WO2024255434A1 - 一种集成式变速器换挡机构及换挡系统 - Google Patents

一种集成式变速器换挡机构及换挡系统 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)
French (fr)
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/zh
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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)
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  • Structure Of Transmissions (AREA)

Abstract

一种集成式变速器换挡机构及换挡系统，包括动力输入的换挡电机（1）、推动换挡拨叉总成（3）实现换挡的换挡毂总成（2）、位于换挡电机（1）及换挡毂总成（2）之间实现力传递的一级类行星排减速机构、与换挡毂总成（2）配合的换挡拨叉总成（3）；一级类行星排减速机构与传统复杂两级行星排减速机构相比，采用单行星架、单太阳轮，左行星齿轮（7.1）与右行星齿轮（7.2）为一体件结构；右行星轮（7.2）替代强度薄弱的右太阳轮传递扭矩，其结构简单紧凑，、有更大承扭能力。本换挡毂总成换挡相位逻辑，换挡滑轨，配合多个换挡拨叉总成实现多个档位的控制，可减小换挡毂总成轴向尺寸，不仅利于整机的系统布置，同时降低成本。

Description

一种集成式变速器换挡机构及换挡系统 技术领域
本发明公开一种集成式变速器换挡机构及换挡系统，按国际专利分类表(IPC)划分属于汽车变速器技术领域。
背景技术
根据国家相关部门发布GB19578—2021《乘用车燃料消耗量限值》标准要求，为了满足日趋严格的燃油经济性目标，纯电化及混动化为各大汽车厂商汽车动力总成的主要技术路线。目前市场纯电动及混动变速器主要产品为单档位，产品开发过程中均能保证在城市工况满足燃油经济性目标，但在高速工况，由于变速器档位过少，发动机或电机工作工况无法长期维持在高效率区，故高速工况燃油性经济性较差。随着纯电及混动车型的发展，适当的多档化变速器将是发展趋势。
在乘用车、商用车变速器传动系统领域，多档位变速器档位的切换常采用同步器结构；市场目前实现同步器档位切换的换挡作动机构主要有液压换挡、电机换挡两大类；液压换挡系统由于复杂的阀体及油路，导致液压系统制造精度及制造难度加大，增大液压系统的开发成本，同时高压油泵存在持续工作提供压力才能换挡导致变速器总成的能耗损失偏高问题；电机换挡通过机械减速机构减速增扭，系统结构简单、可靠性好、成本低；电机换挡系统响应时间短，可以更好的实现换挡控制，而且电机换挡时才工作，降低了变速器总成的能耗损失；故电机换挡系统在变速器总成效率、成本具备一定优势。
电机换挡系统主要可分为两大类：选换挡独立控制换挡机构、单电机毂式换挡机构；选换挡独立控制换挡机构需要两个电机实现选挡和换挡功能，该机构 除了包括换挡电机和选挡电机外，还要实现互锁功能，导致换挡系统较复杂、占用空间大且成本较高等缺点；单电机毂式换挡机构，换挡电机动力经过减速机构实现减速增扭后驱动换挡毂总成旋转，换挡毂总成拨动换挡拨叉实现变速器换挡，该结构不仅简单、可靠性高，而且采用单电机结构，可进一步降低总成成本。
