Gear adjusting device and transmission

Abstract

The utility model relates to the technical field of transmissions, in particular to a gear adjusting device and a transmission, the gear adjusting device comprises a shaft sleeve, a plurality of gear shifting gears and a mandrel, when the mandrel rotates and a sliding-in portion of a pawl enters a corresponding gear driving portion, a protruding portion of the pawl bounces to be buckled with a corresponding inner tooth groove; when the sliding-in part of the pawl enters the outer wall of the mandrel, the protruding part is separated from the inner tooth groove. According to the gear shifting mechanism, the inner tooth groove structure of the gear shifting gear is matched with the pawl structure, in the gear shifting process, the pawl structure of the previous gear can be pried away from the corresponding inner tooth groove of the gear shifting gear through the edge of the gear driving part of the central spindle, and the effect that the pawl structure is not stopped when a load is shifted up and down is achieved. The speed reducer has the advantages of quick gear shifting response, high transmission efficiency, wide speed ratio, load shifting up, light load shifting down and the like.

Description

TECHNICAL FIELD

[0001] The utility model relates to a transmission technical field especially relates to a gear adjusting device and transmission. BACKGROUND

[0002] When riding a bicycle through different road sections, in order to maintain efficient power output, the transmission often needs to adjust the gear position to obtain the best power matching under the current road conditions with the smallest input.

[0003] The internal transmission as a new type of transmission device, its structure generally includes a mandrel, an input mechanism, an output mechanism, a planetary gear system and a shift mechanism and other components. By adjusting the transmission relationship between the gears through the shift mechanism, the transmission path switching under different gear ratios is realized. When the rider pedals the pedal, the force is transmitted to the input mechanism, and then the planetary gear mechanism is operated through the pull rope mechanism to rotate a specific angle, driving the shift mechanism to make the corresponding gear clutch, thereby changing the gear transmission path to achieve different transmission speed ratios. Ultimately, these forces are transmitted to the bicycle's sprocket (chain wheel) and chain through the output mechanism, completing the variable speed operation of different gears.

[0004] However, the internal transmission structure design in the prior art still has the following situations: 1. In the process of increasing and decreasing the gear, the foot needs to be stopped, such as 3*5 gear position with 15 gears, the foot needs to be stopped in the process of increasing and decreasing the gear. For example, when going from 5 gears to 6 gears, the output gear is at the highest speed ratio, at this time the pedal (also called stopping the foot) must be stopped, so that the mandrel and the gear are in a non-load state, and the mandrel can be driven to shift gears; the same is true when going from 10 gears to 11 gears; 2. In the process of decreasing the gear, not only does the foot need to be stopped, but also the pedal needs to be pedaled in the opposite direction to a certain angle (reverse pedaling) For example, when the pedal crankshaft is at 90° to the ground, the rider has difficulty pedaling, the pedal is pedaled in the opposite direction, that is, the reverse pedaling is adjusted to a certain angle, so that the rider can get a better power position. At this time, since it is in the process of shifting gears, the foot will be empty. During the process of stopping the foot and reverse pedaling, power loss and speed reduction will occur, and it will be difficult to start again, so the existing internal transmission cannot achieve the effect of load increasing and decreasing the gear, affecting the comfort and experience of riding.

[0005] Therefore, there is an urgent need in the art for a new type of transmission device to solve the above limitations of the prior art transmission. UTILITY MODEL CONTENTS

[0006] In order to solve the problem of power loss caused by stopping the foot during the load increasing and decreasing the gear in the prior art transmission shifting, difficulty in meeting complex road sections, and poor riding experience, the utility model provides a gear adjusting device and transmission, which has the characteristics of being able to load increasing and decreasing the gear without stopping the foot and good riding experience.

[0007] A gear adjusting device, comprising:

[0008] The shaft sleeve is provided with a plurality of mounting holes, and one end of the mounting hole is provided with a mounting slot;

[0009] A plurality of gear shifting gears are rotationally installed on the shaft sleeve and correspond to the positions of the pawls; the inner circle of the gear shifting gears is circumferentially provided with an inner tooth groove, which is a circular arc tooth groove; the number of pawls is equal to the total number of gear shifting gears; one end of the pawl is provided with a protruding portion, the other end is provided with a sliding portion, and the middle portion of the pawl is rotationally installed in the mounting slot; the gear shifting gears include gear shifting gears M for meshing with the input gear and gear shifting gears N for meshing with the output gear, and the total number of gear shifting gears M and gear shifting gears N is equal to the number of available gears plus one; the dedendum circle diameter of each gear shifting gear M increases in the power input direction, and the dedendum circle diameter of each gear shifting gear N decreases in the power input direction;

[0010] On the shaft sleeve, the pawl corresponding to the gear shifting gear M is arranged in the opposite direction to the pawl corresponding to the gear shifting gear N;

[0011] The mandrel is provided with a gear driving portion on the outer wall along the axial direction, the gear driving portion includes a plurality of first driving portions and second driving portions and third driving portions located at both ends of the first driving portions, and the adjacent first driving portions are uniformly distributed along the circumferential direction of the mandrel; the total number of the first driving portions, the second driving portions and the third driving portions matches the number of gear shifting gears;

[0012] A resilient member is arranged between the bottom of the pawl protruding portion and the mounting slot, for popping up the end and guiding the sliding portion of the pawl along the rotation path of the gear driving portion;

[0013] When the mandrel rotates and the sliding portion of the pawl enters the corresponding gear driving portion, the protruding portion of the pawl pops up and engages with the corresponding inner tooth groove; when the sliding portion of the pawl enters the outer wall of the mandrel, the protruding portion disengages from the inner tooth groove;

[0014] During the process of starting from one gear and increasing the gear, when the sliding portion of the pawl corresponding to the third driving portion slides in the third driving portion, the gear shifting gears M are engaged with the pawls corresponding to the gear shifting gears M in the direction away from the power input direction; when the sliding portion of the pawl corresponding to the second driving portion slides in the second driving portion, the gear shifting gears N are engaged with the pawls corresponding to the gear shifting gears N in the direction away from the power input direction, so that the speed ratio of each gear gradually increases during the process of increasing the gear.

[0015] Further, when the mandrel rotates and the sliding portion of the pawl enters the gear driving portion, the protruding portion of the pawl pops up and engages with the corresponding inner tooth groove; at this time, the connecting line of the upper contact point of the tooth profile of the pawl and the inner tooth groove and the center of the shaft sleeve is L, the connection of the upper contact point of the tooth profile of the pawl and the inner tooth groove and the lower contact point of the tooth profile of the pawl and the inner tooth groove is B, and the included angle between the connecting line L and the connecting line B is 20°-40°.

[0016] Further, the angle between the line L and the line B is 37°.

[0017] Further, the angle between the adjacent first driving parts along the circumferential direction of the shaft is 360° / n, wherein n is the number of available gears; or, when n is less than or equal to 6, or 5, the angle between the adjacent first driving parts along the circumferential direction of the shaft is 60°; or, when n is less than or equal to 5, the angle between the adjacent first driving parts along the circumferential direction of the shaft is 72°; or, when n is equal to 4, the angle between the adjacent first driving parts along the circumferential direction of the shaft is 90°.

[0018] Further, the number of the mounting grooves, the pawls and the gear shifting gears is matched, and is more than two, and the adjacent mounting grooves are oppositely arranged at an angle of 180°.

[0019] Further, one or more positioning grooves are arranged on the inner side of one end of the shaft sleeve in the circumferential direction, and the shaft is correspondingly provided with elastic clamping members matched with the positioning grooves, and the elastic clamping members can enter or leave the positioning grooves when the shaft rotates.

