Double-reinforcement main speed reducer assembly of motor tricycle

Abstract

A double-force-increasing main speed reducer assembly of a motor tricycle comprises a speed reducer shell and a differential mechanism, a fast-gear driven gear and a slow-gear driven gear are fixed to the two sides of the differential mechanism shell respectively, the fast-gear driven gear is meshed with a fast-gear driving gear of an intermediate shaft, and the slow-gear driven gear is meshed with a slow-gear driving gear of the intermediate shaft. A first synchronizer is arranged between the fast-gear driving gear and the slow-gear driving gear, a basin angle gear is fixed to the middle shaft in the circumferential direction and meshed with a bevel gear of a gear shaft, a second driven reduction gear is fixed to the gear shaft in the circumferential direction and matched with an input shaft through a bearing, and a first driving reduction gear is in clearance fit with the input shaft. A second synchronizer is arranged between the first driving reduction gear and the second driven reduction gear, the gap bridge shaft and the input shaft are arranged in parallel, the first driven reduction gear and the second driving reduction gear are fixed to the gap bridge shaft in the circumferential direction, and the first driving reduction gear and the second driving reduction gear are meshed with the first driven reduction gear and the second driven reduction gear respectively.

Description

Technical Field

[0001] This utility model relates to the field of three-wheeled motorcycles, specifically to a dual-force-adding main reducer assembly for three-wheeled motorcycles. Background Technology

[0002] The utility model patent CN208138418U, entitled "Rear Axle Reducer Assembly for Three-Wheeled Motorcycles," mentions a reducer assembly for three-wheeled motorcycles, such as... Figure 6 As shown, the reducer assembly includes a reverse gear and a rear axle reducer. The output shaft of the reverse gear is a transmission bevel gear shaft 9. A driving bevel gear 10 is circumferentially fixed on shaft 9. The driving bevel gear 10 meshes with a circumferentially fixed bevel gear 12 on the intermediate transmission shaft 11 to form a first-stage reduction. Then, a slow-speed driving gear 13 and a fast-speed driving gear 14, which are loosely mounted on the intermediate transmission shaft 11, mesh with a slow-speed driven gear 19 and a fast-speed driven gear 18 supported inside the reducer housing 28, respectively, to form a second-stage reduction. A synchronizer 15 is provided between the slow-speed driving gear 13 and the fast-speed driving gear 14, and their engagement is controlled by a shift fork 16. This reducer assembly... While a gearbox assembly with two-stage reduction capability can increase torque on slopes to improve climbing ability and provide a certain speed on flat roads to improve driving ability, three-wheeled motorcycles are mainly used for heavy-duty transportation in rural and mountainous areas. The road conditions in rural and mountainous areas are complex and include steep slopes with large angles. In actual use, it has been found that although the above-mentioned gearbox assembly with two-stage reduction capability is used, the driving force is still insufficient when the three-wheeled motorcycle is climbing steep slopes. When descending steep slopes, the speed of the three-wheeled motorcycle in low gear is still too fast, requiring frequent use of the brakes to slow down. Therefore, there is an urgent need for a three-wheeled motorcycle gearbox assembly that can reduce speed slowly when descending steep slopes and increase driving force when climbing steep slopes. Summary of the Invention

[0003] To address the aforementioned problems, this utility model provides a dual-force main reducer assembly for a three-wheeled motorcycle. When descending steep slopes, it ensures that the three-wheeled motorcycle maintains a suitable speed in low gear, allowing it to descend slowly without frequent braking. When climbing steep slopes, it provides stronger driving force, ensuring that the three-wheeled motorcycle can climb the steep slope.

[0004] The technical solution of this utility model is as follows: a main reducer assembly for a three-wheeled motorcycle, including a reducer housing and a differential. A fast-gear driven gear and a slow-gear driven gear are respectively fixed on both sides of the differential housing. The fast-gear driven gear meshes with a fast-gear drive gear on an intermediate shaft with clearance engagement. The slow-gear driven gear meshes with a slow-gear drive gear on the intermediate shaft with clearance engagement. A first synchronizer is provided between the fast-gear drive gear and the slow-gear drive gear. A bevel gear is circumferentially fixed at one end of the intermediate shaft, and the bevel gear meshes with a bevel gear on a gear shaft. A second driven reduction gear is circumferentially fixed on the gear shaft. The second driven reduction gear slides with an input shaft via a bearing. A first drive reduction gear has clearance engagement on the input shaft. A second synchronizer is disposed on the input shaft and located between the first drive reduction gear and the second driven reduction gear. A bridge shaft is arranged parallel to the input shaft. The bridge shaft circumferentially fixes the first driven reduction gear and the second drive reduction gear. The first drive reduction gear meshes with the first driven reduction gear, and the second drive reduction gear meshes with the second driven reduction gear.

