High-low-speed one-way and two-way gear shifting structure, integrated gear shifter and four-wheel motorcycle

Abstract

The invention relates to a reverse gear device for an automobile and a motorcycle, in particular to a high-low-speed one-way and two-way gear shifting structure, an integrated gear shifter and a four-wheel motorcycle. The high-low-speed one-way and two-way gear shifting structure comprises a main shaft, a gear shifting gear is connected to the main shaft through a spline, a slow-gear gear and a fast-gear gear are arranged on the two sides of the gear shifting gear at intervals respectively, and the main shaft is rotationally sleeved with the slow-gear gear and the fast-gear gear. The gear shifting gear is connected with the slow gear or the fast gear in a sliding mode. Through innovative gear layout and gear shifting mechanism integrated design, forward / reverse gear switching, high-speed / low-speed speed changing and two-drive / four-drive output modes are highly integrated in a compact box body, the operation process is greatly simplified, the problem of complexity of multi-handle operation in the prior art is solved, gear shifting impact is remarkably reduced, and the gear shifting efficiency is improved. And the transmission stability and reliability are improved, and the large market popularization value is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to a reverse gear for automobiles and motorcycles, in particular to a high-low speed single-direction and double-direction gear shifting structure, an integrated gear shifter and a four-wheel motorcycle. BACKGROUND

[0002] At present, the reverse gear used by the four-wheel motorcycle is generally the reverse gear of the three-wheel motorcycle, which is used directly to realize the rear wheel drive. The structure is simple, convenient and low in cost, and is the preferred reverse gear of most four-wheel motorcycle products.

[0003] However, the reverse gear of the existing three-wheel motorcycle can only realize the rear wheel drive, some can be speed-changed but do not have four-wheel drive, or have four-wheel drive but do not have speed change, or have speed change and four-wheel drive but cannot realize the conversion of two-wheel drive and four-wheel drive, or all can be switched but the operation handle is too many and the overall operation is complex, and the structural reliability is not strong, so that the adaptability and economy of the four-wheel motorcycle product cannot well adapt to the market demand.

[0004] Therefore, the technical personnel in the field are committed to developing a high-low speed single-direction and double-direction gear shifting structure, an integrated gear shifter and a four-wheel motorcycle which are convenient to operate, easy to switch and high in reliability. SUMMARY

[0005] In view of the above defects of the prior art, the technical problem to be solved by the present application is to provide a high-low speed single-direction and double-direction gear shifting structure, an integrated gear shifter and a four-wheel motorcycle.

[0006] To achieve the above-mentioned purpose, the present application provides a high-low speed single-direction and double-direction gear shifting structure, comprising a main shaft, a gear shifting gear is connected to the main shaft through spline, a slow gear and a fast gear are respectively arranged on both sides of the gear shifting gear, the slow gear and the fast gear are rotatably sleeved on the main shaft, and the gear shifting gear is slidably connected with the slow gear or the fast gear.

[0007] Preferably, an inner spline tooth is arranged on the inner side wall of the gear shifting gear, and a first outer spline tooth and a second outer spline tooth which can be engaged with the inner spline tooth are respectively arranged on the opposite sides of the slow gear and the fast gear.

[0008] Preferably, a secondary shaft is arranged below the main shaft, a driven double gear is arranged on the secondary shaft, and the driven double gear is rotatably sleeved on the secondary shaft; a driven tooth and a driving tooth are arranged on the outer side wall of the driven double gear, and the driven tooth is always engaged with the slow gear.

[0009] Preferably, the countershaft is coaxially provided with a first driven gear and a second driven gear; the first driven gear is in synchronous engagement with the outer gear of the shift gear when the inner spline teeth of the shift gear are in engagement with the first outer spline teeth of the slow gear; and the second driven gear is in constant engagement with the fast gear.

[0010] Preferably, the countershaft is coaxially provided with a front drive shaft and a rear drive shaft; the front drive shaft is spline-coupled with a front drive gear, and the front drive gear is in constant engagement with the drive gear; the rear drive shaft is spline-coupled with a rear drive gear, and the rear drive gear is in constant engagement with the second driven gear.

