Gear adjusting device, transmission and gear control method

Abstract

The invention relates to the technical field of transmissions, in particular to a gear adjusting device, a transmission and a gear control method.The gear adjusting device comprises a shaft sleeve, a plurality of gear shifting gears and a mandrel, and when the mandrel rotates and a sliding-in part of a pawl enters a corresponding gear driving part, a protruding part of the pawl bounces to be buckled with a corresponding inner tooth groove; when the sliding-in part of the pawl enters the outer wall of the mandrel, the protruding part is separated from the inner tooth groove. According to the gear shifting mechanism, the inner tooth groove structure of the gear shifting gear is matched with the pawl structure, in the gear shifting process, the pawl structure of the previous gear can be pried away from the corresponding inner tooth groove of the gear shifting gear through the edge of the gear driving part of the central spindle, and the effect that the pawl structure is not stopped when a load is shifted up and down is achieved. The speed reducer has the advantages of quick gear shifting response, high transmission efficiency, wide speed ratio, load shifting up, light load shifting down and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of transmissions, and in particular to a gear adjustment device, a transmission and a gear control method. Background Art

[0002] When riding a bicycle across different sections of road, in order to maintain efficient power output, the transmission is often required to adjust the gear to obtain the best power match under the current road conditions with minimal input.

[0003] As a new type of transmission device, the internal transmission generally includes components such as a spindle, an input mechanism, an output mechanism, a planetary gear system, and a shift mechanism. The shift mechanism adjusts the transmission relationship between gears to achieve the switching of transmission paths under different gear ratios. When the rider steps on the pedals, the force is transmitted to the input mechanism, and then the planetary gear mechanism is controlled to rotate a specific angle through the pull rope mechanism to drive the shift mechanism to clutch the corresponding gears, thereby changing the gear transmission path and achieving different transmission ratios. Finally, these forces are transmitted to the bicycle's toothed disc (sprocket) and chain through the output mechanism to complete the speed change operation of different gears.

[0004] However, the structural design of the internal transmission in the prior art still has the following problems: 1. It is necessary to stop the foot during the process of shifting up and down. For example, a 3*5 gear has 15 gears, and it is necessary to stop the foot during the process of shifting up and down. For example, when the 5th gear is shifted to the 6th gear, since the output gear is at the highest speed ratio, it is necessary to stop stepping on the pedal (also called stopping the foot) at this time, so that the mandrel and the gear are in a non-load state, and then the mandrel can be driven to shift gears; the same is true when the 10th gear is shifted to the 11th gear; 2. In the process of downshifting, not only the foot must be stopped, but also the pedal must be stepped on in the opposite direction at a certain angle (reverse foot). For example, when the pedal crankshaft is 90° with the ground, it is difficult for the rider to exert force. The pedal is stepped backward in the opposite direction, that is, the reverse pedal is adjusted to a certain angle, so that the rider can obtain a better force position. At this time, due to the process of shifting, the sole of the foot will appear to be stepped on empty. In the process of stopping and reversing the foot, power loss and speed reduction will be caused, and it will be laborious when starting again. Therefore, the existing internal transmission cannot achieve the effect of load shifting up and down, affecting the comfort and experience of riding.

[0005] Therefore, there is an urgent need in the art for a new type of speed change device to solve the above limitations of the prior art transmission. Summary of the invention

[0006] In order to solve the problems in the prior art of transmission shifting that the driver needs to stop during the process of shifting gears under load, resulting in power loss, difficulty in meeting the needs of complex roads, and poor riding experience, the present invention provides a gear adjustment device and a transmission, which have the characteristics of being able to shift gears under load without stopping and providing a good riding experience.

[0007] A gear adjustment device, comprising:

[0008] A shaft sleeve, wherein a plurality of mounting holes are provided on the shaft sleeve, and a mounting groove is provided at one end of the mounting hole;

[0009] A plurality of shift gears, which are rotatably mounted on the shaft sleeve and correspond to the position of the ratchet pawls; the inner rings of the shift gears are all circumferentially provided with internal tooth grooves, which are tooth grooves of circular arc teeth; the number of ratchet pawls is equal to the total number of the shift gears, one end of the ratchet pawl is provided with a protrusion, the other end is provided with a sliding portion, and the middle part of the ratchet pawl is rotatably mounted in the mounting groove; the shift gears include a shift gear M for meshing with the input gear and a shift gear N for meshing with the output gear, and the total number of the shift gears M and the shift gear N is equal to the number of available gears plus one; the tooth top circle diameter of each shift gear M increases toward the power input direction, and the tooth top circle diameter of each shift gear N decreases toward the power input direction;

[0010] On the shaft sleeve, the ratchet corresponding to the shift gear M and the ratchet corresponding to the shift gear N are arranged in opposite directions;

[0011] A core shaft, an outer wall of the core shaft is provided with a gear driving part along the axial direction, the gear driving part includes a plurality of first driving parts and a second driving part and a third driving part located at both ends of the first driving part, and adjacent first driving parts are evenly distributed along the circumference of the core shaft at an angle; the total number of the first driving parts, the second driving parts, and the third driving parts matches the number of the shift gears;

[0012] An elastic member is provided between the bottom of the protruding portion of the pawl and the mounting groove, for bouncing the end and moving the sliding portion of the pawl along the rotation path of the gear driving portion;

[0013] When the core shaft rotates, the sliding portion of the pawl enters the corresponding gear driving portion, and the protruding portion of the pawl pops up and engages with the corresponding inner tooth groove; when the sliding portion of the pawl enters the outer wall of the core shaft, the protruding portion disengages from the inner tooth groove;

[0014] During the process of shifting up from the first gear, when the sliding portion of the ratchet corresponding to the third driving part slides in the third driving part, the shift gear M engages with the ratchet corresponding to the shift gear M one by one in a direction away from the power input; when the sliding portion of the ratchet corresponding to the second driving part slides in the second driving part, the shift gear N engages with the ratchet corresponding to the shift gear N one by one in a direction away from the power input, thereby achieving a gradual increase in the speed ratio of each gear during the shifting process.

[0015] Furthermore, when the core shaft rotates and the sliding part of the pawl enters the gear driving part, the protrusion of the pawl pops up and engages with the corresponding internal tooth groove. At this time, the line connecting the upper contact point of the tooth profile of the pawl and the internal tooth groove and the center of the sleeve is L, and the connection between the upper contact point of the tooth profile of the pawl and the internal tooth groove and the lower contact point of the tooth profile of the pawl and the internal tooth groove is B. The angle between the line L and the line B is 20°-40°.

[0016] Furthermore, the angle between the connecting line L and the connecting line B is 37°.

[0017] Further, the angle between adjacent first drive parts along the circumference of the core shaft is 360° / n, where n is the number of available gears; or, when n is less than or equal to 6, or less than 5, the angle between adjacent first drive parts along the circumference of the core shaft is 60°, or when n is less than or equal to 5, the angle between adjacent first drive parts along the circumference of the core shaft is 72°, or when n is equal to 4, the angle between adjacent first drive parts along the circumference of the core shaft is 90°.

[0018] Furthermore, the numbers of the mounting grooves, the ratchet pawls, and the shift gears are matched, and are all more than two, and adjacent mounting grooves are arranged opposite to each other at 180 degrees.

[0019] Furthermore, one or more positioning grooves are circumferentially provided on the inner side of one end of the sleeve, and an elastic clamp matching the positioning groove is correspondingly provided on the core shaft, and the elastic clamp can enter or leave the positioning groove when the core shaft rotates.

