CN114233820A

CN114233820A - AMT transmission with P gear and new energy automobile

Info

Publication number: CN114233820A
Application number: CN202111148437.6A
Authority: CN
Inventors: 苏倩; 唐亚卓
Original assignee: Amte Shanghai New Energy Technology Co ltd
Current assignee: Amte Shanghai New Energy Technology Co ltd
Priority date: 2021-09-29
Filing date: 2021-09-29
Publication date: 2022-03-25

Abstract

The invention belongs to the technical field of vehicles, solves the technical problems of complex and large structure, high cost and unsuitability for separate use of the conventional AMT transmission, and provides an AMT transmission with a P gear and a new energy automobile. The AMT transmission has the advantages of simplified structure, small occupied space, low cost and suitability for independent use, and the new energy automobile correspondingly has the advantages of small space for accommodating the transmission and low cost.

Description

AMT transmission with P gear and new energy automobile

Technical Field

The invention relates to the technical field of vehicles, in particular to an AMT (automated mechanical transmission) with a P gear and a new energy automobile.

Background

At present, with the rapid development of domestic new energy vehicles, especially new energy commercial vehicles, an automatic Transmission (Automated Mechanical Transmission), namely, an AMT (Automated Mechanical Transmission), especially a high-speed AMT, has an increasingly wide application in new energy commercial vehicles, and the AMT Transmission can greatly reduce the cost and save the space, and is bound to become a power system solution for the new energy commercial vehicles. At present, in order to save cost, the AMT is not provided with a P gear basically, and even if a structure for arranging the P gear is arranged, the AMT is of an external hanging structure basically, so that the AMT is complex and large in structure, high in cost and not suitable for being used independently.

Therefore, it is desirable to provide an AMT transmission with a P-gear and a new energy vehicle, which has a simplified structure, occupies a small space, is low in cost, and is suitable for being used alone.

Disclosure of Invention

In view of the above-mentioned deficiencies of the prior art, the present invention provides an AMT transmission with P range, comprising: a power input shaft; the first gear group comprises at least two pairs of first driving gears and first driven gears which are meshed respectively; the second gear set comprises at least two pairs of second driving gears and second driven gears which are respectively meshed; the first gear shifting motor and the second gear shifting motor are respectively connected with the first synchronizer and the second synchronizer and control the work; the power output shafts are connected with the first driven gears and the second driven gears respectively and used for receiving corresponding transmission power; the AMT transmission with the P-gear comprises a P-gear state, wherein in the P-gear state, the first shifting motor controls the first synchronizer to detachably match the first driving gear of one of the first shifting motor with the power input shaft, and the second shifting motor controls the second synchronizer to detachably match the second driving gear of one of the second shifting motor with the power input shaft.

Further, the AMT transmission with P-gear also includes other gear states, in the other gear states, the first gear shifting motor controls the first synchronizer to separably cooperate the first driving gear with the power input shaft and the second gear shifting motor controls the second synchronizer to separably cooperate all the second driving gears with the power input shaft, or the first gear shifting motor controls the first synchronizer to separably cooperate all the first driving gears with the power input shaft and the second gear shifting motor controls the second synchronizer to separably cooperate one of the second driving gears with the power input shaft, or the first gear shifting motor controls the first synchronizer to separably cooperate all the first driving gears and the second gear shifting motor controls the second synchronizer to separably cooperate all the second driving gears with the power input shaft.

Furthermore, the first driving gear comprises a first-gear driving gear and a third-gear driving gear, the first driven gear comprises a first-gear driven gear and a third-gear driven gear, the second driving gear comprises a second-gear driving gear and a fourth-gear driving gear, and the second driven gear comprises a second-gear driven gear and a fourth-gear driven gear.

Further, each pair of the meshed first driving gear and the meshed first driven gear and each pair of the meshed second driving gear and the meshed second driven gear are arranged in parallel with each other along a first direction, and the power input shaft and the power output shaft are arranged in parallel with each other along a second direction perpendicular to the first direction.

Furthermore, the power input shaft is matched with each first driving gear and each second driving gear through needle bearings, and the power output shaft is fixedly connected with each first driven gear and each second driven gear through splines.

Furthermore, the AMT transmission with the P gear further comprises a controller for respectively controlling the first gear shifting motor and the second synchronizer to move, and in the P gear state, the controller is used for respectively controlling the first gear shifting motor and the second gear shifting motor to drive the first synchronizer and the second synchronizer to move so as to drive one of the first driving gears and one of the second driving gears to be respectively matched with the power input shaft.

Furthermore, a first driving gear driven by the first synchronizer to move corresponds to the lowest gear in the first gear group, and a second driving gear driven by the second synchronizer to move corresponds to the lowest gear in the second gear group.

Furthermore, in other gear states, the controller is also used for controlling and implementing a same-gear-group gear lifting mode, the same-gear-group gear lifting mode comprises the steps that the controller controls the first gear shifting motor to drive the first synchronizer to move so as to drive the first driving gear matched with the power input shaft to separate and move according to a lifting gear or a lowering gear so as to drive the other first driving gear to be matched with the power input shaft, the controller is used for controlling the first gear shifting motor to drive the first synchronizer to move so as to drive the first driving gear matched with the power input shaft to separate or control the second gear shifting motor to drive the second synchronizer to move so as to drive the second driving gear matched with the power input shaft to separate and move according to the ascending gear or the descending gear so as to drive the other second driving gear matched with the power input shaft to match with the power input shaft.

Furthermore, the controller is further used for controlling the implementation of a different-gear-group gear lifting mode, wherein the different-gear-group gear lifting mode includes that the controller controls the first gear shifting motor to drive the first synchronizer to move so as to drive the first driving gear matched with the power input shaft to separate, then controls the second gear shifting motor to drive the second synchronizer to move according to the gear lifting or gear lowering position so as to drive the second driving gear matched with the power input shaft to match with the power input shaft, or the controller controls the second gear shifting motor to drive the second synchronizer to move so as to drive the second driving gear matched with the power input shaft to separate, and then controls the first synchronizer to move according to the gear lifting or gear lowering position so as to drive the first driving gear matched with the power input shaft.

In order to achieve another purpose of the invention, the invention further provides a new energy automobile which comprises the AMT transmission with the P gear.

The invention has the beneficial effects that: the invention relates to an AMT (automated mechanical transmission) with a P gear and a new energy automobile comprising the AMT with the P gear, by arranging two relatively independent first gear groups and second gear groups and utilizing the first gear shifting motor and the second gear shifting motor to respectively control the first synchronizer and the second synchronizer to respectively match the first driving gear and the second driving gear with the power input shaft, the corresponding motion states of the gears of the two gear groups are different, thereby realizing the parking function, the P-gear function can be obtained by connecting one driving gear in two gear groups arranged in the AMT with the power input shaft, so that the P-gear function is obtained without arranging an externally hung structure, therefore, the AMT transmission with the P-gear has the advantages of simplified structure, small occupied space, reduced cost, and suitability for independent use, and the new energy automobile accordingly has the advantages of reduced space for accommodating the AMT transmission and reduced cost.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments of the present invention will be briefly described below, and for those skilled in the art, without any creative effort, other drawings may be obtained according to the drawings, and these drawings are all within the protection scope of the present invention.

