A clamping control mechanism of a variable gear device of an electric tricycle

Abstract

The application provides a clamping control mechanism of a gear shifting device of an electric tricycle, which comprises a power input shaft, a first gear driving gear, a second gear driving gear, a driven shaft, a first gear driven gear and a second gear driven gear. A reverse one-way clutch is arranged between the first gear driven gear and the driven shaft, and a forward one-way clutch is arranged between the second gear driven gear and the driven shaft. A gear clamping sleeve capable of clamping the second gear driven gear is arranged on the driven shaft. When the gear clamping sleeve is not clamped with the second gear driven gear, power is transmitted to the driven shaft through the first gear driving gear, the first gear driven gear and the reverse one-way clutch. When the gear clamping sleeve is clamped with the second gear driven gear, power is transmitted to the driven shaft through the second gear driving gear, the second gear driven gear and the gear clamping sleeve. When the second gear is engaged, the second cage is rotated in advance by being pressed by a slope, the second roller is stably positioned at the low point of the second circular smooth curve, and the problem of bidirectional locking and the failure of gear returning caused by the air gap of the mechanism is completely avoided.

Description

Technical Field

[0001] This invention belongs to the field of gear shifting technology and relates to an overrunning clutch engagement control mechanism in a gear shifter, particularly an engagement control mechanism for a gear shifting device of an electric tricycle, which can have reverse kinetic energy under any circumstances without self-locking. Background Technology

[0002] Automatic overtaking shifting mechanism is simple, reliable and flexible, but it still has the following problems: when the vehicle speed is greater than the forward pushing speed of the motor, the entire shifting mechanism is in an overtaking neutral coasting state, and it is impossible to use reverse power to restrain the vehicle from moving slowly. This poses a great safety hazard when the vehicle is in motion, especially when it is heavily loaded and going downhill.

[0003] To address this, Chinese Patent Application Publication No. CN107061727A discloses a multifunctional transmission component, including a power input shaft, a first overrunning clutch, and a second overrunning clutch. The overrunning directions of the first and second overrunning clutches are opposite. The outer ring of the first overrunning clutch is used to output power outward or receive external counter-dragging force. When the driver is going downhill and releases the accelerator, the wheels, through the transmission system, counter-drag the outer ring of the first overrunning clutch, causing its speed to be much higher than the speed of the power input shaft. The first overrunning clutch is in an overrunning state, while the second overrunning clutch is in an engaged state. The one-way valve in the first gear of this mechanism can only engage in one direction, providing only forward gears and no reverse gear, and it has no counter-dragging power function. Summary of the Invention

[0004] The purpose of this invention is to address the aforementioned problems in existing technologies by proposing a locking control mechanism for the gear shifting device of an electric tricycle that can provide reverse kinetic energy under any circumstances without self-locking.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] The engagement control mechanism of the gear shifting device for an electric tricycle includes a power input shaft, a first-gear drive gear and a second-gear drive gear mounted on the power input shaft, a driven shaft parallel to the power input shaft, and a first-gear driven gear and a second-gear driven gear mounted on the driven shaft. The first-gear drive gear meshes with the first-gear driven gear, and a reverse one-way device is provided between the first-gear driven gear and the driven shaft. The second-gear drive gear meshes with the second-gear driven gear, and a forward one-way device is provided between the second-gear driven gear and the driven shaft. The driven shaft is provided with a gear position engagement sleeve that can engage with the second-gear driven gear. When the gear position engagement sleeve is not engaged with the second-gear driven gear, power is transmitted to the driven shaft via the first-gear drive gear, the first-gear driven gear, and the reverse one-way device. When the gear position engagement sleeve engages with the second-gear driven gear, power is transmitted to the driven shaft via the second-gear drive gear, the second-gear driven gear, and the gear position engagement sleeve.

[0007] The outer diameter of the first gear drive gear is smaller than that of the second gear drive gear, while the outer diameter of the first gear driven gear is larger than that of the second gear driven gear. When operating in first gear, the speed of the driven shaft is less than that when operating in second gear. The gear shift sleeve is a splined sliding sleeve fitted on the driven shaft, which can slide along the driven shaft axis and always rotates with the driven shaft.

