Three-gear speed change mechanism and rear gearbox

Abstract

The utility model provides a three-gear speed change mechanism and a rear gearbox. The three-gear speed change mechanism comprises a driving shaft, a driven shaft, a speed change plate and a shifting fork assembly. The driving shaft is sequentially provided with a first driving gear, a second driving gear, a first synchronizing ring and an acceleration gear in the axial direction of the driving shaft. The driven shaft is sequentially provided with a first driven gear, a common gear, a second synchronizing ring, a stress application gear and a second driven gear in the axial direction of the driven shaft, and the first driven gear rotates along with the driven shaft and is in transmission connection with the differential input gear. According to the three-gear speed change mechanism, speed change of three gears of common use, force application and acceleration is achieved through cooperation of three different gear sets, enough power output transmission can be provided to meet different use conditions, and meanwhile the speed change plate and the shifting fork assembly are matched, so that gear shifting is smoother, and the driving experience is good.

Description

Technical Field

[0001] The utility model relates to the technical field of rear gearboxes, in particular to a three-speed transmission mechanism and a rear gearbox. Background Art

[0002] At present, the rear gearbox of electric tricycles is mostly a two-speed shift gearbox, which is divided into a low-speed gear and a high-speed gear. However, due to the complex and changeable usage scenarios, the high-speed gear of the two-speed power transmission has a small torque and a fast speed, and can only be used on paved roads with very good road conditions. The low-speed gear has a large torque and a very slow speed, and can only be used for pulling heavy objects and climbing steep slopes. It is not very suitable and cannot meet the power output of electric tricycles in different situations. At the same time, since there are only low-speed and high-speed gears, the speed difference of each gear shift is large, and the gear shift is not smooth enough, which affects the driving experience. Utility Model Content

[0003] In view of the deficiencies in the prior art, the utility model provides a three-speed transmission mechanism and a rear gearbox to solve the technical problems in the related technology that the two-speed boost gearbox cannot meet the power output of the electric tricycle under different conditions, and at the same time, since there are only low-speed gear and high-speed gear, the gear shifting speed difference is large each time, the gear shifting is not smooth enough, thus affecting the driving experience.

[0004] The utility model provides a three-speed transmission mechanism, comprising a driving shaft, a driven shaft, a speed change plate and a shift fork assembly;

[0005] The driving shaft is provided with a first driving gear, a second driving gear, a first synchronizing ring and an accelerating gear in sequence along its axial direction. The first driving gear and the second driving gear rotate with the driving shaft. The first synchronizing ring can slide axially on the driving shaft. The accelerating gear is axially fixed on the driving shaft and rotates relative to the driving shaft.

[0006] The driven shaft is provided with a first driven gear, a common gear, a second synchronizer ring, a boost gear and a second driven gear in sequence along its axial direction; the first driven gear rotates with the driven shaft and is transmission-connected to the differential input gear; the second synchronizer ring can slide axially on the driven shaft; the common gear and the boost gear are both axially fixed on the driven shaft and rotate relative to the driven shaft;

[0007] The shift plate is provided with two shift grooves, and the shift fork assembly is slidably connected in the two shift grooves to drive the shift fork assembly to axially slide and push the first synchronizer ring and the second synchronizer ring through the shift plate, so as to drive the first synchronizer ring to engage or disengage with the acceleration gear, and drive the second synchronizer ring to engage or disengage with the normal gear gear or the power gear gear.

[0008] Furthermore, a driving transmission tooth is provided on the driving shaft between the acceleration gear and the second driving gear, and a driven transmission tooth is provided on the side of the acceleration gear facing the second driving gear; the gear sleeve of the first synchronizer ring can be meshed with the transmission gear and the driven gear at the same time, so that the acceleration gear rotates with the driving shaft.

[0009] Furthermore, an active transmission tooth is provided on the driven shaft between the normal gear and the boost gear, and driven transmission teeth are respectively provided on the two sides facing each other of the normal gear and the boost gear; the gear sleeve of the second synchronizer ring can simultaneously mesh with the driven transmission teeth located on the normal gear, or simultaneously mesh with the driven transmission teeth of the boost gear, so that the normal gear or the boost gear rotates with the driven shaft.

