Front engine speed change mechanism

Abstract

The utility model provides a front engine speed change mechanism. The front engine speed change mechanism comprises a gear shifting assembly. The gear shifting assembly comprises a shifting fork shaft and a gear shifting shaft. The shifting fork shaft is provided with a plurality of shifting forks which are connected in a sliding mode in the axis direction of the shifting fork shaft. A plurality of gear shifting grooves are formed in the gear shifting shaft, and the shifting forks are connected into the gear shifting grooves in a sliding mode, so that the shifting forks are driven to slide in the axis direction of the shifting fork shaft by rotating the gear shifting shaft, and the shifting forks are synchronously driven to push a synchronizer to slide in the axial direction. According to the front engine speed change mechanism, due to the fact that the gear shifting groove is formed in the gear shifting shaft and rotates in the circumferential direction of the gear shifting shaft under the action of manual or automatic external force, the gear shifting groove drives the shifting fork to move to achieve gear shifting, the overall structure is compact, occupied space is reduced, and cost is reduced. And the situation that the axial movement distance is too long due to the fact that the shifting fork is driven in an axial interval mode is avoided.

Description

TECHNICAL FIELD

[0001] The utility model relates to engine technical field especially relates to a front engine gear mechanism. BACKGROUND

[0002] At present, the electric three-wheel or four-wheel motorcycle is more and more widely used, and its load capacity is also more and more large, when driving on the flat road, the speed can be changed through the gear mechanism to meet the driving needs, at the same time, in order to provide enough power output transmission to meet the electric three-wheel or four-wheel motorcycle in different use conditions such as empty load, load, full load or climbing, the number of gears of the gear mechanism is also more and more, so as to improve its practicability.

[0003] The front gear mechanism of the existing electric three-wheel or four-wheel motorcycle on the market is mostly realized through controlling the shift fork to shift the synchronizer to connect different gears for transmission, one end of the shift fork is in the shape of a semicircle and is sleeved on the synchronizer to drive the axial movement of the synchronizer, but does not affect its rotation, the other end is slidably sleeved on the shift fork shaft, and the movement of the synchronizer is realized by moving the shift fork shaft along its axial direction. However, when the number of gears is large, the shifting distance is large, the gear shifting is not smooth, and the space of the shift fork is limited, the required axial space is long, and the space occupation is increased. SUMMARY

[0004] In view of the deficiencies in the prior art, the utility model provides a front engine gear mechanism to solve the technical problems in the related art that the shifting distance of the existing front gear mechanism is large, it is difficult to complete gear shifting, the gear shifting is not smooth, the space of the shift fork is limited, the required axial space is long, and the space occupation is increased.

[0005] The utility model provides a front engine gear mechanism, which comprises a gear shifting assembly.

[0006] The gear shifting assembly comprises a shift fork shaft and a gear shifting shaft, a plurality of shift forks are slidably connected on the shift fork shaft along the axial direction of the shift fork shaft, a plurality of gear shifting grooves are formed in the gear shifting shaft, the shift forks are slidably connected in the gear shifting grooves, the shift forks are driven to slide along the axial direction of the shift fork shaft by rotating the gear shifting shaft, and the shift forks synchronously drive the synchronizer to slide axially.

[0007] Further, the gear shifting shaft is provided with a shifting assembly, the shifting assembly comprises a gear shifting plate fixedly arranged at one end of the gear shifting shaft, a rotary sleeve rotatably arranged at one end of the gear shifting shaft, a shifting plate fixedly arranged on the rotary sleeve, and a rotary spring sleeved on the rotary sleeve, and the two ends of the rotary spring are in contact with and / or connected with the gear shifting plate and the shifting plate respectively, so as to drive the shifting plate to reset.

[0008] Further, one side of the shift shaft is provided with a shifting lever parallel to the axis direction of the shift shaft, and the shifting lever is provided with umbrella teeth; the shifting plate is formed with rotating teeth, and the umbrella teeth are engaged with the rotating teeth for transmission.

