Double-gear-shifting hub speed reducer assembly

Abstract

The utility model discloses a speed reducer assembly with double gear shifting hubs, which belongs to the technical field of speed reducers and comprises a hub rod, a gear shifting gear, the gear shifting hubs, a gear shifting fork, a lock catch wheel and a lock arm. The gear shifting hub comprises a first gear shifting hub body and a second gear shifting hub body which are split, the hub rod is sleeved with the first gear shifting hub body and the second gear shifting hub body in a circumferentially-fixed and axially-movable mode, a first compressed spring is connected between the gear shifting gear and the first gear shifting hub body in an abutting mode, and a second compressed spring is connected between the first gear shifting hub body and the second gear shifting hub body in an abutting mode. The gear shifting fork comprises a first shifting fork and a second shifting fork which are in transmission connection with the first gear shifting hub and the second gear shifting hub respectively, and the gear shifting fork can be driven to move axially to achieve gear shifting through the rotation action of the gear shifting hubs. The lock catch wheel is fixedly connected to the hub rod, and the locking arm and the lock catch wheel are arranged in a matched mode so that the locking arm can be clamped into the lock catch wheel to prevent the lock catch wheel from rotating freely. The motorcycle speed reducer solves the problem that when an existing motorcycle speed reducer cannot shift in place in time, the gear jumping phenomenon is prone to occurring, reliability is high, and manufacturing cost is low.

Description

Technical Field

[0001] The utility model relates to the technical field of reducers, in particular to a double-shift hub reducer assembly for motorcycles and tricycles. Background Art

[0002] The reducer is a necessary component of motor vehicles such as motorcycles and tricycles, which is used to change the transmission ratio between the output shaft and the input shaft. With the trend of lightweight and compact motor vehicle parts, the current reducer usually has a reverse gear and a parking gear, and integrates the speed change device and the shift device. The shift device generally includes a shift drive assembly, a hub rod, a shift hub, a shift fork shaft, and a shift fork. When the shift drive assembly drives the hub rod to rotate, the shift hub rotates and drives the shift fork to slide along the shift fork shaft to switch between multiple gears. The shift fork is generally matched with a synchronizer or a coupling sleeve to achieve shifting, but the synchronizer has a complex structure, many parts, and high cost. Therefore, in order to save costs, in the reducers of motorcycles and tricycles, a shift gear with a coupling tooth is usually used. This structure will cause the coupling teeth to be misaligned during the shifting process and fail to shift in place in time. For this, a torsion spring is usually set between the shift hub and the hub rod to allow the two to rotate relative to each other. The shift hub stops rotating, while the hub rod continues to rotate in place, thereby avoiding damage to the mechanical structure.

[0003] After the gear shift is completed, in order to avoid the situation of gear jumping, a locking mechanism is generally designed to lock the gear shift hub. For example, Chinese patent CN201920600819.X discloses a gear shift mechanism for a motorcycle engine transmission, including a gear shift shaft and a gear shift drum (i.e., a gear shift hub) arranged on a housing, the gear shift shaft can drive the gear shift drum to rotate through a transmission mechanism, a fixed shaft is fixed on the housing, a locking arm for locking the gear shift drum is rotatably connected to the fixed shaft, a locking wheel is fixedly connected to the gear shift drum, the locking wheel has a plurality of tooth grooves, and the free end of the locking arm is pressed into the tooth groove of the locking wheel through an elastic member; when the gear shift drum completes the rotation shift, the locking arm is pressed into the tooth groove of the locking wheel through the elastic force of the elastic member to prevent the locking wheel from rotating freely, thereby locking the gear shift drum. Since the lock wheel is fixedly connected to the shift hub, when the engaging teeth are not aligned and the gear cannot be shifted into place in time, the lock wheel will stop rotating together with the shift hub. This will cause the locking arm to fail to fit into the tooth groove of the lock wheel in time, making it easy to jump gears, resulting in low reliability and affecting driving safety.

[0004] Therefore, it is necessary to research and develop a safer and more reliable motorcycle and tricycle reducer under the premise of low manufacturing cost, which can avoid the situation of gear jumping when the gear cannot be shifted into place in time. Utility Model Content

[0005] The technical problem to be solved by the utility model is to overcome the above problems and provide a double-shift hub reducer assembly, which can avoid gear jumping when the gear cannot be shifted in time, has high reliability and low cost.

[0006] The technical solution of the utility model is:

[0007] A dual-shift hub reducer assembly includes an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, a shift assembly, and a shift drive assembly;

[0008] The shift assembly includes a hub rod, a shift gear, a shift hub, a shift fork shaft, a shift fork, a lock wheel and a locking arm. The shift gear is fixedly connected to the hub rod and driven to rotate by the shift drive assembly. The shift hub is sleeved on the hub rod and can be driven to rotate by the hub rod. The shift fork shaft is parallel to the hub rod. The shift fork is sleeved on the shift fork shaft and can move along the shift fork shaft. The shift hub and the shift fork are matched so that the rotation of the shift hub can drive the shift fork to move axially to switch between multiple gears.

