A CN 117469392 A CN117469392 A CN 117469392A
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CN
China
Prior art keywords
gear
gear shifting
shifting
hub assembly
assembly
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Pending
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CN202310696095.4A
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Chinese (zh)
Inventor
段志辉
潘思远
邢杰
冉茂强
张敏
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Xiamen Guochuang Center Advanced Electric Drive Technology Innovation Center
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Xiamen Guochuang Center Advanced Electric Drive Technology Innovation Center
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Priority to CN202310696095.4A priority Critical patent/CN117469392A/en
Publication of CN117469392A publication Critical patent/CN117469392A/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
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • 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
    • F16H63/32—Gear shift yokes, e.g. shift forks
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission

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

Abstract

The invention discloses an integrated transmission gear shifting mechanism and a gear shifting system, comprising a gear shifting motor for power input, a gear shifting hub assembly for pushing a gear shifting fork assembly to realize gear shifting, a first-class planetary gear reduction mechanism positioned between the gear shifting motor and the gear shifting hub assembly for realizing force transmission, and a gear shifting fork assembly matched with the gear shifting hub assembly; compared with the traditional complex two-stage planetary gear reduction mechanism, the one-stage planetary gear reduction mechanism adopts a single planet carrier and a single sun gear, and a left planetary gear and a right planetary gear are of an integral structure; the right planetary gear replaces a right sun gear with weak strength to transmit torque, and a gear shifting mechanism with simple and compact structure and larger torque capacity can be provided. The invention also discloses a gear shifting phase logic of the gear shifting hub assembly, one gear shifting slide rail is matched with a plurality of gear shifting fork assemblies to realize control of a plurality of gears, so that the axial size of the gear shifting hub assembly can be greatly reduced, the system arrangement of the whole machine is facilitated, and meanwhile, the cost is effectively reduced.

Description

Integrated transmission gear shifting mechanism and gear shifting system
Technical Field
The invention discloses an integrated transmission gear shifting mechanism and a gear shifting system, and belongs to the technical field of automobile transmissions according to International Patent Classification (IPC).
Background
According to the standard requirement of GB 19578-2021 'limit value of fuel consumption of passenger vehicle', pure electric and hybrid electric are used as main technical routes of automobile power assemblies of various large automobile manufacturers in order to meet the increasingly strict fuel economy targets. At present, the main products of the pure electric and hybrid transmission in the market are single gears, and the fuel economy target can be met under urban working conditions in the product development process, but under high-speed working conditions, the working conditions of an engine or a motor cannot be maintained in a high-efficiency area for a long time due to too few gears of the transmission, so that the fuel economy of the high-speed working conditions is poor. With the development of pure electric and hybrid electric vehicle types, a proper multi-gear transmission will be a development trend.
In the field of transmission systems of speed changers of passenger vehicles and commercial vehicles, a synchronizer structure is often adopted for gear switching of a multi-gear speed changer; at present, a gear shifting actuating mechanism for realizing gear shifting of a synchronizer in the market mainly comprises two main types of hydraulic gear shifting and motor gear shifting; because of the complex valve body and oil way, the hydraulic system manufacturing precision and manufacturing difficulty are increased, the development cost of the hydraulic system is increased, and meanwhile, the high-pressure oil pump continuously works to provide pressure to shift gears, so that the energy consumption of the transmission assembly is higher; the motor gear shifting is performed through the mechanical speed reducing mechanism to reduce speed and increase torque, and the system is simple in structure, good in reliability and low in cost; the response time of the motor gear shifting system is short, gear shifting control can be better realized, and the motor only works when in gear shifting, so that the energy consumption loss of the transmission assembly is reduced; therefore, the motor gear shifting system has certain advantages in efficiency and cost of the transmission assembly.
The motor gear shifting system can be mainly divided into two main types: a gear selecting and shifting independent control gear shifting mechanism and a single motor hub type gear shifting mechanism; the gear selecting and shifting independent control gear shifting mechanism needs two motors to realize gear selecting and shifting functions, and the mechanism also has an interlocking function besides the gear shifting motor and the gear selecting motor, so that the gear shifting system has the defects of complexity, large occupied space, high cost and the like; the single motor hub type gear shifting mechanism drives the gear shifting hub assembly to rotate after the gear shifting motor power is reduced and increased in torsion through the speed reducing mechanism, and the gear shifting hub assembly toggles the gear shifting fork to realize gear shifting of the transmission.
The existing market is out of the parallel shaft three-stage speed reduction gear shifting hub structure, as disclosed in China CN112780768A, a gear shifting hub structure is mainly constructed in such a way that a gear shifting motor is externally meshed with two pairs of duplex gears for speed reduction and then is connected with gears on the gear shifting hub, and finally the gear shifting hub is driven to rotate for gear shifting; the structure cost is relatively low, but a plurality of mounting holes of the three-stage speed reducing mechanism are reserved on the shell outside the gear shifting hub assembly, so that the processing difficulty of the shell is increased, and the external arrangement space of a large whole machine is occupied. Development projects with higher requirements on certain whole machine arrangement spaces often cannot meet the whole machine arrangement requirements due to the outer parallel shaft three-stage speed reduction gear shifting hub structure.
