A gear continuously variable transmission system with dual transmission structure

Abstract

The present invention discloses a gear continuously variable transmission system with a dual transmission structure, which is applied to a bicycle, and includes a power input component, a speed regulating component, a transmission component, a clutch component and a power output component, wherein: there are two transmission components, the two transmission components move synchronously, the two transmission components are respectively used to connect the power input component and the clutch component for power transmission, and the speed regulating component is used to change the transmission ratio of the transmission component, so that the speed of the power input end of the power input component is transmitted to the power output end of the power output component through the transmission component and the clutch component at a certain speed ratio. By setting two transmission components, and the two transmission components are respectively used to connect the power input component and the clutch component for power transmission, the present invention overcomes the dead point problem of the single connecting rod compared to the single connecting rod transmission previously applied for, makes riding smoother, and improves riding comfort and riding efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of continuously variable transmission, and in particular to a gear continuously variable transmission system with a dual transmission structure. Background Art

[0002] At present, the bicycle transmission systems on the market are mainly chain-type transmissions, which change the speed of the vehicle by changing the coordination between the chain and the front and rear gear plates of different sizes.

[0003] In order to meet people's diverse needs for bicycle speed change, the applicant invented the publication number: CN108502094.A, named: Planetary gear continuously variable transmission system, which changes the eccentricity by changing the displacement of the slider in the T-slot and uses the crank connecting rod for transmission. Although a single connecting rod can be used for transmission, there will be two dead points in the transmission process of the single connecting rod, which is not smooth enough when riding, affecting the riding experience. In addition, the existing bicycles are generally pedaled in a forward clockwise direction, and the riding method is relatively single. In view of this, it is necessary to improve the existing technology. Summary of the invention

[0004] The technical problem solved by the present invention is to provide a gear continuously variable transmission system with a dual transmission structure to solve the deficiencies in the above-mentioned background technology.

[0005] The technical problem solved by the present invention is achieved by the following technical solutions:

[0006] A gear continuously variable transmission system with a dual transmission structure includes a power input component, a speed regulating component, a transmission component, a clutch component and a power output component, wherein: there are two sets of transmission components, the two sets of transmission components move synchronously, the two sets of transmission components are respectively used to connect the power input component and the clutch component for power transmission, and the speed regulating component is used to change the transmission ratio of the transmission component so that the rotation speed of the power input end of the power input component is changed at a certain speed ratio and transmitted to the power output end of the power output component through the transmission component and the clutch component.

[0007] Furthermore, the power input end can drive the power output end to rotate forward regardless of whether it rotates forward or reverse.

[0008] Furthermore, the power input assembly includes a crankshaft, a shaft gear, an upper rocker arm gear and a lower rocker arm gear. The shaft gear is mounted on the crankshaft, and the shaft gear is meshed with the upper rocker arm gear and the lower rocker arm gear respectively.

[0009] Further, the speed regulating assembly includes a speed regulating screw, a screw bevel gear, a speed regulating bevel gear, a speed regulating cylindrical gear, a speed regulating brake wheel, a speed regulating brake gear, a slider and a brake clamp, the large ends of the upper rocker arm gear and the lower rocker arm gear are respectively provided with T-shaped guide rails, the T-shaped guide rails are equipped with the speed regulating screw, the screw bevel gear and the slider, and one end of the slider is provided with a nut screwed with the speed regulating screw;

[0010] A circular hole is formed in the center of the upper rocker arm gear and the lower rocker arm gear, and a speed regulating bevel gear is installed in the circular hole, and the other ends of the two speed regulating bevel gears are fastened to the two speed regulating cylindrical gears. A speed regulating brake wheel and a speed regulating brake gear are provided in the middle of the two speed regulating cylindrical gears, and the speed regulating brake gears are respectively meshed with the two speed regulating cylindrical gears. A brake clamp is provided on the outer ring of the speed regulating brake wheel, and the brake clamp is connected to the speed regulating handle at the handlebar through a flexible shaft.

[0011] Furthermore, the transmission assembly includes a connecting rod, a rocker arm and a bidirectional rack. A rolling bearing is installed on the slider. One end of the connecting rod is installed on the rolling bearing, and the other end is connected to the bidirectional rack through the rocker arm. The dead point positions of the two connecting rods of the two sets of transmission assemblies do not appear at the same time.