Description of reference numerals:

FIG. 1 is a schematic structural diagram of an AMT transmission with a P-speed gear of the present invention;

FIG. 2 is a schematic partial structural view of the AMT transmission with P-speed of the present invention;

FIG. 3 is a three-dimensional block diagram of the transmission four speed shifter of the present invention;

FIG. 4 is a graph of the angular position of the shift area of the shift drum of the present invention with the first and second drive mechanisms;

FIG. 5 is a three-dimensional block diagram of the shift drum of the present invention;

FIG. 6 is a three-dimensional block diagram of the first drive mechanism of the present invention engaged with a shift drum;

FIG. 7 is a three-dimensional block diagram of the first drive mechanism of the present invention engaged with a shift drum;

FIG. 8 is a three-dimensional block diagram of the first driving mechanism and the first synchronizer of the present invention

FIG. 9 is a top view of the structure for rotating the rotating belt with the synchronizer according to the present invention;

FIG. 10 is a side view of the structure of the present invention for rotating a rotating belt with a synchronizer;

FIG. 11 is a view showing the positional relationship of four rotating members according to the present invention;

FIG. 12 is a three-dimensional block diagram of a drive flange of the present invention;

FIG. 13 is a three-dimensional block diagram of another perspective of the drive flange of the present invention;

FIG. 14 is a three-dimensional view of the structure of the drive flange of the present invention for connection to a drive shaft;

FIG. 15 is a side view of the drive flange of the present invention;

FIG. 16 is a front view of the drive flange of the present invention;

FIG. 17 is a schematic diagram of a three-sub transmission structure set disconnection arrangement according to the present invention

FIG. 18 is a schematic structural view of two sets of sub-transmission structures of the transmission flange of the present invention, which are arranged in a staggered manner in the circumferential direction;

FIG. 19 is a schematic structural view of the multi-function reducer of the present invention;

FIG. 20 is a schematic view showing an oil passage of the multi-function decelerator according to the present invention;

FIG. 21 is a flow chart illustrating a control method of the multi-function retarder according to the present invention;

FIG. 22 is a schematic flow chart illustrating a further refinement of the control method of the multi-function retarder according to the present invention;

fig. 23 is a schematic structural view of a vehicle in the present invention.

Description of reference numerals:

15. a power input shaft; 16. a first gear driving gear; 17. a first synchronizer; 18. a third gear drive gear; 19. a second gear driving gear; 20. a second synchronizer; 22. a fourth gear drive gear; 8. a first-gear driven gear; 9. a third-gear driven gear; 10. a second driven gear; 23. a fourth-gear driven gear; 24. a power take-off shaft; 25. a first shift motor; 14. a second shift motor;

1. a shift drum; 11. a guide groove; 111. a shift area; 113. a first guide section; 114. a second guide section; 115. a third guide section; 12. a first angular position; 13. a second angular position;

2. a first synchronizer; 21. a limiting groove;

3. a first drive mechanism; 31. a first slider; 32. a first shift fork; 33. a first connecting member; 321. a first rotating member; 322. a second rotating member; 323. a third rotating member; 324. a fourth rotating member; 325. a toggle piece; 326. a rotating belt;

4. a second synchronizer; 5. a second drive mechanism; 51. a second slider; 52. a second fork; 53. a second connecting member; 6. a motor; 7. a rotating shaft; 600. a power system; 700. a transmission system; 800. a vehicle body;

410. a flange body; 411. a first connection portion; 412. a second connecting portion; 4121. a limiting hole; 4122. stopping the opening; 420. A first transmission structure; 430. a first connecting structure; 440. a second transmission structure; 441. a first sub-transmission structure group; 442. A second sub-transmission structure group; 443. a third sub-transmission structure group; 444. a fourth sub-transmission structure group; 445. a fifth sub-transmission structure group;

10. an oil supply system; 20. a lubrication system; 30. a parking system; 40. an oil path on-off device;

110. a drive motor; 120. a motor controller; 130. a lubricating oil pump; 41. an electromagnetic valve; 41A, a first valve; 41B, a second valve; 310. a hydraulic lever; 320. a hydraulic cylinder; 330. and a displacement sensor.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be construed as limiting the present invention. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element. In case of conflict, the various features of the embodiments of the present invention may be combined with each other and are within the scope of the present invention.

Referring to fig. 23, a vehicle is a common vehicle, and mainly includes a power system 600, a transmission system 700, a vehicle body 800, a chassis, and the like. The transmission system 700 includes a transmission and/or a multi-function transmission, a propeller shaft, a differential, a transmission four-gear shifting device, a transmission flange, and the like. When the vehicle runs, the power of the power system 600 is transmitted to the transmission, the transmission converts the power of the power system 600 and outputs power with proper torque and rotating speed, the converted power is transmitted to the transmission shaft, the transmission shaft transmits the power to the differential, the differential transmits the power to wheels on two sides, and the converted power can also be transmitted to the differential. In order to achieve parking and gear shifting, the transmission is also provided with a gear shifting device and a parking device. In order to lubricate the devices such as the transmission and the differential, a lubrication system is also provided for the devices such as the transmission and the differential.

Referring to fig. 1 and 2, as an object of the present invention, there is provided an AMT transmission (hereinafter, abbreviated as AMT transmission) having a P-range including a power input shaft 15, a first gear set including at least two pairs of first driving gears such as a first-range driving gear 16 and a third-range driving gear 4 and first driven gears such as a first-range driven gear 8 and a third-range driven gear 9 (described in further detail below) which are engaged with each other, a first synchronizer 17, a second gear set including at least two pairs of second driving gears such as a second-range driving gear 19 and a fourth-range driving gear 22 and second driven gears such as a second-range driven gear 10 and a fourth-range driven gear 23 (described in further detail below), the first shift motor 25 and the second shift motor 14 are respectively connected with the first synchronizer 17 and the second synchronizer 20 and independently control the operation of the first synchronizer 17 and the second synchronizer 20, that is, the first shift motor 25 and the second shift motor 14 can control the movement and movement direction of the first synchronizer 17 and the second synchronizer 20 by providing power, specifically, the first shift motor 25 drives the first synchronizer 17 to move to one of the first driving gears to be connected so as to further match the first driving gear with the power input shaft 15, when the first shift motor 25 needs to be disengaged to realize disengagement, the first synchronizer 17 is driven by the first shift motor 25 to move in the opposite direction to be not connected with the first driving gear, and as known in principle, the second shift motor 14 drives the second synchronizer 20 to realize connection and disconnection of the second driving gear in the movement process, therefore, the first synchronizer 17 is used for selectively and detachably matching one of the first driving gears with the power input shaft 15, and the second synchronizer 20 is used for selectively and detachably matching one of the second driving gears with the power input shaft 15, so that the effect of quickly and accurately switching to the required gear is achieved. The power take-off shaft 24 is connected with each of the first driven gears and each of the second driven gears, and receives power transmitted from the first driven gear or/and the second driven gear detachably engaged with the power take-off shaft 15, respectively. The first synchronizer 17 and the second synchronizer 20 are used to disengage and engage the driving gear with the power input shaft 15, and the structure and function of the two are well known to those skilled in the art and will not be described in detail herein. The AMT transmission comprises a P-gear state, i.e. a P (park) gear, i.e. a parking gear, in which the first shifting motor 25 controls the first synchronizer 17 to detachably engage one of the first driving gears with the power input shaft 15 and the second shifting motor 14 controls the second synchronizer 20 to detachably engage one of the second driving gears with the power input shaft 15, i.e. one of the first driving gears and one of the second driving gears are engaged with the power input shaft 15, such that the corresponding one of the first driven gear and one of the second driven gear are connected with the power output shaft 24, resulting in a non-consistent motion state for the gears of the two gear shift groups, resulting in zero rotational freedom of the power input shaft 15 and the AMT transmission being in a locked state due to the different speed ratios of each gear of the two gear shift groups, the power output shaft 24 can not rotate, so that the parking function is realized, and the AMT transmission is internally provided with the P gear structure without an external hanging structure, so that an independent P gear executing mechanism and an independent P gear executing motor which are arranged on the external hanging structure are not required, and the AMT transmission has the advantages of simplified structure, small occupied space, low cost and suitability for independent use.

