WO2024255434A1 - Mécanisme de levier de vitesse de transmission intégré et système de levier de vitesse - Google Patents

Mécanisme de levier de vitesse de transmission intégré et système de levier de vitesse Download PDF

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Publication number
WO2024255434A1
WO2024255434A1 PCT/CN2024/088272 CN2024088272W WO2024255434A1 WO 2024255434 A1 WO2024255434 A1 WO 2024255434A1 CN 2024088272 W CN2024088272 W CN 2024088272W WO 2024255434 A1 WO2024255434 A1 WO 2024255434A1
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WIPO (PCT)
Prior art keywords
shift
gear
hub assembly
planetary gear
assembly
Prior art date
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Ceased
Application number
PCT/CN2024/088272
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English (en)
Chinese (zh)
Inventor
段志辉
潘思远
邢杰
冉茂强
张敏
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Xiamen Nevc Advanced Electric Powertrain Technology Innovation Center
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Xiamen Nevc Advanced Electric Powertrain Technology Innovation Center
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Publication of WO2024255434A1 publication Critical patent/WO2024255434A1/fr
Anticipated expiration legal-status Critical
Ceased 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

Definitions

  • the invention discloses an integrated transmission shift mechanism and a shift system, which belong to the technical field of automobile transmissions according to the International Patent Classification (IPC).
  • IPC International Patent Classification
  • a synchronizer structure is often used for switching gears in multi-speed transmissions.
  • the shift actuation mechanisms currently available on the market for synchronizer gear switching mainly include hydraulic shifting and motor shifting. Due to the complex valve body and oil circuit of the hydraulic shifting system, the manufacturing precision and difficulty of the hydraulic system are increased, which increases the development cost of the hydraulic system. At the same time, the high-pressure oil pump needs to work continuously to provide pressure for shifting, which leads to high energy loss of the transmission assembly.
  • Motor shifting reduces speed and increases torque through a mechanical reduction mechanism, and the system has a simple structure, good reliability and low cost.
  • the motor shifting system has a short response time, which can better realize shifting control, and the motor only works when shifting gears, reducing the energy loss of the transmission assembly. Therefore, the motor shifting system has certain advantages in transmission assembly efficiency and cost.
  • the motor shift system can be mainly divided into two categories: the gear selection and shifting independent control gear shift mechanism, and the single motor hub gear shift mechanism.
  • the gear selection and shifting independent control gear shift mechanism requires two motors to realize the gear selection and shifting functions.
  • the interlocking function must also be realized, resulting in disadvantages such as a complex shift system, large space occupation and high cost.
  • the shift motor power is reduced speed and torque increased through a reduction mechanism, and then drives the shift hub assembly to rotate.
  • the shift hub assembly moves the shift fork to realize transmission shifting.
  • This structure is not only simple and reliable, but also adopts a single-motor structure, which can further reduce the assembly cost.
  • Chinese document CN112780768A discloses a gear shift hub structure, whose main structure is that the gear shift motor externally engages two pairs of double-linked teeth to reduce speed and then connects with the gear on the gear shift hub, and finally drives the gear shift hub to rotate and shift; the cost of this structure is relatively low, but it is necessary to reserve multiple mounting holes for the three-stage reduction mechanism on the shell outside the shift hub assembly, which not only increases the difficulty of shell processing, but also occupies a large external layout space of the whole machine.
  • the external parallel shaft three-stage reduction gear shift hub structure often cannot meet the layout requirements of the whole machine.
  • the conventional shift logic design is that one shift rail controls one shift fork. If the shift hub controls multiple shift forks, multiple shift rails need to be designed on the shift hub to correspond to them one by one.
  • the structure of multiple shift rails is not only complex, but also increases the axial length of the shift hub assembly and increases the overall system cost.
  • the present invention provides an integrated transmission shift mechanism, which can provide a shift mechanism for pure electric and hybrid transmissions with a larger output load-bearing torque, a smaller axial and radial space of the shift hub assembly, and a lower product cost.