In addition, in the single-motor hub type gear shifting mechanism in the current market, the conventional gear shifting logic design is that one gear shifting slide rail controls one gear shifting fork, and the gear shifting hub controls a plurality of gear shifting forks, so that a plurality of gear shifting slide rails are required to be designed on the gear shifting hub to correspond to the gear shifting slide rails; the structure of the plurality of gear shifting slide rails is complex, the axial length of the gear shifting hub assembly is increased, and the system cost is increased.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides the integrated transmission gear shifting mechanism which can provide a gear shifting mechanism with larger output bearing torque, smaller axial and radial space of a gear shifting hub assembly and lower product cost for pure electric and hybrid transmissions.
The invention relates to an integrated transmission gear shifting mechanism, which comprises a gear shifting motor for power input, a gear shifting hub assembly for pushing a gear shifting fork to realize gear shifting, a first-class planetary gear reduction mechanism positioned between the gear shifting motor and the gear shifting hub assembly, and a gear shifting fork system assembly matched with the gear shifting hub assembly.
The gear shifting motor is used as a power input end, the output shaft of the gear shifting motor is fixedly connected with the output shaft gear of the gear shifting motor, and the output shaft gear of the gear shifting motor passes through the first-class planetary gear reduction gear mechanism integrated in the cavity of the gear shifting hub assembly, so that the effects of reducing speed and increasing torque can be realized; the first-class planetary gear train reduction gear mechanism is coaxially arranged with the gear shifting motor and the gear shifting hub assembly; the gear of the output shaft of the gear shifting motor in the first-class planetary gear reduction gear mechanism is used as input to be meshed with a left planetary gear of the planetary gear assembly for transmission, and the outer side of a left planetary gear of the planetary gear assembly is meshed with a fixed left annular gear for transmission; the support shaft of the planet carrier is radially matched with the planetary gear assembly in a positioning way, and the left planetary gear is respectively meshed and driven with the gear of the output shaft of the gear shifting motor and the fixed left annular gear, so that the planetary gear assembly rotates around the support shaft of the planet carrier; the left planetary gear and the right planetary gear of the planetary gear assembly are of an integral structure, a right planetary gear in the planetary gear assembly is meshed with the right annular gear, and a system formed by the planet carrier and the planetary gear assembly can freely revolve around the axis of the right annular gear, so that power is transmitted to the right annular gear, and the right annular gear is fixedly connected with the inner cavity of the gear shifting hub assembly; the power transmission route of the gear shifting motor in the first-stage planetary gear train is as follows: and the gear of the output shaft of the gear shifting motor, the left planetary gear/the right planetary gear, the right annular gear and the inner cavity of the gear shifting hub assembly are finally transmitted to the gear shifting hub assembly and drive the gear shifting hub to rotate.
Further, the gear shifting hub is provided with a plurality of gear shifting slide rails along the circumferential direction according to gear shifting logic, each gear shifting slide rail is internally provided with two or more gear shifting slide blocks of the gear shifting fork assembly, each gear shifting slide block is arranged in the gear shifting slide rail at a certain angle, and each gear shifting slide block in the same gear shifting slide rail alternately shares a gear shifting slope of a corresponding phase.
According to a target gear shift logic diagram of the transmission assembly, a shift slide rail meeting shift logic is designed on the outer diameter periphery of a shift hub assembly, meanwhile, a shift fork assembly of each gear is compactly arranged on the outer diameter periphery of the shift hub assembly, shift fork sliding blocks of each gear are arranged in the shift slide rail of the periphery of the shift hub assembly according to angle requirements in the shift logic diagram, two ends of a shift fork shaft on the shift fork assembly are installed in a shift fork hole on a transmission shell through a shift fork bushing to realize radial positioning, and the shift fork assembly can freely move along the direction of the shift fork shaft; the gear shifting hub assembly rotates, the gear shifting hub assembly pushes a shifting fork sliding block of the gear shifting fork assembly along a peripheral sliding rail slope, and the shifting fork sliding block receives a radial component and an axial component of the gear shifting sliding rail slope; radial positioning is achieved at two ends of a shifting fork shaft on a shifting fork assembly through a shifting fork bushing, radial component force of a shifting slide rail slope is counteracted by supporting force of the shifting fork bushing, a shifting fork slide block can only move through axial component force of a shifting hub slide rail slope, rotation of the shifting hub assembly is converted into axial movement of the shifting fork assembly along the shifting fork shaft, and a fork claw on the shifting fork pushes a synchronizer on a speed changer shaft system to move axially, so that a speed changer gear-off-shift-in function is achieved.
According to the scheme, the gear shifting slide rail is matched with the gear shifting fork assemblies to control a plurality of gears, and compared with the mode that one gear shifting slide rail of the existing single-motor hub type gear shifting mechanism controls one gear shifting fork assembly, the axial size of the gear shifting hub assembly is reduced.
The invention also provides a gear shifting system which comprises two sets of integrated transmission gear shifting mechanisms, wherein the two sets of integrated transmission gear shifting mechanisms respectively and independently control odd gear synchronizers and even gear synchronizers on the double-shaft transmission, and the functions of separately engaging odd gears and even gears and simultaneously engaging the odd gears and the even gears are realized.
