Speed reducer special for three-gear speed change, energy conservation and emission reduction

Abstract

The utility model discloses a special speed reducer for three-gear speed change energy conservation and emission reduction, which comprises a shell and a speed change mechanism, a first input shaft, a second input shaft and an output shaft are rotatably mounted on the shell, and the output shaft is arranged between the first input shaft and the second input shaft. The first input shaft and the second input shaft are in transmission connection with the output shaft through the speed change mechanism, and the speed change mechanism comprises a first state, a second state and a third state which are mutually switched. The speed reducer can be driven by the large motor or the small motor flexibly according to specific working requirements, so that unnecessary energy waste is avoided, the energy utilization efficiency is remarkably improved, and the purposes of energy conservation and emission reduction are achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of speed reducers, in particular to a three-speed speed reducer special for energy saving and emission reduction. Background Art

[0002] With the acceleration of the global industrialization process, mechanical equipment is increasingly used in various fields, and its operating efficiency and energy consumption are also receiving increasing attention. In industrial production, reducers, as important transmission devices, are not only responsible for reducing the speed and increasing the torque, but also directly affect the operating efficiency and energy consumption level of mechanical equipment. However, traditional reducer designs often adopt fixed speed ratios or single motor drive methods, which are difficult to meet the flexible needs under different working conditions, resulting in problems such as low efficiency and excessive energy consumption during the operation of mechanical equipment.

[0003] In response to the above problems, some technical solutions have appeared on the market that attempt to achieve energy conservation and emission reduction by improving the design of reducers. For example, some reducers adopt a multi-stage speed change design to adapt to the speed and torque requirements under different working conditions. However, most of these solutions still use a single motor drive, which makes it difficult to flexibly adjust the power output according to the actual workload, resulting in the continued existence of energy waste. Summary of the invention

[0004] In view of the above problems existing in the existing reducers, the present invention aims to provide a three-speed speed-changing energy-saving and emission-reducing special reducer which avoids energy waste and efficiency reduction and has high flexibility and adaptability.

[0005] The specific technical solutions are as follows:

[0006] A three-speed speed-changing reducer for energy saving and emission reduction, comprising: a housing and a speed-changing mechanism, wherein a first input shaft, a second input shaft and an output shaft are rotatably mounted on the housing, the output shaft is arranged between the first input shaft and the second input shaft, the first input shaft and the second input shaft are drivingly connected to the output shaft through the speed-changing mechanism, and the speed-changing mechanism comprises a first state, a second state and a third state which are switchable to each other;

[0007] The speed change mechanism comprises:

[0008] a transmission shaft, the transmission shaft being rotatably disposed on the housing and being located between the first input shaft and the output shaft;

[0009] A first gear and a second gear, wherein the first gear and the second gear are both sleeved on the first input shaft;

[0010] A third gear and a fourth gear, wherein the third gear and the fourth gear are rotatably sleeved on the outside of the transmission shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear;

[0011] A first transmission wheel and a fifth gear, wherein the first transmission wheel and the fifth gear are sleeved on the outside of the transmission shaft, and the first transmission wheel is located between the third gear and the fourth gear, and can be operably connected to or disconnected from the third gear / the fourth gear;

[0012] a sixth gear, the sixth gear being sleeved on the outside of the output shaft and meshing with the fifth gear;

[0013] a seventh gear, the seventh gear being rotatably sleeved on the outside of the second input shaft and meshing with the sixth gear;

[0014] a second transmission wheel, the second transmission wheel being sleeved on the outside of the second input shaft and being operably coupled to or disconnected from the seventh gear;

[0015] When the speed change mechanism is in the first state, the first transmission wheel is coupled to the third gear and disconnected from the fourth gear, and the second transmission wheel is disconnected from the seventh gear;

[0016] When the speed change mechanism is in the second state, the first transmission wheel is coupled to the fourth gear and disconnected from the third gear, and the second transmission wheel is disconnected from the seventh gear;

[0017] When the speed change mechanism is in the third state, the first transmission wheel is disconnected from the third gear and the fourth gear, and the second transmission wheel is connected to the seventh gear.