In one embodiment, the AMT transmission further comprises other gear states in which the first shift motor 25 controls the first synchronizer 17 to detachably engage one of the first driving gears with the power input shaft 15 and the second shift motor 14 controls the second synchronizer 20 to disengage all of the second driving gears from the power input shaft 15, or the first shift motor 25 controls the first synchronizer 17 to disengage all of the first driving gears from the power input shaft 15 and the second shift motor 14 controls the second synchronizer 20 to detachably engage one of the second driving gears with the power input shaft 15, or the first shift motor 25 controls the first synchronizer 17 to disengage all of the first driving gears and the second shift motor 14 controls the second synchronizer 20 to disengage all of the second driving gears from the power input shaft 15, in general terms, under the action of the first and second shift motors 25 and 14 on the first and second synchronizers 17 and 20, respectively, when the AMT transmission of the present invention is in a first-to-fourth gear, i.e., a driving gear state, one of the first driving gears is engaged with the power input shaft 15 and all of the second driving gears are disengaged from the power input shaft, or one of the second driving gears is engaged with the power input shaft 15 and all of the first driving gears are disengaged from the power input shaft. In addition, when the AMT transmission of the present invention is in the neutral state, all the first driving gears and all the second driving gears are separated from the power input shaft 15, so that the power transmitted by the power input shaft 15 is not received, and thus, two relatively independent gear sets are provided: the first gear set and the second gear set, and the first synchronizer 17 and the second synchronizer 20 can individually select or simultaneously select even none of the at least two first driving gears and the at least two second driving gears to be matched with the power input shaft 15 according to actual gear shifting requirements, so that gear shifting is not required according to a sequential gear shifting mode, the gear shifting process is simplified, and gear shifting time is reduced. In addition, when the P state needs to be switched to other gear states, the P state may be switched to the neutral state first, so as to release the parking state and return to the normal operating state, and then the P state may be switched to a specific gear in the driving gear state according to actual needs.

In one embodiment, the first driving gear comprises a first-gear driving gear 16 and a third-gear driving gear 4, the first driven gear comprises a first-gear driven gear 8 and a third-gear driven gear 9, the second driving gear comprises a second-gear driving gear 19 and a fourth-gear driving gear 22, and the second driven gear comprises a second-gear driven gear 10 and a fourth-gear driven gear 23, the first gear group comprises two odd-numbered gears of first gear and third gear, and the second gear group comprises two even-numbered gears of second gear and fourth gear.

In one embodiment, each pair of the meshed first driving gear and first driven gear and each pair of the meshed second driving gear and second driven gear are arranged in parallel with each other in a first direction, and the power input shaft 15 and the power output shaft 24 are arranged in parallel with each other in a second direction perpendicular to the first direction, which is a vertical direction and a horizontal direction corresponding to the arrangement shown in fig. 1.

In one embodiment, the power input shaft 15 is engaged with each of the first driving gears and each of the second driving gears through needle bearings, so that the needle bearings ensure accurate and reliable engagement between the power input shaft 15 and each of the first driving gears and each of the second driving gears, and the power output shaft 24 is fixedly connected with each of the first driven gears and each of the second driven gears through splines, so that the splines ensure reliable and stable fixed connection, thereby the first driven gears and the second driven gears transmit power to the power output shaft 24 with high quality.

In one embodiment, the AMT transmission further comprises a controller (not shown) for controlling the motion of the first shift motor 25 and the second shift motor 14, respectively, the controller may be a CPU, a PLC, etc. and is electrically connected to and controls the first shift motor 25 and the second shift motor 14 to drive the first synchronizer 17 and the second synchronizer 20 to move, respectively, and in the P-shift state, the controller is configured to control the first shift motor 25 and the second shift motor 14 to drive the first synchronizer 17 and the second synchronizer 20 to move so as to drive one of the first driving gears and one of the second driving gears to cooperate with the power input shaft 15, respectively, so that, by providing the controller, the controller automatically controls the operation of the first shift motor 25 and the second shift motor 14 according to a shift command so that the corresponding one of the first driven gear and the second driven gear is connected with the power output shaft 24, the motion states corresponding to the gears of the two gear groups are inconsistent, and the parking function is realized.

In one embodiment, the first driving gear moved by the first synchronizer corresponds to the lowest gear in the first gear group, and the second driving gear moved by the second synchronizer corresponds to the lowest gear in the second gear group, for example, in the case that the first driving gear includes the first gear driving gear 16 and the third gear driving gear 4, and the second driving gear includes the second gear driving gear 19 and the fourth gear driving gear 22, the power input shaft 15 is respectively engaged with the first gear driving gear 16 and the second gear driving gear 19, so that the power input shaft 15 receives a larger amount of power transmitted by the first gear driving gear 16 and the second gear driving gear 19 which are not in the same motion state than the power input shaft 15 is respectively engaged with the third gear driving gear 18 and the fourth gear driving gear 22, thereby not only ensuring that the power input shaft 15 does not have rotational freedom, but also further ensuring that sufficient power is provided to stop the entire vehicle, therefore, the arrangement mode is particularly suitable for parking on an uphill slope or a downhill slope; in addition, the controller can automatically determine the optimal scheme for the power input shaft 15 to be matched with a driving gear in each gear group according to received data of the automobile, such as a gravity sensor (sensing the gradient), a driving electronic map (sensing the terrain, the geology and the like of the driving place), a driving environment sensor (sensing the rainy day, the rainfall and the like), and the like.

In one embodiment, the controller is configured to control the same-group gear lifting mode to be implemented in other gear states, and in the above-mentioned driving gear state, the same-group gear lifting mode includes the controller controlling the first shifting motor 25 to drive the first synchronizer 17 to move so as to disengage the first driving gear engaged with the power input shaft 15 and move in an up-shift position or a down-shift position so as to engage the other first driving gear with the power input shaft 15, it is known that all the second driving gears are disengaged from the power input shaft 15 before the controller controls the first shifting motor 25 to move, or the controller controlling the second shifting motor 14 to drive the second synchronizer 20 to disengage the second driving gear engaged with the power input shaft 15 and move in an up-shift position or a down-shift position so as to engage the other second driving gear with the power input shaft 15, it is also known that all the first driving gears are disengaged from the power input shaft 15 before the controller controls the second shift motor 14 to move; in the neutral gear state, the same-gear-group gear lifting mode further comprises a controller for controlling the first shifting motor 25 to drive the first synchronizer 17 to move so as to drive the first driving gear matched with the power input shaft 15 to separate or controlling the second shifting motor 14 to drive the second synchronizer 20 to move so as to drive the second driving gear matched with the power input shaft 15 to separate, so that the power of the power input shaft 15 is not transmitted to any one of the first driving gear and the second driving gear, and therefore, by arranging the controller, the controller automatically controls the first synchronizer 17 and the second synchronizer 20 to move according to a gear shifting instruction so as to switch gears, so that the gear shifting process is simplified and the gear shifting time is reduced.

