Gear shifting assembly, transmission and all-terrain vehicle

Abstract

The gear shifting assembly comprises a shifting fork and a gear shifting piece driven by the shifting fork to complete gear shifting, and pre-tightening force is applied to the gear shifting piece in the set gear shifting direction. According to the gear shifting assembly, the transmission and the all-terrain vehicle, in the driving process of the all-terrain vehicle, the gear shifting efficiency of a driver is higher, the performance and driving comfort of the all-terrain vehicle are improved, the driving experience is more comfortable, the impact feeling and noise generated when the joint part of the gear teeth is jointed with the gear teeth are reduced, and the gear shifting efficiency of the all-terrain vehicle is improved. And the service lives of the speed-changing gear-shifting mechanism and the vehicle are prolonged.

Description

Technical Field

[0001] This utility model relates to the field of engine transmission and shifting, and in particular to a shifting component, a transmission, and an all-terrain vehicle. Background Technology

[0002] As a means of transportation suitable for complex terrain, the transmission and shifting mechanism of an all-terrain vehicle (ATV) is a key component to ensure vehicle performance and driver experience. Existing ATV transmission and shifting structures mainly rely on the driver to perform gear shifting operations when the vehicle is stationary. That is, the vehicle must be completely stopped, and the main drive shaft, the secondary drive shaft, and the gear teeth must be relatively stationary with no speed difference before the driver can perform gear shifting operations.

[0003] However, this shifting method has obvious drawbacks. The engagement part of the gear teeth may not be fully aligned with the gear position teeth. The driver needs to try repeatedly to successfully engage the required gear. This not only reduces the efficiency of shifting, but may also affect the driver's safety in complex driving environments. When shifting into high gear, low gear, or reverse gear, if there is a large speed difference between the engagement part and the gear position teeth, it will cause shock and noise during shifting, affecting the driving experience and the service life of the vehicle.

[0004] Therefore, there is an urgent need to develop a gear shifting mechanism that can improve the efficiency of gear shifting for drivers during all-terrain vehicle operation, enhance the performance and driving comfort of all-terrain vehicles, provide a more comfortable driving experience, reduce the impact and noise generated when the gear teeth engage with the gear position teeth, and extend the service life of the gear shifting mechanism and the vehicle. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a shifting component, a gearbox and an engine that provide high shifting efficiency in complex terrain driving where frequent shifting is required, improve the performance and driving comfort of all-terrain vehicles, make the driving experience more comfortable, and extend the service life of the transmission shifting mechanism.

[0006] The shifting assembly of this utility model includes a shift fork and a shifting component driven by the shift fork to complete the shifting, wherein the shifting component is subjected to a preload along a set shifting direction.

[0007] Furthermore, the preload force is applied to the shifting component by the shift fork.

[0008] Furthermore, the shift fork is disposed on the shift fork shaft, and the preload is applied to the shift fork by an elastic element disposed on the shift fork shaft.

[0009] Furthermore, the elastic element is a columnar spring sleeved on the shift fork shaft.

[0010] Furthermore, the shifting component is provided with a connecting portion, the connecting portion is provided with a plurality of engaging claws, the ends of the engaging claws are formed with a bevel, and the direction of the bevel makes the engaging claws easy to engage during the shifting process.

[0011] Furthermore, the shift fork is provided with a shift fork sleeve for fitting onto the shift fork shaft, a spring seat is fixed on the shift fork shaft, and the columnar spring is fitted onto the shift fork shaft with its two ends abutting against the spring seat and the shift fork sleeve respectively to apply the preload force.

[0012] Furthermore, the set shift direction is the direction in which the shifting component is driven to engage with the set gear.

[0013] This utility model also provides a transmission, which includes gears that mesh to form a power path for a low-speed gear, a high-speed gear, and a reverse gear, and the shifting component itself is a gear.

[0014] Furthermore, the shifting component is provided with the engaging claw, and the set gear that engages with the shifting component is provided with an engaging groove corresponding to the engaging claw.

