Flexible gear shifting anti-out-of-gear gear shifting structure

Abstract

The utility model discloses a flexible gear shifting and out-of-gear preventing gear shifting structure, and mainly relates to the technical field of gear speed changing boxes. Comprising a transmission shaft, a transmission gear, a first change gear and a second change gear, the transmission gear, the first change gear and the second change gear are arranged on the transmission shaft, a transmission sleeve is arranged between the first change gear and the second change gear, the transmission sleeve is sleeved with a joint sleeve, and a plurality of joint blocks are arranged on the inner wall of the joint sleeve. A first joint groove matched with the joint block is formed in the outer wall of the transmission sleeve, a second joint groove matched with the joint block is formed in the end, close to the joint sleeve, of the first change gear, and a third joint groove matched with the joint block is formed in the end, close to the joint sleeve, of the second change gear. Buffering can be provided during gear shifting, gear shifting can be delayed through thrust of the spring, it is ensured that gear shifting is in place and free of impact, when gear shifting is conducted on the other side, tension of the spring on the gear shifting sleeve plays a propelling role, and therefore the effect of preventing gear disengaging is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of gearbox speed change, in particular to a flexible gear shifting and anti-slipping gear shifting structure. Background Art

[0002] The traditional gear shifting structure mainly includes a transmission shaft and a transmission gear, a first speed gear, a coupling component, and a second speed gear arranged on the transmission shaft. The transmission gear, the coupling component and the transmission shaft rotate synchronously. The coupling component is moved by the shift fork so that the coupling sleeve is connected to the first speed gear or the second speed gear, so that the gear can be shifted between high speed and low speed. However, the impact during gear shifting is large, and when using a cable to pull the shift fork, there is a problem that the coupling component and the speed gear are not properly connected. The impact is too large, resulting in an inability to shift speed and the gears are prone to tooth collision. Utility Model Content

[0003] The purpose of the utility model is to solve the problems existing in the prior art and provide a flexible gear shifting and anti-slipping gear shifting structure, which can provide buffering when shifting gears, and can delay the gear shifting through the thrust of the spring to ensure that the gear is shifted into place; when shifting to the other side gear, the tension of the spring on the gear shift sleeve plays a propulsion role, thereby achieving an anti-slipping effect.

[0004] In order to achieve the above-mentioned purpose, the present invention is realized through the following technical solutions:

[0005] The transmission gear of claim 1, wherein the first gear and the second gear are connected to each other via a spring, and the spring is engaged with the first gear and the second gear.

[0006] Preferably, the transmission gear is key-connected to the transmission shaft.

[0007] Preferably, the transmission sleeve is keyed to the transmission shaft.

[0008] Preferably, the first speed change gear is provided with a first connecting sleeve adapted to the engaging sleeve at one end thereof close to the engaging sleeve, and the second engaging groove is provided on the outer peripheral wall of the first connecting sleeve.

[0009] Preferably, the second speed gear is provided with a second connecting sleeve adapted to the connecting sleeve at one end close to the connecting sleeve, and the third connecting groove is provided on the outer peripheral wall of the second connecting sleeve.

[0010] Compared with the prior art, the beneficial effects of the present invention are:

[0011] The utility model provides a spring between the first speed gear and the engagement sleeve or between the second speed gear and the engagement sleeve. In the initial state, the engagement sleeve is engaged with the speed gear away from the spring. When the speed is changed, the engagement sleeve moves toward the spring and presses the spring. At this time, the spring can play a buffering role and can reduce the impact during the speed change. When the engagement sleeve is reset, the spring is reset. At this time, the spring always gives the engagement sleeve a thrust until the engagement block on the engagement sleeve is inserted into the engagement groove on the corresponding speed gear. The thrust of the spring can delay the gear shifting and ensure that the gear is shifted in place. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural diagram of the utility model;

[0013] Figure 2 1. It is a structural diagram of the coupling sleeve;

[0014] Figure 3 It is a structural diagram of the transmission sleeve;

[0015] Figure 4 1 is a schematic structural diagram of the first speed gear;

[0016] Figure 5 It is a structural diagram of the second speed gear.

[0017] The numbers shown in the accompanying drawings are: 1. transmission shaft; 2. transmission gear; 3. first speed change gear; 31. second engaging groove; 32. first connecting sleeve; 4. second speed change gear; 41. third engaging groove; 42. second connecting sleeve; 5. transmission sleeve; 51. first engaging groove; 6. engaging sleeve; 61. engaging block; 7. spring. DETAILED DESCRIPTION

[0018] The present invention will be further described below with reference to specific embodiments. It should be understood that these embodiments are intended only to illustrate the present invention and are not intended to limit the scope of the present invention. Furthermore, it should be understood that after reading the contents of this invention, those skilled in the art may make various changes or modifications to the present invention, and that these equivalent forms also fall within the scope defined in this application.

[0019] Example: As shown in the attached Figure 1-5The utility model describes a flexible gear shifting and anti-slipping gear shifting structure, which includes a transmission shaft 1 and a transmission gear 2, a first speed gear 3, and a second speed gear 4 arranged on the transmission shaft 1. The number of teeth of the first speed gear 3 and the second speed gear 4 are different.

[0020] The transmission gear 2 is in transmission connection with the transmission shaft 1 . The transmission gear 2 and the transmission shaft 1 may be connected by a key, or may be in an integrated structure.

