Gear shifting butt joint gear of electro-tricycle

Abstract

The utility model discloses an electro-tricycle gear shifting butt joint gear which comprises a triple gear shaft, a driving spline sleeve is connected to the triple gear shaft in a sleeved mode, a first driven gear and a second driven gear are connected to the triple gear shaft in a sleeved mode, and the driving spline sleeve is located between the first driven gear and the second driven gear. A first driven spline housing is fixed to the side, close to the driving spline housing, of the first driven gear, a second driven spline housing is fixed to the side, close to the driving spline housing, of the second driven gear, and a synchronizing ring is connected to the driving spline housing in a sleeved mode. Connection and separation of the synchronizing ring and the first driven spline sleeve or the second driven spline sleeve are achieved, then gear shifting operation is achieved, due to the fact that the number of the second spline grooves is larger than that of the spline blocks, the spline blocks easily slide into the second spline grooves, and noise generated by friction and impact is reduced.

Description

Technical Field

[0001] The utility model relates to a gear for gear-changing and docking an electric tricycle, and belongs to the technical field of gear-changing equipment. Background Art

[0002] Traditional electric tricycles often use a four-claw gearshift docking gear. Although this four-claw gearshift design meets the gearshift requirements to a certain extent, it has some obvious defects due to its complex structure. First, the four-claw structure requires the four claws to be accurately aligned when shifting gears, which increases the difficulty of shifting gears. Secondly, the complex structure may cause more friction and collision during the meshing process of the gears, thereby generating greater noise and affecting the riding experience. Therefore, an electric tricycle gearshift docking gear is proposed. Utility Model Content

[0003] The utility model aims to provide a gear for shifting and docking a gear for an electric tricycle, so as to solve the problems raised in the above-mentioned background technology.

[0004] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a gear for shifting and docking a gear for an electric tricycle, comprising:

[0005] Triple gear shaft;

[0006] Active spline sleeve, the active spline sleeve is sleeved on the triple gear shaft, and the active spline sleeve and the triple gear shaft rotate synchronously;

[0007] A first driven gear and a second driven gear, the first driven gear and the second driven gear are sleeved on the triple gear shaft, and the driving spline sleeve is located between the first driven gear and the second driven gear;

[0008] Among them, a first driven spline sleeve is fixed to the side of the first driven gear close to the active spline sleeve, and a second driven spline sleeve is fixed to the side of the second driven gear close to the active spline sleeve. A synchronizer ring is sleeved on the active spline sleeve. When the synchronizer ring slides along the axial direction of the active spline sleeve, the synchronizer ring is connected to the active spline sleeve and can be connected to the first driven spline sleeve or the second driven spline sleeve at the same time, so that the triple gear shaft can rotate synchronously with the first driven gear or the second driven gear.

[0009] A gear shifting docking gear for an electric tricycle also includes:

[0010] A final gear, the final gear is mounted on the differential assembly;

[0011] A double gear shaft is provided with a first intermediate gear and a second intermediate gear fixedly sleeved on the double gear shaft. The first intermediate gear is meshed with the first driven gear, and the second intermediate gear is meshed with the second driven gear.

[0012] The output gear is fixedly sleeved on the triple gear shaft, and the output gear is meshed and connected with the final gear.

[0013] Preferably, the inner ring of the synchronizer ring has a plurality of spline blocks evenly distributed axially, the outer ring of the active spline sleeve is provided with a first spline groove matched with the spline block, and the outer rings of the first driven spline sleeve and the second driven spline sleeve are provided with second spline grooves, and the number of second spline grooves is greater than the number of spline blocks. When the speeds of the synchronizer ring and the first driven spline sleeve or the second driven spline sleeve are different, the spline blocks can easily slide into the second spline grooves, thereby reducing noise caused by friction and impact and being more conducive to gear shifting.

[0014] Preferably, the number of the spline blocks is six, and the number of the second spline grooves is twelve.