Compared with the existing gear shifting hub system of the two-stage planetary gear speed reducing mechanism, the gear shifting mechanism of the integrated transmission has the advantages that a left planetary gear and a right planetary gear are of an integrated structure, a two-stage sun gear with weak strength is eliminated, and planetary gear input is adopted to replace a sun gear torque; the external dimension design of the planet wheel can be obviously larger than that of the sun wheel, and the planet system is provided with at least three planet wheels for sharing the load of the system, so that the structure can effectively solve the problem of insufficient strength of the sun wheel of the planetary reduction system caused by large speed ratio and large torque of the system; the speed reducing mechanism effectively reduces the radial size of the gear shifting hub assembly.
The invention has the advantages of simple structure, less parts, compact axial and radial space, low cost, strong bearing torque and the like.
Drawings
FIG. 1 is a schematic representation of an embodiment of the present invention.
Fig. 2 is a cross-sectional view of an embodiment of the present invention.
FIG. 3 is an input side schematic view of a shift hub assembly according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of a first-class planetary gear train reduction gear mechanism with the left and right ring gears removed according to an embodiment of the present invention.
FIG. 5 is a schematic diagram of a primary planetary gear train reduction gear mechanism with the planet carrier removed in accordance with an embodiment of the present invention.
Fig. 6 is a phase logic simulation diagram of one embodiment of the present invention, phase 1 through phase 8.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
Examples: referring to fig. 1 to 5, an integrated transmission gear shifting mechanism includes a power input gear shifting motor 1, a gear shifting hub assembly 2 pushing a gear shifting fork assembly 3 to realize gear shifting, a first-class planetary gear reduction gear mechanism positioned between the gear shifting motor 1 and the gear shifting hub assembly 2 to realize force transmission, and a gear shifting fork assembly 3 (also referred to as a gear shifting fork system) matched with the gear shifting hub assembly 2; the gear shifting hub assembly 2 is provided with a containing cavity, namely a gear shifting hub inner cavity, and the first-stage planetary gear reduction gear mechanism is arranged in the containing cavity of the gear shifting hub assembly 2; the first-class planetary gear train reduction gear mechanism is coaxially arranged with the gear shifting motor 1 and the gear shifting hub assembly 2; the gear shifting fork assembly 3 comprises a shifting fork sliding block 3.1, a gear shifting fork 3.2 and a shifting fork shaft 3.3; the power input end of the gear shifting motor 1 realizes the speed reduction and torque increase effect through a first-stage planetary gear reduction gear mechanism integrated inside a gear shifting hub assembly 2, the power output drives the gear shifting hub assembly 2 to rotate, the gear shifting hub assembly 2 pushes a shifting fork sliding block 3.1 on a gear shifting fork assembly 3 along a peripheral gear shifting sliding rail 2.1, the gear shifting fork assembly 3 moves axially along a shifting fork shaft 3.3, and a fork claw on the gear shifting fork 3.2 pushes a synchronizer on a transmission shafting to move axially, so that the gear shifting and gear shifting functions of the transmission are realized.
Referring to fig. 1 to 5, in an embodiment of the present invention, a gear shift motor 1 is fixedly connected with a motor mounting hole 6.2 of a left gearbox housing 6 by bolts through a mounting hole 1.2 on a gear shift motor housing; the gear shifting motor 1 is used as a gear shifting power source, and a first-stage planetary gear reduction gear mechanism is formed by taking an output shaft gear 1.1 on the gear shifting motor 1 as a power input end, and a planetary gear assembly 7, a planet carrier 8, a left annular gear 5 and a right annular gear 9 which are arranged in a cavity of the gear shifting hub assembly 2; in the first-class planetary gear set reduction gear mechanism, an output shaft gear 1.1 of a gear shifting motor 1 is meshed with the inner side of a left planetary gear 7.1; the outer side of the left planetary gear 7.1 is meshed with the left annular gear 5; the left inner gear ring 5 is fixedly connected with the inner gear ring mounting hole 6.1 on the left gearbox shell 6 of the transmission in a bolt manner through the left inner gear ring mounting hole 5.1 on the end face of the left inner gear ring; the left planetary gear 7.1 and the right planetary gear 7.2 are coaxially arranged and are in an integral structure to form a planetary gear assembly 7; the inner hole of the planet gear assembly 