目前市场以外平行轴三级减速换挡毂结构形式居多，如中国文献CN112780768A公开一种换挡毂结构，其主要构架为换挡电机外部啮合两对双联齿减速后再和换挡毂上的齿轮连接，最终驱动换挡毂旋转换挡；该结构成本相对较低，但需要在换挡毂总成外侧的壳体上预留多个三级减速机构的安装孔，不仅加大壳体的加工难度，而且占用较大整机外部布置空间。对某些整机布置空间有较高要求的开发项目，外平行轴三级减速换挡毂结构往往不能无法满足整机布置需求。
另外目前市场单电机毂式换挡机构，常规换挡逻辑设计均为一个换挡滑轨控制一个换挡拨叉，换挡毂控制多个换挡拨叉需在换挡毂上设计多条换挡滑轨与之一一对应；多条换挡滑轨结构不仅结构复杂，增大换挡毂总成轴向长度，而且系统成本整加。
发明内容
针对现有技术的不足，本发明提供一种集成式变速器换挡机构，可以为纯电动及混动变速器提供一种输出承载扭矩更大、换挡毂总成轴向径向空间更小、产品成本更低的换挡机构。
本发明一种集成式变速器换挡机构，包括动力输入的换挡电机，推动换挡拨叉实现换挡的换挡毂总成，位于换挡电机及换挡毂总成之间的一级类行星排减速齿轮机构，与换挡毂总成配合的换挡拨叉系统总成。
本发明换挡电机作为动力输入端，换挡电机的输出轴与换挡电机输出轴齿轮固联，换挡电机输出轴齿轮经过换挡毂总成腔体内部集成的一级类行星排减速齿轮机构，可实现减速增扭的作用；一级类行星排减速齿轮机构与换挡电机、换挡毂总成同轴布置；一级类行星排减速齿轮机构中换挡电机输出轴齿轮作为输入，与行星齿轮总成的左行星齿轮啮合传动，行星齿轮总成的左行星轮外侧与固定的左内齿圈啮合传动；行星架的支撑轴与行星齿轮总成径向定位配合，左行星齿轮分别与换挡电机输出轴齿轮和固定的左内齿圈啮合传动，使行星齿轮总成绕行星架的支撑轴自转；行星齿轮总成的左行星齿轮与右行星齿轮为一体件结构，行星齿轮总成中的右行星轮与右内齿圈啮合，行星架与行星齿轮总成组成的系统可绕右内齿圈轴线自由公转，使得动力传递至右内齿圈，右内齿圈与换挡毂总成内腔固联；换挡电机在一级类行星排减速机构的动力传递路线为：换挡电机输出轴齿轮—左行星齿轮/右行星齿轮—右内齿圈—换挡毂总成内腔，最终传递至换挡毂总成并驱动换挡毂旋转。
进一步，换档毂沿周向根据换挡逻辑设计有若干换挡滑轨，每一换挡滑轨内配置两个或两个以上的换挡拨叉总成的拨叉滑块，各拨叉滑块以一定角度布置在换挡滑轨内，同一换挡滑轨内的各拨叉滑块交替共用相对应相位的换挡斜坡。
根据变速器总成目标档位换挡逻辑图，在换挡毂总成外径沿周设计有满足换挡逻辑的换挡滑轨，同时各档位的换挡拨叉总成紧凑布置在换挡毂总成外径沿周，各档换挡拨叉滑块根据换挡逻辑图中角度要求布置在换挡毂总成沿周的换挡滑轨内，换挡拨叉总成上的换挡拨叉轴两端通过拨叉衬套安装在变速器壳体上的拨叉孔内实现径向定位，换挡拨叉总成可以沿拨叉轴方向自由移动；换挡毂总成旋转，换挡毂总成沿周滑轨斜坡推动换挡拨叉总成的拨叉滑块，拨叉 滑块受到换挡滑轨斜坡径向分力和轴向分力；换挡拨叉总成上的换挡拨叉轴两端通过拨叉衬套实现径向定位，换挡滑轨斜坡径向分力被拨叉衬套支撑力抵消，拨叉滑块只能通过换挡毂滑轨斜坡轴向分力运动，实现换挡毂总成旋转运动转变为换挡拨叉总成沿拨叉轴轴向运动转化，换挡拨叉上的叉爪推动变速器轴系上的同步器轴向移动，实现变速器摘挡挂挡功能。