[0012] Furthermore, the dead point positions of the two connecting rods form an angle of 90°.

[0013] Furthermore, the clutch assembly includes two front and rear groups of overrunning clutches installed in opposite directions to each other, each group of overrunning clutches is arranged up and down, the internal gears of the front group of overrunning clutches respectively mesh with the two sides of the two-way rack in one set of transmission components, and the internal gears of the rear group of overrunning clutches respectively mesh with the two sides of the two-way rack in the other set of transmission components, and the adjacent gear rings of the two groups of overrunning clutches mesh with each other.

[0014] Furthermore, the bidirectional racks in the two sets of transmission assemblies perform synchronous horizontal telescopic movements.

[0015] Furthermore, the power output assembly includes an intermediate gear, a double gear, a rear axle gear and a rear axle. The intermediate gear is respectively meshed with the pinion of the double gear and the ring gears of the two rear overrunning clutches. The large gear of the double gear is meshed with the rear axle gear, and the rear axle gear is installed on the rear axle.

[0016] Furthermore, the gear continuously variable transmission system is packaged in a gear box, and a transparent box cover is provided on the gear box.

[0017] Due to the adoption of the above technical solution, the present invention has the following advantages:

[0018] 1. The present invention provides two sets of transmission assemblies, and the two sets of transmission assemblies are respectively connected to the power input assembly and the clutch assembly for power transmission. Compared with the single connecting rod transmission previously applied for, the upper connecting rod and the lower connecting rod in the two sets of transmission assemblies not only play the role of circulating relay, but also have a power compensation effect between each other, overcoming the dead point problem of the single connecting rod, making riding smoother, and improving riding comfort and riding efficiency.

[0019] 2. The rocker gear cooperates with the speed regulating bevel gear and the screw bevel gear to roll and rotate, so that the slider slides, and then changes the displacement of the slider in the T-slot, thereby changing the eccentricity. When the eccentricity is large, the stroke of the connecting rod and the two-way rack is lengthened, and the vehicle speed is increased. Conversely, the eccentric distance is small, the stroke of the connecting rod and the two-way rack is shortened, and the vehicle speed is slowed down. The change of the eccentric distance of the slider is stepless, so that stepless speed change can be achieved.

[0020] 3. The ingenious design between the two transmission components and the clutch components enables the rider to drive the rear wheel forward regardless of whether the rider is pedaling clockwise or counterclockwise, which increases the fun and entertainment of riding.

[0021] 4. The continuously variable transmission system is encapsulated in a gear box, which is provided with a transparent cover to increase its service life. The transparent cover makes it easy to observe the internal parts and the operation of the system, allowing people to appreciate the fashion and charm of the mechanical structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural schematic diagram of a relatively embodiment of the present invention;

[0023] Figure 2 for Figure 1 sectional view of .

[0024] In the figure: gear box 1, crank shaft 2, shaft gear 3, flexible shaft 4, brake clamp 5, upper rocker arm gear 6, lower rocker arm gear 7, speed regulating screw 8, screw bevel gear 9, speed regulating bevel gear 10, speed regulating cylindrical gear 11, speed regulating brake wheel 12, speed regulating brake gear 13, slider 14, upper connecting rod 15, lower connecting rod 16, rocker arm 17, connecting rod pin 18, front two-way rack 19, front upper overrunning clutch internal gear 20, front upper overrunning clutch 21, front upper overrunning clutch , gear ring 22, front lower overrunning clutch internal gear 23, front lower overrunning clutch 24, front lower overrunning clutch gear ring 25, rear upper overrunning clutch internal gear 26, rear upper overrunning clutch 27, rear upper overrunning clutch gear ring 28, rear lower overrunning clutch internal gear 29, rear lower overrunning clutch 30, rear lower overrunning clutch gear ring 31, rear two-way rack 32, intermediate gear 33, double gear 34, rear axle gear 35, rear axle 36, rear axle clutch 37, rear hub 38. Implementation

[0025] The present invention can be further described by the following examples, however, the scope of the present invention is not limited to the following examples: It should be understood that the embodiments described herein are disclosed only by way of illustration, and the present invention is not intended to limit its scope to the construction and arrangement details of the components described in the following description or illustrated in the drawings. In addition, when describing the preferred embodiments, specific terms will be used for clarity. It should be understood that each specific term includes all technical equivalents that operate in a similar manner to achieve similar purposes.