[0009] Further, the shift shaft is provided with a locking assembly, the locking assembly comprises a locking profile formed on the outer edge of the shift shaft and a resilient abutting part in sliding fit with the locking profile.

[0010] Further, the locking profile comprises a plurality of gear position grooves recessed inwardly from the outer edge of the shift shaft, and the plurality of gear position grooves are arranged along the outer side of the shift shaft in a circumferential direction, and the resilient abutting part is in sliding abutment with the inner wall of each gear position groove.

[0011] Further, the resilient abutting part comprises a mounting cap connected to the engine by screwing and a locking ball in sliding abutment with any one of the gear position grooves, and the mounting cap and the locking ball are connected by a locking spring.

[0012] Further, the side wall of the shift groove is provided with a recess and a protrusion along the axis direction of the shift shaft, and each of the recess and the protrusion is opposite to one of the gear position grooves along the axis direction of the shift shaft.

[0013] Further, two shift grooves are formed on the shift shaft, each side wall of one of the shift grooves is provided with a recess and a protrusion, and the two side walls of the other shift groove are respectively provided with a recess and a protrusion, the recess and the protrusion on the two side walls of the same shift groove correspond to each other, and the recess and the protrusion on the same side of the two shift grooves are staggered in the circumferential direction of the shift shaft; the shift fork shaft is provided with two shift forks which are staggered and correspondingly connected in sliding fit in the two shift grooves.

[0014] Further, one side of the shift fork shaft is provided with a first transmission shaft and a second transmission shaft, and the first transmission shaft and the second transmission shaft are parallel to the shift shaft and the shift fork shaft, and the first transmission shaft and the second transmission shaft are provided with a plurality of gear sets with different transmission ratios, and the two shift forks are arranged on the first transmission shaft and the second transmission shaft respectively for driving the different gear sets to cooperate in transmission.

[0015] Further, the shift fork shaft is further provided with a third transmission shaft, and the third transmission shaft is perpendicular to the axis direction of the second transmission shaft; one end of the second transmission shaft is provided with a driving bevel gear, and one end of the third transmission shaft is provided with a driven bevel gear in engagement with the driving bevel gear for transmission.

[0016] Compared with the prior art, the utility model has the beneficial effects that

[0017] The front engine speed change mechanism has the advantages that the shift groove is arranged on the shift shaft, and the shift groove drives the shift fork to move to realize gear shifting under the action of manual or automatic external force in the circumferential direction of the shift shaft, so that the overall structure is compact, the space occupation is reduced, and the axial movement distance caused by driving the shift fork through the axial interval mode is avoided.

[0018] The front engine speed change mechanism has the advantages that the shift groove is arranged on the shift shaft, and the shift groove drives the shift fork to move to realize gear shifting under the action of manual or automatic external force in the circumferential direction of the shift shaft, so that the overall structure is compact, the space occupation is reduced, and the axial movement distance caused by driving the shift fork through the axial interval mode is avoided.

[0019] The front engine speed change mechanism has the advantages that the shift groove is arranged on the shift shaft, and the shift groove drives the shift fork to move to realize gear shifting under the action of manual or automatic external force in the circumferential direction of the shift shaft, so that the overall structure is compact, the space occupation is reduced, and the axial movement distance caused by driving the shift fork through the axial interval mode is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 It is a three-dimensional structure schematic view of the front engine speed change mechanism of an embodiment of the utility model;

[0021] Figure 2 It is a partial structure explosion schematic view of the front engine speed change mechanism of an embodiment of the utility model;

[0022] Figure 3 It is a front view structure schematic view of the front engine speed change mechanism of an embodiment of the utility model;

[0023] Figure 4 It is a right view structure schematic view of the front engine speed change mechanism of an embodiment of the utility model;

[0024] Figure 5 It is a structure schematic view of the shift shaft in the front engine speed change mechanism of an embodiment of the utility model;