[0015] This utility model also provides an all-terrain vehicle, on which the aforementioned gearbox is installed.

[0016] The beneficial effects of this utility model are as follows: The shifting component, gearbox and engine of this utility model enable the driver to shift gears more efficiently during the driving of all-terrain vehicles, improve the performance and driving comfort of all-terrain vehicles, make the driving experience more comfortable, reduce the impact and noise generated when the engagement part of the gear teeth engages with the gear teeth, and extend the service life of the transmission shifting mechanism and the vehicle. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0018] Figure 1 This is a schematic diagram of the structure of the present invention. Figure I ;

[0019] Figure 2 This is a schematic diagram of the structure of the present invention. Figure II ;

[0020] Figure 3 A cross-sectional view of this utility model Figure I ;

[0021] Figure 4 A cross-sectional view of this utility model Figure II ;

[0022] Figure 5 A cross-sectional view of this utility model Figure III ;

[0023] Figure 6 A cross-sectional view of this utility model Figure IV ;

[0024] Figure 7 This is a schematic diagram of the connecting claw structure of this utility model;

[0025] Figure 8 This is a schematic diagram of the joint groove structure of this utility model.

[0026] The following are the labels in the diagram: 1. Shift fork I; 2. Shift fork II; 3. Column spring; 301. Spring seat; 4. Main shaft; 5. Low-speed drive gear; 6. High-speed drive gear; 7. Reverse drive gear; 8. Countershaft; 9. Low-speed driven gear; 10. High-speed driven gear; 11. Reverse driven gear; 12. Inert gear; 13. Shift drum; 14. Engaging claw; 15. Shift fork shaft; 16. Bearing; 17. Engaging groove; 18. Shift fork bushing. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0028] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0029] Figure 1 This is a schematic diagram of the structure of the present invention. Figure I , Figure 2 This is a schematic diagram of the structure of the present invention. Figure II ,

[0030] Figure 3 A cross-sectional view of this utility model Figure I , Figure 4 A cross-sectional view of this utility model Figure II , Figure 5 A cross-sectional view of this utility model Figure III , Figure 6 A cross-sectional view of this utility model Figure IV , Figure 7 This is a schematic diagram of the connecting claw 14 of this utility model. Figure 8The figure shows a schematic diagram of the engagement groove 17 of this utility model. The shifting assembly of this embodiment includes a shift fork and a shifting component driven by the shift fork to complete the shifting. The shifting component is preloaded along a set shifting direction. The shift fork is a mechanical component mainly used to control actions such as switching, steering, or shifting in mechanical devices. In a gearbox, the shift fork is connected to the gear shift lever and located at the lower end of the lever. Moving the intermediate shifting component changes the input / output speed ratio. The working principle of the shift fork is mainly based on the lever principle. When the operating part is subjected to external force, the fork body rotates around a fixed fulcrum, thereby realizing position conversion or force transmission. In a gearbox, a shift drum 13 can generally be used to control the shift fork. The movement of the gears enables automatic gear shifting. Gear shifting is achieved by changing the combination of gears within the transmission. The gear position is changed by altering the gear ratio. The shifting component is controlled by a shift fork to change the combination of gears within the transmission. The shifting component can be a gear, a connecting part, etc., which will not be elaborated here. The set shifting direction refers to the direction in which the shifting component moves during gear shifting (such as switching between high gear, low gear, or reverse gear). When the shifting component engages with the gears within the transmission, the preload provides additional external force to the shifting component, making gear shifting smoother when there is a speed difference between the shifting component and the gears within the transmission. The specific set shifting direction can be seen in the transmission examples below, which will not be elaborated here.

[0031] In this embodiment, the preload is applied to the shifting member by the shift fork; the shift fork is disposed on the shift fork shaft 15, and the preload is applied to the shift fork by the elastic member disposed on the shift fork shaft 15; since the elastic member applies the preload to the shift fork, and the preload is applied to the shifting member by the shift fork, the shifting member is subjected to the preload.

