A multi-speed transmission structure for a power take-off motorcycle

Abstract

This invention relates to the field of engine technology, specifically to a multi-speed transmission structure for a power take-off (PTO) motorcycle, comprising a drive shaft and a driven shaft, and further comprising a transmission assembly, a PTO assembly, a connecting assembly, and a self-locking assembly. The transmission assembly includes a drive gear train, a driven gear train, and a shifting component. The drive gear train is mounted on the drive shaft, the driven gear train is mounted on the driven shaft, and the shifting component is mounted above the drive and driven gear trains. The PTO assembly is located in front of the transmission assembly. The self-locking assembly is located at the left end of the start-stop component. This invention, by improving the PTO assembly, allows the transmission gear to slide on the drive shaft for start-stop, and lubricates the PTO clutch gear through the shifting component, thus solving the problem that starting the PTO during motorcycle operation causes significant wear on the PTO gear and PTO clutch gear, resulting in significant vibration and failure of the self-locking mechanism.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and specifically to a multi-speed transmission structure for a power take-off motorcycle. Background Technology

[0002] A power take-off (PTO), also known as a power output device, consists of one or more sets of transmission gears. The PTO plays a key role in the vehicle body structure design. It effectively converts the speed and torque of the drive shaft to meet the needs of power transmission in the sandwich structure. The PTO is usually composed of a gearbox, a clutch, and a controller, and is connected to the low-gear or auxiliary gearbox output shaft of the gearbox to transmit power to the outside.

[0003] Existing three-wheeled or four-wheeled motorcycles are equipped with tippers, which are typically driven by an oil pump. During operation, the power take-off (PTO) is connected to the low-gear of the transmission or the output shaft of the auxiliary gearbox to provide power to the oil pump, enabling the tipping of the bucket. However, this separate assembly of the PTO and transmission occupies a significant amount of space. Furthermore, some PTOs use a coaxial direct connection between the PTO shaft and the transmission output shaft, resulting in a large axial space for the entire structure, making it unsuitable for scenarios with limited axial space. Simultaneously, when the PTO is connected to the low-gear of the transmission, the low speed results in relatively low power output from the oil pump, leading to insufficient driving force for the tipper and limiting its application range. Existing technologies have proposed good solutions to this problem, such as a PTO-type multi-speed transmission structure and motorcycle (patent number CN117366177A). This design achieves a compact engine structure by arranging the PTO and transmission side-by-side within a single housing and connecting them via transmission gears; it also adjusts the transmission gear ratio to increase the load capacity of the PTO, enhancing its versatility and applicability, thereby saving costs and improving transmission efficiency.

[0004] While existing technologies have solved the problems of separate assembly of the power take-off (PTO) and gearbox occupying a large space and insufficient driving force provided by the connection between the PTO and the low gear of the gearbox, the following problems still exist: When the PTO needs to be engaged during motorcycle operation, the transmission gear continuously drives the PTO gear to rotate at high speed. When the PTO shift fork presses the PTO clutch teeth into the PTO gear, it will cause significant wear on the inner ring of the PTO gear and the outer ring of the PTO clutch gear, resulting in significant vibration. This can cause the PTO self-locking mechanism to loosen and fail, or even cause equipment malfunction.

[0005] In view of the above, in order to overcome the above technical problems, the present invention designs a multi-speed transmission structure for a power take-off motorcycle. Summary of the Invention

[0006] This invention provides a multi-speed transmission structure for power take-off (PTO) motorcycles, which solves the problem that starting the PTO during motorcycle operation causes significant wear on the PTO gear and PTO clutch gear, resulting in large vibrations and failure of the self-locking mechanism. By improving the PTO component, the transmission gear slides on the drive shaft for starting and stopping, and the PTO clutch gear is lubricated by the shifting component, thereby solving the problem that starting the PTO during motorcycle operation reduces the equipment life and causes malfunctions.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A multi-speed transmission structure for a power-take-off (PTO) motorcycle includes a drive shaft and a driven shaft, and further includes a transmission assembly, a PTO assembly, a connecting assembly, and a self-locking assembly. The transmission assembly includes a drive gear train, a driven gear train, and a shifting component. The drive gear train is mounted on the drive shaft, the driven gear train is mounted on the driven shaft, and the shifting component is mounted above the drive and driven gear trains. The PTO assembly includes a PTO component and a start / stop component, with the PTO component located in front of the transmission assembly. The start / stop component is positioned on the drive shaft. The self-locking assembly is located at the left end of the start / stop component. When the start / stop component slides to the left, it drives the PTO component to rotate, causing the shifting component to release lubricating oil and locking the self-locking assembly to maintain its working state. When the start / stop component continues to push to the left, it releases, stopping the rotation of the PTO component and resetting the self-locking assembly.

[0009] Preferably, the connecting assembly includes a constant-speed shaft section, an idle-speed shaft section, and a transmission gear; the constant-speed shaft section is located at the left end of the drive shaft; the idle-speed shaft section includes a connecting section, a rotor, and a rotating ring, the connecting section is located inside the drive shaft and has rounded corners at both ends, the rotor is rotatably mounted on the connecting section, and the rotating ring is rotatably mounted on the outer ring of the rotor, the outer diameter of the rotating ring being equal to the diameter of the drive shaft; the transmission gear is slidably mounted on the idle-speed shaft section and the transmission gear.

[0010] In the above scheme, by setting an idle speed shaft section, the transmission gear is in the idle speed shaft section when the power take-off is not started, and it rotates at idle speed, so that the speed of the transmission gear and the power take-off gear is close to 0, reducing the rotation time of the transmission gear and the power take-off gear when the power take-off is not working, thereby extending the service life of the transmission gear and the power take-off gear.