In one embodiment, the controller is further configured to control the shifting mode of different-gear-group, which is performed under the above-mentioned driving gear condition, and the shifting mode of different-gear-group includes that the controller controls the first shifting motor 25 to drive the first synchronizer 17 to disengage the first driving gear engaged with the power input shaft 15, controls the second shifting motor 14 to drive the second synchronizer 20 to move in the up-gear position or the down-gear position to engage the second driving gear engaged with the power input shaft 15, or controls the second shifting motor 14 to drive the second synchronizer 20 to disengage the second driving gear engaged with the power input shaft 15, controls the first shifting motor 25 to drive the first synchronizer 17 to move in the up-gear position or the down-gear position to engage the first driving gear engaged with the power input shaft 15, according to the above-described case where the first driving gear includes the first-gear driving gear 16 and the third-gear driving gear 4, and the second driving gear includes the second-gear driving gear 19 and the fourth-gear driving gear 22, for example, when the same-gear-group gear elevating mode is implemented by the control of the controller, can complete the gear-up of two-gear and four-gear and one-gear and three-gear and the gear-down of four-gear and two-gear and three-gear and one-gear, thereby greatly improving the power performance, particularly greatly improving the high-speed gear-down power performance of the whole vehicle for gear-down control, improving the overtaking safety, and further when the different gear group gear lifting mode is realized according to the control of the controller, for example, the gear lifting position of shifting from one gear to four gears and the gear lowering position of shifting from four gears to one gear can be completed, therefore, for the control of gear reduction, the high-speed gear reduction power performance of the whole vehicle is further improved, and the overtaking safety is improved.

As shown in fig. 3, in an embodiment, a four-gear shifting device for a transmission is provided, and the device is used for engaging four gears, and can also be applied to the transmission of the previous embodiment. For convenience of description, the four gears are divided into two groups, namely a first group of gears and a second group of gears, and each group of gears comprises two gears. The transmission four-speed gear shift device of the present embodiment includes a shift drum 1, a motor 6, a first synchronizer, a first drive mechanism 3, a second synchronizer 4, and a second drive mechanism 5.

As shown in fig. 4 and 5, in which the shift drum 1 is provided with a guide groove 11 extending in a circumferential direction thereof, the guide groove 11 includes shift areas 111 that rotate to different angular positions with the shift drum 1;

as shown in fig. 3, the shift drum 1 may be provided in a cylindrical shape, the aforementioned guide groove 11 may be provided on a cylindrical peripheral wall of the shift drum 1, the shift block 111 is a partial area of the entire guide groove 11, the shift drum 1 may rotate around its own axis, and the shift block 111 may also rotate to different positions in accordance with the rotation of the shift drum 1.

As shown in fig. 6, wherein the first synchronizer is used to engage in the first set of gears. The first synchronizer can be synchronously and rotationally connected with the input shaft or the output shaft; the first synchronizer is provided with a gear engaging part, the gear engaging part can move along the axial direction of the first synchronizer under the action of external force (for example, under the shifting of a shifting fork), when the gear engaging part of the first synchronizer moves to be completely combined with a gear of a certain gear, the first synchronizer and the gear synchronously rotate, at the moment, the power of the input shaft can be transmitted to the gear through the first synchronizer, or the power of the gear can be transmitted to the output shaft. The synchronous transmission connection refers to a connection mode which can enable the first synchronizer and the input shaft or the output shaft to synchronously rotate.

The first driving mechanism 3 is slidably connected with the guide groove 11 at a first angular position 12 of the shift drum 1, and the first driving mechanism 3 is used for pushing the engaging part of the first synchronizer to move to a first axial position to engage along the axial direction of the first synchronizer or pushing the engaging part of the first synchronizer to move to a second axial position to engage along the axial direction of the first synchronizer under the driving of the shifting area 111, wherein the first axial position is different from the second axial position;

wherein the first axial position is the position in which the gear engaging member of the first synchronizer is fully engaged with and rotates the gear wheel of one of the gears of the first set in synchronism therewith. Wherein the second axial position is the position in which the engagement member of the first synchronizer is fully engaged with and rotates the gear wheel of the other gear of the first set of gears synchronously therewith. The aforementioned engaging means may be a synchronizing ring of the first synchronizer.

With the rotation of the shift drum 1, the shift region 111 can be rotated to a range of angular positions in sliding connection with the first drive mechanism 3. In this angular position range, the position of the shift area 111 in connection with the first drive also changes as the shift drum 1 rotates. Because the shift area 111 has different distances from the first synchronizer in the axial direction at various positions, the shift area 111 can drive the first driving mechanism 3 to move in the axial direction during the rotation process, and the first driving mechanism 3 pushes the engaging member of the first synchronizer to move in the axial direction while moving in the axial direction.

In the present embodiment, the first driving mechanism 3 includes a first slider 31, a first fork 32 and a first link 33, the first link 33 is connected to the first slider 31 and the first fork 32, respectively, and the first slider 31 slides along the guide slot 11.

Wherein the width of the guiding groove is slightly larger than the width of the first slider 31 and the direction of movement of the first link 33 is constrained such that it can only move in the axial direction. The guide grooves 11 are at different circumferential positions at different distances from the first synchronizer or the second synchronizer 4 in some areas, seen in the axial direction of the shift drum 1. When the shift drum 1 rotates, different positions of the guide groove 11 come into contact with the first slider 31, which moves back and forth in the axial direction by the drive of the guide groove 11 while sliding in the circumferential direction relative to the guide groove 11. Since the first link 33 connects the first slider 31 and the first fork 32 together, the first fork 32 also moves in the axial direction in synchronization with the first slider 31. Wherein the first coupling member 33 may be arranged at a side of the shift drum 1 in the radial direction, the first slider 31 is arranged in the radial direction of the shift drum 1, one end of the first slider 31 is connected to the first coupling member 33, and the opposite end is embedded in the guide groove 11.

As shown in fig. 3 and 7, wherein the second synchronizer 4 is used for engaging the gear engaging operation of the second group of gears, the second synchronizer 4 can be synchronously and rotationally connected with the input shaft or the output shaft; the second synchronizer 4 is provided with a gear engaging component, the gear engaging component can move along the axial direction of the second synchronizer 4 under the action of external force (for example, under the shifting of a shifting fork), when the gear engaging component of the second synchronizer 4 moves to be completely combined with a gear of a certain gear, the second synchronizer 4 and the gear rotate synchronously, at this time, the power of the input shaft can be transmitted to the gear through the second synchronizer 4, or the power of the gear can be transmitted to the output shaft. The synchronous transmission connection means a connection mode that can synchronously rotate the second synchronizer 4 and the input shaft or the output shaft.

Wherein the second drive mechanism 5 is in sliding connection with the guide groove 11 at a second angular position 13 of the shift drum 1, the second drive mechanism 5 being adapted to push the engaging member of the second synchronizer 4 to move in the axial direction of the second synchronizer 4 to engage in a third axial position under the drive of the shift area 111, or to push the engaging member of the second synchronizer 4 to move in the axial direction of the second synchronizer 4 to engage in a fourth axial position, wherein the third axial position is different from the fourth axial position, and the second angular position 13 is different from the first angular position 12;

wherein the third axial position is the position in which the gear engaging member of the second synchronizer 4 is fully engaged with and rotates synchronously with the gear wheel of one of the gears of the second group. Wherein the fourth axial position is the position in which the gear engaging member of the second synchronizer 4 is fully engaged with and rotates the gear wheel of the other gear of the second set of gears synchronously therewith. The aforementioned engaging means may be a synchronizing ring of the second synchronizer 4.