[0015] Preferably, the outer ring of the synchronizer ring is provided with an annular groove, which can cooperate with an external shift fork, so that the external shift fork can drive the synchronizer ring to slide axially on the spline sleeve and along the spline sleeve through the annular groove, thereby realizing the gear shifting operation.

[0016] Preferably, an input gear is fixedly sleeved on the triple gear shaft, and the input gear is transmission-connected to the motor and obtains power, so that after the motor runs, the output end of the motor drives the input gear to rotate, thereby realizing the rotation of the triple gear shaft.

[0017] Preferably, the gear helix angles of the first intermediate gear, the second intermediate gear, the first driven gear, the second driven gear, the output gear and the final gear are in the range of 12°-18°. As the gear helix angle increases, the gear overlap increases, making the transmission between gears smoother and reducing noise while increasing the gear's bending resistance and contact strength.

[0018] Preferably, the driving spline sleeve, the first driven gear and the second driven gear are restricted on the triple gear shaft by a spring retaining ring.

[0019] Compared with existing technologies:

[0020] 1. The utility model realizes the connection and separation between the synchronizer ring and the first driven spline sleeve or the second driven spline sleeve by sliding the synchronizer ring on the active spline sleeve and along the axial direction of the active spline sleeve, thereby realizing the gear shifting operation. Since the number of the second spline grooves is greater than the number of the spline blocks, when the synchronizer ring rotates at different speeds from the first driven spline sleeve or the second driven spline sleeve, the spline blocks can easily slide into the second spline grooves, thereby reducing the noise caused by friction and impact and being more conducive to gear shifting.

[0021] 2. The utility model increases the gear overlap by increasing the gear helix angle, so that the transmission between gears is smoother, the noise is reduced, and the bending resistance and contact strength of the gears are increased. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a schematic diagram of the idling state of the utility model;

[0023] Figure 2 This is a schematic diagram of the deceleration transmission state of the utility model;

[0024] Figure 3 This is a schematic diagram of the acceleration transmission state of the utility model;

[0025] Figure 4 It is a cross-sectional view of the active spline sleeve and the synchronous ring of the utility model;

[0026] Figure 5 It is an exploded view of the overall structure of the utility model.

[0027] In the figure: 1. triple gear shaft, 2. final gear, 3. duplex gear shaft, 301. first intermediate gear, 302. second intermediate gear, 4. driving spline sleeve, 401. first spline groove, 5. first driven gear, 501. first driven spline sleeve, 6. second driven gear, 601. second driven spline sleeve, 7. synchronizer ring, 701. spline block, 702. ring groove, 8. output gear, 9. second spline groove, 10. input gear, 11. spring retaining ring. DETAILED DESCRIPTION

[0028] The present invention is described below with specific embodiments, but is not intended to be a limitation of the present invention.

[0029] Example 1

[0030] In this embodiment, a gear for shifting and docking a three-wheeled vehicle is provided, comprising a three-gear shaft 1, a final gear 2 and a double gear shaft 3, wherein the final gear 2 is mounted on a differential assembly, an output gear 8 is fixedly sleeved on the three-gear shaft 1, and the output gear 8 is meshedly connected with the final gear 2; an active spline sleeve 4 is sleeved on the three-gear shaft 1, and the active spline sleeve 4 rotates synchronously with the three-gear shaft 1; and a first driven gear 5 and a second driven gear 6 are sleeved on the three-gear shaft 1, and the active spline sleeve 4 is located between the first driven gear 5 and the second driven gear 6;

[0031] Among them, a first driven spline sleeve 501 is fixed to the side of the first driven gear 5 close to the active spline sleeve 4, and a second driven spline sleeve 601 is fixed to the side of the second driven gear 6 close to the active spline sleeve 4. A synchronizer ring 7 is sleeved on the active spline sleeve 4, and an annular groove 702 is provided on the outer ring of the synchronizer ring 7. The setting of the annular groove 702 can cooperate with the external shift fork, so that the external shift fork can drive the synchronizer ring 7 to slide on the active spline sleeve 4 and along the axial direction of the active spline sleeve 4 through the annular groove 702, thereby realizing the gear shifting operation.