[0018] As a further improvement and optimization of this solution, the transmission ratio between the first input shaft and the output shaft in the first state, the transmission ratio between the first input shaft and the output shaft in the second state, and the transmission ratio between the second input shaft and the output shaft in the third state are all different.

[0019] As a further improvement and optimization of this solution, the transmission ratio between the first gear and the third gear is less than one, and the transmission ratios between the second gear and the fourth gear, between the seventh gear and the sixth gear, and between the fifth gear and the sixth gear are all greater than one.

[0020] As a further improvement and optimization of this solution, the third gear has a first driven wheel coaxially on one side facing the first transmission wheel, and the fourth gear has a second driven wheel coaxially on one side facing the first transmission wheel;

[0021] Wherein, the outer sliding sleeve of the first transmission wheel is provided with a first sliding sleeve, the inner wall of the first sliding sleeve has a first internal spline, the outer sides of the first transmission wheel, the first driven wheel and the second driven wheel all have a first external spline matching the first internal spline, and the first sliding sleeve can be operably slid between the first transmission wheel, the first driven wheel and the second driven wheel to make the first internal spline mesh with or disengage from the first external spline on the first driven wheel or the first external spline on the second driven wheel;

[0022] When the speed change mechanism is in the first state, the first internal spline is meshed with the first external spline on the first driven wheel and the first external spline on the first transmission wheel respectively;

[0023] When the speed change mechanism is in the second state, the first internal spline is meshed with the first external spline on the second driven wheel and the first external spline on the first transmission wheel respectively;

[0024] When the speed change mechanism is in the third state, the first internal spline is only engaged with the first external spline on the first transmission wheel.

[0025] As a further improvement and optimization of this solution, the seventh gear has a third driven wheel coaxially on one side facing the second transmission wheel;

[0026] The outer sliding sleeve of the second transmission wheel is provided with a second sliding sleeve, the inner wall of the second sliding sleeve is provided with a second internal spline, the outer sides of the second transmission wheel and the third driven wheel are provided with a second external spline, the second internal spline is meshed with the second external spline on the second transmission wheel, and the second sliding sleeve is operable to slide between the second transmission wheel and the third driven wheel so that the second internal spline is meshed with or disengaged from the second external spline on the third driven wheel;

[0027] When the speed change mechanism is in the first state / the second state, the second internal spline is disengaged from the second external spline on the third driven wheel;

[0028] When the speed change mechanism is in the third state, the second internal spline is meshed with the second external spline on the third driven wheel.

[0029] As a further improvement and optimization of the present solution, a first connecting rod fork mechanism and a second connecting rod fork mechanism are further provided on the shell. The first connecting rod fork mechanism is transmission connected to the first sleeve for driving the first sleeve to slide axially, and the second connecting rod fork mechanism is transmission connected to the second sleeve for driving the second sleeve to slide axially.

[0030] As a further improvement and optimization of this solution, the first connecting rod fork mechanism and the second connecting rod fork mechanism both include:

[0031] A shifting ring, wherein the outer circumferential surface of the first sliding sleeve / the second sliding sleeve is provided with a limiting groove, the shifting ring is sleeved in the limiting groove, and the first sliding sleeve / the second sliding sleeve can rotate relative to the shifting ring;

[0032] Two mounting blocks, the two mounting blocks are rotatably mounted on two sides of the dial ring respectively;

[0033] A drive shaft, the drive shaft is rotatably disposed in the housing and is perpendicular to the output shaft;

[0034] Two levers, one end of each lever is connected to the driving shaft, and the other end of each lever is slidably mounted on the two mounting blocks along its own axis;

[0035] A driving assembly is drivingly connected to the driving shaft and is used to drive the driving shaft to rotate so that the two shifting rods shift the first sliding sleeve / the second sliding sleeve to slide axially through the shifting ring.

[0036] As a further improvement and optimization of the present solution, the driving assembly includes: a driving handle, one end of which is connected to one end of the driving shaft.

[0037] As a further improvement and optimization of this solution, the third gear and the first driven wheel, the fourth gear and the second driven wheel, and the seventh gear and the third driven wheel are all integrated structures.