[0010] Furthermore, the shift fork assembly includes a shift shaft and two shift forks slidably connected along the axial direction of the shift shaft;

[0011] The shift shaft is parallel to the driving shaft and the driven shaft;

[0012] The first synchronizer ring and the second synchronizer ring are both provided with an annular shifting groove, one end of the two shift forks are respectively installed in the annular shifting grooves and intermittently cooperated, and the other ends are respectively slidably connected in the two shifting grooves, so as to drive the two shift forks to slide axially along the shifting shaft through the speed change plate, so as to drive the two shift forks to push the first synchronizer ring and the second synchronizer ring to slide axially.

[0013] Furthermore, the shift fork includes a sleeve which is sleeved on the shift shaft and can slide along the axial direction thereof.

[0014] Furthermore, the shift fork also includes a cylindrical sliding portion, one end of which is slidably connected in the shift groove, and the other end of which is fixedly connected to the sleeve.

[0015] Furthermore, a shift lever is provided on one side of the shift plate so that the shift plate can be rotated by the shift lever.

[0016] Furthermore, a straight slot is formed through the shift plate, and one end of the shift lever is clamped in the straight slot.

[0017] Furthermore, a shift plate is provided on the shift lever.

[0018] The utility model also provides a rear-mounted gearbox, comprising the above-mentioned three-speed transmission mechanism.

[0019] Compared with the prior art, the utility model has the following beneficial effects:

[0020] The three-speed transmission mechanism of the utility model realizes the three-speed shifting of common, power and acceleration by coordinating between three different sets of gear groups, can provide sufficient power output transmission to meet different usage conditions, and at the same time cooperates with the speed change plate and the shift fork assembly to make the gear shifting smoother and the driving experience better. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a front view of a three-speed transmission mechanism according to an embodiment of the present utility model;

[0022] Figure 2 It is a front view of a three-speed transmission mechanism according to an embodiment of the present utility model;

[0023] Figure 3 A top view of a three-speed transmission mechanism according to an embodiment of the present utility model;

[0024] Figure 4 This is a schematic diagram of the cooperation between the driving shaft and the driven shaft in the three-speed transmission mechanism of an embodiment of the utility model;

[0025] Figure 5 It is a schematic diagram of a speed change plate in a three-speed speed change mechanism according to an embodiment of the present utility model;

[0026] Description of Figure Numbers:

[0027] 100, driving shaft; 110, first driving gear; 120, second driving gear; 130, first synchronizing ring; 140, speed-up gear;

[0028] 200, driven shaft; 210, first driven gear; 220, common gear; 230, second synchronizer ring; 240, boost gear; 250, second driven gear;

[0029] 300, speed change plate; 310, shift slot; 320, straight slot;

[0030] 410, shift shaft; 420, shift fork; 421, sliding portion; 422, sleeve;

[0031] 500, differential input gear; 600, driving transmission gear; 700, driven transmission gear; 800, shift lever; 900, shift plate.

[0032] The realization of the purpose, functional features and advantages of the utility model will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solution and beneficial effects of the utility model more clear, the technical solution of the utility model is further described below in conjunction with the drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0034] In the description of the utility model, it should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of the specification are only used to match the contents disclosed in the specification for people familiar with the technology to understand and read, and are not used to limit the limiting conditions that the utility model can be implemented, so they have no substantial technical significance. Any modification of the structure, change of the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the utility model without affecting the effect that the utility model can produce and the purpose that can be achieved. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the utility model. The change or adjustment of the relative relationship should also be regarded as the scope of the implementation of the utility model without substantial change of the technical content.

[0035] like Figure 1-4 As shown, the embodiment of the utility model provides a three-speed transmission mechanism, including a driving shaft 100, a driven shaft 200, a speed change plate 300 and a shift fork 420 assembly, wherein the driving shaft 100 and the driven shaft 200 are both provided with bearings, the setting of the bearings enhances the radial stability of the driving shaft 100 and the driven shaft 200, reduces the resistance of the shaft rotation, the bearings can be connected to the shaft in an interference fit manner, and the number of bearings can be reduced as needed;

[0036] The driving shaft 100 is provided with a first driving gear 110, a second driving gear 120, a first synchronizing ring 130 and an accelerating gear 140 in sequence along its axial direction. The first driving gear 110 and the second driving gear 120 rotate with the driving shaft 100. The first synchronizing ring 130 can slide axially on the driving shaft 100. The accelerating gear 140 is axially fixed on the driving shaft 100 and rotates relative to the driving shaft 100.