[0026] Example: See Figure 1 and Figure 2 A gear continuously variable transmission system with a dual transmission structure is shown, which can be applied to road bicycles, city bicycles, tricycles, cargo bicycles, recumbent bicycles or any type of bicycles.

[0027] The continuously variable transmission system includes a power input component, a speed regulating component, a transmission component, a clutch component and a power output component, wherein: there are two sets of transmission components, the two sets of transmission components move synchronously, the two sets of transmission components are respectively used to connect the power input component and the clutch component for power transmission, and the speed regulating component is used to change the transmission ratio of the transmission component so that the rotation speed of the power input end of the power input component is changed at a certain speed ratio and transmitted to the power output end of the power output component through the transmission component and the clutch component.

[0028] Specifically:

[0029] The power input assembly includes a crankshaft 2, a shaft gear 3, an upper rocker gear 6 and a lower rocker gear 7. The shaft gear 3 is mounted on the crankshaft 2, and the shaft gear 3 is meshed with the upper rocker gear 6 and the lower rocker gear 7 respectively.

[0030] The speed regulating assembly comprises a speed regulating screw 8, a screw bevel gear 9, a speed regulating bevel gear 10, a speed regulating cylindrical gear 11, a speed regulating brake wheel 12, a speed regulating brake gear 13, a slider 14 and a brake clamp 5. A circular hole is formed in the center of the upper rocker arm gear 6 and the lower rocker arm gear 7. The speed regulating bevel gear 10 is installed in the circular hole and is fastened to the two speed regulating cylindrical gears 11 at the other ends of the two speed regulating bevel gears 10. A speed regulating brake wheel 12 and a speed regulating brake gear 13 are arranged between the two speed regulating cylindrical gears 11. A brake clamp 5 is arranged on the outer ring of the speed regulating brake wheel 12 and is installed at the handlebar with a flexible shaft 4 and is controlled by the speed regulating handle. The large ends of the upper rocker arm gear 6 and the lower rocker arm gear 7 are respectively provided with T-shaped guide rails, in which the speed regulating screw 8 and the screw bevel gear 9 are installed. The slider 14 is installed in the T-shaped groove. A nut is arranged at one end of the slider 14 for screwing with the speed regulating screw 8, and a rolling bearing is arranged at the other end of the slider 14.

[0031] In the two transmission assemblies: one end of the upper connecting rod 15 and the lower connecting rod 16 is mounted on the rolling bearing of the slider 14, the other end of the upper connecting rod 15 is connected to the front bidirectional rack 19 through the rocker arm 17 and the connecting rod pin 18, and the other end of the lower connecting rod 16 is connected to the rear bidirectional rack 32 through the rocker arm 17 and the connecting rod pin 18. Specifically, the front bidirectional rack 19 is a short rack, and the rear bidirectional rack 32 is a long rack, and the dead point positions of the upper connecting rod 15 and the lower connecting rod 16 are different, that is, the dead point of the upper connecting rod 15 and the lower connecting rod 16 The positions do not appear simultaneously but alternately. That is to say, when the upper connecting rod 15 rotates to the dead point position, the rotation of the lower connecting rod 16 can be used to make the upper connecting rod 15 rush through the dead point to compensate for the upper connecting rod 15, and when the lower connecting rod 16 rotates to the dead point position, the rotation of the upper connecting rod 15 can be used to make the upper connecting rod 15 rush through the dead point to compensate for the lower connecting rod 16. That is to say, the upper connecting rod 15 and the lower connecting rod 16 not only play the role of circulating relay, but also have a dynamic compensation effect on each other.

[0032] More specifically, the dead point positions of the upper connecting rod 15 and the lower connecting rod 16 form an angle of 90°.

[0033] The clutch assembly includes two front and rear groups of overrunning clutches installed opposite to each other, each group consists of two overrunning clutches arranged up and down, wherein: the right side is the front and the left side is the rear, the front bidirectional rack 19 is meshed with the front upper overrunning clutch internal gear 20 and the front lower overrunning clutch internal gear 23, the rear bidirectional rack 32 is meshed with the rear upper overrunning clutch internal gear 26 and the rear lower overrunning clutch internal gear 29, the front upper overrunning clutch ring gear 22 is meshed with the rear upper overrunning clutch ring gear 28, the front lower overrunning clutch ring gear 25 is meshed with the rear lower overrunning clutch ring gear 31, and further includes a rack guide, which is used to maintain the horizontal linear motion of the rack, and the bidirectional racks of the two sets of transmission assemblies move synchronously horizontally and telescopically.