[0038] Compared with the prior art, the above technical solution has the following positive effects:

[0039] (1) In the utility model, by designing three different working states (first state, second state, and third state), the reducer can flexibly choose to be driven by a large motor (first input shaft) or a small motor (second input shaft) according to specific working requirements, thereby avoiding unnecessary energy waste, significantly improving energy utilization efficiency, and achieving the purpose of energy conservation and emission reduction.

[0040] (2) The multi-speed shifting function of the utility model enables the mechanical equipment to maintain the best operating state under different workloads and speed requirements, thereby improving the adaptability and flexibility of the equipment. By precisely controlling the transmission ratio, the accuracy and efficiency of power transmission are ensured, thereby improving the overall utilization efficiency of the mechanical equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a structural schematic diagram of a three-speed speed-changing energy-saving and emission-reducing special reducer of the utility model;

[0042] Figure 2 This is a left view of a three-speed speed-changing energy-saving and emission-reducing special reducer of the utility model;

[0043] Figure 3 This is a right view of a three-speed speed-changing energy-saving and emission-reducing special reducer of the utility model;

[0044] Figure 4 It is the first connecting rod fork device of a three-speed speed-changing energy-saving and emission-reducing special reducer of the utility model;

[0045] In the accompanying drawings: 1. housing; 2. first input shaft; 3. output shaft; 4. second input shaft; 5. transmission shaft; 6. first gear; 7. second gear; 8. third gear; 9. fourth gear; 10. fifth gear; 11. sixth gear; 12. seventh gear; 13. first transmission wheel; 14. second transmission wheel; 15. first sleeve; 16. second sleeve; 17. first connecting rod fork mechanism; 18. second connecting rod fork mechanism; 81. first driven wheel; 91. second driven wheel; 121. third driven wheel; 171. shift ring; 172. mounting block; 173. drive shaft; 174. shift rod; 175. drive handle. DETAILED DESCRIPTION

[0046] The technical solution of the utility model will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0047] In the description of the present invention, it should be noted that if the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, if the terms "first", "second", "third" appear, they are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0048] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0049] Figure 1 This is a structural schematic diagram of a three-speed speed reducer for energy saving and emission reduction in the utility model. Figure 2 This is the left view of a three-speed speed reducer for energy saving and emission reduction of the utility model. Figure 3 This is the right view of a three-speed speed reducer for energy saving and emission reduction of the utility model. Figure 4 The utility model is a first connecting rod fork device of a three-speed speed-changing energy-saving and emission-reducing special reducer, such as Figure 1-4 As shown, a three-speed speed-changing energy-saving and emission-reducing special reducer of a preferred embodiment is shown, comprising: a housing 1 and a speed-changing mechanism, a first input shaft 2, a second input shaft 4 and an output shaft 3 are rotatably mounted on the housing 1, the output shaft 3 is arranged between the first input shaft 2 and the second input shaft 4, the first input shaft 2 and the second input shaft 4 are transmission-connected with the output shaft 3 through the speed-changing mechanism, the speed-changing mechanism comprises a first state, a second state and a third state which are switchable with each other; the speed-changing mechanism comprises a transmission shaft 5, a first gear 6, a second gear 7, a third gear 8, a fourth gear 9, a first transmission wheel 13, a fifth gear 10, a sixth gear 11, a seventh gear 12 and a second transmission wheel 14, the transmission shaft 5 is rotatably arranged on the housing 1 and is located between the first input shaft 2 and the output shaft 3, The first gear 6 and the second gear 7 are both sleeved on the first input shaft 2, the third gear 8 and the fourth gear 9 are rotatably sleeved on the outside of the transmission shaft 5, the third gear 8 is meshed with the first gear 6, the fourth gear 9 is meshed with the second gear 7, the first transmission wheel 13 and the fifth gear 10 are both sleeved on the outside of the transmission shaft 5, the first transmission wheel 13 is located between the third gear 8 and the fourth gear 9, and can be operably connected to or disconnected from the third gear 8 / the fourth gear 9, the sixth gear 11 is sleeved on the outside of the output shaft 3 and meshed with the sixth gear 11, the seventh gear 12 is rotatably sleeved on the outside of the second input shaft 4 and meshed with the sixth gear 11, and the second transmission wheel 14 is sleeved on the outside of the second input shaft 4 and can be operably connected to or disconnected from the seventh gear 12;

