Vehicle speed changing and gear shifting assembly

Abstract

The utility model discloses a vehicle speed changing and gear shifting assembly. The vehicle speed changing and gear shifting assembly comprises a rotating shaft, a first gear, a second gear and a shifting fork assembly, the first gear and the second gear are arranged on the rotating shaft in a spaced mode, the shifting fork assembly is installed on the rotating shaft in a sliding mode and located between the first gear and the second gear, the rotating shaft rotates relative to the first gear and the second gear, and a first synchronizing ring is arranged on the first gear. And a second synchronizing ring is arranged on the second gear. The shifting fork assembly slides in the axial direction of the rotating shaft, when the shifting fork assembly slides to the first position or the second position, transmission connection between the shifting fork assembly and the first synchronizing ring or the second synchronizing ring can be achieved, and then transmission connection between the rotating shaft and the first gear or the second gear is achieved to achieve gear switching. Damage to the first gear and the second gear is effectively avoided, meanwhile, noise generated in the gear shifting process is greatly reduced, and the driving comfort is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and in particular relates to a vehicle speed change and shifting assembly. Background Art

[0002] The shifting principle of the gearbox in the existing power-type automobile is to use a spur gear pair, one of which moves axially and engages or disengages with another gear to achieve the shifting of gears. This limits the type of gear pair used for transmission to a cylindrical spur gear pair. However, when the resistance of the speed change and gear shifting is large, the gear shifting impact is large when using spur gears for shifting, the gear ends are prone to wear and damage, the service life is short, and it is easy to generate a lot of noise when shifting, which greatly reduces the driving comfort of users. Therefore, it is urgent to develop a speed change and shift assembly with low shifting noise and long service life to meet the needs of users. Utility Model Content

[0003] In view of this, the purpose of the utility model is to provide a vehicle speed shift assembly, aiming to solve the technical problems of the current existing speed shift assembly, such as short service life and high noise.

[0004] In order to achieve the above-mentioned purpose, the utility model provides the following technical solutions: a vehicle speed shifting assembly, comprising:

[0005] A rotating shaft, drivingly connected to an external power device;

[0006] A first gear and a second gear are sleeved on the rotating shaft at an interval, and the rotating shaft rotates relative to the first gear and the second gear;

[0007] a shift fork assembly, slidably mounted on the rotating shaft and distributed between the first gear and the second gear, for connecting the rotating shaft to the first gear or the second gear in a transmission manner;

[0008] The first gear is provided with a first synchronizer ring for realizing transmission connection with the fork assembly when the fork assembly slides to the first position, and the second gear is provided with a second synchronizer ring for realizing transmission connection with the fork assembly when the fork assembly slides to the second position.

[0009] Furthermore, the fork assembly includes a sliding sleeve mounted on the rotating shaft, a fork installed on the sliding sleeve, a first locking ring arranged on one side of the sliding sleeve and capable of being transmission-connected to the first synchronous ring, and a second locking ring arranged on the other side of the sliding sleeve and capable of being transmission-connected to the second synchronous ring.

[0010] Furthermore, the sliding sleeve is provided with a slot for clamping the shift fork.

[0011] Furthermore, the outer diameter of the first synchronizer ring is gradually reduced in a direction away from the first gear, the outer wall of the first synchronizer ring is provided with first tapered teeth, and the first lock ring is provided with second tapered teeth that can mesh with the first tapered teeth.

[0012] Furthermore, the outer diameter of the second synchronizer ring is gradually reduced in a direction away from the second gear, a third tapered tooth is arranged on the outer wall of the second synchronizer ring, and the second lock ring is provided with a fourth tapered tooth meshing with the third tapered tooth.

[0013] Further, the first synchronizer ring or the second synchronizer ring is welded to the first gear or the second gear respectively.

[0014] Furthermore, the fork assembly also includes a limit assembly for limiting the sliding stroke of the sleeve.

[0015] Furthermore, the limiting assembly includes a spline hub sleeved on the rotating shaft, an abutment member arranged on the spline hub, and an elastic member sleeved on the abutment member and used for elastically pushing the abutment member to abut against the sliding sleeve.

[0016] Furthermore, the spline hub is provided with an annular step for abutting against one end of the elastic member, and the abutting member is provided with an annular boss abutting against the other end of the elastic member.

[0017] Furthermore, the abutment member includes a movable cap and a steel ball arranged at one end of the movable cap, the annular boss is arranged on the movable cap, and the sliding sleeve is provided with an arc groove that cooperates with the steel ball.

