Multi-gear speed change system suitable for tricycle

Abstract

The multi-gear speed change system suitable for the tricycle comprises a six-gear speed change mechanism and a power switching output mechanism, and the six-gear speed change mechanism further comprises a gear shifting control assembly and an auxiliary gear advancing assembly. The six-gear speed change mechanism can drive the first gear shifting sleeve, the second gear shifting sleeve and the third gear shifting sleeve to rotate relative to the adjacent speed reduction tooth sets through the auxiliary gear advancing assembly, so that the corresponding gears are engaged according to needs, and the problem that gear advancing cannot be achieved in the parking state is solved; the smooth gear shifting of the six-gear speed change mechanism in each state is ensured; moreover, movement of the three shifting forks can be controlled through rotation of the speed change hub, gear shifting of the six-gear speed change mechanism is achieved, the six-gear speed change mechanism is simple and ingenious in structure, stable and reliable, the three sliding blocks slide along the corresponding sliding grooves respectively, smoothness is good, abrasion between parts is greatly reduced, the service life is prolonged, meanwhile, the requirement for a gear shifting control algorithm is extremely low, and the cost is low. And the gear shifting smoothness is further improved.

Description

Technical Field

[0001] The utility model relates to the technical field of transmission devices, in particular to a multi-gear speed change system suitable for a tricycle. Background Art

[0002] The transmission system is a mechanism used to adjust the speed and torque. When a high-torque drive is required, the gear can be lowered to achieve the function of deceleration and torque increase. When a high-speed drive is required, the gear can be increased to achieve the function of speed increase.

[0003] The existing transmission system of tricycles usually has more than ten gears, with extremely complex structure and numerous parts. Not only is the manufacturing cost high, but the size is also large, which limits the versatility of multi-gear transmissions. Therefore, a multi-gear transmission system suitable for tricycles based on a six-gear transmission mechanism (gears can be adaptively increased or decreased) has appeared on the market, and with high and low speed switching, it can also achieve a transmission function of more than ten gears, which greatly reduces the number of parts, has a simple and compact structure, and greatly reduces the manufacturing cost and size.

[0004] However, the existing six-speed transmission mechanism of the tricycle transmission system usually switches the transmission of six pairs of reduction gear groups by three shift forks to independently control three shift sleeves to achieve six-speed shifting due to cost and compact design considerations. Among them, the engagement and separation between the shift sleeve and the adjacent gears are usually achieved through tooth-slot cooperation. When the engagement teeth are embedded in the corresponding engagement grooves, the shift sleeve is engaged with the adjacent gears, and when the engagement teeth are disengaged from the corresponding engagement grooves, the shift sleeve is separated from the adjacent gears. During the operation of this six-speed transmission mechanism after starting, since each shift sleeve and each pair of reduction gear groups are rotating with a speed difference, there will be no difficulty in shifting. However, when shifting in the parking state, since each shift sleeve and each pair of reduction gear groups are in a non-rotating state, if the engagement teeth and the engagement grooves between the shift sleeve and the adjacent gears are completely staggered, it will lead to a situation where the gear cannot be shifted.

[0005] Furthermore, the above-mentioned six-speed transmission mechanism is used to control the shift operating components of the three shift sleeves, which are three independent mechanisms. Not only is the structure complex and has many parts, but also the algorithm requirements are extremely high. Otherwise, the problem of poor shifting smoothness is very likely to occur.

[0006] Solving the above problems has become a top priority. Utility Model Content

[0007] In order to solve the technical problems that the six-speed transmission mechanism of the existing multi-speed transmission system suitable for tricycles may be unable to shift gears when shifting gears in a parked state, and the structure of the gear shifting control component is complex, which may lead to poor gear shifting smoothness, the utility model provides a multi-speed transmission system suitable for tricycles.

[0008] The technical solution is as follows:

[0009] The first aspect of the present application relates to a multi-speed transmission system suitable for a tricycle, comprising a six-speed transmission mechanism and a power switching output mechanism, wherein the six-speed transmission mechanism comprises a driving shaft and a driven shaft parallel to each other, wherein the driving shaft is provided with a speed input gear which is synchronously rotated, and the driven shaft is provided with a speed output gear which is used to transmit power to the power switching output mechanism which is synchronously rotated, and six pairs of reduction gear groups are provided on the driving shaft and the driven shaft, wherein a first shift sleeve which can slide along its axial direction is synchronously rotated on the driving shaft, and a second shift sleeve and a third shift sleeve which can slide along its axial direction are synchronously rotated on the driven shaft, and the six pairs of reduction gear groups are respectively arranged on both sides of the first shift sleeve, the second shift sleeve and the third shift sleeve in groups of two;

[0010] The six-speed transmission mechanism further comprises a shift control assembly and an auxiliary shift assembly, wherein the auxiliary shift assembly comprises an auxiliary motor and a shift gear shaft parallel to the driving shaft, wherein the shift gear shaft is synchronously rotated and sleeved on the motor shaft of the auxiliary motor, and the shift gear of the shift gear shaft is meshed with the speed input gear; when the first shift sleeve, the second shift sleeve and the third shift sleeve are separated from the six pairs of reduction gear groups, the auxiliary motor can drive the first shift sleeve, the second shift sleeve and the third shift sleeve to rotate relative to the adjacent reduction gear groups;