[0034] The power output assembly includes an intermediate gear 33, a double gear 34, a rear axle gear 35 and a rear axle 36. The intermediate gear 33 is respectively meshed with the rear upper overrunning clutch gear ring 28 and the rear lower overrunning clutch gear ring 31, the intermediate gear 33 is meshed with the small gear of the double gear 34, the large gear of the double gear 34 is meshed with the rear axle gear 35, the rear axle gear 35 is mounted on the rear axle 36, the rear axle 36 is mounted on the rear axle clutch 37, and the rear axle clutch 37 is mounted in the rear hub 38.

[0035] Due to the above structure:

[0036] When the middle shaft gear 3 rotates clockwise, the upper rocker arm gear 6 rotates counterclockwise, and the front two-way rack 19 reciprocates left and right under the action of the upper connecting rod 15 and the rocker arm 17. When the front two-way rack 19 moves right, the front upper overrunning clutch is in a disconnected state and the front lower overrunning clutch is in a connected state, and the front upper overrunning clutch internal gear 20 rotates idly in the reverse direction; the front lower overrunning clutch internal gear 23 rotates forward, the front lower overrunning clutch gear ring 25 rotates forward, the rear lower overrunning clutch gear ring 31 rotates counterclockwise, the intermediate gear 33 rotates forward, the double gear 34 rotates counterclockwise, the rear axle 36 and the rear axle gear 35 rotate forward, and the rear wheels are driven forward;

[0037] On the contrary, when the front bidirectional rack 19 moves to the left, the front upper overrunning clutch is in the engaged state, and the front lower overrunning clutch is in the disengaged state, the front lower overrunning clutch internal gear 23 rotates in the reverse direction, the front upper overrunning clutch gear ring 22 rotates forward, the rear upper overrunning clutch gear ring 28 rotates reversely, the intermediate gear 33 rotates forward, the double gear 34 rotates reversely, the rear axle 36 and the rear axle gear 35 rotate forward, and the rear wheels are driven forward;

[0038] When the middle shaft gear 3 rotates clockwise, the lower rocker arm gear 7 reverses, and the rear two-way rack 32 reciprocates left and right. When the rear two-way rack 32 moves right, the rear upper overrunning clutch is in a connected state and the rear lower overrunning clutch is in a disconnected state. The rear lower overrunning clutch gear ring 31 rotates forward, the rear upper overrunning clutch internal gear 26 and the rear upper overrunning clutch gear ring 28 are combined and reversed, the intermediate gear 33 rotates forward, the double gear 34 reverses, the rear axle 36 and the rear axle gear 35 rotate forward, and the rear wheel is driven forward;

[0039] When the front bidirectional rack 19 moves to the left, the rear upper overrunning clutch is in a disengaged state and the rear lower overrunning clutch is in a coupled state, the rear upper overrunning clutch internal gear 26 is idling forward, the rear lower overrunning clutch internal gear 29 and the rear lower overrunning clutch gear ring 31 are coupled and reversed, the intermediate gear 33 rotates forward, the double gear 34 reverses, the rear axle 36 and the rear axle gear 35 rotate forward, and the rear wheels are driven forward;

[0040] By utilizing the cyclic relay of the rack and the overrunning clutch, no matter whether the rack moves to the left or the right, the power can be transmitted to the rear axle 36 through the clutch mechanism to drive the rear wheel forward, that is, no matter whether the power input end rotates forward or reverse, the power output end can be driven forward to make the rear wheel move forward, that is, no matter the rider pedals clockwise or counterclockwise, the rear wheel can be driven forward, which increases the fun and entertainment of riding.

[0041] Furthermore, the continuously variable transmission system can be encapsulated in a gear box 1, and a transparent box cover is provided on the gear box 1, which is convenient for observing the internal parts and the operation of the system, and also reflects the fashion and charm of the mechanical structure.