[0050] When the speed change mechanism is in the first state, the first transmission wheel 13 is connected to the third gear 8 and disconnected from the fourth gear 9, and the second transmission wheel 14 is disconnected from the seventh gear 12;

[0051] When the speed change mechanism is in the second state, the first transmission wheel 13 is connected to the fourth gear 9 and disconnected from the third gear 8, and the second transmission wheel 14 is disconnected from the seventh gear 12;

[0052] When the speed change mechanism is in the third state, the first transmission wheel 13 is disconnected from the third gear 8 and the fourth gear 9 , and the second transmission wheel 14 is connected to the seventh gear 12 .

[0053] In this embodiment, by designing three different working states (first state, second state, and third state), the reducer can flexibly choose to be driven by a large motor (first input shaft 2) or a small motor (second input shaft 4) according to specific working requirements, thereby avoiding unnecessary energy waste, significantly improving energy utilization efficiency, and achieving the purpose of energy conservation and emission reduction.

[0054] The multi-speed shifting function in this embodiment enables the mechanical equipment to maintain the best operating state under different workloads and speed requirements, improves the adaptability and flexibility of the equipment, and ensures the accuracy and efficiency of power transmission by precisely controlling the transmission ratio, thereby improving the overall utilization efficiency of the mechanical equipment.

[0055] Furthermore, as a preferred embodiment, the transmission ratio between the first input shaft 2 and the output shaft 3 in the first state, the transmission ratio between the first input shaft 2 and the output shaft 3 in the second state, and the transmission ratio between the second input shaft 4 and the output shaft 3 in the third state are all different.

[0056] Furthermore, as a preferred embodiment, the transmission ratio between the first gear 6 and the third gear 8 is less than one, and the transmission ratios between the second gear 7 and the fourth gear 9, between the seventh gear 12 and the sixth gear 11, and between the fifth gear 10 and the sixth gear 11 are all greater than one.

[0057] Further, as a preferred embodiment, the third gear 8 has a first driven wheel 81 coaxially on one side facing the first transmission wheel 13, and the fourth gear 9 has a second driven wheel 91 coaxially on one side facing the first transmission wheel 13;

[0058] The first transmission wheel 13 is provided with a first sleeve 15 on its outer sliding sleeve, and the inner wall of the first sleeve 15 has a first internal spline. The first transmission wheel 13, the first driven wheel 81, and the second driven wheel 91 all have first external splines matching the first internal splines on their outer surfaces. The first sleeve 15 can be operated to slide between the first transmission wheel 13, the first driven wheel 81, and the second driven wheel 91, so that the first internal spline is engaged or disengaged with the first external spline on the first driven wheel 81 or the first external spline on the second driven wheel 91.

[0059] When the speed change mechanism is in the first state, the first internal spline is meshed with the first external spline on the first driven wheel 81 and the first external spline on the first transmission wheel 13 respectively;

[0060] When the speed change mechanism is in the second state, the first internal spline is meshed with the first external spline on the second driven wheel 91 and the first external spline on the first transmission wheel 13 respectively;

[0061] When the speed change mechanism is in the third state, the first internal spline is only engaged with the first external spline on the first transmission wheel 13 .

[0062] Further, as a preferred embodiment, the seventh gear 12 has a third driven wheel 121 coaxially on one side facing the second transmission wheel 14;

[0063] The second sliding sleeve 16 is provided on the outer sliding sleeve of the second transmission wheel 14, and the inner wall of the second sliding sleeve 16 has a second inner spline. The outer sides of the second transmission wheel 14 and the third driven wheel 121 both have second outer splines, and the second inner splines are meshed with the second outer splines on the second transmission wheel 14. The second sliding sleeve 16 can be operated to slide between the second transmission wheel 14 and the third driven wheel 121, so that the second inner splines are meshed or disengaged with the second outer splines on the third driven wheel 121.

[0064] When the speed change mechanism is in the first state / the second state, the second internal spline is disengaged from the second external spline on the third driven wheel 121;

[0065] When the speed change mechanism is in the third state, the second inner spline is meshed with the second outer spline on the third driven wheel 121 .