[0011] The shift operating assembly includes a cylindrical shift hub, a first shift fork for driving a first shift sleeve, a second shift fork for driving a second shift sleeve, a third shift fork for driving a third shift sleeve, a first slider fixedly connected to the first shift fork, a second slider fixedly connected to the second shift fork, and a third slider fixedly connected to the third shift fork, wherein an annular sliding groove is provided on the outer circumference of the shift hub and is respectively matched with the first slider, the second slider and the third slider, and the first slider, the second slider and the third slider are respectively slidably embedded in the corresponding annular sliding grooves, and the annular sliding grooves are provided on the outer circumference of the shift hub. The groove includes two bent sections respectively bent toward the axial ends of the speed hub and two straight sections extending along the circumferential direction of the speed hub. The two bent sections and the two straight sections are alternately arranged. The projections of the bent sections of the three annular sliding grooves on the end surface of one end of the speed hub are evenly distributed in an annular shape, so that when one of the first shift sleeve, the second shift sleeve and the third shift sleeve is combined with one of the adjacent pairs of reduction gear groups, the driving shaft can transmit power to the driven shaft through the pair of reduction gear groups, and the remaining two of the first shift sleeve, the second shift sleeve and the third shift sleeve are separated from the adjacent reduction gear groups.

[0012] By adopting the above multi-speed transmission system suitable for tricycles, the six-speed transmission mechanism can drive the first shift sleeve, the second shift sleeve and the third shift sleeve to rotate relative to the adjacent reduction gear group through the auxiliary shift assembly, so as to engage the corresponding gear as needed, thereby solving the problem of being unable to shift gears when parked, and ensuring that the six-speed transmission mechanism can shift gears smoothly in all states; and, the movement of the three shift forks can be controlled by the rotation of the shift hub to realize the gear switching of the six-speed transmission mechanism. The structure is simple and ingenious, stable and reliable, the three sliders slide along the corresponding slide grooves respectively, and the smoothness is good, which greatly reduces the wear between the components and improves the service life. At the same time, the requirements for the shift control algorithm are extremely low, which further improves the smoothness of the shift.

[0013] In some embodiments, there is an arc transition section connected to the straight section and the adjacent bent section, and the bent section includes a straight branch segment and two oblique branch segments that are connected and arranged opposite to each other at both ends of the straight branch segment, and one end of the two oblique branch segments away from the straight branch segment is respectively connected to one end of the adjacent arc transition section, and an extension direction of the oblique branch segment and an extension direction of the straight section have an angle greater than 0° and less than 90°.

[0014] In some embodiments, one end of the first slider, the second slider and the third slider inserted into the annular slide groove has an embedded portion with a prismatic structure, the cross-section of the embedded portion is rhombus-shaped, and the edges where the embedded portion contacts the arc transition section are rounded to adapt to the arc transition section.

[0015] In some embodiments, the shift control assembly also includes an electric control module, which includes a speed hub drive motor, a reduction driving gear on the motor shaft of the synchronously rotating speed hub drive motor, a reduction driven gear at one end of the synchronously rotating speed hub, and a contact mounting disk located at the end of the speed hub away from the reduction driven gear, the reduction driving gear is meshed with the reduction driven gear, and the contact mounting disk is provided on one side of the speed hub close to the speed hub and has six contact switches evenly distributed along the circumferential direction for controlling the start and stop of the speed hub drive motor, and the end of the speed hub close to the contact mounting disk is provided with a metal feeler rod compatible with each contact switch, the inner end of the metal feeler rod is elastically mounted on the speed hub by a spring, and the outer end of the metal feeler rod is supported on the contact mounting disk, and when the speed hub rotates, the metal feeler rod can contact any contact switch and trigger the contact switch.

[0016] In some embodiments, the six pairs of reduction gear groups include a first gear driving gear formed on the driving shaft, a third gear driving gear and a fourth gear driving gear formed on the first shift sleeve, a second gear driving gear synchronously rotatably mounted on the driving shaft, a fifth gear driving gear and a sixth gear driving gear relatively rotatably mounted on the driving shaft, a fifth gear driven gear formed on the second shift sleeve, a sixth gear driven gear formed on the third shift sleeve, and a first gear driven gear, a third gear driven gear, a second gear driven gear and a fourth gear driven gear relatively rotatably mounted on the driven shaft, wherein the first gear driving gear and the first gear driving gear are connected to each other. The driven gears are meshed, the second gear driving gear is meshed with the second gear driven gear, the third gear driving gear is meshed with the third gear driven gear, the fourth gear driving gear is meshed with the fourth gear driven gear, the fifth gear driving gear is meshed with the fifth gear driven gear, and the sixth gear driving gear is meshed with the sixth gear driven gear. The diameters of the first gear driving gear, the second gear driving gear, the third gear driving gear, the fourth gear driving gear, the fifth gear driving gear and the sixth gear driving gear are increased in sequence, and the diameters of the first gear driven gear, the second gear driven gear, the third gear driven gear, the fourth gear driven gear, the fifth gear driven gear and the sixth gear driven gear are decreased in sequence.

[0017] In some embodiments, the power switching output mechanism includes a forward gear high-low speed switching assembly and a reverse gear switching assembly, wherein the forward gear high-low speed switching assembly includes an output shaft coaxially arranged with the driving shaft, a coupling hub synchronously rotatingly sleeved on the output shaft, a coupling sleeve synchronously rotatingly sleeved on the coupling hub, and a reduction transmission group of a reduction transmission driven by a speed change output gear, wherein the reverse gear switching assembly includes a reversing gear synchronously rotatingly sleeved on the output shaft and a reverse gear shaft parallel to the driving shaft, wherein a reverse gear intermediate gear driven by the reduction transmission group is relatively rotatably sleeved on the reverse gear shaft, wherein the reverse gear intermediate gear is relatively rotatably sleeved on the reverse gear shaft. The reversing gear can slide along the output shaft to engage or disengage with the reverse gear intermediate gear. The coupling sleeve can slide axially along the coupling hub and has a high-speed forward position, a middle position and a low-speed forward position. When the reversing gear is engaged with the reverse gear intermediate gear, the coupling sleeve is in the middle position, and the power output by the reduction transmission group is transmitted to the reversing gear through the reverse gear intermediate gear. When the reversing gear is separated from the reverse gear intermediate gear, if the coupling sleeve is in the high-speed forward position, the speed change output gear rotates synchronously with the output shaft. If the coupling sleeve is in the low-speed forward position, the power output by the speed change output gear is transmitted to the output shaft after being reduced by the reduction transmission group.

