Bicycle middle axle transmission controlled by differential mechanism

Abstract

A bicycle center shaft transmission controlled by a differential mechanism is characterized in that the bicycle center shaft transmission is provided with a control ring type gear shifting executing mechanism and a differential control mechanism, and the control ring type gear shifting executing mechanism comprises a power shaft, a pawl, a pawl spring, a control ring 1, a control ring 2, a left end supporting ring and a right end supporting ring; the differential control mechanism is a group of two-stage parallel planetary gear structures, and the gear parameters of the two-stage planetary gear structures are completely the same.

Description

Technical Field

[0001] This technology belongs to the field of bicycle middle shaft transmission, further belongs to the field of bicycle middle shaft internal transmission, and further belongs to the field of bicycle middle shaft column internal transmission. Background Art

[0002] In the specification of the application publication number CN118991998A, the transmission is controlled by a fork clutch, and its structure occupies a large axial space and radial space, which limits the application of the bicycle mid-shaft multi-speed transmission. The present technology is to solve the above problems by applying a differential control mechanism and a control ring shift actuator. Summary of the invention

[0003] A bicycle middle shaft transmission using a differential mechanism control, characterized in that: it has a control ring type shift actuator and a differential control mechanism, the control ring type shift actuator comprises a power shaft, a ratchet, a ratchet spring, a control ring 1, a control ring 2, a left end support ring, and a right end support ring; The differential control mechanism is a set of two-stage parallel planetary gear structures, and the gear parameters of the two-stage planetary gear structures are exactly the same.

[0004] There are three main parts in the planetary gear structure of the differential control mechanism, including a planetary gear carrier, a central gear, and a ring gear. One of the main parts is a parallel part of the two-stage planetary gear structure, one main part is the power input part of the control mechanism, and one main part is the linkage part between the control mechanism and the actuator. The functions of the three main parts can be selected according to design requirements. For the convenience of description, this case selects the planetary gear carrier as the parallel part of the differential control mechanism, the ring gear as the power input part of the control mechanism, and the central gear as the linkage part between the control mechanism and the actuator.

[0005] The differential control mechanism described herein is an integrated structure of a two-stage planetary gear carrier, one gear ring is connected to the frame for anti-rotation, which is called the control ring side gear ring, one gear ring is a shift power input component, which is called the power shaft side gear ring and is frictionally connected to the frame, the central gear meshing with the control ring side gear ring is called the control ring side central gear and is anti-rotationally connected to the control ring, the central gear meshing with the power shaft side gear ring is called the power shaft side central gear and is anti-rotationally connected to the power shaft.

[0006] The control ring type shift actuator is provided with a group of circumferential cams with set arc length on the outer circumferential surface of the middle section of the power shaft, and a whole circumferential groove is provided between each cam to achieve axial isolation. Each cam is provided with a vacant position for installing a pawl and a hole for installing a pawl spring, and an axial groove for accommodating the pawl is provided on the inner circumferential surface of the corresponding pawl tooth portion of the power shaft.

[0007] The control ring type shift actuator described herein has a pawl provided with a semicircular seat portion, a pointed tooth portion, and a controlled pawl portion. The outer circumferential surface of the pawl portion and the inner circumferential surface of the pawl are on the same circumference, and the pawl portion of the pawl extends out of the pawl end surface at both ends of the axial direction. The pawl is installed in the empty position of the power shaft cam, and the pawl spring is installed in the hole position of the power shaft pawl spring. The two axial end surfaces of the pawl are aligned with the two end surfaces of the power shaft cam. The outer circumferential surface of the pawl is on the same circumferential surface as the outer circumferential surface of the power shaft cam in its non-working state, and the inner circumferential surface of the pawl is on the same circumferential surface as the bottom surface of the circumferential groove of the power shaft. The pawl portion of the pawl extends out of the end surface of the power shaft cam at both ends of the axial direction and enters the circumferential groove portion. The outer circumferential surface of the pawl portion and the bottom surface of the circumferential groove are on the same circumferential surface, and the inner circumferential surface of the pawl portion is embedded in the axial groove portion of the power shaft.