7 is matched with a supporting shaft 8.1 on the planet carrier 8 to realize radial positioning, and the bottom supporting surface of the planet carrier 8 is matched with the end surface of the bottom of the inner cavity of the gear shifting hub assembly 2 to realize axial positioning; the outer side of the right planetary gear 7.2 is meshed with the right annular gear 9; the outer ring of the right inner gear ring 9 is fixedly connected with the inner cavity of the gear shifting drum assembly 2 in an interference fit mode; the left side of the gear shifting hub assembly 2 is connected with the outer ring of the left inner gear ring 5 through a left bearing 4 arranged between the inner cavity of the gear shifting hub assembly 2, and the right side of the gear shifting hub assembly 2 is connected with the inner ring of the right gearbox shell 11 through a right bearing 10 arranged between the outer ring of the bottom bearing of the gear shifting hub assembly 2 and the inner ring of the right gearbox shell 11; the outer diameter of the gear shifting hub assembly 2 is provided with a gear shifting slide rail 2.1 along the circumference according to gear shifting logic, the gear shifting fork assemblies 3 of each gear are compactly arranged on the outer diameter of the gear shifting hub assembly 2 along the circumference, the axes of the gear shifting fork shafts 3.3 are arranged in parallel with the axes of the gear shifting hub assembly 2, the gear shifting fork sliding blocks 3.1 are arranged in the gear shifting slide rail 2.1 along the circumference of the gear shifting hub assembly 2 according to the angle requirement in a gear shifting logic diagram, and the axes of the gear shifting fork sliding blocks 3.1 pass through the axle center of the gear shifting hub assembly 2; the two ends of a shifting fork shaft 3.3 on the shifting fork assembly 3 are arranged in a shifting fork hole on a transmission shell through a shifting fork bushing to realize radial positioning, and the shifting fork assembly 3 can move freely along the axial direction of the shifting fork shaft 3.3; the gear shifting hub assembly 2 rotates, a slope of the gear shifting slide rail 2.1 of the gear shifting hub assembly pushes the shifting fork sliding block 3.1, and the shifting fork sliding block 3.1 receives a radial component and an axial component of the slope of the gear shifting slide rail 2.1; under the radial positioning action of the shifting fork bushes at the two ends of the shifting fork shaft 3.3, the rotary motion of the shifting hub assembly 2 is converted into the axial motion conversion of the shifting fork assembly 3 along the shifting fork shaft 3.3, and the fork claws on the shifting fork 3.2 push the synchronizer on the transmission shafting to axially move, so that the gear-shifting and gear-shifting functions of the transmission are realized.
In the primary planetary gear set reduction gear mechanism of the embodiment of the invention, the left planetary gear 7.1 and the right planetary gear 7.2 are coaxially arranged and form a planetary gear assembly 7 as an integral structure: the gear 1.1 of the output shaft of the gear shifting motor can be meshed with the inner side of the left planetary gear 7.1, and the power transmission route is as follows: a gear shifting motor output shaft gear-left planet gear-right inner gear ring-gear shifting hub assembly; the gear 1.1 of the output shaft of the gear shifting motor can be meshed with the inner side of the right planetary gear 7.2, and the power transmission route is as follows: and a gear of an output shaft of the gear shifting motor, a right planet wheel, a right inner gear ring and a gear shifting hub assembly.
In one embodiment of the present invention, a shift hub is circumferentially provided with a plurality of shift rails 2.1 according to a shift logic, one or more shift sliders 3.1 of a shift fork assembly 3 are disposed in each shift rail 2.1, when the number of shift sliders is two or more, each shift slider 3.1 alternately shares a shift slope in a corresponding phase shift rail 2.1, and each shift slider 3.1 is disposed in the shift rail 2.1 according to an angle set by the shift logic. In one embodiment, a gear shifting rail 2.1 is arranged on the gear shifting hub assembly 2, and a plurality of gear shifting fork assemblies 3 matched with the gear shifting rail 2.1 realize control of a plurality of gears. The gear shifting hub assembly 2 is provided with a mechanical limiting device, so that the working stroke of the gear shifting hub assembly 2 is ensured to be smaller than 360 degrees, and the uniqueness of the phase of the gear shifting hub is ensured; setting a plurality of phases at fixed angles in a working stroke, wherein each phase corresponds to a gear shifting working condition; by controlling the phase angle position of the gear shifting hub, the lifting gear of the transmission can be realized.