[0018] In some embodiments, the reduction transmission group includes a secondary shaft parallel to the driving shaft and a secondary driven gear mounted on the output shaft that can rotate relatively, the secondary driven gear is located on the side of the coupling hub away from the speed output gear, the secondary shaft has a primary driven gear meshing with the speed output gear, a secondary driving tooth meshing with the secondary driven gear, and a reverse driving tooth meshing with the reverse intermediate gear, the coupling sleeve is either separated from the speed output gear and the secondary driven gear at the same time, or the coupling hub is caused to rotate synchronously with the speed output gear and one of the secondary driven gear.

[0019] In some embodiments, the power switching output mechanism also includes an external power assembly, which includes an external power shaft parallel to the secondary shaft and a power take-off gear synchronously mounted on the external power shaft, and the power take-off gear can slide axially along the external power shaft under the drive of the sixth shift fork to engage or disengage with the reverse gear driving tooth.

[0020] In some embodiments, a case is also included, in which the six-speed transmission mechanism and the power switching output mechanism are both installed. The six-speed transmission mechanism also includes a power input assembly, which includes an input shaft parallel to the driving shaft, and the input shaft is formed with reduction drive teeth that mesh with the speed input gear. One end of the input shaft, the output shaft and the external power shaft all extend out of the case.

[0021] In some embodiments, the coupling hub cooperates with the coupling sleeve spline, the speed change output gear is formed with a high-speed gear coupling key that can cooperate with the coupling sleeve spline, and the secondary driven gear is formed with a low-speed gear coupling key that can cooperate with the coupling sleeve spline. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a three-dimensional structural schematic diagram of the utility model;

[0023] Figure 2 It is a cross-sectional view of the utility model when it is in the forward gear;

[0024] Figure 3 It is a cross-sectional view of the utility model when it is in reverse gear;

[0025] Figure 4 It is a schematic diagram of the matching relationship between the power take-off gear, the reverse gear driving gear, the reverse gear intermediate gear and the reversing gear when the utility model is in reverse gear;

[0026] Figure 5 The schematic diagram of the gear shift control assembly;

[0027] Figure 6 Schematic diagram of the matching relationship between the first slider, the second slider and the third slider and the corresponding annular sliding grooves;

[0028] Figure 7 This is a schematic diagram of the structure of the contact mounting plate. DETAILED DESCRIPTION

[0029] The utility model is further described below in conjunction with embodiments and drawings.

[0030] like Figure 1-Figure 7 As shown, a multi-speed transmission system suitable for a tricycle mainly includes a case 46, a six-speed transmission mechanism and a power switching output mechanism, and the six-speed transmission mechanism and the power switching output mechanism are both installed in the case 46.

[0031] Among them, see Figure 2 and Figure 3 The six-speed transmission mechanism mainly includes a driving shaft 1 and a driven shaft 2 which are parallel to each other. The driving shaft 1 is provided with a speed change input gear 16 which rotates synchronously, that is, the speed change input gear 16 drives the driving shaft 1 to rotate synchronously. The driven shaft 2 is provided with a speed change output gear 17 which rotates synchronously, that is, the speed change output gear 17 drives the driven shaft 2 to rotate synchronously.

[0032] Six pairs of reduction gear groups are provided on the driving shaft 1 and the driven shaft 2. The driving shaft 1 is synchronously and rotatably covered with a first shift sleeve 3 that can slide along its axial direction. The driven shaft 2 is synchronously and rotatably covered with a second shift sleeve 8 and a third shift sleeve 9 that can slide along its axial direction. The six pairs of reduction gear groups are respectively arranged in groups of two on both sides of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9, that is, a pair of reduction gear groups are respectively provided on both sides of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9.

[0033] Therefore, when any one of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 is combined with one of the adjacent pairs of reduction gear sets through tooth groove matching, the gear shift is successful, and the driving shaft 1 can transmit power to the driven shaft 2 through the pair of reduction gear sets.

[0034] Most importantly, the six-speed transmission mechanism also includes an auxiliary shift assembly, which includes an auxiliary motor 19 and a shift gear shaft 18 parallel to the driving shaft 1, the shift gear shaft 18 is synchronously rotated and sleeved on the motor shaft of the auxiliary motor 19, and the shift gear 18a of the shift gear shaft 18 is meshed with the speed input gear 16; when the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 are separated from the six pairs of reduction gear groups, the auxiliary motor 19 can drive the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 to rotate relative to the adjacent reduction gear groups, so that the corresponding gear can be engaged as needed, solving the problem of being unable to shift gears when not started, and ensuring that the six-speed transmission mechanism can shift gears smoothly in all states.