[0008] The control ring type shift actuator described above has a control ring which is a component assembled from a control ring 1, a control ring 2, a left support ring, and a right support ring. The control ring 1 and the control ring 2 are two semicircular palm-shaped rings, which have a finger portion, a finger groove portion, a palm portion, and an axial extension platform. The control ring 1 and the control ring 2 are sleeved on the power shaft with their palm portions facing each other and their fingertips facing each other, and are buckled into a whole ring, and are locked with a left support ring and a right support ring. The finger portion of the control ring is inserted into the circumferential groove portion of the power shaft, and the finger groove portion of the control ring is aligned with the end face of the power shaft cam. The outer circumferential surface of the control ring and the outer circumferential surface of the cam are on the same circumferential surface, the inner circumferential surface of the control ring and the bottom surface of the circumferential groove are on the same circumferential surface, and a pawl space for accommodating the pawl is provided at a corresponding position on the inner circumferential surface of the control ring. The control ring can be controllably rotated within a set angle relative to the power shaft. During the gear shifting process, the control ring rotates relative to the power shaft. In the gear holding stage after the gear shifting is completed, the control ring and the power shaft must rotate synchronously. As for whether the control ring and the power shaft rotate relative to each other or synchronously, it is controlled by the differential mechanism.

[0009] The differential control mechanism, in the gear holding stage after the gear shifting process is completed, the control ring side gear ring is connected to the frame in a rotationally-resistant manner, the power shaft side gear ring is frictionally-resistant to the frame, and the power of the power shaft is transmitted to the control ring side gear sun gear through the power shaft side sun gear, the power shaft side planetary gear, the planetary gear carrier, the control ring side planetary gear, and then to the control ring side sun gear, so that the power shaft and the control ring rotate synchronously; During the gear shifting process, the gear ring on the power shaft side is input with the gear shifting torque and overcomes the friction torque between it and the frame to achieve rotation. The rotational torque of the gear ring on the power shaft side is superimposed on the torque of the central gear on the power shaft side, so that the control ring achieves relative rotation with respect to the power shaft, completing the gear shifting action. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is an axonometric view of the transmission in this technical embodiment.

[0011] Figure 2It is an overall cross-sectional view of the transmission in the embodiment of this technology.

[0012] Figure 3 It is a cross-sectional view of the crankshaft assembly of the transmission in the present technical embodiment.

[0013] Figure 4 This is an exploded view of the crankshaft core of the transmission in the present technical embodiment.

[0014] Figure 5 It is a front view of the transition gear shaft assembly of the transmission in this technical embodiment.

[0015] Figure 6 It is a cross-sectional view of the left end cover assembly of the transmission in the present technical embodiment.

[0016] Figure 7 It is a cross-sectional view of the right end cover assembly of the transmission in this technical embodiment.

[0017] The serial numbers and names of parts and components in the drawings of the specification.

[0018] Figure 2 Among them, 01 is the crankshaft assembly of the transmission, 02 is the cable cover of the transmission, 03 is the connecting bolt of the cable cover, 04 is the left end cover assembly of the transmission, 05 is the transition gear shaft assembly of the transmission, 06 is the transmission housing, 07 is the right end cover assembly of the transmission, 08 is the transmission housing connecting bolt, 09 is the chainring, 10 is the chainring adjustment ring, 11 is the chainring retaining spring, and 12 is the connecting bolt between the control ring side gear ring of the differential mechanism and the left end cover.

[0019] Figure 3 Among them, 01 / 01 is the crankshaft of the transmission, 01 / 02 is the retaining ring on the crankshaft, 01 / 03 is the central gear on the control ring side of the differential mechanism, 01 / 04 is the left end support ring of the control ring, 01 / 05 is the 10th gear input stage central gear of the transmission, 01 / 06 is the 10th gear pawl of the transmission, 01 / 07 is the control ring 1 of the transmission, 01 / 08 is the 2nd gear input stage central gear of the transmission, 01 / 09 is the 2nd gear pawl of the transmission, 01 / 10 is the right end support ring of the control ring, 01 / 11 is the 1st gear input stage central gear of the transmission, 01 / 12 is the 1st gear one-way bearing of the transmission, and 01 / 13 is the control ring 2 of the transmission.