[0020] A transmission comprises the above-mentioned gear adjustment device, and also comprises an input shaft and an output gear shaft, wherein the output gear shaft is rotatably arranged at one end of the input shaft, and the output gear shaft is keyed to an output gear; an input gear shaft is rotatably arranged at one end of the input shaft away from the output end, and the input shaft is clamped to the input gear shaft through a one-way device; an input gear is keyed to the input shaft, the input gear is correspondingly meshed with a shift gear M, and the output gear is correspondingly meshed with a shift gear N; the tooth top circle diameter of the input gear increases in a direction away from the power input, and the tooth top circle diameter of the output gear decreases in a direction away from the power input.

[0021] Furthermore, a first planetary gear set and a second planetary gear set are installed at the other end of the core shaft; the first planetary gear set includes a sun gear 1, a ring gear 1 and a planet gear 1; the second planetary gear includes a sun gear 2, a ring gear 2 and a planet gear 2; the first planetary gear set and the second planetary gear set share a planetary bracket; the sun gear 1 in the first planetary gear set is connected to the shaft sleeve as a whole, and the sun gear 1 is rotatably connected to the core shaft; the ring gear 1 in the first planetary gear set is rotatably connected to the shaft sleeve; the sun gear 2 in the second planetary gear set is keyed to the core shaft, and the ring gear 2 in the second planetary gear set is mounted on the outside of the ring gear 1 in the first planetary gear set; the ring gear 2 is transmission-connected to an electronic gear shifting device or a gear shifting device driven by a pull rope.

[0022] Furthermore, a shift knob is fixed to the other end of the core shaft, and a gear position mark is provided on the end of the shaft sleeve corresponding to the shift knob.

[0023] Furthermore, the first driving portion is a concave portion on the outer wall of the core shaft.

[0024] Furthermore, the pawl is cross-shaped, the limiting member is a washer sleeved on the shaft sleeve, and both sides of the pawl are rotatably installed in the installation groove through the washer.

[0025] The present invention also provides a transmission gear position control method, which is used for the above-mentioned transmission.

[0026] When shifting up, during the sliding process of the sliding-in portion of the ratchet corresponding to the third driving part in the third driving part, the ratchet corresponding to the third driving part engages with a shift gear N corresponding to the ratchet; the shift gears M engage with the ratchet corresponding to each shift gear M one by one in the direction away from the power input;

[0027] During the sliding process of the pawl corresponding to the second driving part in the second driving part, the shift gear N is engaged with the pawls corresponding to the shift gear N in sequence in the direction away from the power input;

[0028] When downshifting,

[0029] During the sliding process of the sliding-in portion of the ratchet corresponding to the second driving portion in the second driving portion, the shift gear N is engaged with the ratchet corresponding to each of the shift gears N in sequence in the direction of power input;

[0030] During the sliding process of the sliding-in portion of the ratchet corresponding to the third driving part in the third driving part, the ratchet corresponding to the third driving part engages with a shift gear N corresponding to the ratchet; the shift gears M engage with the ratchet corresponding to each shift gear M one by one in the direction of power input;

[0031] The rotation angles of the gear-up and downshift spindles are opposite to each other. In each gear-up or gear-down process, the spindle is rotated to an angle F to enter the first process, wherein the angle between adjacent first driving parts along the circumference of the spindle is α, α is 360° / n, where n is the number of available gears; or, when n is less than or equal to 6, or less than 5, α is 60°, or when n is less than or equal to 5, the angle is 72°, or when n is equal to 4, α is 90°;

[0032] The angle F is equal to α / 2±5°; the ratchet corresponding to the next gear position is firstly locked with a shift gear M or a shift gear N corresponding to the ratchet; the ratchet corresponding to the previous gear position is still locked with a shift gear M or a shift gear N corresponding to the ratchet;

[0033] Continue to rotate the core shaft to enter the second process. At this time, the core shaft has rotated by an angle α from the initial position of the gear shifting; under the prying action of the core shaft, the ratchet corresponding to the gear shifting gear M or gear shifting gear N in the previous gear position is disengaged from the corresponding gear shifting gear M internal tooth groove.

[0034] The beneficial effects of the present invention are:

[0035] 1. The internal tooth groove structure and the ratchet structure of the shift gear of the present invention cooperate. During the shifting process, the next gear is always entered first, and then the edge of the core shaft gear driving part is used to pry the ratchet structure corresponding to the previous gear from the internal tooth groove of the corresponding shift gear, so as to achieve load shifting without stopping. During the shifting process, since there is always a gear in a locked state, there will be no empty step. In addition, the shifting is step-by-step, and there will be no wrong gear or disordered gear. It has many advantages such as fast shifting response, high transmission efficiency, wide speed ratio, load shifting, etc., which makes up for the shortcomings of traditional transmissions.

[0036] 2. It can avoid the power loss caused by the gear shifting process, making the gear shifting process smoother and riding more comfortable. Under loaded and light-loaded road conditions, the high and low gear switching is fast and stable.

[0037] 3. When the pull rope for switching gears is used for a long time, the pull rope will become longer, which will cause inaccurate gear switching. This solution can rotate the core shaft through the gear adjustment knob and quickly restore to the gear corresponding to the pull rope length through the gear mark. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Attached Figure 1 It is the overall structure diagram of the transmission in the present invention;

[0039] Attached Figure 2 The internal structure diagram of the transmission in the present invention;

[0040] Attached Figure 3 for Figure 2 Front view of the structure;

[0041] Attached Figure 4 for Figure 3 Schematic cross-section diagram of

[0042] Attached Figure 5 It is a structural schematic diagram of the mid-gear driving device of the present invention;

[0043] Attached Figure 6 It is the external structure diagram of the shaft sleeve structure in the present invention;

[0044] Attached Figure 7 for Figure 6 Schematic cross-section diagram of

[0045] Attached Figure 8 It is a structural schematic diagram of the positioning groove and the elastic clamp on the shaft sleeve of the present invention;

[0046] Attached Fig. 9 It is a structural schematic diagram of the shaft sleeve in the present invention;

[0047] Attached Fig.10 It is a schematic diagram of the position coordination of the core shaft and the pawl structure in the present invention;

[0048] Attached Fig.11 It is a structural diagram of the input shaft, input gear shaft and output gear shaft in the present invention;

[0049] Attached Fig.12 It is a structural schematic diagram of the core shaft in the present invention;

[0050] Attached Fig.13 It is a schematic diagram of the structure of the ratchet in the present invention;

[0051] Attached Fig.14 is a cross-sectional schematic diagram of the mandrel driving part 1;

[0052] Attached Fig.15 is a cross-sectional schematic diagram of the second core shaft driving part;

[0053] Attached Fig.16 is a cross-sectional schematic diagram of the mandrel drive unit 3;

[0054] Attached Fig.17 Schematic diagram of the matching relationship between the internal tooth groove and the pawl of the shift gear;

[0055] Attached Fig.18 A transmission principle diagram of a transmission of the present invention;

[0056] Attached Fig.19 A structural diagram of the ratchet pawl and the first driving part in the present invention in a matching state;

[0057] Attached Fig. 20 Another structural diagram of the ratchet pawl and the first driving part in the present invention;

[0058] Attached Fig.21 It is a structural diagram of a transmission with an electronic gear shifting device in the present invention;

[0059] Attached Fig. 22 is a structural schematic diagram of a gear ring 1;