  • the present invention discloses an integrated transmission shift mechanism, comprising a shift motor for power input, a shift hub assembly for pushing a shift fork to achieve shifting, a first-stage planetary gear reduction mechanism located between the shift motor and the shift hub assembly, and a shift fork system assembly coordinated with the shift hub assembly.
  • the shift motor of the present invention serves as a power input end, and the output shaft of the shift motor is fixedly connected with the output shaft gear of the shift motor.
  • the output shaft gear of the shift motor passes through a first-class planetary gear reduction gear mechanism integrated in the cavity of the shift hub assembly, so as to achieve the effect of speed reduction and torque increase;
  • the first-class planetary gear reduction gear mechanism is coaxially arranged with the shift motor and the shift hub assembly;
  • the output shaft gear of the shift motor in the first-class planetary gear reduction gear mechanism serves as an input, meshes with the left planetary gear of the planetary gear assembly for transmission, and the outer side of the left planetary gear of the planetary gear assembly is meshed with the fixed left inner gear ring for transmission;
  • the support shaft of the planetary carrier is radially positioned and matched with the planetary gear assembly, and the left planetary gears are respectively meshed with the shift motor
  • the output shaft gear of the engine and the fixed left inner gear ring are meshed for transmission, so that the planetary
  • the shift hub is designed with several shift rails along the circumferential direction according to the shift logic, and two or more shift fork sliders of the shift fork assembly are arranged in each shift rail, and each shift fork slider is arranged in the shift rail at a certain angle, and each shift fork slider in the same shift rail alternately shares the shift ramp of the corresponding phase.
  • a shift slide rail that meets the gear shifting logic is designed on the outer diameter of the shift hub assembly.
  • the shift fork assemblies of each gear are compactly arranged on the outer diameter of the shift hub assembly.
  • the shift fork sliders of each gear are arranged in the shift slide rails along the circumference of the shift hub assembly according to the angle requirements in the gear shifting logic diagram.
  • the two ends of the shift fork shaft on the shift fork assembly are installed in the shift fork holes on the transmission housing through shift fork bushings to achieve radial positioning.
  • the shift fork assembly can move freely along the direction of the shift fork shaft; when the shift hub assembly rotates, the shift hub assembly pushes the shift fork slider of the shift fork assembly along the circumferential slide rail slope, and the shift fork
  • the slider is subjected to radial and axial forces of the shift rail ramp; both ends of the shift fork shaft on the shift fork assembly are radially positioned by the fork bushing, and the radial force of the shift rail ramp is offset by the supporting force of the fork bushing.
  • the shift fork slider can only move through the axial force of the shift hub rail ramp, thereby realizing the conversion of the rotational motion of the shift hub assembly into the axial motion of the shift fork assembly along the shift fork shaft.
  • the fork claws on the shift fork push the synchronizer on the transmission shaft system to move axially, thereby realizing the transmission shifting and engaging functions.
  • one shift slide rail cooperates with multiple shift fork assemblies to realize the control of multiple gears.
  • the axial size of the shift hub assembly is reduced.
  • the present invention also provides a shifting system, which includes two sets of the integrated transmission shifting mechanisms described above, and the two sets of integrated transmission shifting mechanisms independently control the odd and even gear synchronizers on the dual-axis transmission, thereby realizing the functions of individually shifting odd and even gears and simultaneously shifting odd and even gears.
  • the present invention is an integrated transmission shift mechanism, which has only one planetary carrier structure.
  • the left planetary gear and the right planetary gear are an integrated structure, and the weak secondary sun gear is eliminated, and the planetary gear input is used to replace the sun gear to bear torsion; because the outer profile size of the planetary gear can be designed to be significantly larger than the sun gear, and the planetary system has at least three planetary gears to share the system load, this structure can effectively improve the problem of insufficient strength of the sun gear of the planetary reduction system caused by the large speed ratio and large torque of the system; the reduction mechanism of the present invention effectively reduces the radial size of the shift hub assembly.