[0020] Figure 5Among them, 05 / 01 is the transition gear shaft of the transmission, 05 / 02 is the bearing isolation sleeve, 05 / 03 is the 10th gear input stage transition gear of the transmission, 05 / 04 is the 2nd gear input stage transition gear of the transmission, 05 / 05 is the intermediate isolation sleeve of the transition gear shaft, 05 / 06 is the 1st gear input stage transition gear of the transmission, 05 / 07 is the output stage transition gear of the transmission, and 05 / 08 is the transition gear shaft retaining ring.

[0021] Figure 6 Among them, 04 / 01 is the left end cover of the transmission, 04 / 02 is the left end bearing of the transmission, 04 / 03 is the shift power input sleeve of the transmission, 04 / 04 is the left end thrust bearing of the transmission, 04 / 05 is the left end needle bearing of the transmission, 04 / 06 is the extreme gear limit column of the transmission, 04 / 07 is the gear locking spring of the transmission, 04 / 08 is the gear locking steel ball of the transmission, 04 / 09 is the cable fixing ring of the transmission, 04 / 10 is the planetary gear on the crankshaft side of the differential mechanism of the transmission, 04 / 11 is the planetary gear shaft of the differential mechanism, 04 / 12 is the planetary gear retaining ring of the differential mechanism, 04 / 13 is the planetary gear on the control ring side of the differential mechanism, 04 / 14 is the central gear on the crankshaft side of the differential mechanism, 04 / 15 is the planetary gear carrier of the differential mechanism, and 04 / 16 is the ring gear on the control ring side of the differential mechanism.

[0022] Figure 7 Among them, 07 / 01 is the right end cover of the transmission, 07 / 02 is the transition gear shaft bearing of the transmission, 07 / 03 is the right end bearing of the transmission, 07 / 04 is the output stage center gear of the transmission, 07 / 05 is the power output sleeve of the transmission, 07 / 06 is the right end thrust bearing of the transmission, and 07 / 07 is the right end needle bearing of the transmission. DETAILED DESCRIPTION

[0023] The implementation case of this technology is a bicycle mid-mounted fixed-axis 10-speed column transmission controlled by a differential mechanism. The implementation case is only used to illustrate a specific implementation method of this technology. Any mechanism connection method and name in the case and description cannot limit the patent protection scope of this technology. All those within the scope of the claims of this technology are protected by the patent law.

[0024] Now, in conjunction with the drawings of the specification, the parts, components and their connection methods and functions in the drawings are further explained.

[0025] Attached Figure 1In the figure, the transmission housing is composed of a left end cover, an outer shell, and a right end cover, which are connected into a whole by a group of pin bolts. The transmission housing is arranged at the five-way position of the bicycle middle axis, and the transmission housing replaces the five-way. The transmission outer shell is fixedly connected to the bicycle frame. The crankshaft is the power input part of the transmission. The power output sleeve and the toothed sprocket arranged at the right end of the transmission are the power output parts of the transmission. The transmission shift power input sleeve arranged at the left end is the control power input part.

[0026] Attached Figure 2 Among them, 01 is a transmission crankshaft assembly, the left end of which is supported on the inner circumference of the shift power input sleeve by a left end thrust bearing and a left end needle bearing, and the right end is supported on the inner circumference of the power output sleeve by a right end thrust bearing and a right end needle bearing; 02 is a transmission cable cover, which is fixedly connected to the left end cover by a cable cover connecting bolt, and the shift cable (not shown) is led out from the cable cover, and the inner circumference of the cable cover is provided with a gear limit position limit groove and a gear locking groove along the circumferential direction; 04 is a transmission left end cover assembly, which supports the shift power input sleeve by a left end bearing ; 05 is the transition gear shaft assembly of the transmission, which is supported on the left and right end covers through the transition gear shaft bearings at both ends. There are three groups of transition gear shaft assemblies, which are planetarily evenly distributed on the outer periphery of the crank shaft; 07 is the right end cover assembly of the transmission, which supports the power output sleeve of the transmission through the right end bearing; 09 is the toothed sprocket of the transmission, which is fixedly connected to the power output sleeve of the transmission and transmits power to the rear hub through a chain (not shown); 12 is the control ring side gear ring connecting bolt of the differential mechanism, and the gear ring on the control ring side of the differential mechanism is anti-rotationally connected to the left end cover.