[0020] A transmission comprising the gear adjusting device, further comprising an input shaft and an output gear shaft, the output gear shaft is rotatably arranged at one end of the input shaft, and the output gear shaft is keyed with an output gear; the input shaft is rotatably arranged with an input gear shaft at the end away from the output end, and the input shaft is clamped with the input gear shaft through a one-way device; the input shaft is keyed with an input gear, and the input gear is correspondingly meshed with the gear shifting gear M, and the output gear is correspondingly meshed with the gear shifting gear N; the addendum circle diameter of the input gear increases away from the power input direction, and the addendum circle diameter of the output gear decreases away from the power input direction.

[0021] Further, a first planetary gear set and a second planetary gear set are mounted at the other end of the shaft; the first planetary gear set comprises a sun gear one, a ring gear one and a planetary gear one; the second planetary gear set comprises a sun gear two, a ring gear two and a planetary gear two; the first planetary gear set and the second planetary gear set share a planetary support; the sun gear one in the first planetary gear set is connected with the shaft sleeve as a whole, and the sun gear one is rotatably connected with the shaft; the ring gear one in the first planetary gear set is rotatably connected with the shaft sleeve; the sun gear two in the second planetary gear set is keyed with the shaft, and the ring gear two in the second planetary gear set is sleeved outside the ring gear one in the first planetary gear set; the ring gear two is drivingly connected with an electronic gear shifting device or a gear shifting device driven by a pull rope.

[0022] Further, a gear shifting knob is fixed at the other end of the shaft, and the end part of the shaft sleeve corresponding to the gear shifting knob is provided with a gear mark.

[0023] Further, the first driving part is a concave part on the outer wall of the shaft.

[0024] Further, the pawl is cross-shaped, and the limiting member is a washer sleeved on the shaft sleeve, and the pawl is rotatably installed in the installation groove through the washer.

[0025] The utility model discloses still provide a kind of transmission gear control method for above-mentioned transmission,

[0026] When adding gears, the sliding-in portion of the pawl corresponding to the third driving part is slid in the third driving part, and the pawl corresponding to the third driving part is engaged with a gear shift gear N corresponding to the pawl; the gear shift gear M is engaged with the pawl corresponding to each gear shift gear M in sequence from the direction away from the power input direction;

[0027] When adding gears, the sliding-in portion of the pawl corresponding to the third driving part is slid in the third driving part, and the pawl corresponding to the third driving part is engaged with a gear shift gear N corresponding to the pawl; the gear shift gear M is engaged with the pawl corresponding to each gear shift gear M in sequence from the direction away from the power input direction;

[0028] When reducing gears,

[0029] When reducing gears, the sliding-in portion of the pawl corresponding to the second driving part is slid in the second driving part, and the gear shift gear N is engaged with the pawl corresponding to each gear shift gear N in sequence from the direction towards the power input direction;

[0030] When reducing gears, the sliding-in portion of the pawl corresponding to the third driving part is slid in the third driving part, and the pawl corresponding to the third driving part is engaged with a gear shift gear N corresponding to the pawl; the gear shift gear M is engaged with the pawl corresponding to each gear shift gear M in sequence from the direction towards the power input direction;

[0031] The rotation angle direction of the gear adding and reducing core shaft is opposite, and in each gear adding or reducing process, the core shaft is rotated to an angle F to enter a first process, wherein the included angle between adjacent first driving parts along the circumferential direction of the core shaft is α, and α is 360° / n, wherein n is the number of available gears; or when n is less than or equal to 6, or less than or equal to 5, α is 60°, or when n is less than or equal to 5, the included angle is 72°, or when n is equal to 4, α is 90°.

[0032] The angle F is equal to α / 2±5°; the pawl corresponding to the next gear position is engaged with a gear shift gear M or a gear shift gear N corresponding to the pawl; and the pawl corresponding to the previous gear position is still engaged with a gear shift gear M or a gear shift gear N corresponding to the pawl.

[0033] The core shaft is continuously rotated to enter a second process, and at this time, the core shaft has been rotated by an angle α from the gear shift initial position; under the prying action of the core shaft, the pawl corresponding to the gear shift gear M or the gear shift gear N in the previous gear position is disengaged from the inner tooth groove of the gear shift gear M corresponding to the pawl.

[0034] The utility model discloses the beneficial effect that:

[0035] 1. The cooperation between the internal tooth groove structure and the ratchet structure of the shift gear of the present invention allows the user to shift gears under load without stopping, by first entering the next gear and then using the edge of the gear drive portion of the core shaft to pry the ratchet structure corresponding to the previous gear from the internal tooth groove of the corresponding shift gear. During the shifting process, the user will not miss a gear because one gear is always locked. Furthermore, the shifting is done step by step, preventing the occurrence of misaligned or random gears. This invention offers many advantages, including fast shifting, high transmission efficiency, a wide speed ratio, and the ability to shift gears under load, thus overcoming the shortcomings of traditional transmissions.

[0036] 2. It can avoid power loss during gear shifting, making the gear shifting process smoother and the riding more comfortable. Under loaded and light-load road conditions, the high and low gear switching is fast and stable.

[0037] 3. When the pull rope for switching gears is used for a long time, the rope will become longer, which will lead to inaccurate gear switching. This solution can rotate the core shaft through the gear adjustment knob and quickly restore to the gear corresponding to the rope length through the gear mark. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Attachment Figure 1 This is the overall structural diagram of the transmission in the present utility model;

[0039] Attachment Figure 2 This is a diagram of the internal structure of the transmission in the present utility model;

[0040] Attachment Figure 3 for Figure 2 Front view of the structure;

[0041] Attachment Figure 4 for Figure 3 Schematic cross-section diagram of

[0042] Attachment Figure 5 This is a schematic structural diagram of the mid-range drive device of the present utility model;

[0043] Attachment Figure 6 This is an external structural diagram of the shaft sleeve structure of the utility model;

[0044] Attachment Figure 7 for Figure 6 Schematic cross-section diagram of

[0045] Attachment Figure 8 This is a structural diagram of the positioning groove and elastic clamp on the shaft sleeve of the utility model;

[0046] Attachment Figure 9 This is a schematic structural diagram of the shaft sleeve of the utility model;

[0047] Attachment Figure 10 This is a schematic diagram of the position coordination between the core shaft and the pawl structure of the present invention;

[0048] Figure 1 is a structural diagram of the input shaft, input gear shaft and output gear shaft in the utility model; Figure 11

[0049] Figure 12 Figure 2 is a structural diagram of the mandrel in the utility model;

[0050] Figure 13 Figure 3 is a structural diagram of the pawl in the utility model;

[0051] Figure 14 Figure 4 is a sectional diagram of the mandrel driving part one;

[0052] Figure 15 Figure 5 is a sectional diagram of the mandrel driving part two;

[0053] Figure 16 Figure 6 is a sectional diagram of the mandrel driving part three;

[0054] Figure 17 Figure 7 is a diagram showing the matching relationship between the gear inner tooth groove and the pawl;

[0055] Figure 18 Figure 8 is a transmission principle diagram of the transmission in the utility model;

[0056] Figure 19 Figure 9 is a diagram showing the matching state of the pawl and the first driving part in the utility model;

[0057] Figure 20 Figure 10 is another diagram showing the matching state of the pawl and the first driving part in the utility model;

[0058] Figure 21 Figure 11 is a structural diagram of the transmission with the electronic gear shifting device in the utility model;