[0035] The six pairs of reduction gear groups include a first gear driving gear 1a formed on the driving shaft 1, a third gear driving gear 3a and a fourth gear driving gear 3b formed on the first shift sleeve 3, a second gear driving gear 4 synchronously rotatably mounted on the driving shaft 1, a fifth gear driving gear 5 and a sixth gear driving gear 6 relatively rotatably mounted on the driving shaft 1, a fifth gear driven gear 8a formed on the second shift sleeve 8, a sixth gear driven gear 9a formed on the third shift sleeve 9, and a first gear driven gear 10, a third gear driven gear 11, a second gear driven gear 12 and a fourth gear driven gear 13 relatively rotatably mounted on the driven shaft 2. The first gear driving gear 1a and the first gear driven gear 1a are connected to the first gear driven gear 1a. 10 is meshed with the second gear driving gear 4 and the second gear driven gear 12, the third gear driving gear 3a is meshed with the third gear driven gear 11, the fourth gear driving gear 3b is meshed with the fourth gear driven gear 13, the fifth gear driving gear 5 is meshed with the fifth gear driven gear 8a, and the sixth gear driving gear 6 is meshed with the sixth gear driven gear 9a. The diameters of the first gear driving gear 1a, the second gear driving gear 4, the third gear driving gear 3a, the fourth gear driving gear 3b, the fifth gear driving gear 5 and the sixth gear driving gear 6 increase in sequence, and the diameters of the first gear driven gear 10, the second gear driven gear 12, the third gear driven gear 11, the fourth gear driven gear 13, the fifth gear driven gear 8a and the sixth gear driven gear 9a decrease in sequence.

[0036] Therefore, the first gear driving tooth 1a and the first gear driven gear 10 constitute a first gear reduction gear set. When the second shift sleeve 8 is combined with the first gear driven gear 10, the first shift sleeve 3 and the third shift sleeve 9 are in the middle position, and the driving shaft 1 drives the first gear driven gear 10 to rotate through the first gear driving tooth 1a, and the first gear driven gear 10 drives the driven shaft 2 to rotate synchronously with it through the second shift sleeve 8.

[0037] The second gear driving gear 4 and the second gear driven gear 12 constitute a second gear reduction gear set. When the third shift sleeve 9 is combined with the second gear driven gear 12, the first shift sleeve 3 and the second shift sleeve 8 are in the middle position, and the driving shaft 1 drives the second gear driven gear 12 to rotate through the second gear driving gear 4, and the second gear driven gear 12 drives the driven shaft 2 to rotate synchronously with it through the third shift sleeve 9.

[0038] The third gear driving tooth 3a and the third gear driven gear 11 form a third gear reduction gear set. When the second shift sleeve 8 is combined with the third gear driven gear 11, the first shift sleeve 3 and the third shift sleeve 9 are in the middle position, the driving shaft 1 drives the first shift sleeve 3 to rotate synchronously, the third gear driving tooth 3a drives the third gear driven gear 11 to rotate, and the third gear driven gear 11 drives the driven shaft 2 to rotate synchronously with it through the second shift sleeve 8.

[0039] The fourth gear driving tooth 3b and the fourth gear driven gear 13 form a fourth gear reduction gear set. When the third shift sleeve 9 is combined with the fourth gear driven gear 13, the first shift sleeve 3 and the second shift sleeve 8 are in the middle position, the driving shaft 1 drives the first shift sleeve 3 to rotate synchronously, the fourth gear driving tooth 3b drives the fourth gear driven gear 13 to rotate, and the fourth gear driven gear 13 drives the driven shaft 2 to rotate synchronously with it through the third shift sleeve 9.

[0040] The fifth-speed driving gear 5 and the fifth-speed driven gear 8a constitute a five-speed reduction gear set. When the first shift sleeve 3 is combined with the fifth-speed driving gear 5, the second shift sleeve 8 and the third shift sleeve 9 are in the middle position, and the driving shaft 1 drives the fifth-speed driving gear 5 to rotate synchronously through the first shift sleeve 3, the fifth-speed driving gear 5 drives the fifth-speed driven gear 8a to rotate, and the second shift sleeve 8 drives the driven shaft 2 to rotate synchronously with it.

[0041] The sixth-speed driving gear 6 and the sixth-speed driven gear 9a constitute a sixth-speed reduction gear set. When the first shift sleeve 3 is combined with the sixth-speed driving gear 6, the second shift sleeve 8 and the third shift sleeve 9 are in the middle position, and the driving shaft 1 drives the sixth-speed driving gear 6 to rotate synchronously through the first shift sleeve 3, the sixth-speed driving gear 6 drives the sixth-speed driven gear 9a to rotate, and the third shift sleeve 9 drives the driven shaft 2 to rotate synchronously with it.

[0042] The above power transmission path is simple and reliable, with a small number of gears, meeting the requirement of low cost, while making the six-speed transmission mechanism compact, easy to assemble and having good versatility.

[0043] In this embodiment, the first shift sleeve 3 is connected with a first shift fork 7 for driving it to slide axially along the driving shaft 1. The first shift fork 7 is located between the third gear driving tooth 3a and the fourth gear driving tooth 3b. The installation position is reasonable, which ensures the structural strength of the first shift sleeve 3. Similarly, the second shift sleeve 8 is connected with a second shift fork 14 for driving it to slide axially along the driven shaft 2. The second shift fork 14 is located on the side of the fifth gear driven tooth 8a away from the first gear driven gear 10. The installation position is reasonable, which ensures the structural strength of the second shift sleeve 8. Similarly, the third shift sleeve 9 is connected with a third shift fork 15 for driving it to slide axially along the driven shaft 2. The third shift fork 15 is located on the side of the sixth gear driven tooth 9a away from the second gear driven gear 12. The installation position is reasonable, which ensures the structural strength of the third shift sleeve 9.