[0011] Preferably, the same-speed shaft section includes an external meshing tooth, a groove end, and a clamping end; the external meshing tooth is located on the left side of the idle shaft section; the groove end is located on the right side of the external meshing tooth and has a semi-elliptical structure; the clamping end is located on the outer ring surface of the external meshing tooth, and its outer surface transitions from a straight section to an arc-shaped protruding section structure from left to right.

[0012] In the above scheme, by setting the groove end as a semi-elliptical structure, the external meshing teeth experience less friction when entering the groove and are easier to press in. The clamping end is set as a structure that transitions from a straight section from left to right to an arc-shaped protrusion section. This allows the clamping end to be pressed down when entering the groove, thereby reducing friction. The arc-shaped structure also makes it easier to complete the groove entry action. After entering the groove, the clamping end remains pressed against the inner ring of the transmission gear, thereby reducing the vibration of the transmission gear and thus reducing the wear between the transmission gear and the power take-off gear.

[0013] Preferably, the transmission gear includes an internal meshing tooth, a rotating groove, a ball semi-groove, and an inner ring ball; the internal meshing tooth is located on the left end of the inner wall of the gear and meshes with the external meshing tooth, and its cross-section is trapezoidal with a rounded corner on the left end face; the rotating groove is located on the right end of the inner wall of the gear, the ball semi-groove is located on the right end face of the internal meshing tooth, and the inner ring ball is rotatably installed in the ball semi-groove.

[0014] In the above scheme, the transmission gear rotates at the same speed as the drive shaft through the cooperation of the internal and external meshing teeth. The cross-section is a trapezoidal structure with a rounded corner on the left end face. The rounded corner at the groove end presses against the rounded corner on the left end face of the internal meshing teeth, which facilitates the cooperation of the external and internal meshing teeth. By setting the inner ring ball, the friction of the inner ring of the transmission gear is reduced when it rotates relative to the power take-off fork.

[0015] Preferably, the power take-off component includes a power take-off shaft and a power take-off gear; the power take-off shaft has a transmission shaft section at its left end and a meshing shaft section in its middle section; the power take-off gear is rotatably mounted on the transmission shaft section; the start / stop component includes a power take-off clutch gear, a power take-off sleeve, a power take-off push rod, and a power take-off shift fork; the power take-off clutch gear is mounted on the meshing shaft section; the power take-off sleeve is mounted on the outer ring of the power take-off clutch gear; the power take-off push rod is located above the power take-off shaft, and the power take-off shift fork is mounted on the power take-off push rod.

[0016] In the above scheme, by setting a transmission shaft section, the transmission gear is kept in a meshing state with the power take-off gear, reducing the wear caused by a sudden increase in the speed of both, and preventing the power take-off gear from driving the power take-off shaft to rotate when it rotates. A meshing shaft section is set so that the power take-off clutch gear and the meshing shaft section cooperate. When the power take-off clutch gear rotates, it drives the power take-off shaft to rotate, and drives the power take-off shift fork to move through the power take-off push rod. Then, the power take-off shift fork drives the power take-off sleeve and the power take-off clutch gear to slide on the power take-off shaft. When the power take-off clutch gear meshes with the power take-off gear, the power take-off clutch gear is driven to rotate by the power take-off gear. When the power take-off clutch gear rotates, it can drive the power take-off shaft to rotate, thereby realizing start and stop.

[0017] Preferably, the power take-off fork includes a mounting sleeve, a transmission push sleeve, a transmission connecting rod, and a power take-off push sleeve. The mounting sleeve is mounted on the power take-off push rod. The transmission push sleeve includes a pushing end, a rotating slider, and a second rotating ball half-groove. The pushing end is mounted in the inner ring of the transmission gear, the rotating slider is rotatably mounted in the rotating groove, and the second rotating ball half-groove is formed on the left end face of the pushing end and cooperates with the first rotating ball half-groove. One end of the transmission connecting rod is connected to the transmission push sleeve, and the other end is connected to the mounting sleeve. The power take-off push sleeve is connected to the power take-off sleeve.

[0018] In the above scheme, by setting a push end, a rotating slider and a ball bearing half-groove at the front end of the transmission push sleeve to cooperate with the transmission gear, when the transmission gear rotates, it can both limit the transmission gear axially and change the sliding friction between the front end of the transmission push sleeve and the transmission gear into rolling friction, thereby reducing friction and extending the service life of both.

[0019] Preferably, the mounting sleeve includes a sleeve body, a locking hole, a connecting rod groove, and a pressure-relieving spring; the sleeve body is mounted on the force-taking push rod; the locking hole is formed on the sleeve body; the connecting rod groove is formed on the side of the sleeve body; one end of the pressure-relieving spring is connected to the tail end of the connecting rod groove, and the other end is connected to the tail end of the transmission connecting rod.

[0020] In the above solution, by setting a pressure-relieving spring inside the mounting sleeve, and the pressure-relieving spring having a high elastic modulus, when the transmission gear slides to the left, if the internal meshing teeth and the external meshing teeth of the same speed shaft section are misaligned and cannot complete the groove entry action, the pressure-relieving spring is compressed and contracted, thereby reducing wear.

[0021] Preferably, the self-locking assembly includes a locking groove, a locking block, a locking screw, a limiting groove, a limiting block, a limiting spring, and a right-side limiting block; the locking groove is formed on the outer ring of the force-taking push rod; the locking block is installed in the locking groove, and a pressing inclined surface is provided on the upper right; the locking screw is threaded to the side wall of the locking block; the limiting groove is formed in the middle of the locking groove; the limiting block is vertically slidably installed in the limiting groove, and a contraction inclined surface that cooperates with the pressing inclined surface is provided on the lower left, the highest point of the contraction inclined surface being lower than the highest end surface of the locking block; one end of the limiting spring is fixedly connected to the limiting block, and the other end is fixedly connected to the bottom of the limiting groove; the right-side limiting block is threadedly connected to the locking screw and is located at the leftmost end of the locking groove.