[0059] Figure 22 Figure 12 is a diagram showing one structure of the gear ring one;

[0060] ​​​​​​​​​​​​1, mandrel; 2, shaft sleeve; 3, pawl; 4, input gear shaft; 5, gear shifting gear A; 6, gear shifting gear B; 7, gear shifting gear C; 8, gear shifting gear D; 9, gear shifting gear E; 10, gear shifting gear F; 11, gear shifting gear G; 12, gear driving part; 121, first driving part; 122, second driving part; 123, third driving part; 13, mounting groove; 14, elastic member; 15, inner tooth groove; 16, chain disc; 17, limiting member; 18, positioning groove; 19, elastic clamping member; 20, input shaft; 21, output gear shaft; 22, first output gear; 23, second output gear; 24, third output gear; 25, fourth output gear; 26, first input gear; 27, second input gear; 28, third input gear; 29, planetary carrier; 30, sun gear I; 31, ring gear I; 32, planetary gear I; 33, sun gear II; 34, ring gear II; 35, planetary gear II; 36, gear shifting knob; 37, gear position mark; 38, driving disc; 39, coil spring; 40, transmission housing; 41, pull rope; 42, mounting pin; 43, bearing; 44, extrusion pin; 45, positioning column; 46, mounting hole; 47, driving part I cross section; 48, driving part II cross section; 49, driving part III cross section; 50, protruding part; 51, sliding-in part; 52, electronic gear shifting device. DETAILED DESCRIPTION

[0061] The gear position adjusting device, the transmission and the gear position control method will be further described below in combination with specific embodiments.

[0062] As shown in Figure 6 , Figure 7 , Figure 9 , Figure 10 , Figure 17 , Figure 19 , a gear position adjusting device comprises:

[0063] The shaft sleeve 2 is provided with a plurality of mounting holes, and one end of the mounting hole is provided with a mounting groove 13;

[0064] A plurality of gear shifting gears are rotationally installed on the shaft sleeve 2 and correspond to the positions of the pawls 3; the inner circle of the gear shifting gears is circumferentially provided with an inner tooth groove 15, and the inner tooth groove 15 is a circular arc tooth groove; the number of the pawls 3 is equal to the total number of the gear shifting gears; one end of the pawl 3 is provided with a protruding part, and the other end is provided with a sliding-in part; the middle part of the pawl 3 is rotationally installed in the mounting groove 13; the gear shifting gears comprise gear shifting gears M for meshing with the input gear and gear shifting gears N for meshing with the output gear; the total number of the gear shifting gears M and the gear shifting gears N is equal to the number of available gear positions plus one; the addendum circle diameter of each gear shifting gear M increases in the power input direction (with the mandrel axial direction as the coordinate, and the power input direction being the direction of the side where the pedal is installed); the addendum circle diameter of each gear shifting gear N decreases in the power input direction;

[0065] The core shaft 1 has a gear drive portion 12 disposed axially on its outer wall. The gear drive portion 12 includes a plurality of first drive portions 121 and second drive portions 122 and third drive portions 123 located at both ends of the first drive portion 121. Adjacent first drive portions 121 are evenly distributed along the circumference of the core shaft 1 at an angle. The total number of the first drive portions 121, the second drive portions 122, and the third drive portions 123 matches the number of the shift gears.

[0066] An elastic member 14 is provided between the bottom of the raised portion 50 of the pawl 3 and the mounting groove 13 for bouncing the end and moving the sliding portion 51 of the pawl 3 along the rotation path of the gear driving portion 12;

[0067] like Figure 9 、 Figure 10 As shown, on the shaft sleeve, the pawl corresponding to the shift gear M and the pawl corresponding to the shift gear N are arranged in opposite head and tail directions, and the structures of the installation grooves 13 are also arranged accordingly to facilitate smooth installation of the pawls.

[0068] When the core shaft 1 rotates, the sliding portion 51 of the pawl 3 enters the corresponding gear driving portion 12, and the protrusion 50 of the pawl 3 pops up and engages with the corresponding inner tooth groove 15; when the sliding portion 51 of the pawl 3 enters the outer wall of the core shaft 1, the protrusion 50 disengages from the inner tooth groove 15;

[0069] During the process of shifting up from the first gear, when the sliding portion 51 of the ratchet 3 corresponding to the third driving portion 123 slides in the third driving portion 123, the shift gear M engages with the ratchet 3 corresponding to the shift gear M one by one in the direction away from the power input; when the sliding portion 51 of the ratchet 3 corresponding to the second driving portion 122 slides in the second driving portion 122, the shift gear N engages with the ratchet 3 corresponding to the shift gear N one by one in the direction away from the power input.

[0070] When downshifting, the order is reversed; during both upshifting and downshifting, the next gear is engaged first and the previous gear is disengaged.

[0071] like Figure 10As shown, the gear shifting gears include gear shifting gears M and gear shifting gears N, which are capable of rotating on the shaft sleeve 2, and are limited on the shaft sleeve 2 by the limiting members 17 and correspond to the pawls 3. In the embodiment, the limiting members 17 are washers, which are used to separate and limit the left and right movement of the gear shifting gears, and are also used to limit the pawls 3. In the present scheme, the pawls 3 have rotating blocks on both sides, and the limiting members 17 on both sides rotate the rotating blocks on both sides of the pawls 3 and set them in the installation grooves 13, so that they can rotate in the installation grooves 13. The pawls 3 have elastic members 14, such as springs, installed below one end, so that when the sliding-in part 51 of the pawl 3 enters the recessed part of the gear driving part 12, the protruding part 50 at the other end of the pawl 3 can be raised under the action of the elastic member 14, so as to be clamped in the inner tooth groove 15 of the corresponding gear shifting gear. As shown in the figure, Figure 12 As shown, the first driving part 121 is a recessed part on the outer wall of the mandrel 1, and the bottom surface of the recessed part is a plane or an arc surface. In the embodiment, the bottom surface of the recessed part is a plane. Taking the first driving part 121 and the corresponding pawl 3 as an example, when the pawl 3 is rotating during the rotation of the mandrel 1, the sliding-in part 51 away from the end of the elastic member 14 slides into the recessed part, and the protruding part 50 at the other end of the pawl 3 can be raised under the action of the elastic member 14, so as to be clamped in the inner tooth groove 15 of the corresponding gear shifting gear. Continue to drive the mandrel 1 to rotate, and the sliding-in part 51 of the pawl 3 slides out of the recessed part. The radial edge of the mandrel 1 connected with the recessed part forms an area for rotating the pawl 3, and the pawl 3 and the inner tooth groove 15 of the corresponding gear shifting gear are disconnected from the clamped state. At the same time, the pawl 3 on the second driving part 122 or the third driving part 123 is clamped with the corresponding gear shifting gear, so as to realize gear engagement or disengagement. The second driving part 122 and the third driving part 123 are notches cut along the outer wall of the mandrel 1, which include a circular arc and a shape extending along the tangent of the circular arc. The angle of the circular arc is set according to the number of gears, so that the pawl 3 at the position of the second driving part 122 or the third driving part 123 can always be clamped with the corresponding gear shifting gear within a certain angle range of the rotation of the mandrel 1 (which will be explained in detail below).