[0044] In this embodiment, coupling teeth are protruded on both end surfaces of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9, and coupling grooves matched with the corresponding coupling teeth are recessed on one end surface of the fifth gear driving gear 5 and the sixth gear driving gear 6 close to the first shift sleeve 3, one end surface of the first gear driven gear 10 and the third gear driven gear 11 close to the second shift sleeve 8, and one end surface of the second gear driven gear 12 and the fourth gear driven gear 13 close to the third shift sleeve 9, so that the coupling teeth are all formed on the shift sleeve, and the coupling grooves are all formed on the gears, which ensures the structural strength of the gears and makes the gears less likely to be deformed or damaged when subjected to impact loads.

[0045] In this embodiment, the six-speed transmission mechanism also includes a power input assembly, which includes an input shaft 20 parallel to the driving shaft 1, and a reduction drive tooth 20a is formed on the input shaft 20 to mesh with the speed input gear 16. The outer diameter of the reduction drive tooth 20a is smaller than the outer diameter of the speed input gear 16, thereby realizing the first stage of reduction transmission, which is simple and reliable.

[0046] It should be pointed out that the six-speed transmission mechanism of this embodiment can also be applied to other machines or devices, and the gear to be engaged in the non-starting state can be any gear from the first gear to the sixth gear, and has good versatility.

[0047] See also Figure 2 , Figure 3 as well as Figure 5-Figure 7The six-speed transmission mechanism also includes a shift operating assembly, which includes a cylindrical shift hub 33, a first shift fork 7 for driving the first shift sleeve 3, a second shift fork 14 for driving the second shift sleeve 8, a third shift fork 15 for driving the third shift sleeve 9, a first slider 34 fixedly connected to the first shift fork 7, a second slider 35 fixedly connected to the second shift fork 14, and a third slider 36 fixedly connected to the third shift fork 15. The outer circumferential surface of the shift hub 33 has sliders that are respectively connected to the first slider 34 and the second slider 35. The annular slide groove 33a matched with the third slider 36, the first slider 34, the second slider 35 and the third slider 36 are respectively slidably embedded in the corresponding annular slide groove 33a, the annular slide groove 33a includes two bent sections 33a1 respectively bent to the axial ends of the speed hub 33 and two straight sections 33a2 extending along the circumferential direction of the speed hub 33, the two bent sections 33a1 and the two straight sections 33a2 are alternately arranged, that is: the two bent sections 33a1 of the same annular slide groove 33a, one is bent to the left, and the other is bent to the right. The projections of the bent sections 33a1 of the three annular grooves 33a on the end surface of one end of the shift hub 33 are evenly distributed in an annular shape, so that when one of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 is combined with one of the adjacent pairs of reduction gear sets, the driving shaft 1 can transmit power to the driven shaft 2 through the pair of reduction gear sets, and the remaining two of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 are separated from the adjacent reduction gear sets.

[0048] Therefore, the movement of the three shift forks can be controlled by the rotation of the shift hub 33 to realize the gear switching of the six-speed transmission mechanism. The structure is simple and ingenious, stable and reliable. The three sliders slide along the corresponding annular grooves 33a respectively, with good smoothness, which greatly reduces the wear between components and improves the service life. At the same time, the requirements for the gear shift control algorithm are extremely low, which further improves the smoothness of the gear shift.

[0049] There is an arc transition section 33a3 between the straight section 33a2 and the adjacent bent section 33a1, which is connected to the two. Through the design of the arc transition section 33a3, the slider contacts the groove wall surface of the annular groove 33a in the arc transition section 33a3, which can effectively reduce the impact of the slider on the annular groove 33a when sliding in the annular groove 33a of the speed change hub 33, thereby reducing the wear of the annular groove 33a and extending the service life.

[0050] Similarly, the bending section 33a1 includes a straight branch section 33a11 and two oblique branch sections 33a12 which are connected and arranged opposite to each other at both ends of the straight branch section 33a11. The ends of the two oblique branch sections 33a12 away from the straight branch section 33a11 are respectively connected to one end of the adjacent arc transition section 33a3. The extension direction of the oblique branch section 33a12 and the extension direction of the straight section 33a2 have an angle greater than 0° and less than 90°, which can also reduce the wear of the annular groove 33a and extend its service life.

[0051] One end of the first slider 34, the second slider 35 and the third slider 36 inserted into the annular groove 33a has an embedded portion with a prismatic structure, and the cross-section of the embedded portion is rhombus-shaped. Specifically, the embedded portion 31 has a quadrangular prism structure, and the edges where the embedded portion contacts the arc transition section 33a3 are inverted with rounded corners adapted to the arc transition section 33a3, which not only improves the smoothness of the sliding of the slider, but also reduces the wear on the annular groove 33a.

[0052] Furthermore, there is a weight-reducing hole on both sides of the mounting hole of the embedded part, and the end face of the embedded part away from the limiting part 3 is an arc-shaped concave structure. The weight-reducing hole and the arc-shaped concave design can achieve weight reduction while ensuring structural strength.

[0053] See also Figure 5-Figure 7 The shift control assembly also includes an electric control module, which includes a speed hub drive motor 40, a reduction driving gear 41 on the motor shaft of the speed hub drive motor 40 that rotates synchronously, a reduction driven gear 42 at one end of the speed hub 33 that rotates synchronously, and a contact mounting plate 43 located at the end of the speed hub 33 away from the reduction driven gear 42. The reduction driving gear 41 is meshed with the reduction driven gear 42. The contact mounting plate 43 is provided with six contact switches 43a for controlling the start and stop of the speed hub drive motor 40 evenly distributed along the circumferential direction on one side of the contact mounting plate 43 close to the speed hub 33. A metal contact rod 45 adapted to each contact switch 43a is provided at one end of the speed hub 33 close to the contact mounting plate 43. The inner end of the metal contact rod 45 is elastically mounted on the speed hub 33 through a spring 44, and the outer end of the metal contact rod 45 is supported on the contact mounting plate 43.