[0022] In the above scheme, a pressing inclined surface is provided at the upper right end of the locking block, and a contraction inclined surface is provided at the lower left end of the limiting block. The two are matched with each other and both are set at 45 degrees. The locking block is fixed. When the force take-off push rod is pushed to the left, the contraction inclined surface of the limiting block is squeezed against the pressing inclined surface and pressed into the limiting groove. After passing the pressing inclined surface, the limiting block is reset under the action of the limiting spring, thus completing the limiting of the working state. In the initial state, the right limiting block is fixedly installed by threaded connection with the locking screw and is set at the leftmost end of the locking groove to limit the force take-off push rod in the initial state.

[0023] Preferably, the locking block further includes a reset channel, a reset slide rod, a reset ring block, and a reset spring; the reset channel is formed on the side wall of the locking block, the reset slide rod is disposed in the reset channel, the reset ring block is slidably mounted on the reset slide rod, the reset ring block has a ring structure, and the outer ring is provided with a reset inclined surface; one end of the reset spring is fixedly connected to the tail end of the reset channel, and the other end is fixedly connected to the reset ring block.

[0024] In the above scheme, when the limit block is in the reset channel during the working state, the vibration is absorbed by the reset spring to reduce the vibration and increase the reliability of the working state limit. When it is necessary to stop the power take-off, it is pushed to the left. When it cannot be pushed, it is pulled to the right to compress through the reset slope. The limit block passes the highest point of the pressing slope and returns to the initial state position.

[0025] Preferably, the power take-off push rod has an internal oil storage chamber; a lubrication port with a diameter less than 0.5 mm is provided below the oil storage chamber; the shifting component includes a shift push rod, a shift fork, and a lubrication sleeve; the shift push rod is positioned above the driving and driven gear trains, the shift fork is fixedly mounted on the shift push rod, and one end of the lubrication sleeve is slidably mounted on the power take-off push rod, and the other end is slidably mounted on the shift push rod. The shift push rod includes a fixed sleeve and a shift spring; the fixed sleeve is fixedly mounted at both ends on the side where the lubrication sleeve connects to the shift push rod; one end of the shift spring is fixedly connected to the fixed sleeve, and the other end is fixedly connected to the lubrication sleeve.

[0026] In the above scheme, by setting an oil storage chamber inside the power take-off push rod and setting the lubrication port to a diameter of less than 0.5mm, the amount of lubricating oil flowing out during each gear shift and power take-off start-up can be controlled, lubricating the power take-off gear and power take-off clutch gear, reducing wear caused by their starting contact and gear shifting acceleration, and improving service life; the lubrication sleeve is set to slide on the shift push rod and power take-off push rod. When the power take-off is started, since the shift push rod remains stationary, the fixed sleeve and shift spring restrict the sliding of the lubrication sleeve. At this time, when the lubrication sleeve slides on the power take-off push rod, the lubrication port flows out of the lubrication oil to the power take-off clutch gear and power take-off gear. When shifting gears, the power take-off push rod remains stationary. One shift push rod moves, causing one lubrication sleeve to slide on the power take-off push rod, so that lubricating oil flows out from the lubrication port. When the moving lubrication sleeve contacts the other stationary lubrication sleeve, it presses the shift spring to compress, so that the other lubrication sleeve slides on the shift push rod and power take-off push rod, without causing the shift push rod to move.

[0027] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0028] 1. Existing multi-speed transmission structures for PTO motorcycles cause significant wear on the PTO gear and PTO clutch gear when the PTO is activated and the gearbox shifts gears during operation. By setting up an idle speed section and a same-speed section, the rotational speeds of the transmission gear and PTO gear are kept close to 0 when the PTO is not activated, reducing their rotation time in non-working states and thus extending their service life. On the other hand, by completing the engagement of the PTO gear and PTO clutch gear before moving the transmission gear to the same-speed section to activate the PTO, wear between the PTO gear and PTO clutch gear can be reduced, lowering the PTO failure rate. Improving the internal meshing teeth of the transmission gear and the external meshing teeth of the same-speed section makes them easier to engage, reducing wear between them and thus extending the life of the transmission gear.

[0029] 2. This invention improves the reliability of self-locking during vibration by setting a self-locking component, which achieves complete limiting by having the vertical surface of the right end of the limiting block abut against the locking block. On the other hand, when the limiting block is in the reset channel during the working state, the vibration is absorbed and reduced by the resettable spring when the gear vibrates, increasing the reliability of the limiting during the working state. When it is necessary to stop the power take-off, push it to the left until it is fully extended, and then pull it to the right to return it to the initial position. The operation is convenient and improves the practicality of the equipment.

[0030] 3. By setting up a shifting component, the present invention can, on the one hand, drive the power take-off push rod to lubricate the power take-off unit during shifting, and on the other hand, allow the lubrication sleeve rod to slide on the power take-off push rod to lubricate the power take-off clutch gear and the power take-off gear when the power take-off unit is started, thereby reducing the wear between the power take-off gear and the power take-off clutch gear, extending the service life of the equipment, and reducing the failure rate. Attached Figure Description

[0031] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0033] Figure 2 This is a top view of the overall structure of the present invention;

[0034] Figure 3 This is a cross-sectional view of the connection component of the present invention;

[0035] Figure 4 This is a schematic diagram of the external meshing tooth structure of the present invention;

[0036] Figure 5 This is a schematic diagram of the power take-off component structure of the present invention;

[0037] Figure 6 This is a schematic diagram of the force-taking shaft structure of the present invention;

[0038] Figure 7 This is a schematic diagram of the force-taking fork structure of the present invention;

[0039] Figure 8 This is a schematic diagram of the engagement between the transmission gear and the power take-off fork of the present invention;

[0040] Figure 9 This is a schematic diagram of the self-locking component structure of the present invention;

[0041] Figure 10 This is a schematic diagram of the internal structure of the locking block of the present invention;

[0042] Figure 11 This is a schematic diagram of the shifting component structure of the present invention.