[0009] The invention is characterized in that: the locking wheel is fixedly connected to the hub rod, and the locking arm is cooperated with the locking wheel so that after the locking wheel is rotated into place, the locking arm can be locked into the locking wheel to prevent it from rotating freely; the shift hub comprises a first shift hub and a second shift hub which are separated, and the first shift hub and the second shift hub are both circumferentially fixed and axially movably mounted on the hub rod through splines, and a first compression spring and a second compression spring are mounted on the hub rod, the first compression spring abuts between the shift gear and the first shift hub, and the second compression spring abuts between the first shift hub and the second shift hub, and the shift fork comprises a first shift fork and a second shift fork, the first shift hub is transmission-connected to the first shift fork, and the second shift hub is transmission-connected to the second shift fork.

[0010] By fixing the lock wheel to the hub rod and spline-connecting the shift hub to the hub rod, when the engaging teeth are not aligned and the gear cannot be shifted into place in time, the lock wheel and the shift hub will still rotate with the hub rod to place, so that the locking arm can timely engage the lock wheel to complete the gear lock to avoid gear jumping; by splitting the shift hub and coordinating the setting of two compression springs, when the gear is not shifted into place, the shift hub will overcome the elastic force of the compression spring and move axially on the hub rod, thereby avoiding damage to the mechanical structure due to strong torsion. Through such a design, not only can the requirements of flexible switching and timely gear locking between multiple gears be met, the reliability of gear shifting is improved, but also the manufacturing cost is low compared to the synchronizer shift structure.

[0011] Further, in the above dual-shift hub reducer assembly, the input shaft assembly includes an input shaft and a first gear driving gear, a second gear driving gear, and a reverse gear driving gear sequentially arranged on the input shaft, the first gear driving gear is circumferentially fixed and axially movably sleeved on the input shaft through a spline, the second gear driving gear is loosely sleeved on the input shaft, and the reverse gear driving gear is fixedly connected to the input shaft; a tooth connection structure matching each other is provided between the first gear driving gear and the second gear driving gear, so that the axial movement of the first gear driving gear can realize the combination or separation with the second gear driving gear;

[0012] The intermediate shaft assembly comprises an intermediate shaft parallel to the input shaft and a main reduction driving gear, a first gear driven gear, a second gear driven gear and a reverse gear driven gear arranged on the intermediate shaft in sequence. The main reduction driving gear is fixedly connected to the intermediate shaft and meshes with the main reduction driven gear in the output shaft assembly. The first gear driven gear is loosely sleeved on the intermediate shaft and meshes with the first gear driving gear. The reverse gear driven gear is loosely sleeved on the intermediate shaft and is connected to the reverse gear driving gear via the reverse gear intermediate gear. The second gear driven gear is circumferentially fixed and axially movably sleeved on the intermediate shaft through a spline and meshes with the second gear driving gear. Mutually matching tooth connection structures are respectively provided between the two ends of the second gear driven gear and the first gear driven gear and the reverse gear driven gear, so that the axial movement of the second gear driven gear can be combined with the first gear driven gear, combined with the reverse gear driven gear or separated from both.

[0013] The fork arm of the first shift fork is clamped on the first gear driving gear to shift the first gear driving gear to move axially, and the fork arm of the second shift fork is clamped on the second gear driven gear to shift the second gear driven gear to move axially.

[0014] When in neutral, the first gear driving gear is separated from the second gear driving gear, and the second gear driven gear is separated from the first gear driven gear and the reverse gear driven gear, and no power is transmitted to the intermediate shaft;

[0015] In low gear, the first gear driving gear is separated from the second gear driving gear, and the second shift fork shifts the second gear driven gear to move and combine with the first gear driven gear. The power is input from the input shaft, passes through the first gear driving gear, the first gear driven gear, the second gear driven gear, and then transmitted to the output shaft through the intermediate shaft and the main reduction driving gear;

[0016] In high gear, the first shift fork shifts the first gear driving gear to move and combine with the second gear driving gear, and the second gear driven gear is separated from the first gear driven gear and the reverse gear driven gear. The power is transmitted to the main reduction driving gear of the intermediate shaft through the first gear driving gear, the second gear driving gear and the second gear driven gear.

[0017] When reversing, the first gear driving gear is separated from the second gear driving gear, and the second shift fork shifts the second gear driven gear to move and combine with the reverse gear driven gear. The power is transmitted to the main reduction driving gear of the intermediate shaft through the reverse gear driving gear, the reverse intermediate gear, and the reverse driven gear, and reverse rotation occurs to achieve reversing.

[0018] Furthermore, in the above-mentioned dual-shift hub reducer assembly, a tooth connection structure is provided between the first gear driving gear and the second gear driving gear, including: a first coupling tooth provided on the end surface of the first gear driving gear facing the second gear driving gear, and a first coupling groove provided on the end surface of the second gear driving gear facing the first gear driving gear, and the first coupling tooth matches the first coupling tooth.

[0019] Furthermore, in the above-mentioned dual-shift hub reducer assembly, the tooth connection structure between the second gear driven gear and the first gear driven gear and the reverse gear driven gear includes: a second coupling groove provided on the end surface of the first gear driven gear facing the second gear driven gear, a third coupling groove provided on the end surface of the reverse gear driven gear facing the second gear driven gear, and second coupling teeth and third coupling teeth respectively provided on the end surfaces on both sides of the second gear driven gear, the second coupling teeth match the second coupling groove, and the third coupling teeth match the third coupling groove.