[0008] In first gear, the gear shift sleeve is not engaged with the second gear driven gear, the reverse one-way valve is engaged, and the forward one-way valve is in overrunning slip mode. When the motor stops rotating, the power input shaft stops rotating, and both the first and second gear driven gears stop rotating simultaneously. As the vehicle continues to move forward, it drives the driven shaft to continue rotating, and the forward one-way valve gradually becomes engaged. The first gear reverse cam on the driven shaft is in overrunning disengagement mode, and the second gear forward cam is in clamping mode. Thus, power is transmitted to the second gear driven gear, which then transmits it to the second gear drive gear. The second gear drive gear then transmits it to the power input shaft to push the motor back, giving the vehicle a slow, counter-resistance descent state.

[0009] When the gear shift sleeve engages with the second gear driven gear, it is in the second gear working state. At this time, the reverse one-way device is in the overtaking sliding state, and the forward one-way device is in the clamping working state. At this time, both the second gear driven gear and the forward one-way device are in the working state.

[0010] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, the first driven gear has a first inner ring surface, and the reverse one-way device includes a counterclockwise one-way cam disposed on the driven shaft and located inside the first inner ring surface. The outer edge of the counterclockwise one-way cam is provided with a plurality of first smooth curved surfaces with lift characteristics. Each first smooth curved surface is provided with a first roller. A first retainer is provided between the first inner ring surface and the outer circle of the counterclockwise one-way cam to keep the first roller in a certain position.

[0011] The first roller is located between the corresponding first smooth curved surface and the first inner ring surface. The distance from the highest point of the first smooth curved surface to the first inner ring surface is less than the outer diameter of the first roller, and the distance from the lowest point of the first smooth curved surface to the first inner ring surface is greater than the outer diameter of the first roller.

[0012] In first gear, the first gear drive gear on the power input shaft drives the first gear driven gear on the driven shaft to rotate counterclockwise. The first gear driven gear will drive the first roller to move towards the highest point of the first smooth curved surface. The first inner ring surface, the first roller, and the counterclockwise one-way cam are in a clamping working state, and the reverse one-way device is in an engaged working state.

[0013] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, a first circumferential thrust spring is provided between the first retainer and the counterclockwise one-way cam. The first circumferential thrust spring forms a circumferential thrust between the counterclockwise one-way cam and the first retainer, which is used to always push the first roller to the highest point of the first smooth curved surface.

[0014] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, the second driven gear has a second inner ring surface, and the forward one-way device includes a clockwise one-way cam disposed on the driven shaft and located inside the second inner ring surface. The outer edge of the clockwise one-way cam is provided with a plurality of second smooth curved surfaces with lift characteristics. Each second smooth curved surface is provided with a corresponding second roller. A second retainer is provided between the second inner ring surface and the outer circle of the clockwise one-way cam to keep the second roller in a certain position.

[0015] The second roller is located between the corresponding second smooth surface and the second inner ring surface. The distance from the highest point of the second smooth surface to the second inner ring surface is less than the outer diameter of the second roller, and the distance from the lowest point of the second smooth surface to the second inner ring surface is greater than the outer diameter of the second roller.

[0016] When the motor stops rotating, the power input shaft stops rotating, and the first and second driven gears stop rotating simultaneously. Since the vehicle continues to move forward, it drives the driven shaft to continue rotating. The clockwise one-way cam will drive the second roller to move towards the highest point of the second smooth curved surface. The clockwise one-way cam, the second roller, and the second inner ring surface form a clamping state, and the positive one-way device is in the engaged working state, giving the vehicle a counter-resistance descent function.

[0017] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, a second circumferential thrust spring is provided between the second retainer and the clockwise one-way cam. The second circumferential thrust spring forms a circumferential thrust between the clockwise one-way cam and the second retainer, which is used to always push the second roller to the highest point of the second smooth curved surface.