[0043] In the diagram: a) Drive shaft; b) Driven shaft; 1) Transmission assembly; 11) Drive gear train; 12) Driven gear train; 13) Shift mechanism; 131) Shift push rod; 1311) Fixed sleeve; 1312) Shift spring; 132) Shift fork; 133) Lubrication rod; 2) Power take-off assembly; 21) Power take-off component; 211) Power take-off shaft; 2111) Drive shaft section; 2112) Engaging shaft section; 212) 22. Power take-off gear; 221. Start-stop component; 222. Power take-off clutch gear; 223. Power take-off sleeve; 224. Power take-off push rod; 2231. Oil reservoir; 2232. Lubricating oil port; 224. Power take-off shift fork; 2241. Mounting sleeve; 22411. Sleeve body; 22412. Locking hole; 22413. Connecting rod groove; 22414. Pressure relief spring; 2242. Transmission push sleeve; 22441. Push end; 2 2442. Rotating slider; 22443. Rotating ball half-groove II; 2243. Transmission connecting rod; 2244. Force take-off sleeve; 3. Connecting assembly; 31. Same speed shaft section; 311. External meshing gear; 312. Groove end; 313. Pressing end; 32. Idle speed shaft section; 321. Connecting section; 322. Rotor; 323. Rotating ring; 33. Transmission gear; 331. Internal meshing gear; 332. Rotating groove; 333 1. Rotating ball half groove 1; 334. Inner ring rotating ball; 4. Self-locking assembly; 41. Locking groove; 42. Locking block; 421. Pressing inclined surface; 422. Reset channel; 423. Reset slide rod; 424. Reset ring block; 4241. Reset inclined surface; 425. Reset spring; 43. Locking screw; 44. Limiting groove; 45. Limiting block; 451. Contraction inclined surface; 46. Limiting spring; 47. Rightward limiting block. Detailed Implementation

[0044] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0045] Please see Figures 1 to 11 This invention provides a multi-speed transmission structure for a power-take-off motorcycle, the technical solution of which is as follows:

[0046] As a specific embodiment of the present invention, refer to Figure 1 and Figure 2A multi-speed transmission structure for a power take-off (PTO) motorcycle includes a drive shaft a and a driven shaft b, and further includes a transmission assembly 1, a PTO assembly 2, a connecting assembly 3, and a self-locking assembly 4. The transmission assembly 1 includes a drive gear train 11, a driven gear train 12, and a shifting member 13. The drive gear train 11 is mounted on the drive shaft a, the driven gear train 12 is mounted on the driven shaft b, and the shifting member 13 is mounted above the drive gear train 11 and the driven gear train 12. The PTO assembly 2 includes a power take-off member 21 and a start-stop member 22. The power take-off member 21 is located in front of the transmission assembly 1. The start-stop member 22 is located on the drive shaft a. The self-locking assembly 4 is located at the left end of the start-stop member 22. When the start-stop member 22 slides to the left, it drives the power take-off member 21 to rotate, drives the shifting member 13 to release lubricating oil, and drives the self-locking assembly 4 to lock, maintaining the working state. When the start-stop member 22 continues to push to the left, it releases, stops the rotation of the power take-off member 21, and drives the self-locking assembly 4 to reset.

[0047] As a specific embodiment of the present invention, refer to Figure 3 and Figure 4The connecting assembly 3 includes a constant-speed shaft section 31, an idle-speed shaft section 32, and a transmission gear 33. The constant-speed shaft section 31 is located at the left end of the drive shaft a. The idle-speed shaft section 32 includes a connecting section 321, a rotor 322, and a rotating ring 323. The connecting section 321 is located inside the drive shaft a, and its two ends are rounded. Since the shaft diameter of the connecting section 321 is small, the rounded corners are provided here to reduce stress concentration at the connecting section 321. The rotor 322 is rotatably mounted on the connecting section 321, and the rotating ring 323 is rotatably mounted on the outer ring of the rotor 322. The outer diameter of the rotating ring 323 is equal to the diameter of the drive shaft a. The transmission gear 33 is slidably mounted on the idle-speed shaft section 32 and the transmission gear 33. The idle speed shaft section 31 includes an external meshing tooth 311, a groove end 312, and a clamping end 313. The external meshing tooth 311 is located on the left side of the idle speed shaft section 32. The groove end 312 is located on the right side of the external meshing tooth 311 and has a semi-elliptical structure. The rounded corner of the groove end 312 presses against the rounded corner of the left end face of the internal meshing tooth 331, and the surface roughness at this rounded corner is set to Ra3.2 to make the surface smooth, reduce friction during compression, and facilitate the engagement of the external meshing tooth 311 and the internal meshing tooth 331. The clamping end 313 is located on the outer ring surface of the external meshing tooth 311. Its outer surface transitions from a straight section to an arc-shaped protrusion section from left to right. The pressing end 313 is set to transition from a straight section to an arc-shaped protrusion section from left to right, and its surface is smoothed with a surface roughness of Ra3.2. This allows the pressing end 313 to be pressed down when entering the groove, thereby reducing friction. The arc-shaped structure also makes it easier to complete the groove entry action. After entering the groove, the pressing end 313 and the inner ring of the transmission gear 33 remain pressed together, thereby reducing the vibration of the transmission gear 33 and thus reducing the wear between the transmission gear 33 and the power take-off gear 212. The transmission gear 33 includes an internal meshing tooth 331, a rotating groove 332, a ball semi-groove 333, and an inner ring ball 334. The internal meshing tooth 331 is located on the left end of the inner wall of the gear and meshes with the external meshing tooth 311. Its cross-section is trapezoidal and has rounded corners on the left end face. The rotating groove 332 is located on the right end of the inner wall of the gear, the ball semi-groove 333 is located on the right end face of the internal meshing tooth 331, and the inner ring ball 334 is rotatably installed in the ball semi-groove 333.