[0020] Furthermore, in the above-mentioned dual shift hub reducer assembly, the outer surfaces of the first shift hub and the second shift hub are respectively provided with a first curved groove and a second curved groove distributed in the circumferential direction, the first shift fork is provided with a first shift head that slides with the first curved groove, and the second shift fork is provided with a second shift head that slides with the second curved groove. The cooperation between the first curved groove, the second curved groove and the first shift head and the second shift head converts the rotational movement of the shift hub into axial movement of the first shift fork and the second shift fork.

[0021] Furthermore, in the above-mentioned dual-shift hub reducer assembly, the outer circumference of the lock wheel is provided with a plurality of lock grooves corresponding to each gear position, and the shift assembly further comprises a locking shaft and a locking torsion spring, wherein the locking shaft is parallel to the hub rod, the locking arm is rotatably mounted on the locking shaft, the locking torsion spring is sleeved on the locking shaft and acts on the locking arm, and the free end of the locking arm is always pressed on the outer circumference of the lock wheel, so that after the gear shift is in place, the free end of the locking arm is stuck into the bottom of the corresponding lock groove to prevent the lock wheel from rotating freely. The locking of the hub rod after the gear shift adjustment is achieved by the locking cooperation between the locking arm and the lock wheel, thereby avoiding the occurrence of gear jumping; when the hub rod needs to rotate to shift, the lock groove wall of the lock wheel can push the locking arm to overcome the elastic force of the locking torsion spring to achieve unlocking.

[0022] As an optimization, in the above dual-shift hub reducer assembly, the free end of the locking arm is rotatably connected to a roller, and under the action of the locking torsion spring, the roller is always pressed on the outer peripheral surface of the locking wheel and can roll along the outer peripheral surface. The design of the roller makes the locking and unlocking operations between the locking arm and the locking wheel smoother.

[0023] Furthermore, the dual-shift hub reducer assembly also includes a parking component, which includes a parking cam, a parking arm, and a parking arm shaft. The parking cam is fixedly connected to the hub rod, and the parking arm shaft is parallel to the hub rod. One end of the parking arm is rotatably mounted on the parking arm shaft, and the other end is sleeved outside the parking cam and swings up and down as the parking cam rotates. The lower side of the parking arm is provided with a ratchet that matches the tooth groove of the second gear driving gear. When the parking cam rotates and drives the parking arm to swing down, the ratchet is clamped into the tooth groove of the second gear driving gear. When the parking gear is in the parking gear, the hub rod drives the parking cam to rotate, and the parking arm swings down to clamp the second gear driving gear. Since the second gear driving gear is meshed with the second gear driven gear, and the second gear driven gear is splined with the intermediate shaft, the entire reduction transmission structure is locked to achieve parking.

[0024] Furthermore, in the above-mentioned dual-shift hub reducer assembly, the shift drive assembly includes a shift lever, a sector gear, a shift torsion spring, and a torsion spring bracket. The shift lever is parallel to the hub rod, the sector gear is rotatably mounted on the shift lever, the torsion spring bracket is fixedly connected to the shift lever, the shift torsion spring is mounted between the sector gear and the torsion spring bracket, the sector gear has a first connecting ear bent in the direction of the torsion spring bracket, the torsion spring bracket has a second connecting ear bent in the direction of the sector gear, two torsion spring arms of the shift torsion spring are tightly clamped outside the first connecting ear and the second connecting ear, and a pre-tightening force is applied to the two connecting ears to make the sector gear rotate with the shift lever; the sector gear is meshed with the shift gear, and the rotation of the shift lever drives the sector gear to drive the shift gear to rotate, thereby driving the hub rod and the shift hub to rotate. A flexible connection between the shift lever and the sector gear is achieved through the shift torsion spring. When the ratchet of the parking arm is not aligned with the tooth groove of the second gear driving gear and cannot be engaged in time when switching to the parking gear, the shift lever and the sector gear are allowed to rotate relative to each other. The sector gear stops with the shift gear, hub rod and parking cam, while the shift lever continues to rotate into place, thereby avoiding damage to the shift drive assembly due to strong torsion of the rigid connection.

[0025] The beneficial effects of the utility model are:

[0026] 1. By connecting the lock wheel to the hub rod, the shift hub to the hub rod with a spline, and designing the shift hub separately and cooperating with the arrangement of two compression springs, the lock wheel can be rotated to the right position when the gear cannot be shifted in time, so that the locking arm can be timely engaged with the lock wheel to complete the gear lock, thereby avoiding gear jumping, and the shift hub will overcome the elastic force of the compression spring and move axially on the hub rod, thereby avoiding damage to the mechanical structure due to strong torsion. Such a structure not only improves the reliability of gear shifting, but also has a lower manufacturing cost than the synchronizer shifting structure;

[0027] 2. Through the orderly coordination of the shift hub and the parking cam, the five gear shifting structures of low speed gear, high speed gear, neutral gear, reverse gear and parking gear are integrated, realizing the two-speed deceleration function, reverse function and parking function, and the gears do not interfere with each other, which not only greatly improves the space utilization rate, realizes the purpose of integration and lightweight, but also reduces the number of parts and is more economical;

[0028] 3. The shift assembly and the parking assembly share a driving force, which saves manufacturing cost and layout space and makes the structure more compact. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a three-dimensional structural diagram of an embodiment of the utility model.