[0018] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, the gear locking sleeve is located between the first gear driven gear and the second gear driven gear. The end of the gear locking sleeve near the second gear driven gear is provided with a first end face locking tooth, and the end of the second gear driven gear is provided with a second end face locking tooth for locking with the first end face locking tooth.

[0019] The first end face engagement teeth are multiple and arranged in a circular array, as are the second end face engagement teeth. A first groove is formed between two adjacent first end face engagement teeth, the width of which is greater than the width of the second end face engagement teeth. A second groove is formed between two adjacent second end face engagement teeth, the width of which is greater than the width of the first end face engagement teeth. When the gear engagement sleeve engages with the second gear driven gear, the first end face engagement teeth extend into the second groove, and the second end face engagement teeth extend into the first groove.

[0020] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, a rotary shifting sleeve is also sleeved on the driven shaft between the gear shifting sleeve and the second gear driven gear. A rotary shifting structure is provided between the rotary shifting sleeve and the second retainer to cause the second retainer to rotate circumferentially when the rotary shifting sleeve approaches the second retainer. When the second retainer rotates circumferentially under the action of the rotary shifting structure, the second retainer drives the second roller to move towards the lower point of the second smooth curved surface. At this time, the clockwise one-way cam, the second roller, and the second inner ring surface will not form a clamping state whether they rotate clockwise or counterclockwise.

[0021] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, the rotary shifting structure includes a first rotary inclined surface shifting tooth disposed on the side of the rotary shifting sleeve near the second retainer, and a second rotary inclined surface shifting tooth disposed on the second retainer. The first rotary inclined surface shifting tooth has a first inclined surface, and the second rotary inclined surface shifting tooth has a second inclined surface. The first inclined surface can fit against the second inclined surface.

[0022] The first helical inclined surface has multiple teeth arranged in a circular array along the driven shaft, and the second helical inclined surface also has multiple teeth arranged in a circular array along the driven shaft. When the helical inclined sleeve approaches the second cage, the first inclined surface abuts against and presses against the second inclined surface, causing the second cage to rotate circumferentially, and causing the second roller to move towards the lowest point of the lift of the second smooth curved surface.

[0023] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, the axial movement of the rotary shifting sleeve toward the second retainer is driven by the gear locking sleeve. In first gear, the distance between the first end face locking tooth and the second end face locking tooth is greater than the distance between the first rotary inclined surface shifting tooth and the second rotary inclined surface shifting tooth.

[0024] During the shift from first gear to second gear, the gear position locking sleeve is moved closer to the second gear driven gear. Under the push of the gear position locking sleeve, the rotating actuating sleeve moves closer to the second retainer. Because the distance between the first end face locking teeth and the second end face locking teeth is greater than the distance between the first and second rotating inclined actuating teeth, the first and second rotating inclined actuating teeth first engage at an inclined plane, and then the first and second end face locking teeth engage.

[0025] In the aforementioned locking control mechanism of the electric tricycle gear shifting device, an axial thrust spring is provided between the rotary shift sleeve and the second retainer. When shifting from second gear to first gear, the axial thrust spring is used to reset the rotary shift sleeve, thereby separating it from the second floating sleeve.

[0026] Compared with the prior art, the present invention has the following advantages:

[0027] It can achieve stable switching between first and second gear, making up for the shortcomings of existing single-speed gear shifting structures that cannot adapt to different working conditions at high and low speeds; when coasting downhill under heavy load, the forward one-way device can engage in time to provide stable reverse resistance to achieve vehicle descent braking, completely eliminating the safety risks caused by coasting in neutral, and greatly improving vehicle driving safety and controllability; through the set rotational toggle structure, the second retainer can be driven to rotate in advance by the inclined surface extrusion when engaging second gear, and the second roller is stably limited to the low point of the lift of the second smooth curved surface, completely avoiding the failure problems of bidirectional locking and inability to return to the gear caused by the air gap of the mechanism. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the locking control mechanism of the gear shifting device of an electric tricycle.

[0029] Figure 2 This is another structural diagram of the locking control mechanism of the gear shifting device of an electric tricycle.