[0037] The driven shaft 200 is provided with a first driven gear 210, a common gear 220, a second synchronizer ring 230, a boost gear 240 and a second driven gear 250 in sequence along its axial direction. The first driven gear 210 rotates with the driven shaft 200 and is transmission-connected to the differential input gear 500. The second synchronizer ring 230 can slide axially on the driven shaft 200. The common gear 220 and the boost gear 240 are both axially fixed on the driven shaft 200 and rotate relative to the driven shaft 200.

[0038] The shift plate 300 is provided with two shift grooves 310, and the shift fork 420 assembly is slidably connected in the two shift grooves 310, so as to drive the shift fork 420 assembly to axially slide and push the first synchronizer ring 130 and the second synchronizer ring 230 through the shift plate 300, so as to drive the first synchronizer ring 130 to engage or disengage with the acceleration gear 140, and drive the second synchronizer ring 230 to engage or disengage with the normal gear 220 or the power gear 240; wherein the driving gear and the driven gear on the driving shaft 100 and the driven shaft 200 can be connected by splines for installation and disassembly.

[0039] In the embodiment of the utility model, the shift plate 300 drives the shift fork 420 assembly to push the first synchronizer ring 130 and the second synchronizer ring 230, and the gear sets with different transmission ratios are used for the connection transmission of the driving shaft 100 and the driven shaft 200 to realize the transmission of three gears. Of course, in other embodiments of the utility model, the gears in this embodiment can also be configured as a four-gear, five-gear or six-gear speed change structure. The multi-gear speed change setting makes the transmission or shifting smoother and more stable, and improves the transmission efficiency while saving the driving energy, and can extend the operating life of the equipment.

[0040] like Figure 1-4 As shown, in the embodiment of the utility model, a driving transmission tooth 600 is provided on the driving shaft 100 between the acceleration gear 140 and the second driving gear 120, and a driven transmission tooth 700 is provided on the side of the acceleration gear 140 facing the second driving gear 120; the gear sleeve of the first synchronizer ring 130 can mesh with the transmission gear and the driven gear at the same time, so that the acceleration gear 140 rotates with the driving shaft 100, wherein both ends of the gear teeth on the opposite side of the driven transmission tooth 700 of the second driving gear 120 and the driving transmission tooth 600 on the driving shaft 100 are inclined surface structures, and both ends of the gear teeth on both sides of the gear sleeve of the first synchronizer ring 130 are inclined surface structures, so that the first synchronizer ring 130 is easier to mesh with the driven transmission tooth 700 and the driving transmission tooth 600, and the gear shifting is smoother, and the wear of the two when they are in contact can also be reduced;

[0041] The driven shaft 200 is provided with a driving transmission tooth 600 between the common gear 220 and the boost gear 240, and the common gear 220 and the boost gear 240 are respectively provided with driven transmission teeth 700 on the two sides facing each other; the gear sleeve of the second synchronizer ring 230 can be meshed with the driven transmission tooth 700 located on the common gear 220 at the same time, or can be meshed with the driven transmission tooth 700 of the boost gear 240 at the same time, so that the common gear 220 or the boost gear 240 rotates with the driven shaft 200, wherein the second driving transmission tooth 600 is provided between the common gear 220 and the boost gear 240, and the driven transmission teeth 700 are respectively provided on the two sides facing each other; the gear sleeve of the second synchronizer ring 230 can be meshed with the driven transmission tooth 700 located on the common gear 220 at the same time, or can be meshed with the driven transmission tooth 700 of the boost gear 240 at the same time, so that the common gear 220 or the boost gear 240 rotates with the driven shaft 200, wherein the second driving transmission tooth 600 is provided between the common gear 220 and the boost gear 240, and the driven transmission teeth 700 of the boost gear 240 are respectively provided on the two sides facing each other; Both ends of the gear teeth on the opposite side of the driven transmission tooth 700 of the driven gear 120 and the driving transmission tooth 600 on the driving shaft 100 are conical structures, both ends of the gear teeth on the opposite sides of the driving transmission tooth 600 on the driven shaft 200 are bevel structures, and both ends of the gear teeth on both sides of the gear sleeve of the second synchronizer ring 230 are bevel structures, so that the second synchronizer ring 230 can more easily mesh with the driven transmission tooth 700 of the common gear 220 or the boost gear 240 from the driving transmission tooth 600, and the gear shifting is smoother, and the wear between the two when they are in contact can also be reduced.