[0072] As shown, Figure 17 When the mandrel 1 rotates and the sliding-in part 51 of the pawl 3 enters the gear driving part 12, the protruding part 50 of the pawl 3 is raised and buckled with the corresponding inner tooth groove 15. At this time, the line connecting the center of the shaft sleeve 2 and the upper tooth profile contact point of the pawl 3 and the inner tooth groove 15 is L, and the connection between the upper tooth profile contact point of the pawl 3 and the inner tooth groove 15 and the lower tooth profile contact point of the pawl 3 and the inner tooth groove 15 is B. The included angle between the line L and the line B is 20°-40°.

[0073] In the prior art, when the vehicle is downshifting on a flat road, the cyclist does not need to use much force to pedal the pedals of the bicycle, and when the pawl corresponding to the inner tooth groove of the gear shifting gear is buckled, the force is small. Therefore, in the prior art, the rear pawl of the rotating shaft can easily disengage from the inner tooth groove of the corresponding gear shifting gear during downshifting. However, when climbing a slope, the cyclist needs to use a lot of force to pedal the pedals of the bicycle, and the power output is reduced. At this time, downshifting is needed, but when the corresponding pawl is buckled with the inner tooth groove of the gear shifting gear, the force is large, and the traditional structure of the pawl and the inner tooth groove of the gear shifting gear cannot be disengaged. Therefore, the problem of not being able to downshift under load occurs, and it is necessary to stop pedaling the pedals of the bicycle and perform a stop or reverse pedaling of the pedals at a certain angle to reduce the force between the pawl and the corresponding inner tooth groove. However, at this time, there is no power output, the speed is reduced, and the power is lost when starting again, which causes a laborious situation.

[0074] In the present scheme, the protruding part 50 of the pawl 3 can be buckled into the inner tooth groove 15 of the gear shifting gear to realize gear shifting. The gear shifting gear corresponding to the pawl 3 is rotated by the shaft sleeve 2 driven by the pawl 3. During downshifting, the protruding part 50 of the pawl 3 and the shape of the side opposite to the direction of rotation of the gear shifting gear match the tooth profile arc of the inner tooth groove 15, and the angle between the lines L and B is within 20°-40°. When the cyclist presses the finger dial for gear shifting, the finger dial drives the planetary gear set to rotate through the pull rope, which can amplify the force to pry the pawl corresponding to the previous gear and the gear shifting gear apart to realize downshifting under load (for example, if the force of the finger dial is 1 kg, the force acting on the shaft can achieve a lever effect of 20-30 kg through the action of the planetary gear set). The cyclist only needs a small force to pry the pawl 3 from the inner tooth groove 15 of the corresponding gear shifting gear to realize downshifting under load without stopping pedaling. The angle between the lines L and B is related to the diameter of the shaft sleeve 2, and the larger the diameter of the shaft sleeve 2, the smaller the angle. In the present embodiment, the angle between the lines L and B is preferably 37°, and the corresponding diameter of the shaft sleeve 2 is 23 mm, which is beneficial to reducing the volume of the shaft sleeve 2 and the entire derailleur. Preferably, as shown in FIG. 6, the angle between the lines L and B is 37°, and the corresponding diameter of the shaft sleeve 2 is 23 mm. Figure 19 、 Figure 20As shown, the sliding-in part 51 of the pawl 3 is provided with a rounded corner at the inner end. When the end of the sliding-in part 51 is a sharp corner, stress concentration is easily generated between the sliding-in part 51 and the corresponding gear driving part 12 during rotation. When the end of the sliding-in part 51 is subjected to a large load, not only is it easy to wear or damage, but it also increases the risk of the pawl 3. The rounded corner not only helps to reduce stress concentration, but also leaves a movable gap between the pawl 3 and the gear driving part of the shaft 3, which is conducive to the sliding-in part 51 of the pawl 3 sliding out of the corresponding gear driving part 12. The angle of the rounded corner is appropriate to facilitate the position of the gear driving part 12 to slide out. In addition, the height and length of the pawl 3 from the corresponding gear driving part 12 are adapted to the pawl 3 being driven by the shaft 1, the protruding part 50 being able to be engaged or disengaged in the corresponding variable gear inner tooth groove 15, and the sliding-in part 51 being able to enter or slide out of the corresponding gear driving part 12. The size can be mastered by those skilled in the art, and is not limited herein. The specific downshift process is described later in conjunction with the transmission.

[0075] In addition, the inner tooth groove is a circular arc tooth groove. When one side of the tooth groove is worn or damaged, the variable gear can be turned in the opposite direction and the other side of the tooth groove can be used to cooperate with the pawl.

[0076] As shown in Figure 9 , Figure 13 The pawl 3 is a cross type, the limiting part 17 is a washer fitted on the shaft sleeve 2, and the two sides of the pawl 3 are rotatably installed in the installation groove 13 through the washer.

[0077] The pawl 3 is a cross type, the corresponding installation groove 13 is also a cross type groove, and the two sides of the installation groove 13 in the axial direction have groove bottoms. One side in the radial direction is also provided with a groove bottom, and a positioning column 45 is arranged in the groove bottom. The positioning column 45 is used to install the elastic part 14, and the other side in the radial direction is hollow, which is used to make one end of the pawl 3 rotate downward into the concave part of the gear driving part 12. One end of the pawl 3 is provided with a mounting hole 46 for installing the elastic part 14, and the other end of the elastic part 14 is fitted on the positioning column 45 and installed in the mounting hole 46. The two sides of the pawl 3 are rotatably installed in the installation groove 13 through the washer. The pawl 3 discards the traditional fixing method through bolts, which can avoid the risk of the bolts falling into the inside of the device, and is helpful to improve the service life.

[0078] As shown in Figure 10As shown, further, the number of installation grooves 13 and pawls 3 and variable gear are matched, and are both two or more, and the adjacent installation grooves 13 are oppositely arranged at 180 degrees. Thus, the requirement of multi-gear switching is realized. The adjacent pawls 3 are also oppositely arranged at 180 degrees, in order to avoid opening the installation hole of the pawl 3 on one side of the shaft sleeve 2. If the installation hole is a through hole, it will lead to the inconvenience of the installation of the pawl 3. If the hole is separated, it will lead to the larger volume of the corresponding shaft sleeve 2. In the scheme, the pawls 3 are oppositely arranged at 180 degrees, which is convenient to open the hole on the two sides of the shaft sleeve 2 corresponding to the pawl 3, and is convenient for the installation of the pawl 3, and does not affect the function of the original pawl 3. Compared with the prior art, the scheme does not need to switch the different gears and the pawl 3 by the yoke, and the gear position is smoothly switched, and the volume is smaller.

[0079] Preferably, the included angle between the adjacent first driving parts 121 along the circumference of the mandrel 1 is 360° / n, wherein n is the number of available gears; or when n is less than or equal to 6, or 5 or less, the included angle between the adjacent first driving parts 121 along the circumference of the mandrel 1 is 60°; or when n is less than or equal to 5, the included angle between the adjacent first driving parts 121 along the circumference of the mandrel 1 is 72°; or when n is equal to 4, the included angle between the adjacent first driving parts 121 along the circumference of the mandrel 1 is 90°.

[0080] The included angle between the adjacent first driving parts along the circumference of the mandrel 1 is related to the gear, so that when the mandrel 1 rotates to the angle, the gear driving part can drive the pawl 3 at a certain position to slide into the recessed part of the corresponding gear driving part. The included angle between the adjacent first driving parts 121 along the circumference of the mandrel 1 can be divided by 360° according to the number of gears, such as 9 gears, 40°; 8 gears, 45°; 6 gears, 60°; 5 gears, 72°; 4 gears, 90°; 7 gears, about 52°. Or when it is six gears or five gears or less, the included angle can also be fixed at an angle (such as 60°, 72°, 52°). Preferably, in the scheme, when there are 6 gears, the included angle between the adjacent first driving parts 121 is 60°, that is, during gear shifting, the mandrel 1 rotates 60° each time; when there are 5 gears, the included angle between the adjacent first driving parts 121 is 72°, that is, during gear shifting, the mandrel 1 rotates 72° each time; when there are 4 gears, the included angle between the adjacent first driving parts 121 is 72°, that is, during gear shifting, the mandrel 1 rotates 72° each time; when there are 3 gears, the included angle between the adjacent first driving parts 121 is 72°, that is, during gear shifting, the mandrel 1 rotates 72° each time.

