CN113833815B

CN113833815B - AMT transmission and new energy automobile

Info

Publication number: CN113833815B
Application number: CN202111149106.4A
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: 2024-02-06
Anticipated expiration: 2041-09-29
Also published as: CN113833815A

Abstract

The invention belongs to the technical field of vehicles, solves the technical problems that the gear shifting process of the existing AMT transmission is complex, the gear shifting time is long, and the limp home function is unreliable, and provides an AMT transmission and a new energy automobile, wherein the AMT transmission comprises a power input shaft, a first gear group and a first synchronizer comprising at least two pairs of first driving gears and first driven gears which are respectively meshed, a second gear group and a second synchronizer comprising at least two pairs of second driving gears and second driven gears which are respectively meshed, and a power output shaft, wherein the first synchronizer and the second synchronizer are respectively used for selectively and detachably matching one of the first driving gears or the second driving gears with the power input shaft; the power output shaft is correspondingly connected with and receives the power transmitted by the first driven gear or the second driven gear which are detachably matched with the power input shaft. The invention has the advantages of simplifying the gear shifting process, reducing the gear shifting time consumption and ensuring the reliable limp home function.

Description

AMT transmission and new energy automobile

Technical Field

The invention relates to the technical field of vehicles, in particular to a mechanical automatic transmission (Automated Mechanical Transmission), namely an AMT (automated mechanical transmission) and a new energy automobile.

Background

At present, with the rapid development of domestic new energy automobiles, especially new energy commercial vehicles, mechanical automatic transmissions, namely AMT transmissions, especially high-speed AMT transmissions, are increasingly widely applied to the new energy commercial vehicles, and AMT can greatly reduce cost, save space and become a power system solution of the new energy commercial vehicles. The AMT adopts the scheme of 4-speed AMT, namely adopts four gear sets to arrange according to the sequence, and is shifted by gearshift to the gear arrangement of AMT also is mostly arranged according to 1, 2, 3, 4 grades of sequences correspondingly, and this just leads to gearshift to need to pass through complicated gear selection process under the non-sequence condition of shifting, leads to the increase of gear shifting time, and when gear selection of gearshift or gear shifting motor inefficacy, can not guarantee that driving system can output enough big moment of torsion, leads to limp home function to be unable to implement reliably.

Therefore, there is a need to provide an AMT transmission and a new energy vehicle that simplify the shift process, reduce the shift time and ensure reliable limp home function.

Disclosure of Invention

The present invention addresses the above-described deficiencies of the prior art, and to achieve one object of the present invention, an AMT transmission is provided, comprising:

A housing;

a power input shaft;

a first gear set including at least two pairs of first driving gears and first driven gears respectively engaged, and a first synchronizer for detachably engaging the first driving gears of one of them with the power input shaft;

a second gear set including at least two pairs of second driving gears and second driven gears respectively engaged, and a second synchronizer for detachably engaging the second driving gears of one of them with the power input shaft;

and a power output shaft connected to each of the first driven gears and each of the second driven gears and receiving power transmitted from the first driven gears or/and the second driven gears detachably engaged with the power input shaft, respectively.

Further, the AMT transmission further comprises a first gear shifting motor and a second gear shifting motor which are respectively connected with the first synchronizer and the second synchronizer and control the operation.

Further, 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 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 and the power output shaft are arranged in parallel with each other in a second direction perpendicular to the first direction.

Further, the power input shaft is matched with each first driving gear and each second driving gear through needle bearings.

Further, the power output shaft is fixedly connected with each first driven gear and each second driven gear through a spline.

Further, the AMT transmission further includes a controller for controlling the movement of the first synchronizer and the first synchronizer, respectively, the controller being configured to control implementation of a gear shift up-down mode of the same gear shift including the controller controlling the first synchronizer to disengage the first driving gear engaged with the power input shaft and select the other one of the first driving gear to engage with the power input shaft according to the upshift or downshift, or controlling the second synchronizer to disengage the second driving gear engaged with the power input shaft and select the other one of the second driving gear to engage with the power input shaft according to the upshift or downshift.

Further, the controller is further configured to control implementation of a different gear stage lifting mode, where the different gear stage lifting mode includes the controller controlling the first synchronizer to separate a first driving gear matched with the power input shaft and controlling the second synchronizer to select one of the second driving gears according to an upshift or a downshift to be matched with the power input shaft, or controlling the second synchronizer to separate a second driving gear matched with the power input shaft and controlling the first synchronizer to select one of the first driving gears according to an upshift or a downshift to be matched with the power input shaft.

In order to achieve another object of the present invention, the present invention also provides a new energy automobile, which includes any one of the AMT transmissions above.

Further, the new energy automobile further comprises a driving motor which is fixedly connected with the power input shaft through a spline.

The beneficial effects of the invention are as follows: according to the AMT transmission and the new energy automobile with the AMT transmission, the two relatively independent first gear groups and the second gear groups are arranged, one of the at least two first driving gears or one of the at least two second driving gears is matched with the power input shaft according to actual needs by utilizing the first synchronizer and the second synchronizer, and gear shifting is not needed in a sequential gear shifting mode, so that a gear shifting process is simplified, gear shifting time is shortened, and in addition, the gear shifting for the first gear groups and the second gear groups is relatively independent, even if one gear group is in fault, the other gear group still can work normally, enough power required by a limp home function can be provided, and the reliability of the limp home function is improved.

Drawings

In order to more clearly illustrate the technical solution of the embodiments of the present invention, the drawings required to be used in the embodiments of the present invention will be briefly described, and it is within the scope of the present invention to obtain other drawings according to these drawings without inventive effort for a person skilled in the art.

Reference numerals illustrate:

FIG. 1 is a schematic diagram of an AMT transmission of the present invention;

FIG. 2 is a schematic partial structure of an AMT transmission of the present invention;

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

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

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

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

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

FIG. 8 is a three-dimensional block diagram of a first drive mechanism of the present invention mated with a first synchronizer;

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

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

FIG. 11 is a diagram 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 view 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 a drive flange of the present invention;

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

FIG. 17 is a schematic diagram of a three-group transmission structure with a broken arrangement

FIG. 18 is a schematic view of two sets of sub-transmission structures of the transmission flange of the present invention arranged offset in the circumferential direction;

FIG. 19 is a schematic view of the structure of the multi-function decelerator of the present invention;

FIG. 20 is a schematic view of the oil circuit of the multi-function decelerator of the present invention;

FIG. 21 is a flow chart of a method of controlling a multi-function retarder of the present invention;

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

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

Reference numerals illustrate:

15. a power input shaft; 16. a first gear drive gear; 17. a first synchronizer; 18. a third gear drive gear; 19. a second gear drive 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 gear driven gear; 23. a fourth-gear driven gear; 24. a power output shaft; 25. a first shift motor; 14. a second shift motor;

1. A shift drum; 11. a guide groove; 111. a shift region; 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 limit groove 21;

3. a first driving mechanism; 31. a first slider; 32. a first fork; 33. a first connector; 321. a first rotating member; 322. a second rotating member; 323. a third rotating member; 324. a fourth rotating member; 325. a toggle member; 326. rotating the belt;

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

410. a flange main body; 411. a first connection portion; 412. a second connecting portion; 4121. a limiting hole; 4122. a spigot; 420. a first transmission structure; 430. a first connection 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 way on-off device;

110. A driving motor; 120. a motor controller; 130. a lubrication pump; 41. an electromagnetic valve; 41A, a first valve; 41B, a second valve; 310. a hydraulic rod; 320. a hydraulic cylinder; 330. a displacement sensor.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It is noted that relational terms such as first and second, and the like are 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 should 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 the orientation or positional relationships shown in the drawings, merely to facilitate description of the present application and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Moreover, 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 like elements in a process, method, article or apparatus that comprises the element. If not in conflict, the embodiments of the present invention may combine each other, all of which are within the scope of the present invention.

Referring to fig. 23, a vehicle is a common vehicle, and mainly comprises a power system 600, a transmission system 700, a vehicle body 800, a chassis, and the like. The transmission system 700 further includes a transmission and/or a multi-function transmission, a propeller shaft, a differential, a transmission four-speed shift device, a drive 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 the power with proper torque and rotation speed, the converted power is transmitted to the transmission shaft, the transmission shaft transmits the power to the differential mechanism, the differential mechanism transmits the power to the wheels on two sides, and the converted power can also be transmitted to the differential mechanism. In order to achieve parking and gear shifting, the transmission is further provided with a gear shifting device and a parking device. In order to lubricate a transmission, a differential, or the like, a lubrication system is also provided for the transmission, the differential, or the like.