[0060] In the figure, 1, spindle; 2, sleeve; 3, ratchet; 4, input gear shaft; 5, shift gear A; 6, shift gear B; 7, shift gear C; 8, shift gear D; 9, shift gear E; 10, shift gear F; 11, shift gear G; 12, gear drive unit; 121, first drive unit; 122, second drive unit; 123, third drive unit; 13, mounting groove; 14, elastic member; 15, inner tooth groove; 16, chain plate; 17, limit member; 18, positioning groove; 19, elastic clamp; 20, input shaft; 21, output gear shaft; 22, first output gear; 23, second output gear; 24, third output gear; 25, first output gear; 26, second output gear; 27, third output gear; 28, third output gear; 29, third output gear; 30, third output gear; 31, third output gear; 32, third output gear; 33, third output gear; 34, third output gear; 35, third output gear; 36, third output gear; 37, third output gear; 38, third output gear; 39, third output gear; 40, third output gear; 41, third output gear; 42, third output gear; 43, third output gear; 44, third output gear; 45, third output gear; 46, third output gear; 47, third output gear; 48, third output gear; 49, third output gear; 50, third output gear; 51, third output gear; 52, third output gear; 53, third output gear; 54, third output gear; 55, third output gear; 56, third output gear; 57, third output gear; 58, third output gear; 59, third output gear; 60, third output gear; 61, third output gear; 62, third output gear; 63 Four output gears; 26, first input gear; 27, second input gear; 28, third input gear; 29, planetary bracket; 30, sun gear one; 31, ring gear one; 32, planetary gear one; 33, sun gear two; 34, ring gear two; 35, planetary gear two; 36, shift knob; 37, gear position mark; 38, drive plate; 39, coil spring; 40, transmission housing; 41, pull rope; 42, mounting pin; 43, bearing; 44, extrusion pin; 45, positioning column; 46, mounting hole; 47, section one of driving part; 48, section two of driving part; 49, section three of driving part; 50, raised part; 51, sliding part; 52, electronic shifting device. DETAILED DESCRIPTION

[0061] The gear adjustment device, transmission and gear control method of the present invention are further described below in conjunction with specific embodiments.

[0062] like Figure 6 , Figure 7 , Fig. 9 , Fig.10 , Fig.17 , Fig.19 As shown, a gear adjustment device comprises:

[0063] A shaft sleeve 2, wherein a plurality of mounting holes are provided on the shaft sleeve 2, and a mounting groove 13 is provided at one end of the mounting hole;

[0064] A plurality of shift gears, which are rotatably mounted on the shaft sleeve 2 and correspond to the position of the ratchet 3; the inner ring of the shift gear is circumferentially provided with an internal tooth groove 15, which is a tooth groove of circular arc teeth; the number of ratchet pawls 3 is equal to the total number of shift gears, one end of the ratchet pawl 3 is provided with a protrusion, the other end is provided with a sliding portion, and the middle part of the ratchet pawl 3 is rotatably mounted in the mounting groove 13; the shift gears include a shift gear M for meshing with the input gear and a shift gear N for meshing with the output gear, and the total number of the shift gears M and the shift gear N is equal to the number of available gears plus one; the tooth top circle diameter of each shift gear M increases toward the power input direction (with the axial direction of the core shaft as the coordinate, and the power input direction is the direction of the pedal installation side), and the tooth top circle diameter of each shift gear N decreases toward the power input direction;

[0065] The core shaft 1 has a gear driving part 12 disposed on its outer wall along the axial direction. The gear driving part 12 includes a plurality of first driving parts 121 and a second driving part 122 and a third driving part 123 located at both ends of the first driving part 121. Adjacent first driving parts 121 are evenly distributed along the circumference of the core shaft 1 at an angle. The total number of the first driving parts 121, the second driving parts 122 and the third driving parts 123 matches the number of the shift gears.

[0066] An elastic member 14 is provided between the bottom of the protruding portion 50 of the pawl 3 and the mounting groove 13, for bouncing the end and moving the sliding portion 51 of the pawl 3 along the rotation path of the gear driving portion 12;

[0067] like Fig. 9 , Fig.10 As shown, on the shaft sleeve, the pawl corresponding to the shift gear M and the pawl corresponding to the shift gear N are arranged in opposite head and tail directions, and the structures of each mounting groove 13 are also arranged correspondingly, so that the pawl can be installed smoothly.

[0068] When the core shaft 1 rotates, the sliding portion 51 of the pawl 3 enters the corresponding gear driving portion 12, and the protrusion 50 of the pawl 3 pops up and engages with the corresponding inner tooth groove 15; when the sliding portion 51 of the pawl 3 enters the outer wall of the core shaft 1, the protrusion 50 disengages from the inner tooth groove 15;

[0069] During the process of shifting up from the first gear, when the sliding portion 51 of the ratchet 3 corresponding to the third driving portion 123 slides in the third driving portion 123, the shift gear M engages with the ratchet 3 corresponding to the shift gear M one by one in a direction away from the power input; when the sliding portion 51 of the ratchet 3 corresponding to the second driving portion 122 slides in the second driving portion 122, the shift gear N engages with the ratchet 3 corresponding to the shift gear N one by one in a direction away from the power input.

[0070] When downshifting, the order is reversed; during the process of upshifting and downshifting, the next gear is engaged first and the previous gear is disengaged.

[0071] like Fig.10As shown, the shift gears including the shift gear M and the shift gear N are both able to rotate on the shaft sleeve 2. The shift gears are limited on the shaft sleeve 2 by the limiting member 17 and correspond to the position of the pawl 3 one by one. In this embodiment, the limiting member 17 is a washer. The washer is used to separate and limit the left and right movement of each shift gear, and is also used to limit the position of the pawl 3. There is a rotating block on each side of the pawl 3 in this scheme. The limiting members 17 on both sides rotate the rotating blocks on both sides of the pawl 3 in the installation groove 13 so that it can rotate in the installation groove 13. An elastic member 14, such as a spring, is installed under one end of the pawl 3, so that when the sliding portion 51 of the pawl 3 enters the concave portion of the gear driving portion 12, the protruding portion 50 at the other end of the pawl 3 can be tilted up under the action of the elastic member 14, thereby clamping the inner tooth groove 15 of the shift gear corresponding to the pawl 3. As shown in FIG. Fig.12 As shown, the first driving part 121 is a concave platform on the outer wall of the core shaft 1, and the bottom surface of the concave platform is a plane or an arc surface. In this embodiment, the bottom surface of the concave platform is a plane. Taking the first driving part 121 and its corresponding ratchet 3 as an example, when the ratchet 3 slides into the concave platform away from the sliding-in part 51 at one end of the elastic member 14 during the rotation of the core shaft 1, the protruding part 50 at the other end of the ratchet 3 can be tilted under the action of the elastic member 14, thereby being clamped into the inner tooth groove 15 of the corresponding shift gear. The driving core shaft 1 continues to rotate, and the sliding-in part 51 of the ratchet 3 slides out of the concave platform, and the radial edge connecting the core shaft 1 and the concave platform constitutes the area for the ratchet 3 to rotate, and the ratchet 3 is disengaged from the clamping state with the corresponding shift gear inner tooth groove 15. At the same time, the ratchet 3 on the second driving part 122 or the third driving part 123 is clamped with the corresponding shift gear, thereby achieving gear engagement or disengagement. The second drive portion 122 and the third drive portion 123 are in the shape of a notch cut along the outer wall of the core shaft 1, and the notch shape includes an arc and a shape extending along the tangent of the arc, wherein the arc angle is set according to the number of gears, so that within a certain angle range of rotation of the core shaft 1, the pawl 3 at the position of the second drive portion 122 or the third drive portion 123 can always remain engaged with the corresponding shift gear (specific explanation will be provided below).

[0072] like Fig.17 As shown, when the core shaft 1 rotates and the sliding portion 51 of the pawl 3 enters the gear driving portion 12, the protrusion 50 of the pawl 3 pops up and engages with the corresponding internal tooth groove 15. At this time, the line connecting the upper contact point of the tooth profile of the pawl 3 and the internal tooth groove 15 and the center of the sleeve 2 is L, and the connection between the upper contact point of the tooth profile of the pawl 3 and the internal tooth groove 15 and the lower contact point of the tooth profile of the pawl 3 and the internal tooth groove 15 is B, and the angle between the line L and the line B is 20°-40°.