[0030] Figure 3 yes Figure 2 Plan view of the driven gear in the middle gear along the S direction.

[0031] Figure 4 yes Figure 2 Plan view of the driven gear N in the middle second gear.

[0032] Figure 5 This is a plan view of the second driven gear when it is engaged with the second end face.

[0033] Figure 6 This is a plan view of the second roller in the second driven gear when it is disengaged.

[0034] Figure 7This is a diagram showing the state of the first end face locking teeth and the second end face locking teeth when the second driven gear separates from the gear position locking sleeve.

[0035] Figure 8 This is a diagram showing the state when the second end face locking teeth engage with the first end face locking teeth when the second driven gear is rotated counterclockwise to push the gear locking sleeve.

[0036] Figure 9 It is a cross-sectional view of the second driven gear, the gear shift sleeve, the retainer, and the rotation shift sleeve.

[0037] Figure 10 This is a cross-sectional view of the second cage and the rotational actuation sleeve.

[0038] Figure 11 This is a plan view of the second cage facing the second spiral inclined plane when the gear is turned.

[0039] Figure 12 This is a plan view of the rotating gear facing the first rotating inclined surface when it is moving the teeth.

[0040] Figure 13 This is a schematic diagram of the structure of a single first-axis inclined plane actuating tooth and a second-axis inclined plane actuating tooth.

[0041] Figure 14 This is an assembly diagram of the second cage, the clockwise one-way cam, and the second circumferential thrust spring.

[0042] In the diagram, 1. Power input shaft; 2. First gear drive gear; 3. Second gear drive gear; 4. Driven shaft; 5. First gear driven gear; 6. Second gear driven gear; 7. Gear shift locking sleeve; 8. First inner ring surface; 9. Counterclockwise one-way cam; 10. First smooth curved surface; 11. First roller; 12. First cage; 13. First circumferential thrust spring; 14. Second inner ring surface; 15. Clockwise one-way cam; 16. Second smooth curved surface; 17. Second roller; 18. Second cage; 19. Second circumferential thrust spring; 20. First end face locking tooth; 21. Second end face locking tooth; 22. Rotation shift sleeve; 23. First rotation inclined surface shift tooth; 24. Second rotation inclined surface shift tooth; 25. First inclined surface; 26. Second inclined surface; 27. Axial thrust spring; 28. Shift lever; 29. ​​Shift fork. Detailed Implementation

[0043] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0044] like Figure 1 and Figure 2The locking control mechanism of the gear shifting device of the electric tricycle shown includes a power input shaft 1, a driven shaft 4 and a shift lever 28 that are parallel to each other. The power input shaft 1 is driven by a motor, the driven shaft 4 is a splined shaft, and the shift lever 28 is used to install the shift fork 29.

[0045] like Figure 1 and Figure 2 As shown, a driven gear 5 is provided at the right end of the driven shaft 4. The driven gear 5 has a first inner ring surface 8, and a counterclockwise one-way cam 9 is provided within the first inner ring surface 8. The counterclockwise one-way cam 9 is splinedly mounted on the driven shaft 4, as shown. Figure 3 As shown, the outer circle of the counterclockwise one-way cam 9 is provided with multiple first smooth curved surfaces 10 with lift characteristics. Each first smooth curved surface 10 is provided with a first roller 11. The first roller 11 is located between the outer circle of the counterclockwise one-way cam 9 and the first inner ring surface 8 of the driven gear 5. The first roller 11, the counterclockwise one-way cam 9, and the first inner ring surface 8 are slidably connected. At the same time, a first retainer 12 is provided between the first inner ring surface 8 and the outer circle of the counterclockwise one-way cam 9 to keep the first roller 11 in a certain position. A first circumferential thrust spring 13 is provided between the first retainer 12 and the counterclockwise one-way cam 9. The first circumferential thrust spring 13 forms a radial thrust between the counterclockwise one-way cam 9 and the first retainer 12. Under the action of the radial thrust, the first roller 11 is always pushed to the highest point of the lift of the counterclockwise one-way cam 9, forming a reverse one-way device.