[0048] As a specific embodiment of the present invention, refer to Figure 5 , Figure 6The power take-off component 21 includes a power take-off shaft 211 and a power take-off gear 212; the power take-off shaft 211 has a transmission shaft section 2111 at its left end and a meshing shaft section 2112 in its middle section; the power take-off gear 212 is rotatably mounted on the transmission shaft section 2111; the start / stop component 22 includes a power take-off clutch gear 221, a power take-off sleeve 222, a power take-off push rod 223, and a power take-off shift fork 224; the power take-off clutch gear 221 is mounted on the meshing shaft section 2112; the power take-off sleeve 222 is mounted on the outer ring of the power take-off clutch gear 221; the power take-off push rod 223 is located above the power take-off shaft 211, the power take-off shift fork 224 is mounted on the power take-off push rod 223, and the transmission shaft section 2111 is provided. The surface of the transmission shaft section 2111 is smooth, and a slight gap is left between the power take-off gear 212 and the transmission shaft section 2111 to allow the power take-off gear 212 to idle; and to enable... The transmission gear 33 is always engaged with the power take-off gear 212, reducing wear caused by a sudden increase in their rotational speeds and preventing the power take-off gear 212 from driving the power take-off shaft 211 to rotate. A meshing shaft section 2112 is provided so that the power take-off clutch gear 221 and the meshing shaft section 2112 cooperate. When the power take-off clutch gear 221 rotates, it drives the power take-off shaft 211 to rotate, and drives the power take-off shift fork 224 to move through the power take-off push rod 223. The power take-off shift fork 224 then drives the power take-off sleeve 222 and the power take-off clutch gear 221 to slide on the power take-off shaft 211. When the power take-off clutch gear 221 meshes with the power take-off gear 212, the power take-off clutch gear 221 is driven to rotate by the power take-off gear 212. When the power take-off clutch gear 221 rotates, it can drive the power take-off shaft 211 to rotate, thereby realizing start and stop.

[0049] As a specific embodiment of the present invention, refer to Figure 7 and Figure 8The power take-off fork 224 includes a mounting sleeve 2241, a transmission push sleeve 2242, a transmission connecting rod 2243, and a power take-off push sleeve 2244. The mounting sleeve 2241 is mounted on the power take-off push rod 223. The transmission push sleeve 2242 includes a push end 22441, a rotating slider 22442, and a second ball bearing groove 22443. The push end 22441 is mounted in the inner ring of the transmission gear 33. The rotating slider 22442 is rotatably mounted in the rotating groove 332. The second ball bearing groove 22443 is formed on the left end face of the push end 22441 and cooperates with the first ball bearing groove 333. One end of the transmission connecting rod 2243 is connected to the transmission push sleeve 2242. One end is connected to the mounting sleeve 2241; the power take-off push sleeve 2244 is connected to the power take-off sleeve 222; the front end of the transmission push sleeve 2242 is provided with a push end 22441, a rotating slider 22442 and a rotating ball half groove 22443 to cooperate with the transmission gear 33. When the transmission gear 33 rotates, it can both limit the axial movement of the transmission gear 33 and change the sliding friction between the front end of the transmission push sleeve 2242 and the transmission gear 33 into rolling friction. At the same time, the surface roughness of the rotating slider 22442 is set to Ra3.2 and lubricating oil is added to reduce friction and extend the service life of both. Mounting sleeve 2241 includes sleeve body 22411, locking hole 22412, connecting rod groove 22413, and pressure relief spring 22414. Sleeve body 22411 is mounted on force take-off push rod 223. Locking hole 22412 is formed on sleeve body 22411. Connecting rod groove 22413 is formed on the side of sleeve body 22411. One end of pressure relief spring 22414 is connected to the tail end of connecting rod groove 22413, and the other end is connected to the tail end of transmission connecting rod 2243. Pressure relief spring 22414 is set inside mounting sleeve 2241, and pressure relief spring 22414 has a high elastic modulus. When transmission gear 33 slides to the left, when the inner meshing tooth 331 contacts the outer meshing tooth 311 of the same speed shaft section 31, and the two are misaligned and cannot complete the groove entry action, pressure relief spring 22414 is compressed and contracted, thereby reducing wear.