[0027] Attached Figure 3 This is a cross-sectional view of the crankshaft assembly of the transmission. Figure 4It is an exploded view of the crankshaft core assembly, 01 / 01 is the crankshaft of the transmission, nine arc-shaped cams with spacing grooves are arranged on the outer circumference of the middle section, each arc-shaped cam is provided with a vacant position for installing a pawl, and radial holes for the pawl spring and axial grooves for the pawl of the pawl are arranged on the corresponding bottom circumference; 01 / 03 is the central gear on the control ring side of the differential mechanism, which is anti-rotationally connected to the control ring; 01 / 04 and 01 / 11 are control ring 1 and control ring 2, respectively. Control ring 1 and control ring 2 are two semicircular hand-shaped buckles, control ring 1 and control ring 2 have ten fingers and nine finger grooves respectively, and are connected into a whole through a palm respectively, the fingertips and palm of control ring 1 and the fingertips and palm of control ring 2 are buckled into a whole ring, and are mounted on the power shaft, and are buckled and connected through the left end support ring of the control ring and the right end support ring of the control ring, the outer circumference of the control ring and the outer circumference of the crankshaft cam are in a circle The inner circumference of the control ring and the bottom surface of the crankshaft groove are on the same circumference, the fingers of the control ring are buckled into the groove of the crankshaft, and the corresponding fingers on the inner circumference of the control ring are provided with spaces for the claws of the pawls to expand outward; 01 / 06 is a pawl and a pawl spring, the pawl is provided with a semicircular arc seat, a pointed tooth portion and a claw portion for being controlled, the pawl is bounced up and expanded by the pawl spring when not being controlled, and its tooth portion meshes with the inner ratchet of the central gear. After the control ring is installed, the pawl is The inner circumference of the control ring presses and pushes its claw part to retract, and the ratchet can only be expanded when the claw part of the pawl is aligned with the groove part of the inner circumference of the control ring. The rotation process of the control ring relative to the crankshaft is the process of shifting gears, and the process of synchronous rotation of the control ring and the crankshaft is the process of maintaining the gear position. The initial position and extreme position of the control ring relative to the crankshaft have the function of shifting limit; 01 / 05 is the 10th gear input stage center gear of the transmission, and 01 / 08 is the 2nd gear input stage center gear of the transmission. The 2nd to 10th gear input stage center gears of the transmission are all meshed with the corresponding input stage transition gears on the outer periphery, and a ratchet is arranged on the inner periphery, which can be controllably meshed with the corresponding pawl; 01 / 11 is the 1st gear input stage center gear of the transmission, and 01 / 12 is the 1st gear one-way bearing of the transmission. The 1st gear input stage center gear of the transmission is connected to the crankshaft through a one-way bearing. In other gears, its one-way bearing is in an overrunning state.

[0028] Figure 5 It is a transmission transition gear shaft assembly, which has ten input stage transition gears arranged from left to right, and an output stage transition gear arranged at the rightmost end. All 11 gears are fixedly connected to the transition gear shaft through splines and rotate synchronously;

[0029] Figure 6It is the left end cover assembly of the transmission. 04 / 01 is the left end cover of the transmission. Its outer periphery is fixedly connected to the outer casing of the transmission through a group of pin bolts, and its inner periphery supports the shift power input sleeve of the transmission through the left end bearing of the transmission. 04 / 03 is the shift power input sleeve of the transmission. Its outer periphery is supported on the left end cover through the left end bearing, and its inner periphery supports the crankshaft through the left end thrust bearing and the left end needle bearing. A gear ring is arranged on the inner periphery of the lower end of the shift power input sleeve, and a differential mechanism is assembled therewith. The shift power input sleeve has the function of the crankshaft side gear ring of the differential mechanism. The outer periphery of the end is provided with a wire drawing groove, a gear locking hole, and an extreme gear pin hole in sequence, and a wire drawing fixing ring, a gear locking assembly, and an extreme gear limit pin are installed in sequence; 04 / 10 is the planetary gear on the crankshaft side of the differential mechanism, 04 / 11 is the planetary gear shaft of the differential mechanism, 04 / 13 is the planetary gear on the control ring side of the differential mechanism, 04 / 14 is the central gear on the crankshaft side of the differential mechanism, which is connected to the crankshaft for anti-rotation, 04 / 15 is the planetary gear carrier of the differential mechanism, 04 / 16 is the gear ring on the control ring side of the differential mechanism, which is connected to the left end cover for anti-rotation by bolts;