[0018] The beneficial effect of the utility model is that compared with the prior art, a vehicle speed shifting assembly in the utility model is provided with a first gear and a second gear on the rotating shaft, and slides axially along the rotating shaft through a fork assembly. When the fork assembly slides to the first position or the second position, it can achieve transmission connection with the first synchronizer ring or the second synchronizer ring, thereby achieving transmission connection between the rotating shaft and the first gear or the second gear to achieve gear switching. By adopting the first synchronizer ring or the second synchronizer ring for transition connection, damage to the first gear and the second gear is effectively avoided, and the service life of the first gear and the second gear is prolonged. At the same time, the noise generated during the gear shifting process is greatly reduced, and the driving comfort is improved.

[0019] Other advantages, objectives and features of the utility model will be described in the following description and will be apparent to those skilled in the art to some extent, or those skilled in the art can be taught from the practice of the utility model. The objectives and other advantages of the utility model can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to make the purpose, technical solution and beneficial effects of the utility model clearer, the utility model is described with the following drawings:

[0021] Figure 1 This is a schematic diagram of the structure of an outboard motor transmission box assembly proposed in one embodiment of the utility model;

[0022] Figure 2 The present invention is proposed in one embodiment Figure 1 Cross-sectional view in the mid-CC direction;

[0023] Figure 3 The present invention is proposed in one embodiment Figure 2 A is an enlarged view of the middle image.

[0024] Figure Number:

[0025] 1- Rotating shaft;

[0026] 2-first gear; 21-first synchronizing ring; 211-first tapered tooth;

[0027] 3-second gear; 31-second synchronizer ring; 311-third tapered tooth;

[0028] 4-shift fork assembly; 41-sliding sleeve; 411-arc groove; 42-shift fork; 43-first locking ring; 431-second tapered tooth; 44-second locking ring; 441-fourth tapered tooth; 45-slot; 46-limiting assembly; 461-spline hub; 462-abutment member; 4621-movable cap; 4622-steel ball; 463-elastic member; 464-annular step; 465-annular boss;

[0029] 5- Power unit. DETAILED DESCRIPTION

[0030] like Figures 1 to 3As shown, this embodiment proposes a vehicle speed shift assembly, which includes a rotating shaft 1, a first gear 2, a second gear 3, and a fork assembly 4. The rotating shaft 1 is transmission-connected with an external power device 5, and power can be transmitted to the rotating shaft 1 through the external power device 5. The first gear 2 and the second gear 3 are spaced and sleeved on the rotating shaft 1, and the rotating shaft 1 can rotate relative to the first gear 2 and the second gear 3. The fork assembly 4 can be slidably installed on the rotating shaft 1, and the fork assembly 4 is distributed between the first gear 2 and the second gear 3. The fork assembly 4 can be used to make the rotating shaft 1 transmission-connected with the first gear 2 or the second gear 3. In addition, a first synchronizer ring 21 is provided on the first gear 2, and a second synchronizer ring 31 is provided on the second gear 3. When the fork assembly 4 slides to the first position, the fork assembly 4 can be transmission-connected with the first synchronizer ring 21; when the fork assembly 4 slides to the second position, the fork assembly 4 can be transmission-connected with the second synchronizer ring 31. In this way, the first gear 2 and the second gear 3 are provided on the rotating shaft 1, and the fork assembly 4 slides axially along the rotating shaft 1. When the fork assembly 4 slides to the first position or the second position, it can achieve transmission connection with the first synchronizer ring 21 or the second synchronizer ring 31, thereby achieving transmission connection between the rotating shaft 1 and the first gear 2 or the second gear 3 to achieve gear switching. By adopting the first synchronizer ring 21 or the second synchronizer ring 31 for transition connection, damage to the first gear 2 and the second gear 3 is effectively avoided, and the service life of the first gear 2 and the second gear 3 is prolonged. At the same time, the noise generated during the gear shifting process is greatly reduced, and the driving comfort is improved.