  • the present invention has many advantages such as simple structure, small number of parts, compact axial and radial space, low cost, strong bearing torque, etc.
  • FIG. 1 is a schematic diagram of an embodiment of the present invention.
  • FIG. 2 is a cross-sectional view of an embodiment of the present invention.
  • FIG. 4 is a schematic diagram of a first-stage planetary gear reduction gear mechanism after removing the left and right ring gears according to an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of a first-stage planetary gear reduction gear mechanism after removing the planet carrier according to an embodiment of the present invention.
  • FIG. 6 is a phase logic simulation diagram of an embodiment of the present invention, phase 1 to phase 8.
  • FIG. 6 is a phase logic simulation diagram of an embodiment of the present invention, phase 1 to phase 8.
  • an integrated transmission shift mechanism including a shift motor 1 for power input, a shift hub assembly 2 for pushing a shift fork assembly 3 to achieve shifting, a first-class planetary gear reduction gear mechanism located between the shift motor 1 and the shift hub assembly 2 to achieve force transmission, and a shift fork assembly 3 (also called a shift fork system) that cooperates with the shift hub assembly 2;
  • the shift hub assembly 2 has a receiving cavity, that is, a shift hub inner cavity, and the first-class planetary gear reduction gear mechanism is arranged in the receiving cavity of the shift hub assembly 2;
  • the first-class planetary gear reduction gear mechanism is coaxially arranged with the shift motor 1 and the shift hub assembly 2;
  • the shift fork assembly 3 includes a shift fork slider 3.1, a shift fork 3.2 and a shift fork shaft 3.3; the power input end of the shift motor 1 is connected to the first-class planetary gear integrated inside the shift hub assembly 2 through the output shaft gear 1.1 of the shift motor After the star-shaped
  • the shift motor 1 is fixedly connected to the motor mounting hole 6.2 of the left case housing 6 of the transmission by means of bolts through the mounting hole 1.2 on the shift motor housing; the shift motor 1 is used as the shift power source, and the output shaft gear 1.1 on the shift motor 1 is used as the power input end, and the planetary gear assembly 7, the planet carrier 8, the left inner gear ring 5, and the right inner gear ring 9 arranged in the cavity of the shift hub assembly 2 form a first-class planetary gear reduction gear mechanism; the first-class planetary gear reduction In the speed gear mechanism, the output shaft gear 1.1 of the shift motor 1 meshes with the inner side of the left planetary gear 7.1; the outer side of the left planetary gear 7.1 meshes with the left inner gear ring 5; the left inner gear ring 5 is fixedly connected with the inner gear ring mounting hole 6.1 on the left case housing 6 of the transmission through the left inner gear ring mounting hole 5.1 on the end face of the left inner gear ring
  • the right bearing 10 is installed between the inner rings of the right case housing 11 bearing installation to achieve connection and free rotation; the outer diameter of the shift hub assembly 2 is designed with a shift rail 2.1 according to the shift logic, and the shift fork assembly 3 of each gear is compactly arranged along the outer diameter of the shift hub assembly 2.
  • the axis of each gear fork shaft 3.3 is arranged parallel to the axis of the shift hub assembly 2, and each gear fork slider 3.1 is arranged in the shift rail 2.1 along the circumference of the shift hub assembly 2 according to the angle requirements in the shift logic diagram.