[0011] The application also provides an integrated gear shifter, which comprises the high-low speed single-direction and bidirectional gear shifting structure as described above.

[0012] Preferably, the application further comprises a housing, which comprises a first box, a second box, a third box and a fourth box arranged in sequence, and the main shaft, the countershaft, the front drive shaft and the rear drive shaft are all rotatably connected in the housing; the two ends of the main shaft are supported on the first box and the fourth box respectively, the two ends of the countershaft are supported on the second box and the fourth box respectively, the two ends of the front drive shaft are supported on the second box and the third box respectively, and the two ends of the rear drive shaft are supported on the third box and the fourth box respectively.

[0013] Preferably, the housing is further provided with a driving gear, and the driving gear is in constant engagement with a forward gear and a reverse gear, and the forward gear and the reverse gear are rotatably sleeved on the main shaft.

[0014] Preferably, a combination gear spline-coupled with the main shaft is arranged between the forward gear and the reverse gear, and a second gear shifting yoke is arranged on the combination gear, and the second gear shifting yoke is used to shift the combination gear into engagement with the forward gear or the reverse gear.

[0015] The application also provides a four-wheel motorcycle, which comprises the high-low speed single-direction and bidirectional gear shifting structure as described above or the integrated gear shifter as described above.

[0016] The application has the following advantages: the application integrates the forward / reverse switching, high / low speed shifting and two-wheel / four-wheel output modes in a compact box through innovative gear layout and gear shifting mechanism design, greatly simplifies the operation process, avoids the cumbersome problem of multiple handle operation in the prior art, significantly reduces the gear shifting impact, improves the transmission stability and reliability, and has great market promotion value. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a cross-sectional view of the high-low speed single-direction and bidirectional gear shifting structure in a specific embodiment of the application.

[0018] Figure 2 is a structural diagram of a main shaft in one embodiment of the present application.

[0019] Figure 3 is a structural diagram of a low gear in one embodiment of the present application.

[0020] Figure 4 is a structural diagram of a high gear in one embodiment of the present application.

[0021] Figure 5 is a front view of an integrated gear shifter in one embodiment of the present application.

[0022] Figure 6 is a side view of an integrated gear shifter in one embodiment of the present application.

[0023] Figure 7 is a sectional structural diagram of A-A in Figure 6

[0024] Figure 8 is a structural diagram of a third case in one embodiment of the present application.

[0025] Figure 9 is a sectional structural diagram of B-B in Figure 8

[0026] 1, main shaft; 1a, coupling outer spline; 1b, coupling inner spline; 2, gear shift gear; 21, inner spline tooth; 22, first shift fork; 3, low gear; 31, first outer spline tooth; 4, high gear; 41, second outer spline tooth; 5, countershaft; 6, driven double gear; 61, passive tooth; 62, driving tooth; 7, first driven gear; 8, second driven gear; 9, front drive shaft; 91, front drive gear; 10, rear drive shaft; 101, rear drive gear; 11, housing; 11a, first case; 11b, second case; 11c, third case; 11c1, first bearing hole; 11c2, second bearing hole; 11d, fourth case; 12, driving gear; 13, forward gear; 14, reverse gear; 15, combined tooth; 15a, second shift fork. DETAILED DESCRIPTION

[0027] ​​The application will be further described below in conjunction with the drawings and embodiments. It should be noted that in the description of the application, the terms "upper", "lower", "left", "right", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular way, and therefore cannot be understood as limiting the application. The terms "first", "second", "third" and the like are only for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0028] As shown in Figures 1-4 , the application provides a high-low speed single and double direction gear shifting structure, comprising a main shaft 1. In this embodiment, the main shaft 1 is designed as a spline shaft, on which a coupling outer spline 1a and a coupling inner spline 1b are arranged at intervals for component connection. Specifically, a shift gear 2 is installed at the coupling outer spline 1a, and an inner spline tooth 21 is arranged on the inner side wall of the shift gear 2 to cooperate with the coupling outer spline 1a. In addition, a first shift fork 22 is arranged on the shift gear 2, which is used to shift the shift gear 2 to make it reciprocate along the coupling outer spline 1a.