[0046] like Figure 1 and Figure 2 As shown, a second-gear driven gear 6 is provided at the left end of the driven shaft 4. A gear shifting sleeve 7 is provided between the first-gear driven gear 5 and the second-gear driven gear 6 on the driven shaft 4. The gear shifting sleeve 7 is splined and fitted onto the driven shaft 4. The left end face of the gear shifting sleeve 7 has multiple first end face engaging teeth 20 arranged in a ring array, as shown in the figure. Figure 5 As shown, the right end face of the second driven gear 6 is provided with a plurality of second end face locking teeth 21 arranged in a ring array. The first end face locking teeth 20 and the second end face locking teeth 21 can be engaged and disengaged.

[0047] like Figure 4 , Figure 5 and Figure 6As shown, a clockwise one-way cam 15 is provided in the second inner ring surface 14 of the second driven gear 6. The clockwise one-way cam 15 is splined onto the driven shaft 4. Multiple second arc surfaces 16 with lift characteristics are provided on the outer circle of the clockwise one-way cam 15. Multiple second rollers 17 are provided at corresponding positions on the second arc surfaces 16. The clockwise one-way cam 15, the second rollers 17, and the second inner ring surface 14 are slidably connected. Simultaneously, a second retainer 18 is provided between the second inner ring surface 14 and the outer circle of the clockwise one-way cam 15 to hold the second rollers 17 in a certain position. Figure 14 As shown, a second circumferential thrust spring 19 is provided inside the second cage 18 and the clockwise one-way cam 15. The second circumferential thrust spring 19 forms a radial thrust between the clockwise one-way cam 15 and the second cage 18. Under the action of the radial thrust, the second roller 17 is continuously pushed to the highest point of the lift of the clockwise one-way cam 15, so that the clockwise one-way cam 15, the second roller 17, and the second cage 18 form a clamped state, forming a positive one-way device.

[0048] like Figure 7 As shown, when the first end face engaging tooth 20 on the gear shift engaging sleeve 7 is disengaged from the second end face engaging tooth 21 on the second gear driven gear 6, the first gear driving gear 2 and the second gear driving gear 3 on the power input shaft 1 will simultaneously drive the first gear driven gear 5 and the second gear driven gear 6 to rotate counterclockwise. At this time, the first gear driven gear 5 will drive the first roller 11 in the first inner ring surface 8 to move towards the highest point of the counterclockwise one-way cam 9. The first inner ring surface 8, the first roller 11, and the counterclockwise one-way cam 9 are in a clamping working state. Since the counterclockwise one-way cam 9 is splined and mounted on the driven shaft 4, the counterclockwise one-way cam 9 will simultaneously drive the driven shaft 4 to rotate counterclockwise, thus obtaining a counterclockwise rotating first gear working state. Since a clockwise one-way cam 15 is installed inside the second inner ring surface 14 of the second gear driven gear 6, the second gear driven gear 6 also rotates counterclockwise at this time. The second gear driven gear 6 drives the second roller 17 to move towards the low point of the lift of the clockwise one-way cam 15. The second inner ring surface 14, the second roller 17, and the clockwise one-way cam 15 of the second gear driven gear 6 are in an overshoot sliding state at the low point of the lift and cannot clamp. At this time, only the first gear is in the working state.