[0073] When the vehicle downshifts on a flat road, the rider does not need to use a lot of force to pedal the bicycle pedals, and the force applied when the corresponding pawls are engaged with the inner tooth grooves of the shift gear is small. Therefore, when the internal transmission of the prior art downshifts, the pawls can be easily disengaged from the inner tooth grooves of the corresponding shift gears after the spindle is rotated. However, when climbing a slope, the rider needs to use a lot of force to pedal the bicycle pedals, and the power output is reduced. At this time, it is necessary to downshift. However, when the corresponding ratchet pawl and the inner tooth groove of the shift gear are interlocked, the force is relatively large, and the traditional ratchet pawl and the inner tooth groove structure of the shift gear cannot be disengaged. Therefore, the problem of not being able to downshift under load occurs. It is necessary to stop pedaling the bicycle pedals to stop or pedal the pedals in the opposite direction at a certain angle to reduce the force between the ratchet pawl and the corresponding inner tooth groove. However, there is no power output at this time, the speed is reduced, and it will be difficult to start again if the power is lost (the existing technology for upshifting is such as on flat roads and downhill, the force between the corresponding ratchet pawl and the inner tooth groove of the shift gear is small, and some existing technologies can already achieve upshifting without stopping under non-load conditions, and the specific process will not be described in detail here).

[0074] In this solution, the protruding portion 50 of the ratchet 3 can be buckled into the inner tooth groove 15 of the shift gear to achieve gear engagement, and the shift gear that is buckled with the corresponding ratchet 3 drives the sleeve 2 to rotate through the ratchet 3. During the downshift process, the side shape of the protruding portion 50 of the ratchet 3 opposite to the shift gear is matched with the tooth profile arc of the inner tooth groove 15, and the angle between the connecting line L and the connecting line B is within 20°-40°. When the rider presses the shift finger, the shift finger drives the planetary gear set to rotate through the pull rope, which can amplify the force multiple times to pry the ratchet corresponding to the previous gear position away from the shift gear to achieve load downshift (for example, the force exerted at the shift finger position is 1kg, and through the action of the planetary gear set, the force acting on the core shaft can achieve a lever effect of 20-30kg). The rider only needs a small force to pry the ratchet 3 off the inner tooth groove 15 of the corresponding shift gear to achieve load downshift without stopping. The angle between the line L and the line B is related to the diameter of the sleeve 2. The larger the diameter of the sleeve 2, the smaller the angle. In this embodiment, the angle between the line L and the line B is preferably 37°, and the corresponding diameter of the sleeve 2 is 23 mm, which is conducive to reducing the volume of the sleeve 2 and the entire transmission. Preferably, as Fig.19 , Fig. 20As shown, the sliding portion 51 of the pawl 3 is provided with a rounded corner at the inner end. When the end of the sliding portion 51 is a sharp corner, stress concentration is easily generated between the sliding portion 51 and its corresponding gear drive portion 12 during the rotation process. When the end of the sliding portion 51 is subjected to a large load, it is not only easy to wear or damage, but also increases the risk of stuck teeth. The rounded corner is not only conducive to reducing stress concentration, but also leaves a movable gap between the pawl 3 and the gear drive portion of the mandrel 3, which is conducive to the sliding portion 51 of the pawl 3 sliding out from the corresponding gear drive portion 12. The rounded angle is suitable for the position of the gear drive portion 12 to slide out. In addition, the height and length of the pawl 3 from the corresponding gear drive portion 12 are adapted to the pawl 3 being driven by the mandrel 1, the protrusion 50 can be stuck in or out of the corresponding gear gear internal tooth groove 15, and the sliding portion 51 can enter or slide out of the corresponding gear drive portion 12. The size can be mastered by those skilled in the art and is not limited here. The specific downshift process will be described later in conjunction with the transmission.

[0075] In addition, the inner tooth groove is a circular arc tooth groove. When the tooth groove on one side is worn or damaged, the shift gear can be switched in the other direction and the tooth groove on the other side can be used to cooperate with the pawl.

[0076] like Fig. 9 , Fig.13 As shown, the pawl 3 is cross-shaped, the limiting member 17 is a washer sleeved on the shaft sleeve 2, and both sides of the pawl 3 are rotatably installed in the installation groove 13 through the washer.

[0077] The pawl 3 is cross-shaped, and the corresponding mounting groove 13 is also a cross-shaped groove. The mounting groove 13 has a groove bottom on both sides of the axial direction, and a positioning column 45 is also provided on one radial side. The positioning column 45 is used to install the elastic member 14, and the other radial side is hollowed out to allow one end of the pawl 3 to rotate downward and extend into the concave portion of the gear driving part 12. A mounting hole 46 for installing the elastic member 14 is provided at the bottom of one end of the pawl 3. One end of the elastic member 14 is sleeved on the positioning column 45 and the other end is installed in the mounting hole 46. The two sides of the pawl 3 are rotatably installed in the mounting groove 13 through washers. The fixing of the pawl 3 abandons the traditional method of fixing by bolts, which can avoid the risk of the bolts falling into the inside of the device and help to improve the service life.

[0078] like Fig.10As shown, further, the number of mounting grooves 13, ratchet 3, and shift gears are matched, and they are all more than two, and adjacent mounting grooves 13 are arranged 180 degrees opposite to each other. Thus, the need for multi-gear switching is achieved. The adjacent ratchet 3 is also arranged 180 degrees opposite to each other in order to avoid opening a mounting hole for installing the ratchet 3 on one side of the sleeve 2. If the mounting hole is a through hole, it will cause the installation of the ratchet 3 to be inconvenient. If the holes are separated, the corresponding sleeve 2 will be larger in size to fit. In this solution, the ratchet 3 is arranged 180° opposite to each other, which is convenient for opening holes on the corresponding two sides of the sleeve 2, facilitating the installation of the ratchet 3, and does not affect the function of the original ratchet 3. Compared with the prior art, this solution does not use a shift fork to switch different gears to engage with the ratchet 3, and the gear switching is smooth and the size is smaller.

[0079] Preferably, the angle between adjacent first drive parts 121 along the circumferential direction of the core shaft 1 is 360° / n, where n is the number of available gears; or, when n is less than or equal to 6, or less than 5, the angle between adjacent first drive parts 121 along the circumferential direction of the core shaft 1 is 60°, or when n is less than or equal to 5, the angle between adjacent first drive parts 121 along the circumferential direction of the core shaft 1 is 72°, or when n is equal to 4, the angle between adjacent first drive parts 121 along the circumferential direction of the core shaft 1 is 90°.

[0080] The angle between adjacent first drive parts along the circumference of the mandrel 1 is related to the gear position, so that when the mandrel 1 rotates to this angle, the gear driving part can drive the pawl 3 at a certain position to slide into the concave part of the corresponding gear driving part. The angle between adjacent first drive parts 121 along the circumference of the mandrel 1 can be divided into 360° according to the number of gears, such as 9 gears, the angle is 40°; 8 gears, the angle is 45°; 6 gears, the angle is 60°; 5 gears, the angle is 72°; 4 gears, the angle is 90°; 7 gears, about 52°. Or when there are six gears or less than five gears, the angle can also be fixed at an angle (such as 60°, 72°, 52°). Preferably, in this scheme, when the gear is 6, the angle between adjacent first drive parts 121 is 60°, that is, during the gear shifting process, the core shaft 1 rotates 60° each time; when the gear is 5, the angle between adjacent first drive parts 121 is 72°, that is, during the gear shifting process, the core shaft 1 rotates 72° each time; when the gear is 4, the angle between adjacent first drive parts 121 is 72°, that is, during the gear shifting process, the core shaft 1 rotates 72° each time; when the gear is 3, the angle between adjacent first drive parts 121 is 72°, that is, during the gear shifting process, the core shaft 1 rotates 72° each time.