[0031] In the present application, the shifting mode includes high-speed gear, neutral gear, and low-speed gear mode, high-speed gear and low-speed gear are driving modes, and neutral gear mode is non-driving mode. When the fork assembly 4 is in the middle position between the first gear 2 and the second gear 3, that is, in the initial state, it is in neutral mode, only the rotating shaft 1 rotates, and the first gear 2 and the second gear 3 do not rotate; when the gear needs to be switched, that is, when the fork assembly 4 slides toward the first gear 2, when the fork assembly 4 slides to the first position, the fork assembly 4 is connected to the first synchronizer ring 21, and then the rotating shaft 1 is connected to the first gear 2, and the gear switching of the high-speed gear or the low-speed gear is realized; when the fork assembly 4 slides toward the second gear 3, when the fork assembly 4 slides to the second position, the fork assembly 4 is connected to the second synchronizer ring 31, and then the rotating shaft 1 is connected to the second gear 3, and the switching of the low-speed gear or the high-speed gear is realized.

[0032] In the present application, the first position is the meshing position of the fork assembly 4 and the first synchronizer ring 21 , and the second position is the meshing position of the fork assembly 4 and the second synchronizer ring 31 .

[0033] For further information, see Figure 1As shown, the shift fork assembly 4 includes a sleeve 41 and a shift fork 42, the sleeve 41 is sleeved on the shaft 1, the shift fork 42 is mounted on the sleeve 41, a first lock ring 43 is provided on one side of the sleeve 41, the first lock ring 43 is transmission-connected with the first synchronizer ring 21, and a second lock ring 44 is provided on the other side of the sleeve 41, the second lock ring 44 is transmission-connected with the second synchronizer ring 31. In this way, when the gear shifting is required, at this time, the shift fork 42 drives the sleeve 41 to slide along the axial direction of the shaft 1, and the sleeve 41 further drives the first lock ring 43 or the second lock ring 44 to contact with the first synchronizer ring 21 or the second synchronizer ring 31 to realize transmission connection, so as to realize the gear shifting of the high-speed gear or the low-speed gear.

[0034] For further information, see Figure 1 As shown, the sliding sleeve 41 is provided with a slot 45. By providing the slot 45, the shift fork 42 can be inserted therein. Thus, in this embodiment, when in neutral, the shift fork 42 does not contact the slot 45, and the sliding sleeve 41 rotates relative to the shift fork 42; when shifting is required, the shift fork 42 moves to contact the slot 45, and the shift fork 42 can push the sliding sleeve 41 to move, thereby realizing the shifting of the gears.

[0035] For further information, see Figure 3 As shown, the outer diameter of the first synchronizer ring 21 is set to be gradually reduced in the direction away from the first gear 2, and the outer wall of the first synchronizer ring 21 is provided with a first tapered tooth 211, and the first lock ring 43 is provided with a second tapered tooth 431, and the first tapered tooth 211 can mesh with the second tapered tooth 431. In this way, by setting the first synchronizer ring 21 to be similar to a cone-shaped structure, when the first lock ring 43 moves toward the first synchronizer ring 21, as the outer diameter of the first synchronizer ring 21 changes, the first lock ring 43 can be gradually meshed with the first synchronizer ring 21, effectively avoiding the existing gear direct meshing to generate a large impact force, and by setting it as a tapered tooth, on the one hand, it is easy to guide the first tapered tooth 211 to mesh with the second tapered tooth 431, and on the other hand, it effectively avoids the generation of a large impact force during the meshing process.

[0036] For further information, see Figure 3As shown, the outer diameter of the second synchronizer ring 31 is set to be gradually reduced in the direction away from the second gear 3, and the outer wall of the second synchronizer ring 31 is provided with a third tapered tooth 311, and the second lock ring 44 is provided with a fourth tapered tooth 441, and the third tapered tooth 311 can mesh with the fourth tapered tooth 441. In this way, by setting the second synchronizer ring 31 to be similar to a cone-shaped structure, when the second lock ring 44 moves toward the second synchronizer ring 31, as the outer diameter of the second synchronizer ring 31 changes, the second lock ring 44 can be gradually meshed with the second synchronizer ring 31, effectively avoiding the existing gear direct meshing to generate a large impact force, and by setting it as a tapered tooth, on the one hand, it is easy to guide the third tapered tooth 311 to mesh with the fourth tapered tooth 441, and on the other hand, it effectively avoids the generation of a large impact force during the meshing process.

[0037] Preferably, the first synchronizer ring 21 or the second synchronizer ring 31 is respectively welded to the first gear 2 or the second gear 3. By welding, the whole is connected as one piece, thereby enhancing the bonding force between the structures.

[0038] For further information, see Figure 3 As shown, the fork assembly 4 further includes a limit assembly 46. By providing the limit assembly 46, the sliding stroke of the sliding sleeve 41 can be limited to prevent the sliding sleeve 41 from sliding left and right when in a neutral stage.