[0049] like Figure 7As shown, when the first end face engaging tooth 20 on the gear shift engaging sleeve 7 is disengaged from the second end face engaging tooth 21 on the second gear driven gear 6, the motor stops rotating, and the first gear driven gear 5 and the second gear driven gear 6 stop rotating simultaneously. At this time, while the vehicle continues to move forward, it drives the driven shaft 4 to continue rotating counterclockwise. The counterclockwise one-way cam 9 is splined and mounted on the driven shaft 4, so the counterclockwise one-way cam 9 also rotates counterclockwise. At this time, the counterclockwise one-way cam mounted on the driven shaft 4... The rotational speed of 9 is greater than that of the first driven gear 5. Therefore, the first roller 11 is always at the low point of the lift of the counterclockwise one-way cam 9. The first inner ring surface 8 of the first driven gear 5, the counterclockwise one-way cam 9, and the first roller 11 form an overrunning sliding state, but cannot form a clamping state. The power on the driven shaft 4 cannot be transmitted to the first driven gear 5. At this time, if the motor wants to give the drive gear a reverse rotational power to stop the vehicle from continuing to slide forward, the first driven gear 5 cannot achieve this. Meanwhile, the clockwise one-way cam 15, installed in the second inner ring surface 14 of the second driven gear 6, is splined and mounted on the driven shaft 4. When the driven shaft 4 rotates counterclockwise, the clockwise one-way cam 15 will drive the second roller 17 on the outer circle of the clockwise one-way cam 15 to move towards the highest point of the clockwise one-way cam 15's lift. At this time, the clockwise one-way cam 15, the second roller 17, and the second inner ring surface 14 form a clamping state and thus rotate. At this time, the second driven gear 6 transmits power to the second driving gear 3, and the second driving gear 3 then transmits it to the power input shaft 1 to push the motor, so that the vehicle gets a state of slow descent with resistance.

[0050] When the first end face locking tooth 20 of the gear shift locking sleeve 7 engages with the second end face locking tooth 21 of the second gear driven gear 6, and the first gear driven gear 5 and the second gear driven gear 6 rotate simultaneously in a counterclockwise direction, as... Figure 8As shown, firstly, the B surface 212 of the second end face engaging tooth 21 of the second gear driven gear 6 engages and rotates with the A surface 201 of the first end face engaging tooth 20 on the gear shift engaging sleeve 7. Therefore, the power of the second gear driven gear 6 is directly transmitted to the first end face engaging tooth 20 of the gear shift engaging sleeve 7 for rotation. Since the gear shift engaging sleeve 7 is splined and mounted on the driven shaft 4, it simultaneously drives the driven shaft 4 to rotate counterclockwise. At this time, the second gear driven gear 6 also simultaneously drives the second roller 17 to move towards the lowest point of the clockwise one-way cam 15. The second inner ring surface 14, the second roller 17, and the clockwise one-way cam 15 of the second gear driven gear 6... The three components of cam 15 cannot be clamped together and are in a sliding state with a low lift. At this time, since the speed of the second driven gear 6 is greater than that of the first driven gear 5, the first driven gear 5 will never bring the first roller 11 to the high lift of the counterclockwise one-way cam 9. Therefore, the first inner ring surface 8, the first roller 11, and the counterclockwise one-way cam 9 cannot be clamped together. At this time, after the first end face locking tooth 20 of the gear locking sleeve 7 engages with the second end face locking tooth 21 of the second driven gear 6, the second driven gear 6 can only form a second gear working state when it rotates counterclockwise.

[0051] If the speed of the driven shaft 4 (i.e., the vehicle speed) is greater than the speed of the second driven gear 6, the clockwise one-way cam 15, which is splined and mounted on the driven shaft 4, will also rotate counterclockwise. At this time, the highest point of the clockwise one-way cam 15 will clamp with the second roller 17 and the second inner ring surface 14, causing the second driven gear 6 to rotate counterclockwise. Figure 8 As shown, while the A surface 201 of the first end face engagement tooth 20 on the gear shift engagement sleeve 7 is engaged with the B surface 212 of the second end face engagement tooth 21 of the second gear driven gear 6, the clockwise one-way cam 15 also transmits counterclockwise rotational power to the second gear driven gear 6 at any time. This uninterrupted lift smooth curved surface ratchet effect will generate a mutual self-locking state with the second end face engagement tooth 21 of the second gear driven gear 6 and the first end face engagement tooth 20 on the gear shift engagement sleeve 7, so that the first end face engagement tooth 20 on the gear shift engagement sleeve 7 and the second end face engagement tooth 21 on the second gear driven gear 6 cannot be smoothly pulled out of the second gear and return to the first gear.