Referring to fig. 1, as an object of the present invention, there is provided an AMT transmission comprising a power housing, an input shaft 15, a power output shaft 24, a first gear set including at least two pairs of first driving gears such as a first gear driving gear 16 and a third gear driving gear 4 and first driven gears such as a first driven gear 8 and a third driven gear 9 (to be further described below) which are engaged with each other, and a first synchronizer 17 for detachably engaging the first driving gear of one of them with the power input shaft 15, and a second gear set and a second synchronizer 20. The second gear group includes at least two pairs of second drive gears, such as a second-gear drive gear 19 and a fourth-gear drive gear 22, and second driven gears, such as a second-gear driven gear 10 and a fourth-gear driven gear 23 (further described below), which are respectively meshed, and a second synchronizer 20 for selectively detachably engaging the second drive gear of one of them with the power input shaft 15. The power output shaft 24 is connected to each first driven gear or each second driven gear, and receives the power transmitted from the first driven gear or/and the second driven gear detachably engaged with the power input shaft 15, respectively. The above-mentioned first synchronizer 17 and the second synchronizer 20 are used to separate and cooperate the driving gear from the power input shaft 15, and the structure and function of the two are well known to those skilled in the art, and the above-mentioned separable cooperation is understood that one of the first driving gear or the second driving gear cooperates with the power input shaft 15 to receive the power transmitted by the power input shaft 15, so as to implement the vehicle equipped with the AMT transmission to operate in a certain gear, in addition, it is also understood that neither the first driving gear nor the second driving gear cooperates with the power input shaft 15 so as to not receive the power transmitted by the power input shaft 15, so as to implement the vehicle to operate in neutral, in addition, it is also understood that one of the first driving gear and one of the second driving gear cooperates with the power input shaft 15, so that the AMT transmission is in a P gear state, that is, the P (park) gear, so that the driving gear with different speed ratios is fixedly connected with the power output shaft 24, and that the motion state is inconsistent, so that the rotational degree of freedom of the vehicle is in the Parking state is implemented, and the vehicle is locked. As described above, since two relatively independent gear groups are provided: the first gear group and the second gear group, and the first synchronizer 17 and the second synchronizer 20 can be selected individually or simultaneously according to actual gear shifting needs or even not select one 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, so that a gear shifting mode is not needed to be carried out in a sequential gear shifting mode, the gear shifting process is simplified, the time consumption of gear shifting is reduced, in addition, even if one of the two gear groups has gear shifting faults, the other one still can work normally so as to provide enough power required by a limp home function, and therefore, the AMT transmission provided by the AMT transmission has a limp home function with high reliability. In addition, since the structure of realizing the P gear is provided through the internal arrangement of the AMT transmission, in the P gear state, the first shift motor 25 controls the first synchronizer 17 to detachably mate the first driving gear of one of the first shift motors with the power input shaft 15, and the second shift motor 14 controls the second synchronizer 20 to detachably mate the second driving gear of one of the second shift motors with the power input shaft 15, the AMT transmission of the present invention further has the advantages of simplified structure, small occupied space, low cost and suitability for single use, because no external structure is required, that is, no separate P gear executing mechanism and separate P gear executing motor are required to be provided.

Referring further to fig. 2, in one embodiment, the AMT transmission further includes a first shift motor 25 and a second shift motor 14 respectively connected to the first synchronizer 17 and the second synchronizer 20 and controlling the operation, specifically, the first shift motor 25 drives the first synchronizer 17 to move to one of the first driving gears to be connected to further match the first driving gear with the power input shaft 15, and when the first shift motor 25 needs to be disengaged to achieve the separation, the first shift motor 25 drives the first synchronizer 17 to move in the opposite direction to be not connected with the first driving gear, and similarly, the second shift motor 14 drives the second synchronizer 20 to achieve the connection and disconnection of the first driving gear during the movement, so as to achieve the effect of switching to the accurate gear.

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, the second driven gear comprises a second gear driven gear 10 and a fourth gear driven gear 23, that is, the first gear group comprises a first gear and a third gear and the second gear group comprises a second gear and a fourth gear and two odd gears are used for illustration in the invention, thus, gear shifting can be realized in a non-traditional sequence mode but in an interval mode, the power performance is improved, for example, the power down function of four-gear second gear, three-gear first gear and even four-gear first gear can be realized, the power performance of high-speed down of the whole vehicle is greatly improved, and the overtaking safety is improved.

In one embodiment, each pair of the engaged first driving gear and the first driven gear and each pair of the engaged second driving gear and the second driven gear are arranged to be parallel to each other along a first direction, and the power input shaft 15 and the power output shaft 24 are arranged to be parallel to each other along a second direction perpendicular to the first direction, corresponding to the arrangement of fig. 1, wherein the first direction is a vertical direction and the second direction is a horizontal direction, and through the arrangement of the directions, the overall structure of the AMT transmission is compact, and the occupied space is reduced.

In one embodiment, the power input shaft 15 is engaged with each of the first and second drive gears by needle bearings, which in this way ensure accurate and reliable engagement between the power input shaft 15 and each of the first and second drive gears.

In one embodiment, the power take-off shaft 24 is fixedly connected to each of the first and second driven gears by splines, which in turn ensure a reliable and secure fixed connection, so that the first and second driven gears transmit power to the power take-off shaft 24 with high quality.

In one embodiment, the AMT transmission further comprises a controller (not shown) for controlling the first synchronizer 17 and the second synchronizer 20 to move respectively, the controller may be a CPU, a PLC or the like and is electrically connected with the first synchronizer 17 and the second synchronizer 20 or further preferably with the first shift motor 25 and the second shift motor 14 respectively, the invention controls the first synchronizer 17 and the second synchronizer 20 to move respectively by controlling the first shift motor 25 and the second shift motor 14, the controller is used for controlling to implement a gear shift up-down mode, the gear shift up-down mode comprises the controller controlling the first synchronizer 17 to move to drive a first driving gear matched with a power input shaft 15 to move up-shift or down-shift to drive a first driving gear matched with the other driving gear to be matched with the power input shaft 15, it is known that before the controller controls the first shift motor 25 to move, all second driving gears are separated from the power input shaft 15 or the first gear matched with the first gear 15 to drive the first gear 15 to move down-shift motor 14, the first driving gear matched with the first gear 15 is driven to move down-shift shaft 15 to drive the first gear matched with the other driving gear 15 to be matched with the first gear 15 to move down-shift input shaft 15 when the first gear matched with the first gear 15 is in a first gear matched with the first gear 15 to move down-shift motor 15, one of the first drive gears is engaged with the power input shaft 15 and all of the second drive gears are disengaged from the power input shaft, or one of the second drive gears is engaged with the power input shaft 15 and all of the first drive gears are disengaged from the power input shaft. The gear lifting mode of the same gear group further comprises a controller controlling the first synchronizer 17 to separate all first driving gears from the power input shaft and controlling the second synchronizer 20 to separate all second driving gears from the power input shaft 15, so that the AMT transmission is in a neutral state, and all first driving gears and all second driving gears are separated from the power input shaft 15 so as not to receive power transmitted by the power input shaft 15, therefore, by arranging the controller, the controller automatically controls the movement of the first synchronizer 17 and the second synchronizer 20 to switch gears according to a gear shifting command, and the gear shifting process is simplified and the time consumption of gear shifting is reduced. In addition, when the P-state needs to be switched to other gear states, the P-state can be switched to the neutral gear state, so that the parking state is released, the normal working state is restored, and then the P-state can be switched to a specific gear in the driving gear state according to actual needs.