[0042] In this embodiment, the specific installation is as follows:

[0043] First, connect the crank shaft 2 with the shaft gear 3, and then install the connected shaft gear 3 into the gear box 1, and mesh the upper rocker gear 6 and the lower rocker gear 7 respectively. Then install the speed regulating bevel gear 10 in the circular holes of the upper rocker gear 6 and the lower rocker gear 7 respectively, and install the speed regulating cylindrical gear 11 at the other end of the speed regulating bevel gear 10. Use the brake clamp 5 and the flexible shaft 4 to brake and regulate the speed of the speed regulating brake wheel 12. Install the screw bevel gear 9 in the T-shaped guide rails of the upper rocker gear 6 and the lower rocker gear 7 in turn, and install the slider 14 in the T-shaped groove. The nut at one end of the slider 14 is screwed with the speed regulating screw 8 and the screw bevel gear 9, and a rolling bearing connected to the upper connecting rod 15 and the lower connecting rod 16 is installed at the other end of the slider 14. Then the front upper overrunning clutch gear ring 22, the rear upper overrunning clutch gear ring 28, the front upper overrunning clutch internal gear 20, and the rear upper overrunning clutch internal gear 26 are installed into the inner circle of the front upper overrunning clutch 21 and the rear upper overrunning clutch 27, and the upper and lower overrunning clutch shafts are installed to the gear box 1 and tightened, and then the front lower overrunning clutch internal gear 23 and the rear lower overrunning clutch internal gear 29 are installed. The inner circles of the front lower overrunning clutch 24 and the rear lower overrunning clutch 30 are respectively installed, and the rear lower overrunning clutch ring gear 31 is installed into the outer circle of the rear lower overrunning clutch 30, and then the overrunning clutch shaft is installed and tightened, so that the rear two-way rack 32 is respectively engaged with the rear upper overrunning clutch internal gear 26 and the rear lower overrunning clutch internal gear 29, the front two-way rack 19 is respectively engaged with the front upper overrunning clutch internal gear 20 and the front lower overrunning clutch internal gear 23, the rear upper overrunning clutch ring gear 28 and the rear lower overrunning clutch ring gear 31 are engaged with the intermediate gear 33, and the intermediate gear 33, the double gear 34, and the rear axle gear 35 are engaged to transmit the driving force to the rear axle 36 and the rear axle clutch 37 to drive the rear wheel forward; the rear axle gear 35 finally installs the gear box 1.

[0044] In this embodiment, the specific speed change process is as follows:

[0045] When the bicycle needs to speed up, tighten the speed control handle on the handlebar, tighten the brake clamp 5 through the flexible shaft 4 to brake the speed control brake wheel 12, and the speed control brake wheel 12 stops rotating, while the crank shaft 2 keeps rotating, and the screw bevel gear 9 installed in the upper rocker arm gear 6 and the lower rocker arm gear 7 rolls and rotates on the speed control bevel gear 10, driving the screw bevel gear 9 to rotate, and the rotation of the screw bevel gear 9 drives the nut to make a linear motion, and the nut drives the slider 14 to move, and the eccentricity of the slider 14 is enlarged. When the rotation speed of the crank shaft 2 remains unchanged, the speed of the vehicle is accelerated;

[0046] When the vehicle speed needs to be slowed down, the crank shaft 2 is stepped on in the reverse direction to make it rotate counterclockwise, and the wheels can also be driven forward. Similarly, the speed control handle is tightened, and the flexible shaft 4 tightens the brake clamp 5 to brake the speed control brake wheel 12. The speed control brake wheel 12 stops rotating, and the crank shaft 2 continues to rotate counterclockwise. The screw bevel gear 9 rolls and rotates on the speed control bevel gear 10, reducing the eccentricity of the slider 14 and slowing down the vehicle speed. Regardless of acceleration or deceleration, as long as the desired speed is reached, the speed control handle on the handlebar can be released. The eccentricity of the slider 14 can be changed by changing the displacement of the slider 14 in the T-slot.

[0047] When the eccentricity is large, the stroke of the upper connecting rod 15, the lower connecting rod 16, the front two-way rack 19, and the rear two-way rack 32 is lengthened, and the vehicle speed is accelerated. Conversely, the eccentricity is small, the stroke of the upper connecting rod 15, the lower connecting rod 16, the front two-way rack 19, and the rear two-way rack 32 is shortened, the stroke of the rack connecting rod is lengthened, and the speed is slowed down. The change of the eccentricity distance of the slider 14 is stepless, so that stepless speed change can be achieved during riding.