[0032] In this embodiment, the elastic element is a columnar spring 3 sleeved on the shift fork shaft 15; the columnar spring 3 can be a common spiral columnar spring, a disc spring, a conical spring with a set taper, etc., which will not be described in detail here.

[0033] In this embodiment, the shift member is provided with a connecting portion, and the connecting portion is provided with a plurality of engaging claws 14. The ends of the engaging claws 14 are formed with bevels. The direction of the bevels makes it easy for the engaging claws 14 to engage during the shifting process. When the shift fork drives the shift member to move and shift gears, the connecting portion is used to engage the shifting. The connecting portion is provided with a plurality of engaging claws 14, and the engaging claws 14 are spaced apart in the circumferential direction of the connecting portion. The direction of the bevels is the same as the rotation direction of the shift member, which can ensure that the engaging claws 14 can engage more easily through the bevels during the shifting process. The direction of the bevels is the same as the rotation direction of the shift member.

[0034] In this embodiment, the shift fork is provided with a shift fork sleeve 18 for fitting onto the shift fork shaft 15. A spring seat 301 is fixed on the shift fork shaft 15. The columnar spring 3 is fitted onto the shift fork shaft 15 and its two ends respectively abut against the spring seat 301 and the shift fork sleeve 18 to apply the preload force. Figure 1 As shown, the spring seat 301 is used to support and position the columnar spring 3. Flat washers and retaining rings can also be used, which will not be described in detail here. The spring seat 301 and the shift fork bushing 18 respectively abut against the two ends of the columnar spring 3 and limit the columnar spring 3. The columnar spring 3 deforms along the axial direction of the shift fork shaft 15 under the movement of the shift fork, so that the columnar spring 3 can provide a preload force to the shift fork in the set shifting direction.

[0035] In this embodiment, a transmission is also provided, on which the aforementioned shifting assembly is installed. The transmission includes gears that mesh to form power paths for low-speed gears, high-speed gears, and reverse gears. The shifting component itself can be a gear, and a set gear engaging with the shifting component has an engagement groove 17 for engaging the engagement claw 14. Figure 7 and Figure 8 As shown, the engagement groove 17 is arranged along the circumferential direction of the set gear and corresponds one-to-one with the engagement claw 14. Preferably, the set gear can have additional engagement grooves 17 at the gaps between the engagement claws 14, which can further increase the probability of the engagement claws 14 engaging the engagement grooves 17. Moreover, increasing the number of engagement grooves 17 to increase the engagement probability, compared to increasing the surface area of ​​only a single engagement groove 17, can reduce the impact force when the engagement claws 14 engage with the engagement grooves 17, thereby reducing the noise generated during engagement; the engagement groove 17 is arranged along the circumferential direction of the set gear and corresponds one-to-one with the engagement claw 14. The engagement groove 17 is separated by a rib plate. When the shifting component is engaged, if it is not aligned with the engagement groove 17, the engagement claw 14 will abut against the rib plate. The driver only needs to step on the accelerator. Under the action of rotation, the engagement claw 14 and the engagement groove 17 form a speed difference. The inclined surface of the engagement claw 14 can slide directly into the engagement groove 17 by the push of the pre-tightening force. The inclined surface treatment on the engagement claw 14 can reduce the contact area between the engagement claw 14 and the rib plate during the engagement process. During the rotation, the probability of the engagement claw 14 being directly pushed into the engagement groove 17 by the pre-tightening force is greater.