In one embodiment, the controller is further configured to control implementation of a gear shift mode of the different gear set, where the mode is performed under the driving gear state, and the gear shift mode includes the controller firstly controlling the first shift motor 25 to drive the first synchronizer 17 to separate the first driving gear matched with the power input shaft 15 and then controlling the second shift motor 14 to drive the second synchronizer 20 to move according to the upshift or downshift to drive the second driving gear matched with the power input shaft 15, or the controller firstly controlling the second shift motor 14 to drive the second synchronizer 20 to separate the second driving gear matched with the power input shaft 15 and then controlling the first shift motor 25 to drive the first synchronizer 17 to move according to the upshift or downshift to drive the first driving gear matched with the power input shaft 15, according to the above-described case where, for example, the first drive gear includes the first-gear drive gear 16 and the third-gear drive gear 4, and the second drive gear includes the second-gear drive gear 19 and the fourth-gear drive gear 22, when the same-gear-group shift-up/down mode is realized by the control of the controller, the upshift of the second-gear shift, the first-gear shift, and the downshift of the fourth-gear shift, the third-gear shift can be completed, so that the power performance is greatly improved, in particular, the high-speed downshift power performance of the whole vehicle is greatly improved for the control of the downshift, the overtaking safety is improved, and further, when the different-gear-group shift-up mode is realized according to the control of the controller, the upshift of the first-gear shift, the downshift of the fourth-gear shift can be completed, for example, so that for the control of the downshift, further improves the high-speed downshift dynamic performance of the whole vehicle and improves the overtaking safety.

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 matched with the first gear driving gear 16 and the second gear driving gear 19, so that the power input shaft 15 receives more power transmitted by the first gear driving gear 16 and the second gear driving gear 19 with inconsistent movement states than the power input shaft 15 is respectively matched 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 a rotation degree of freedom, but also further ensuring that sufficient power is provided to enable the whole vehicle to park on an uphill slope; in addition, the controller can also automatically determine the optimal scheme of matching the power input shaft 15 with a certain driving gear in each gear group according to the received data of the automobile, such as a gravity sensor (sensing the gradient), a driving electronic map (sensing the terrain, geology and the like of the driving place), a driving environment sensor (sensing the rain, rainfall and the like), and the like, for example, when the controller receives the sensed data of small gradient, smooth terrain, large geological friction coefficient or sunny weather, the controller controls the power input shaft to receive the relatively small power transmitted by the three-gear driving gear 18 and the four-gear driving gear 22 with inconsistent motion states, so that the moment born by the power input shaft is reduced to a certain extent, and the service life is prolonged.

In one embodiment, as shown in fig. 3, a transmission four-speed gear shifting device is also provided, which is used for performing four-speed gear shifting operations, and can also be applied to the transmission of the foregoing embodiment. For ease of description, these four gears are grouped into two groups, a first group of gears and a second group of gears, each group of gears comprising two gears. The transmission four-speed 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, wherein the shift drum 1 is provided with a guide groove 11 extending in its circumferential direction, said guide groove 11 comprising shift zones 111 which rotate with the shift drum 1 to different angular positions;

as shown in fig. 3, the shift drum 1 may be configured in a cylindrical shape, the aforementioned guide groove 11 may be disposed on a cylindrical peripheral wall of the shift drum 1, the shift region 111 may be a partial region of the entire guide groove 11, the shift drum 1 may rotate about its own axis, and the shift region 111 may also rotate to different positions along with the rotation of the shift drum 1.

As shown in fig. 6, wherein the first synchronizer is used to engage in a gear shift operation of the first group of gears. The first synchronizer can be rotationally connected with the input shaft or the output shaft synchronously; 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 (such as under the stirring of a shifting fork), and 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 capable of enabling the first synchronizer and the input shaft or the output shaft to synchronously rotate.

Wherein 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 gear shifting part of the first synchronizer to shift to a first axial position along the axial direction of the first synchronizer or pushing the gear shifting part of the first synchronizer to shift to a second axial position along the axial direction of the first synchronizer under the driving of the shift area 111, wherein the first axial position is different from the second axial position;

wherein the first axial position refers to a position where the shift member of the first synchronizer fully engages and rotates the gear of one of the first set of gears. Wherein the second axial position refers to a position where the shift member of the first synchronizer is fully engaged with the gear of another shift stage of the first group and rotates the gear in synchronization therewith. The aforementioned shift-engaging member may be a synchronizer ring of the first synchronizer.

As the shift drum 1 rotates, the shift region 111 can be rotated into a range of angular positions in sliding connection with the first drive mechanism 3. In this angular position range, the position of the shift region 111 in connection with the first drive also changes continuously as the shift drum 1 rotates. Since the positions of the shift region 111 are different from the distance of the first synchronizer in the axial direction, the shift region 111 can drive the first driving mechanism 3 to move in the axial direction in the rotation process, and the first driving mechanism 3 can also drive the gear shifting part of the first synchronizer to move in the axial direction while moving in the axial direction.

The first driving mechanism 3 in this embodiment 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 groove 11.

Wherein the width of the guide groove is slightly larger than the width of the first slider 31, the movement direction of the first link 33 is restricted, which 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, seen in the axial direction of the shift drum 1. When the shift drum 1 rotates, different positions of the guide groove 11 are brought into contact with the first slider 31, which slides in the circumferential direction with respect to the guide groove 11 and moves back and forth in the axial direction also under the drive of the guide groove 11. Since the first link 33 links the first slider 31 and the first fork 32 together, the first fork 32 moves in the axial direction in synchronization with the first slider 31. Wherein the first connecting piece 33 may be provided at a side of the shift drum 1 in the radial direction, the first slider 31 is provided in the radial direction of the shift drum 1, one end of the first slider 31 is connected to the first connecting piece 33, and the opposite end is embedded in the guide groove 11.

As shown in fig. 3 and 7, the second synchronizer 4 is used for participating in the gear shifting operation of the second group, and the second synchronizer 4 can be rotationally connected with the input shaft or the output shaft synchronously; the second synchronizer 4 is provided with a gear engaging part, the gear engaging part can move along the axial direction of the second synchronizer 4 under the action of external force (such as under the stirring of a shifting fork), when the gear engaging part of the second synchronizer 4 moves to be completely combined with a gear in a certain gear, the second synchronizer 4 rotates synchronously with the gear, and at the moment, the power of an input shaft can be transmitted to the gear through the second synchronizer 4, or the power of the gear can be transmitted to an output shaft. The synchronous transmission connection means a connection mode capable of synchronously rotating the second synchronizer 4 and the input shaft or the output shaft.

Wherein the second driving mechanism 5 is slidably connected with the guide groove 11 at a second angular position 13 of the shift drum 1, the second driving mechanism 5 is used for pushing a gear shifting part of the second synchronizer 4 to shift to a third axial position in the axial direction of the second synchronizer 4 or pushing a gear shifting part of the second synchronizer 4 to shift to a fourth axial position in the axial direction of the second synchronizer 4 under the driving of the shift area 111, 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 refers to the position in which the gear engaging member of the second synchronizer 4 is fully engaged with the gear wheel of one of the gears of the second group and rotates the gear wheel in synchronization therewith. Wherein the fourth axial position refers to the position in which the gear engaging member of the second synchronizer 4 is fully engaged with the gear of another gear in the second group of gears and rotates the gear in synchronization therewith. The aforementioned gear engaging member may be a synchronizer ring of the second synchronizer 4.

As the shift drum 1 rotates, the shift region 111 can be rotated to a range of angular positions slidingly connected with the second drive mechanism 5. In this angular position range, the position of the shift region 111 in connection with the second drive is also constantly changing as the shift drum 1 rotates. Since the positions of the shift region 111 are different from the distance of the second synchronizer 4 in the axial direction, the shift region 111 can drive the second driving mechanism 5 to move in the axial direction during rotation, and the second driving mechanism 5 can also drive the gear engaging component of the second synchronizer 4 to move in the axial direction while moving in the axial direction.

The second driving mechanism 5 in this embodiment includes a second slider 51, a second fork 52, and a second link 53, the second link 53 being connected to the second slider 51 and the second fork 52, respectively, the second slider 51 sliding along the guide groove 11.

Wherein the width of the guiding groove is slightly larger than the width of the second slider 51, the movement direction of the second link 53 is restricted, which 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, seen in the axial direction of the shift drum 1. When the shift drum 1 rotates, different positions of the guide groove 11 are brought 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 with respect to the guide groove 11. Since the second link 53 connects the second slider 51 and the second fork 52 together, the second fork 52 moves in the axial direction in synchronization with the second slider 51. Wherein the second connecting piece 53 may be provided at a side of the shift drum 1 in the radial direction, the second slider 51 is provided in the radial direction of the shift drum 1, one end of the second slider 51 is connected to the second connecting piece 53, and the opposite end is embedded in the guide groove 11.