本发明方案中一个换挡滑轨，配合多个换挡拨叉总成实现多个档位的控制，与现有单电机毂式换挡机构的一个换挡滑轨控制一个换挡拨叉总成相比，减小了换挡毂总成轴向尺寸。
本发明还提供一种换挡系统，其包括两套所述的一种集成式变速器换挡机构，两套集成式变速器换挡机构分别独立控制双轴变速箱上奇、偶挡位同步器，实现奇、偶挡位单独挂挡和奇、偶挡位同时挂挡功能。
本发明为集成式变速器换挡机构，机构内只有一个行星架结构，与现有两级行星排减速机构换挡毂系统相比，左行星齿轮与右行星齿轮为一体件结构，同时取消强度薄弱的二级太阳轮，采用行星轮输入替代太阳轮承扭；因行星轮的外廓尺寸设计可以明显大于太阳轮，而且行星系统至少有三个行星轮分担系统载荷，该结构可以有效改善系统大速比大扭矩导致的行星减速系统太阳轮强度不足的问题；本发明的减速机构有效减小了换挡毂总成的径向尺寸。
本发明具有结构简单、零部件数量少、轴向径向空间紧凑、成本低、承载扭矩强等诸多优点。
附图说明
图1是本发明实施例示意图。
图2是本发明实施例剖面图。
图3是本发明实施例换挡毂总成输入侧示意图。
图4是本发明实施例去除左齿圈、右齿圈后的一级类行星排减速齿轮机构示意图。
图5是本发明实施例去除行星架后的一级类行星排减速齿轮机构示意图。
图6是本发明一实施例相位逻辑模拟图，相位1到相位8。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅是本发明的一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的设备或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
实施例：请参阅图1至图5，一种集成式变速器换挡机构，包括动力输入的换挡电机1，推动换挡拨叉总成3实现换挡的换挡毂总成2，位于换挡电机1及换挡毂总成2之间实现力传递的一级类行星排减速齿轮机构，与换挡毂总成2配合的换挡拨叉总成3(也称为换挡拨叉系统)；其中的换挡毂总成2具有容置腔，即换挡毂内腔，一级类行星排减速齿轮机构设置于换挡毂总成2的容置腔内；一级类行星排减速齿轮机构与换挡电机1、换挡毂总成2同轴布置；换挡拨叉总成3，包括拨叉滑块3.1、换挡拨叉3.2及拨叉轴3.3；换挡电机1的动力输入端，通过换挡电机输出轴齿轮1.1，经过换挡毂总成2内部集成的一级类行 星排减速齿轮机构实现减速增扭作用后，动力输出驱动换挡毂总成2旋转，换挡毂总成2沿周换挡滑轨2.1推动换挡拨叉总成3上的拨叉滑块3.1，使换挡拨叉总成3沿拨叉轴3.3轴向运动，换挡拨叉3.2上的叉爪推动变速器轴系上的同步器轴向移动，实现变速器摘挡、挂挡功能。