[0036] In this embodiment, an all-terrain vehicle is also provided, on which the aforementioned gearbox is installed. Since high-speed and reverse gears are used more frequently in actual driving of an all-terrain vehicle, while low-speed gears are used less often, the demand for improved shifting efficiency in high-speed and reverse gears is far greater than that in low-speed gears. Therefore, the shifting components of this application are preferentially chosen for high-speed and reverse gears. This application provides two internal layouts for the gearbox, detailed below. The layout of the gearbox is not limited here; the choice is based on the actual assembly space and lightweight design requirements of the all-terrain vehicle. Of course, if the assembly space is sufficient and lightweight design is not considered, the shifting components of this application can be used for high-speed, reverse, and low-speed gears, which will not be elaborated further here.

[0037] In this embodiment, a layout for the interior of a gearbox is provided, such as... Figures 1-4 As shown, when lightweight design is required and assembly space is limited, the shift fork shaft 15 is provided with shift fork I1 and shift fork II2. A single columnar spring 3 is used to apply the preload force to shift fork I1. The low-speed drive gear 5 is provided with a shift fork groove for inserting into shift fork I1. The main shaft 4 is provided with a reverse drive gear 7, a high-speed drive gear 6, and a low-speed drive gear 5 sequentially along the axial direction. The shifting component is the low-speed drive gear 5. The reverse drive gear 7 is integrally formed with the main shaft 4. The high-speed drive gear 6 is connected to the main shaft 4 via a bearing 16. The low-speed drive gear 5 is connected to the main shaft 4 via a spline. The low-speed drive gear 5 is provided with a contact claw 14 on the side near the high-speed drive gear 6. The high-speed drive gear 6 is provided with a contact groove 17 that engages with the contact claw 14. The countershaft 8 is provided with a reverse driven gear 11, a high-speed driven gear 10, and a low-speed driven gear 9 in sequence along the axial direction. In the parking state, the reverse driven gear 11, the high-speed driven gear 10, and the low-speed driven gear 9 mesh with the reverse drive gear 7, the high-speed drive gear 6, and the low-speed drive gear 5, respectively. The reverse driven gear 11 and the low-speed driven gear 9 are connected to the countershaft 8 through bearings 16. The high-speed driven gear 10 is connected to the countershaft 8 through a spline. The high-speed driven gear 10 is provided with involute external splines on both sides. The forward low-speed driven gear 9 and the reverse driven gear 11 are provided with involute internal splines that mate with the involute external splines. The involute external splines and the involute internal splines are respectively chamfered at their ends.

[0038] When in high gear: In the parking neutral position, the transmission drum 13 rotates at a certain angle, pushing the shift fork I1 to slide towards the high-speed drive gear 6 and driving the low-speed drive gear 5 to engage with the high-speed drive gear 6. If the engagement claw 14 of the low-speed drive gear 5 does not slide smoothly into the engagement groove 17 of the high-speed drive gear 6, the engagement claw 14 will press against the rib of the high-speed drive gear 6. At this time, the preload force of the column spring 3 on the shift fork I1 will still act on the low-speed drive gear 5 through the shift fork I1. When the driver subsequently presses the accelerator to start the all-terrain vehicle, a speed difference is formed between the low-speed drive gear 5 and the high-speed drive gear 6. When the engagement claw 14 rotates to the engagement groove 17, through the action of the preload force and the bevel treatment at the end of the engagement claw 14, the engagement claw 14 can naturally slide into the engagement groove 17, realizing high gear engagement.

[0039] When in low gear: The transmission drum 13 rotates at a certain angle, pushing the shift fork I1 to disengage the low-speed drive gear 5 from the high-speed drive gear 6, thus exiting the high-speed state. At the same time, it pushes the shift fork II2 to drive the high-speed driven gear 10 to slide towards the low-speed driven gear 9 and engage through the involute external spline and the involute internal spline. At this time, power is transmitted from the main shaft 4 to the low-speed drive gear 5 through the spline. The low-speed drive gear 5 and the low-speed driven gear 9 are meshed to transmit power to the low-speed driven gear 9. The low-speed driven gear 9 transmits power to the high-speed driven gear 10 through the involute internal spline and the involute external spline of the high-speed driven gear 10. The high-speed driven gear 10 then transmits power to the countershaft 8 through the spline between itself and the countershaft 8, thus outputting power.