[0025] BRIEF DESCRIPTION OF DRAWINGS

[0026] 10, shift assembly; 11, shift fork shaft; 12, shift shaft; 121, shift groove; 122, recess; 123, protrusion; 13, shift fork; 14, first transmission shaft; 15, second transmission shaft; 16, third transmission shaft; 17, driving bevel gear; 18, driven bevel gear;

[0027] 20. Actuating assembly; 21. Shifting plate; 22. Rotating sleeve; 23. Actuating plate; 231. Rotating gear; 24. Rotary spring; 25. Actuating lever; 26. Bevel gear; 27. Bolt; 28. Pressure ring;

[0028] 30. Locking assembly; 31. Stop groove; 32. Mounting cap; 33. Locking ball; 34. Locking spring.

[0029] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0030] To make the objectives, technical solutions, and beneficial effects of this utility model clearer, the technical solutions of this utility model are further described below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this utility model and are not intended to limit it.

[0031] In the description of this utility model, it should be noted that the structures, proportions, sizes, etc., illustrated in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and to facilitate understanding and reading. They are not intended to limit the implementation conditions of this utility model and therefore have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives of this utility model, should still fall within the scope of the technical content disclosed in this utility model. Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity and not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of implementation of this utility model.

[0032] like Figures 1-5 As shown, an embodiment of this utility model provides a front-engine transmission mechanism, including a shift assembly 10. The shift assembly 10 includes a shift fork shaft 11 and a shift shaft 12. The shift fork shaft 11 is provided with a plurality of shift forks 13 that are slidably connected along its axial direction. The shift shaft 12 is provided with a plurality of shift grooves 121. The shift forks 13 are slidably connected in the shift grooves 121, so that by rotating the shift shaft 12, the shift forks 13 are driven to slide along the axial direction of the shift fork shaft 11, and simultaneously drive the shift forks 13 to push the synchronizer to slide axially.

[0033] In the embodiment of the utility model, through setting gear shift groove 121 on gear shift shaft 12, under the action of manual or automatic external force, rotate along the circumferential direction of gear shift shaft 12, make gear shift groove 121 drive shift fork 13 to move and realize gear shifting, thereby make overall structure compact, reduce space occupation, avoid the too long axial movement distance caused by driving shift fork 13 through axial interval mode.

[0034] Based on the above scheme, as Figures 2-4 Indicated in the embodiment of the utility model, gear shift shaft 12 is matched with setting shift component 20, shift component 20 includes the gear shift plate 21 of fixed setting in gear shift shaft 12 one end, the rotary sleeve 22 of rotation setting in gear shift shaft 12 one end, the shift plate 23 of fixed setting on rotary sleeve 22 and the rotary spring 24 of sleeve setting in rotary sleeve 22, the both ends of rotary spring 24 are respectively with gear shift plate 21 and shift plate 23 abut and / or connect, to drive shift plate 23 reset, namely help shift plate 23 reset after gear shifting, ensure that the system can return to default position after each gear shifting, so as to gear shifting next time.

[0035] When the driver needs to shift, by rotating rotary sleeve 22 will drive the shift plate 23 fixed on it to rotate, the rotation of shift plate 23 drives shift fork 13 to move again, thereby completes the gear shifting process, and when completing gear shifting, due to the action of rotary spring 24, it will exert reverse force on gear shift plate 21 and shift plate 23, promote shift plate 23 to return to the initial position, in order to facilitate gear shifting next time.

[0036] Specifically, as Figures 2-4 Indicated in the embodiment of the utility model, one side of gear shift shaft 12 is provided with shift lever 25 and shift lever 25 is parallel to the axis direction of gear shift shaft 12, umbrella tooth 26 is arranged on shift lever 25;A plurality of rotating teeth 231 are formed on shift plate 23, umbrella tooth 26 is engaged with rotating tooth 231 and drives umbrella tooth 26 fixed on it to rotate by rotating shift lever 25, and due to the engagement between umbrella tooth 26 and rotating tooth 231, the rotation of umbrella tooth 26 drives shift plate 23 to rotate again, and the rotation of shift plate 23 drives shift fork 13 to move again, thereby realizing the gear shifting process.