请参阅图1至5，本发明一实施例中，换挡电机1通过换挡电机壳体上的安装孔1.2与变速器左箱壳体6的电机安装孔6.2采用螺栓的方式实现固联；换挡电机1作为换挡动力源，通过换挡电机1上的输出轴齿轮1.1作为动力输入端，与布置在换挡毂总成2腔体内部的行星齿轮总成7、行星架8、左内齿圈5、右内齿圈9组成一级类行星排减速齿轮机构；一级类行星排减速齿轮机构中，换挡电机1的输出轴齿轮1.1与左行星齿轮7.1内侧啮合；左行星齿轮7.1外侧与左内齿圈5啮合；左内齿圈5通过左内齿圈端面的左内齿圈安装孔5.1，与变速器左箱壳体6上的内齿圈安装孔6.1通过螺栓方式实现固联；左行星齿轮7.1与右行星齿轮7.2同轴布置且为一体件结构组成行星齿轮总成7；行星齿轮总成7的齿轮内孔与行星架8上的支撑轴8.1配合实现径向定位，行星架8底部支撑面与换挡毂总成2内腔底部端面配合实现轴向定位；右行星齿轮7.2外侧与右内齿圈9啮合；右内齿圈9外圈与换挡鼓总成2内腔通过过盈配合形式固联；换挡毂总成2的左侧通过换挡毂总成2的内腔与左内齿圈5的外圈之间安装左轴承4实现连接及自由旋转，换挡毂总成2的右侧通过换挡毂总成2底部轴承安装外圈与变速器右箱壳体11轴承安装内圈之间安装右轴承10实现连接及自由旋转；换档毂总成2外径沿周根据换挡逻辑设计有换挡滑轨2.1，各档位的换挡拨叉总成3紧凑布置在换挡毂总成2外径沿周，各档位拨叉轴3.3轴线与换挡毂总成2轴线平行布置，各挡拨叉滑块3.1根据换挡逻辑图中角度要求布置在换挡毂总成2沿周的换挡滑轨2.1内，各挡拨叉滑块3.1轴线通过换 挡毂总成2轴心；换挡拨叉总成3上的换挡拨叉轴3.3两端通过拨叉衬套安装在变速器壳体上的拨叉孔内实现径向定位，换挡拨叉总成3可以沿拨叉轴3.3轴向自由移动；换挡毂总成2旋转，换挡毂总成换挡滑轨2.1的斜坡推动拨叉滑块3.1，拨叉滑块3.1受到换挡滑轨2.1斜坡径向分力和轴向分力；在换挡拨叉轴3.3两端拨叉衬套径向定位的作用下，实现换挡毂总成2旋转运动转变为换挡拨叉总成3沿拨叉轴3.3轴向运动转化，换挡拨叉3.2上的叉爪推动变速器轴系上的同步器轴向移动，实现变速器摘挡挂挡功能。
本发明一实施例一级类行星排减速齿轮机构中，左行星齿轮7.1与右行星齿轮7.2同轴布置且为一体件结构组成行星齿轮总成7：换挡电机输出轴齿轮1.1可以与左行星齿轮7.1内侧啮合，动力传递路线为：换挡电机输出轴齿轮—左行星轮—右行星轮—右内齿圈—换挡毂总成；换挡电机输出轴齿轮1.1也可以与右行星齿轮7.2内侧啮合，动力传递路线为：换挡电机输出轴齿轮—右行星轮—右内齿圈—换挡毂总成。
本发明一实施中，一种集成式变速器换挡机构，换档毂沿周向根据换挡逻辑设计有若干换挡滑轨2.1，每一换挡滑轨2.1内配置一个或两个或两个以上的换挡拨叉总成3的拨叉滑块3.1，当拨叉滑块数量两个或两个以上时，各拨叉滑块3.1交替共用相对应相位换挡滑轨2.1内换挡斜坡,各拨叉滑块3.1根据换挡逻辑设定的角度布置在换挡滑轨2.1内。一实施例中，换挡毂总成换挡相位逻辑，换挡毂总成2上设有一换挡滑轨2.1，与之配合的多个换挡拨叉总成3实现多个档位的控制。换挡毂总成2设有机械限位装置，保证换挡毂总成2工作行程小于360°，确保换挡毂相位的唯一性；在工作行程内以固定角度设定多个相位，每个相位对应一个换挡工况；通过控制换挡毂相位角度位置，可实现变速器的升降挡。
本发明一实施中，其换挡毂总成换挡相位逻辑，可实现一个换挡毂总成2上只需一条换挡滑轨2.1，与之配合的两个换挡拨叉总成3，两个换挡拨叉总成3与拨叉滑块3.1一一对应，可以实现四个档位的控制；该换挡相位逻辑可以使换挡毂总成换挡滑轨数量减小，不仅降低了换挡毂总成的设计制造难度，而且换挡毂总成轴向长度也可大幅减小，利于换挡系统的轴向空间布置；以某实施例，结合本发明的换挡毂相位逻辑表表1、相位逻辑模拟图图6进行阐述：