[0040] When reverse gear is engaged: The transmission drum 13 rotates at a certain angle. This pushes the shift fork II2, causing the high-speed driven gear 10 to slide towards the reverse driven gear 11 and engage through the external and internal involute splines. An idler tooth 12 is provided between the reverse drive gear 7 and the reverse driven gear 11. The idler tooth 12 meshes with both the reverse drive gear 7 and the reverse driven gear 11, primarily changing the rotation direction of the reverse driven gear 11. Power is transmitted from the main shaft 4 to the idler tooth 12 via the reverse drive gear 7. The idler tooth 12 then meshes with the reverse driven gear 11, transmitting power to the reverse driven gear 11. The reverse driven gear 11 then transmits power to the high-speed driven gear 10 via the internal involute spline and the external involute spline of the high-speed driven gear 10. The high-speed driven gear 10 then transmits power to the countershaft 8 via the spline between itself and the countershaft 8, outputting power.

[0041] In this embodiment, a layout for the internal structure of the gearbox is also provided, such as... Figures 5-6As shown, the shift fork shaft 15 is provided with shift fork I1 and shift fork II2. Two columnar springs 3 are used to apply the preload force to shift fork I1 and shift fork II2 respectively. The main shaft 4 is provided with a reverse drive gear 7, a low-speed drive gear 5, and a high-speed drive gear 6 in sequence along the axial direction. The shifting components are shift wheel I and shift wheel II. The sub-shaft 8 is provided with a reverse driven gear 11, a low-speed driven gear 9, and a high-speed driven gear 10 in sequence along the axial direction. In the parking state, the reverse driven gear 11, low-speed driven gear 9, and high-speed driven gear 10 mesh with the reverse drive gear 7, low-speed drive gear 5, and high-speed drive gear 6 respectively. The reverse driven gear 11, low-speed driven gear 9, and high-speed driven gear 10 are connected to the sub-shaft 8 through bearings 16. Shift wheel I has a shift fork groove for inserting shift fork I1, and shift wheel II has a shift fork groove for inserting shift fork II2. The shift wheel II is connected to the countershaft 8 via a spline and is positioned between the reverse driven gear 11 and the low-speed driven gear 9. The shift wheel I is positioned on the outside of the high-speed driven gear 10, i.e., on the side away from the low-speed driven gear 9. The shift wheel I is connected to the countershaft 8 via a spline. The shift wheel I has a pawl 14 on the side near the high-speed driven gear 10, and the high-speed driven gear 10 has a groove 17 that engages with the pawl 14 of the shift wheel I. The shift wheel II has a pawl 14 on the side near the reverse driven gear 11, and the reverse driven gear 11 has a groove 17 that engages with the pawl 14 of the shift wheel II. The shift wheel II has an involute external spline on the side near the low-speed driven gear 9, and the low-speed driven gear 9 has an involute internal spline that engages with the involute external spline of the low-speed driven gear 9. The involute external spline and the involute internal spline are respectively chamfered at their ends.

[0042] When in high gear: With the vehicle in parking neutral, the transmission drum 13 rotates a certain angle, pushing the shift fork I1 towards the high-speed driven gear 10 and engaging the shift wheel I with it. If the engagement claw 14 of the shift wheel I does not slide smoothly into the engagement groove 17 of the high-speed driven gear 10, the engagement claw 14 will press against the rib of the high-speed driven gear 10. At this time, the preload of the column spring 3 on the shift fork I1 will still act on the shift wheel I through the shift fork I1. When the driver subsequently presses the accelerator to start the all-terrain vehicle, a speed difference is formed between the gear wheel I and the high-speed driven gear 10. When the engaging claw 14 rotates to the engaging groove 17, through the action of the preload and the bevel treatment at the end of the engaging claw 14, the engaging claw 14 can naturally slide into the engaging groove 17, realizing high gear engagement. At this time, power is transmitted from the main shaft 4 to the high-speed drive gear 6. The meshing of the high-speed drive gear 6 and the high-speed driven gear 10 transmits power to the high-speed driven gear 10. The engaging groove 17 of the high-speed driven gear 10 is engaged by the engaging claw 14 on the gear wheel I to transmit power to the gear wheel I. The gear wheel I then transmits power to the countershaft 8 through the spline between it and the countershaft 8, outputting power.