[0081] As shown in FIG. 1, Figure 8 As shown, one or more positioning grooves 18 are arranged on the inner side of one end of the shaft sleeve 2 in the circumferential direction, and the corresponding elastic clamping piece 19 is arranged on the mandrel 1 to cooperate with the positioning groove 18, and the elastic clamping piece 19 can enter or leave the positioning groove 18 when the mandrel 1 rotates.

[0082] The elastic clamping member 19 can enter or disengage the positioning groove 18 when the mandrel 1 rotates. The positioning groove 18 is used for initial positioning of the gear of the variable speed adjusting device. The elastic clamping member 19 is at least one, and preferably more than two. During the gear shifting process, since the speed ratio difference between adjacent gears is small, when the next gear enters the gear and the previous gear disengages, the gears are switched one by one. Since the gap is very small, there is no loud impact noise, and there is no misalignment and disorder.

[0083] The gear adjusting device in the scheme is suitable for a variable speed device, and is suitable for gear switching and speed changing of bicycles, cars, motorcycles, electric vehicles and the like, and is particularly suitable for a bicycle variable speed device, which will be described in detail in combination with the gear adjusting device and the bicycle variable speed device.

[0084] As shown in Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , a variable speed device includes the above-mentioned gear adjusting device, and further includes an input shaft 20 and an output gear shaft. The output gear shaft is rotatably arranged at one end of the input shaft 20, and the output gear shaft is keyed with an output gear. The end of the input shaft 20 away from the output end is rotatably arranged with an input gear shaft 4, and the input shaft 20 is clamped with the input gear shaft 4 through a one-way device. The input shaft 20 is keyed with an input gear, which is engaged with a gear shifting gear M, and the output gear is engaged with a gear shifting gear N. The addendum circle diameter of the input gear increases away from the power input direction, and the addendum circle diameter of the output gear decreases away from the power input direction.

[0085] The input shaft is used for power transmission, for example, a rider drives the input gear shaft 4 to rotate by pedaling the pedals, the input gear shaft 4 drives the input gear to rotate, and then drives the corresponding gear shifting gear to rotate together. The ratchet pawl 3 is not clamped into the gear shifting gear inner tooth groove 15 of the corresponding gear shifting gear, and the input gear idles. The mandrel 1 is driven to rotate by the gear adjusting device, the mandrel 1 drives a certain ratchet pawl 3 to clamp into the corresponding gear shifting gear inner tooth groove 15, the gear shifting gear drives the shaft sleeve 2 to rotate together, and the other ratchet pawl 3 clamps the corresponding gear shifting gear of the output gear, thereby driving the corresponding output gear to rotate. By adjusting the gear, adjusting the different gear transmission ratios, different speeds under the current gear are obtained.

[0086] The one-way structure is arranged on the input shaft, which is a pawl 3 structure in the prior art, and can drive the input gear shaft 4 to rotate in one direction. Correspondingly, the extrusion pin 44 is arranged on the transmission housing 40, which is a resilient member, and has a ball head and a spring inside, which is used to increase the friction of the input gear and prevent the input gear from reversing. When the footrest position is not convenient to step forward during climbing, it is necessary to reverse the footrest (for example, when the footrest crankshaft is 90° to the ground, the rider cannot exert force, and the footrest is reversed backward, that is, when the reverse pedal is adjusted to a certain angle, the rider can obtain a better power position). The ball head is attached to the side of the input gear to increase the side friction of the input gear, fix the input gear in the case of reverse rotation of the input shaft, and avoid the one-way device on the input shaft driving the third input gear 28 to rotate, resulting in loss of power input. In addition, when the input gear rotates, the ball head of the extrusion pin 44 can retract, which is attached to the input gear, and there is friction but will not affect the rotation of the input gear. The end of the shaft sleeve is installed on the transmission housing 40 through the bearing 43.

[0087] Further, a planetary gear set is installed on the other end of the mandrel 1, which includes a first planetary gear set and a second planetary gear set; the first planetary gear set includes a sun gear one 30, a ring gear one 31, and a planetary gear one 32; the first planetary gear set and the second planetary gear set share a planetary carrier 29; the sun gear one 30 in the first planetary gear set is connected with the shaft sleeve 2 as a whole, and the sun gear one 30 is rotationally connected with the mandrel 1; the ring gear one 31 in the first planetary gear set is rotationally connected with the shaft sleeve 2; the second planetary gear set includes a sun gear two 33, a ring gear two 34, and a planetary gear two 35; the sun gear two 33 in the second planetary gear set is fixedly connected with the mandrel 1, as shown in Figure 22 The ring gear two 34 in the second planetary gear set is sleeved outside the ring gear one 31 in the first planetary gear set; a gear shifting knob 36 is fixedly arranged on the other end of the mandrel 1, and the end of the shaft sleeve 2 corresponding to the gear shifting knob 36 is provided with a gear position mark 37.

[0088] The sun gear one 30 in the first planetary gear set and the corresponding position of the shaft sleeve 2 are both provided with mounting holes, and the two are connected as a whole through connecting screws.

[0089] The outer ring gear two 34 is used to drive the rotation of the mandrel 1 for gear shifting, and the ring gear one 31 is fixedly connected with the transmission housing, and a notch can be arranged on the periphery of the ring gear one 31 for interference fit with the transmission housing, or the ring gear one 31 can be riveted on the transmission housing to remain stationary. During gear shifting, the driving disc 38 is pulled to drive the ring gear two 34 through the pull rope 41, or the ring gear two 34 is driven by the motor. Since the two planetary gear sets share a planetary carrier 29, when the ring gear two 34 is driven, the sun gear one 30 is rotationally connected with the mandrel 1 and fixedly connected with the shaft sleeve 2; the planetary carrier 29 is stationary and can only drive the planetary gear two 35 to drive the sun gear one 30 to rotate by a certain angle to achieve gear shifting.

[0090] In the embodiment, an indicating arrow is installed or printed on the gear shifting knob 36, and the gear position mark 37 is located at the corresponding gear position at the end of the shaft sleeve 2. When the pull rope 41 is used for a long time, the pull rope 41 will be elongated, which will cause inaccurate gear shifting. The present scheme can rotate the shaft 1 through the gear shifting knob 36, drive the gear ring two 34 to rotate, and quickly restore to the gear position corresponding to the length of the pull rope 41 through the arrow on the gear position mark 37, so as to facilitate the user to use without disassembling and adjusting the gear position by a professional.