[0052] Therefore, as Figure 9 , Figure 10 , Figure 11 , Figure 12 and Figure 13As shown, a second helical inclined actuating tooth 24 with a second inclined surface 26 is provided on the right end face of the second retainer 18. Similarly, a first helical inclined actuating tooth 23 with a first inclined surface 25 is provided on the left end face of the helical actuating sleeve 22, which is splined and mounted on the driven shaft 4. The first inclined surface 25 and the second inclined surface 26 have the same inclined surface angle. The second helical inclined actuating tooth 24 and the first helical inclined actuating tooth 23 can rotate and engage with each other at an inclined surface and disengage. The number of teeth on the second helical inclined actuating tooth 24 and the first helical inclined actuating tooth 23 corresponds to the number of teeth on the first helical inclined actuating tooth 23. Figure 1 and Figure 2 As shown, an axial thrust spring 27 is provided between the second helical inclined surface actuating tooth 24 and the first helical inclined surface actuating tooth 23, and the axial thrust spring 27 is loosely fitted on the driven shaft 4.

[0053] When the shift lever 28 drives the shift fork 29 to push the shift engagement sleeve 7 into the second end face engagement tooth 21 of the second gear driven gear 6 for second gear engagement, it simultaneously pushes the first helical inclined surface shift tooth 23 on the helical shift sleeve 22 towards the second helical inclined surface shift tooth 24 of the second retainer 18 for inclined surface engagement. At this time, since the helical shift sleeve 22 is splined and mounted on the driven shaft 4, the helical shift sleeve 22 only moves axially. When the first helical inclined surface shift tooth 23 on the helical shift sleeve 22 is further pushed until it is in inclined surface engagement with the second helical inclined surface shift tooth 24 on the second retainer 18, the helical shift sleeve 22 still... As it continues to move towards the second cage 18, the second helical inclined actuating tooth 24 of the second cage 18 will be pushed by the inclined surface to form a radial rotational motion in the opposite direction to the inclined surface of the first helical inclined actuating tooth 23. Once the second cage 18 generates radial rotation, the second cage 18 will first drive the second roller 17 to move towards the low point of the lift of the clockwise one-way cam 15, and keep the second roller 17 in the low point of the lift position of the clockwise one-way cam 15. At this time, the clockwise one-way cam 15, the second roller 17 and the second inner ring surface 14 cannot form a clamping state whether they rotate in the clockwise or counterclockwise direction. Thus, without the lifting clamping function of the clockwise one-way cam 15, only the second end face locking tooth 21 on the second gear driven gear 6 and the first end face locking tooth 20 on the gear locking sleeve 7 can rotate in end face locking. Therefore, the clockwise one-way cam 15 cannot form a mutually self-locking state with the second end face locking tooth 21 on the second gear driven gear 6.

[0054] When the shift lock sleeve 7 moves to the right of the driven shaft 4 to pull out the second gear, the rotary shift sleeve 22, under the elastic force of the axial thrust spring 27, moves axially together with the shift lock sleeve 7 and exits the second gear engagement state, returning to the first gear working state. At this time, without the inclined surface thrust of the rotary shift sleeve 22, the second retainer 18, under the action of the radial thrust spring 21 installed between the clockwise one-way cam 15 and the second retainer 18, pushes the second roller 17 to the high point of the clockwise one-way cam 15's lift. At this time, the clockwise one-way cam 15, the second roller 17, and the second inner ring surface 14 return to the clamped state.

[0055] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A locking control mechanism for a gear shifting device of an electric tricycle, comprising a power input shaft (1), a first-gear drive gear (2) and a second-gear drive gear (3) disposed on the power input shaft (1), a driven shaft (4) parallel to the power input shaft (1), a first-gear driven gear (5) and a second-gear driven gear (6) disposed on the driven shaft (4), wherein the first-gear drive gear (2) meshes with the first-gear driven gear (5), a reverse one-way device is provided between the first-gear driven gear (5) and the driven shaft (4), the second-gear drive gear (3) meshes with the second-gear driven gear (6), and a forward one-way device is provided between the second-gear driven gear (6) and the driven shaft (4), characterized in that, The driven shaft (4) is provided with a gear engagement sleeve (7) that can engage with the second driven gear (6). When the gear engagement sleeve (7) is not engaged with the second driven gear (6), the power is transmitted to the driven shaft (4) through the first driving gear (2), the first driven gear (5) and the reverse one-way device. When the gear engagement sleeve (7) engages with the second driven gear (6), the power is transmitted to the driven shaft (4) through the second driving gear (3), the second driven gear (6) and the gear engagement sleeve (7).

2. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 1, characterized in that, The driven gear (5) has a first inner ring surface (8). The reverse one-way device includes a counterclockwise one-way cam (9) located on the driven shaft (4) and inside the first inner ring surface (8). The outer edge of the counterclockwise one-way cam (9) is provided with a plurality of first smooth curved surfaces (10) with lift characteristics. Each first smooth curved surface (10) is provided with a first roller (11). A first retainer (12) is provided between the first inner ring surface (8) and the outer circle of the counterclockwise one-way cam (9) to keep the first roller (11) in a certain position.

3. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 2, characterized in that, A first circumferential thrust spring (13) is provided between the first cage (12) and the counterclockwise one-way cam (9). The first circumferential thrust spring (13) forms a circumferential thrust between the counterclockwise one-way cam (9) and the first cage (12) to always push the first roller (11) to the highest point of the first smooth curved surface (10).

4. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 1, characterized in that, The second driven gear (6) has a second inner ring surface (14). The forward one-way device includes a clockwise one-way cam (15) located on the driven shaft (4) and inside the second inner ring surface (14). The outer edge of the clockwise one-way cam (15) is provided with a plurality of second smooth curved surfaces (16) with lift characteristics. Each second smooth curved surface (16) is provided with a second roller (17). A second retainer (18) is provided between the second inner ring surface (14) and the outer circle of the clockwise one-way cam (15) to keep the second roller (17) in a certain position.

5. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 4, characterized in that, A second circumferential thrust spring (19) is provided between the second cage (18) and the clockwise one-way cam (15). The second circumferential thrust spring (19) forms a circumferential thrust between the clockwise one-way cam (15) and the second cage (18) to always push the second roller (17) to the highest point of the second smooth surface (16).

6. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 4, characterized in that, The gear shift locking sleeve (7) is located between the first gear driven gear (5) and the second gear driven gear (6). The gear shift locking sleeve (7) has a first end face locking tooth (20) at one end near the second gear driven gear (6), and the second end face locking tooth (21) at one end of the second gear driven gear (6) is used to engage with the first end face locking tooth (20).

7. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 6, characterized in that, The driven shaft (4) is also fitted with a rotary shift sleeve (22) located between the gear shift sleeve (7) and the second driven gear (6). The rotary shift sleeve (22) and the second retainer (18) are provided with a rotary shift structure for causing the second retainer (18) to rotate circumferentially when the rotary shift sleeve (22) approaches the second retainer (18). When the second retainer (18) rotates circumferentially under the action of the rotary shift structure, the second retainer (18) drives the second roller (17) to move towards the low point of the second smooth curved surface (16).

8. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 7, characterized in that, The rotary actuation structure includes a first rotary inclined actuation tooth (23) disposed on the side of the rotary actuation sleeve (22) near the second retainer (18) and a second rotary inclined actuation tooth (24) disposed on the second retainer (18). The first rotary inclined actuation tooth (23) has a first inclined surface (25), and the second rotary inclined actuation tooth (24) has a second inclined surface (26). The first inclined surface (25) can fit against the second inclined surface (26).

9. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 8, characterized in that, The axial movement of the rotary actuating sleeve (22) toward the second retainer (18) is driven by the stop locking sleeve (7). In the first gear, the distance between the first end face locking tooth (20) and the second end face locking tooth (21) is greater than the distance between the first rotary inclined surface actuating tooth (23) and the second rotary inclined surface actuating tooth (24).

10. The locking control mechanism for the gear shifting device of an electric tricycle according to claim 7, characterized in that, An axial thrust spring (27) is provided between the rotary actuating sleeve (22) and the second retainer (18).

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