  • the axis of each gear fork slider 3.1 passes through the shift
  • the shift hub assembly 2 is an axis center; both ends of the shift fork shaft 3.3 on the shift fork assembly 3 are installed in the fork holes on the transmission housing through fork bushings to achieve radial positioning, and the shift fork assembly 3 can move freely along the axial direction of the shift fork shaft 3.3; the shift hub assembly 2 rotates, and the slope of the shift hub assembly shift slide 2.1 pushes the fork slider 3.1, and the fork slider 3.1 is subjected to the radial force and axial force of the slope of the shift slide 2.1; under the action of the radial positioning of the fork bushings at both ends of the shift fork shaft 3.3, the rotational motion of the shift hub assembly 2 is converted into the axial motion of the shift fork assembly 3 along the shift fork shaft 3.3, and the fork claws on the shift fork 3.2 push the synchronizer on the transmission shaft system to move axially, thereby realizing the transmission shifting and
  • the left planetary gear 7.1 and the right planetary gear 7.2 are coaxially arranged and form a one-piece structure to form a planetary gear assembly 7:
  • the shift motor output shaft gear 1.1 can mesh with the inner side of the left planetary gear 7.1, and the power transmission route is: shift motor output shaft gear-left planetary gear-right planetary gear-right inner ring gear-shift hub assembly;
  • the shift motor output shaft gear 1.1 can also mesh with the inner side of the right planetary gear 7.2, and the power transmission route is: shift motor output shaft gear-right planetary gear-right inner ring gear-shift hub assembly.
  • an integrated transmission shift mechanism wherein a shift hub is provided with a plurality of shift rails 2.1 along the circumferential direction according to the shift logic, and each shift rail 2.1 is provided with one or two or more shift fork sliders 3.1 of a shift fork assembly 3.
  • each shift fork slider 3.1 alternately shares the shift slope in the corresponding phase shift rail 2.1, and each shift fork slider 3.1 is arranged in the shift rail 2.1 according to the angle set by the shift logic.
  • the shift hub assembly has a shift phase logic, and a shift hub assembly 2 is provided with a shift rail 2.1, and a plurality of shift fork assemblies 3 cooperating therewith realize the control of multiple gears.
  • the shift hub assembly 2 is provided with a mechanical limit device to ensure that the working stroke of the shift hub assembly 2 is less than 360°, thereby ensuring the uniqueness of the shift hub phase; multiple phases are set at fixed angles within the working stroke, and each phase corresponds to a shifting condition; by controlling the shift hub phase angle position, the transmission can achieve upshifting and downshifting.
  • the shifting phase logic of the shift hub assembly can realize that only one shift slide rail 2.1 is needed on one shift hub assembly 2, and two shift fork assemblies 3 are matched therewith, and the two shift fork assemblies 3 correspond to the shift fork sliders 3.1 one by one, so as to realize the control of four gears;
  • the shifting phase logic can reduce the number of shift slide rails of the shift hub assembly, which not only reduces the difficulty of designing and manufacturing the shift hub assembly, but also greatly reduces the axial length of the shift hub assembly, which is beneficial to the axial spatial arrangement of the shifting system; with a certain embodiment, combined with the shift hub phase logic table 1 and the phase logic simulation diagram 6 of the present invention, it is described as follows:
  • the entire shift hub assembly is designed with a mechanical limit device to ensure that the working stroke of the shift hub assembly is less than 360°, ensuring the uniqueness of the phase of the shift hub assembly within the working stroke;
  • the left side of Table 1 shows the gear position requirements of the transmission input up/down gear.
  • 8 shift hub phases are designed with each 45° as a phase.
  • the 8 phases are 315° in total, which is the entire working stroke of the shift hub assembly;
  • the combination of two gears in the four gears of 1st, 3rd, 5th and 7th gears can be matched.
  • the shift rail structure design and the position arrangement of the two fork sliders can be referred to the embodiment, and the actual shifting simulation of each phase gear can be performed; the best scheme is selected from multiple sets of feasible shifting logic schemes.
  • Table 1 The embodiment is shown in Table 1.
  • the 1st and 3rd gears share a synchronizer system
  • the 5th and 7th gears share a synchronizer system
  • the 1st and 3rd gear shift fork assemblies control the 1st and 3rd gear synchronizers
  • the 5th and 7th gear shift fork assemblies control the 5th and 7th gear synchronizers
  • the upper and lower end surfaces of the two shift fork sliders are arranged along the circumference of the shift hub assembly.