表1、换挡毂相位逻辑表
整个换挡毂总成设计有机械限位装置，保证换挡毂总成工作行程小于360°，确保换挡毂总成在工作行程内相位的唯一性；表1中左侧为变速器整机输入升降挡挡位需求，根据变速器档位需求以每45°为一个相位，共设计8个换挡毂相位，8个相位一共为315°，即为换挡毂总成整个工作行程；
根据整车变速器的输入参数，可对一、三、五、七档四个档位中的两两挡位组合形式进行搭配，搭配完成后可参照实施例对换挡滑轨结构设计及两拨叉滑块位置布置，并进行各相位挡位换挡实际模拟；在多套可行换挡逻辑方案中择优选择方案。本实施例如表1所示，一挡、三挡共用一个同步器系统，五挡、七挡共用一个同步器系统，一、三挡拨叉总成控制一三挡同步器，五七挡拨叉总成控制五七挡同步器；两个换挡拨叉滑块上下端面布置在换挡毂总成沿周换 挡滑轨的轨槽中，两个换挡拨叉滑块按沿换挡毂总成中心180°布置；
图6中相位1，为换挡毂总成工作起始基点，定义换挡毂总成位置为0°，该工况五七挡拨叉滑块处于换挡毂总成0°，一三挡拨叉滑块处于换挡毂总成180°；该位置五七挡换挡拨叉滑块纵坐标位置为0，一三挡换挡拨叉滑块纵坐标位置为0，对应两个同步器总成均处于空挡位置；
图6中相位2，换挡毂总成正向旋转至45°位置，该工况五七挡拨叉滑块处于换挡毂总成45°，一三挡拨叉滑块处于换挡毂总成225°；该位置五七挡换挡拨叉滑块纵坐标位置为0，对应五七档同步器总成处于空挡位置；一三挡拨叉滑块处于图示换挡滑轨型线上方的位置，对应一三档同步器总成处于一挡位置；该相位表示变速器实现挂一挡操作；
图6相位3，换挡毂总成正向旋转至90°位置，该工况五七挡拨叉滑块处于换挡毂总成90°，一三挡拨叉滑块处于换挡毂总成270°；该位置五七挡换挡拨叉滑块纵坐标位置为0，对应五七档同步器总成处于空挡位置；一三挡换挡拨叉滑块纵坐标位置为0，对应一三档同步器总成处于空挡位置；该相位表示变速器实现退一挡操作；
图6相位4，换挡毂总成正向旋转至135°位置，该工况五七挡拨叉滑块处于换挡毂总成135°，一三挡拨叉滑块处于换挡毂总成315°；该位置五七挡换挡拨叉滑块纵坐标位置为0，对应五七档同步器总成处于空挡位置；一三挡拨叉滑块处于图示换挡滑轨型线下方的位置，对应一三档同步器总成处于三挡位置；该相位表示变速器实现挂三挡操作；
图6相位5，换挡毂总成正向旋转至180°位置，该工况五七挡拨叉滑块处于换挡毂总成180°，一三挡拨叉滑块处于换挡毂总成0°；该位置五七挡换挡拨叉滑块纵坐标位置为0，对应五七档同步器总成处于空挡位置；一三挡换挡拨 叉滑块纵坐标位置为0，对应一三档同步器总成处于空挡位置；该相位表示变速器实现退三挡操作；
图6相位6，换挡毂总成正向旋转至225°位置，该工况五七挡拨叉滑块处于换挡毂总成225°，一三挡拨叉滑块处于换挡毂总成45°；该位置五七挡拨叉滑块处于图示换挡滑轨型线上方的位置，对应五七档同步器总成处于五挡位置；；一三挡换挡拨叉滑块纵坐标位置为0，对应一三档同步器总成处于空挡位置；该相位表示变速器实现挂五挡操作；
图6相位7，换挡毂总成正向旋转至270°位置，该工况五七挡拨叉滑块处于换挡毂总成270°，一三挡拨叉滑块处于换挡毂总成90°；该位置五七挡换挡拨叉滑块纵坐标位置为0，对应五七档同步器总成处于空挡位置；一三挡换挡拨叉滑块纵坐标位置为0，对应一三档同步器总成处于空挡位置；该相位表示变速器实现退五挡操作；