[0091] The gear ring two 34 is drivingly connected with a gear shifting device, such as Figure 2 As shown, the gear shifting device is rotatably installed on the input shaft; the gear shifting device includes a driving disc 38 and a coil spring 39, the driving disc 38 is engaged with the gear ring two 34, one end of the coil spring 39 is connected with the driving disc 38, and the other end is connected with the transmission housing 40. The pull rope 41 is fixed on the driving disc 38 through a mounting pin 42. The pull rope is a 1.5mm steel wire rope which can withstand tens of kilograms of pulling force. The gear up is a process of increasing speed, and the pull rope is adjusted to be gradually loosened by the finger knob, and under the stress of the coil spring 39, the shaft is driven to rotate without needing a large force. The gear down is a process of reducing speed, and the pull rope is stretched outward, and under the amplification force of the planetary gear set, the rider only needs a small force to press the finger knob, so that the last buckled gear shifting gear and the sliding-in part 51 of the corresponding pawl 3 can be pried off from the corresponding recessed table part of the first driving part 121, and the load reduction process is realized.

[0092] As shown in Figure 21 , taking the five-gear transmission as an example, the gear shifting device can be an electronic gear shifting device 52, which includes a control motor and a worm connected with the output end of the control motor. The outer ring of the gear ring two 34 is a worm structure matched with the shape of the worm, and the worm is drivingly connected with the gear ring two 34 for driving the gear ring two 34 to rotate. The control motor can be a stepping motor for driving the gear ring two 34 to rotate in a positive direction, so as to increase or decrease the gear.

[0093] In the embodiment, as shown in Figure 2 , Figure 3 , Figure 4 , Figure 10 , it includes three input gears, four output gears, three gear shifting gears M meshing with the input gears, and four gear shifting gears N meshing with the output gears. The diameters of the three input gears gradually increase in the input direction of the force, the diameters of the gear shifting gears M corresponding to the input gears gradually increase, and the diameters of the four output gears gradually decrease in the input direction of the force; the diameters of the gear shifting gears N corresponding to the output gears gradually decrease.

[0094] For the convenience of explaining the gear change gear transmission route, three input gears are set to correspond to the first input gear 26, the second input gear 27 and the third input gear 28, and four input gears correspond to the first output gear 22, the second output gear 23, the third output gear 24 and the fourth output gear 25; there are seven gear shifting gears in total, gear shifting gear M corresponds to gear shifting gear A5, gear shifting gear B6 and gear shifting gear C7; gear shifting gear N corresponds to gear shifting gear D, gear shifting gear E, gear shifting gear F10 and gear shifting gear G11.

[0095] As shown in Figure 11 The first input gear 26 is in an integral structure with the input gear shaft 4, the second input gear 27 and the third input gear 28 are sleeved on the input gear shaft 4 through the spline, the fourth output gear 25 is in an integral structure with the output gear shaft 21, and the first output gear 22, the second output gear 23 and the third output gear 24 are sleeved on the output gear shaft 21 through the spline.

[0096] As shown in Figure 18 The above arrangement is from the end close to the power end (such as the foot pedal) to the inside in sequence, that is, the first output gear 22, the second output gear 23, the third output gear 24, the fourth output gear 25, the first input gear 26, the second input gear 27 and the third input gear 28. According to this direction, the gear shifting gears corresponding to the first input gear 26, the second input gear 27 and the third input gear 28 in sequence are gear shifting gear A5, gear shifting gear B6 and gear shifting gear C7; and the gear shifting gears corresponding to the first output gear 22, the second output gear 23, the third output gear 24 and the fourth output gear 25 in sequence are gear shifting gear D8, gear shifting gear E9, gear shifting gear F10 and gear shifting gear G11.

[0097] The third input gear 28 is provided with an extrusion pin 44, the extrusion pin 44 is installed on the transmission housing 40, the end of the extrusion pin 44 is spherical, the other end is provided with a spring for extruding the gear shifting gear, and when the foot pedal is reversed and stepped backward, the one-way device on the input shaft can drive the third input gear 28 to rotate.

[0098] In the transmission,

[0099] When the gear is increased, the sliding part 51 of the pawl 3 corresponding to the third driving part 123 slides in the third driving part 123, the pawl corresponding to the third driving part is engaged with the gear shifting gear N corresponding to the pawl; the gear shifting gear M is engaged with the pawl 3 corresponding to the gear shifting gear M in sequence away from the power input direction;

[0100] The sliding-in portion 51 of the pawl 3 corresponding to the second driving portion 122 is sliding in the second driving portion 122, and the gear shifting gears N are sequentially engaged with the pawls 3 corresponding to the gear shifting gears N in the direction away from the power input direction;

[0101] When the gear is shifted down,

[0102] The sliding-in portion 51 of the pawl 3 corresponding to the second driving portion 122 is sliding in the second driving portion 122, and the gear shifting gears N are sequentially engaged with the pawls 3 corresponding to the gear shifting gears N in the direction toward the power input direction;

[0103] The sliding-in portion 51 of the pawl 3 corresponding to the third driving portion 123 is sliding in the third driving portion 123, and the pawl corresponding to the third driving portion is engaged with the gear shifting gear N corresponding to the pawl; and the gear shifting gears M are sequentially engaged with the pawls 3 corresponding to the gear shifting gears M in the direction toward the power input direction;

[0104] The rotation angle directions of the gear shifting cores are opposite, and in each gear shifting process, the core is rotated to an angle F to enter a first process, wherein the included angle between adjacent first driving portions 121 along the circumferential direction of the core 1 is α, and α is 360° / n, wherein n is the number of available gears; or when n is less than or equal to 6, or 5, α is 60°; or when n is less than or equal to 5, the included angle is 72°; or when n is equal to 4, α is 90°;

[0105] The angle F is equal to α / 2±5°; the pawl corresponding to the next gear position is engaged with the gear shifting gear M or the gear shifting gear N corresponding to the pawl; and the pawl corresponding to the previous gear position is still engaged with the gear shifting gear M or the gear shifting gear N corresponding to the pawl;

[0106] The core is continuously rotated to enter a second process, and at this time, the core has been rotated by an angle α from the gear shifting initial position; under the prying action of the core, the pawl corresponding to the gear shifting gear M or the gear shifting gear N in the previous gear position is disengaged from the inner tooth groove of the gear shifting gear M corresponding to the pawl.

[0107] The cooperation between the inner tooth groove 15 and the pawl 3 and the gear shifting process of the utility model will be described below in combination with an embodiment.

[0108] As shown in Figure 14 , Figure 15 , Figure 16 As shown in the drawings, the gear driving portion further includes a second driving portion 122, a third driving portion 123, and a plurality of first driving portions 121; when the variable speed device is used as a bicycle variable speed device, six gears are taken as an example:

[0109] The angle of the recessed platform part of the adjacent first driving part 121 along the radial section of the mandrel 1 is 60°; the angle of the circular arc in the notch shape of the second driving part 122 is 180° (with the central axis of the mandrel 1 as the center), and the shape along the tangent direction of the two sides of the circular arc is U-shaped along the radial section of the mandrel 1; the angle of the circular arc in the notch shape of the third driving part 123 is 120°, and the shape along the tangent direction of the two sides of the circular arc is V-shaped with a rounded corner along the radial section of the mandrel 1. The gear D corresponds to the third driving part 123, and the gear C7 corresponds to the second driving part 122.

[0110] The input shaft is driven by the foot pedal to input power, and the input shaft drives the input gear shaft 4, the first input gear 26, the second input gear 27, and the third input gear 28 to rotate synchronously through the one-way clutch.

[0111] The positioning groove 18 and the elastic clamping piece 19 initially position the gear of the speed regulation device to gear 1.