[0029] Specifically as shown in Figure 1 , a slow gear 3 and a fast gear 4 are arranged at intervals on both sides of the shift gear 2, both of which are rotatably sleeved on the main shaft 1 and can rotate independently relative to the main shaft 1 (in specific implementation, the two can be sleeved on the main shaft 1 through bearings). The shift gear 2 can axially slide under the drive of the first shift fork 22 and selectively engage with the slow gear 3 or the fast gear 4. Specifically, the opposite sides of the slow gear 3 and the fast gear 4 are respectively protrusively provided with a first outer spline tooth 31 and a second outer spline tooth 41 which can engage with the inner spline tooth 21 for mutual engagement. In actual use, when the first shift fork 22 shifts the shift gear 2 to engage with the slow gear 3 (i.e. the inner spline tooth 21 on the shift gear 2 engages with the first outer spline tooth 31), the slow gear 3 rotates synchronously with the main shaft 1. Conversely, when the first shift fork 22 shifts the shift gear 2 to engage with the fast gear 4 (i.e. the inner spline tooth 21 on the shift gear 2 engages with the second outer spline tooth 41), the fast gear 4 rotates synchronously with the main shaft 1.

[0030] A secondary shaft 5 is arranged in parallel below the main shaft 1, and a driven double coupling gear 6 is assembled on the secondary shaft 5. The driven double coupling gear 6 is rotatably sleeved on the secondary shaft 5 through a bearing, so that it can rotate independently relative to the secondary shaft 5. At the same time, a passive tooth 61 and a driving tooth 62 are arranged at intervals on the outer side wall of the driven double coupling gear 6, wherein the passive tooth 61 is always engaged with the slow gear 3.

[0031] The countershaft 5 is also connected by a first driven gear 7 and a second driven gear 8 via splines. Both are arranged on the same side of the driven double gear 6, and their end faces abut against each other. The first driven gear 7 can intermittently mesh with the shift gear 2, while the second driven gear 8 is constantly meshed with the fast gear 4.

[0032] To achieve the gear shifting function, the first driven gear 7 and the second driven gear 8 are designed with different tooth diameters and number of teeth. This design allows the countershaft 5 to obtain different transmission ratios when the shift gear 2 engages with the first driven gear 7 or the second driven gear 8, thereby enabling the switching between high-speed and low-speed gears in the rear drive.

[0033] Specifically, the external teeth of the first driven gear 7 have a specific length, which is equal to the length of the external teeth of the shift gear 2, and both are greater than the axial length of the first external spline tooth 31 on the slow gear 3. This design creates three distinct power transmission paths:

[0034] 1) When the shift gear 2 moves axially until its external teeth mesh with the first driven gear 7, but its internal spline teeth 21 have not yet engaged with the first external spline teeth 31 of the slow gear 3, the shift gear 2 can drive the first driven gear 7 independently without driving the slow gear 3. At this time, the device enters the low-speed rear-drive mode, and the power is directly transmitted to the first driven gear 7 through the main shaft 1 and the shift gear 2, thereby driving the countershaft 5 to rotate synchronously.

[0035] 2) When the shift gear 2 moves further so that its internal spline 21 is fully engaged with the first external spline 31, the slow gear 3 and the first driven gear 7 are synchronously driven. At this time, the device enters the low-speed four-wheel drive mode. Power is transmitted to the first driven gear 7 and also to the driven double gear 6 through the slow gear 3, thereby achieving low-speed bidirectional output.

[0036] 3) When the shift gear 2 engages with the fast gear 4 (i.e., the internal spline 21 of the shift gear 2 meshes with the second external spline 41), the device enters the high-speed rear drive mode, and the power directly drives the second driven gear 8 through the fast gear 4, thereby driving the countershaft 5 to rotate synchronously.

[0037] This structural design not only enables smooth switching between fast and slow gears, but also ensures the accuracy and reliability of gear engagement through precise dimensional control, effectively reducing shift shock and improving the overall performance of the transmission system.