In the implementation of the invention, the gear shifting phase logic of the gear shifting hub assembly can realize that only one gear shifting slide rail 2.1 is needed on one gear shifting hub assembly 2, two gear shifting fork assemblies 3 are matched with the gear shifting slide rail, and the two gear shifting fork assemblies 3 are in one-to-one correspondence with the fork sliding blocks 3.1, so that the control of four gears can be realized; the gear shifting phase logic can reduce the number of gear shifting slide rails of the gear shifting hub assembly, so that the design and manufacturing difficulty of the gear shifting hub assembly is reduced, the axial length of the gear shifting hub assembly can be greatly reduced, and the axial space arrangement of a gear shifting system is facilitated; in one embodiment, the shift hub phase logic table 1 and the phase logic simulation diagram 6 of the present invention are described in conjunction with:
TABLE 1 Shifting hub phase logic Meter
The whole gear shifting hub assembly is provided with a mechanical limiting device, so that the working stroke of the gear shifting hub assembly is ensured to be smaller than 360 degrees, and the uniqueness of the phase of the gear shifting hub assembly in the working stroke is ensured; the left side in the table 1 is the whole transmission input lifting gear requirement, 8 gear shifting hub phases are designed according to the transmission gear requirement by taking every 45 degrees as one phase, and the total of 8 phases is 315 degrees, namely the whole working stroke of the gear shifting hub assembly;
according to input parameters of the whole vehicle transmission, the combination forms of two gear positions in four gears of first gear, third gear, fifth gear and seventh gear can be matched, after matching is finished, the gear shifting slide rail structure design and the position arrangement of two shifting fork slide blocks can be realized by referring to the embodiment, and the gear shifting actual simulation of each phase gear is carried out; the selection scheme is preferred among a plurality of sets of possible gear shifting logic schemes. In this embodiment, as shown in table 1, the first gear and the third gear share a synchronizer system, the fifth gear and the seventh gear share a synchronizer system, the first gear and the third gear shift fork assembly controls the first gear and the third gear synchronizer, and the fifth gear and the seventh gear shift fork assembly controls the fifth gear and the seventh gear synchronizer; the upper end surfaces and the lower end surfaces of the two shifting fork sliding blocks are arranged in rail grooves of a shifting hub assembly along a peripheral shifting sliding rail, and the two shifting fork sliding blocks are arranged at 180 degrees along the center of the shifting hub assembly;
in the phase 1 in fig. 6, for the working starting base point of the gear shifting hub assembly, the position of the gear shifting hub assembly is defined to be 0 degrees, the five-seven-gear shifting fork slide block under the working condition is positioned at the 0 degree of the gear shifting hub assembly, and the one-three-gear shifting fork slide block is positioned at the 180 degrees of the gear shifting hub assembly; the ordinate position of the five-gear and seven-gear shifting fork slide block is 0, the ordinate position of the one-gear and three-gear shifting fork slide block is 0, and the corresponding two synchronizer assemblies are both in neutral positions;
in the phase 2 in fig. 6, the gear shifting hub assembly rotates forward to a 45 DEG position, a five-seven gear shifting fork slide block is positioned at the 45 DEG position of the gear shifting hub assembly, and a three-gear shifting fork slide block is positioned at the 225 DEG position of the gear shifting hub assembly under the working condition; the ordinate position of the sliding block of the five-gear and seven-gear shifting fork at the position is 0, and the corresponding five-gear and seven-gear synchronizer assembly is at a neutral position; a third-gear shifting fork sliding block is positioned above the illustrated shifting slide rail line, and corresponds to a third-gear synchronizer assembly to be positioned at a first-gear position; the phase represents that the transmission achieves a first gear operation;
FIG. 6 phase 3, shift hub assembly forward rotated to 90 position, five seven shift fork slide blocks in this condition at 90 of shift hub assembly, and one three shift fork slide block at 270 of shift hub assembly; the ordinate position of the sliding block of the five-gear and seven-gear shifting fork at the position is 0, and the corresponding five-gear and seven-gear synchronizer assembly is at a neutral position; the ordinate position of the sliding block of the three-gear shifting fork is 0, and the corresponding three-gear synchronizer assembly is positioned at the neutral position; the phase indicates that the transmission is achieving a reverse gear operation;
FIG. 6 phase 4, shift hub assembly forward rotated to 135 position, five seven shift fork slide blocks in this condition were at 135 of shift hub assembly, and one three shift fork slide block was at 315 of shift hub assembly; the ordinate position of the sliding block of the five-gear and seven-gear shifting fork at the position is 0, and the corresponding five-gear and seven-gear synchronizer assembly is at a neutral position; the three-gear shifting fork sliding block is positioned below the molded line of the illustrated shifting slide rail, and corresponds to the three-gear synchronizer assembly; the phase represents that the transmission realizes three-gear operation;
FIG. 6 phase 5, shift hub assembly forward rotated to 180 position, five seven shift fork slide blocks in this condition at 180 of shift hub assembly, and one three shift fork slide block at 0 of shift hub assembly; the ordinate position of the sliding block of the five-gear and seven-gear shifting fork at the position is 0, and the corresponding five-gear and seven-gear synchronizer assembly is at a neutral position; the ordinate position of the sliding block of the three-gear shifting fork is 0, and the corresponding three-gear synchronizer assembly is positioned at the neutral position; the phase indicates that the transmission achieves reverse three-gear operation;
FIG. 6 phase 6, shift hub assembly forward rotated to 225 position with five-seven shift fork slide blocks at 225 of shift hub assembly and one three shift fork slide block at 45 of shift hub assembly; the fifth-seventh gear shifting fork sliding block is positioned above a gear shifting sliding rail line in the diagram, and the corresponding fifth-seventh gear synchronizer assembly is positioned at a fifth gear position; the method comprises the steps of carrying out a first treatment on the surface of the The ordinate position of the sliding block of the three-gear shifting fork is 0, and the corresponding three-gear synchronizer assembly is positioned at the neutral position; the phase represents that the transmission realizes five-gear operation;
FIG. 6 phase 7, shift hub assembly rotated forward to 270 position with five-seven shift fork slide blocks at 270 of shift hub assembly and one three shift fork slide block at 90 of shift hub assembly; the ordinate position of the sliding block of the five-gear and seven-gear shifting fork at the position is 0, and the corresponding five-gear and seven-gear synchronizer assembly is at a neutral position; the ordinate position of the sliding block of the three-gear shifting fork is 0, and the corresponding three-gear synchronizer assembly is positioned at the neutral position; the phase represents the transmission achieving a reverse fifth gear operation;
FIG. 6 phase 8, shift hub assembly forward rotated to 315 position, five-seven shift fork slide block in this condition at shift hub assembly 315, and one three shift fork slide block at shift hub assembly 135; the five-seven-gear shifting fork sliding block is positioned below the molded line of the shifting slide rail in the diagram, and the corresponding five-seven-gear synchronizer assembly is positioned at a seven-gear position; the method comprises the steps of carrying out a first treatment on the surface of the The ordinate position of the sliding block of the three-gear shifting fork is 0, and the corresponding three-gear synchronizer assembly is positioned at the neutral position; the phase indicates that the transmission is achieving seven gear operation.