[0021] The first speed gear 3 and the second speed gear 4 are rotatably connected to the transmission shaft 1 , and the center holes of the first speed gear 3 and the second speed gear 4 match the transmission shaft 1 , so that the first speed gear 3 and the second speed gear 4 can rotate on the transmission shaft 1 .

[0022] A transmission sleeve 5 is provided between the first speed gear 3 and the second speed gear 4. The transmission sleeve 5 is sleeved on the transmission shaft 1 and is transmission-connected to the transmission shaft 1. The portion where the transmission shaft 1 is connected to the transmission sleeve 5 can adopt a spline shaft structure, and a spline groove is provided on the inner wall of the transmission sleeve 5.

[0023] The transmission sleeve 5 is provided with a coupling sleeve 6, and the outer wall of the coupling sleeve 6 is provided with an annular groove that cooperates with the shift fork. The inner wall of the coupling sleeve 6 is provided with a plurality of coupling blocks 61. The plurality of coupling blocks 61 are evenly arranged along the circumference of the coupling sleeve 6. The length direction of the coupling blocks 61 coincides with the axis of the coupling sleeve 6. Four coupling blocks 61 are used in the accompanying drawings.

[0024] The outer wall of the transmission sleeve 5 is provided with first engaging grooves 51 adapted to the engaging blocks 61 , and the number of the first engaging grooves 51 is the same as the number of the engaging blocks 61 .

[0025] The end of the first speed gear 3 close to the engagement sleeve 6 is provided with a second engagement groove 31 adapted to the engagement block 61, and the number of the second engagement grooves 31 is the same as the number of the engagement blocks 61. Preferably, the end of the first speed gear 3 close to the engagement sleeve 6 is provided with a first connecting sleeve 32 adapted to the engagement sleeve 6, and a plurality of the second engagement grooves 31 are evenly arranged on the outer peripheral wall of the first connecting sleeve 32. Furthermore, the end of the second engagement groove 31 close to the transmission sleeve 5 is provided with a guide groove, and the guide groove guides the coupling block 61 into the second engagement groove 31.

[0026] The end of the second speed gear 4 close to the engagement sleeve 6 is provided with a third engagement groove 41 adapted to the engagement block 61, and the number of the third engagement grooves 41 is the same as the number of the engagement blocks 61. Preferably, the end of the second speed gear 4 close to the engagement sleeve 6 is provided with a second connecting sleeve 42 adapted to the engagement sleeve 6, and several of the third engagement grooves 41 are evenly arranged on the outer peripheral wall of the second connecting sleeve 42. Furthermore, a guide groove is provided at one end of the transmission sleeve 5 of the third engagement groove 41, and the guide groove guides the coupling block 61 into the third engagement groove 41.

[0027] A spring 7 is provided between the first speed gear 3 and the engagement sleeve 6 or between the second speed gear 4 and the engagement sleeve 6. The spring 7 is sleeved on the transmission sleeve 5. The spring 7 is installed between the first speed gear 3 and the engagement sleeve 6 or between the second speed gear 4 and the engagement sleeve 6 as needed. If in the initial state, the transmission is transmitted through the second speed gear 4, the spring 7 is installed between the first speed gear 3 and the engagement sleeve 6, otherwise the spring 7 is installed between the second speed gear 4 and the engagement sleeve 6.

Claims

1. A flexible shifting and anti-slipping shifting structure, comprising a transmission shaft (1) and a transmission gear (2), a first speed gear (3), and a second speed gear (4) arranged on the transmission shaft (1), wherein the transmission gear (2) is connected to the transmission shaft (1) in a transmission manner, and the first speed gear (3) and the second speed gear (4) are connected to the transmission shaft (1) in a rotational manner, and characterized in that: A transmission sleeve (5) is provided between the first speed gear (3) and the second speed gear (4), the transmission sleeve (5) being sleeved on the transmission shaft (1) and being transmission-connected to the transmission shaft (1), an engagement sleeve (6) being sleeved on the transmission sleeve (5), a plurality of engagement blocks (61) being provided on the inner wall of the engagement sleeve (6), a first engagement groove (51) being adapted to the engagement blocks (61) being provided on the outer wall of the transmission sleeve (5), a second engagement groove (31) being adapted to the engagement blocks (61) being provided at one end of the first speed gear (3) close to the engagement sleeve (6), a third engagement groove (41) being adapted to the engagement blocks (61) being provided at one end of the second speed gear (4) close to the engagement sleeve (6), a spring (7) being sleeved on the transmission sleeve (5) between the first speed gear (3) and the engagement sleeve (6) or between the second speed gear (4) and the engagement sleeve (6).

2. The flexible shifting and anti-shifting structure according to claim 1, characterized in that: The transmission gear (2) is key-connected to the transmission shaft (1).

3. The flexible shifting and anti-shifting structure according to claim 1, characterized in that: The transmission sleeve (5) is key-connected to the transmission shaft (1).

4. The flexible shifting and anti-shifting structure according to claim 1, characterized in that: A first connecting sleeve (32) adapted to the engaging sleeve (6) is provided at one end of the first speed change gear (3) close to the engaging sleeve (6), and the second engaging groove (31) is provided on the outer peripheral wall of the first connecting sleeve (32).

5. The flexible shifting and anti-shifting structure according to claim 1, characterized in that: A second connecting sleeve (42) adapted to the engaging sleeve (6) is provided at one end of the second speed change gear (4) close to the engaging sleeve (6), and the third engaging groove (41) is provided on the outer peripheral wall of the second connecting sleeve (42).

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