[0081] like Figure 8 As shown, one or more positioning grooves 18 are circumferentially provided on the inner side of one end of the sleeve 2, and an elastic clamp 19 matching the positioning groove 18 is correspondingly provided on the core shaft 1. The elastic clamp 19 can enter or leave the positioning groove 18 when the core shaft 1 rotates.

[0082] The elastic clamp 19 can enter or leave the positioning groove 18 when the core shaft 1 rotates. The positioning groove 18 is used to initially position the gear of the speed adjustment device. There is at least one elastic clamp 19, and preferably two or more. During the process of adding and subtracting gears, since the speed ratio difference between adjacent gears is small, during the gear shifting process, when the next gear enters the gear and the previous gear is disengaged, when switching gear by gear, since the gap is very small, there will be no banging noise, and there will be no misalignment or disorder of gears.

[0083] The gear adjustment device in this scheme is suitable for transmissions, and is suitable for gear switching and speed change of vehicles such as bicycles, cars, motorcycles, and electric vehicles, and is particularly suitable for bicycle transmissions. The gear adjustment device and the bicycle transmission are described in detail below.

[0084] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 As shown, a transmission includes the above-mentioned gear adjustment device, and also includes an input shaft 20 and an output gear shaft. The output gear shaft is rotatably arranged at one end of the input shaft 20, and the output gear shaft is keyed to an output gear; an input gear shaft 4 is rotatably arranged at the end of the input shaft 20 away from the output end, and the input shaft 20 is clamped with the input gear shaft 4 through a one-way device; an input gear is keyed to the input shaft 20, and the input gear is correspondingly meshed with a shift gear M, and the output gear is correspondingly meshed with a shift gear N; the tooth top circle diameter of the input gear increases in a direction away from the power input, and the tooth top circle diameter of the output gear decreases in a direction away from the power input.

[0085] The input shaft is used for power transmission. For example, the rider drives the input gear shaft 4 to rotate by stepping on the pedals, and the input gear shaft 4 drives the input gear to rotate, and then drives the shift gear corresponding to the input shaft to rotate together. The shift gear and input gear whose ratchet 3 is not engaged in the corresponding shift gear internal tooth groove 15 are idle, and the core shaft 1 is driven to rotate by the gear adjustment device. The core shaft 1 drives a ratchet 3 to engage in the corresponding shift gear internal tooth groove 15, and the shift gear drives the sleeve 2 to rotate together. At the same time, another ratchet 3 engages a shift gear corresponding to the output gear, thereby driving the corresponding output gear to rotate. By adjusting the gear, the different gear transmission ratios are adjusted to obtain different speeds under the current gear.

[0086] The one-way device structure is arranged on the input shaft, which is the ratchet 3 structure in the prior art, and can drive the input gear shaft 4 to rotate in one direction. Correspondingly, an extrusion pin 44 is arranged on the transmission housing 40, and the extrusion pin 44 is an elastic member, and a ball head and a spring are arranged inside, which are used to increase the friction of the input gear and prevent the input gear from reversing. For example, when climbing a slope, when the pedal position is not convenient to step on the front, it is necessary to reverse the foot (for example, when the pedal crankshaft is 90° with the ground, it is difficult for the rider to exert force, and the pedal is reversed and stepped backward, that is, when the reverse pedal is adjusted to a certain angle, the rider can obtain a better force position). The ball head is attached to the side of the input gear to increase the side friction of the input gear, and fix the input gear when the input shaft is reversed, which can prevent the one-way device on the input shaft from driving the third input gear 28 to follow the rotation, resulting in loss of power input. In addition, when the input gear rotates, the ball head of the extrusion pin 44 can be retracted, and it is only attached to the input gear, and there is friction but it will not affect the rotation of the input gear. The end of the sleeve is mounted on the transmission housing 40 through the bearing 43.

[0087] Furthermore, a planetary gear set is installed at the other end of the core shaft 1, and the planetary gear set includes a first planetary gear set and a second planetary gear set; the first planetary gear set includes a sun gear 1 30, a ring gear 1 31, and a planetary gear 1 32; the first planetary gear set and the second planetary gear set share a planetary bracket 29; the sun gear 1 30 in the first planetary gear set is connected to the shaft sleeve 2 as a whole, and the sun gear 1 30 is rotatably connected to the core shaft 1; the ring gear 1 31 in the first planetary gear set is rotatably connected to the shaft sleeve 2; the second planetary gear set includes a sun gear 2 33, a ring gear 2 34, and a planetary gear 2 35; the sun gear 2 33 in the second planetary gear set is fixedly connected to the core shaft 1, such as Fig. 22 As shown, the ring gear 2 34 in the second planetary gear set is mounted on the outside of the ring gear 1 31 in the first planetary gear set; a shift button 36 is fixed to the other end of the core shaft 1, and a gear position mark 37 is provided at the end of the sleeve 2 corresponding to the shift button 36.

[0088] The sun gear 30 in the first planetary gear set and the shaft sleeve 2 are both provided with mounting holes at corresponding positions, and the two are connected as a whole by connecting screws.

[0089] The outer ring gear 2 34 is used to drive the rotating mandrel 1 for gear shifting. The ring gear 1 31 is fixedly connected to the transmission housing. A notch may be provided on the outer periphery of the ring gear 1 31 for interference fit with the transmission housing, or it may be riveted to the transmission housing to keep it stationary. When shifting gears, the drive plate 38 is pulled by the pull rope 41 to drive the ring gear 2 34 or the motor is used to drive the ring gear 2 34. Since two planetary gear sets share one planetary carrier 29, when the ring gear 2 34 is driven, the sun gear 1 30 is connected to the mandrel 1 in rotation and fixedly connected to the sleeve 2; the planetary carrier 29 is stationary and can only drive the planetary gear 2 35 to drive the sun gear 1 30, and rotate a certain angle to achieve gear shifting.

[0090] In this embodiment, an indicating arrow is installed or printed on the shift knob 36, and the gear mark 37 is the gear position corresponding to the end of the sleeve 2; when the pull rope 41 for switching gears is used for a long time, the pull rope 41 will be elongated, which will cause inaccurate gear switching. In this solution, the shift knob 36 can rotate the core shaft 1 to drive the gear ring 2 34 to rotate, and through the arrow pointing on the gear mark 37, it can quickly restore to the gear position corresponding to the length of the pull rope 41, so as to facilitate user use, and there is no need for professionals to disassemble and then adjust the gear.

[0091] The gear ring 2 34 is connected to the gear shifting device. Figure 2 As shown, the gear shifting device is rotatably mounted on the input shaft; the gear shifting device includes a drive disc 38 and a coil spring 39, the drive disc 38 is meshed with the gear ring 2 34, one end of the coil spring 39 is connected to the drive disc 38, and the other end is connected to the transmission housing 40. The pull rope 41 is fixed to the drive disc 38 through the mounting pin 42. The pull rope is a 1.5 mm steel wire rope that can withstand tens of kilograms of tension. Upshifting is a process of increasing speed. The pull rope is adjusted to a gradually loosened state by the finger shifter. Under the stress of the coil spring 39, the core shaft is driven to rotate without applying a lot of force; downshifting is a process of deceleration. By pulling the pull rope outward, the rider only needs to press the finger shifter with a small force under the amplification force of the planetary gear set to pry off the last locked shift gear and the corresponding sliding portion 51 of the ratchet 3 from the concave portion of the corresponding first drive portion 121, thereby realizing the load downshifting process.

[0092] like Fig.21 As shown, taking the five-speed transmission as an example, the gear shifting device may be an electronic gear shifting device 52, which includes a control motor and a worm connected to the output end of the control motor, the outer ring of the second gear ring 34 is a worm gear structure matching the shape of the worm, and the worm is connected to the second gear ring 34 for driving the second gear ring 34 to rotate. The control motor may be a stepping motor, which is used to drive the second gear ring 34 to rotate in the forward and reverse directions, thereby performing gear shifting.