[0066] Furthermore, as a preferred embodiment, a first connecting rod fork mechanism 17 and a second connecting rod fork mechanism 18 are also provided on the shell 1. The first connecting rod fork mechanism 17 is transmission connected to the first sleeve 15 for driving the first sleeve 15 to slide axially. The second connecting rod fork mechanism 18 is transmission connected to the second sleeve 16 for driving the second sleeve 16 to slide axially.

[0067] Furthermore, as a preferred embodiment, the first connecting rod fork mechanism 17 and the second connecting rod fork mechanism 18 both include a shifting ring 171, two mounting blocks 172, a driving shaft 173, two shifting rods 174 and a driving assembly. The outer circumferential surface of the first sleeve 15 / the second sleeve 16 is provided with a limiting groove. The shifting ring 171 is sleeved in the limiting groove, and the first sleeve 15 / the second sleeve 16 can rotate relative to the shifting ring 171. The two mounting blocks 172 are respectively rotatably mounted on both sides of the shifting ring 171. The driving shaft 173 is rotatably arranged in the housing 1 and is perpendicular to the output shaft 3. One end of the two shifting rods 174 is connected to the driving shaft 173, and the other end can be respectively slidably mounted on the two mounting blocks 172 along their own axial direction. The driving assembly is transmission-connected to the driving shaft 173 for driving the driving shaft 173 to rotate so that the two shifting rods 174 drive the first sleeve 15 / the second sleeve 16 to slide axially through the shifting ring 171.

[0068] Further, as a preferred embodiment, the driving assembly includes: a driving handle 175 , one end of the driving handle 175 is connected to one end of the driving shaft 173 .

[0069] Furthermore, as a preferred embodiment, the third gear 8 and the first driven wheel 31 , the fourth gear 9 and the second driven wheel 91 , and the seventh gear 12 and the third driven wheel 121 are all integrated structures.

[0070] The speed change mechanism in this embodiment adopts a compact gear and transmission wheel combination design, which not only reduces the overall volume and weight, but also simplifies the operation process. Different working states can be switched through simple operations, thereby improving the convenience and reliability of use.

[0071] The above description is only a preferred embodiment of the present invention, and does not limit the implementation mode and protection scope of the present invention. For those skilled in the art, it should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A three-speed gearbox for energy saving and emission reduction, characterized in that: include: A housing and a speed change mechanism, wherein a first input shaft, a second input shaft and an output shaft are rotatably mounted on the housing, the output shaft is arranged between the first input shaft and the second input shaft, the first input shaft and the second input shaft are drivingly connected to the output shaft through the speed change mechanism, and the speed change mechanism includes a first state, a second state and a third state that are switchable to each other; The speed change mechanism comprises: a transmission shaft, the transmission shaft being rotatably disposed on the housing and being located between the first input shaft and the output shaft; A first gear and a second gear, wherein the first gear and the second gear are both sleeved on the first input shaft; A third gear and a fourth gear, wherein the third gear and the fourth gear are rotatably sleeved on the outside of the transmission shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear; A first transmission wheel and a fifth gear, wherein the first transmission wheel and the fifth gear are sleeved on the outside of the transmission shaft, and the first transmission wheel is located between the third gear and the fourth gear, and can be operably connected to or disconnected from the third gear / the fourth gear; a sixth gear, the sixth gear being sleeved on the outside of the output shaft and meshing with the fifth gear; a seventh gear, the seventh gear being rotatably sleeved on the outside of the second input shaft and meshing with the sixth gear; a second transmission wheel, the second transmission wheel being sleeved on the outside of the second input shaft and being operably coupled to or disconnected from the seventh gear; When the speed change mechanism is in the first state, the first transmission wheel is coupled to the third gear and disconnected from the fourth gear, and the second transmission wheel is disconnected from the seventh gear; When the speed change mechanism is in the second state, the first transmission wheel is coupled to the fourth gear and disconnected from the third gear, and the second transmission wheel is disconnected from the seventh gear; When the speed change mechanism is in the third state, the first transmission wheel is disconnected from the third gear and the fourth gear, and the second transmission wheel is connected to the seventh gear.

2. The three-speed speed reducer for energy saving and emission reduction according to claim 1 is characterized in that: The transmission ratio between the first input shaft and the output shaft in the first state, the transmission ratio between the first input shaft and the output shaft in the second state, and the transmission ratio between the second input shaft and the output shaft in the third state are all different.