According to the gear shifting phase logic disclosed by the technical scheme of the invention, the forward rotation phase of the gear shifting hub assembly is increased, the transmission is used for realizing gear upshift step by step, the reverse rotation phase of the gear shifting hub assembly is reduced in the same way, and the transmission is used for realizing gear downshift step by step; after the gear shifting motor is used for reducing speed and increasing torque through the first-stage planetary gear speed reducing mechanism, the phase position of the gear shifting hub assembly is controlled, and then the lifting gear control of the gear of the transmission can be realized. According to the logic of the invention, the phase angle of the gear shifting hub assembly can be reduced by 30 degrees, more phases can be arranged in a working stroke smaller than 360 degrees, and the gear shifting logic requirement of the multi-gear transmission is met.
In one embodiment of the invention, a gear shifting system adopts two sets of integrated transmission gear shifting mechanisms, wherein a gear shifting hub assembly of one set of integrated transmission gear shifting mechanism can realize one, three, five and seven gear control according to the gear shifting phase logic disclosed by the technical scheme of the invention; the gear shifting phase logic of the gear shifting hub assembly of the other integrated transmission gear shifting mechanism can realize the control of reverse, second, fourth and sixth gears according to the technical scheme of the invention; the combination and collocation of the two sets of integrated transmission gear shifting mechanisms can realize the independent control of the odd gear synchronizer and the even gear synchronizer on the double-shaft transmission, and realize the independent gear engaging function of the odd gear and the even gear and the simultaneous gear engaging function of the odd gear and the even gear.
According to the gear shifting hub gear shifting phase logic, the gear shifting hub assembly 2 additionally provides a gear shifting phase for a parking fork of a parking system, a parking slide rail can be additionally designed on the gear shifting hub assembly along the circumference, a parking fork slide block is matched with the parking slide rail, and the parking slide rail of the gear shifting hub assembly can provide axial force for the parking fork as driving force of the parking system; therefore, a parking motor can be omitted, and the development cost of a parking system is reduced.
The first-stage planetary gear reduction mechanism and the conventional two-stage planetary gear reduction mechanism in the technical scheme of the invention are described as follows:
according to the first-stage planetary gear reduction gear mechanism, on the premise of requiring output of the same strength and the same reduction ratio, compared with the conventional two-stage planetary gear reduction mechanism which needs two complete planetary gear assemblies, the speed reduction mechanism system reduces one sun gear and one planetary gear assembly, and reduces the design difficulty and manufacturing cost of the system; the invention cancels a secondary sun gear of a conventional two-stage planetary gear speed reducing mechanism, and adopts right planetary gear input to replace a sun gear torque; the outer dimension design of the right planet wheel can be obviously larger than that of the sun wheel, and the planet system is provided with at least three planet wheels for sharing the load of the system, so that the structure can effectively solve the problem of insufficient strength of the sun wheel of the planet speed reduction system caused by large speed ratio and large torque of the system; the novel structure solves the problem that the outer diameter of the second-stage planetary reduction mechanism is required to be larger than that of the first-stage reduction mechanism due to the strength problem; the strength of the right planetary gear and right inner gear ring system can be greatly improved, and the outer diameter of the right inner gear ring lacking a sun gear can be smaller than that of the left inner gear ring in order to meet the compact arrangement requirement of a gear shifting hub assembly; on the premise of meeting the same strength and the same speed ratio, the invention has the advantages of reducing the number of parts, reducing the cost, reducing the overall external diameter size, being easier for the whole machine arrangement, and the like.
According to the one-stage planetary gear reduction mechanism, external dimension comparison is carried out according to parameters of a gear shifting hub assembly of a certain two-stage planetary gear reduction mechanism:
the two sets of systems all adopt unified input conditions: the input tooth number of a certain gear shifting motor is 7 teeth, the modulus is 1, and the speed reducing mechanism requires a speed reducing ratio 60.
By adopting a conventional two-stage planetary reduction mechanism, the design gear tooth number parameters are that the modulus is unified to be 1:
first-order sun gear: z is Z 1 =7 input, first order planets: z is Z 2 =21 planet carrier output, primary ring gear: z is Z 3 =50 fix
A secondary sun gear: z is Z 4 =10 input, second order planets: z is Z 5 =27 planet carrier output, two-stage ring gear: z is Z 6 =65 fix
I Total speed ratio ＝I First level ×I Second-level ＝(1+Z 3 /Z 1 )×(1+Z 6 /Z 4 )＝8.14×7.5＝61.05
Remarks: the bearing strength of the secondary sun gear is obviously higher than that of the primary sun gear, so that the secondary sun adopts 10 teeth.