[0050] As a specific embodiment of the present invention, refer to Figure 9 and Figure 10The self-locking assembly 4 includes a locking groove 41, a locking block 42, a locking screw 43, a limiting groove 44, a limiting block 45, a limiting spring 46, and a right-side limiting block 47. The locking groove 41 is formed on the outer ring of the force-taking push rod 223. The locking block 42 is installed in the locking groove 41, and a pressing inclined surface 421 is provided on the upper right side. The locking screw 43 is threaded to the side wall of the locking block 42. The limiting groove 44 is formed in the middle of the locking groove 41. The limiting block 45 is vertically slidably installed in the limiting groove 44, and a contraction inclined surface 451 is provided on the lower left side. The highest point of the contraction inclined surface 451 is lower than the highest end surface of the locking block 42. One end of the limiting spring 46 is fixedly connected to the limiting block 45, and the bottom of the limiting groove 44 is fixedly connected to the limiting spring 46. A pressing spring is provided on the upper right side of the locking block 42. A contraction ramp 451 is provided on the lower left side of the inclined surface 421 and the limiting block 45, and the two cooperate with each other. Both are set at 45 degrees. The locking block 42 is fixed. When the force take-off push rod 223 is pushed to the left, the contraction ramp 451 of the limiting block 45 is squeezed against the pressing ramp 421 and pressed into the limiting groove 44. After passing the pressing ramp 421, the limiting block 45 is reset under the action of the limiting spring 46, completing the limiting of the working state. The right limiting block 47 is threadedly connected to the locking screw 43 and is set at the leftmost end of the locking groove 41. In the initial state, the right limiting block 47 is fixedly installed by threading the locking screw 43 and is set at the leftmost end of the locking groove 41 to limit the force take-off push rod 223 in the initial state. The locking block 42 also includes a reset channel 422, a reset slide rod 423, a reset ring block 424, and a reset spring 425. The reset channel 422 is formed on the side wall of the locking block 42. The reset slide rod 423 is disposed in the reset channel 422. The reset ring block 424 is slidably mounted on the reset slide rod 423. The reset ring block 424 has a ring-shaped structure and a reset inclined surface 4241 on the outer ring. One end of the reset spring 425 is fixedly connected to the tail end of the reset channel 422, and the other end is fixedly connected to the reset ring block 424. When the gears in the gearbox vibrate, and the limit block 45 is axially displaced due to the vibration, the reset spring 425 absorbs the vibration. The movement reduces vibration and ensures that the limit block 45 and the force take-off rod 223 will not deviate, increasing the reliability of the limit in the working state. When it is necessary to stop the power take-off, push the force take-off rod 223 to the left. Since the highest end face of the vertical surface on the left side of the locking block 42 is higher than the height of the highest end face of the limit block 45 in the natural state of the limit spring 46, the force take-off rod 223 will not be able to be pushed when the limit block 45 reaches the bottom of the reset channel 422. After reaching the position where it cannot be pushed, pull the force take-off rod 223 to the right. The limit block 45 is compressed by the reset inclined surface 4241, and the limit block 45 passes the highest point of the pressing inclined surface 421 and returns to the initial state position.

[0051] As a specific embodiment of the present invention, refer to Figure 11The power take-off push rod 223 has an oil storage chamber 2231 inside; below the oil storage chamber 2231 is a lubrication port 2232. The diameter of the lubrication port 2232 is less than 0.5mm. By setting the diameter of the lubrication port 2232 to less than 0.5mm, and arranging 5 ports per row for a total of 3 rows, the amount of lubricating oil flowing out can be controlled each time the power take-off is shifted and the power take-off is started. This lubricates the power take-off gear 212 and the power take-off clutch gear 221, reducing their starting contact and shifting. The wear generated during acceleration is reduced, thus improving service life; the shifting component 13 includes a shifting push rod 131, a shifting fork 132, and a lubrication sleeve rod 133; the shifting push rod 131 is set above the driving gear train 11 and the driven gear train 12, and the height of each shifting push rod 131 is different; the shifting fork 132 is fixedly installed on the shifting push rod 131; one end of the lubrication sleeve rod 133 is slidably installed on the force take-off push rod 223, and the other end is slidably installed on the shifting push rod 131. The shift lever 131 includes a fixed sleeve 1311 and a shift spring 1312. The fixed sleeve 1311 is fixedly installed at both ends of the lubrication sleeve 133 connected to the shift lever 131. One end of the shift spring 1312 is fixedly connected to the fixed sleeve 1311, and the other end is fixedly connected to the lubrication sleeve 133. When shifting gears, the power take-off lever 223 remains stationary. One shift lever 131 moves, causing one lubrication sleeve 133 to slide on the power take-off lever 223, allowing lubricating oil to flow out from the lubrication port 2232. When the moving lubrication sleeve 133 contacts the other stationary lubrication sleeve 133, it compresses the shift spring 1312, causing the other lubrication sleeves 133 to slide on the shift lever 131 and the power take-off lever 223. This prevents the shift lever 131 from moving and ensures that each shift lever 131 does not affect the others during each shift.

[0052] Workflow: Push the power take-off push rod 223 to the left. The power take-off fork 224 drives the transmission gear 33 and the power take-off clutch gear 221 to slide to the left. The transmission gear 33 reaches the same speed shaft section 31 to complete the engagement. After the power take-off clutch gear 221 and the power take-off gear 212 complete the engagement, the transmission gear 33 drives the power take-off gear 212 to rotate. The power take-off gear 212 drives the power take-off shaft 211 to rotate to take off power. At the same time, the self-locking component 4 completes the self-locking. The lubrication sleeve rod 133 slides on the power take-off push rod 223 to release the lubricated power take-off gear 212 and power take-off clutch gear 221.

