Gear shifting shaft assembly

Abstract

The utility model provides a gear shifting shaft assembly, and belongs to the technical field of machinery. The gear shifting shaft assembly solves the problems that an existing gear shifting shaft assembly is inconvenient to assemble and small in axial stress. The gear shifting shaft assembly comprises a transmission shaft, one end of the transmission shaft is fixedly connected with a driving gear, the transmission shaft is sequentially sleeved with a high-speed-gear gear, a speed changing ring and a low-speed-gear gear, the outer side walls of the ends, close to the speed changing ring, of the high-speed-gear gear and the low-speed-gear gear are provided with first outer splines, and the outer side wall of the speed changing ring is provided with second outer splines. The outer side of the variable-speed ring is sleeved with a spline housing, the two ends of the variable-speed ring abut against the end face of one end of the high-speed gear and the end face of one end of the low-speed gear respectively, the other end of the high-speed gear abuts against the inner end face of the driving gear, a bearing is arranged at the other end of the transmission shaft, and the inner end face of an inner ring of the bearing abuts against the end face of the other end of the low-speed gear. The gear shifting shaft assembly has the advantages of the gear shifting shaft assembly.

Description

Technical Field

[0001] This utility model belongs to the field of mechanical technology and relates to a gear shift shaft, and more particularly to a gear shift shaft assembly. Background Technology

[0002] Because automobiles, motorcycles, and other motor vehicles use fossil fuels such as gasoline and diesel, while burning these fuels in the engine combustion chamber drives the crankshaft and outputs torque, it also releases heavily polluting exhaust gases (vehicle exhaust) into the atmosphere, directly harming human health and causing serious environmental damage. Despite significant human, material, and financial resources invested, controlling vehicle exhaust emissions remains difficult to achieve, and vehicle exhaust continues to pollute the environment and harm human health day after day. To avoid pollution from fossil fuels like gasoline and diesel, people are gradually replacing traditional gasoline-powered vehicles with electric vehicles, thus avoiding the environmental pollution and health hazards caused by exhaust fumes from gasoline engine engines. The gearbox is an essential core component for transmitting power in electric vehicles, amplifying the power from a small-power motor to output greater torque to drive the vehicle.

[0003] For example, a drive assembly for an electric vehicle disclosed in Chinese patent literature (application number: 202022484383.8) includes a driver, a gearbox connected to the driver's output shaft, and a transmission shaft disposed within the gearbox with both ends connected to the wheels. The gearbox contains a double-gear assembly meshing with the output shaft and a gear shaft meshing with the driven gear. Gear 1 and Gear 2, which mesh with the double-gear assembly, are movably mounted on the gear shaft. A shift wheel is engaged on the gear shaft between Gear 1 and Gear 2. Both sides of the shift wheel have protruding engagement bosses, and both Gear 1 and Gear 2 have engagement holes that mate with the engagement bosses. However, this electric vehicle's gearbox suffers from inconvenient assembly and low axial force. Summary of the Invention

[0004] The purpose of this invention is to address the aforementioned problems in existing technologies by proposing a shift shaft assembly that is easy to assemble and can withstand large axial forces.

[0005] The objective of this utility model can be achieved through the following technical solution: A gear shift shaft assembly includes a drive shaft, one end of which is fixedly connected to a drive gear. A high-speed gear, a shift ring, and a low-speed gear are sequentially sleeved on the drive shaft. The shift ring is circumferentially fixed to the drive shaft. The high-speed gear and the low-speed gear have an outer spline I on their outer sidewalls near the shift ring. The shift ring has an outer spline II on its outer sidewall. A spline sleeve is sleeved on the outer side of the shift ring. The inner sidewall of the spline sleeve has an inner spline that meshes with the outer spline II. The spline sleeve is axially movable, and its inner spline can mesh with the outer spline I of the high-speed gear and the low-speed gear. Both ends of the shift ring abut against one end face of the high-speed gear and the low-speed gear, respectively. The other end of the high-speed gear abuts against the inner end face of the drive gear. A bearing is provided at the other end of the drive shaft, and the inner end face of the inner ring of the bearing abuts against the other end face of the low-speed gear.

[0006] The drive shaft rotates via the drive gear, which in turn rotates the gear shift ring that is circumferentially fixed to it. The shift fork moves the spline sleeve axially, causing it to simultaneously engage with the outer spline 2 of the gear shift ring and the spline 1 of the high-speed gear, or simultaneously with the outer spline 2 of the gear shift ring and the spline 1 of the low-speed gear. This allows for switching between high and low speeds. It offers advantages such as reliable and stable operation and high transmission efficiency. Because the high-speed gear, gear shift ring, and low-speed gear abut against each other in sequence, and the inner end face of the bearing's inner ring abuts against the other end face of the low-speed gear, there is no need to install an elastic retaining ring to axially limit the aforementioned parts. This facilitates assembly, allows the gear shift shaft assembly to withstand greater axial force, and extends its service life.