As shown in fig. 3, wherein an electric motor 6 is used to drive said shift drum 1 in rotation to cause a shift zone 111 to drive the first drive mechanism 3 and the second drive mechanism 5 to move back and forth in the axial direction of the shift drum 1. The motor 6 and the first synchronizer and the second synchronizer 4 are positioned at two sides of the axial direction of the shift drum 1, and the motor 6 and the shift drum 1 are coaxially arranged.

In this embodiment, the motor 6 and the two driving mechanisms are separately disposed along the axial direction, so that they are located at two sides of the shift drum 1, thus actions of the motor 6 and the driving mechanisms can not affect each other, and the motor 6 and the shift drum 1 are coaxially disposed, so that the structure is more compact, and power transmission between the motor 6 and the shift drum 1 is also utilized.

As a preferred embodiment, in this embodiment, the four-gear shifting device of the transmission 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 directly carried out by 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 is fixed a position on the box through pivot 7, and shift drum 1 axle pivot 7 are fixed relatively, and pivot 7 can rotate on the box.

As shown in fig. 8, in this embodiment, an annular limiting groove 21 is provided on the peripheral wall of the first synchronizer and/or the second synchronizer 4, a stirring member 325 is provided at the end of the first fork 32 and/or the second fork 52, and the stirring member 325 stirs the gear component of the first synchronizer and/or the second synchronizer 4 by stirring the side wall of the limiting groove 21.

In this embodiment, the width of the limiting groove 21 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 21. With the above structure, after the shifting member 325 is inserted into the limit groove 21 and shifts the shift member of the synchronizer to the shift position, one side of the shifting member 325 contacts with one side wall of the limit groove 21, and a sufficient gap is left between the other side of the shifting member 325 and the other side wall of the limit groove 21. After the unexpected small vibration causes the relative displacement between the poking piece 325 and the limiting groove 21, the other side of the poking piece 325 is not contacted with the other side wall of the limiting groove 21, so that the poking piece 325 pokes the limiting groove 21 due to the unexpected vibration is avoided, and the gear is separated from the current gear, so that the gear is more reliable. In normal gear engagement, the distance that the shifting piece 325 moves along the axial direction exceeds the axial clearance between the shifting piece 325 and the limiting groove 21, so that the other side of the shifting piece 325 can also contact with the other side wall of the limiting groove 21 to push the gear engagement part to move in the shifting movement process.

When the shifting piece 325 shifts the synchronizer, the shifting piece 325 contacts with the synchronizer, and the synchronizer rotates at a high speed, so that relative motion is generated between the shifting piece 325 and the synchronizer, continuous sliding friction exists between the shifting piece 325 and the synchronizer, the shifting piece 325 and the synchronizer are easy to wear and deform, and heat generated by friction also affects the gearbox. For this purpose, a replaceable wear part can be provided on the toggle part 325, which is brought into contact with the synchronizer. And when the wear-resistant piece is worn to a certain degree, replacing the wear-resistant piece with a new wear-resistant piece. When the mode is adopted, the transmission case needs to be disassembled and assembled, and the wear-resistant part can be replaced, so that the method is quite inconvenient in the actual use process.

For this, an oil guiding groove may be provided on the first fork 32, and an outlet of the oil guiding groove may be provided on a surface of the stirring member 325 contacting the synchronizer, and the lubricating oil may flow to the surface of the stirring member 325 along the oil guiding groove, forming an oil film between the stirring member 325 and the synchronizer to reduce friction therebetween.

In addition, a roller or a needle roller may be disposed on the striking member 325 to reduce friction, but because the roller contacts the synchronizer in a point contact manner, the needle roller contacts the synchronizer in a line contact manner, and the contact areas of the two contact manners are small, the stress of the synchronizer and the striking fork is easily concentrated.

In this regard, the present embodiment employs a structure that enables the toggle 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 rotational member 321, a second rotational member 322, a third rotational member 323, and a fourth rotational member 324 having a cylindrical shape, the first rotational member 321, the second rotational member 322, the third rotational member 323, and the fourth rotational member 324 are rotatably connected to the first fork 32, extension lines of rotational axes of the first rotational member 321, the second rotational member 322, the third rotational member 323, and the fourth rotational member 324 intersect at the same intersection point, the same intersection point is located on a rotational axis of the first synchronizer, the rotational axis of the first rotational member 321 and the rotational axis of the second rotational member 322 are located in a first plane, the rotational axis of the third rotational member 323 and the rotational axis of the fourth rotational member 324 are located in a second plane different from the first plane, and the first plane and the second plane are arranged in an axial direction of the first synchronizer. The stirring member 325 is a rotating belt 326, and one end of the rotating belt 326 is connected to the opposite end after bypassing 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 in sequence. The rotating belt 326 may be a steel belt or a belt. In practice, the rotating belt 326 is wound around the outer walls of the four rotating members after being tightened, and the rotating belt 326 is formed into a ring shape end to end. The rotating belt 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 utilized to provide support for the rotating belt 326 in the middle; when the distance between the third rotating member 323 and the fourth rotating member 324 is too long, a fifth rotating member may be further provided between the first rotating member 321 and the second rotating member 322, and the sixth rotating member may be used to provide support for the rotating belt 326 in the middle. The fifth rotating member and the sixth rotating member may be provided in plurality, and the number thereof 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. Each of the aforementioned rotations may be rotatably coupled to the first fork 32 through a rotation shaft having a smooth surface.

With the above-described structure, when the rotating belt 326 moves to a position contacting the synchronizer with the first fork 32, the rotating belt 326 is rotated by the synchronizer, and the rotating direction of the rotating belt 326 is shown as an arrow direction in fig. 8 to 10. When the rotating belt 326 is just in contact with the synchronizer in the initial stage, sliding friction exists between the rotating belt 326 and the synchronizer, after the rotating belt 326 is the same as the rotating speed of the synchronizer, no relative sliding exists between the rotating belt 326 and the synchronizer, sliding friction is not generated, so that the rotating belt 326 and the synchronizer are worn, at this time, the rotating belt 326 is driven by the synchronizer to rotate around four rotating members in turn, the rotating belt 326 is in surface contact with the synchronizer, the situation that stress is too concentrated is not easy to occur, and the rotating belt 326 can rotate synchronously with the synchronizer all the time.

The present embodiment also provides another implementation for solving the sliding friction problem. The first fork 32 further comprises a plurality of sets of rotating assemblies, each set of rotating assemblies comprises a seventh rotating member, an eighth rotating member and a rotating belt 326, the seventh rotating member and the eighth rotating member are rotationally connected with the first fork 32, and one end of the rotating belt 326 sequentially bypasses the outer walls of the seventh rotating member and the eighth rotating member and then is connected with the opposite other end. Wherein the seventh rotating member and the eighth rotating member are parallel to each other. The eighth rotating member and the ninth rotating member are axisymmetrically arranged, the symmetry axes of the eighth rotating member and the ninth rotating member are symmetry axes of the rotating assemblies, extension lines of the symmetry axes of the rotating assemblies of each group are compared with the same intersection point, and the intersection point is located on the rotation axis of the first synchronizer.

Each set of rotating assemblies forms a small rotating unit, and the rotating belt 326 of each set of rotating assemblies can rotate around four rotating members in a circulating manner. Since the extension line of the symmetry axis of the rotating assemblies is located on the rotation axis of the first synchronizer, when the rotating belt 326 moves to a position contacting the synchronizer with the first fork 32, the rotating direction of the rotating belt 326 of each rotating assembly is almost the same as the rotating direction of the corresponding position on the synchronizer, and the sliding friction of the rotating belt 326 of each rotating assembly with the synchronizer is small. By adopting the mode, the structure is simple, all the rotating components 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 utilizing the motor 6, and when the shift area 111 of the shift drum 1 rotates to a position connected with the first driving mechanism 3, the shift area 111 can push the first synchronizer to carry out gear shifting operation of two gears through the first driving mechanism 3 along with the rotation of the shift drum 1; when the shift region 111 of the shift drum 1 rotates to a position connected with the second driving mechanism 5, the shift region 111 can push the second synchronizer 4 to perform a gear shift operation of two other gears through the second driving mechanism 5 as the shift drum 1 rotates; because the areas where the first driving mechanism 3 and the second driving mechanism 5 are connected with the shift drum 1 are positioned at different angular positions, two gears can be respectively engaged only by one shift drum 1 and two driving mechanisms, and the gear engaging operation of the four gears can be completed only by one motor 6 for driving one shift drum 1 to rotate.