3. The three-speed speed reducer for energy saving and emission reduction according to claim 2 is characterized in that: The transmission ratio between the first gear and the third gear is less than one, and the transmission ratios between the second gear and the fourth gear, between the seventh gear and the sixth gear, and between the fifth gear and the sixth gear are all greater than one.

4. The three-speed speed reducer for energy saving and emission reduction according to claim 1 is characterized in that: The third gear has a first driven wheel coaxially on one side facing the first transmission wheel, and the fourth gear has a second driven wheel coaxially on one side facing the first transmission wheel; Wherein, the outer sliding sleeve of the first transmission wheel is provided with a first sliding sleeve, the inner wall of the first sliding sleeve has a first internal spline, the outer sides of the first transmission wheel, the first driven wheel and the second driven wheel all have a first external spline matching the first internal spline, and the first sliding sleeve can be operably slid between the first transmission wheel, the first driven wheel and the second driven wheel to make the first internal spline mesh with or disengage from the first external spline on the first driven wheel or the first external spline on the second driven wheel; When the speed change mechanism is in the first state, the first internal spline is meshed with the first external spline on the first driven wheel and the first external spline on the first transmission wheel respectively; When the speed change mechanism is in the second state, the first internal spline is meshed with the first external spline on the second driven wheel and the first external spline on the first transmission wheel respectively; When the speed change mechanism is in the third state, the first internal spline is only engaged with the first external spline on the first transmission wheel.

5. The three-speed speed reducer for energy saving and emission reduction according to claim 4 is characterized in that: The seventh gear is coaxially provided with a third driven wheel on one side facing the second transmission wheel; The outer sliding sleeve of the second transmission wheel is provided with a second sliding sleeve, the inner wall of the second sliding sleeve is provided with a second internal spline, the outer sides of the second transmission wheel and the third driven wheel are provided with a second external spline, the second internal spline is meshed with the second external spline on the second transmission wheel, and the second sliding sleeve is operable to slide between the second transmission wheel and the third driven wheel so that the second internal spline is meshed with or disengaged from the second external spline on the third driven wheel; When the speed change mechanism is in the first state / the second state, the second internal spline is disengaged from the second external spline on the third driven wheel; When the speed change mechanism is in the third state, the second internal spline is meshed with the second external spline on the third driven wheel.

6. The three-speed speed reducer for energy saving and emission reduction according to claim 5 is characterized in that: The housing is also provided with a first connecting rod fork mechanism and a second connecting rod fork mechanism. The first connecting rod fork mechanism is transmission-connected with the first sleeve for driving the first sleeve to slide axially. The second connecting rod fork mechanism is transmission-connected with the second sleeve for driving the second sleeve to slide axially.

7. The three-speed speed reducer for energy saving and emission reduction according to claim 6 is characterized in that: The first connecting rod fork mechanism and the second connecting rod fork mechanism both include: A shifting ring, wherein the outer circumferential surface of the first sliding sleeve / the second sliding sleeve is provided with a limiting groove, the shifting ring is sleeved in the limiting groove, and the first sliding sleeve / the second sliding sleeve can rotate relative to the shifting ring; Two mounting blocks, the two mounting blocks are rotatably mounted on two sides of the dial ring respectively; A drive shaft, the drive shaft is rotatably disposed in the housing and is perpendicular to the output shaft; Two levers, one end of each lever is connected to the driving shaft, and the other end of each lever is slidably mounted on the two mounting blocks along its own axis; A driving assembly is drivingly connected to the driving shaft and is used to drive the driving shaft to rotate so that the two shifting rods shift the first sliding sleeve / the second sliding sleeve to slide axially through the shifting ring.

8. The three-speed speed reducer for energy saving and emission reduction according to claim 7 is characterized in that: The driving assembly comprises a driving handle, one end of which is connected to one end of the driving shaft.

9. The three-speed speed reducer for energy saving and emission reduction according to claim 5 is characterized in that: The third gear and the first driven wheel, the fourth gear and the second driven wheel, and the seventh gear and the third driven wheel are all integrated structures.

Images