[0032] When the synchronizer ring 7 slides axially along the active spline sleeve 4 , the synchronizer ring 7 can be connected to the first driven spline sleeve 501 or the second driven spline sleeve 601 while being connected to the active spline sleeve 4 , so that the triple gear shaft 1 can rotate synchronously with the first driven gear 5 or the second driven gear 6 .

[0033] A first intermediate gear 301 and a second intermediate gear 302 are fixedly sleeved on the double gear shaft 3 . The first intermediate gear 301 is meshed with the first driven gear 5 , and the second intermediate gear 302 is meshed with the second driven gear 6 .

[0034] The driving spline sleeve 4 , the first driven gear 5 and the second driven gear 6 are restricted on the triple gear shaft 1 by a spring retaining ring 11 .

[0035] like Figure 1-Figure 4 As shown, the diameter of the first intermediate gear 301 is larger than that of the second intermediate gear 302, and the diameter of the first driven gear 5 is smaller than that of the second driven gear 6;

[0036] like Figure 1 As shown, when the synchronizer ring 7 is turned, the synchronizer ring 7 is connected to the first spline groove 401 on the active spline sleeve 4 by the spline block 701. In this state, when the double gear shaft 3 rotates, the double gear shaft 3 is in an idling state, that is, neutral operation;

[0037] like Figure 2 As shown, when the synchronizer ring 7 is turned, the synchronizer ring 7 is connected to the first spline groove 401 on the active spline sleeve 4 and the second spline groove 9 on the second driven spline sleeve 601 by the spline block 701. In this state, when the double gear shaft 3 rotates, the rotation transmission path is: the double gear shaft 3, the second intermediate gear 302, the second driven gear 6, the second driven spline sleeve 601, the synchronizer ring 7, the active spline sleeve 4, the triple gear shaft 1, the output gear 8 and the final gear 2. The above transmission is a reduction transmission, that is, a downshift operation;

[0038] like Figure 3 As shown, when the synchronizer ring 7 is turned, the synchronizer ring 7 is connected to the first spline groove 401 on the active spline sleeve 4 and the second spline groove 9 on the first driven spline sleeve 501 by means of the spline block 701. In this state, when the double gear shaft 3 rotates, the rotation transmission path is: the double gear shaft 3, the first intermediate gear 301, the first driven gear 5, the first driven spline sleeve 501, the synchronizer ring 7, the active spline sleeve 4, the triple gear shaft 1, the output gear 8 and the final gear 2. The above transmission is an acceleration transmission, that is, a gear-up operation.

[0039] An input gear 10 is fixedly sleeved on the triple gear shaft 1, and the input gear 10 is transmission-connected to the motor and obtains power. When the motor is running, the output end of the motor drives the input gear 10 to rotate, thereby realizing the rotation of the triple gear shaft 1.

[0040] The triple gear shaft 1, the final gear 2 and the double gear shaft 3 form a three-stage gear transmission. The three-stage gear transmission is simple and compact in structure, which reduces the gear transmission efficiency and can reduce the gap between gears. It has higher efficiency during transmission and is more energy-saving.

[0041] Embodiment 2

[0042] like Figure 1-Figure 5 As shown, on the basis of the first embodiment, in order to make the spline block 701 easily slide into the interior of the second spline groove 9, the inner ring of the synchronizer ring 7 is provided with a plurality of spline blocks 701 evenly distributed axially, the outer ring of the active spline sleeve 4 is provided with a first spline groove 401 adapted to the spline block 701, and the outer rings of the first driven spline sleeve 501 and the second driven spline sleeve 601 are provided in the second spline groove 9, and the number of the second spline grooves 9 is greater than the number of the spline blocks 701. When the speeds of the synchronizer ring 7 and the first driven spline sleeve 501 or the second driven spline sleeve 601 are different, the spline block 701 is easily slide into the interior of the second spline groove 9, thereby reducing the noise caused by friction and impact and being more conducive to gear shifting.