[0005] Preferably, the reduction ratio between the first driven reduction gear and the first driving reduction gear is 1.28.

[0006] Preferably, the reduction ratio between the second driven reduction gear and the second driving reduction gear is 1.64.

[0007] Preferably, the reduction ratio between the fast gear driven gear and the fast gear driving gear is 1.19.

[0008] Preferably, the reduction ratio between the slow-gear driven gear and the slow-gear driving gear is 2.71.

[0009] Preferably, the reduction ratio between the bevel gear and the cam gear is 3.71.

[0010] Preferably, both the first synchronizer and the second synchronizer include a gear hub and a coupling sleeve. The gear hub of each synchronizer is fixed to the shaft circumferentially by an internal spline, and the gear hub is fixed to the coupling sleeve circumferentially by an external spline. Each coupling sleeve is connected to a shift fork.

[0011] Preferably, the reducer housing has a first chamber and a second chamber, the first chamber and the second chamber are connected, the first chamber supports the input shaft and the bridge shaft through bearings, the second chamber supports the intermediate shaft through bearings, and the gear shaft is supported at one end of the first chamber and at the other end of the second chamber through bearings.

[0012] Preferably, the reducer housing is provided with an end cover, and one end of the input shaft and the bridge shaft are supported in the end cover by bearings, and the other end is supported in the reducer housing by bearings.

[0013] Preferably, the first driving reduction gear, the second driven reduction gear, the fast gear driving gear, and the slow gear driving gear are all double gears.

[0014] The advantages of this invention are as follows: A first active reduction gear is fitted with a clearance on the input shaft, and a bridge shaft is arranged parallel to the input shaft. A first driven reduction gear and a second active reduction gear are circumferentially fixed on the bridge shaft. The second driven reduction gear is circumferentially fixed on the gear shaft and slides with the input shaft via a bearing. A second synchronizer is then installed between the first active reduction gear and the second driven reduction gear. When the tricycle is traveling on a flat road or a small slope, the second synchronizer, combined with the second driven reduction gear, can achieve the normal two-stage reduction requirement. When the tricycle is climbing or descending a steep slope, the second synchronizer, combined with the first active reduction gear, can achieve the four-stage reduction requirement. This ensures that the tricycle has sufficient driving force when climbing steep slopes and a sufficiently slow speed when descending steep slopes, guaranteeing driver safety. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of this utility model;

[0016] Figure 2 This is a top view of the structure of this utility model;

[0017] Figure 3 for Figure 2 Sectional view along axis AA;

[0018] Figure 4 for Figure 1 BB-direction sectional view;

[0019] Figure 5 for Figure 1 CC-direction sectional view;

[0020] Figure 6 This is a schematic diagram of the existing technology. Detailed Implementation