With the rotation of the shift drum 1, the shift region 111 can be rotated to a range of angular positions in sliding connection with the second drive mechanism 5. In this angular position range, the position of the shift area 111, which is connected to the secondary drive, also changes as the shift drum 1 rotates. Due to the difference in the distance between the shift area 111 and the second synchronizer 4 in the axial direction at each position, the shift area 111 can drive the second driving mechanism 5 to move in the axial direction during the rotation, and the second driving mechanism 5 moves in the axial direction and simultaneously pushes the engaging member of the second synchronizer 4 to move in the axial direction.

In the present embodiment, the second driving mechanism 5 includes a second slider 51, a second fork 52 and a second link 53, the second link 53 is connected to the second slider 51 and the second fork 52, respectively, and the second slider 51 slides along the guide slot 11.

Wherein the width of the guiding groove is slightly larger than the width of the second slider 51 and the direction of movement of the second link 53 is constrained such that it can only move in the axial direction. The guide grooves 11 are at different circumferential positions at different distances from the first synchronizer or the second synchronizer 4 in some areas, seen in the axial direction of the shift drum 1. When the shift drum 1 rotates, different positions of the guide groove 11 come into contact with the second slider 51, which moves back and forth in the axial direction by the drive of the guide groove 11 while sliding in the circumferential direction relative to the guide groove 11. Since the second link 53 connects the second slide member 51 and the second fork 52 together, the second fork 52 also moves in the axial direction in synchronization with the second slide member 51. Wherein the second link 53 may be arranged at a side of the shift drum 1 in the radial direction, the second slider 51 is arranged in the radial direction of the shift drum 1, one end of the second slider 51 is connected to the second link 53, and the opposite end is embedded in the guide groove 11.

As shown in fig. 3, the electric motor 6 is used to drive the shift drum 1 to rotate, so that the shift area 111 drives the first driving mechanism 3 and the second driving mechanism 5 to move back and forth along the axial direction of the shift drum 1. The motor 6 bit and the first synchronizer and the second synchronizer 4 are located on two sides of the axial direction of the gear shifting drum 1, and the motor 6 and the gear shifting drum 1 are coaxially arranged.

In the embodiment, the motor 6 and the two driving mechanisms are separately arranged along the axial direction and are positioned on two sides of the shift drum 1, so that the actions of the motor 6 and the driving mechanisms can not be influenced by each other, the motor 6 and the shift drum 1 are coaxially arranged, the structure can be more compact, and the transmission of power between the motor 6 and the shift drum 1 is also utilized.

As a preferable implementation manner, in this embodiment, the transmission four-gear shifting device further includes a rotating shaft 7, the shift drum 1 is in interference fit with the rotating shaft 7, and the motor 6 drives the rotating shaft 7 to rotate so as to drive the shift drum 1 to rotate. The transmission is carried out by directly adopting an interference fit mode through the rotating shaft and the gear shifting drum 1, and the transmission process is simpler and more reliable. Wherein motor 6 installs on the assembly box, and shift drum 1 fixes a position on the box through pivot 7, and shift

drum

1 and 1 axle pivot 7 relatively fixed of shift drum, and pivot 7 can rotate on the box.

As shown in fig. 8, in the present embodiment, an annular limiting groove is provided on a peripheral wall of the first synchronizer and/or the second synchronizer 4, a toggle member 325 is provided at an end of the first shift fork 32 and/or the second shift fork 52, and the toggle member 325 toggles a gear engaging member of the first synchronizer and/or the second synchronizer 4 by toggling a side wall of the limiting groove.

In this embodiment, the width of the limiting groove is greater than 1.1 times the width of the toggle member 325, and the distance between the first axial position and the second axial position is greater than 2 times the axial gap between the toggle member 325 and the limiting groove. By adopting the structure, after the shifting piece 325 is inserted into the limiting groove and shifts the gear engaging part of the synchronizer to the gear engaging position, one side of the shifting piece 325 is contacted with one side wall of the limiting groove, and a sufficient gap is left between the other side of the shifting piece 325 and the other side wall of the limiting groove. Therefore, after the shifting part 325 and the limiting groove are relatively displaced due to unexpected small vibration, the other side of the shifting part 325 cannot be contacted with the other side wall of the limiting groove, so that the situation that the shifting part 325 shifts the limiting groove due to unexpected vibration is avoided, the gear engaging part is disengaged from the current gear, and the gear engaging is more reliable. In normal gear engagement, the distance of the movement of the toggle member 325 in the axial direction exceeds the axial gap between the toggle member 325 and the limit groove, so that the other side of the toggle member 325 can also contact with the other side wall of the limit groove to push the gear engagement member to move in the toggle movement process.

When the toggle member 325 toggles the synchronizer to shift gears, the toggle member 325 contacts with the synchronizer, and the synchronizer rotates at a high speed, so that relative motion is generated between the toggle member 325 and the synchronizer, continuous sliding friction exists between the toggle member 325 and the synchronizer, the toggle member 325 and the synchronizer are easy to wear and deform, and heat generated by friction can also affect the gearbox. For this purpose, a wear part that can be exchanged can be provided on the toggle part 325, so that the wear part comes into contact with the synchronizer. When the wear-resistant part is worn to a certain extent, the wear-resistant part is replaced by a new wear-resistant part. When the mode is adopted, the gearbox needs to be disassembled and assembled, and the wear-resistant part can be replaced, so that the wear-resistant part is very inconvenient in the actual use process.

For this, an oil guide groove may be provided on the first fork 32, and an outlet of the oil guide groove may be provided on a surface of the toggle member 325 contacting the synchronizer, and the lubricating oil flows to the surface of the toggle member 325 along the oil guide groove, and an oil film is formed between the toggle member 325 and the synchronizer to reduce friction therebetween.

In addition, a roller or a needle roller may be disposed on the shifting member 325 to reduce friction, but because the roller is in point contact when contacting with the synchronizer and the needle roller is in line contact when contacting with the synchronizer, the contact areas of the two contact methods are small, which easily causes the synchronizer and the shifting fork to be stressed too intensively.

In this regard, the present embodiment employs a structure that allows the toggle member 325 to rotate synchronously with the synchronizer to avoid friction. As shown in fig. 9 to 11, the first fork 32 of the present embodiment further includes a first rotating member 321, a second rotating member 322, a third rotating member 323 and a fourth rotating member 324 which are cylindrical, the first rotating member 321, the second rotating member 322, the third rotating member 323 and the fourth rotating member 324 are rotatably connected to the first fork 32, extension lines of the rotation axes of the first rotating member 321, the second rotating member 322, the third rotating member 323 and the fourth rotating member 324 intersect at the same intersection point, the same intersection point is located on the rotation axis of the first synchronizer, the rotation axis of the first rotating member 321 and the rotation axis of the second rotating member 322 are located on a first plane, the rotational axis of the third rotating member 323 and the rotational axis of the fourth rotating member 324 are located on a second plane different from the first plane, and the first plane and the second plane are arranged in the axial direction of the first synchronizer. The toggle member 325 is a rotating belt 326, and one end of the rotating belt 326 sequentially bypasses the outer walls of the first rotating member 321, the second rotating member 322, the third rotating member 323 and the fourth rotating member 324 and is connected to the other opposite end. The rotating belt 326 may be a steel belt or a belt. In one embodiment, the rotating belt 326 is tightened and wound around the outer walls of the four rotating members, and the rotating belt 326 is connected end to form a ring. The rotating band 326 is unfolded to have a circular arc shape. When the distance between the first rotating member 321 and the second rotating member 322 is too long, a fifth rotating member may be further disposed between the first rotating member 321 and the second rotating member 322, and the fifth rotating member is used to provide a support for the rotating belt 326 in the middle; a fifth rotating member may be further provided between the first rotating member 321 and the second rotating member 322 when the distance between the third rotating member 323 and the fourth rotating member 324 is excessively long, and a support for the rotating band 326 is provided at the middle portion by the sixth rotating member. The number of the fifth rotating member and the sixth rotating member may be plural, and the number may be determined according to the distance between the first rotating member 321 and the second rotating member 322 or the distance between the third rotating member 323 and the fourth rotating member 324. The aforementioned rotation can be rotationally connected to the first fork 32 through a smooth-surfaced shaft.