[0054] When the metal contact rod 45 contacts any contact switch 43a, the contact switch 43a is triggered and the speed hub 33 stops rotating; when the shift lever is turned once, the speed hub drive motor 40 starts, until the metal contact rod 45 of the speed hub 33 contacts the next contact switch 43a (rotates 60°), the speed hub drive motor 40 stops, and the speed hub 33 stops rotating.

[0055] It should be pointed out that every time the driver steps on the clutch pedal and moves the shift lever once, the speed hub drive motor 40 starts, and after the metal contact rod 45 of the speed hub 33 rotates away from the current contact position of the contact switch 43a, until it contacts the next contact switch 43a (rotates 60°), the auxiliary motor 19 is in the starting state, until any one of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 completes the shift and stops, that is: the driver steps on the clutch pedal and moves the shift lever, the auxiliary shift assembly starts, until the six-speed transmission mechanism completes the shift.

[0056] The forward gear high and low speed switching assembly includes an output shaft 21 coaxially arranged with the driving shaft 1, a coupling hub 25 synchronously rotatingly mounted on the output shaft 21, a coupling sleeve 26 synchronously rotatingly mounted on the coupling hub 25, and a reduction transmission group of a reduction transmission driven by the speed change output gear 17. The reverse gear switching assembly includes a reversing gear 24 synchronously rotatingly mounted on the output shaft 21 and a reverse gear shaft 23 parallel to the driving shaft 1, a reverse gear intermediate gear 29 driven by the reduction transmission group being relatively rotatably mounted on the reverse gear shaft 23, the reversing gear 24 being able to slide along the output shaft 21 to mesh with or disengage the reverse gear intermediate gear 29, and the coupling sleeve 26 being able to slide axially along the coupling hub 25, and having a high-speed forward position, a middle position, and a low-speed forward position.

[0057] Therefore, when the reversing gear 24 is meshed with the reverse gear intermediate gear 29, the coupling sleeve 26 is in the middle position, and the power output by the reduction transmission group is transmitted to the reversing gear 24 via the reverse gear intermediate gear 29, and the reverse gear state is in progress. The power transmitted by the six-speed transmission mechanism is first decelerated by the reduction transmission group, and then reversed by the reverse gear intermediate gear 29 and transmitted to the reversing gear 24, and the reversing gear 24 drives the output shaft 21 to rotate synchronously with it, so the reverse gear state has six gears.

[0058] When the reversing gear 24 is separated from the reverse gear intermediate gear 29, it is in the forward gear state, and the forward gear state has a high-speed forward position and a low-speed forward position: if the coupling sleeve 26 is in the high-speed forward position, the speed change output gear 17 rotates synchronously with the output shaft 21; if the coupling sleeve 26 is in the low-speed forward position, the power output by the speed change output gear 17 is decelerated through the reduction transmission group and then transmitted to the output shaft 21, so there are six gears in the high-speed forward position and the low-speed forward position, for a total of 12 forward gears.

[0059] The reduction transmission group includes a countershaft 22 parallel to the driving shaft 1 and a secondary driven gear 27 mounted on the output shaft 21 so as to be relatively rotatable. The secondary driven gear 27 is located on the side of the coupling hub 25 away from the speed output gear 17. The countershaft 22 has a primary driven gear 28 meshing with the speed output gear 17, a secondary driving tooth 22a meshing with the secondary driven gear 27, and a reverse driving tooth 22b meshing with the reverse intermediate gear 29. The coupling sleeve 26 is either separated from the speed output gear 17 and the secondary driven gear 27 at the same time, or the coupling hub 25 is caused to rotate synchronously with one of the speed output gear 17 and the secondary driven gear 27.

[0060] When the coupling sleeve 26 is in the high-speed forward position, the coupling sleeve 26 is coupled to the speed change output gear 17 , and the reversing gear 24 is separated from the reverse gear intermediate gear 29 , so that the speed change output gear 17 drives the output shaft 21 to rotate synchronously through the coupling sleeve 26 .

[0061] When the coupling sleeve 26 is in the low-speed forward position, the coupling sleeve 26 is coupled with the secondary driven gear 27, and the reversing gear 24 is separated from the reverse gear intermediate gear 29, so that the speed change output gear 17 drives the primary driven gear 28 to rotate, the primary driven gear 28 drives the countershaft 22 to rotate synchronously, the secondary driving tooth 22a drives the secondary driven gear 27 to rotate, and the secondary driven gear 27 drives the output shaft 21 to rotate synchronously through the coupling sleeve 26.

[0062] When the coupling sleeve 26 is in the middle position, the reversing gear 24 is meshed with the reverse gear intermediate gear 29, so that the speed change output gear 17 drives the primary driven gear 28 to rotate, the primary driven gear 28 drives the countershaft 22 to rotate synchronously, the reverse gear driving gear 22b drives the reverse gear intermediate gear 29 to rotate, and the reverse gear intermediate gear 29 drives the output shaft 21 to rotate synchronously through the reversing gear 24.

[0063] The reversing gear 24 is splined with the output shaft 21, which is simple and reliable. Similarly, the coupling hub 25 is splined with the coupling sleeve 26. At the same time, the speed change output gear 17 is formed with a high-speed gear coupling key 17a that can be splined with the coupling sleeve 26, and the secondary driven gear 27 is formed with a low-speed gear coupling key 27a that can be splined with the coupling sleeve 26. Therefore, when the spline of the coupling sleeve 26 is keyed with the high-speed gear coupling key 17a, the coupling sleeve 26 is combined with the speed change output gear 17; when the spline of the coupling sleeve 26 is keyed with the low-speed gear coupling key 27a, the coupling sleeve 26 is combined with the secondary driven gear 27.