[0030] Figure 2 It is an assembly structure diagram of the input shaft assembly, the intermediate shaft assembly, and the output shaft assembly in the embodiment of the utility model.

[0031] Figure 3 It is a three-dimensional structural diagram of the shift assembly in the embodiment of the utility model.

[0032] Figure 4 It is a structural diagram of the parking assembly and the locking structure in the embodiment of the utility model.

[0033] Figure 5 It is a schematic diagram of the first curved groove, the second curved groove and the locking wheel in the embodiment of the utility model being unfolded to a plane.

[0034] Figure 6 It is a three-dimensional structural diagram of the shift drive assembly in the embodiment of the utility model.

[0035] In the figure:

[0036] 1. Input shaft assembly; 11. Input shaft; 12. First gear driving gear; 13. Second gear driving gear; 14. Reverse gear driving gear;

[0037] 2. Intermediate shaft assembly; 21. Intermediate shaft; 22. Main reduction driving gear; 23. First gear driven gear; 24. Second gear driven gear; 25. Reverse gear driven gear; 251. Reverse gear intermediate gear;

[0038] 3. Output shaft assembly; 31. Output shaft; 32. Main reduction driven gear;

[0039] 4. Shift assembly; 401. first compression spring; 402. second compression spring; 41. hub rod; 42. shift gear; 431. first shift hub; 432. second shift hub; 433. first curved groove; 434. second curved groove; 44. shift fork shaft; 451. first shift fork; 452. second shift fork; 453. first shift head; 454. second shift head; 46. locking wheel; 461. locking groove; 47. locking shaft; 48. locking arm; 481. roller; 49. locking torsion spring;

[0040] 5. Shift drive assembly; 51. Shift lever; 52. Sector gear; 521. First connecting ear; 53. Shift torsion spring; 54. Torsion spring bracket; 541. Second connecting ear;

[0041] 6. Parking assembly; 61. Parking cam; 62. Parking arm; 63. Parking arm shaft. DETAILED DESCRIPTION

[0042] The present invention will now be further described with reference to the accompanying drawings and embodiments:

[0043] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "inside", and "outside" are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention. They do not indicate or imply that the device or component referred to must have a specific direction and therefore should not be understood as a limitation on the present invention.

[0044] like Figure 1 As shown, a dual-shift hub reducer assembly provided in this embodiment is used for small motor vehicles such as motorcycles and tricycles, and has two-speed reduction function, reverse function and parking function. The two-speed reducer assembly includes an input shaft assembly 1, an intermediate shaft assembly 2, an output shaft assembly 3, a shift assembly 4, a shift drive assembly 5 and a parking assembly 6, and also includes a reducer housing (not shown in the figure).

[0045] like Figure 2As shown, the input shaft assembly 1 includes an input shaft 11 rotatably supported in the reducer housing, and a first gear driving gear 12, a second gear driving gear 13, and a reverse gear driving gear 14 sequentially disposed on the input shaft 11. The first gear driving gear 12 is circumferentially fixed and axially movable on the input shaft 11 through a spline, the second gear driving gear 13 is loosely sleeved on the input shaft 11 through a needle bearing, and the reverse gear driving gear 14 is fixedly connected to the input shaft 11. A tooth connection structure matching each other is provided between the first gear driving gear 12 and the second gear driving gear 13, specifically, a first coupling tooth is provided on the end face of the first gear driving gear 12 facing the second gear driving gear 13, and a first coupling groove matching the first coupling tooth is provided on the end face of the second gear driving gear 13 facing the first gear driving gear 12, so that the axial movement of the first gear driving gear 12 can achieve coupling or separation with the second gear driving gear 13.

[0046] The intermediate shaft assembly 2 comprises an intermediate shaft 21 rotatably supported in the reducer housing, and a main reduction driving gear 22 , a first gear driven gear 23 , a second gear driven gear 24 , and a reverse gear driven gear 25 which are sequentially arranged on the intermediate shaft 21 . The intermediate shaft 21 is parallel to the input shaft 11; the main reduction driving gear 22 is fixedly connected to the intermediate shaft 21 and is in transmission connection with the output shaft assembly 3. Specifically, the output shaft assembly 3 includes an output shaft 31 and a main reduction driven gear 32 fixedly connected to the output shaft 31. The main reduction driving gear 22 and the main reduction driven gear 32 are both bevel gears, which are meshed with each other for transmission. The power is input from the input shaft 11 and transmitted to the output shaft 31 through the intermediate shaft 21; the first gear driven gear 23 is loosely sleeved on the intermediate shaft 21 through a needle bearing and meshes with the first gear driving gear 12 for transmission. The second gear driven gear 24 is circumferentially fixed and axially movably sleeved on the intermediate shaft 21 through a spline and meshes with the second gear driving gear 13 for transmission. The reverse gear driven gear 25 is loosely sleeved on the intermediate shaft 21 through a needle bearing and is in transmission connection with the reverse gear driving gear 14 through the reverse gear intermediate gear 251. Mutually matching tooth connection structures are respectively provided between the two ends of the second gear driven gear 24 and the first gear driven gear 23 and the reverse gear driven gear 25. Specifically, a second coupling groove is provided on the end face of the first gear driven gear 23 facing the second gear driven gear 24, and a third coupling groove is provided on the end face of the reverse gear driven gear 25 facing the second gear driven gear 24. Second coupling teeth and third coupling teeth matching the second coupling groove and the third coupling groove are respectively provided on the end faces on both sides of the second gear driven gear 24, so that the axial movement of the second gear driven gear 24 can be combined with the first gear driven gear 23, combined with the reverse gear driven gear 25, or separated from both.