[0037] Specifically, as Figure 2 Indicated in the embodiment of the utility model, one end of gear shift shaft 12 corresponding gear shift plate 21 is provided with mounting groove, bolt 27 is installed in mounting groove, rotary sleeve 22 is sleeved on bolt 27 through compression ring 28 and rotates relative to bolt 27, through the setting of bolt 27, if need to replace or repair, only need to disassemble bolt 27 and compression ring 28 can easily disassemble rotary sleeve 22, convenient and fast.

[0038] Based on the above solutions, such as Figures 2-4 As shown in this embodiment of the present invention, the shift shaft 12 is provided with a locking component 30. The locking component 30 includes a locking profile formed on the outer edge of the shift shaft 12 and an elastic abutment portion that slides with the locking profile. The cooperation between the locking profile and the elastic abutment portion ensures that the shift shaft 12 can accurately stop at the predetermined position each time, improving shifting accuracy. At the same time, it makes the shifting process smoother, reduces the impact, and improves the driver's operating comfort.

[0039] When a gear shift is required, the rotation of the shift shaft 12 causes the elastic abutment to slide along the locking contour. During the sliding process, the elastic abutment remains pressed against the locking contour. This not only provides frictional resistance to prevent accidental displacement, but also ensures that each gear shift accurately reaches the designated position. After the gear shift is completed, even if the externally applied force is removed, the elastic abutment will still press tightly against the locking contour due to its own elasticity, thereby maintaining the stable position of the shift shaft 12, preventing it from rotating arbitrarily, and ensuring accurate gear shifting.

[0040] Specifically, such as Figures 2-4 As shown in this embodiment of the present invention, the locking profile includes a plurality of gear slots 31 formed by recessing 122 inward from the outer edge of the shift shaft 12. The plurality of gear slots 31 are arranged at intervals along the outer circumferential direction of the shift shaft 12. The elastic abutment portion slides against the inner wall of each gear slot 31. By cooperating with the multiple gear slots 31, they respectively cooperate with the elastic abutment portion, thereby locking and fixing the shift fork 13 in different states to a certain extent, thereby improving the accuracy of shifting.

[0041] Specifically, such as Figure 2 As shown in this embodiment of the present invention, the elastic abutment part includes a mounting cap 32 connected to the engine by a thread and a locking ball 33 that slides against any of the gear shift grooves 31. The mounting cap 32 and the locking ball 33 are connected by a locking spring 34. The locking spring 34 provides an elastic locking force to the locking ball 33 to slide against any of the gear shift grooves 31, thereby fixing the shift shaft 12 to a certain extent.

[0042] When the shift shaft 12 is in a certain gear position, the locking ball 33 is pressed against the inner wall of the corresponding gear slot 31 under the action of the locking spring 34 to maintain a stable position, when the shift operation is needed, the external force applied to the shift shaft 12 drives the locking ball 33 to move along the gear slot 31, due to the friction between the locking ball 33 and the gear slot 31, it will move together with the shift shaft 12 until it enters the next gear slot 31, and once the locking ball 33 enters the new gear slot 31, the locking spring 34 will be immediately compressed and generate a reaction force to tightly press the locking ball 33 against the inner wall of the new gear slot 31, thereby locking the position of the shift shaft 12, and achieving precise and reliable shift positioning and locking function.

[0043] Based on the above scheme, as Figure 2 shown in the embodiment of the utility model, in order to make the stability of locking spring 34 in the process of telescopic adjustment stronger, and the occupying space of elastic abutting part in the engine is smaller, the end of installation cap 32 is provided with installation groove, one end of locking spring 34 is embedded in the installation groove, the installation groove provides certain installation space for locking spring 34 to reduce the occupying space of elastic abutting part in the engine, and certain guiding and limiting effect is played for the telescopic adjustment of locking spring 34 to make the stability of locking spring 34 in the process of telescopic adjustment stronger.