图6相位8，换挡毂总成正向旋转至315°位置，该工况五七挡拨叉滑块处于换挡毂总成315°，一三挡拨叉滑块处于换挡毂总成135°；该位置五七挡拨叉滑块处于图示换挡滑轨型线下方的位置，对应五七档同步器总成处于七挡位置；；一三挡换挡拨叉滑块纵坐标位置为0，对应一三档同步器总成处于空挡位置；该相位表示变速器实现挂七挡操作。
本发明技术方案所述的换挡相位逻辑，换挡毂总成正向旋转相位增大，变速器逐级实现升挡，同理换挡毂总成反向旋转相位减小，变速器逐级实现降挡；换挡电机通过一级类行星排减速机构减速增扭后，控制换挡毂总成的相位位置，即可实现变速器档位的升降挡控制。按照上述发明逻辑，可以把换挡毂总成的相位角度减小例如30°，就可以在小于360°的工作行程中布置更多的相位，满足多挡位变速器换挡逻辑需求。
本发明一实施例中，换挡系统采用两套集成式变速器换挡机构，其中一套集成式变速器换挡机构的换挡毂总成按照本发明技术方案所述的换挡相位逻辑，可实现一、三、五、七挡位控制；另一套集成式变速器换挡机构的换挡毂总成按照本发明技术方案所述的换挡相位逻辑，同样可实现倒、二、四、六挡位控制；两套本发明集成式变速器换挡机构的组合搭配，可实现双轴变速箱上奇、偶挡位同步器的独立控制，实现奇、偶挡位单独挂挡和奇、偶挡位同时挂挡功能。
本发明技术方案所述的一种换挡毂换挡相位逻辑，换挡毂总成2额外提供一个换挡相位给驻车系统的驻车拨叉，换挡毂总成沿周可额外设计一条驻车滑轨，驻车拨叉滑块与驻车滑轨配合，换挡毂总成驻车滑轨可以提供给驻车拨叉轴向力，作为驻车系统的驱动力；这样可省去驻车电机，降低驻车系统的开发成本。
本发明技术方案中一级类行星排减速齿轮机构与常规两级行星排减速机构说明如下：
本发明技术方案所述的一级类行星排减速齿轮机构，在要求输出同等强度、同等减速比的前提下，与常规两级行星排减速机构需要两套完整的行星排组件对比，本发明减速机构系统减少一个太阳轮和一个行星排组件，降低系统设计难度及制造成本；本发明取消了常规两级行星排减速机构的二级太阳轮，采用右行星轮输入替代太阳轮承扭；因右行星轮的外廓尺寸设计可以明显大于太阳轮，而且行星系统至少有三个行星轮分担系统载荷，该结构可以有效改善系统大速比大扭矩导致的行星减速系统太阳轮强度不足的问题；该发明创新结构，解决第二级行星减速机构因强度问题外径尺寸需比第一级减速机构大的问题；本发明的右行星轮与右内齿圈系统强度可以得到大幅提升，为了满足换挡毂总 成紧凑型布置要求，缺少太阳轮的右内齿圈外径尺寸可以小于左内齿圈；以上在满足同等强度、同等速比的前提下，本发明不仅零部件数量减小，成本降低，而且整体外径尺寸减小，更易于整机布置等诸多优势。
本发明技术方案所述的一级类行星排减速齿轮机构，以下以某两级行星排减速器机构换挡毂总成参数进行外部尺寸对比：
两套系统均采用统一输入条件：某换挡电机输入齿数7齿，模数为1，减速机构要求减速比60。
采用常规两级行星减速机构，设计齿轮齿数参数为模数统一为1：
一级太阳轮：Z1＝7输入、一级行星轮：Z2＝21行星架输出、一级内齿圈：Z3＝50固定
二级太阳轮：Z4＝10输入、二级行星轮：Z5＝27行星架输出、二级内齿圈：Z6＝65固定