[0038] Below the sub-shaft 5, a front drive shaft 9 and a rear drive shaft 10 are arranged in parallel, with their axes coinciding. Specifically, a front drive gear 91 is splined onto the front drive shaft 9, and this front drive gear 91 is constantly meshed with the drive gear 62. Similarly, a rear drive gear 101 is splined onto the rear drive shaft 10, and this rear drive gear 101 is constantly meshed with the second driven gear 8. In operation, by controlling the displacement of the shift gear 2, power can be simultaneously transmitted to both the front drive shaft 9 and the rear drive shaft 10 to achieve low-speed four-wheel drive, or only transmitted to the rear drive shaft 10 to achieve low-speed or high-speed rear-wheel drive, meeting the output requirements under different operating conditions.

[0039] like Figures 5-9 As shown, the present invention also provides an integrated gear shifter, including a high-low speed one-way and two-way shifting structure and a housing 11 as described above. The housing 11 is composed of a first housing 11a, a second housing 11b, a third housing 11c, and a fourth housing 11d connected in sequence. In this embodiment, the housing 11 serves as a mounting base and can be made of high-strength cast iron or aluminum alloy, etc.

[0040] The aforementioned main shaft 1, secondary shaft 5, front drive shaft 9, and rear drive shaft 10 are all rotatably connected to the housing 11 via bearings. Specifically, the two ends of the main shaft 1 are rotatably connected to the first housing 11a and the fourth housing 11d via bearings, while the two ends of the secondary shaft 5 are supported on the second housing 11b and the fourth housing 11d, respectively.

[0041] The two ends of the front drive shaft 9 are supported on the second housing 11b and the third housing 11c, respectively, while the two ends of the rear drive shaft 10 are supported on the third housing 11c and the fourth housing 11d, respectively. Figures 8-9 As shown, the third housing 11c contains a first bearing hole 11c1 and a second bearing hole 11c2 for supporting the front drive shaft 9 and the rear drive shaft 10, respectively. This segmented housing layout significantly optimizes the utilization of internal space and structural compactness of the housing 11, while enhancing the overall strength and operational stability of the device. By concentrating the main shifting mechanism on the main shaft 1 for control, the impact during shifting is effectively reduced, improving operational smoothness and comfort.

[0042] In addition, a drive gear 12 is provided inside the housing 11. In this embodiment, the drive gear 12 serves as a power source and is constantly meshed with both the forward gear 13 and the reverse gear 14. The forward gear 13 and the reverse gear 14 are respectively loosely mounted on the main shaft 1 via bearings and can rotate independently relative to the main shaft 1.

[0043] On the main shaft 1 section between the forward gear 13 and the reverse gear 14, a engagement tooth 15 is splined. This engagement tooth 15 is located at the connecting inner spline 1b on the main shaft 1 and can slide axially along the main shaft 1. A second shift fork 15a is mounted on the engagement tooth 15. By operating the second shift fork 15a, the engagement tooth 15 can be driven to move axially, selectively engaging with the forward gear 13 or the reverse gear 14, thereby switching the rotation direction of the main shaft 1, and thus forming a forward gear or a reverse gear.

[0044] In practical use, the second shift fork 15a moves the engagement tooth 15. When the engagement tooth 15 engages with the forward gear, the power is transmitted to the main shaft 1 through the drive gear 12 and the forward gear 13, so that the vehicle moves forward. When the engagement tooth 15 engages with the reverse gear 14, the power transmission path changes and the main shaft 1 rotates in the opposite direction, so that the vehicle moves backward.

[0045] The present invention also provides a four-wheeled motorcycle, including the high and low speed single and double shifting structure as described above or the integrated shifter as described above.