The invention relates to a first-class planetary gear train speed reducing mechanism. The design gear tooth number parameter is that the modulus is unified to be 1:
sun gear: z 1 =7 input, left planet: z 2 =20 left planetary output, right planetary: z 3 Right planet input, left ring gear =16: z 4 ＝z 1 +2×z 2 =7+2×20=47 fixed, right ring gear: z 5 ＝z 1 +z 2 +z 3 Output of =7+20+16=43
i Total speed ratio ＝【2×z 2 ×(z 1 +z 2 +z 3 )】/【z 1 ×(z 2 -z 3 )】＝【2×20×(7+20+16)】/【7×(20-16)】＝61.43
The total speed ratio of the two sets of speed reducing mechanisms is equivalent, and compared with the conventional two-stage planetary speed reducing mechanism and one-stage sun gear: z is Z 1 =7, first order planets: z is Z 2 =21, primary ring gear: z is Z 3 =50; the invention relates to a first-class planetary gear mechanism, a sun gear: z 1 =7, left planet: z 2 =20, left ring gear: z 4 =47, the overall dimensions of the first half are comparable.
Conventional two-stage planetary reduction mechanism, two-stage sun gear: z is Z 4 =10, second order planets: z is Z 5 =27, secondary ring gear: z is Z 6 =65; the invention relates to a first-class planetary gear mechanism, which comprises a right planetary gear: z 3 =16, right ring gear: z 5 =43; the second half of the comparison can be seen: the number of teeth of the right inner gear ring of the primary planetary gear mechanism is 43, and the invention is obviousThe number of teeth of the secondary annular gear is 65 smaller than that of a conventional two-stage planetary reduction mechanism; and is smaller than the left ring gear 47 teeth of the primary planetary gear train mechanism. The number of teeth of the right inner gear ring of the first-stage planetary gear mechanism can be designed to be smaller, and the reason that the outer diameter of a gear shifting hub assembly is reduced is realized, because the two-stage sun gear of the conventional two-stage planetary gear speed reducing mechanism is eliminated, and the right planetary gear input is adopted to replace the sun gear input torque-bearing; because the number of teeth of the right planet wheel is 16 teeth, the system strength can be ensured by comparing the number of teeth of the right planet wheel with the number of teeth of the second-stage sun wheel 10 which is obviously larger than that of the conventional two-stage planet gear and at least three right planet wheels share the system load. According to the first-stage planetary reduction mechanism, the sun gear of the motor is input and then output through the left planetary gear, and the power of the left planetary gear is transmitted to the right planetary gear in a fixedly connected mode, so that the first-stage sun gear of the motor of the conventional two-stage planetary reduction mechanism is input and then output through the first-stage planetary carrier; the primary planetary reduction mechanism can meet the requirements of small volume and large speed ratio through reasonable design.
The invention relates to an integrated transmission gear shifting mechanism, which is characterized in that a primary planetary gear reduction gear mechanism is provided with the following characteristics: the left planetary gear 7.1 and the right planetary gear 7.2 are fixedly connected or are fixedly connected as a whole and are coaxially arranged; the outer diameter of the left planetary gear 7.1 is larger than that of the right planetary gear 7.2; the gear shifting motor 1, the gear shifting motor output shaft gear 1.1, the left annular gear 5, the right annular gear 9 and the gear shifting hub assembly 2 are coaxially arranged; the inner diameter of the left inner gear ring 5 is larger than that of the right inner gear ring 9; the number of the planetary gears of the planetary gear assembly 7 is more than 1, and 3-5 planetary gears are selected according to the system load requirement.
In another embodiment of the present invention, the first-class planetary gear set reduction gear mechanism may be disposed outside the shift hub assembly, and the first-class planetary gear set reduction gear mechanism and the shift hub assembly are coaxially disposed, and the power transmission path is as follows: and the gear of the output shaft of the gear shifting motor, the first-stage planetary gear reduction mechanism and the gear shifting hub assembly finally drive the gear shifting hub assembly to rotate. In this embodiment, the gear shifting rail and the gear shifting logic of the gear shifting hub assembly are the same as those of the previous embodiment, and are not described herein.
The above description is illustrative of the embodiments using the present teachings, and is not intended to limit the scope of the present teachings to any particular modification or variation of the present teachings by those skilled in the art.