  • two shift fork sliders are arranged at 180° along the center of the shift hub assembly;
  • Phase 1 in FIG6 is the starting point of the shift hub assembly, and the position of the shift hub assembly is defined as 0°.
  • the shift fork slider of the fifth and seventh gears is at 0° of the shift hub assembly, and the shift fork slider of the first and third gears is at 180° of the shift hub assembly;
  • the vertical coordinate position of the shift fork slider of the fifth and seventh gears is 0, and the vertical coordinate position of the shift fork slider of the first and third gears is 0, corresponding to that both synchronizer assemblies are in the neutral position;
  • phase 2 of FIG6 the shift hub assembly rotates forward to a position of 45°.
  • the fifth and seventh gear shift fork slider is at 45° of the shift hub assembly, and the first and third gear shift fork slider is at 225° of the shift hub assembly;
  • the ordinate position of the fifth and seventh gear shift fork slider is 0, corresponding to the fifth and seventh gear synchronizer assembly being in the neutral position;
  • the first and third gear shift fork slider is at a position above the shift rail profile line shown in the figure, corresponding to the first and third gear synchronizer assembly being in the first gear position;
  • phase 4 of Figure 6 the shift hub assembly rotates forward to the position of 135°.
  • the fifth and seventh gear shift fork slider is at 135° of the shift hub assembly, and the first and third gear shift fork slider is at 315° of the shift hub assembly;
  • the ordinate position of the fifth and seventh gear shift fork slider is 0, corresponding to the fifth and seventh gear synchronizer assembly is in the neutral position;
  • the first and third gear shift fork slider is at the position below the shift rail profile shown in the figure, corresponding to the first and third gear synchronizer assembly is in the third gear position;
  • phase 5 of Figure 6 the shift hub assembly rotates forward to the 180° position.
  • the 5th and 7th gear shift fork slider is at 180° of the shift hub assembly, and the 1st and 3rd gear shift fork slider is at 0° of the shift hub assembly;
  • the ordinate position of the 5th and 7th gear shift fork slider is 0, corresponding to the 5th and 7th gear synchronizer assembly is in the neutral position;
  • ...5th and 7th gear shift fork slider is at 0° of the shift hub assembly;
  • the 5th and 7th gear shift fork slider is at 0°
  • the vertical coordinate position of the fork slider is 0, corresponding to the first and third gear synchronizer assembly being in the neutral position; this phase indicates that the transmission realizes the third gear shift operation;
  • phase 6 of Figure 6 the shift hub assembly rotates forward to the 225° position.
  • the fifth and seventh gear shift fork slider is at 225° of the shift hub assembly, and the first and third gear shift fork slider is at 45° of the shift hub assembly; in this position, the fifth and seventh gear shift fork slider is above the shift rail profile line shown in the figure, corresponding to the fifth and seventh gear synchronizer assembly is in the fifth gear position; the first and third gear shift fork slider ordinate position is 0, corresponding to the first and third gear synchronizer assembly is in the neutral position; this phase indicates that the transmission realizes the fifth gear operation;
  • phase 7 of Figure 6 the shift hub assembly rotates forward to the 270° position.
  • the 5th and 7th gear shift fork slider is at 270° of the shift hub assembly, and the 1st and 3rd gear shift fork slider is at 90° of the shift hub assembly;
  • the ordinate position of the 5th and 7th gear shift fork slider is 0, corresponding to the 5th and 7th gear synchronizer assembly is in the neutral position;
  • the ordinate position of the 1st and 3rd gear shift fork slider is 0, corresponding to the 1st and 3rd gear synchronizer assembly is in the neutral position;
  • phase 8 of Figure 6 the shift hub assembly rotates forward to the 315° position.