[0043] The number of the spline blocks 701 is six, and the number of the second spline grooves 9 is twelve.

[0044] Embodiment 3

[0045] like Figure 1-Figure 5 As shown, on the basis of the first embodiment, in order to make the transmission between gears more stable, the gear helix angles of the first intermediate gear 301, the second intermediate gear 302, the first driven gear 5, the second driven gear 6, the output gear 8 and the final gear 2 range from 12° to 18°. As the gear helix angle increases, the gear overlap increases, making the transmission between gears more stable, reducing noise, and increasing the bending resistance and contact strength of the gears.

[0046] Finally, it should be noted that the above embodiments are only used to illustrate rather than limit the technical solutions of the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the present invention can still be modified or replaced by equivalents. Any modification or partial replacement that does not depart from the spirit and scope of the present invention should be included in the scope of the claims of the present invention.

Claims

1. A gear shifting docking gear for an electric tricycle, characterized in that: include: Triple gear shaft (1); An active spline sleeve (4), wherein the active spline sleeve (4) is sleeved on the triple gear shaft (1), and the active spline sleeve (4) rotates synchronously with the triple gear shaft (1); A first driven gear (5) and a second driven gear (6), wherein the first driven gear (5) and the second driven gear (6) are sleeved on the triple gear shaft (1), and the active spline sleeve (4) is located between the first driven gear (5) and the second driven gear (6); A first driven spline sleeve (501) is fixed to a side of the first driven gear (5) close to the driving spline sleeve (4), a second driven spline sleeve (601) is fixed to a side of the second driven gear (6) close to the driving spline sleeve (4), a synchronizing ring (7) is sleeved on the driving spline sleeve (4), and when the synchronizing ring (7) slides along the axial direction of the driving spline sleeve (4), the synchronizing ring (7) can be connected to the first driven spline sleeve (501) or the second driven spline sleeve (601) while being connected to the driving spline sleeve (4).

2. The electric tricycle gear shifting docking gear according to claim 1, characterized in that: Also includes: Final gear (2); A double gear shaft (3), a first intermediate gear (301) and a second intermediate gear (302) being fixedly sleeved on the double gear shaft (3), the first intermediate gear (301) being meshed with a first driven gear (5), and the second intermediate gear (302) being meshed with a second driven gear (6); An output gear (8) is fixedly sleeved on the triple gear shaft (1), and the output gear (8) is meshedly connected with the final gear (2).

3. The electric tricycle gear shifting docking gear according to claim 1, characterized in that: The inner ring of the synchronizer ring (7) is provided with a plurality of spline blocks (701) evenly distributed in the axial direction, the outer ring of the active spline sleeve (4) is provided with a first spline groove (401) adapted to the spline block (701), and the outer rings of the first driven spline sleeve (501) and the second driven spline sleeve (601) are provided with a second spline groove (9), and the number of the second spline grooves (9) is greater than the number of the spline blocks (701).

4. The electric tricycle gear shifting docking gear according to claim 3, characterized in that: The number of the spline blocks (701) is six, and the number of the second spline grooves (9) is twelve.

5. The electric tricycle gear shifting docking gear according to any one of claims 1 to 4, characterized in that: The outer ring of the synchronization ring (7) is provided with a ring groove (702).

6. The electric tricycle gear shifting docking gear according to claim 1, characterized in that: An input gear (10) is fixedly sleeved on the triple gear shaft (1).

7. The electric tricycle gear shifting docking gear according to claim 2, characterized in that: The gear helix angles of the first intermediate gear (301), the second intermediate gear (302), the first driven gear (5), the second driven gear (6), the output gear (8) and the final gear (2) are in the range of 12°-18°.

8. The electric tricycle shifting docking gear according to claim 1, characterized in that: The active spline sleeve (4), the first driven gear (5) and the second driven gear (6) are restricted on the triple gear shaft (1) by means of a spring retaining ring (11).

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