[0039] Specifically, see Figure 1 As shown, the limiting assembly 46 includes a spline hub 461, which is sleeved on the rotating shaft 1, and a contact member 462 is provided on the spline hub 461, and an elastic member 463 is sleeved on the contact member 462. In this way, the elastic member 463 continuously pushes the contact member 462, and the contact member 462 continuously presses against the sliding sleeve 41, thereby limiting the sliding of the sliding sleeve 41.

[0040] Preferably, see Figure 3 As shown, the spline hub 461 is provided with an annular step 464, the abutting member 462 is provided with an annular boss 465, one end of the elastic member 463 abuts against the annular step 464, and the other end of the elastic member 463 abuts against the annular boss 465. Through the annular boss 465 and the annular step 464, the elastic member 463 can be better positioned.

[0041] For further information, see Figure 3As shown, the abutment member 462 includes a movable cap 4621 and a steel ball 4622, wherein the steel ball 4622 is disposed at one end of the movable cap 4621, and the annular boss 465 is disposed on the movable cap 4621. The sliding sleeve 41 is provided with an arc groove 411, and the arc groove 411 can be engaged with the steel ball 4622. In this way, the movable cap 4621 is elastically pushed up by the elastic member 463, and the movable cap 4621 further pushes up the steel ball 4622 to be engaged in the arc groove 411, thereby achieving a better positioning of the sliding sleeve 41.

[0042] Finally, it should be noted that the above preferred 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 through the above preferred embodiments, those skilled in the art should understand that various changes can be made in form and details without departing from the scope defined by the claims of the utility model.

Claims

1. A vehicle speed shift assembly, characterized in that: include: A rotating shaft, drivingly connected to an external power device; A first gear and a second gear are sleeved on the rotating shaft at an interval, and the rotating shaft rotates relative to the first gear and the second gear; a shift fork assembly, slidably mounted on the rotating shaft and distributed between the first gear and the second gear, for connecting the rotating shaft to the first gear or the second gear in a transmission manner; The first gear is provided with a first synchronizer ring for realizing transmission connection with the fork assembly when the fork assembly slides to the first position, and the second gear is provided with a second synchronizer ring for realizing transmission connection with the fork assembly when the fork assembly slides to the second position.

2. A vehicle speed shifting assembly according to claim 1, characterized in that: The fork assembly includes a sliding sleeve mounted on the rotating shaft, a fork mounted on the sliding sleeve, a first locking ring arranged on one side of the sliding sleeve and capable of being connected to the first synchronous ring in driving relation, and a second locking ring arranged on the other side of the sliding sleeve and capable of being connected to the second synchronous ring in driving relation.

3. A vehicle speed shifting assembly according to claim 2, characterized in that: The sliding sleeve is provided with a clamping groove for clamping the shift fork.

4. A vehicle speed shift assembly according to claim 2, characterized in that: The outer diameter of the first synchronizer ring is gradually reduced in a direction away from the first gear. The outer wall of the first synchronizer ring is provided with first tapered teeth, and the first lock ring is provided with second tapered teeth that can mesh with the first tapered teeth.

5. The vehicle speed shift assembly according to claim 2, characterized in that: The outer diameter of the second synchronizer ring is gradually reduced in a direction away from the second gear. The outer wall of the second synchronizer ring is provided with third tapered teeth. The second lock ring is provided with fourth tapered teeth that can mesh with the third tapered teeth.

6. A vehicle speed shift assembly according to any one of claims 1 to 5, characterized in that: The first synchronizer ring or the second synchronizer ring is welded to the first gear or the second gear respectively.

7. A vehicle speed shift assembly according to claim 2, characterized in that: The fork assembly also includes a limit assembly for limiting the sliding stroke of the sliding sleeve.

8. A vehicle speed shift assembly according to claim 7, characterized in that: The limiting assembly includes a spline hub sleeved on the rotating shaft, an abutment member arranged on the spline hub, and an elastic member sleeved on the abutment member and used for elastically pushing the abutment member to abut against the sliding sleeve.

9. A vehicle speed shift assembly according to claim 8, characterized in that: The spline hub is provided with an annular step for abutting against one end of the elastic member, and the abutting member is provided with an annular boss abutting against the other end of the elastic member.

10. A vehicle speed shift assembly according to claim 9, characterized in that: The abutment member comprises a movable cap and a steel ball arranged at one end of the movable cap, the annular boss is arranged on the movable cap, and the sliding sleeve is provided with an arc groove which cooperates with the steel ball.

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