[0047] like Figure 3 and Figure 4As shown, the shift assembly 4 includes a hub rod 41, a shift gear 42, a shift hub, a shift fork shaft 44, a shift fork, a locking wheel 46, a locking shaft 47, a locking arm 48 and a locking torsion spring 49. The hub rod 41 is rotatably supported in the reducer housing, the shift gear 42, the shift hub and the locking wheel 46 are sequentially sleeved on the hub rod 41, the shift gear 42 is fixedly connected to the hub rod 41 and driven to rotate by the shift drive assembly 5, the shift hub is sleeved on the hub rod 41 and driven to rotate by the hub rod 41, the shift fork shaft 44 is fixedly installed in the reducer housing and parallel to the hub rod 41, the shift fork is sleeved on the shift fork shaft 44 and can move along the shift fork shaft 44, the above-mentioned reverse intermediate gear 251 is rotatably sleeved on the shift fork shaft 44 through a needle bearing, the shift hub and the shift fork are matched, so that the rotation of the shift hub can drive the shift fork shaft 44 to move in the right direction to switch between multiple gears.

[0048] In order to achieve flexible shifting, the shift hub is designed as a split first shift hub 431 and a second shift hub 432. The first shift hub 431 and the second shift hub 432 are both circumferentially fixed and axially movably mounted on the hub rod 41 through splines. The hub rod 41 is sleeved with a first compression spring 401 and a second compression spring 402. The first compression spring 401 abuts between the shift gear 42 and the first shift hub 431, and the second compression spring 402 abuts between the first shift hub 431 and the second shift hub 432. The shift fork includes a first shift fork 451 and a second shift fork 452. The first shift hub 431 is transmission-connected to the first shift fork 451, and the second shift hub is transmission-connected to the second shift fork 452. Specifically, the outer surfaces of the first shift hub 431 and the second shift hub 432 are respectively provided with a first curved groove 433 and a second curved groove 434 distributed in the circumferential direction. The first shift fork 451 is provided with a first shift head 453 that slidably cooperates with the first curved groove 433, and the second shift fork 452 is provided with a second shift head 454 that slidably cooperates with the second curved groove 434. The cooperation between the first curved groove 433, the second curved groove 434 and the first shift head 453, the second shift head 454 converts the rotational action of the shift hub into the axial movement of the first shift fork 451 and the second shift fork 452, so that the first shift fork 451 and the second shift fork 452 can move axially along the tracks of the first curved groove 433 and the second curved groove 434 as the shift hub rotates. Annular grooves are provided on the outer surfaces of the first gear driving gear 12 and the second gear driven gear 24. The fork arm of the first shift fork 451 is clamped in the annular groove of the first gear driving gear 12 to drive the first gear driving gear 12 to move axially. The fork arm of the second shift fork 452 is clamped in the annular groove of the second gear driven gear 24 to drive the second gear driven gear 24 to move axially, thereby realizing switching between multiple gears.

[0049] In order to avoid the situation of gear jumping when the gear cannot be shifted into place in time, the lock wheel 46 is fixedly connected to the hub rod 41 and rotates synchronously with the hub rod 41. The locking arm 48 is arranged in cooperation with the lock wheel 46 so that after the lock wheel 46 rotates into place, the locking arm 48 can be clamped into the lock wheel 46 to prevent it from rotating freely. Specifically, the outer peripheral surface of the lock wheel 46 is provided with a plurality of lock grooves 461 corresponding to each gear position. In this embodiment, the outer peripheral surface of the lock wheel 46 is provided with 5 lock grooves 461, which correspond to the low gear, high gear, neutral gear, reverse gear, and parking gear respectively. The locking shaft 47 is fixed in the reducer housing and parallel to the hub rod 41. The locking arm 48 is rotatably mounted on the locking shaft 47. The locking torsion spring 49 is sleeved on the locking shaft 47, one end of which abuts against the locking arm 48 and the other end abuts against the reducer housing, thereby acting on the locking arm 48, and the free end of the locking arm 48 is always pressed against the outer peripheral surface of the lock wheel 46, so that after the gear shift is in place, the free end of the locking arm 48 is stuck in the bottom of the corresponding lock groove 461, and the lock wheel 46 is prevented from freely rotating and jumping gears under the action of the locking torsion spring 49. In order to make the locking and unlocking between the locking arm 48 and the lock wheel 46 smoother, the free end of the locking arm 48 is rotatably connected to a roller 481, and under the action of the locking torsion spring 49, the roller 481 is always pressed against the outer peripheral surface of the lock wheel 46 and can roll along the outer peripheral surface.