[0042] like Figure 1-4 As shown, in the embodiment of the utility model, when it is the normal gear, the shift fork 420 assembly drives the gear sleeve of the second synchronizer ring 230 to mesh with the driven transmission teeth 700 of the normal gear 220 and the active transmission teeth 600 of the driven shaft 200, and at the same time drives the gear sleeve of the first synchronizer ring 130 to separate from the driven transmission teeth 700 of the acceleration gear 140, so that the first active gear 110 can drive the normal gear 220 to rotate, and then drive the driven shaft 200 to rotate, and because the gear sleeve of the second synchronizer ring 230 has been meshed with the driven transmission teeth 700 of the normal gear 220, the boost gear 240 and the acceleration gear 140 also rotate relative to the driving shaft 100 and the driven shaft 200 respectively, and do not participate in the transmission; similarly;

[0043] When the gear is in the acceleration gear, the shift fork 420 assembly drives the gear sleeve of the first synchronizer ring 130 to mesh with the driven transmission teeth 700 of the acceleration gear 140, and at the same time separates the gear sleeve of the first synchronizer ring 130 from the driven transmission teeth 700 of the common gear 220 and the boost gear 240, so that the acceleration gear 140 can drive the second driven gear 250 to rotate, and then drive the driven shaft 200 to rotate;

[0044] When it is the power gear, the shift fork 420 assembly will drive the gear sleeve of the second synchronizer ring 230 to engage with the driven transmission teeth 700 of the power gear 240, and at the same time drive the gear sleeve of the first synchronizer ring 130 to separate from the driven transmission teeth 700 of the acceleration gear 140, so that the second driving gear 120 can drive the power gear 240 to rotate, and then drive the driven shaft 200 to rotate.

[0045] like Figure 1-4 As shown, in the embodiment of the utility model, the shift fork 420 assembly includes a shift shaft 410 and two shift forks 420 that can be slidably connected along the axial direction of the shift shaft 410; the shift shaft 410 is parallel to the driving shaft 100 and the driven shaft 200; the first synchronizer ring 130 and the second synchronizer ring 230 are both provided with annular shifting grooves, one end of the two shift forks 420 are respectively installed in their annular shifting grooves and intermittently matched, and the clearance fit makes it possible for the shift forks 420 to not rotate relatively when the synchronizer rings rotate, and the other ends are respectively slidably connected in the two shift grooves 310, so as to drive the two shift forks 420 to slide axially along the shaft of the shift forks 420 through the shift plate 300, so as to drive the two shift forks 420 to push the first synchronizer ring 130 and the second synchronizer ring 230 to slide axially, wherein the shift plate 300 can rotate under the action of manual or automatic external force.

[0046] like Figure 1-4 As shown, in the embodiment of the utility model, the shift fork 420 includes a sleeve 422 which is sleeved on the shaft of the shift fork 420 and can slide along its axial direction, and a cylindrical sliding portion 421. One end of the sliding portion 421 is slidably connected in the shift groove 310, and the other end is fixedly connected to the sleeve 422 to form a whole, so that when the sliding portion 421 moves, the shift fork 420 also moves axially on the shaft of the shift fork 420.

[0047] like Figure 1-4 As shown, in the embodiment of the utility model, a shift lever 800 is further provided on one side of the shift plate 300 so that the shift plate 300 can be rotated by the shift lever 800; when shifting is required, by rotating the shift lever 800, the shift plate 300 will rotate along the circumferential direction of the shift lever 800 to shift gears.

[0048] like Figure 5 As shown, in the embodiment of the utility model, a straight slot 320 is opened through the shift plate 300, and one end of the shift lever 800 is clamped in the straight slot 320 to facilitate the installation and removal of the shift lever 800. At the same time, in order to facilitate the rotation of the shift lever 800, a shift plate 900 is provided on the shift lever 800.

[0049] A rear-mounted gearbox is also provided in this embodiment, wherein the rear-mounted gearbox includes the above-mentioned three-speed shift assembly. Since all the technical solutions of the above-mentioned embodiments are adopted in this embodiment, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, and thus they are not described one by one here.