[0030] The differential control mechanism of the transmission is composed of two planetary gear mechanisms with the same gear parameters in parallel. Among the three major parts of the planetary gear mechanism, one is an integrated structure. In this case, the planetary gear frame is selected as an integrated structure; one of the three major parts of the planetary gear mechanism is a power linkage mechanism. The center gear selected in this case is the power linkage mechanism, one of the center gears is connected to the crankshaft, which is called the crankshaft side center gear, and the other center gear is connected to the control ring, which is called the control ring side center gear. One of the three major parts of the planetary gear mechanism is a control power input component, and in this case, a ring gear is selected, one of the ring gears is the control power input component, and the other ring gear is fixedly connected to the frame; the differential mechanism of the transmission can realize the relative rotation of the crankshaft and the control ring during the gear shifting process, and make the crankshaft and the control ring rotate synchronously during the gear maintaining process.

[0029] Figure 7 It is the right end cover assembly of the transmission, 07 / 01 is the right end cover, its outer periphery is fixedly connected to the transmission housing by a set of pin bolts, the inner periphery of the right end cover supports the power output sleeve of the transmission through the right end bearing, 07 / 05 is the power output sleeve of the transmission, it supports the crankshaft through the right end thrust bearing and the right end needle bearing on the inner periphery, the left end of its outer periphery is fixedly connected to the power output stage center gear of the transmission, and the right end of its outer periphery is fixedly connected to the chainring sprocket.

[0030] The power transmission route of the 1st gear of the transmission is crankshaft - one-way bearing - 1st gear input stage center gear - 1st gear input stage transition gear - transition gear shaft - output stage transition gear - output stage center gear - power output sleeve - chainring sprocket. In the 1st gear state, all pawls are in the retracted state, and the corresponding input stage center gear is in the idling state.

[0031] The power transmission route of the 2nd gear of the transmission is crankshaft—2nd gear pawl—2nd gear input stage center gear—2nd gear input stage transition gear—transition gear shaft—output stage transition gear—output stage center gear—power output sleeve—chainplate sprocket. Its one-way bearing is in the overrun state, and the other pawls are in the retracted state. The power transmission routes of other gears are similar.

[0032] A bicycle mid-mounted fixed-axle 10-gear column transmission using a differential mechanism control, the transmission parameters of which are as follows: Gear ratio step speed range 1st gear 1: 0.604 2nd gear 1: 0.714 18.2 3rd gear 1: 0.844 18.2 4th gear 1: 1.000 18.5 5th gear 1: 1.190 19.0 6th gear 1: 1.428 20.0 7th gear 1: 1.734 21.4 8th gear 1: 2.142 23.5 9th gear 1: 2.713 26.7 10th gear 1: 3.570 31.6 591%.

[0033] The beneficial effects of this technical solution: the 10-gear bicycle mid-shaft column transmission designed according to this technical solution has a shell size of Φ95*90, a speed range of 591%, a weight of 1537 grams, and a bicycle Q value of 168.

Claims

1. A bicycle middle shaft transmission controlled by a differential mechanism, characterized in that: The invention has a control ring type shift actuator and a differential control mechanism, wherein the control ring type shift actuator comprises a power shaft, a ratchet, a ratchet spring, a control ring 1, a control ring 2, a left end support ring, and a right end support ring; The differential control mechanism is a set of two-stage parallel planetary gear structures, and the gear parameters of the two-stage planetary gear structures are exactly the same.

2. A bicycle middle shaft transmission controlled by a differential mechanism according to claim 1, characterized in that: There are three main parts in the planetary gear structure of the differential control mechanism, including a planetary gear carrier, a central gear, and a ring gear. One of the main parts is a parallel part of the two-stage planetary gear structure, one main part is the power input part of the control mechanism, and one main part is the connecting part between the control mechanism and the actuator. The functions of the three main parts can be selected according to design requirements. For the convenience of description, this case selects the planetary gear carrier as the parallel part of the differential control mechanism, the ring gear as the power input part of the control mechanism, and the central gear as the linkage part between the control mechanism and the actuator.