[0053] Specifically, when the drive shaft a rotates, the transmission gear 33 is initially located on the idle shaft section 32, pushing the power take-off push rod 223 to the left, causing the power take-off shift fork 224 to move to the left. The power take-off push sleeve 2244 causes the power take-off sleeve 222 to move to the left, and the power take-off sleeve 222 causes the power take-off clutch gear 221 to move to the left. The power take-off clutch gear 221 contacts the power take-off gear 212 to complete the engagement. At the same time, the transmission push sleeve 2242 slides to the left, causing the transmission gear 33 to slide to the left. When the internal meshing teeth 331 of the transmission gear 33 contact the external meshing teeth 311 on the same speed shaft section 31, if the two... When misaligned, the external meshing tooth 311 presses against the transmission gear 33, causing the transmission connecting rod 2243 to slide in the connecting rod groove 22413, thus compressing the depressurizing spring 22414. When the two reach the engagement position, the depressurizing spring 22414 returns to its original position and presses the transmission gear 33 to the left, causing the internal meshing tooth 331 to press against the groove end 312 on the right end of the external meshing tooth 311 to complete the groove entry action. The pressing end 313 retracts first, and when the external meshing tooth 311 enters the internal meshing tooth 331 to complete the engagement, the pressing end 313 returns to its original position and presses firmly. At this time, the transmission gear 33 rotates with the drive shaft a, driving the take-off... When the force gear 212 rotates, it drives the force take-off clutch gear 221 to rotate, which in turn drives the force take-off shaft 211 to rotate and take off power. Simultaneously, as the force take-off push rod 223 pushes to the left, the limiting block 45 moves to the left with it, causing the contraction inclined surface 451 to contact and press against the pressing inclined surface 421, thus pressing the limiting block 45 against the limiting spring 46. The block then retracts into the limiting groove 44, passes over the pressing inclined surface 421, and pops out of the limiting groove 44, completing the limiting position in the working state. Simultaneously, as the force take-off push rod 223 pushes to the left, the lubrication sleeve 133 will... The lever 23 slides on the power take-off (PTO) push rod, allowing lubricating oil to flow from the lubricating oil port 2232 to the PTO gear 212 and PTO clutch gear 221 for lubrication. When shifting gears, the PTO push rod 223 remains stationary, and one shift push rod 131 moves, causing one lubricating sleeve rod 133 to slide on the PTO push rod 223, allowing lubricating oil to flow out from the lubricating oil port 2232. When the moving lubricating sleeve rod 133 contacts the other stationary lubricating sleeve rods 133, it compresses the shift spring 1312, causing the other lubricating sleeve rods 133 to slide on the shift push rod 131 and the PTO push rod 223, allowing lubricating oil to flow out.

[0054] When the power take-off (PTO) is closed, push the PTO push rod 223 to the left to the bottom, causing the limiting block 45 to move to the left with the PTO push rod 223, compressing the return spring 425. When the return ring block 424 reaches the end of the return channel 422, the contraction inclined surface 451 and the return inclined surface 4241 press against each other, causing the limiting block 45 to retract into the limiting groove 44 again. Under the action of the return spring 425, the return ring block 424 moves to the right, and the limiting block 45 pops out of the limiting groove 44. Since the highest end face of the vertical surface of the limiting block 45 is lower than the highest end face of the left vertical surface of the locking block 42, Unable to move to the left, the power take-off push rod 223 is pulled to the right. The power take-off push rod 223 drives the limiting block 45 to move to the right. The limiting block 45 retracts into the limiting groove 44 again through the reset inclined surface 4241. At this time, as the power take-off push rod 223 continues to pull to the right, the limiting block 45 passes over the pressing inclined surface 421 and returns to its initial position. At the same time, the power take-off shift fork 224 drives the power take-off clutch gear 221 to separate from the power take-off gear 212. The transmission gear 33 moves to the right and returns to the idle speed shaft section 32 under the drive of the power take-off shift fork 224, completing the power take-off closing action.

[0055] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as defined by the appended claims and their equivalents.

Claims

1. A multi-speed transmission structure for a power-take-off motorcycle, comprising a drive shaft (a) and a driven shaft (b), and further comprising a transmission assembly (1), a power take-off assembly (2), a connecting assembly (3), and a self-locking assembly (4); the transmission assembly (1) comprises a drive gear train (11), a driven gear train (12), and a shifting member (13), the drive gear train (11) being mounted on the drive shaft (a), and the driven gear train (12) being mounted on the driven shaft (b); the power take-off assembly (2) comprises a power take-off member (21) and a start / stop member (22), the power take-off member (21) being disposed in front of the transmission assembly (1); characterized in that, The shifting component (13) is installed above the driving gear train (11) and the driven gear train (12). The start-stop component (22) is set on the drive shaft (a). The self-locking component (4) is set at the left end of the start-stop component (22). When the start-stop component (22) slides to the left, it drives the power take-off component (21) to rotate, drives the shifting component (13) to release lubricating oil, and drives the self-locking component (4) to lock to maintain the working state. When the start-stop component (22) continues to push to the left and then pulls to the right, it stops the power take-off component (21) from rotating and drives the self-locking component (4) to reset. The power take-off component (21) includes a power take-off shaft (211) and a power take-off gear (212); the power take-off shaft (211) has a transmission shaft section (2111) at its left end and a meshing shaft section (2112) in its middle section; the power take-off gear (212) is rotatably mounted on the transmission shaft section (2111); the start / stop component (22) includes a power take-off clutch gear (221), a power take-off sleeve (222), a power take-off push rod (223), and a power take-off shift fork (224); the power take-off clutch gear (221) is mounted on the meshing shaft section (2112); the power take-off sleeve (222) is mounted on the outer ring of the power take-off clutch gear (221); the power take-off push rod (223) is located above the power take-off shaft (211), and the power take-off shift fork (224) is mounted on the power take-off push rod (223); The power take-off push rod (223) has an oil storage chamber (2231) inside; a lubrication port (2232) is provided below the oil storage chamber (2231), and the diameter of the lubrication port (2232) is less than 0.5mm; the shifting component (13) includes a shifting push rod (131), a shifting fork (132) and a lubrication sleeve rod (133); the shifting push rod (131) includes a fixed sleeve (1311) and a shifting spring (1312); The shift fork (132) is fixedly mounted on the shift push rod (131). One end of the lubrication sleeve rod (133) is slidably mounted on the force take-off push rod (223), and the other end is slidably mounted on the shift push rod (131). The fixed sleeve (1311) is fixedly mounted on both ends of the side where the lubrication sleeve rod (133) is connected to the shift push rod (131). One end of the shift spring (1312) is fixedly connected to the fixed sleeve (1311), and the other end is fixedly connected to the lubrication sleeve rod (133).