  • the fifth and seventh gear shift fork sliders are at 315° of the shift hub assembly, and the first and third gear shift fork sliders are at 135° of the shift hub assembly; in this position, the fifth and seventh gear shift fork sliders are below the shift rail profile shown in the figure, corresponding to the fifth and seventh gear synchronizer assembly being in the seventh gear position; the first and third gear shift fork sliders have a ordinate position of 0, corresponding to the first and third gear synchronizer assembly being in the neutral position; this phase indicates that the transmission has achieved the seventh gear operation.
  • the positive rotation phase of the shift hub assembly increases, and the transmission realizes upshifting step by step.
  • the reverse rotation phase of the shift hub assembly decreases, and the transmission realizes downshifting step by step.
  • the phase position of the shift hub assembly is controlled to realize the upshift and downshift control of the transmission gear.
  • the phase angle of the shift hub assembly can be reduced by, for example, 30°, so that more phases can be arranged in a working stroke of less than 360°, meeting the shift logic requirements of a multi-gear transmission.
  • the shift system adopts two sets of integrated transmission shift mechanisms, wherein the shift hub assembly of one set of integrated transmission shift mechanisms can realize the control of the first, third, fifth and seventh gears according to the shift phase logic described in the technical solution of the present invention; the shift hub assembly of the other set of integrated transmission shift mechanisms can also realize the control of the reverse, second, fourth and sixth gears according to the shift phase logic described in the technical solution of the present invention; the combination of the two sets of integrated transmission shift mechanisms of the present invention can realize the independent control of the odd and even gear synchronizers on the dual-axis gearbox, and realize the functions of separately shifting odd and even gears and simultaneously shifting odd and even gears.
  • the technical solution of the present invention describes a shift hub shift phase logic, the shift hub assembly 2 provides an additional shift phase to the parking fork of the parking system, and an additional parking slide rail can be designed along the circumference of the shift hub assembly.
  • the parking fork slider cooperates with the parking slide rail, and the parking slide rail of the shift hub assembly can provide an axial force to the parking fork as a driving force for the parking system; this can eliminate the parking motor and reduce the development cost of the parking system.
  • the one-stage planetary gear reduction gear mechanism described in the technical solution of the present invention requires the same output strength and the same reduction ratio.
  • the reduction mechanism system of the present invention reduces one sun gear and one planetary gear assembly, thereby reducing the difficulty of system design and manufacturing cost;
  • the present invention eliminates the secondary sun gear of the conventional two-stage planetary gear reduction mechanism, and adopts the right planetary gear input to replace the sun gear to bear torsion; because the outer profile size of the right planetary gear can be designed to be significantly larger than the sun gear, and the planetary system has at least three planetary gears to share the system load, this structure can effectively improve the problem of insufficient strength of the sun gear of the planetary reduction system caused by the large speed ratio and large torque of the system; the invention innovates the structure to solve the problem that the outer diameter size of the second-stage planetary reduction mechanism needs to be larger than that of the first-stage reduction mechanism due to strength issues; the strength of the right planetary gear and
  • a shift motor has 7 input teeth, a module of 1, and a reduction ratio of 60 required for the reduction mechanism.
  • a conventional two-stage planetary reduction mechanism is used, and the gear tooth number parameters are designed to be unified as 1:
  • the secondary sun gear of this structure uses 10 teeth.
  • the first-stage planetary gear reduction mechanism of the present invention is designed with gear tooth number parameters with a module uniformly set to 1:
  • the reason why the number of teeth of the right inner gear ring of the first-stage planetary gear mechanism of the present invention can be designed to be smaller and the outer diameter of the shift hub assembly can be reduced is that the present invention cancels the second-stage sun gear of the conventional two-stage planetary gear reduction mechanism and adopts the right planetary gear input to replace the sun gear input to bear the torsion; because the number of teeth of the right planetary gear is 16, it is obviously greater than the 10 teeth of the second-stage sun gear of the conventional two-stage planetary gear by comparison, and the planetary system has at least three right planetary gears to share the system load, so the system strength can be guaranteed.