[0093] In this embodiment, if Figure 2 , Figure 3 , Figure 4 , Fig.10 As shown, it includes three input gears, four output gears and three shift gears M meshing with the input gears, and four shift gears N meshing with the output gears. The diameters of the three input gears gradually increase in the power input direction, the diameters of the shift gears M corresponding to the input gears gradually increase, and the diameters of the four output gears gradually decrease in the power input direction; the diameters of the shift gears N corresponding to the output gears gradually decrease.

[0094] To facilitate the explanation of the gear transmission route for gear changes, three input gears are set to correspond to the first input gear 26, the second input gear 27, and the third input gear 28, and the four input gears correspond to the first output gear 22, the second output gear 23, the third output gear 24, and the fourth output gear 25; there are seven shift gears in total, the shift gear M corresponds to the shift gear A5, the shift gear B6, and the shift gear C7; the shift gear N corresponds to the shift gear D, the shift gear E, the shift gear F10, and the shift gear G11.

[0095] like Fig.11 As shown, the first input gear 26 is an integral structure with the input gear shaft 4, and the second input gear 27 and the third input gear 28 are splined on the input gear shaft 4. The fourth output gear 25 is an integral structure with the output gear shaft 21, and the first output gear 22, the second output gear 23, and the third output gear 24 are splined on the output gear shaft 21.

[0096] like Fig.18 As shown, the above arrangement is that from the end close to the power end (such as the pedal) from the outside to the inside, the first output gear 22, the second output gear 23, the third output gear 24, the fourth output gear 25, the first input gear 26, the second input gear 27, and the third input gear 28. According to this direction, the shift gears corresponding to the first input gear 26, the second input gear 27, and the third input gear 28 are the shift gear A5, the shift gear B6, and the shift gear C7; the shift gears corresponding to the first output gear 22, the second output gear 23, the third output gear 24, and the fourth output gear 25 are the shift gear D8, the shift gear E9, the shift gear F10, and the shift gear G11.

[0097] A squeezing pin 44 is provided on the side of the third input gear 28 and is installed on the transmission housing 40. The end of the squeezing pin 44 is spherical and the other end is provided with a spring for squeezing the shift gear. When the foot is reversed (the pedal is stepped on in the opposite direction and backward), the one-way device on the input shaft can be prevented from driving the third input gear 28 to rotate.

[0098] In the present invention, a transmission gear position control method is used for the above-mentioned transmission.

[0099] When shifting up, during the sliding process of the sliding-in portion 51 of the ratchet 3 corresponding to the third driving part 123 in the third driving part 123, the ratchet corresponding to the third driving part engages with a shift gear N corresponding to the ratchet; the shift gears M engage with the ratchet 3 corresponding to each shift gear M one by one in the direction away from the power input;

[0100] When the sliding portion 51 of the ratchet 3 corresponding to the second driving portion 122 slides in the second driving portion 122, the shift gear N sequentially engages with the ratchet 3 corresponding to each shift gear N in a direction away from the power input;

[0101] When downshifting,

[0102] When the sliding portion 51 of the ratchet 3 corresponding to the second driving portion 122 slides in the second driving portion 122, the shift gears N are sequentially engaged with the ratchet 3 corresponding to the shift gears N in the power input direction;

[0103] During the sliding process of the sliding-in portion 51 of the ratchet 3 corresponding to the third driving part 123 in the third driving part 123, the ratchet corresponding to the third driving part engages with a shift gear N corresponding to the ratchet; the shift gears M engage with the ratchet 3 corresponding to each shift gear M one by one in the direction of power input;

[0104] The rotation angles of the gear-up and downshifting mandrels are opposite in direction. In each gear-up or gear-down process, the mandrel is rotated to an angle F to enter the first process, wherein the angle between adjacent first driving parts 121 along the circumference of the mandrel 1 is α, α is 360° / n, where n is the number of available gears; or, when n is less than or equal to 6, or less than 5, α is 60°, or when n is less than or equal to 5, the angle is 72°, or when n is equal to 4, α is 90°;

[0105] The angle F is equal to α / 2±5°; the ratchet corresponding to the next gear position is firstly locked with a shift gear M or a shift gear N corresponding to the ratchet; the ratchet corresponding to the previous gear position is still locked with a shift gear M or a shift gear N corresponding to the ratchet;

[0106] Continue to rotate the core shaft to enter the second process. At this time, the core shaft has rotated by an angle α from the initial position of the gear shifting; under the prying action of the core shaft, the ratchet corresponding to the gear shifting gear M or gear shifting gear N in the previous gear position is disengaged from the corresponding gear shifting gear M internal tooth groove.

[0107] The cooperation between the inner tooth groove 15 and the pawl 3 and the gear shifting process of the present invention are described below with reference to an embodiment.

[0108] like Fig.14 , Fig.15 , Fig.16 As shown, the gear drive unit also includes a second drive unit 122, a third drive unit 123 and a plurality of first drive units 121; when the transmission is used as a bicycle transmission, taking six gears as an example:

[0109] The concave part of the adjacent first driving part 121 has an angle of 60° along the radial section of the mandrel 1; the arc angle in the notch shape of the second driving part 122 is 180° (with the central axis of the mandrel 1 as the center of the circle), and the shape is U-shaped along the radial section of the mandrel 1; the arc angle in the notch shape of the third driving part 123 is 120°, and the shape is V-shaped with rounded corners along the radial section of the mandrel 1. The shift gear D corresponds to the third driving part 123, and the shift gear C7 corresponds to the second driving part 122.

[0110] The input shaft is driven by the pedal to input power, and the input shaft drives the input gear shaft 4 and the first input gear 26, the second input gear 27, and the third input gear 28 to rotate synchronously through the one-way device.

[0111] The positioning groove 18 and the elastic clamp 19 initially position the gear position of the speed change adjustment device to the first gear.

[0112] When the gear position is 1st gear, the end of the sliding portion 51 of the pawl 3 at the shift gear A5 is connected to the concave portion of the first driving portion 121 corresponding thereto, and the protruding portion 50 of the pawl 3 is bounced up under the action of the elastic member 14, and is engaged with the inner tooth groove 15 at the shift gear A5, and the first input gear 26 is meshed with the shift gear A5. Driven by the input shaft, the first input gear 26 drives the shift gear A5 and the shaft sleeve 2 to rotate synchronously, and the protruding portion 50 of the pawl 3 at the shift gear D is engaged with the inner tooth groove 15 at the shift gear D, so that the shaft sleeve 2 can synchronously drive the shift gear D to rotate, and the shift gear D is meshed with the first output gear 22, thereby driving the output shaft to rotate, and the output shaft drives the chain plate 16 and the chain to rotate, providing power for the wheels. At the same time, since the adjacent first driving parts 121 are arranged at an angle of 60 degrees in the circumferential direction of the core shaft 1, the shift gear B6 meshed with the second input gear 27 and the shift gear C7 meshed with the third input gear 28 are not engaged with the sleeve 2 through the pawl 3, and thus idle on the sleeve 2. That is, in the first gear, the shift gear A5 is engaged with the first input gear 26, and the shift gear D is engaged with the first output gear 22.