[0044] Specifically, as Figures 1-3 shown in the embodiment of the utility model, the side wall of the shift groove 121 is provided with recess 122 and protrusion 123 along the axis direction of the shift shaft 12, each recess 122 and protrusion 123 is opposite to one of the gear slots 31 along the axis direction of the shift shaft 12, the shift fork 13 is driven through the corresponding recess 122 and protrusion 123 of the gear slot 31 to complete the movement and reset of the shift fork 13 and further complete the gear shifting.

[0045] Specifically, as Figures 1-3As shown in the utility model embodiment, two gear shifting grooves 121 are formed on the gear shifting shaft 12, one of the gear shifting grooves 121 is provided with a recess 122 and a protrusion 123 on each side wall, the other gear shifting groove 121 is provided with a recess 122 and a protrusion 123 on each side wall, the recess 122 and the protrusion 123 on the two side walls of the same gear shifting groove 121 correspond to each other, and the recess 122 and the protrusion 123 on the same side of the two gear shifting grooves 121 are arranged alternately in the circumferential direction of the gear shifting shaft 12; the shift fork shaft 11 is provided with two shift forks 13, which are arranged alternately and connected in the two gear shifting grooves 121 one by one, when the gear shifting shaft 12 rotates, the shift fork 13 slides in the corresponding gear shifting groove 121, the recess 122 and the protrusion 123 structure guide and limit the position of the shift fork 13, to ensure that each gear shifting can accurately reach the specified position and keep stable, not only improve the accuracy and reliability of gear shifting, but also make the whole gear shifting process more smooth and comfortable.

[0046] Specifically, as Figures 1-3 As shown in the utility model embodiment, the shift fork shaft 11 is provided with a first transmission shaft 14 and a second transmission shaft 15 on one side, and the first transmission shaft 14 and the second transmission shaft 15 are parallel to the gear shifting shaft 12 and the shift fork shaft 11, the first transmission shaft 14 and the second transmission shaft 15 are provided with several groups of gear sets with different transmission ratios, the two shift forks 13 are arranged on the first transmission shaft 14 and the second transmission shaft 15 respectively, for driving different gear sets to cooperate transmission, the shift fork 13 is driven by the gear shifting shaft 12 to change the position of the transmission gear on the gear set, so as to connect the driving shaft and the driven shaft with different transmission ratio gear sets, and then realize multi-gear transmission, and when not participating in transmission, each transmission gear and the gear cooperating with it do not connect synchronous rotation.

[0047] Based on the above scheme, as Figures 1-3The utility model discloses, in the embodiment, the third transmission shaft 16 is still equipped with one side of the shift fork axle 11, the third transmission shaft 16 is perpendicular to the axial direction of second transmission shaft 15 Setting, one end of second transmission shaft 15 is provided with driving bevel gear 17, one end of third transmission shaft 16 is provided with from driving bevel gear 18 that meshing drive of driving bevel gear 17, because the gear set on first transmission shaft 14 and second transmission shaft 15 has different transmission ratio, shift fork 13 can switch between two shafts, to realize more extensive transmission ratio range, power is first passed through first transmission shaft 14 and is delivered to second transmission shaft 15, in one end of second transmission shaft 15, driving bevel gear 17 receives the power from second transmission shaft 15, and driving bevel gear 17 is engaged with from driving bevel gear 18 on third transmission shaft 16, and power is delivered to third transmission shaft 16 with 90 degrees angle, and this design allows the change of power transmission direction, so that the variable speed mechanism can adapt to more varied mechanical layout needs.

[0048] Finally, it is explained that the above embodiments are only used to illustrate the technical solutions of the utility model and not to limit, although the utility model is described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the utility model can be modified or replaced equivalently without departing from the purpose and scope of the technical solutions of the utility model, and they should be covered in the scope of the claims of the utility model.