[0050] like Figure 4 As shown, the parking assembly 6 includes a parking cam 61, a parking arm 62, and a parking arm shaft 63. The parking cam 61 is fixedly connected to the hub rod 41 and is located on the side of the lock wheel 46 away from the shift hub. The parking arm shaft 63 is fixedly installed in the reducer housing and is parallel to the hub rod 41. One end of the parking arm 62 is rotatably installed on the parking arm shaft 63, and the other end is sleeved outside the parking cam 61 and swings up and down with the rotation of the parking cam 61. The lower side of the parking arm 62 is provided with a ratchet 621 that matches the tooth groove of the second gear driving gear 13. When the parking cam 61 rotates to drive the parking arm 62 to swing down, the ratchet 621 is clamped into the tooth groove of the second gear driving gear 13 to achieve parking. At the same time, the free end of the locking arm 48 is just clamped into the bottom of the parking lock groove 461.

[0051] like Figure 6As shown, the shift drive assembly 5 includes a shift rod 51, a sector gear 52, a shift torsion spring 53, and a torsion spring bracket 54. The shift rod 51 is rotatably supported in the reducer housing and is parallel to the hub rod 41. The sector gear 52 is rotatably mounted on the shift rod 51. The torsion spring bracket 54 is fixedly connected to the shift rod 51. The shift torsion spring 53 is mounted between the sector gear 52 and the torsion spring bracket 54. The sector gear 52 has a first connecting ear 521 bent toward the torsion spring bracket 54. The torsion spring bracket 54 has a second connecting ear 541 bent toward the sector gear 52. Two torsion spring arms of the shift torsion spring 53 are tightly clamped on the first connecting ear 521 and the outside of the second connecting ear 541. A pre-tightening force is applied to the two connecting ears to enable the sector gear 52 to rotate together with the torsion spring bracket 54 and the shift rod 51. The sector gear 52 meshes with the shift gear 42 , and the rotation of the shift lever 51 drives the sector gear 52 to shift the shift gear 42 to rotate, thereby driving the hub rod 41 , the shift hub, and the lock wheel 46 to rotate to perform shift control.

[0052] The planar development diagram of the first curved groove 433, the second curved groove 434 and the locking wheel 46 is shown in FIG. Figure 5 As shown, the working process of the utility model is now described based on the orientation shown in the figure:

[0053] When in neutral gear, the first shift head 453 and the second shift head 454 are respectively in position A in the figure, that is, the first shift fork 451 is in the left track of the first curved groove 433, and the second shift fork 452 is in the middle track of the second curved groove 434, then the first gear driving gear 12 is separated from the second gear driving gear 13, the second gear driven gear 24 is separated from the first gear driven gear 23 and the reverse gear driven gear 25, no power is transmitted to the intermediate shaft 21, and the locking arm 48 is stuck in the bottom of the neutral gear N lock groove 461;

[0054] When the shift lever 51 is driven electrically or manually to rotate, the shift hub is driven to rotate upward from the neutral position based on the orientation shown in the figure until the first shift head 453 and the second shift head 454 are respectively at the position B in the figure, that is, the first shift fork 451 is on the right track along the first curved groove 433, and the second shift fork 452 is on the middle track along the second curved groove 434. Then, the first shift fork 451 shifts the first gear driving gear 12 to the right and combines with the second gear driving gear 13, and the second gear driven gear 24 remains separated from the first gear driven gear 23 and the reverse gear driven gear 25, and the locking arm 48 is stuck in the bottom of the high-speed gear H lock groove 461, completing the high gear H lock. speed gear; in the above-mentioned shifting process, when the first engaging tooth of the first gear driving gear 12 is not aligned with the first engaging groove of the second gear driving gear 13, resulting in failure to engage in time, the lock wheel 46 will still rotate into place with the hub rod 41, and the locking arm 48 will timely engage the lock wheel 46 to complete the locking, and the first shift hub 431 will overcome the elastic force of the first compression spring 401 and move to the left on the hub rod 41. After the first engaging tooth is aligned with the first engaging groove, the first shift hub 431, under the action of the restoring force of the first compression spring 401, moves the first gear driving gear 12 to the right through the first shift fork 451 to engage with the second gear driving gear 13, completing the shifting;

[0055] When the shift lever 51 is driven to rotate, the shift hub continues to rotate upward until the first shift head 453 and the second shift head 454 are respectively at the C position in the figure, that is, the first shift fork 451 is on the left track along the first curved groove 433, and the second shift fork 452 is on the left track along the second curved groove 434, then the first shift fork 451 shifts the first gear driving gear 12 to the left and separates from the second gear driving gear 13, the second shift fork 452 shifts the second gear driven gear 24 to the left and combines with the first gear driven gear 23, and the locking arm 48 is clamped into the bottom of the low gear L lock groove 461, completing the low gear shifting;