As shown in fig. 12, the present embodiment further provides a driving flange, which mainly includes a flange main body 410, a first driving structure 420, a first connection structure 430, and a second driving 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 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 with the flange body 410 through the first transmission structure 420, and 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 drives the flange body 410 to rotate together through the first transmission structure 420, so that the rotation of the output shaft and the torque are transmitted to the flange body 410.

Wherein the first connection structure 430 is disposed on the flange body 410, and the first connection structure 430 is used to connect the flange body 410 with a transmission shaft;

in this embodiment, the first connection structure 430 is to play a role of connection, and the first connection structure 430 prevents the transmission shaft from being released from the flange body 410 by connecting the flange body 410 with the transmission shaft.

A second transmission structure 440, the second transmission structure 440 being disposed at an end of the flange body 410 facing the transmission shaft, the second transmission structure 440 being configured to transmit torque of the flange body 410 to the transmission shaft and prevent the torque from being transmitted to the first connection structure 430.

When the flange body 410 is rotated by the transmission output shaft, the torque of the flange body 410 is transmitted to the transmission shaft through the second transmission structure 440. The second transmission structure 440 is responsible for receiving the torque of the transmission during the rotation of the flange body 410 driving the transmission shaft. And the second transmission structure 440 is further used for preventing torque from being transmitted to the first connection structure 430, so that the first connection structure 430 is not affected by torque in the process of transmitting torque to the transmission shaft by the flange, and is not easily damaged, so that the first connection structure 430 can be ensured to be capable of connecting the flange main body 410 and the transmission shaft all the time, thereby improving the safety of flange connection, and the number of the first connection structure 430 can be reduced, thereby simplifying the structure and reducing the cost.

In a preferred embodiment, the second transmission structure 440 is a rectangular tooth, the rectangular tooth is 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 to cooperate with the rectangular tooth on the transmission shaft to transmit torque.

Wherein the rectangular teeth are in a strip shape, and the cross section of the rectangular teeth is rectangular. In this embodiment, the drive shaft may be provided with rectangular teeth that mate with rectangular teeth on the flange body 410. After the flange main body 410 is connected with the transmission shaft in an installation manner, the end face of the flange main body 410 is matched with the transmission shaft, and rectangular teeth on the flange main body 410 are embedded with rectangular teeth on the transmission shaft. When the flange body 410 rotates, the rectangular teeth on the flange body 410 are in contact with the rectangular teeth on the adjacent transmission shaft, and the rectangular teeth on the flange body 410 push the rectangular teeth on the adjacent transmission shaft, so that the transmission shaft rotates together with the flange body 410. Rectangular teeth may be machined directly into the end face of the flange body 410 directly by milling. In order to make the flange structure simpler while achieving that the rectangular teeth are subjected to torque, the rectangular teeth are formed of two adjacent tooth grooves formed by recessing the end surface of the flange body 410 in a direction away from the transmission shaft. The rectangular teeth formed by the above structure can make the tops of the rectangular teeth flush with the end face of the flange main body 410, so that no extra space is occupied, and only the original flange main body 410 is required to be directly removed to form tooth grooves. The rectangular teeth thus formed are formed integrally with the flange body 410, and have little influence on the original flange body 410. The whole structure is simple, and the bearing capacity is strong.

In this embodiment, the first connection structure 430 is connected to the transmission shaft through a first connection member; the fit-up gap between the first connector and the first connector structure 430 is greater than the fit-up gap between the rectangular teeth on the flange body 410 and the rectangular teeth on the drive shaft in the direction of flange rotation.

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 rotation direction of the flange, when the flange is driven, 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 with the first connecting structure 430 for stress, and the first connecting piece and the first connecting structure 430 always keep the fit clearance due to the blocking 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 driving 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 with the driving shaft.

In this embodiment, a plurality of transmission structure sets are disposed on the flange main body 410, each transmission structure set includes a plurality of first transmission structures 420 disposed parallel to each other, the number of the first connection structures 430 is the same as that of the transmission structure sets, and the first connection structures 430 are in one-to-one correspondence with the transmission structure sets, and the transmission structure sets are used for preventing torque from being transmitted to the first connection structures 430 corresponding thereto.

As shown in fig. 16, the present embodiment may provide a plurality of first connection structures 430 in the circumferential direction of the flange body 410 to improve connection reliability. In addition, the present embodiment adopts a setting mode that the transmission structure group corresponds to the first connection structure 430 one by one. Each first connecting structure 430 is provided with a corresponding transmission structure group for protection, so that the transmission structure group is preferentially selected from the first connecting structures 430 to bear torque in the corresponding first connecting structures 430 and the transmission structure groups, and the problem that when a plurality of first connecting structures 430 are arranged, all the first connecting structures 430 cannot be guaranteed not to bear torque is avoided. Wherein each of the driving structure sets may be provided with a plurality of first driving structures 420 disposed parallel to each other. In transmission, the individual first transmission structures 420 in the same group may together bear torque. The torque applied to the flange is then distributed to the respective sets of drive structures and further to the respective first drive structures 420, such that the torque experienced by each first drive mechanism is reduced and the torque experienced by the whole is increased.

In addition, in the rotation direction, the first connection structure 430 is located at the center of the corresponding transmission structure group. In the foregoing manner, each of the first transmission structures 420 in the transmission structure group can be subjected to torque before the first connection structure 430 contacts the first connection member, so as to ensure that torque is not transmitted to the first connection structure 430, regardless of whether the flange body 410 is rotated forward or backward.

For example, 6 sets of drive structures may be provided on the flange body 410, each set of drive structures having 4 rectangular teeth. The 4 rectangular teeth are parallel to each other and are symmetrically disposed with respect to the diameter of the flange body 410 parallel to the four rectangular teeth as a symmetry axis. And the first transmission structure 420 corresponding to the set of rectangular teeth is disposed on the set of symmetry axes. The 6 sets 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 sets of transmission structure groups in the 6 sets of transmission structure groups are the same, and the intervals between the two adjacent sets are 60 degrees. It will be appreciated that the number of drive trains and the number of first connecting structures 430 in each set of drive trains may be other numbers, and is not limited herein.

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

As shown in fig. 15, in this embodiment, the flange body 410 includes a first cylindrical connection portion 411 and a second disc-shaped connection portion 412, the first connection portion 411 and the second connection portion 412 are arranged along an axial direction of the flange body 410, a through hole penetrating through the connection portion is provided on the first connection portion 411, the first transmission structure 420 is a spline, the spline is provided on the through hole of the first connection portion 411, and the first connection structure 430 is provided on the second connection portion 412.

When the first connection structure 430 adopts rectangular teeth, the rectangular teeth are disposed on the disc surface of the second connection portion 412 facing the transmission shaft.

In the present embodiment, the first connection portion 411 is used to connect the flange body 410 to the transmission output shaft, and the second connection portion 412 is used to connect the flange body 410 to the transmission shaft. In this 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 shaft of the transmission output shaft is compactly distributed on both sides of the flange in the axial direction, and thus the interaction between the power input side and the power output side can be avoided.

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

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

When the length of the rectangular teeth is longer, the deformation of the rectangular teeth under the action of torque can be increased, and when the deformation exceeds a certain degree, the same rectangular teeth are insufficiently contacted with the rectangular teeth matched with the rectangular teeth, so that the bearing capacity of the rectangular teeth can be reduced. In this regard, in the present embodiment, each rectangular tooth is composed of a plurality of sub-rectangular teeth of 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 teeth can be dispersed to each sub-rectangular tooth, and the deformation of each sub-rectangular tooth is very small and cannot exceed the degree that the insufficient contact of the rectangular teeth can be caused. The gap between adjacent sub-rectangular teeth can be small, so that the length of the part of the rectangular teeth which can bear torque is not 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 the sub-transmission structure groups, the section shapes and the arrangement intervals are equal, but the two groups of the sub-transmission structure groups are staggered in the circumferential direction, and each rectangular tooth is also divided into two mutually disconnected parts and belongs to the two groups of the sub-transmission structure groups. In the foregoing manner, the amount of deformation of the rectangular teeth can be reduced without reducing the overall length of the rectangular teeth for carrying the torque portion. After the two sub-transmission structure groups are staggered in the circumferential direction, the stress of the flange main body 410 is not concentrated at the same circumferential position of the flange main body 410, and the deformation of the flange main body 410 is 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 body 410, so that the milling cutter can remove material from the outer side to the inner side of the flange body 410 at one time to finish processing the rectangular tooth, and the processing efficiency can be remarkably improved.