I总速比＝I一级×I二级＝(1+Z3/Z1)×(1+Z6/Z4)＝8.14×7.5＝61.05
备注：二级太阳轮由于承受强度明显大于一级太阳轮，故该结构二级太阳采用10个齿数。
本发明所述的一级类行星排减速机构。设计齿轮齿数参数为模数统一为1：
太阳轮：z1＝7输入、左行星轮：z2＝20左行星轮输出、右行星轮：z3＝16右行星轮输入、左内齿圈：z4＝z1+2×z2＝7+2×20＝47固定、右内齿圈：z5＝z1+z2+z3＝7+20+16＝43输出
i总速比＝【2×z2×(z1+z2+z3)】/【z1×(z2-z3)】
＝【2×20×(7+20+16)】/【7×(20-16)】＝61.43
上述两套减速机构总速比相当，通过对比，常规两级行星减速机构，一级太阳轮：Z1＝7、一级行星轮：Z2＝21、一级内齿圈：Z3＝50；本发明一级类行星排 机构，太阳轮：z1＝7、左行星轮：z2＝20、左内齿圈：z4＝47，前半部分两者总体尺寸大小相当。
常规两级行星减速机构，二级太阳轮：Z4＝10、二级行星轮：Z5＝27、二级内齿圈：Z6＝65；本发明一级类行星排机构，右行星轮：z3＝16、右内齿圈：z5＝43；后半部分对比可以看出：本发明一级类行星排机构右内齿圈齿数为43，明显小于常规两级行星减速机构的二级内齿圈的齿数65；同时也小于本发明一级类行星排机构的左内齿圈47齿。本发明一级类行星排机构右内齿圈齿数可以设计更小，实现换挡毂总成外径减小的原因，是因为本发明取消了常规两级行星排减速机构的二级太阳轮，采用右行星轮输入替代太阳轮输入承扭；因右行星轮齿数为16齿，通过对比明显大于常规两级行星齿轮的二级太阳轮10齿，而且行星系统至少有三个右行星轮分担系统载荷，故系统强度可以得到保证。本发明的一级类行星减速机构，电机太阳轮输入后通过左行星轮输出，左行星轮动力通过固联形式传递至右行星齿轮，而并非常规两级行星排减速机构的电机一级太阳轮输入后通过一级行星架输出；本发明的一级类行星减速机构通过合理的设计可以实现小体积大速比的需求。
本发明一种集成式变速器换挡机构，其中的一级类行星排减速齿轮机构，具有如下特点：左行星齿轮7.1与右行星齿轮7.2固联或为一体件固联且同轴布置；左行星齿轮7.1外径大于右行星齿轮外径7.2；换挡电机1、换挡电机输出轴齿轮1.1、左内齿圈5、右内齿圈9、换挡毂总成2同轴布置；左内齿圈5内径大于右内齿圈9内径；行星齿轮总成7的行星齿轮数量为1个以上，根据系统载荷需求择取3～5个。
本发明另一实施例中，一级类行星排减速齿轮机构也可以设置于换挡毂总成外侧，两者同轴设置，动力传递路线为：换挡电机输出轴齿轮—一级类行星 排减速齿轮机构—换挡毂总成，最终驱动换挡毂总成旋转。该实施例中，换挡毂总成沿周换挡滑轨及换挡逻辑与前述实施例相同，在此不再赘述。
以上所记载，仅为利用本创作技术内容的实施例，任何熟悉本项技艺者运用本创作所做的修饰、变化，皆属本创作主张的专利范围，而不限于实施例所揭示者。

Claims (10)

  1. 一种集成式变速器换挡机构，其特征在于包括：
    一换挡电机，作为换挡动力源；
    换挡毂总成，推动换挡拨叉总成实现换挡；
    一级类行星排减速齿轮机构，位于换挡电机及换挡毂总成之间实现力传递，一级类行星排减速齿轮机构与换挡电机、换挡毂总成同轴布置；