3. A bicycle middle shaft transmission controlled by a differential mechanism according to claim 2, characterized in that: In the differential control mechanism, the two-stage planetary gear carrier is an integrated structure, one ring gear is connected to the frame for anti-rotation, which is called the control ring side ring gear, and the other ring gear is a shift power input component, which is called the power shaft side ring gear and is frictionally connected to the frame. The central gear meshing with the control ring side ring gear is called the control ring side central gear and is anti-rotationally connected to the control ring, and the central gear meshing with the power shaft side ring gear is called the power shaft side central gear and is anti-rotationally connected to the power shaft.

4. A bicycle middle shaft transmission controlled by a differential mechanism according to claim 1, characterized in that: The control ring type shift actuator is provided with a group of circumferential cams with set arc length on the outer periphery of the middle section of the power shaft, and a whole circumferential groove is provided between each cam to achieve axial isolation. Each cam is provided with a vacant position for installing a pawl and a hole for installing a pawl spring, and an axial groove for accommodating the pawl is provided on the inner peripheral surface of the corresponding pawl tooth portion of the power shaft.

5. A bicycle middle shaft transmission controlled by a differential mechanism according to claim 1, characterized in that: The control ring type shift actuator described herein has a pawl provided with a semicircular seat portion, a pointed tooth portion, and a controlled pawl portion. The outer circumferential surface of the pawl portion and the inner circumferential surface of the pawl are on the same circumferential surface, and the pawl portion of the pawl extends out of the end surface of the pawl at both ends of the axial direction. The pawl is installed in the empty position of the power shaft cam, and the pawl spring is installed in the hole position of the power shaft pawl spring. The two axial end surfaces of the pawl are aligned with the two end surfaces of the power shaft cam. The outer circumferential surface of the pawl is on the same circumferential surface as the outer circumferential surface of the power shaft cam in its non-working state, and the inner circumferential surface of the pawl is on the same circumferential surface as the bottom surface of the circumferential groove of the power shaft. The pawl portion of the pawl extends out of the end surface of the power shaft cam at both ends of the axial direction and enters the circumferential groove portion. The outer circumferential surface of the pawl portion and the bottom surface of the circumferential groove are on the same circumferential surface, and the inner circumferential surface of the pawl portion is embedded in the axial groove portion of the power shaft.

6. A bicycle middle shaft transmission controlled by a differential mechanism according to claim 1, characterized in that: The control ring type shift actuator described above has a control ring which is a component assembled from a control ring 1, a control ring 2, a left support ring, and a right support ring. The control ring 1 and the control ring 2 are two semicircular palm-shaped rings, which have a finger portion, a finger groove portion, a palm portion, and an axial extension platform. The control ring 1 and the control ring 2 are mounted on the power shaft with their palm portions facing each other and their fingertips facing each other, and are buckled into a whole ring, and are locked with a left support ring and a right support ring. The finger portion of the control ring is inserted into the circumferential groove portion of the power shaft, and the finger groove portion of the control ring is aligned with the end face of the power shaft cam. The outer circumferential surface of the control ring and the outer circumferential surface of the cam are on the same circumferential surface, the inner circumferential surface of the control ring and the bottom surface of the circumferential groove are on the same circumferential surface, and a claw portion space for accommodating the pawl is provided at a corresponding position on the inner circumferential surface of the control ring. The control ring can be controllably rotated within a set angle relative to the power shaft. During the gear shifting process, the control ring rotates relative to the power shaft. In the gear holding stage after the gear shifting is completed, the control ring and the power shaft must rotate synchronously. As for whether the control ring and the power shaft rotate relative to each other or synchronously, it is controlled by the differential mechanism.

7. A bicycle middle shaft transmission controlled by a differential mechanism according to claim 3, characterized in that: The differential control mechanism, in the holding stage after the shifting process is completed, the control ring side gear ring is connected to the frame in an anti-rotational manner, the power shaft side gear ring is connected to the frame in a frictional anti-rotational manner, and the power of the power shaft is transmitted to the control ring side central gear through the power shaft side central gear, the power shaft side planetary gear, the planetary gear carrier, the control ring side planetary gear, and then to the control ring side central gear, so that the power shaft and the control ring rotate synchronously; During the gear shifting process, the gear ring on the power shaft side is input with the gear shifting torque and overcomes the friction connection torque between it and the frame to achieve rotation. The rotational torque of the gear ring on the power shaft side is superimposed on the torque of the central gear on the power shaft side, so that the control ring achieves relative rotation with respect to the power shaft, completing the gear shifting action.

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