The first sub-transmission structure group 441 and the second sub-transmission structure group 442 may be completely staggered or may not be completely staggered in the circumferential direction. When fully staggered, the first and second sets of sub-transmission structures 441, 442 partially overlap in the radial direction. The disconnected parts 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 of the parts of the first sub-transmission structure group 441 and the second sub-transmission structure group 442 close to the disconnected positions also changes suddenly, which can affect 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 portion of the original flange main body 410 which cannot bear torque due to the disconnection of radial teeth in the radial direction is eliminated, and the stress of the parts of the first sub-transmission structure group 441 and the second sub-transmission structure group 442 close to the disconnection position is avoided.

In an incompletely staggered manner, tooth slots of rectangular teeth in the first sub-transmission structure group 441 and tooth tops of rectangular teeth in the second sub-transmission structure group 442 can be aligned. In the foregoing manner, the most part of the same transmission structure group is used for bearing torque in the circumferential direction of the flange main body 410, so that more torque can be borne by the flange main body 410.

As shown in fig. 17, in this embodiment, the same transmission structure group is composed of three sub-transmission structure groups, namely, a third sub-transmission structure group 443, a fourth sub-transmission structure group 444 and a fifth sub-transmission structure group 445, which are sequentially disposed from the outer wall of the flange main body 410 inward. The rectangular teeth of each transmission structure group are disconnected with each other, and 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 embodiment adopts the structure that the length of the rectangular teeth from inside to outside is shortened, so that the variance of the deformation of the rectangular teeth at each radial position of the flange main body 410 is reduced, and the influence on the service life of the flange caused by overlarge deformation of the rectangular teeth at local positions 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 that mates 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.

When the transmission shaft is mounted, the end portion of the transmission shaft may be inserted into the limiting hole 4121 of the second connecting portion 412 until the end portion of the transmission shaft abuts against the spigot 4122. And the output shaft of the gearbox can be inserted into the through hole. Since the splines in the through holes extend to the location of the spigot 4122, the location of the input end where torque is transferred is short of the drive shaft end. By adopting the mode, the distance between the position of the input end for transmitting the torque and the position of the output end for transmitting the torque can be shortened, so that the deformation of the transmission part between the input end and the output end under the action of the torque is reduced.

Referring to fig. 19 to 22, as an object of the present invention, there is provided a multi-functional decelerator including an oil supply system 10, a lubrication system 20, a parking system 30 and an oil passage switching device 40, wherein the oil supply system 10 is used to adjustably supply a lubricating oil, the lubrication system 20 is connected with the oil supply system 10 and implements a lubricating mode by receiving the lubricating oil, the parking system 30 is connected with the oil supply system 10 and implements or releases the parking mode by receiving or discharging the lubricating oil, the oil passage switching device 40 is disposed between the oil supply system 10 and the lubrication system 20 and the parking system 30, respectively, corresponding to that the lubrication system 20 and the parking system 30 are connected with the oil passage switching device 40 in parallel, so that the oil supply system 10 selectively supplies the lubricating oil to the lubrication system 20 or the parking system 30, that is, under the control of the oil passage switching device 40 by, for example, a manual manipulation of a car console by a user or an automatic operation of car driving software, when implementing the lubricating mode, the lubricating oil supply to the lubrication system 20 may further be an oil passage (to be a lubricating oil passage) supplied to a transmission mechanism of the lubrication system 20 is implemented or a parking system is released, and a hydraulic pressure of the parking system 30 is released from the parking system 30 is further implemented when implementing the parking mode is released. In this way, since the multi-function decelerator is provided with only one oil supply system 10 to selectively supply the lubricating oil to the parking system 30 and the lubricating system 20 therein, thereby realizing the multi-function decelerator integrating various functions of parking, parking release and lubrication, and the parking function can be released by discharging the lubricating oil supplied to the parking system 30 in the oil supply system 10, the multi-function decelerator is an integrated system having a high degree of integration, not only is the cost reduced, the integrated system simplified, but also the manufacturing and installation are convenient, and the control manner can be simplified and the intellectualization can be improved by selecting the flow direction of the lubricating oil by controlling the oil passage on-off device 40.

Referring further to fig. 19 and 20, in one embodiment, the oil supply system 10 includes an oil chamber (not shown) for storing lubricating oil, a driving motor 110, a motor controller 120 for controlling the operation of the driving motor 110, and a lubricating oil pump 130 for receiving the driving force of the driving motor 110 to circulate and pump the lubricating oil in the oil chamber, so that the control command received by the motor controller 120 is used to control, for example, the rotation direction, the rotation speed, the rotation duration, etc. of the lubricating oil pump 130, and the control command may be generated by receiving a sensor signal from an external processor or the motor controller 120 itself, and the same will be understood as the valve controller, etc. It is known that the lubricant pump 130 can change the direction of the pump oil by the forward and backward rotation of the pump body and change the oil amount per unit time of the pump oil by the rotation speed of the pump body, so as to achieve the expected lubrication function, parking function and parking release function, and the oil amount refers to the oil amount flowing through or out of the lubricant pump 130 per unit time unless otherwise specified.

In one embodiment, the oil path on-off device 40 includes a valve controller (not shown) and an electromagnetic valve 41, the electromagnetic valve 41 may be a two-position two-way electromagnetic valve, the electromagnetic valve 41 includes a first valve 41A and a second valve 41B, the valve controller controls on-off of the first valve 41A and the second valve 41B with the lubrication system 20 and the parking system 30, respectively, so that, for two oil paths between the lubrication system 20 and the parking system 30 and the oil supply system 10, under the condition that the valve controller controls the first valve 41A and the second valve 41B to open and close, the corresponding oil paths are communicated or blocked, and when the valve controller controls to open, the flow rate and the flow rate of the lubricating oil in the oil paths can be accurately controlled through periodic opening and closing, thereby ensuring that the lubrication system 20 and the parking system 30 both obtain the lubricating oil with preset values accurately.

In one embodiment, lubrication system 20 includes a lubrication conduit through which lubrication oil flows and a transmission mechanism (not shown) that includes various gears and bearings that transmit the driving force of a power motor driving an output shaft. The parking system 30 includes a hydraulic cylinder 320 provided with a hydraulic rod 310, a displacement sensor 330 for detecting displacement of the hydraulic rod 310, and a parking mechanism (not shown) for receiving a parking force of the hydraulic rod 310, wherein the displacement sensor 330 can detect a direction and a distance of displacement of the hydraulic rod 310 in the hydraulic cylinder 320 so as to accurately determine a position of the hydraulic rod 310 in the hydraulic cylinder 320, the parking mechanism includes, for example, a ratchet wheel and a tooth slot which can be mutually engaged under the action of the hydraulic rod 310 and disengaged from each other after the action is removed, and a specific structure of the parking mechanism is known to those skilled in the art, and therefore, the above-mentioned technical effects of good lubrication and heat conduction of the transmission mechanism under various working conditions can be ensured by controlling the oil amount flowing through the transmission mechanism, and the parking mechanism is ensured to be locked or unlocked by receiving enough action from the hydraulic rod 310 by controlling the oil amount flowing into or flowing out of the oil relative to the hydraulic cylinder 320 so as to correspondingly move the hydraulic rod 310 out or into a corresponding distance, thereby obtaining a reliable parking state and a non-parking state.