[0113] When the gear is switched to the 2nd gear by the gear shifting device, the core shaft needs to be rotated 60° further. The process of rotating 60° can be divided into two processes for decomposition and understanding. In the first process, when the core shaft 1 continues to rotate about 30°, the sliding portion 51 of the ratchet 3 corresponding to the shift gear A5 has not yet contacted the edge of the concave portion of the first driving portion 121 corresponding to the core shaft 1, and has not begun to receive the force of the edge of the concave portion of the first driving portion 121. Since the diameter of the shift gear B6 is smaller than that of the shift gear A5, the speed is faster (for example, when the shift gear A5 rotates 1 circle, the shift gear B6 rotates 1.2-1.5 circles). , one end of the ratchet 3 corresponding to the shift gear B6 first slides into the concave portion of the first driving part 121 corresponding thereto, and the other end pops up and engages with the internal tooth groove 15 at the shift gear B6, and the second input gear 27 meshes with the shift gear B6, thereby driving the sleeve 2 to rotate synchronously with the second input gear 27, and the sleeve 2 rotates faster. The ratchet 3 corresponding to the shift gear A5 is now in a state of no force. When the second process continues to drive the spindle 1 to complete a 60° rotation, the internal tooth groove 15 at the shift gear A5 and the popped-up end of the ratchet 3 corresponding to the shift gear A5 are instantly separated under the prying of the sleeve 2. At the same time, since the arc angle of the third driving part 123 is 120°, the sliding portion 51 of the ratchet 3 corresponding to the shift gear D is still located in the concave portion of the corresponding third driving part 123 and slides. The shift gear A5 and the shift gear C7 start to idle on the sleeve 2.

[0114] Similarly, when the gear is switched to the 3rd gear through the gear shifting device, the core shaft needs to be rotated 60°. The process of rotating 60° can be divided into two processes for decomposition and understanding. In the first process, when the core shaft 1 continues to rotate 30°±5°, the sliding portion 51 of the ratchet 3 corresponding to the shift gear B6 has not yet contacted the edge of the first driving portion 121 corresponding to it on the core shaft 1, and has not begun to receive the force of the edge of the corresponding first driving portion 121. Since the shift gear C7 has a faster speed ratio than the shift gear B6, one end of the ratchet 3 at the shift gear C7 first enters the corresponding The second driving part 122 is concave, and the other end pops up and engages with the inner tooth groove 15 at the shift gear C7. The third input gear 28 meshes with the shift gear C7, thereby driving the sleeve 2 to rotate synchronously with the third input gear 28. The sleeve 2 rotates faster, and the ratchet 3 corresponding to the shift gear B6 is now in a state of no force. When the second process continues to drive the spindle 1 to complete a 60° rotation, the inner tooth groove 15 at the shift gear B6 and the protrusion 50 of the ratchet 3 corresponding to the shift gear B6 are instantly separated under the prying of the sleeve 2. The shift gear A5 and the shift gear B6 start to idle on the sleeve 2.

[0115] Similarly, when switching to the 4th gear, the arc angle in the notch shape of the second driving part 122 is 180°, and the shape along the radial cross-section of the core shaft 1 is U-shaped. The shift gear C7 continues to be engaged with its corresponding pawl 3, the shift gear E is first engaged with its corresponding pawl 3, and then the shift gear D is disengaged from its corresponding pawl 3.

[0116] When shifting to the 5th gear, the shift gear C7 continues to be engaged with its corresponding pawl 3, the shift gear F10 is first engaged with its corresponding pawl 3, and then the shift gear E is disengaged from its corresponding pawl 3.

[0117] When shifting to the 6th gear, the shift gear C7 continues to engage with its corresponding pawl 3, the shift gear G11 first engages with its corresponding pawl 3, and then the shift gear F10 disengages from its corresponding pawl 3. This solution can achieve shifting without stopping the pedal under load, that is, the input shaft end does not need to stop pedaling during the rotation process of the core shaft 1 driven by the shift mechanism to complete the shifting, thereby avoiding the lack of power input caused by stopping during the climbing process, and has the characteristics of smoother shifting process and more comfortable riding.

[0118] During the downshifting process, the rider pulls the external gear-shifting pull rope 41 by means of the finger shifter on the handlebar to drive the core shaft 1 to rotate in the opposite direction.

[0119] For example, in the 6th gear state, the shift gear C7 is engaged with its corresponding pawl 3, and the shift gear G11 is engaged with its corresponding pawl 3; when the gear is switched to the 5th gear through the gear adjustment device, the core shaft needs to be rotated 60° in the opposite direction. The 60° rotation process can be divided into two processes for decomposition and understanding. In the first process, when the core shaft 1 continues to rotate about 30°±5° (the positive and negative deviation range is related to the processing accuracy), the speed ratio of the shift gear G11 is larger than that of the shift gear F10, and the sliding portion 51 of the pawl 3 corresponding to the shift gear G11 contacts the edge of the concave portion of the first driving portion 121 corresponding to the core shaft 1, and is subjected to the force of the edge of the concave portion of the first driving portion 121 corresponding to the core shaft 1, and does not disengage; one end of the pawl 3 at the shift gear F10 has entered the concave portion of the first driving portion 121 corresponding to it, The other end pops up and engages with the inner tooth groove 15 at the shift gear F10, but the pawl 3 corresponding to the shift gear F10 is in a stress-free state (entering a stress-ready state). The second process continues to drive the spindle 1 to complete a 60° rotation. In this process, since the protrusion 50 of the pawl 3 and the side shape opposite to the shift gear are matched with the tooth profile arc of the inner tooth groove 15, and the angle between the connecting line L and the connecting line B is within 20°-40°, and the preferred angle is 37°, the pull rope is stretched outward at this time. When pressing the finger shifter, the finger shifter is amplified by the planetary gear set, and the rider only needs a small force to pry the sliding part 51 of the pawl 3 corresponding to the shift gear G11 off the concave part of the corresponding first driving part 121, thereby realizing load downshifting. The principle of the step-by-step downshifting process is as above.

[0120] In addition, when shifting gears, always enter the next gear first. At this time, the previous gear has not been disengaged. Continue to rotate the spindle before exiting the previous gear. During the process, there is always a gear that is locked, and the foot will not be left empty. This prevents the rider from stepping on empty gear and falling due to the center of gravity suddenly moving forward, thereby ensuring riding safety.

Claims

1. A gear adjustment device, characterized in that: include: A shaft sleeve (2), wherein a plurality of mounting holes are provided on the shaft sleeve (2), and a mounting groove (13) is provided at one end of the mounting hole; A plurality of gearshift gears are rotatably mounted on a shaft sleeve (2); the inner rings of the gearshift gears are all circumferentially provided with internal tooth grooves (15), and the internal tooth grooves (15) are circular arc tooth grooves; The number of ratchets (3) is equal to the total number of shift gears, and corresponds to the position of the shift gears; a protrusion (50) is provided at one end of the ratchets (3), and a sliding portion (51) is provided at the other end, and the middle part of the ratchets (3) is rotatably mounted in the mounting groove (13); the shift gears include a shift gear M for meshing with the input gear and a shift gear N for meshing with the output gear, and the total number of the shift gears M and the shift gear N is equal to the number of available gears plus one; the tooth top circle diameter of each shift gear M increases toward the power input direction, and the tooth top circle diameter of each shift gear N decreases toward the power input direction; A core shaft (1), wherein the outer wall of the core shaft (1) is provided with a gear drive portion (12) along the axial direction, wherein the gear drive portion (12) comprises a plurality of first drive portions (121) and second drive portions (122) and a third drive portion (123) located at two ends of the first drive portion (121), and the adjacent first drive portions (121) are uniformly distributed along the circumference of the core shaft (1); the total number of the first drive portions (121), the second drive portions (122) and the third drive portions (123) matches the number of the gear shifting gears; An elastic member (14) is provided between the bottom of the protruding portion (50) of the ratchet (3) and the mounting groove (13), which is used to bounce the end and move the sliding portion (51) of the ratchet (3) along the rotation path of the gear driving portion (12); when the core shaft (1) rotates and the sliding portion (51) of the ratchet (3) enters the corresponding gear driving portion (12), the protruding portion (50) of the ratchet (3) bounces up and engages with the corresponding inner tooth groove (15); when the sliding portion (51) of the ratchet (3) enters the outer wall of the core shaft (1), the protruding portion (50) is disengaged from the inner tooth groove (15); During the process of shifting up from the first gear, when the sliding portion (51) of the ratchet (3) corresponding to the third driving part (123) slides in the third driving part (123), the shift gear M engages with the ratchet (3) corresponding to the shift gear M one by one in a direction away from the power input; when the sliding portion (51) of the ratchet (3) corresponding to the second driving part (122) slides in the second driving part (122), the shift gear N engages with the ratchet (3) corresponding to the shift gear N one by one in a direction away from the power input; when downshifting, the order is reversed; during the process of shifting up and down, the next gear is engaged first and the previous gear is disengaged.