[0007] In the aforementioned shift shaft assembly, the outer wall of the spline sleeve is coaxially provided with an annular groove. The outer end of the shift fork is embedded in the annular groove, which facilitates the axial movement of the spline sleeve by the shift fork, offering the advantages of reliable operation and simple structure.

[0008] In the aforementioned gear shift shaft assembly, the number of external splines is 10-16. This configuration results in a gear shift shaft assembly with advantages such as smooth shifting, low shifting noise, and reliable structure.

[0009] In the aforementioned gear shift shaft assembly, the outer end of the outer spline is provided with a chamfer, and the angle of the chamfer is 22°-35°. The chamfer angle of the outer spline is 22°-35°, which facilitates the engagement of the inner spline of the spline sleeve with the spline sleeve, and has the advantages of reliable and stable gear shifting.

[0010] In the aforementioned gear shifting shaft assembly, the outer end of the second external spline is provided with a rounded corner. This rounded corner facilitates gear shifting, avoids stress concentration, and improves service life.

[0011] In the aforementioned gear shift shaft assembly, the outer end of the internal spline is provided with a second chamfer, and the angle of the second chamfer is 12°-22°. The angle of the second chamfer of the internal spline is 12°-22°, which facilitates the engagement of the internal spline of the spline sleeve with the external spline, and has the advantages of reliable and stable gear shifting.

[0012] In the aforementioned gear shift shaft assembly, the drive gear and the transmission shaft are integrated into a single structure. This integrated structure offers advantages such as high strength and long service life.

[0013] In the aforementioned gear shift shaft assembly, the end face of the low-speed gear is coaxially provided with an annular protrusion, which is located outside the outer spline. This design improves the strength of the low-speed gear, thereby extending its service life.

[0014] Compared with the prior art, this shift shaft assembly has the following advantages:

[0015] 1. By moving the spline sleeve axially through the shift fork, the spline sleeve can simultaneously engage with the outer spline 2 of the gearbox and the spline 1 of the high-speed gear, or simultaneously engage with the outer spline 2 of the gearbox and the spline 1 of the low-speed gear, thereby achieving the switching between high-speed and low-speed gears. It has the advantages of reliable and stable operation and high transmission efficiency.

[0016] 2. Since the high-speed gear, the shift ring, and the low-speed gear abut against each other in sequence, and the inner end face of the inner ring of the bearing abuts against the other end face of the low-speed gear, there is no need to set up an elastic retaining ring to achieve axial limit of the above parts. This makes assembly convenient, enables the shift shaft assembly to withstand greater axial force, and extends its service life.

[0017] 3. The number of external splines is 10-16, which makes this type of gear shifting shaft assembly smooth, with low shifting noise and reliable structure;

[0018] 4. The drive gear and transmission shaft are integrated into one structure, which has the advantages of high strength and long service life. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of a gear shift shaft assembly.

[0020] Figure 2 This is an exploded view of a gear shift shaft assembly.

[0021] Figure 3 This is a front view schematic diagram of a gear shift shaft assembly.

[0022] Figure 4 This is a cross-sectional schematic diagram of a gear shift shaft assembly.

[0023] In the diagram, 1 is the drive shaft; 2 is the drive gear; 3 is the high-speed gear; 4 is the gear ring; 5 is the low-speed gear; 5a is the annular convex body; 6 is the external spline one; 7 is the external spline two; 8 is the spline sleeve; 8a is the internal spline; 8b is the annular groove; and 9 is the bearing. Detailed Implementation

[0024] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0025] like Figures 1 to 4 As shown, a gear shift shaft assembly includes a drive shaft 1, with a drive gear 2 fixedly connected to one end of the drive shaft 1. A high-speed gear 3, a shift ring 4, and a low-speed gear 5 are sequentially mounted on the drive shaft 1. The shift ring 4 is circumferentially fixed to the drive shaft 1. The outer side wall of the high-speed gear 3 and the low-speed gear 5 near the end of the shift ring 4 is provided with an external spline 6. The outer side wall of the shift ring 4 is provided with an external spline 7. A spline sleeve 8 is fitted on the outer side of the shift ring 4. The inner side wall of the spline sleeve 8 is provided with a spline... The internal spline 8a meshes with the external spline 7. The spline sleeve 8 can move axially and its internal spline 8a can mesh with the external spline 6 of the high-speed gear 3 and the low-speed gear 5. The two ends of the transmission ring 4 abut against one end face of the high-speed gear 3 and the low-speed gear 5, respectively. The other end of the high-speed gear 3 abuts against the inner end face of the drive gear 2. The other end of the transmission shaft 1 is provided with a bearing 9, and the inner end face of the inner ring of the bearing 9 abuts against the other end face of the low-speed gear 5.

[0026] The outer wall of the spline sleeve 8 is coaxially provided with an annular groove 8b, and the outer end of the shift fork is embedded in the annular groove 8b, which facilitates the shift fork to drive the spline sleeve 8 to move axially. It has the advantages of reliable operation and simple structure.