[0056] When the shift lever 51 is driven to rotate, the shift hub rotates downward from the neutral position until the first shift head 453 and the second shift head 454 are respectively at the D position in the figure, that is, the first shift fork 451 is on the left track along the first curved groove 433, and the second shift fork 452 is on the right track along the second curved groove 434, then the first gear driving gear 12 and the second gear driving gear 13 remain separated, the second shift fork 452 shifts the second gear driven gear 24 to move right and combine with the reverse gear driven gear 25, and the locking arm 48 is stuck in the bottom of the reverse gear R lock groove 461, and the reverse gear is engaged; when the second gear is engaged from the first gear to the second gear, the second gear is engaged from the second gear to the second gear, and the second gear is engaged from the second gear to the second gear. When the third engaging tooth of the driven gear 24 is not aligned with the third engaging groove of the reverse gear driven gear 25, resulting in failure to engage in time, the locking wheel 46 will still rotate into place together with the hub rod 41, and the locking arm 48 will promptly engage with the locking wheel 46 to complete the locking, and the second shift hub 432 will overcome the elastic force of the second compression spring 402 and move to the left on the hub rod 41. After the third engaging tooth is aligned with the third engaging groove, the second shift hub 432, under the action of the restoring force of the second compression spring 402, moves the second gear driven gear 24 to the right through the second shift fork 452 and engages with the reverse gear driven gear 25 to complete the gear shift.

[0057] When the shift lever 51 is driven to rotate, the shift hub continues to rotate downward until the first shift head 453 and the second shift head 454 are respectively at the E position in the figure, that is, the first shift fork 451 is on the left track along the first curved groove 433, and the second shift fork 452 is on the middle track along the second curved groove 434, then the first gear driving gear 12 and the second gear driving gear 13 remain separated, and the second shift fork 452 shifts the second gear driven gear 24 to the left and separates from the first gear driven gear 23 and the reverse gear driven gear 25, and no power is transmitted to the intermediate shaft 21; at the same time, the parking cam 61 rotates with the hub rod 41 and drives the parking arm 62 to swing down until the ratchet 621 is stuck in the tooth groove of the second gear driving gear 13 to achieve parking, and at the same time, the locking arm 48 is stuck in the bottom of the parking gear P lock groove 461 to complete the parking gear; when the ratchet 621 of the parking arm 62 is not aligned with the tooth groove of the second gear driving gear 13 When the shift lever 51 cannot be engaged in time, the sector gear 52 stops rotating along with the shift gear 42, the hub rod 41 and the parking cam 61, while the shift lever 51 continues to rotate under electric or manual drive, and the shift lever 51 drives the torsion spring bracket 54 to overcome the preload force of the shift torsion spring 53 to open the torsion spring arm, and the shift lever 51 and the sector gear 52 rotate relative to each other, thereby avoiding damage to the shift drive assembly 5 due to strong torsion of the rigid connection. After the ratchet tooth 621 of the parking arm 62 is aligned with the tooth groove of the second gear driving gear 13, the sector gear 52 drives the shift gear 42, the hub rod 41, the locking wheel 46 and the parking cam 61 to continue to rotate into place under the action of the restoring force of the shift torsion spring 53, and the parking cam 61 drives the parking arm 62 to swing down until the ratchet tooth 621 engages in the tooth groove of the second gear driving gear 13 to achieve parking, and at the same time, the locking arm 48 engages in the bottom of the parking gear P lock groove 461 to complete the parking gear engagement.

[0058] It is understandable that, for ordinary technicians in this field, various other corresponding changes and modifications can be made according to the technical concept of the utility model, and all these changes and modifications should fall within the protection scope of the claims of the utility model.

Claims

1. A dual-shift hub reducer assembly, comprising an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, a shift assembly and a shift drive assembly; The shift assembly includes a hub rod, a shift gear, a shift hub, a shift fork shaft, a shift fork, a lock wheel and a locking arm. The shift gear is fixedly connected to the hub rod and driven to rotate by the shift drive assembly. The shift hub is sleeved on the hub rod and can be driven to rotate by the hub rod. The shift fork shaft is parallel to the hub rod. The shift fork is sleeved on the shift fork shaft and can move along the shift fork shaft. The shift hub and the shift fork are matched so that the rotation of the shift hub can drive the shift fork to move axially to switch between multiple gears. Features: The locking wheel is fixedly connected to the hub rod, and the locking arm is cooperated with the locking wheel so that after the locking wheel is rotated into place, the locking arm can be stuck in the locking wheel to prevent it from rotating freely; the shift hub includes a first shift hub and a second shift hub which are separated, and the first shift hub and the second shift hub are both circumferentially fixed and axially movably mounted on the hub rod through splines, and a first compression spring and a second compression spring are mounted on the hub rod, the first compression spring abuts between the shift gear and the first shift hub, and the second compression spring abuts between the first shift hub and the second shift hub, and the shift fork includes a first shift fork and a second shift fork, the first shift hub is connected to the first shift fork in transmission, and the second shift hub is connected to the second shift fork in transmission.