Claims (10)

1. An integrated transmission shift mechanism, comprising:
a gear shifting motor used as a gear shifting power source;
a gear shifting hub assembly pushes a gear shifting fork assembly to realize gear shifting;
the first-class planetary gear reduction gear mechanism is positioned between the gear shifting motor and the gear shifting hub assembly to realize force transmission, and is coaxially arranged with the gear shifting motor and the gear shifting hub assembly;
the gear shifting fork assembly comprises a gear shifting fork, a fork sliding block and a fork shaft;
after the gear of the output shaft of the gear shifting motor is subjected to a speed reduction and torque increase effect through a first-class planetary gear reduction gear mechanism, the power output drives the gear shifting hub assembly to rotate, and the gear shifting hub assembly pushes the shifting fork sliding block along the peripheral gear shifting sliding rail, so that the gear shifting fork assembly axially moves along the shifting fork shaft, and a gear shifting fork claw on the gear shifting fork pushes a synchronizer on a speed changer shaft system to axially move, so that the gear shifting and engaging function of the speed changer is realized;
the first-stage planetary gear set speed reducing gear mechanism comprises a gear shifting motor output shaft gear, a left annular gear, a left planetary gear, a right planetary gear, a planet carrier and a right annular gear, wherein the left planetary gear and the right planetary gear are coaxially arranged and fixedly connected to form a planetary gear assembly, the gear shifting motor output shaft gear is meshed with the inner side of the left planetary gear or the inner side of the right planetary gear, the outer side of the left planetary gear is meshed with the left annular gear, and the left annular gear is fixedly connected with the shell; each gear of the planetary gear assembly is matched with the support shaft of the planet carrier to realize radial positioning, the outer side of the right planetary gear is meshed with the right annular gear, and the right annular gear is fixed with the gear shifting drum assembly in a fixedly connected mode.
2. An integrated transmission shift mechanism as claimed in claim 1, wherein: the gear shifting hub is provided with a plurality of gear shifting slide rails along the circumferential direction according to gear shifting logic, each gear shifting slide rail is internally provided with two or more gear shifting slide blocks of a gear shifting fork assembly, each gear shifting slide block is arranged in the gear shifting slide rail at a certain angle, and each gear shifting slide block in the same gear shifting slide rail alternately shares a gear shifting slope with a corresponding phase.
3. An integrated transmission shift mechanism as claimed in claim 2, wherein: the gear shifting hub assembly is provided with a gear shifting slide rail, a plurality of gear shifting forks matched with the gear shifting slide rail are used for realizing control of a plurality of gears, two ends of a gear shifting shaft on the gear shifting forks are radially positioned, the gear shifting hub assembly rotates, the gear shifting hub assembly pushes a gear shifting slide block of the gear shifting forks along a gear shifting slope of the peripheral gear shifting slide rail, the gear shifting slide block receives axial component force of the gear shifting slide rail, rotary motion of the gear shifting hub assembly is converted into axial motion of the gear shifting fork assembly along the gear shifting shaft, and a gear shifting fork claw on the gear shifting fork pushes a synchronizer on a transmission shaft to axially move, so that a gear shifting function of the transmission is realized.
4. An integrated transmission shift mechanism according to claim 2 or 3, characterized in that: the gear shifting hub assembly is provided with a mechanical limiting device, so that the working stroke of the gear shifting hub assembly is ensured to be smaller than 360 degrees, and the uniqueness of the phase of the gear shifting hub is ensured; setting a plurality of phases at fixed angles in a working stroke, wherein each phase corresponds to a gear shifting working condition; by controlling the phase angle position of the gear shifting hub, the lifting gear of the transmission can be realized.
5. An integrated transmission shift mechanism as claimed in claim 4, wherein: the gear shifting hub assembly supplies a gear shifting phase to a parking fork of the parking system to serve as driving force of the parking system.
6. An integrated transmission shift mechanism as claimed in claim 1, wherein: the left planetary gear and the right planetary gear are coaxially arranged and are in an integral structure to form a planetary gear assembly.
7. An integrated transmission shift mechanism as claimed in claim 1, wherein: the gear shifting hub assembly is provided with a containing cavity, and the first-class planetary gear train reduction gear mechanism is arranged in the containing cavity.
8. An integrated transmission shift mechanism as claimed in claim 7, wherein: the left side of the gear shifting hub assembly is connected with the outer ring of the left inner gear ring through a gear shifting hub assembly accommodating cavity in a mounting mode, free rotation is achieved, and the right side of the gear shifting hub assembly is connected with the inner ring of the transmission shell through a gear shifting hub assembly bottom bearing mounting outer ring and a right bearing mounting mode.
9. An integrated transmission shift mechanism as claimed in claim 1, wherein: the first-class planetary gear train reduction gear mechanism is arranged on the outer side of the gear shifting hub assembly.
10. A gear shifting system characterized by: an integrated transmission gear shifting mechanism as claimed in any one of claims 1 to 9, wherein the two integrated transmission gear shifting mechanisms respectively and independently control odd gear synchronizers and even gear synchronizers on the double-shaft transmission, so that the odd gear and even gear are independently engaged, and the odd gear and even gear are simultaneously engaged.
CN202310696095.4A 2023-06-13 2023-06-13 Integrated transmission gear shifting mechanism and gear shifting system Pending CN117469392A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310696095.4A CN117469392A (en) 2023-06-13 2023-06-13 Integrated transmission gear shifting mechanism and gear shifting system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310696095.4A CN117469392A (en) 2023-06-13 2023-06-13 Integrated transmission gear shifting mechanism and gear shifting system

Publications (1)

Publication Number Publication Date
CN117469392A true CN117469392A (en) 2024-01-30

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310696095.4A Pending CN117469392A (en) 2023-06-13 2023-06-13 Integrated transmission gear shifting mechanism and gear shifting system

Country Status (1)

Country Link
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