[0043] When in low gear: The transmission drum 13 rotates at a certain angle, pushing the shift fork I1 to disengage the shift wheel I from the high-speed driven gear 10, thus exiting the high gear state. At the same time, it pushes the shift fork II2 to slide the shift wheel II towards the low-speed driven gear 9 and engage it through the involute external spline and the involute internal spline. At this time, power is transmitted from the main shaft 4 to the low-speed driving gear 5. The meshing of the low-speed driving gear 5 and the low-speed driven gear 9 transmits power to the low-speed driven gear 9. The low-speed driven gear 9 transmits power to the shift wheel II through the involute internal spline and the involute external spline of the shift wheel II. The shift wheel II then transmits power to the countershaft 8 through the spline between itself and the countershaft 8, thus outputting power.

[0044] When engaging reverse gear: At this time, the transmission drum 13 rotates at a certain angle, pushing the shift fork II2 to slide towards the reverse driven gear 11 and driving the shift wheel II to engage with the reverse driven gear 11. If the engagement claw 14 of the shift wheel II does not slide smoothly into the engagement groove 17 of the reverse driven gear 11, the engagement claw 14 will press against the rib of the reverse driven gear 11. At this time, the preload force of the column spring 3 on the shift fork II2 will still act on the shift wheel II through the shift fork II2. When the driver subsequently presses the accelerator to start the all-terrain vehicle, a speed difference is formed between the shift wheel II and the reverse driven gear 11. When the engagement claw 14 rotates to the engagement groove 17, through the action of the preload force and the bevel treatment at the end of the engagement claw 14, the engagement claw 14 can naturally slide into the engagement groove 17, realizing reverse gear engagement.

[0045] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A gear shifting assembly, characterized in that: It includes a shift fork and a shifting component driven by the shift fork to complete the shifting, wherein the shifting component is subjected to a preload along a set shifting direction; The shift fork is mounted on the shift fork shaft, and the preload force is applied to the shift fork by an elastic element mounted on the shift fork shaft. This causes the shift mechanism to be preloaded; The elastic element is a columnar spring sleeved on the shift fork shaft; The shifting component is provided with a connecting part, and the connecting part is provided with a plurality of engaging claws. The ends of the engaging claws are formed with bevels, and the direction of the bevels makes it easy for the engaging claws to engage during the shifting process.

2. The shifting assembly according to claim 1, characterized in that: The preload force is applied to the shifting component by the shift fork.

3. The shifting assembly according to claim 1, characterized in that: The shift fork is provided with a shift fork sleeve for fitting onto the shift fork shaft. A spring seat is fixed on the shift fork shaft. The columnar spring is fitted onto the shift fork shaft and its two ends abut against the spring seat and the shift fork sleeve respectively to apply the preload force.

4. The shifting assembly according to claim 1, characterized in that: The set shift direction is the direction in which the shifting component is driven to engage with the set gear.

5. A transmission, characterized in that: The transmission is equipped with a shifting assembly as described in any one of claims 1-4. The transmission includes gears that mesh to form power paths for low speed, high speed, and reverse gear. The shifting assembly itself is a gear.

6. The transmission according to claim 5, characterized in that: The shifting component is provided with a engagement claw, and the gear that engages with the shifting component is provided with an engagement groove corresponding to the engagement claw.

7. An all-terrain vehicle, characterized in that: The all-terrain vehicle is equipped with a transmission as described in any one of claims 5-6.

Images