2. The dual-shift hub reducer assembly according to claim 1, Features: The input shaft assembly comprises an input shaft and a first gear driving gear, a second gear driving gear and a reverse gear driving gear which are sequentially arranged on the input shaft, wherein the first gear driving gear is circumferentially fixed and axially movably sleeved on the input shaft through a spline, the second gear driving gear is loosely sleeved on the input shaft, and the reverse gear driving gear is fixedly connected to the input shaft; A tooth connection structure matching each other is provided between the first gear driving gear and the second gear driving gear, so that the axial movement of the first gear driving gear can realize the connection or separation with the second gear driving gear; The intermediate shaft assembly comprises an intermediate shaft parallel to the input shaft and a main reduction driving gear, a first gear driven gear, a second gear driven gear and a reverse gear driven gear arranged on the intermediate shaft in sequence. The main reduction driving gear is fixedly connected to the intermediate shaft and meshes with the main reduction driven gear in the output shaft assembly. The first gear driven gear is loosely sleeved on the intermediate shaft and meshes with the first gear driving gear. The second gear driven gear is circumferentially fixed and axially movably sleeved on the intermediate shaft through a spline and meshes with the second gear driving gear. The reverse gear driven gear is loosely sleeved on the intermediate shaft and is connected to the reverse gear driving gear via the reverse gear intermediate gear. Mutually matching tooth connection structures are respectively arranged between the two ends of the second gear driven gear and the first gear driven gear and the reverse gear driven gear, so that the axial movement of the second gear driven gear can be combined with the first gear driven gear, combined with the reverse gear driven gear or separated from both. The fork arm of the first shift fork is clamped on the first gear driving gear to shift the first gear driving gear to move axially, and the fork arm of the second shift fork is clamped on the second gear driven gear to shift the second gear driven gear to move axially.

3. The dual-shift hub reducer assembly according to claim 2, Features: A tooth connection structure is provided between the first gear driving gear and the second gear driving gear, including: a first combining tooth provided on the end surface of the first gear driving gear facing the second gear driving gear, and a first combining groove provided on the end surface of the second gear driving gear facing the first gear driving gear, and the first combining tooth matches the first combining tooth.

4. The dual-shift hub reducer assembly according to claim 2 or 3, Features: The tooth connection structure between the second gear driven gear and the first gear driven gear and the reverse gear driven gear includes: a second coupling groove provided on the end surface of the first gear driven gear facing the second gear driven gear, a third coupling groove provided on the end surface of the reverse gear driven gear facing the second gear driven gear, and second coupling teeth and third coupling teeth respectively provided on the end surfaces on both sides of the second gear driven gear, the second coupling teeth matching with the second coupling groove, and the third coupling teeth matching with the third coupling groove.

5. The dual-shift hub reducer assembly according to claim 2, Features: The outer surfaces of the first shift hub and the second shift hub are respectively provided with a first curved groove and a second curved groove distributed in the circumferential direction, the first shift fork is provided with a first shift head that slidably cooperates with the first curved groove, and the second shift fork is provided with a second shift head that slidably cooperates with the second curved groove, and the cooperation between the first curved groove, the second curved groove and the first shift head and the second shift head converts the rotational movement of the shift hub into the axial movement of the first shift fork and the second shift fork.

6. The dual-shift hub reducer assembly according to claim 2, Features: The outer circumference of the lock wheel is provided with a plurality of lock grooves corresponding to each gear position, and the shift assembly also includes a locking shaft and a locking torsion spring. The locking shaft is parallel to the hub rod, and the locking arm is rotatably mounted on the locking shaft. The locking torsion spring is sleeved on the locking shaft and acts on the locking arm to always press the free end of the locking arm against the outer circumference of the lock wheel, so that after the gear is shifted into place, the free end of the locking arm is inserted into the bottom of the corresponding lock groove to prevent the lock wheel from rotating freely.

7. The dual-shift hub reducer assembly according to claim 6, Features: The free end of the locking arm is rotatably connected with a roller. Under the action of the locking torsion spring, the roller is always pressed on the outer peripheral surface of the locking wheel and can roll along the outer peripheral surface.

8. The dual-shift hub reducer assembly according to claim 2, Features: It also includes a parking assembly, which includes a parking cam, a parking arm, and a parking arm shaft. The parking cam is fixedly connected to the hub rod, and the parking arm shaft is parallel to the hub rod. One end of the parking arm is rotatably mounted on the parking arm shaft, and the other end is sleeved outside the parking cam and swings up and down as the parking cam rotates. A ratchet matching the tooth groove of the second gear driving gear is provided on the lower side of the parking arm. When the parking cam rotates to drive the parking arm to swing down, the ratchet is engaged with the tooth groove of the second gear driving gear.

9. The dual-shift hub reducer assembly according to claim 8, Features: The shift drive assembly includes a shift lever, a sector gear, a shift torsion spring, and a torsion spring bracket. The shift lever is parallel to the hub rod, the sector gear is rotatably mounted on the shift lever, the torsion spring bracket is fixedly connected to the shift lever, the shift torsion spring is mounted between the sector gear and the torsion spring bracket, the sector gear has a first connecting ear bent in the direction of the torsion spring bracket, the torsion spring bracket has a second connecting ear bent in the direction of the sector gear, two torsion spring arms of the shift torsion spring are tightly clamped outside the first connecting ear and the second connecting ear, and a pre-tightening force is applied to the two connecting ears to make the sector gear rotate with the shift lever; the sector gear is meshed with the shift gear, and the rotation of the shift lever drives the sector gear to drive the shift gear to rotate, thereby driving the hub rod and the shift hub to rotate.

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