With the above-described structure, when the rotating band 326 moves to a position contacting the synchronizer with the first fork 32, the rotating band 326 is rotated by the synchronizer, and the rotating direction of the rotating band 326 is shown by the arrow direction in fig. 8 to 10. At the initial stage when the rotating belt 326 is just in contact with the synchronizer, sliding friction exists between the rotating belt 326 and the synchronizer, and after the rotating speed of the rotating belt 326 is the same as that of the synchronizer, relative sliding does not exist between the rotating belt 326 and the synchronizer, so that the rotating belt 326 and the synchronizer are not abraded due to the sliding friction, at the moment, the rotating belt 326 is driven by the synchronizer to rotate around the four rotating members in a circulating manner in sequence, the rotating belt 326 is in surface contact with the synchronizer, the condition that stress is too concentrated is not easy to occur, and the rotating belt 326 can always rotate synchronously with the synchronizer.

The present embodiment also provides another embodiment to solve the aforementioned sliding friction problem. First shift fork 32 still includes the multiunit runner assembly, and every group runner assembly includes that the seventh rotates the piece, the eighth rotates the piece and rotates and take 326 the seventh rotation piece, the eighth rotation piece with first shift fork 32 rotates and connects, rotate the one end of taking 326 and meet with the relative other end after the outer wall of the seventh rotation piece, the eighth rotation piece is walked around in proper order. Wherein the rotating shafts 7 of the seventh rotating member and the eighth rotating member are parallel to each other. The eighth rotating piece and the ninth rotating piece are arranged in an axisymmetric mode, the symmetric axes of the eighth rotating piece and the ninth rotating piece are used as the symmetric axes of the rotating assemblies, the extension lines of the symmetric axes of the rotating assemblies of all groups are compared with the same intersection point, and the intersection point is located on the rotating axis of the first synchronizer.

Each set of rotating assemblies forms a small rotating unit, and the rotating band 326 of each set of rotating assemblies can rotate cyclically around the four rotating members. Since the extension line of the symmetry axis of the rotation assembly is located on the rotation axis of the first synchronizer, when the rotation band 326 moves to a position contacting with the synchronizer with the first fork 32, the rotation direction of the rotation band 326 of each rotation assembly is almost the same as the rotation direction of the corresponding position on the synchronizer, and the sliding friction of the rotation band 326 of each rotation assembly with the synchronizer is small. By adopting the mode, the structure is simple, the rotating assemblies can be arranged in parallel, the installation is convenient, the surface contact is realized, and the sliding friction is reduced.

The transmission four-gear shifting device of the embodiment can drive the shift drum 1 to rotate by using the motor 6, when the shift area 111 of the shift drum 1 rotates to the position connected with the first driving mechanism 3, the shift area 111 can push the first synchronizer to carry out the gear engaging operation of two gears by the first driving mechanism 3 along with the rotation of the shift drum 1; when the shift area 111 of the shift drum 1 is rotated to a position connected with the second driving mechanism 5, the shift area 111 can push the second synchronizer 4 to perform the gear engaging operation of the other two gears through the second driving mechanism 5 along with the rotation of the shift drum 1; because the areas where the first driving mechanism 3 and the second driving mechanism 5 are connected with the gear shifting drum 1 are in different angular positions, two gears can be respectively engaged only by two driving mechanisms of one gear shifting drum 1, and the engaging operation of the four gears can be completed only by driving one gear shifting drum 1 to rotate by one motor 6, so that fewer executing mechanisms for gear shifting are needed, the engaging action is simple, and the operation is more reliable.

As shown in fig. 12, the present embodiment further provides a transmission flange, which mainly includes a flange main body 410, a first transmission structure 420, a first connection structure 430, and a second transmission structure 440;

wherein the first transmission structure 420 is disposed on the flange body 410, and the first transmission structure 420 is used for connecting with a transmission output shaft and transmitting the torque of the transmission output shaft to the flange body 410;

as shown in fig. 13 and 15, the output shaft of the transmission is connected to the flange body 410 through the first transmission structure 420, when the output shaft of the transmission rotates, the torque of the output shaft of the transmission acts on the first transmission structure 420, and the flange body 410 is driven to rotate together through the first transmission structure 420, so that the rotation and the torque of the output shaft are transmitted to the flange body 410.

Wherein the first connecting structure 430 is disposed on the flange main body 410, and the first connecting structure 430 is used for connecting the flange main body 410 with a transmission shaft;

in the embodiment, the first connecting structure 430 plays a role in connection, and the first connecting structure 430 prevents the transmission shaft from loosening from the flange main body 410 by connecting the flange main body 410 with the transmission shaft.

A second transmission structure 440, wherein the second transmission structure 440 is disposed at an end of the flange main body 410 facing the transmission shaft, and the second transmission structure 440 is used for transmitting the torque of the flange main body 410 to the transmission shaft and preventing the torque from being transmitted to the first connection structure 430.

When the flange body 410 is driven to rotate by the gearbox output shaft, the torque of the flange body 410 is transmitted to the drive shaft through the second transmission structure 440. The second transmission structure 440 is responsible for bearing the transmission torque during the process of the flange body 410 driving the transmission shaft to rotate. And second transmission structure 440 is still used for preventing the moment of torsion from being transmitted to first connection structure 430, like this at the flange with the in-process that the moment of torsion was transmitted to the transmission shaft, first connection structure 430 can not receive the effect of moment of torsion, consequently be difficult to damage, can guarantee that first connection structure 430 can be connected flange main part 410 and transmission shaft all the time to the security of flange joint has been improved, and thereby can be suitable for the quantity of few first connection structure 430 and simplify structure reduce cost.

In a preferred embodiment, the second transmission structure 440 is a rectangular tooth disposed on an end surface of the flange body 410 connected to the transmission shaft, and the rectangular tooth on the flange body 410 is used for transmitting torque in cooperation with the rectangular tooth on the transmission shaft.

The rectangular teeth are long strips, and the sections of the rectangular teeth are rectangular. In this embodiment, the drive shaft may have rectangular teeth that are aligned with the rectangular teeth on the flange body 410. After the flange main body 410 is installed and connected with the transmission shaft, the end face of the flange main body 410 is matched with the transmission shaft, and the rectangular teeth on the flange main body 410 are embedded with the rectangular teeth on the transmission shaft. When the flange body 410 rotates, the rectangular teeth on the flange body 410 contact the rectangular teeth on the adjacent drive shaft, and the rectangular teeth on the flange body 410 push the rectangular teeth on the adjacent drive shaft, so that the drive shaft and the flange body 410 rotate together. Rectangular teeth can be machined directly into the end face of the flange body 410 by milling. In order to make the flange structure simpler while realizing that the rectangular teeth bear the torque, the rectangular teeth are formed by two adjacent tooth grooves which are formed by the end surfaces of the flange main body 410 being recessed in the direction away from the transmission shaft. By adopting the structure to form the rectangular teeth, the tops of the rectangular teeth can be flush with the end face of the flange main body 410, so that redundant space is not occupied, and only the original flange main body 410 is directly removed to form tooth grooves. The rectangular teeth and the flange body 410 formed in this way are of an integrated structure, and the influence on the original flange body 410 is small. The whole structure is simple, and the bearing capacity is strong.