[0050] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A three-speed transmission mechanism, characterized in that: It comprises a driving shaft (100), a driven shaft (200), a speed change plate (300) and a shift fork (420) assembly; The driving shaft (100) is provided with a first driving gear (110), a second driving gear (120), a first synchronizing ring (130) and an accelerating gear (140) in sequence along its axial direction; the first driving gear (110) and the second driving gear (120) rotate along with the driving shaft (100); the first synchronizing ring (130) can slide axially on the driving shaft (100); and the accelerating gear (140) is axially fixed on the driving shaft (100) and rotates relative to the driving shaft (100); The driven shaft (200) is provided with a first driven gear (210), a common gear (220), a second synchronizer ring (230), a boost gear (240) and a second driven gear (250) in sequence along its axial direction; the first driven gear (210) rotates with the driven shaft (200) and is transmission-connected to the differential input gear (500); the second synchronizer ring (230) can slide axially on the driven shaft (200); the common gear (220) and the boost gear (240) are both axially fixed on the driven shaft (200) and rotate relative to the driven shaft (200); The shift plate (300) is provided with two shift grooves (310), and the shift fork (420) assembly is slidably connected in the two shift grooves (310), so as to drive the shift fork (420) assembly to axially slide and push the first synchronizer ring (130) and the second synchronizer ring (230) through the shift plate (300), so as to drive the first synchronizer ring (130) to engage or disengage with the acceleration gear (140), and drive the second synchronizer ring (230) to engage or disengage with the normal gear (220) or the boost gear (240).

2. A three-speed transmission mechanism as claimed in claim 1, characterized in that: The driving shaft (100) is provided with a driving transmission tooth (600) between the acceleration gear (140) and the second driving gear (120), and the acceleration gear (140) is provided with a driven transmission tooth (700) on the side facing the second driving gear (120); the gear sleeve of the first synchronization ring (130) can mesh with the transmission gear and the driven gear at the same time, so that the acceleration gear (140) rotates with the driving shaft (100).

3. A three-speed transmission mechanism as claimed in claim 1, characterized in that: The driven shaft (200) is provided with an active transmission tooth (600) between the normal gear (220) and the boost gear (240), and the normal gear (220) and the boost gear (240) are respectively provided with driven transmission teeth (700) on two sides facing each other; the gear sleeve of the second synchronizer ring (230) can be meshed with the driven transmission teeth (700) of the normal gear (220) or the driven transmission teeth (700) of the boost gear (240) at the same time, so that the normal gear (220) or the boost gear (240) rotates with the driven shaft (200).

4. A three-speed transmission mechanism as claimed in claim 1, characterized in that: The shift fork (420) assembly comprises a shift shaft (410) and two shift forks (420) that are slidably connected along the axial direction of the shift shaft (410); The shift shaft (410) is parallel to the driving shaft (100) and the driven shaft (200); The first synchronizer ring (130) and the second synchronizer ring (230) are both provided with an annular shifting groove, one end of the two shift forks (420) are respectively installed in the annular shifting grooves and intermittently matched, and the other ends are respectively slidably connected in the two shifting grooves (310), so as to drive the two shift forks (420) to slide axially along the fork (420) shaft through the speed change plate (300), so as to drive the two shift forks (420) to push the first synchronizer ring (130) and the second synchronizer ring (230) to slide axially.

5. A three-speed transmission mechanism as claimed in claim 4, characterized in that: The shift fork (420) comprises a sleeve (422) which is sleeved on the shaft of the shift fork (420) and can slide along the axial direction thereof.

6. A three-speed transmission mechanism as claimed in claim 5, characterized in that: The shift fork (420) further comprises a cylindrical sliding portion (421), one end of which is slidably connected in the shift groove (310) and the other end of which is fixedly connected to the sleeve (422).

7. A three-speed transmission mechanism as claimed in claim 1, characterized in that: A shift lever (800) is also provided on one side of the speed change plate (300), so that the speed change plate (300) can be rotated by the shift lever (800).

8. A three-speed transmission mechanism as claimed in claim 7, characterized in that: The speed change plate (300) is provided with a straight slot (320) extending therethrough, and one end of the shift lever (800) is clamped in the straight slot (320).

9. A three-speed transmission mechanism as claimed in claim 8, characterized in that: The shift lever (800) is provided with a shift plate (900).

10. A rear gearbox, characterized in that: It comprises a three-speed transmission mechanism as described in any one of claims 1 to 9.

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