[0027] The number of external splines 6 on both the high-speed gear 3 and the low-speed gear 5 is 10-16, which gives this gear shifting shaft assembly the advantages of smooth shifting, low shifting noise, and reliable structure. Preferably, the number of external splines 6 on both the high-speed gear 3 and the low-speed gear 5 is 12.

[0028] The outer end of the outer spline 6 is chamfered at an angle of 22°-35°, facilitating the engagement of the inner spline 8a of the spline sleeve 8 with the outer spline 6, thus providing reliable and stable shifting. Preferably, the angle of chamfered angle 1m is 30°. The outer end of the inner spline 8a is chamfered at an angle of 12°-22°, facilitating the engagement of the inner spline 8a of the spline sleeve 8 with the outer spline 6, thus providing reliable and stable shifting. Preferably, the angle of chamfered angle 2n is 20°. The outer end of the outer spline 7 is rounded, which facilitates shifting, avoids stress concentration, and improves service life.

[0029] The drive gear 2 and the drive shaft 1 are integrated into one structure, which has the advantages of high strength and long service life. The end face of the low-speed gear 5 is coaxially provided with an annular protrusion 5a, which is located outside the external spline 6, thereby improving the strength of the low-speed gear 5 and thus improving its service life.

[0030] The drive shaft 1 is rotated by the drive gear 2, which in turn drives the transmission ring 4, which is circumferentially fixed to it, to rotate. The spline sleeve 8 is moved axially by the shift fork, so that the spline sleeve 8 simultaneously engages with the outer spline 7 of the transmission ring and the spline 1 of the high-speed gear 3, or simultaneously engages with the outer spline 7 of the transmission ring and the spline 1 of the low-speed gear 5, thus realizing the switching between high-speed and low-speed gears. It has the advantages of reliable and stable operation and high transmission efficiency. Since the high-speed gear 3, the transmission ring 4, and the low-speed gear 5 abut against each other in sequence, and the inner end face of the inner ring of the bearing 9 abuts against the other end face of the low-speed gear 5, there is no need to set an elastic retaining ring to limit the axial movement of the above parts. It is easy to assemble, can withstand a large axial force, and has an extended service life.

[0031] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

[0032] Although this document frequently uses terms such as drive shaft 1, drive gear 2, high-speed gear 3, transmission ring 4, low-speed gear 5, annular protrusion 5a, external spline one 6, external spline two 7, spline sleeve 8, internal spline 8a, annular groove 8b, and bearing 9, the possibility of using other terms is not excluded. The use of these terms is merely for the convenience of describing and explaining the essence of this utility model; interpreting them as any additional limitation would contradict the spirit of this utility model.

Claims

1. A gear shift shaft assembly, comprising a drive shaft (1), one end of which is fixedly connected to a drive gear (2), and a high-speed gear (3), a shift ring (4), and a low-speed gear (5) sequentially mounted on the drive shaft (1), wherein the shift ring (4) is circumferentially fixedly connected to the drive shaft (1), characterized in that, The high-speed gear (3) and low-speed gear (5) are provided with an outer spline 1 (6) on the outer side wall near the end of the gear change ring (4). The outer side wall of the gear change ring (4) is provided with an outer spline 2 (7). The outer side of the gear change ring (4) is fitted with a spline sleeve (8). The inner side wall of the spline sleeve (8) is provided with an inner spline (8a) that meshes with the outer spline 2 (7). The spline sleeve (8) can move axially and its inner spline (8a) can mesh with the outer spline 1 (6) of the high-speed gear (3) and low-speed gear (5). The two ends of the gear change ring (4) abut against the end face of the high-speed gear (3) and low-speed gear (5) respectively. The other end of the high-speed gear (3) abuts against the inner end face of the drive gear (2). The other end of the transmission shaft (1) is provided with a bearing (9). The inner end face of the inner ring of the bearing (9) abuts against the other end face of the low-speed gear (5).

2. The shift shaft assembly according to claim 1, characterized in that, The outer wall of the spline sleeve (8) is provided with an annular groove (8b) on the coaxial ring.

3. A shift shaft assembly according to claim 1, characterized in that, The number of bonds in the external spline 1 (6) is 10-16.

4. A shift shaft assembly according to claim 1, 2, or 3, characterized in that, The outer end of the external spline (6) is provided with a chamfer, and the angle of the chamfer is 22°-35°.

5. A shift shaft assembly according to claim 1, 2, or 3, characterized in that, The outer end of the second external spline (7) is provided with a rounded corner.

6. A shift shaft assembly according to claim 1, 2, or 3, characterized in that, The outer end of the internal spline (8a) is provided with a chamfer II and the angle of the chamfer II is 12°-22°.

7. A shift shaft assembly according to claim 1, 2, or 3, characterized in that, The drive gear (2) and the transmission shaft (1) are an integral structure.

8. A shift shaft assembly according to claim 1, 2, or 3, characterized in that, The end face of the low-speed gear (5) is coaxially provided with an annular protrusion (5a), which is located on the outside of the external spline (6).

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