[0046] The aforementioned integrated gear shifter primarily achieves its function by coordinating the control of two shift forks. In operation, engine power is first input through the drive gear 12. The operator manipulates the second shift fork 15a to drive the engagement gear 15 to slide axially along the main shaft 1, selectively engaging it with either the forward gear 13 or the reverse gear 14. This determines the rotation direction of the main shaft 1, establishing the basic forward or reverse driving state of the vehicle. Furthermore, by manipulating the first shift fork 22 to drive the shift gear 2 to slide on the main shaft 1, three different output modes can be switched. Specifically, when the internal spline teeth 21 of the shift gear 2 engage with the external spline teeth of the fast gear 4, the device enters high-speed rear-drive mode. Power is transmitted to the rear-drive shaft 10 via the fast gear 4, the driven gear, and the rear-drive gear 101, achieving high-speed unidirectional output. When the external teeth of shift gear 2 mesh with the driven teeth 61 of the driven double gear 6 (at this time, the internal spline teeth 21 are not engaged with the first external spline teeth 31), the device enters the low-speed rear-drive mode. Power is transmitted to the rear-drive shaft 10 via shift gear 2, the first driven gear 7, the countershaft 5, the second driven gear 8, and the rear-drive gear 101. When the external teeth of shift gear 2 mesh with the first driven gear 7 and its internal spline teeth 21 simultaneously engage with the external spline teeth of the slow gear 3, the device enters the low-speed four-drive mode. Power is transmitted to the rear-drive shaft 10, and simultaneously diverted to the front-drive shaft 9 via the slow gear 3, the driven double gear 6, and the front-drive gear 91, thus achieving low-speed bidirectional output to meet the power requirements under different road conditions. The entire shifting process is simple to operate, and the transmission path is clear and reliable.

[0047] This invention integrates forward / reverse gear switching, high / low speed shifting, and two-wheel / four-wheel drive output modes into a compact housing through an innovative gear layout and shifting mechanism design. This not only greatly simplifies the operation process and avoids the cumbersome problem of multiple levers in the prior art, but also significantly reduces shifting shock and improves transmission smoothness and reliability, thus having great market promotion value.

[0048] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A high-low speed unidirectional and bidirectional shifting structure, characterized in that: The application relates to a high-low speed single-double direction gear shifting structure.

2. The high-low speed single / dual direction shift structure according to claim 1, characterized in that: An inner spline tooth (21) is arranged on the inner side wall of the gear shifting gear (2), and first and second outer spline teeth (31) and (41) are arranged on the opposite sides of the slow gear (3) and the fast gear (4) respectively and can be engaged with the inner spline tooth (21).

3. The high-low speed single / dual direction shift structure according to claim 2, characterized in that: A secondary shaft (5) is arranged below the main shaft (1), and a driven double gear (6) is arranged on the secondary shaft (5) and rotatably sleeved on the secondary shaft (5). Passive teeth (61) and driving teeth (62) are arranged on the outer side wall of the driven double gear (6) at intervals, and the passive teeth (61) are always engaged with the slow gear (3).

4. The high-low speed single / dual direction gear shift structure according to claim 3, wherein: First and second driven gears (7) and (8) are arranged on the secondary shaft (5) at intervals. When the inner spline tooth (21) on the gear shifting gear (2) is engaged with the first outer spline tooth (31) of the slow gear (3), the first driven gear (7) is synchronously engaged with the outer tooth of the gear shifting gear (2). The second driven gear (8) is always engaged with the fast gear (4).

5. The high-low speed single / dual direction shift structure according to claim 4, characterized in that: A front drive shaft (9) and a rear drive shaft (10) are coaxially arranged below the secondary shaft (5). A front drive gear (91) is spline-coupled to the front drive shaft (9) and always engaged with the driving teeth (62). A rear drive gear (101) is spline-coupled to the rear drive shaft (10) and always engaged with the second driven gear (8).

6. An integrated shifter characterized by: The application further relates to a high-low speed single-double direction gear shifting structure.

7. The integrated shifter of claim 6, wherein: The application further relates to a high-low speed single-double direction gear shifting structure. The application further relates to a high-low speed single-double direction gear shifting structure.

8. The integrated shifter of claim 7, wherein: The application further relates to a high-low speed single-double direction gear shifting structure. The application further relates to a high-low speed single-double direction gear shifting structure.

9. The integrated shifter of claim 8, wherein: The forward gear (13) and the reverse gear (14) are provided with a combination tooth (15) which is connected with the main shaft (1) by spline, and the combination tooth (15) is provided with a second shift fork (15a) which is used to shift the combination tooth (15) to engage with the forward gear (13) or the reverse gear (14).

10. A four-wheeled motorcycle, characterized in that: The high-low speed single-direction or bidirectional shift structure as claimed in any one of claims 1-5 or the integrated shift ware as claimed in any one of claims 6-9.

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