2. The multi-speed transmission structure for a power-take-off motorcycle according to claim 1, characterized in that: The connecting assembly (3) includes a constant speed shaft section (31), an idle speed shaft section (32), and a transmission gear (33); the constant speed shaft section (31) is located at the left end of the drive shaft (a); the idle speed shaft section (32) includes a connecting section (321), a rotor (322), and a rotating ring (323); the connecting section (321) is located inside the drive shaft (a) and has rounded corners at both ends; the rotor (322) is rotatably mounted on the connecting section (321); the rotating ring (323) is rotatably mounted on the outer ring of the rotor (322), and the outer diameter of the rotating ring (323) is equal to the diameter of the drive shaft (a); the transmission gear (33) is slidably mounted on the idle speed shaft section (32) and the transmission gear (33).

3. The multi-speed transmission structure for a power-take-off motorcycle according to claim 2, characterized in that: The same-speed shaft section (31) includes an external meshing tooth (311), a groove end (312), and a clamping end (313); the external meshing tooth (311) is located on the left side of the idle shaft section (32); the groove end (312) is located on the right side of the external meshing tooth (311) and has a semi-elliptical structure; the clamping end (313) is located on the outer ring surface of the external meshing tooth (311), and its outer surface transitions from a straight section from left to right to an arc-shaped protruding section structure.

4. The multi-speed transmission structure for a power-take-off motorcycle according to claim 2, characterized in that: The transmission gear (33) includes an internal meshing tooth (331), a rotating groove (332), a ball semi-groove (333), and an inner ring ball (334). The internal meshing tooth (331) is located on the left end of the inner wall of the gear and cooperates with the external meshing tooth (311). Its cross-section is trapezoidal and has a rounded corner on the left end face. The rotating groove (332) is located on the right end of the inner wall of the gear. The ball semi-groove (333) is located on the right end face of the internal meshing tooth (331). The inner ring ball (334) is rotatably installed in the ball semi-groove (333).

5. The multi-speed transmission structure for a power-take-off motorcycle according to claim 1, characterized in that: The power take-off fork (224) includes a mounting sleeve (2241), a transmission push sleeve (2242), a transmission connecting rod (2243), and a power take-off push sleeve (2244). The mounting sleeve (2241) is mounted on the power take-off push rod (223). The transmission push sleeve (2242) includes a push end (22441), a rotating slider (22442), and a rotating ball half-groove (22443). The push end (22441) is mounted on the transmission gear (3). 3) In the inner ring, the rotating slider (22442) is rotatably installed in the rotating groove (332), and the second rotating ball half groove (22443) is opened on the left end face of the push end (22441) and cooperates with the first rotating ball half groove (333); one end of the transmission connecting rod (2243) is connected to the transmission push sleeve (2242), and the other end is connected to the mounting sleeve (2241); the force take-off push sleeve (2244) is connected to the force take-off sleeve (222).

6. The multi-speed transmission structure for a power-take-off motorcycle according to claim 5, characterized in that: The mounting sleeve (2241) includes a sleeve body (22411), a locking hole (22412), a connecting rod groove (22413), and a pressure-relieving spring (22414); the sleeve body (22411) is mounted on the force-taking push rod (223); the locking hole (22412) is formed on the sleeve body (22411); the connecting rod groove (22413) is formed on the side of the sleeve body (22411); one end of the pressure-relieving spring (22414) is connected to the tail end of the connecting rod groove (22413), and the other end is connected to the tail end of the transmission connecting rod (2243).

7. The multi-speed transmission structure for a power-take-off motorcycle according to claim 1, characterized in that: The self-locking assembly (4) includes a locking groove (41), a locking block (42), a locking screw (43), a limiting groove (44), a limiting block (45), a limiting spring (46), and a right-side limiting block (47); the locking groove (41) is formed on the outer ring of the force take-off push rod (223); the locking block (42) is installed in the locking groove (41), and a pressing inclined surface (421) is provided on the upper right; the locking screw (43) is threaded to the side wall of the locking block (42); the limiting groove (44) is formed in the locking groove. (41) Middle part; The limiting block (45) is vertically slidably installed in the limiting groove (44), and a contraction slope (451) that cooperates with the pressing slope (421) is provided on the lower left. The highest point of the contraction slope (451) is lower than the highest end of the locking block (42); One end of the limiting spring (46) is fixedly connected to the limiting block (45), and the bottom of the limiting groove (44) is fixedly connected to it. The right limiting block (47) is threadedly connected to the locking screw (43) and is located at the leftmost end of the locking groove (41).

8. The multi-speed transmission structure for a power-take-off motorcycle according to claim 7, characterized in that: The locking block (42) further includes a reset channel (422), a reset slide rod (423), a reset ring block (424), and a reset spring (425); the reset channel (422) is opened on the side wall of the locking block (42), the reset slide rod (423) is arranged in the reset channel (422), the reset ring block (424) is slidably installed on the reset slide rod (423), the reset ring block (424) is a ring structure, and the outer ring is provided with a reset inclined surface (4241); one end of the reset spring (425) is fixedly connected to the tail end of the reset channel (422), and the other end is fixedly connected to the reset ring block (424).

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