[0048] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the attached claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0049] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A gear continuously variable transmission system with a dual transmission structure, characterized in that: It includes a power input component, a speed regulating component, a transmission component, a clutch component and a power output component, wherein: there are two sets of transmission components, the two sets of transmission components move synchronously, the two sets of transmission components are respectively used to connect the power input component and the clutch component for power transmission, and the speed regulating component is used to change the transmission ratio of the transmission component, so that the speed of the power input end of the power input component is transmitted to the power output end of the power output component through the transmission component and the clutch component at a certain speed ratio; The power input assembly comprises a crankshaft (2), a middle shaft gear (3), an upper rocker arm gear (6) and a lower rocker arm gear (7); the middle shaft gear (3) is mounted on the crankshaft (2), and the middle shaft gear (3) is meshed with the upper rocker arm gear (6) and the lower rocker arm gear (7) respectively; The speed regulating assembly comprises a speed regulating screw (8), a screw bevel gear (9), a speed regulating bevel gear (10), a speed regulating cylindrical gear (11), a speed regulating brake wheel (12), a speed regulating brake gear (13), a slider (14) and a brake clamp (5); the large ends of the upper rocker arm gear (6) and the lower rocker arm gear (7) are respectively provided with T-shaped guide rails, the speed regulating screw (8), the screw bevel gear (9) and the slider (14) are installed in the T-shaped guide rails, and one end of the slider (14) is provided with a nut screwed with the speed regulating screw (8); A circular hole is formed at the center of the upper rocker arm gear (6) and the lower rocker arm gear (7), a speed regulating bevel gear (10) is installed in the circular hole, and the other ends of the two speed regulating bevel gears (10) are fastened to two speed regulating cylindrical gears (11), a speed regulating brake wheel (12) and a speed regulating brake gear (13) are arranged between the two speed regulating cylindrical gears (11), and the speed regulating brake gear (13) is meshed with the two speed regulating cylindrical gears (11) respectively, and a brake clamp (5) is arranged on the outer ring of the speed regulating brake wheel (12), and the brake clamp (5) is connected to the speed regulating handle at the handlebar through a flexible shaft (4); The transmission assembly comprises a connecting rod, a rocker arm (17) and a bidirectional rack. A rolling bearing is mounted on the slider (14). One end of the connecting rod is mounted on the rolling bearing, and the other end is connected to the bidirectional rack via the rocker arm (17). The dead point positions of the two connecting rods of the two sets of transmission assemblies do not appear at the same time.

2. The gear continuously variable transmission system with a dual transmission structure according to claim 1, characterized in that: The power input end can drive the power output end to rotate forward regardless of whether it rotates forward or reverse.

3. The gear continuously variable transmission system with a dual transmission structure according to claim 1, characterized in that: The dead point positions of the two connecting rods form a 90° angle.

4. The gear continuously variable transmission system with a dual transmission structure according to claim 1, characterized in that: The clutch assembly includes two front and rear groups of overrunning clutches installed in opposite directions to each other, each group consists of two overrunning clutches arranged up and down, the internal gears of the front group of overrunning clutches respectively mesh with the two sides of the bidirectional rack in one set of transmission components, and the internal gears of the rear group of overrunning clutches respectively mesh with the two sides of the bidirectional rack in the other set of transmission components, and the adjacent gear rings of the two groups of overrunning clutches mesh with each other.

5. The gear continuously variable transmission system with a dual transmission structure according to claim 4, characterized in that: The bidirectional racks in the two sets of transmission components move synchronously and horizontally.

6. The gear continuously variable transmission system with a dual transmission structure according to claim 4, characterized in that: The power output assembly comprises an intermediate gear (33), a double gear (34), a rear axle gear (35) and a rear axle (36); the intermediate gear (33) is respectively meshed with a small gear of the double gear (34) and a gear ring of two rear overrunning clutches; the large gear of the double gear (34) is meshed with the rear axle gear (35); and the rear axle gear (35) is mounted on the rear axle (36).

7. The gear continuously variable transmission system with a dual transmission structure according to claim 1, characterized in that: The gear continuously variable speed change system is packaged in a gear box (1), and a transparent box cover is provided on the gear box (1).

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