[0112] When the gear is in gear 1, the pawl 3 at the gear shifting gear A5 slides into the end of the recessed platform part of the corresponding first driving part 121, and the protruding part 50 of the pawl 3 is popped up under the action of the elastic member 14 and is clamped with the internal tooth groove 15 at the gear shifting gear A5. The first input gear 26 is engaged with the gear shifting gear A5, and under the driving of the input shaft, the first input gear 26 drives the gear shifting gear A5 and the shaft sleeve 2 to rotate synchronously, and the protruding part 50 of the pawl 3 at the gear shifting gear D is clamped with the internal tooth groove 15 at the gear shifting gear D. In this way, the shaft sleeve 2 can drive the gear shifting gear D to rotate, and the gear shifting gear D is engaged with the first output gear 22, thereby driving the output shaft to rotate, and the output shaft drives the chain plate 16 and the chain to rotate, providing power for the wheels. At the same time, since the adjacent first driving part 121 is arranged at an angle of 60° in the circumferential direction along the mandrel 1, the gear shifting gear B6 engaged with the second input gear 27 and the gear shifting gear C7 engaged with the third input gear 28 are not clamped with the shaft sleeve 2 through the pawl 3, and therefore they are idle on the shaft sleeve 2. That is, when the gear is in gear 1, the gear shifting gear A5 is engaged with the first input gear 26, and the gear shifting gear D is engaged with the first output gear 22.

[0113] When the gear is switched to 2 by the gear shifting device, the spindle needs to continue to rotate 60°, and the 60° rotation process can be divided into two processes for understanding. In the first process, when the spindle 1 continues to rotate 30°, the sliding-in part 51 of the pawl 3 corresponding to the gear shifting gear A 5 has not contacted the edge of the first driving part 121 corresponding thereto on the spindle 1, and has not started to be subjected to the force of the edge of the first driving part 121 corresponding thereto. Since the gear shifting gear B 6 has a smaller diameter than the gear shifting gear A 5, the speed ratio is faster (for example, when the gear shifting gear A 5 rotates 1 circle, the gear shifting gear B 6 needs to rotate 1.2-1.5 circles). The one end of the pawl 3 corresponding to the gear shifting gear B 6 slides into the recessed part of the first driving part 121 corresponding thereto, the other end is popped up, and is clamped with the internal tooth groove 15 at the gear shifting gear B 6. The second input gear 27 is engaged with the gear shifting gear B 6, thereby driving the sleeve 2 to rotate synchronously with the second input gear 27, the rotation speed of the sleeve 2 is increased, and the pawl 3 corresponding to the gear shifting gear A 5 is in a force-free state at this time. In the second process, when the spindle 1 continues to rotate 60°, the internal tooth groove 15 at the gear shifting gear A 5 is popped up under the prying of the sleeve 2, and the one end of the pawl 3 corresponding to the gear shifting gear A 5 at the gear shifting gear A 5 is instantaneously separated. At the same time, since the circular arc angle of the third driving part 123 is 120°, the sliding-in part 51 of the pawl 3 corresponding to the gear shifting gear D slides in the recessed part of the third driving part 123 corresponding thereto. The gear shifting gear A 5 and the gear shifting gear C 7 start to idle on the sleeve 2.

[0114] Similarly, when the gear is switched to 3 by the gear shifting device, the spindle needs to continue to rotate 60°, and the 60° rotation process can be divided into two processes for understanding. In the first process, when the spindle 1 continues to rotate 30°±5°, the sliding-in part 51 of the pawl 3 corresponding to the gear shifting gear B 6 has not contacted the edge of the first driving part 121 corresponding thereto on the spindle 1, and has not started to be subjected to the force of the edge of the first driving part 121 corresponding thereto. Since the gear shifting gear C 7 has a smaller diameter than the gear shifting gear B 6, the speed ratio is faster. The one end of the pawl 3 at the gear shifting gear C 7 enters the recessed part of the second driving part 122 corresponding thereto, the other end is popped up, and is clamped with the internal tooth groove 15 at the gear shifting gear C 7. The third input gear 28 is engaged with the gear shifting gear C 7, thereby driving the sleeve 2 to rotate synchronously with the third input gear 28, the rotation speed of the sleeve 2 is increased, and the pawl 3 corresponding to the gear shifting gear B 6 is in a force-free state at this time. In the second process, when the spindle 1 continues to rotate 60°, the internal tooth groove 15 at the gear shifting gear B 6 is popped up under the prying of the sleeve 2, and the one end of the pawl 3 corresponding to the gear shifting gear B 6 at the gear shifting gear B 6 is instantaneously separated. The gear shifting gear A 5 and the gear shifting gear B 6 start to idle on the sleeve 2.

[0115] Similarly, when shifting to the 4th gear, the arc angle in the notch shape of the second driving part 122 is 180°, and the shape along the radial cross-section of the core shaft 1 is U-shaped. The shift gear C7 continues to be engaged with its corresponding pawl 3, the shift gear E is first engaged with its corresponding pawl 3, and then the shift gear D is disengaged from its corresponding pawl 3.

[0116] When shifting to the 5th gear, the shift gear C7 continues to engage with its corresponding pawl 3, the shift gear F10 first engages with its corresponding pawl 3, and then the shift gear E disengages from its corresponding pawl 3.

[0117] When shifting to 6th gear, shift gear C7 continues to engage with its corresponding pawl 3, shift gear G11 first engages with its corresponding pawl 3, and then shift gear F10 disengages its corresponding pawl 3. This solution allows for shifting without stopping the pedals even under load. This means that as the shift mechanism drives the rotation of core shaft 1, the input shaft end can shift up without stopping the pedals. This avoids the loss of power input caused by stopping the pedals during climbing, resulting in smoother shifting and a more comfortable ride.

[0118] During the downshifting process, the rider pulls the external gear shifting rope 41 through the finger on the handlebar to drive the core shaft 1 to rotate in the opposite direction.

[0119] For example, in the 6th gear state, the shift gear C7 is engaged with its corresponding pawl 3, and the shift gear G11 is engaged with its corresponding pawl 3; when the gear is switched to the 5th gear through the gear shifting device, the core shaft needs to be rotated 60° in the opposite direction. The process of rotating 60° can be divided into two processes for decomposition and understanding. In the first process, when the core shaft 1 continues to rotate about 30°±5° (the positive and negative deviation range is related to the processing accuracy), the speed of the shift gear G11 is larger than that of the shift gear F10, and the sliding portion 51 of the pawl 3 corresponding to the shift gear G11 contacts the edge of the concave portion of the corresponding first driving portion 121 on the core shaft 1, and is subjected to the force of the edge of the concave portion of the corresponding first driving portion 121 and does not disengage; one end of the pawl 3 at the shift gear F10 has entered the concave portion of the corresponding first driving portion 121, The other end springs up and engages with the internal tooth groove 15 of shift gear F10. However, the pawl 3 corresponding to shift gear F10 is now unstressed (entering a state ready to be stressed). The second process continues to drive the spindle 1 to complete a 60° rotation. During this process, the shape of the raised portion 50 of the pawl 3, which faces the shift gear, matches the arc of the tooth profile of the internal tooth groove 15. The angle between line L and line B is within 20°-40°, preferably 37°. At this time, the pull rope is stretched outward. When the shifter is pressed, the amplified force of the planetary gear set allows the rider to pry the sliding portion 51 of the pawl 3 corresponding to shift gear G11 away from the concave portion of the corresponding first drive portion 121 with only a small amount of force, thereby achieving load-carrying downshifting. The principle of the step-by-step downshifting process is the same as above.

[0120] In addition, during the upshift and downshift process, the next gear is always entered first, at this time the previous gear is not disengaged, and the previous gear is then disengaged after the shaft is further rotated. During the process, one gear is always in the locked state, and the foot will not be in the empty state, avoiding the rider from falling down due to the foot being empty and the center of gravity suddenly moving forward, thereby ensuring the riding safety.