  • the one-stage planetary reduction mechanism of the present invention has a motor sun gear input and a left planetary gear output, and the power of the left planetary gear is transmitted to the right planetary gear in a fixed connection form, instead of a conventional two-stage planetary reduction mechanism in which the motor first-stage sun gear inputs and the output is transmitted through the first-stage planetary carrier.
  • the one-stage planetary reduction mechanism of the present invention can achieve the requirements of small volume and large speed ratio through reasonable design.
  • the present invention discloses an integrated transmission shift mechanism, wherein the first-stage planetary gear reduction gear mechanism has the following characteristics: the left planetary gear 7.1 and the right planetary gear 7.2 are fixedly connected or are fixedly connected as an integral part and are coaxially arranged; the outer diameter of the left planetary gear 7.1 is larger than the outer diameter of the right planetary gear 7.2; the shift motor 1, the shift motor output shaft gear 1.1, the left inner gear ring 5, the right inner gear ring 9, and the shift hub assembly 2 are coaxially arranged; the inner diameter of the left inner gear ring 5 is larger than the inner diameter of the right inner gear ring 9; the number of planetary gears of the planetary gear assembly 7 is more than one, and 3 to 5 are selected according to the system load requirements.
  • the first-stage planetary gear reduction gear mechanism can also be arranged outside the shift hub assembly, and the two are arranged coaxially.
  • the power transmission route is: the output shaft gear of the shift motor - the first-stage planetary gear
  • the reduction gear mechanism-shift hub assembly finally drives the shift hub assembly to rotate.
  • the shift hub assembly has the same circumferential shift rail and shift logic as the previous embodiment, which will not be described in detail.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Structure Of Transmissions (AREA)

Abstract

Mécanisme de levier de vitesse de transmission intégré et système de levier de vitesse. Le mécanisme de levier de vitesse de transmission intégré comprend un moteur électrique de levier de vitesse (1) pour alimenter en énergie, un ensemble moyeu de levier de vitesse (2) pour pousser des ensembles fourche de levier de vitesse (3) afin de mettre en œuvre un levier de vitesse, un mécanisme réducteur de train planétaire à étage unique situé entre le moteur électrique de levier de vitesse (1) et l'ensemble moyeu de levier de vitesse (2) pour mettre en œuvre une transmission de puissance, et les ensembles fourche de levier de vitesse (3) coopérant avec l'ensemble moyeu de levier de vitesse (2). Par comparaison avec un mécanisme réducteur à train planétaire à deux étages complexe classique, le mécanisme réducteur à train planétaire à étage unique utilise un seul porte-satellites et un seul pignon planétaire, et un engrenage planétaire gauche (7.1) et un engrenage planétaire droit (7.2) comprennent une structure monobloc ; et l'engrenage planétaire droit (7.2) remplace un planétaire droit présentant une faible résistance pour transmettre un couple. Le mécanisme de levier de vitesse de transmission intégré présente une structure simple et compacte, et une capacité de torsion plus grande. Selon la logique de phase de levier de vitesse de l'ensemble moyeu de levier de vitesse, un rail coulissant de levier de vitesse coopère avec une pluralité d'ensembles fourche de levier de vitesse pour mettre en œuvre la commande d'une pluralité d'engrenages, et ainsi la dimension axiale de l'ensemble moyeu de levier de vitesse peut être réduite, ce qui est avantageux pour l'agencement de système de l'ensemble de la machine, et peut également réduire le coût.
PCT/CN2024/088272 2023-06-13 2024-04-17 Mécanisme de levier de vitesse de transmission intégré et système de levier de vitesse Ceased WO2024255434A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202310696095.4 2023-06-13
CN202310696095.4A CN117469392A (zh) 2023-06-13 2023-06-13 一种集成式变速器换挡机构及换挡系统

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WO2024255434A1 true WO2024255434A1 (fr) 2024-12-19

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