In one embodiment, the parking system 30 includes a power motor, the multi-function speed reducer further includes a temperature sensor (not shown) for detecting an operation temperature of the power motor, in the lubrication mode, the valve controller controls to open the first valve 41A and close the second valve 41B, the lubrication system 20 is in communication with the circulation oil path of the oil supply system 10 and the parking system 30 is in non-communication with the circulation oil path of the oil supply system 10, and the motor controller 120 controls the rotation speed of the driving motor 110 according to the temperature value detected by the temperature sensor, thereby driving the oil pump 130 to supply oil to the lubrication system 20 in a first pump oil amount, so that the oil is cyclically supplied to the transmission mechanism under the pump oil operation of the oil pump 130, and the oil having lubricated and absorbed heat after passing through the transmission mechanism further flows to the oil chamber to be cooled. In the parking mode, the valve controller controls to open the second valve 41B and close the first valve 41A, the parking system 30 is in communication with the circulation oil path of the oil supply system 10 and the lubrication system 20 is in non-communication with the circulation oil path of the oil supply system 10, and the motor controller 120 controls the rotational speed of the driving motor 110 to rotate in the first direction according to the displacement value detected by the displacement sensor 330, thereby driving the lubrication pump 130 to supply oil to the hydraulic cylinder 320 with the second pump oil amount, and when the displacement value is equal to the displacement threshold value, the displacement threshold value may be set and stored in a memory module of a processor such as a CPU, a PLC, etc. connected to the motor controller 120 and the valve controller according to actual circumstances, and in addition, the rotational speed threshold value to be described below may be understood as the same. The valve controller controls to close the second valve 41B and the motor controller 120 controls the driving motor 110 to be turned off, that is, after the hydraulic rod 310 moves to a preset position to apply a sufficient force, i.e., a parking force, to the parking mechanism to complete the parking operation, the second valve 41B is closed to maintain the filling amount of the lubricating oil in the hydraulic cylinder 320 to maintain the hydraulic pressure supplied to the hydraulic rod 310, and the lubricating oil pump 130 stops operating, and the lubricating system 20 does not need to operate in the parking state. Therefore, the multifunctional speed reducer can realize the lubrication function and the parking function under the control of high reliability and high intellectualization.

In one embodiment, the displacement value is the distance that the displacement sensor 330 detects that the hydraulic rod 310 moves towards the direction of moving out of the hydraulic cylinder 320, the first pump oil amount increases and decreases along with the increase and decrease of the temperature value, specifically, the first pump oil amount=the temperature value×the temperature coefficient, where the temperature coefficient is related to the size of the lubrication oil pipeline of the lubrication system 20, the number of parts to be lubricated in the transmission mechanism, the power of the driving motor 110 and other parameters, and a person skilled in the art can choose a proper temperature coefficient according to the actual situation, in this embodiment, the maximum value of the first pump oil amount is 18l/min, the maximum rotation speed of the driving motor 110 is 6000rpm/min, and the second pump oil amount decreases along with the increase and decrease of the displacement value, so that, since the working temperature of the driving motor increases and decreases along with the increase and decrease of friction force between the transmission parts of the transmission mechanism, the first pump oil amount is adjusted according to the temperature value, it is ensured that the transmission mechanism of the lubrication system 20 obtains good lubrication and the working temperature of the driving motor will not overheat, thereby ensuring normal working and long service life of the driving motor; the second pump oil amount is set to decrease along with the process that the hydraulic rod 310 moves towards the direction of moving out of the hydraulic cylinder 320 and continuously applies the parking force, so that the driving motor 110 is controlled according to the magnitude of the parking distance, the second pump oil amount is larger and the hydraulic rod 310 moves faster as the parking distance is longer, the second pump oil amount is smaller and the hydraulic rod 310 moves slower as the parking distance is shorter, the parking duration is reduced to a certain extent, and the discomfort of body forward tilting or shaking caused by the driving inertia of drivers and passengers when approaching the parking point in the parking process is avoided.

In one embodiment, the multi-function speed reducer further has a parking release mode in which the hydraulic rod 310 is moved toward the direction of moving into the hydraulic cylinder 320, the moved-in stop position is set according to the actual situation, it is known that the stop position is the initial position of the hydraulic rod 310 and corresponds to the zero value of the displacement value, the valve controller controls to open the second valve 41B and close the first valve 41A, and the motor controller 120 controls the rotation speed of the driving motor 110 in the second direction opposite to the first direction according to the displacement value detected by the displacement sensor 330, so that the driving oil pump 130 discharges the lubricating oil in the hydraulic cylinder 320 with the third pump oil amount and returns the lubricating oil to the lubricating oil chamber, the third pump oil amount increases as the displacement value decreases, and according to the above related description of the parking mode, during the parking release mode, the hydraulic rod 310 is moved toward the direction of the moving into the hydraulic cylinder 320 by the external force and as the displacement value increases, the displacement value decreases, so that the third pump oil amount increases the moving speed of the hydraulic rod 310 is faster as the displacement value increases, and the parking force decreases, so that the parking force is released from the parking force decreases gradually, and the parking force is released gradually, and the parking force is reduced gradually, and the parking force is released gradually decreases gradually, and the parking force is released.

In one embodiment, the multi-function retarder further comprises a rotational speed sensor for detecting an operating rotational speed of the power motor, the valve controller always controlling closing of the second valve 41B when the operating rotational speed reaches a rotational speed threshold, and the park mode is enabled when the operating rotational speed is below the rotational speed threshold. In this way, when the vehicle equipped with the multi-function speed reducer receives the driving force of the power motor so that the vehicle speed is greater than a certain threshold value, the closed second valve 41B prevents the lubricant from entering the hydraulic cylinder 320, the parking mechanism cannot obtain the parking force of the hydraulic rod 310, and the parking mode cannot be implemented, thereby ensuring safe operation of the multi-function speed reducer and the vehicle equipped with the multi-function speed reducer.

With further reference to fig. 21 and 22, as a further object of the present invention, a control method of a multi-functional speed reducer is provided, and for the multi-functional speed reducer, reference is made to the above detailed description, and the control method is not repeated herein, and is described with emphasis.

The multifunctional speed reducer has a lubrication mode and a parking mode, and the control method comprises the following steps:

s10: judging whether the multi-function speed reducer enters a lubrication mode or a parking mode?

S20: if the lubrication mode is judged to be entered, the oil way on-off device 40 is controlled to open an oil way between the lubrication system 20 and the oil supply system 10 and close an oil way between the parking system 30 and the oil supply system 10;

S30: if the parking mode is judged to be entered, the oil passage switching device 40 is controlled to close the oil passage between the lubrication system 20 and the oil supply system 10 and to open the oil passage between the parking system 30 and the oil supply system 10.

As described above, the control method of the multi-function speed reducer can make the oil supply system 10 selectively supply oil to the lubrication system 20 by controlling one oil supply system 10 and one oil path on-off device 40, thereby realizing the lubrication mode, and the parking mode and the parking release mode by supplying oil to and discharging oil from the parking system 30, respectively, so the control method has the advantages of simplified control mode and high intelligence.

In one embodiment, the control method further comprises:

the judging to enter the lubrication mode step S20 further includes: the control valve controller opens the first valve 41A and closes the second valve 41B, and the motor controller 120 calculates the rotation speed according to the temperature value detected by the temperature sensor and controls the rotation of the driving motor 110 according to the rotation speed, so as to drive the lubricating oil pump 130 to supply oil to the lubricating system 20 with a first oil amount, preferably, the first oil pumping amount increases and decreases along with the increase and decrease of the temperature value;

after the step S30 of determining to enter the parking mode, the method further includes: the control valve controller opens the second valve 41B and closes the first valve 41A, and the motor controller 120 controls the rotational speed of the driving motor 110 to rotate in the first direction according to the displacement value detected by the displacement sensor 330, thereby driving the lubricant pump 130 to supply the lubricant to the hydraulic cylinder 320 with the second pump oil amount, preferably, the second pump oil amount decreases with the increase of the displacement value, and when the displacement value reaches the displacement value, the control valve controller closes the first valve 41A and the second valve 41B and controls the motor controller 120 to shut down the driving motor 110.

As described above, the control method of the multi-function speed reducer controls the valve controller to control the opening and closing of the first and second valves 41A and 41B, ensures that one of the lubrication system 20 and the parking system 30 is communicated with the oil supply system 10 and accurately obtains a preset value of lubrication oil and neither the lubrication system 20 nor the parking system 30 is communicated with the oil supply system 10 after the parking mode is completed, and also controls the rotation of the driving motor 110 according to the temperature value to obtain a required amount of lubrication oil for the lubrication system 20 and controls the rotation of the driving motor 110 according to the displacement value to obtain an inflow or discharge amount of lubrication oil, which is preferably a variable flow rate, for the parking system 30, thereby ensuring reliable realization of the lubrication function and the parking function.