[0021] See Figures 1 to 5A dual-further reducer assembly for a three-wheeled motorcycle includes a reducer housing 5 and a differential 4. A fast-gear driven gear 41 and a slow-gear driven gear 42 are fixed to opposite sides of the differential 4 housing. The fast-gear driven gear 41 meshes with a fast-gear drive gear 32 on an intermediate shaft 3 with a clearance fit. The reduction ratio between the fast-gear driven gear 41 and the fast-gear drive gear 32 is 1.19. The slow-gear driven gear 42 meshes with a slow-gear drive gear 33 on the intermediate shaft 3 with a clearance fit. The reduction ratio between the slow-gear driven gear 42 and the slow-gear drive gear 33 is 2.71. A first synchronizer 34 is provided between the fast-gear drive gear 32 and the slow-gear drive gear 33. A bevel gear 31 is circumferentially fixed to one end of the intermediate shaft 3. The bevel gear 31 meshes with a gear shaft 2... A bevel gear 22 meshes with the bevel gear 31, and the reduction ratio between the bevel gear 22 and the bevel gear 31 is 3.71. A second driven reduction gear 21 is circumferentially fixed on the gear shaft 2. The second driven reduction gear 21 is slidably engaged with an input shaft 1 via a bearing. A first driving reduction gear 11 is clearance-fitted on the input shaft 1. A second synchronizer 12 is disposed on the input shaft 1 and located between the first driving reduction gear 11 and the second driven reduction gear 21. A bridge shaft 6 is arranged parallel to the input shaft 1. The bridge shaft 6 circumferentially fixes the first driven reduction gear 61 and the second driving reduction gear 62. The first driving reduction gear 11 meshes with the first driven reduction gear 61, and the reduction ratio between the first driven reduction gear 61 and the first driving reduction gear 11 is 1.28. The second driving reduction gear 62 meshes with the second driven reduction gear 21, and the reduction ratio between the second driven reduction gear 21 and the second driving reduction gear 62 is 1.64. The reducer housing 5 has a first chamber 51 and a second chamber 52, which are connected. The first chamber 51 and the second chamber 52 support the input shaft 1 and the bridge shaft 6 through bearings in the first chamber 51, and the intermediate shaft 3 is supported by bearings in the second chamber 52. The gear shaft 2 is supported at one end in the first chamber 51 and at the other end in the second chamber 52 by bearings. The reducer housing 5 has an end cover 53, at one end of the input shaft 1 and the bridge shaft 6 are supported by bearings inside the end cover 53, and at the other end are supported by bearings inside the reducer housing 5.

[0022] In this embodiment, the first driving reduction gear 11, the second driven reduction gear 21, the fast gear driving gear 32, and the slow gear driving gear 33 are all double-tooth gears. The first synchronizer 34 and the second synchronizer 12 each include a gear hub and a coupling sleeve. The gear hub of each synchronizer is circumferentially fixed to the shaft via an internal spline, and the gear hub is circumferentially fixed to the coupling sleeve via an external spline. Each coupling sleeve is connected to a shift fork.

[0023] The main reducer assembly of this utility model includes the following power transmission route:

[0024] A: Three-wheeled motorcycles can drive normally on flat roads or gentle slopes;

[0025] a: Fast gear output: The second synchronizer 12 is engaged with the second driven reduction gear 21 via the shift fork. Power is input to the input shaft 1, which drives the second synchronizer 12 to rotate, thereby causing the second driven reduction gear 21 to rotate as well. The second driven reduction gear 21 drives the gear shaft 2 to rotate, causing the bevel gear 22 on the gear shaft 2 to rotate. The bevel gear 22 meshes with the bevel gear 31 and rotates, driving the intermediate shaft 3 to rotate. The first synchronizer 34 is engaged with the fast gear drive gear 32 via the shift fork, thereby driving the fast gear drive gear 32 to rotate, causing the fast gear driven gear 41 meshing with the fast gear drive gear 32 to rotate as well, thus realizing fast gear output.

[0026] b: Slow gear output: The second synchronizer 12 is engaged with the second driven reduction gear 21 via the shift fork. Power is input to the input shaft 1, which drives the second synchronizer 12 to rotate, thereby causing the second driven reduction gear 21 to rotate as well. The second driven reduction gear 21 drives the gear shaft 2 to rotate, causing the bevel gear 22 on the gear shaft 2 to rotate. The bevel gear 22 meshes with the bevel gear 31 and rotates, driving the intermediate shaft 3 to rotate. The first synchronizer 34 is engaged with the slow gear drive gear 33 via the shift fork, thereby driving the slow gear drive gear 33 to rotate, causing the slow gear driven gear 42 meshing with the slow gear drive gear 33 to rotate as well, thus realizing slow gear output.

[0027] B: Three-wheeled motorcycles should not be driven on steep slopes or other road conditions that require significant deceleration or strong driving force.