Claims

1. A gear adjustment device, characterized by, The utility model relates to a gear shift device, comprising: a shaft sleeve (2) provided with a plurality of mounting holes, one end of the mounting hole being provided with a mounting groove (13); a plurality of gear shifting gears rotatably mounted on the shaft sleeve (2); the inner ring of the gear shifting gears is circumferentially provided with an inner tooth groove (15), which is a circular arc tooth groove; a plurality of pawls (3) corresponding to the positions of the gear shifting gears, the number of the pawls (3) being equal to the total number of the gear shifting gears; one end of the pawl (3) is provided with a protruding part (50), the other end is provided with a sliding part (51), and the middle part of the pawl (3) is rotatably mounted in the mounting groove (13); the gear shifting gears include gear shifting gears M for meshing with input gears and gear shifting gears N for meshing with output gears, and the total number of the gear shifting gears M and the gear shifting gears N is equal to the number of available gears plus one; the dedendum circle diameter of each gear shifting gear M increases in the power input direction, and the dedendum circle diameter of each gear shifting gear N decreases in the power input direction; a mandrel (1) provided with a gear driving part (12) on the outer wall in the axial direction, the gear driving part (12) including a plurality of first driving parts (121) and second driving parts (122) and third driving parts (123) located at both ends of the first driving parts (121), the adjacent first driving parts (121) being uniformly distributed in the circumferential direction of the mandrel (1); the total number of the first driving parts (121), the second driving parts (122), and the third driving parts (123) matches the number of the gear shifting gears; a resilient member (14) is arranged between the bottom of the protruding part (50) of the pawl (3) and the mounting groove (13) to pop up the end and make the sliding part (51) of the pawl (3) slide along the rotating path of the gear driving part (12); when the mandrel (1) rotates and the sliding part (51) of the pawl (3) enters the corresponding gear driving part (12), the protruding part (50) of the pawl (3) pops up and is buckled with the corresponding inner tooth groove (15); when the sliding part (51) of the pawl (3) enters the outer wall of the mandrel (1), the protruding part (50) is disengaged from the inner tooth groove (15); in the process of increasing the gear from the first gear, when the sliding part (51) of the pawl (3) corresponding to the third driving part (123) slides in the third driving part (123), the gear shifting gears M are buckled with the pawls (3) corresponding to the gear shifting gears M in the order of moving away from the power input direction; when the sliding part (51) of the pawl (3) corresponding to the second driving part (122) slides in the second driving part (122), the gear shifting gears N are buckled with the pawls (3) corresponding to the gear shifting gears N in the order of moving away from the power input direction; the order is reversed when the gear is decreased; in the process of increasing and decreasing the gear, the next gear is engaged first and the previous gear is disengaged.

2. The range adjuster of claim 1, wherein When the mandrel (1) rotates, the sliding-in part (51) of the pawl (3) enters the gear driving part (12), the protruding part (50) of the pawl (3) pops up and is buckled with the corresponding inner tooth groove (15), at this time, the line connecting the tooth profile upper abutment point of the pawl (3) and the center of the shaft sleeve (2) is L, the line connecting the tooth profile upper abutment point of the pawl (3) and the tooth profile lower abutment point of the pawl (3) is B, and the included angle between the line L and the line B is 20°-40°.

3. The range adjuster of claim 2, wherein The included angle between the line L and the line B is 37°.

4. The range adjuster according to any one of claims 1 to 3, characterized in that, The included angle between the adjacent first driving parts (121) along the circumference of the mandrel (1) is 360° / n, wherein n is the number of available gears; or when n is less than or equal to 6, or 5, the included angle between the adjacent first driving parts (121) along the circumference of the mandrel (1) is 60°, or when n is less than or equal to 5, the included angle between the adjacent first driving parts (121) along the circumference of the mandrel (1) is 72°, or when n is equal to 4, the included angle between the adjacent first driving parts (121) along the circumference of the mandrel (1) is 90°.

5. The range adjuster of any one of claims 1 to 3, wherein The number of the mounting grooves (13), the pawls (3) and the gear shifting gears is matched, and is more than two, and the adjacent mounting grooves (13) are oppositely arranged at an angle of 180°.

6. The range adjuster of claim 4, wherein The number of the mounting grooves (13), the pawls (3) and the gear shifting gears is matched, and is more than two, and the adjacent mounting grooves (13) are oppositely arranged at an angle of 180°.

7. The range adjuster of claim 1, 2, 3, or 6, wherein, One or more than one positioning groove (18) is arranged on the inner side of one end of the shaft sleeve (2) in the circumferential direction, and a corresponding elastic clamping piece (19) is arranged on the mandrel (1) to match the positioning groove (18), and the elastic clamping piece (19) can enter or leave the positioning groove (18) when the mandrel (1) rotates.

8. The range adjuster of claim 4, wherein, One or more than one positioning groove (18) is arranged on the inner side of one end of the shaft sleeve (2) in the circumferential direction, and a corresponding elastic clamping piece (19) is arranged on the mandrel (1) to match the positioning groove (18), and the elastic clamping piece (19) can enter or leave the positioning groove (18) when the mandrel (1) rotates.

9. The range adjuster of claim 5, wherein, One or more than one positioning groove (18) is arranged on the inner side of one end of the shaft sleeve (2) in the circumferential direction, and a corresponding elastic clamping piece (19) is arranged on the mandrel (1) to match the positioning groove (18), and the elastic clamping piece (19) can enter or leave the positioning groove (18) when the mandrel (1) rotates.

10. A transmission characterized by, The gear shifting device comprises a transmission housing (40) and the gear adjusting device according to any one of claims 1 to 9, and further comprises an input shaft (20) and an output gear shaft (21), the output gear shaft (21) is rotatably arranged at one end of the input shaft (20), and an output gear is connected to the output gear shaft (21) by a key; an input gear shaft (4) is rotatably arranged at the end of the input shaft (20) away from the output end, and the input shaft (20) is clamped with the input gear shaft (4) through a one-way device; an input gear is connected to the input shaft (20) by a key, the input gear is engaged with the gear shifting gear M, and the output gear is engaged with the gear shifting gear N; the tooth top circle diameter of the input gear increases away from the power input direction, and the tooth top circle diameter of the output gear decreases away from the power input direction.

11. The transmission of claim 10, wherein, A first planetary gear set and a second planetary gear set are installed on the other end of the mandrel; the first planetary gear set comprises a sun gear one (30), a ring gear one (31) and planetary gears one (32); the second planetary gear set comprises a sun gear two (33), a ring gear two (34) and planetary gears two (35); the first planetary gear set and the second planetary gear set share a planetary carrier (29); the sun gear one (30) in the first planetary gear set is connected with the sleeve (2) as a whole, and the sun gear one (30) is rotationally connected with the mandrel (1); the ring gear one (31) in the first planetary gear set is rotationally connected with the sleeve (2); the sun gear two (33) in the second planetary gear set is keyed with the mandrel (1), and the ring gear two (34) in the second planetary gear set is sleeved outside the ring gear one (31) in the first planetary gear set; the ring gear two (34) is drivingly connected with an electronic gear shifting device (52) or a gear shifting device driven by a pull rope.

12. The transmission of claim 11, wherein, A gear shifting knob (36) is fixed on the other end of the mandrel (1), and the end of the sleeve (2) corresponding to the gear shifting knob (36) is provided with a gear position mark (37).

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