[0064] Furthermore, in order to ensure that the splines of the coupling sleeve 26 can be reliably key-connected with the high-speed gear coupling key 17a and the low-speed gear coupling key 27a, the widths of the three gradually decrease from the root to the end, thereby greatly reducing the risk of gear jamming.

[0065] An output shaft connecting groove matched with the output shaft 21 is formed in a depression at the center position of the speed change output gear 17 near the output shaft 21. The output shaft 21 is rotatably and coaxially installed in the output shaft connecting groove through a needle bearing 30, which not only ensures the reliable connection between the speed change output gear 17 and the output shaft 21, but also ensures the coaxiality of the two.

[0066] Similar to the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9, the coupling sleeve 26 is connected with a fourth shift fork 31 for driving it to slide axially along the coupling hub 25, and the reversing gear 24 is connected with a fifth shift fork 32 for driving it to slide axially along the output shaft 21, which is simple and reliable.

[0067] In this embodiment, the power switching output mechanism also includes an external power assembly, which includes an external power shaft 37 parallel to the secondary shaft 22, and a power take-off gear 38 synchronously mounted on the external power shaft 37. The power take-off gear 38 can slide axially along the external power shaft 37 under the drive of the sixth shift fork 39 to engage or disengage with the reverse gear driving tooth 22b.

[0068] When the power take-off gear 38 is meshed with the reverse gear driving gear 22b, the reverse gear driving gear 22b drives the power take-off gear 38 to rotate, and the power take-off gear 38 drives the external power shaft 37 to rotate synchronously, so that the external power can be provided through the external power shaft 37 to drive the external device. When the power take-off gear 38 is separated from the reverse gear driving gear 22b, the external power shaft 37 stops rotating.

[0069] The power take-off gear 38 is spline-matched with the external power shaft 37, which is stable and reliable.

[0070] In this embodiment, one end of the input shaft 20, the output shaft 21 and the external power shaft 37 all pass out of the box body 46, so as to facilitate the connection with the relevant matching mechanism.

[0071] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make a variety of similar expressions without violating the purpose and claims of the present invention, and such changes fall within the scope of protection of the present invention.

Claims

1. A multi-speed transmission system suitable for a tricycle, comprising a six-speed transmission mechanism and a power switching output mechanism, wherein the six-speed transmission mechanism comprises a driving shaft and a driven shaft parallel to each other, wherein the driving shaft is provided with a speed change input gear which is synchronously rotated, and the driven shaft is provided with a speed change output gear which is used to transmit power to the power switching output mechanism which is synchronously rotated, and six pairs of reduction gear groups are provided on the driving shaft and the driven shaft, wherein a first shift sleeve which can slide along its axial direction is synchronously rotated on the driving shaft, and a second shift sleeve and a third shift sleeve which can slide along its axial direction are synchronously rotated on the driven shaft, and the six pairs of reduction gear groups are respectively arranged on both sides of the first shift sleeve, the second shift sleeve and the third shift sleeve in groups of two; Features: The six-speed transmission mechanism further comprises a shift control assembly and an auxiliary shift assembly, wherein the auxiliary shift assembly comprises an auxiliary motor and a shift gear shaft parallel to the driving shaft, wherein the shift gear shaft is synchronously rotated and sleeved on the motor shaft of the auxiliary motor, and the shift gear of the shift gear shaft is meshed with the speed input gear; when the first shift sleeve, the second shift sleeve and the third shift sleeve are separated from the six pairs of reduction gear groups, the auxiliary motor can drive the first shift sleeve, the second shift sleeve and the third shift sleeve to rotate relative to the adjacent reduction gear groups; The shift operating assembly includes a cylindrical shift hub, a first shift fork for driving a first shift sleeve, a second shift fork for driving a second shift sleeve, a third shift fork for driving a third shift sleeve, a first slider fixedly connected to the first shift fork, a second slider fixedly connected to the second shift fork, and a third slider fixedly connected to the third shift fork, wherein an annular sliding groove is provided on the outer circumference of the shift hub and is respectively matched with the first slider, the second slider and the third slider, and the first slider, the second slider and the third slider are respectively slidably embedded in the corresponding annular sliding grooves, and the annular sliding grooves are provided on the outer circumference of the shift hub. The groove includes two bent sections respectively bent toward the axial ends of the speed hub and two straight sections extending along the circumferential direction of the speed hub. The two bent sections and the two straight sections are alternately arranged. The projections of the bent sections of the three annular sliding grooves on the end surface of one end of the speed hub are evenly distributed in an annular shape, so that when one of the first shift sleeve, the second shift sleeve and the third shift sleeve is combined with one of the adjacent pairs of reduction gear groups, the driving shaft can transmit power to the driven shaft through the pair of reduction gear groups, and the remaining two of the first shift sleeve, the second shift sleeve and the third shift sleeve are separated from the adjacent reduction gear groups.

2. The multi-gear speed change system for tricycles according to claim 1, characterized in that: There is an arc transition section connected to the straight section and the adjacent bent section. The bent section includes a straight branch section and two oblique branch sections that are connected and arranged opposite to the two ends of the straight branch section. One end of the two oblique branch sections away from the straight branch section is respectively connected to one end of the adjacent arc transition section. The extension direction of the oblique branch section and the extension direction of the straight section have an angle greater than 0° and less than 90°.

3. The multi-speed transmission system for tricycles according to claim 2, characterized in that: The first slider, the second slider and the third slider have an embedded portion with a prismatic structure at one end inserted into the annular slide groove. The cross-section of the embedded portion is rhombus-shaped, and the edges where the embedded portion contacts the arc transition section are rounded to adapt to the arc transition section.