In the present embodiment, the first connecting structure 430 is connected to the transmission shaft through a first connecting member; in the flange rotation direction, the fit clearance between the first connecting piece and the first connecting structure 430 is larger than the fit clearance between the rectangular teeth on the flange main body 410 and the rectangular teeth on the transmission shaft.

Because the fit clearance between the first connecting piece and the first connecting structure 430 is larger than the fit clearance between the rectangular teeth on the flange main body 410 and the rectangular teeth on the transmission shaft in the flange rotation direction, the rectangular teeth on the flange main body 410 are firstly contacted with the rectangular teeth on the transmission shaft before the first connecting piece is contacted and stressed with the first connecting structure 430 during flange transmission, and the first connecting piece and the first connecting structure 430 always have fit clearance due to the blockage of the rectangular teeth on the transmission shaft, so that the torque action of the first connecting structure 430 and the first connecting piece during transmission can be well avoided. The first coupling member may be a bolt, and the first coupling structure 430 may be a bolt hole through which the bolt passes when the flange body 410 is coupled to the drive shaft.

In this embodiment, a plurality of sets of transmission structures are disposed on the flange main body 410, each set of transmission structures includes a plurality of first transmission structures 420 disposed in parallel, the number of the first connection structures 430 is the same as that of the transmission structures, the first connection structures 430 correspond to the transmission structures one to one, and the transmission structures are configured to prevent torque from being transmitted to the corresponding first connection structures 430.

As shown in fig. 16, the present embodiment may provide a plurality of first connection structures 430 in a circumferential direction of the flange main body 410 to improve connection reliability. In addition, the present embodiment adopts a one-to-one corresponding arrangement manner of the transmission structure sets and the first connection structures 430. Each first connection structure 430 is protected by a corresponding transmission structure group, and it is ensured that the transmission structure group preferentially bears torque in the first connection structure 430 in the corresponding first connection structure 430 and the corresponding transmission structure group, so that the problem that when a plurality of first connection structures 430 are arranged, all the first connection structures 430 cannot be ensured to not bear torque is avoided. Wherein each group of transmission structures may be provided with a plurality of first transmission structures 420 arranged in parallel. During transmission, each first transmission structure 420 in the same group can collectively bear torque. The torque applied to the flange is further distributed to the first transmission structures 420 after being distributed to the transmission structure groups, so that the torque borne by each first transmission mechanism is reduced, and the torque borne by the whole flange is increased.

In addition, in the rotation direction, the first connecting structure 430 is located at the center of the corresponding transmission structure group. By adopting the above manner, each first transmission structure 420 in the transmission structure group can be subjected to torque before the first connection structure 430 contacts with the first connecting piece no matter the flange main body 410 rotates forwards or reversely, so that it is ensured that the torque is not transmitted to the first connection structure 430.

For example, 6 sets of drive structures may be provided on the flange body 410, with 4 rectangular teeth provided for each set of drive structures. The 4 rectangular teeth are parallel to each other and are symmetrically arranged with the diameter of the flange body 410 parallel to the four rectangular teeth as an axis of symmetry. And the first transmission structure 420 corresponding to the set of rectangular teeth is disposed on the set of symmetrical axes. The 6 groups of transmission structure groups are uniformly distributed along the circumferential direction of the flange main body 410, that is, the angles of the intervals between any two adjacent transmission structure groups in the 6 groups of transmission structure groups are the same, and the intervals between the two adjacent groups are 60 degrees. It is understood that the number of the aforementioned transmission sets and the number of the first connecting structures 430 in each transmission structure set may adopt other numbers, and are not limited herein.

This embodiment may employ a plurality of rectangular teeth parallel to each other in a set of drive structures, and the length of each rectangular tooth is the same as the radial dimension of the end face of the flange body 410. By adopting the mode, the torque bearing capacity of each group of transmission structure can be further increased under the condition that the number of the rectangular teeth of each group is not increased.

As shown in fig. 15, in the present embodiment, the flange main body 410 includes a first connecting portion 411 having a cylindrical shape and a second connecting portion 412 having a disk shape, the first connecting portion 411 and the second connecting portion 412 are arranged along an axial direction of the flange main body 410, a through hole penetrating through the connecting portion is provided on the first connecting portion 411, the first transmission structure 420 is a spline, the spline is provided on the through hole of the first connecting portion 411, and the first connecting structure 430 is provided on the second connecting portion 412.

When the first coupling structure 430 employs rectangular teeth, the rectangular teeth are disposed on a disk surface of the second coupling portion 412 facing the drive shaft.

In the present embodiment, the first connection portion 411 is used to achieve connection of the flange main body 410 with the transmission output shaft, and the second connection portion 412 is used to achieve connection of the flange main body 410 with the propeller shaft. In the present embodiment, the first connecting portion 411 and the second connecting portion 412 are arranged along the axial direction of the flange main body 410, so that the transmission output shaft transmission shafts are compactly distributed on both sides of the flange axial direction, and thus, the mutual influence between the power input side and the power output side can be avoided.

In the embodiment, the spline is adopted on the power input side for transmission, and the bearing capacity of the transmission is high. A through hole may be machined in the first connection portion 411 before a spline is machined in the through inner wall.

In the present embodiment, the second transmission structure 440 extends from the inner wall position of the through hole to the outer wall position of the second connection portion 412 along the radial direction of the second connection portion 412. In this manner, the radial dimension of the disk of the second coupling portion 412 is fully utilized to maximize the length of the rectangular tooth that can withstand torque.

When the length of the rectangular tooth is longer, the deformation amount of the rectangular tooth under the action of torque can be increased, and when the deformation amount exceeds a certain degree, the bearing capacity of the rectangular tooth can be reduced due to the fact that the same rectangular tooth is not in sufficient contact with the rectangular tooth matched with the rectangular tooth. In this regard, in the present embodiment, each rectangular tooth is composed of a plurality of sub-rectangular teeth having a smaller length, and two adjacent sub-rectangular teeth are disconnected from each other. By adopting the mode, the deformation of each sub-rectangular tooth is not accumulated on other sub-rectangular teeth, so that the deformation of the rectangular tooth can be dispersed to each sub-rectangular tooth, and the deformation of each sub-rectangular tooth is very small and cannot exceed the degree of insufficient contact of the rectangular tooth. The gap between adjacent sub-rectangular teeth can be small, so that the length of the part of the rectangular teeth which can bear the torque can not be obviously reduced by adopting the structure.

As shown in fig. 18, in the present embodiment, each transmission structure group is composed of two sub-transmission structure groups, namely a first sub-transmission structure group 441 and a second sub-transmission structure group 442. The number of the rectangular teeth in the two groups of sub-transmission structure groups, the cross-sectional shapes and the arrangement intervals are equal, only the two groups of sub-transmission structure groups are staggered in the circumferential direction, and each rectangular tooth is also divided into two mutually disconnected parts which belong to the two groups of sub-transmission structure groups. By adopting the method, the deformation amount of the rectangular tooth can be reduced without reducing the total length of the part of the rectangular tooth for bearing the torque. After the two sub-transmission structure groups are staggered in the circumferential direction, the stress of the flange main body 410 is not concentrated on the same circumferential position of the flange main body 410, and the deformation of the flange main body 410 is also dispersed to each position of the flange main body 410 in the circumferential direction.