In one embodiment, the multi-function speed reducer further includes a rotation speed sensor for detecting an operation rotation speed of the power motor, and the step S30 of determining to enter the parking mode further includes: step S31: judging whether the parking mode is allowed to be implemented, and comparing the working rotation speed with a rotation speed threshold value, wherein the step S31-1 is as follows: when the working rotation speed is greater than or equal to the rotation speed threshold value, the parking mode is not allowed to be implemented, and the valve controller always controls to close the second valve 41B; step S31-2: when the working rotation speed is lower than the rotation speed threshold value, the parking mode is allowed to be implemented, the multifunctional speed reducer is also provided with a parking releasing mode, and the control method of the multifunctional speed reducer further comprises the following steps: step S40: it is determined that the parking release mode is entered, and further, step S41: judging whether the parking mode is allowed to be released, comparing the displacement value with a displacement threshold, and step S41-1: when the displacement value is smaller than the displacement value, the parking mode is not allowed to be released, step S41-2: when the displacement value reaches the displacement value, the parking release mode is allowed to be implemented, and when the parking release mode is implemented, the control valve controller opens the second valve 41B and closes the first valve 41A under the movement of the hydraulic rod 310 toward the moving hydraulic cylinder 320, and controls the motor controller 120 to apply the rotational speed in the second direction opposite to the first direction to the driving motor 110 according to the displacement value detected by the displacement sensor 330, thereby driving the lubricating oil pump 130 to discharge the lubricating oil in the hydraulic cylinder 320 and return the lubricating oil to the lubricating oil chamber with a third pump oil amount, which preferably increases as the displacement value decreases.

According to the multifunctional speed reducer control method, whether the parking mode is allowed to be entered or not is determined according to the comparison result of the working rotating speed and the rotating speed threshold value, corresponding control is carried out, whether the parking mode is allowed to be entered or not is determined according to the comparison result of the displacement value and the displacement threshold value, and corresponding control is carried out, so that hidden danger caused by safe driving due to parking when the vehicle speed is high can be avoided, and the fact that the parking mode is released after the parking mode is implemented is ensured, and the releasing process is reliable and accurate.

As another object of the present invention, a new energy vehicle, especially a new energy commercial vehicle, is provided, which includes any one of the above AMT transmissions and/or the multifunctional transmission and/or the driving flange and/or the transmission four-gear shifting device or the transmission, so that the new energy vehicle can obtain any one of the advantages of the above-described AMT transmission, which will not be described herein, and through the present invention, the AMT transmission can be rapidly industrialized by using a domestic mature industrial chain, and a subversion effect will be generated for the transmission field of the whole new energy vehicle, especially the new energy commercial vehicle industry.

In one embodiment, the new energy automobile further includes a driving motor (not shown) fixedly connected to the power input shaft 15 through splines, so that the splines ensure a reliable and stable fixed connection of the driving motor to the power input shaft 15, thereby transmitting the power of the driving motor to the power input shaft 15 with high quality.

In addition, it should be noted that, when the AMT transmission of the present invention is in a driving gear state, only one first driving gear or second driving gear is engaged with the power input shaft and all corresponding second driving gears or first driving gears are separated from the power input shaft, and the above limp home function specifically means that: when the electronic control unit of the automobile fails, a standby electronic loop is automatically started, so that the automobile can continue to travel home or go to a nearby repair shop in a failure mode. The limp home mode has poor various performances of the automobile, so that the automobile is not suitable to be repaired as soon as possible and is not suitable to run for a long time. In addition, the controller can control the corresponding synchronizer to match a driving gear with the power input shaft according to actual needs, so that the automobile runs at the fixed gear, and the limp home function is realized.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the embodiments of the invention, and any changes, equivalents, modifications and improvements that fall within the spirit and principles of the invention are intended to be included within the scope of the invention.

Claims

1. An AMT transmission, comprising: a housing; a power input shaft; a first gear set including at least two pairs of first driving gears and first driven gears respectively engaged, and a first synchronizer for detachably engaging the first driving gears of one of them with the power input shaft; a second gear set including at least two pairs of second driving gears and second driven gears respectively engaged, and a second synchronizer for detachably engaging the second driving gears of one of them with the power input shaft; a power output shaft connected to each of the first driven gears and each of the second driven gears and receiving power transmitted from the first driven gears or/and the second driven gears detachably engaged with the power input shaft, the AMT transmission further comprising: the transmission four-gear shifting device comprises a first driving mechanism and a second driving mechanism, wherein the first driving mechanism comprises a first sliding piece, a first shifting fork and a first connecting piece, and the first connecting piece is respectively connected with the first sliding piece and the first shifting fork; the second driving mechanism comprises a second sliding piece, a second shifting fork and a second connecting piece, and the second connecting piece is connected with the second sliding piece and the second shifting fork respectively; an annular limiting groove is formed in the peripheral wall of the first synchronizer and/or the peripheral wall of the second synchronizer, a shifting piece is arranged at the end part of the first shifting fork and/or the end part of the second shifting fork, and the shifting piece shifts the gear engaging part of the first synchronizer and/or the second synchronizer by shifting the side wall of the limiting groove; the first shifting fork further comprises a first cylindrical rotating piece, a second rotating piece, a third rotating piece and a fourth rotating piece, the first rotating piece, the second rotating piece, the third rotating piece and the fourth rotating piece are rotationally connected with the first shifting fork, extension lines of rotating axes of the first rotating piece, the second rotating piece, the third rotating piece and the fourth rotating piece intersect at the same intersection point, the same intersection point is positioned on a rotating axis of the first synchronizer, the rotating axes of the first rotating piece and the second rotating piece are positioned on a first plane, the rotating axes of the third rotating piece and the rotating axis of the fourth rotating piece are positioned on a second plane different from the first plane, the first plane and the second plane are distributed along the axial direction of the first synchronizer, the shifting piece is a rotating belt, and one end of the rotating belt sequentially bypasses the outer walls of the first rotating piece, the second rotating piece, the third rotating piece and the fourth rotating piece and then is connected with the opposite other end; the rotary belt is in an arc shape after being unfolded.

2. The AMT transmission of claim 1, further comprising a first shift motor and a second shift motor connected to and controlling operation of said first synchronizer and said second synchronizer, respectively.

3. The AMT transmission of claim 1, wherein said first drive gear comprises a first gear drive gear and a third gear drive gear, said first driven gear comprises a first gear driven gear and a third gear driven gear, said second drive gear comprises a second gear drive gear and a fourth gear drive gear, and said second driven gear comprises a second gear driven gear and a fourth gear driven gear.

4. The AMT transmission of claim 1, wherein each pair of meshed first drive gears and first driven gears and each pair of meshed second drive gears and second driven gears are aligned parallel to each other in a first direction, and said power input shaft and said power output shaft are aligned parallel to each other in a second direction perpendicular to said first direction.

5. The AMT transmission of claim 1, wherein said power input shaft is engaged with each of said first and second drive gears by needle bearings.

6. The AMT transmission of claim 1, wherein said power take-off shaft is fixedly connected to each of said first driven gears and each of said second driven gears by splines.

7. The AMT transmission of any one of claims 1 to 6, further comprising a controller for controlling movement of said first synchronizer and said second synchronizer, respectively, said controller for controlling implementation of a gear shift up-down mode comprising said controller controlling said first synchronizer to disengage a first driving gear engaged with said power input shaft and select another one of said driving gears in an up-shift or down-shift position, or said controller controlling said second synchronizer to disengage a second driving gear engaged with said power input shaft and select another one of said driving gears in an up-shift or down-shift position, or said controller controlling said first synchronizer to disengage all of said first driving gears and said second driving gear from said power input shaft.

8. The AMT transmission of claim 7, wherein said controller is further configured to control implementation of a gear shift mode, said gear shift mode comprising said controller controlling said first synchronizer to disengage said first drive gear engaged with said power input shaft and controlling said second synchronizer to engage said power input shaft in either an upshift or a downshift of said second drive gear, or said controller controlling said second synchronizer to disengage said second drive gear engaged with said power input shaft and controlling said first synchronizer to engage said power input shaft in either an upshift or a downshift of said first drive gear.

9. A new energy vehicle comprising an AMT transmission according to any one of claims 1 to 8.

10. The new energy vehicle of claim 9, further comprising a drive motor fixedly connected to the power input shaft by splines.