[0028] The second synchronizer 12 is engaged with the first drive reduction gear 11 via a shift fork. Power is input to the input shaft 1, which drives the second synchronizer 12 to rotate, thereby causing the first drive reduction gear 11 to rotate as well. The first drive reduction gear 11 drives the first driven reduction gear 61, which meshes with it, to rotate, causing the bridge shaft 6 to rotate. The bridge shaft 6 drives the second drive gear 62 to rotate, which in turn drives the second driven reduction gear 21, which meshes with it, to rotate. The second driven reduction gear 21 drives the gear shaft 2 to rotate, causing the bevel gear 22 on the gear shaft 2 to rotate. The bevel gear 22 meshes with the bevel gear 31 and rotates, driving the intermediate shaft 3 to rotate. The first synchronizer 34 is engaged with the slow gear drive gear 33 via a shift fork, thereby driving the slow gear drive gear 33 to rotate, causing the slow gear driven gear 42, which meshes with the slow gear drive gear 33, to rotate as well, achieving four-stage reduction. This enables the dual-force main reduction gear assembly for three-wheeled motorcycles to travel on steep slopes or other road conditions requiring greater deceleration or stronger driving force.

[0029] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications made to the present utility model by those skilled in the art without departing from the spirit of the present utility model shall fall within the protection scope of the present utility model.

Claims

1. A dual-force reduction gear assembly for a three-wheeled motorcycle, comprising a reduction gear housing (5) and a differential (4), wherein a fast-gear driven gear (41) and a slow-gear driven gear (42) are respectively fixed on both sides of the housing of the differential (4), the fast-gear driven gear (41) meshes with a fast-gear drive gear (32) on an intermediate shaft (3) with clearance fit, the slow-gear driven gear (42) meshes with a slow-gear drive gear (33) on the intermediate shaft (3) with clearance fit, a first synchronizer (34) is provided between the fast-gear drive gear (32) and the slow-gear drive gear (33), a bevel gear (31) is circumferentially fixed at one end of the intermediate shaft (3), the bevel gear (31) meshes with a bevel gear (22) on a gear shaft (2), characterized in that: A second driven reduction gear (21) is circumferentially fixed on the gear shaft (2). The second driven reduction gear (21) is slidably engaged with an input shaft (1) through a bearing. A first driving reduction gear (11) is clearance-fitted on the input shaft (1). A second synchronizer (12) is disposed on the input shaft (1) and located between the first driving reduction gear (11) and the second driven reduction gear (21). A bridge shaft (6) is arranged parallel to the input shaft (1). The bridge shaft (6) is circumferentially fixed with the first driven reduction gear (61) and the second driving reduction gear (62). The first driving reduction gear (11) meshes with the first driven reduction gear (61), and the second driving reduction gear (62) meshes with the second driven reduction gear (21).

2. The dual-addition main reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The reduction ratio between the first driven reduction gear (61) and the first driving reduction gear (11) is 1.

28.

3. The dual-addition main reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The reduction ratio between the second driven reduction gear (21) and the second driving reduction gear (62) is 1.

64.

4. The dual-addition main reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The reduction ratio between the fast gear driven gear (41) and the fast gear driving gear (32) is 1.

19.

5. The dual-addition main reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The reduction ratio between the slow-speed driven gear (42) and the slow-speed driving gear (33) is 2.

71.

6. The dual-addition main reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The reduction ratio between the bevel gear (22) and the convex gear (31) is 3.

71.

7. The dual-further reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The first synchronizer (34) and the second synchronizer (12) both include a gear hub and a coupling sleeve. The gear hub of each synchronizer is fixed to the shaft circumferentially by an internal spline, and the gear hub is fixed to the coupling sleeve circumferentially by an external spline. Each coupling sleeve is connected to a shift fork.

8. The dual-further reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The reducer housing (5) is provided with a first chamber (51) and a second chamber (52). The first chamber (51) and the second chamber (52) are connected. The input shaft (1) and the bridge shaft (6) are supported by bearings in the first chamber (51). The intermediate shaft (3) is supported by bearings in the second chamber (52). The gear shaft (2) is supported at one end of the bearing in the first chamber (51) and at the other end in the second chamber (52).

9. The dual-addition main reducer assembly for a three-wheeled motorcycle according to claim 8, characterized in that: The reducer housing (5) is provided with an end cover (53). One end of the input shaft (1) and the bridge shaft (6) are supported in the end cover (53) by bearings, and the other end is supported in the reducer housing (5) by bearings.

10. The dual-addition main reducer assembly for a three-wheeled motorcycle according to claim 1, characterized in that: The first active reduction gear (11), the second driven reduction gear (21), the fast gear active gear (32), and the slow gear active gear (33) are all double gears.

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