Claims

1. A front-engine transmission mechanism, characterized in that, Includes a gear shift assembly (10); The shift assembly (10) includes a shift fork shaft (11) and a shift shaft (12). The shift fork shaft (11) has multiple shift forks (13) slidably connected along its axial direction. The shift shaft (12) has multiple shift grooves (121), and the shift forks (13) are slidably connected within these grooves. Rotation of the shift shaft (12) drives the shift forks (13) to slide along the axial direction of the shift fork shaft (11), simultaneously causing the shift forks (13) to push the synchronizer axially. The shift shaft (12) The device is equipped with a toggle assembly (20), which includes a shift plate (21) fixedly mounted on one end of the shift shaft (12), a rotary sleeve (22) rotatably mounted on one end of the shift shaft (12), a toggle plate (23) fixedly mounted on the rotary sleeve (22), and a rotary spring (24) sleeved on the rotary sleeve (22). The two ends of the rotary spring (24) abut against and / or connect with the shift plate (21) and the toggle plate (23) respectively, so as to drive the toggle plate (23) to reset.

2. The front-engine transmission mechanism as described in claim 1, characterized in that, A lever (25) is provided on one side of the shift shaft (12) and the lever (25) is parallel to the axis of the shift shaft (12). The lever (25) is provided with bevel teeth (26). A plurality of rotating teeth (231) are formed on the shift plate (23), and the bevel teeth (26) mesh with the rotating teeth (231) for transmission.

3. The front-engine transmission mechanism as described in any one of claims 1-2, characterized in that, The shift shaft (12) is provided with a locking assembly (30), which includes a locking profile formed on the outer edge of the shift shaft (12) and an elastic abutment portion that slides with the locking profile.

4. The front-engine transmission mechanism as described in claim 3, characterized in that, The locking profile includes a plurality of gear slots (31) formed by recessing (122) inward from the outer edge of the shift shaft (12). The plurality of gear slots (31) are arranged circumferentially along the outer side of the shift shaft (12). The elastic abutment portion slides against the inner wall of each gear slot (31).

5. The front-engine transmission mechanism as described in claim 4, characterized in that, The elastic abutment includes a mounting cap (32) that is threadedly connected to the engine and a locking ball (33) that slides against any of the gear slots (31). The mounting cap (32) and the locking ball (33) are connected by a locking spring (34).

6. The front-engine transmission mechanism as described in claim 4 or 5, characterized in that, The sidewall of the shift groove (121) is provided with a recess (122) and a protrusion (123) along the axial direction of the shift shaft (12), and each of the recesses (122) and the protrusions (123) is opposite to one of the shift grooves (31) along the axial direction of the shift shaft (12).

7. The front-engine transmission mechanism as described in claim 6, characterized in that, The shift shaft (12) has two shift grooves (121). Each side wall of one shift groove (121) has a recess (122) and a protrusion (123). The two side walls of the other shift groove (121) each have a recess (122) and a protrusion (123). The recesses (122) and protrusions (123) on the two side walls of the same shift groove (121) correspond to each other. The recesses (122) and protrusions (123) on the same side of the two shift grooves (121) are staggered in the circumferential direction of the shift shaft (12). The shift fork shaft (11) has two shift forks (13), which are staggered and slidably connected to the two shift grooves (121) in a one-to-one correspondence.

8. The front-engine transmission mechanism as described in claim 7, characterized in that, The shift fork shaft (11) has a first transmission shaft (14) and a second transmission shaft (15) on one side, and the first transmission shaft (14) and the second transmission shaft (15) are parallel to the shift shaft (12) and the shift fork shaft (11). The first transmission shaft (14) and the second transmission shaft (15) are provided with several sets of gears with different transmission ratios. The two shift forks (13) are respectively set on the first transmission shaft (14) and the second transmission shaft (15) to drive different gear sets to cooperate in transmission.

9. The front-engine transmission mechanism as described in claim 8, characterized in that, A third transmission shaft (16) is also provided on one side of the shift fork shaft (11). The third transmission shaft (16) is arranged perpendicular to the axis of the second transmission shaft (15). One end of the second transmission shaft (15) is provided with a driving bevel gear (17), and one end of the third transmission shaft (16) is provided with a driven bevel gear (18) that meshes with the driving bevel gear (17).

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