2. The gear adjustment device according to claim 1, characterized in that: When the core shaft (1) rotates and the sliding portion (51) of the ratchet (3) enters the gear driving portion (12), the protruding portion (50) of the ratchet (3) pops up and engages with the corresponding inner tooth groove (15). At this time, the line connecting the upper contact point of the tooth profile of the ratchet (3) and the inner tooth groove (15) and the center of the shaft sleeve (2) is L, and the connection point of the upper contact point of the tooth profile of the ratchet (3) and the inner tooth groove (15) and the lower contact point of the tooth profile of the ratchet (3) and the inner tooth groove (15) is B. The angle between the connecting line L and the connecting line B is 20°-40°.

3. The gear adjustment device according to claim 2, characterized in that: The angle between line L and line B is 37°.

4. The gear adjustment device according to any one of claims 1 to 3, characterized in that: The angle between adjacent first drive parts (121) along the circumference of the core shaft (1) is 360° / n, wherein n is the number of available gears; or, when n is less than or equal to 6, or less than 5, the angle between adjacent first drive parts (121) along the circumference of the core shaft (1) is 60°, or when n is less than or equal to 5, the angle between adjacent first drive parts (121) along the circumference of the core shaft (1) is 72°, or when n is equal to 4, the angle between adjacent first drive parts (121) along the circumference of the core shaft (1) is 90°.

5. The gear adjustment device according to any one of claims 1 to 3, characterized in that: The numbers of the mounting grooves (13), the ratchet pawls (3) and the gearshift gears are matched and are all more than two, and adjacent mounting grooves (13) are arranged opposite to each other at an angle of 180 degrees.

6. The gear adjustment device according to claim 4, characterized in that: The numbers of the mounting grooves (13), the ratchet pawls (3) and the shifting gears are matched and are all more than two, and adjacent mounting grooves (13) are arranged opposite to each other at 180 degrees.

7. The gear adjustment device according to claim 1, 2, 3 or 6, characterized in that: One or more positioning grooves (18) are circumferentially arranged on the inner side of one end of the shaft sleeve (2), and an elastic clamp (19) matching the positioning groove (18) is correspondingly arranged on the core shaft (1), and the elastic clamp (19) can enter or leave the positioning groove (18) when the core shaft (1) rotates.

8. The gear adjustment device according to claim 4, characterized in that: One or more positioning grooves (18) are circumferentially arranged on the inner side of one end of the shaft sleeve (2), and an elastic clamp (19) matching the positioning groove (18) is correspondingly arranged on the core shaft (1), and the elastic clamp (19) can enter or leave the positioning groove (18) when the core shaft (1) rotates.

9. The gear adjustment device according to claim 5, characterized in that: One or more positioning grooves (18) are circumferentially arranged on the inner side of one end of the shaft sleeve (2), and an elastic clamp (19) matching the positioning groove (18) is correspondingly arranged on the core shaft (1), and the elastic clamp (19) can enter or leave the positioning groove (18) when the core shaft (1) rotates.

10. A transmission, characterized in that: The invention comprises a transmission housing (40) and a gear adjustment device as claimed in any one of claims 1 to 9, and further comprises an input shaft (20) and an output gear shaft (21), wherein the output gear shaft (21) is rotatably arranged at one end of the input shaft (20), and an output gear is keyed to the output gear shaft (21); an input gear shaft (4) is rotatably arranged at the end of the input shaft (20) away from the output end, and the input shaft (20) is clamped to the input gear shaft (4) through a one-way device; an input gear is keyed to the input shaft (20), the input gear is correspondingly meshed with a shift gear M, and the output gear is correspondingly meshed with a shift gear N; the tooth top circle diameter of the input gear increases in a direction away from the power input, and the tooth top circle diameter of the output gear decreases in a direction away from the power input.

11. The transmission according to claim 10, characterized in that A first planetary gear set and a second planetary gear set are installed at the other end of the core shaft; the first planetary gear set includes a sun gear 1 (30), a ring gear 1 (31) and a planetary gear 1 (32); the second planetary gear includes a sun gear 2 (33), a ring gear 2 (34) and a planetary gear 2 (35); the first planetary gear set and the second planetary gear set share a planetary bracket (29); the sun gear 1 (30) in the first planetary gear set is connected to the shaft sleeve (2) as a whole, and the sun gear 1 (30) is rotatably connected to the core shaft (1); the ring gear 1 (31) in the first planetary gear set is rotatably connected to the shaft sleeve (2); the sun gear 2 (33) in the second planetary gear set is key-connected to the core shaft (1), and the ring gear 2 (34) in the second planetary gear set is sleeved on the outside of the ring gear 1 (31) in the first planetary gear set; the ring gear 2 (34) is transmission-connected to an electronic gear shifting device (52) or a gear shifting device driven by a pull rope.

12. The transmission according to claim 11, characterized in that A gear shifting button (36) is fixed to the other end of the core shaft (1), and a gear position mark (37) is provided at the end of the shaft sleeve (2) corresponding to the gear shifting button (36).

13. A transmission gear position control method, characterized in that: For the above transmission, When shifting up, during the process that the sliding-in portion (51) of the ratchet (3) corresponding to the third driving part (123) slides in the third driving part (123), the ratchet corresponding to the third driving part engages with a shift gear N corresponding to the ratchet; the shift gears M engage with the ratchet (3) corresponding to the shift gears M one by one in a direction away from the power input; during the process that the sliding-in portion (51) of the ratchet (3) corresponding to the second driving part (122) slides in the second driving part (122), the shift gears N engage with the ratchet (3) corresponding to the shift gears N one by one in a direction away from the power input; When downshifting, When the sliding-in portion (51) of the ratchet (3) corresponding to the second driving portion (122) slides in the second driving portion (122), the shift gears N are sequentially engaged with the ratchet (3) corresponding to the shift gears N in the direction of power input; When the sliding portion (51) of the ratchet (3) corresponding to the third driving part (123) slides in the third driving part (123), the ratchet (3) corresponding to the third driving part (123) engages with a shift gear N corresponding to the ratchet (3); the shift gears M engage with the ratchet (3) corresponding to the shift gears M one by one in the direction of power input; The core shaft rotates in opposite directions when shifting up or down. During each shifting up or down process, the core shaft is rotated to an angle F to enter the first process, wherein the angle between adjacent first drive parts (121) along the circumference of the core shaft (1) is α, and α is 360° / n, where n is the number of available gears; or, when n is less than or equal to 6, or less than 5, α is 60°, or when n is less than or equal to 5, the angle is 72°, or when n is equal to 4, α is 90°; The angle F is equal to α / 2±5°; the ratchet corresponding to the next gear position is firstly locked with a shift gear M or a shift gear N corresponding to the ratchet; the ratchet corresponding to the previous gear position is still locked with a shift gear M or a shift gear N corresponding to the ratchet; The spindle is continuously rotated to enter the second process, at which time the spindle (1) has rotated by an angle α from the initial shift position; under the prying action of the spindle (1), the ratchet corresponding to the shift gear M or the shift gear N in the previous gear position is disengaged from the tooth groove inside the corresponding shift gear M.

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