One end of each rectangular tooth in the first sub-transmission structure group 441 extends to the outer wall of the flange main body 410, so that the milling cutter can remove materials from the outer side to the inner side of the flange main body 410 at one time to complete processing of the rectangular teeth, and processing efficiency can be obviously improved.

The first sub transmission structure group 441 and the second sub transmission structure group 442 may or may not be completely staggered in the circumferential direction. When the completely staggered manner is adopted, the first sub transmission structure group 441 and the second sub transmission structure group 442 partially overlap in the radial direction. The disconnected positions of the first sub-transmission structure group 441 and the second sub-transmission structure group 442 on the flange main body 410 cannot bear torque, and the stress applied to the positions, close to the disconnected positions, of the first sub-transmission structure group 441 and the second sub-transmission structure group 442 is also changed abruptly, which affects the service life of the flange. After the first sub-transmission structure group 441 and the second sub-transmission structure group 442 are partially overlapped in the radial direction, the original part, which cannot bear torque and is generated by the disconnection of the radial teeth of the flange main body 410 in the radial direction, is eliminated, and the stress of the part, close to the disconnection position, of the first sub-transmission structure group 441 and the second sub-transmission structure group 442 is prevented from being suddenly changed.

When the method of incomplete staggering is adopted, the tooth spaces of the rectangular teeth in the first sub-transmission structure group 441 and the tooth tops of the rectangular teeth in the second sub-transmission structure group 442 can be aligned. In the foregoing manner, the portion of the flange main body 410 for bearing torque in the circumferential direction can be maximized in the same group of transmission structures, so that the flange main body 410 can bear more torque.

As shown in fig. 17, in the present embodiment, the same transmission structure group is composed of three sub-transmission structure groups, which are respectively the third sub-transmission structure group 443, the fourth sub-transmission structure group 444 and the fifth sub-transmission structure group 445 from the outer wall of the flange main body 410 inward. The rectangular teeth of each group of transmission structure group are mutually disconnected, the length of the rectangular teeth of the third sub-transmission structure group 443 is smaller than that of the fourth sub-transmission structure group 444, and the length of the rectangular teeth of the fourth sub-transmission structure group 444 is smaller than that of the rectangular teeth of the fifth sub-transmission structure group 445. Under the condition of bearing the same torque, the deformation of the outer side of the flange main body 410 is larger than that of the inner side of the flange main body, and the structure that the length of the rectangular teeth from inside to outside is shortened is adopted in the embodiment, so that the variance of the deformation of the rectangular teeth at each radial position of the flange main body 410 can be reduced, and the influence on the service life of the flange due to the overlarge deformation of the rectangular teeth at the local position in the radial direction of the flange main body 410 is avoided.

As shown in fig. 14, in the present embodiment, the second connecting portion 412 is provided with a limiting hole 4121 engaged with the transmission shaft, one end of the limiting hole 4121 facing the first connecting portion 411 is provided with a spigot 4122 for limiting the axial position of the transmission shaft, and the spline extends to the position of the spigot 4122.

Claims

1. An AMT transmission with a P-speed gear, comprising:

a power input shaft;

the first gear group comprises at least two pairs of first driving gears and first driven gears which are meshed respectively;

the second gear set comprises at least two pairs of second driving gears and second driven gears which are respectively meshed;

the first gear shifting motor and the second gear shifting motor are respectively connected with the first synchronizer and the second synchronizer and control work;

a power output shaft connected with each of the first driven gears and each of the second driven gears for receiving corresponding transmission power;

the AMT transmission with P-range includes a P-range state in which the first shift motor controls the first synchronizer to detachably engage the first drive gear of one of the first plurality of drive gears with the power input shaft and the second shift motor controls the second synchronizer to detachably engage the second drive gear of one of the second plurality of drive gears with the power input shaft.

2. The AMT transmission with P-range according to claim 1, further comprising an other-range state in which the first shift motor controls the first synchronizer to detachably engage one of the first driving gears with the power input shaft and the second shift motor controls the second synchronizer to disengage all of the second driving gears from the power input shaft, or the first shift motor controls the first synchronizer to disengage all of the first driving gears from the power input shaft and the second shift motor controls the second synchronizer to detachably engage one of the second driving gears with the power input shaft, or the first shift motor controls the first synchronizer to detachably engage all of the first driving gears and the second shift motor controls the second synchronizer to detachably engage all of the first driving gears with the power input shaft The second driving gears are all separated from the power input shaft.

3. The AMT transmission with P-speed of claim 1, wherein the first driving gear comprises a first-speed driving gear and a third-speed driving gear, the first driven gear comprises a first-speed driven gear and a third-speed driven gear, the second driving gear comprises a second-speed driving gear and a fourth-speed driving gear, and the second driven gear comprises a second-speed driven gear and a fourth-speed driven gear.

4. The AMT transmission with P range according to claim 1, wherein each pair of meshed first driving gear and first driven gear and each pair of meshed second driving gear and second driven gear are arranged in parallel with each other in a first direction, and the power input shaft and the power output shaft are arranged in parallel with each other in a second direction perpendicular to the first direction.

5. The AMT transmission with P speed according to claim 1, wherein the power input shaft is engaged with each of the first driving gears and each of the second driving gears through needle bearings, and the power output shaft is fixedly connected with each of the first driven gears and each of the second driven gears through splines.

6. The AMT transmission with P speed of any one of claims 1 to 5 further comprising a controller for controlling the first and second shift motors to drive the first and second synchronizers to move respectively to drive the one first driving gear and the one second driving gear to cooperate with the power input shaft respectively in the P speed state.

7. The AMT transmission with P range of claim 6, wherein said first driving gear moved by said first synchronizer to drive corresponds to a lowest gear in said first gear set and said second driving gear moved by said second synchronizer to drive corresponds to a lowest gear in said second gear set.

8. The AMT transmission with P-range according to claim 6, wherein in other-range state, the controller is further configured to control the implementation of a same-range-group-gear-shift-up-down mode, the same-range-group-gear-shift-up-down mode includes the controller controlling the first shifting motor to drive the first synchronizer to move so as to disengage a first driving gear engaged with the power input shaft and move in an up-shift range or a down-shift range so as to drive another first driving gear engaged with the power input shaft to engage the power input shaft, or the controller controlling the second shifting motor to drive the second synchronizer to move so as to disengage a second driving gear engaged with the power input shaft and move in an up-shift range or a down-shift range so as to drive another second driving gear engaged with the power input shaft, or the controller is configured to control the first shifting motor to drive the first synchronizer to move so as to drive another second driving gear engaged with the power input shaft The first driving gear matched with the shaft is separated or the second gear shifting motor is controlled to drive the second synchronizer to move so as to drive the second driving gear matched with the power input shaft to be separated.

9. The AMT transmission with P range of claim 8 wherein said controller is further configured to control implementation of an iso-range group gear upshift mode, the different gear group gear lifting mode comprises that the controller firstly controls a first gear shifting motor to drive the first synchronizer to move so as to drive the first driving gear matched with the power input shaft to separate, then controls a second gear shifting motor to drive a second synchronizer to move according to a gear lifting position or a gear lowering position so as to drive one of the second driving gears to be matched with the power input shaft, or the controller firstly controls a second gear shifting motor to drive the second synchronizer to move so as to drive the second driving gear matched with the power input shaft to separate, and then controls the first synchronizer to move according to an up-shift position or a down-shift position so as to drive one of the first driving gears to be matched with the power input shaft.

10. A new energy automobile, characterized by comprising the AMT transmission having a P range according to any one of claims 1 to 9.