    换挡拨叉总成，包括换挡拨叉、拨叉滑块及拨叉轴；
    换挡电机通过换挡电机输出轴齿轮，经过一级类行星排减速齿轮机构实现减速增扭作用后，动力输出驱动换挡毂总成旋转，换挡毂总成沿周换挡滑轨推动拨叉滑块，使换挡拨叉总成沿拨叉轴轴向运动，换挡拨叉上的换挡叉爪推动变速器轴系上的同步器轴向移动，实现变速器摘挡、挂挡功能；
    其中一级类行星排减速齿轮机构包括换挡电机输出轴齿轮、左内齿圈、左行星齿轮、右行星齿轮、行星架和右内齿圈，左行星齿轮与右行星齿轮同轴布置且固连组成行星齿轮总成，换挡电机输出轴齿轮与左行星齿轮内侧或右行星齿轮内侧啮合，左行星齿轮外侧与左内齿圈啮合，左内齿圈与壳体固联；行星齿轮总成的各齿轮与行星架支撑轴配合实现径向定位，右行星齿轮外侧与右内齿圈啮合，右内齿圈与换挡鼓总成通过固联方式固定。
  2. 根据权利要求1所述的一种集成式变速器换挡机构，其特征在于：换档毂沿周向根据换挡逻辑设计有若干换挡滑轨，每一换挡滑轨内配置两个或两个以上的换挡拨叉总成的拨叉滑块，各拨叉滑块以一定角度布置在换挡滑轨内，同一换挡滑轨内的各拨叉滑块交替共用相对应相位的换挡斜坡。
  3. 根据权利要求2所述的一种集成式变速器换挡机构，其特征在于：换挡毂总成换挡相位逻辑，换挡毂总成上设有一换挡滑轨，与之配合的多个换挡拨叉实现多个档位的控制，换挡拨叉上的拨叉轴两端径向定位，换挡毂总成旋转， 换挡毂总成沿周换挡滑轨的换挡斜坡推动换挡拨叉的拨叉滑块，拨叉滑块受到换挡滑轨斜坡轴向分力，实现换挡毂总成旋转运动转变为换挡拨叉总成沿拨叉轴轴向运动转化，换挡拨叉上的换挡叉爪推动变速器轴系上的同步器轴向移动，实现变速器摘挡挂挡功能。
  4. 根据权利要求2或3所述的一种集成式变速器换挡机构，其特征在于：换挡毂总成设有机械限位装置，保证换挡毂总成工作行程小于360°，确保换挡毂相位的唯一性；在工作行程内以固定角度设定多个相位，每个相位对应一个换挡工况；通过控制换挡毂相位角度位置，可实现变速器的升降挡。
  5. 根据权利要求4所述的一种集成式变速器换挡机构，其特征在于：换挡毂总成供一个换挡相位给驻车系统的驻车拨叉，作为驻车系统的驱动力。
  6. 根据权利要求1所述的一种集成式变速器换挡机构，其特征在于：左行星齿轮与右行星齿轮同轴布置且为一体件结构组成行星齿轮总成。
  7. 根据权利要求1所述的一种集成式变速器换挡机构，其特征在于：换挡毂总成具有容置腔，一级类行星排减速齿轮机构设置于容置腔内。
  8. 根据权利要求7所述的一种集成式变速器换挡机构，其特征在于：换挡毂总成的左侧通过换挡毂总成容置腔与左内齿圈的外圈之间安装左轴承实现连接及自由旋转，换挡毂总成的右侧通过换挡毂总成底部轴承安装外圈与变速器壳体轴承安装内圈之间安装右轴承实现连接及自由旋转。
  9. 根据权利要求1所述的一种集成式变速器换挡机构，其特征在于：一级类行星排减速齿轮机构设置于换挡毂总成外侧。
  10. 一种换挡系统，其特征在于：包括两套如权利要求1至9之一所述的一种集成式变速器换挡机构，两套集成式变速器换挡机构分别独立控制双轴变速箱上奇、偶挡位同步器，实现奇、偶挡位单独挂挡和奇、偶挡位同时挂挡功能。
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