4. The multi-speed transmission system for tricycles according to claim 1, characterized in that: The shift control assembly also includes an electric control module, which includes a speed hub drive motor, a reduction driving gear on the motor shaft of the speed hub drive motor that rotates synchronously, a reduction driven gear at one end of the speed hub that rotates synchronously, and a contact mounting plate located at the end of the speed hub away from the reduction driven gear. The reduction driving gear is meshed with the reduction driven gear. A side of the contact mounting plate close to the speed hub is provided with six contact switches evenly distributed along the circumferential direction for controlling the start and stop of the speed hub drive motor. A metal feeler rod matched with each contact switch is provided at one end of the speed hub close to the contact mounting plate. The inner end of the metal feeler rod is elastically mounted on the speed hub by a spring, and the outer end of the metal feeler rod is supported on the contact mounting plate. When the speed hub rotates, the metal feeler rod can contact any contact switch and trigger the contact switch.

5. The multi-gear speed change system for tricycles according to claim 1, characterized in that: The six pairs of reduction gear groups include a first gear driving gear formed on the driving shaft, a third gear driving gear and a fourth gear driving gear formed on the first shift sleeve, a second gear driving gear synchronously rotatably mounted on the driving shaft, a fifth gear driving gear and a sixth gear driving gear relatively rotatably mounted on the driving shaft, a fifth gear driven gear formed on the second shift sleeve, a sixth gear driven gear formed on the third shift sleeve, and a first gear driven gear, a third gear driven gear, a second gear driven gear and a fourth gear driven gear relatively rotatably mounted on the driven shaft, wherein the first gear driving gear meshes with the first gear driven gear. The second gear driving gear is meshed with the second gear driven gear, the third gear driving gear is meshed with the third gear driven gear, the fourth gear driving gear is meshed with the fourth gear driven gear, the fifth gear driving gear is meshed with the fifth gear driven gear, and the sixth gear driving gear is meshed with the sixth gear driven gear. The diameters of the first gear driving gear, the second gear driving gear, the third gear driving gear, the fourth gear driving gear, the fifth gear driving gear and the sixth gear driving gear are increased in sequence, and the diameters of the first gear driven gear, the second gear driven gear, the third gear driven gear, the fourth gear driven gear, the fifth gear driven gear and the sixth gear driven gear are decreased in sequence.

6. The multi-speed transmission system for tricycles according to claim 1, characterized in that: The power switching output mechanism includes a forward gear high-low speed switching assembly and a reverse gear switching assembly. The forward gear high-low speed switching assembly includes an output shaft coaxially arranged with the driving shaft, a coupling hub synchronously rotatingly sleeved on the output shaft, a coupling sleeve synchronously rotatingly sleeved on the coupling hub, and a reduction transmission group of a reduction transmission driven by the speed change output gear. The reverse gear switching assembly includes a reversing gear synchronously rotatingly sleeved on the output shaft and a reverse gear shaft parallel to the driving shaft, on which a reverse gear intermediate gear driven by the reduction transmission group is relatively rotatably sleeved. The reversing gear It can slide along the output shaft to engage or disengage with the reverse gear intermediate gear. The coupling sleeve can slide along the axial direction of the coupling hub and has a high-speed forward position, a middle position and a low-speed forward position. When the reversing gear is engaged with the reverse gear intermediate gear, the coupling sleeve is in the middle position, and the power output by the reduction transmission group is transmitted to the reversing gear through the reverse gear intermediate gear. When the reversing gear is separated from the reverse gear intermediate gear, if the coupling sleeve is in the high-speed forward position, the speed change output gear rotates synchronously with the output shaft. If the coupling sleeve is in the low-speed forward position, the power output by the speed change output gear is transmitted to the output shaft after being reduced by the reduction transmission group.

7. The multi-speed transmission system for tricycles according to claim 6, characterized in that: The reduction transmission group includes a countershaft parallel to the driving shaft and a secondary driven gear mounted on the output shaft that can rotate relatively, the secondary driven gear is located on the side of the coupling hub away from the speed change output gear, the countershaft has a primary driven gear meshing with the speed change output gear, a secondary driving tooth meshing with the secondary driven gear, and a reverse driving tooth meshing with the reverse gear intermediate gear, the coupling sleeve is either separated from the speed change output gear and the secondary driven gear at the same time, or the coupling hub is rotated synchronously with the speed change output gear and the secondary driven gear.

8. The multi-gear speed change system for tricycles according to claim 7, characterized in that: The power switching output mechanism also includes an external power assembly, which includes an external power shaft parallel to the secondary shaft and a power take-off gear synchronously mounted on the external power shaft. The power take-off gear can slide axially along the external power shaft under the drive of the sixth shift fork to engage or disengage with the reverse gear driving tooth.

9. The multi-gear speed change system for tricycles according to claim 8, characterized in that: It also includes a case, in which the six-speed transmission mechanism and the power switching output mechanism are both installed. The six-speed transmission mechanism also includes a power input assembly, which includes an input shaft parallel to the driving shaft, and the input shaft is formed with reduction drive teeth that mesh with the speed input gear. One end of the input shaft, the output shaft and the external power shaft all pass out of the case.

10. The multi-speed transmission system for tricycles according to claim 7, characterized in that: The coupling hub cooperates with the coupling sleeve spline, the speed change output gear is formed with a high-speed gear coupling key that can cooperate with the coupling sleeve spline, and the secondary driven gear is formed with a low-speed gear coupling key that can cooperate with the coupling sleeve spline.

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