Automatic transmission retarder

Abstract

The utility model discloses an automatic gear shifting speed reducer, include: speed reducer body, motor drive system, controller and sensor component, the cavity structure of being equipped with the accommodation space in the inside is to speed reducer body, and speed reducer body includes shell, differential mechanism, variable speed gear assembly, and differential mechanism, variable speed gear assembly are connected through the bearing of corresponding setting with the shell activity, and differential mechanism and variable speed gear assembly are connected through the meshing of corresponding gear, and motor drive system includes motor, shift fork mechanism, and motor receives controller signal and is driven through shift fork mechanism corresponding gear switch its meshing state, and the closed -loop control system of sensor component and controller constitution, and controller sends the gear shift instruction based on preset algorithm, and controller preset speed band gear shift logic. The utility model discloses simple structure, low in cost, is convenient for maintaining, and high reliability, and can self -adaptation working condition, utilizes motor and controller and realizes automation, through sensor real -time monitoring, avoids the gear shift impact, prolongs the gear life.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission technology, and in particular to an automatic gear shifter. Background Technology

[0002] An automatic transmission reducer (also known as an automatic gearbox or automatic gear reducer) is a mechanical device that can automatically adjust the transmission ratio according to the input speed, load or external conditions. The torque distribution is actively adjusted by sensors and electronic control systems and is widely used in vehicles, industrial equipment and robots.

[0003] However, existing automatic transmission reducers suffer from problems such as complex structure, high manufacturing cost, difficult maintenance, and the need for regular oil or component replacements. Furthermore, most existing three-wheeled vehicles use manual mechanical transmissions, which have the following drawbacks: 1. Complex operation: Frequent gear shifting increases the driver's burden, especially unfriendly to elderly or novice users; 2. Low efficiency: Fixed transmission ratios are difficult to match complex road conditions (such as climbing hills or heavy loads), leading to high fuel consumption or insufficient power; 3. Poor reliability: Manual shifting errors can easily cause gear impact, shortening lifespan. Especially for the application scenarios of three-wheeled vehicles, existing automatic transmission solutions such as CVT or AT are not suitable. Although some automatic transmission solutions (such as CVT) exist for three-wheeled vehicles, their high cost and complex structure make them unsuitable for low-cost three-wheeled vehicles. This utility model's automatic transmission reducer achieves automatic transmission ratio adjustment through the collaboration of sensors and an electronic control system, making it suitable for low-speed cargo three-wheeled vehicles, agricultural transport vehicles, and other similar scenarios.

[0004] Therefore, there is an urgent need for an automatic gear reducer that is simple in structure, safe, reliable, has high transmission efficiency, is easy to use, low in cost, easy to maintain, and can adapt to different working conditions. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide an automatic gear reducer that is simple in structure, safe, reliable, has high transmission efficiency, is easy to use, low in cost, easy to maintain, and can adapt to working conditions.

[0006] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows:

[0007] An automatic gear shift reducer for use in a three-wheeled vehicle includes: a reducer body, a motor drive system, a controller, and a sensor assembly. The reducer body is a cavity structure with an internal accommodating space. The reducer body includes a housing and a differential and a gear assembly integrated inside the housing. The differential and the gear assembly are movably connected to the housing via corresponding bearings. The differential and the gear assembly are connected by corresponding gear meshing. The motor drive system includes a motor and a shift fork mechanism. The motor is located outside the reducer body. The sensor assembly is located on the reducer body. The motor receives signals from the controller. The motor drives the corresponding gear to switch its meshing state through the shift fork mechanism. The sensor assembly and the controller form a closed-loop control system. The controller sends shift commands based on a preset algorithm. The controller presets shift logic for speed bands.

[0008] In the above structure, the outer shell includes a front shell and a rear shell. The interior of the front shell and the rear shell are provided with slots for mounting the bearings, corresponding to the differential and the transmission gear assembly. The front shell and the rear shell are provided with a first shaft hole, a second shaft hole, and a third shaft hole, corresponding to the slots. The second shaft hole and the third shaft hole match the first half-shaft and the second half-shaft corresponding to the differential. The exterior of the rear shell is provided with a first mounting platform. The sides of the front shell and the rear shell are provided with a second mounting platform for fixing the motor, corresponding to the transmission gear assembly. The front shell and the rear shell are connected by screws through corresponding connecting holes.

[0009] In the above structure, the transmission gear assembly includes a first gear shaft, a second helical gear shaft, a third helical gear shaft, and a plurality of corresponding gears. The first gear shaft is integrally provided with a first helical gear and passes through a first shaft hole. The two ends of the first gear shaft, the second helical gear shaft, and the third helical gear shaft are respectively movably connected to the front housing and the rear housing through corresponding bearings. The second helical gear shaft is provided with a second helical gear, a third helical gear, and a fourth helical gear. The second helical gear, the third helical gear, and the second helical gear shaft are integrally provided. The fourth helical gear is located outside the second helical gear and is movably connected to the second helical gear shaft. The third helical gear shaft is provided with a fifth helical gear, a sixth helical gear, and a seventh helical gear. The fifth helical gear is integrally provided with the third helical gear shaft, and the sixth and seventh helical gears are movably connected to the third helical gear shaft.

[0010] In the above structure, the first helical gear meshes with the fourth helical gear, the fourth helical gear meshes with the sixth helical gear, the second helical gear meshes with the sixth helical gear, and the third helical gear meshes with the seventh helical gear.

[0011] In the above structure, the first gear shaft, the second helical gear shaft, the third helical gear shaft, and the corresponding gears are all made of carburized steel.

[0012] In the above structure, the shift fork mechanism includes a shift fork and a synchronizer movably mounted on the third helical gear shaft. The synchronizer includes a gear sleeve, and a groove matching the shift fork is circumferentially embedded on the top of the gear sleeve. The shift fork mechanism is used to switch the meshing state of the sixth and seventh helical gears corresponding to the second and third helical gears, thereby realizing the change of different gears.

[0013] In the above structure, a swing block is provided on the output shaft of the motor. The swing block is movably connected to the shift fork. The motor receives the controller signal and drives the swing block to rotate, thereby moving the shift fork to switch the gear meshing state. The motor is a DC servo motor, and the output torque of the motor is matched with the shifting resistance.

[0014] In the above structure, the sensor assembly includes a speed sensor, a torque sensor, a temperature sensor, and a vibration sensor. The torque sensor, temperature sensor, vibration sensor, and speed sensor are respectively mounted on the housing. The torque sensor, temperature sensor, vibration sensor, and speed sensor are electrically connected to the controller. The speed sensor is used to measure the output gear, and the transmission ratio is adjusted in real time through the speed sensor and the controller.

[0015] In the above structure, the differential includes a differential housing and a half-shaft bevel gear, a planetary gear, and a planetary shaft disposed inside it. The half-shaft bevel gear meshes with the planetary gear, and the planetary gear is sleeved on the planetary shaft. The differential housing is movably provided with an eighth helical gear, which meshes with the fifth helical gear.

[0016] The beneficial effects of this utility model are as follows:

[0017] This invention, based on a traditional mechanical differential, incorporates electronic sensors and an electronically controlled clutch to adjust torque distribution in real time, enhancing handling limits. A sensor mounted in the housing measures the output gear speed, and a microcomputer (chip-based programmable controller) divides the output gear speed into several bands. The shift actuator receives instructions from the microcomputer and executes shifts, achieving smooth gear changes. No manual intervention is required; gears are automatically switched based on operating conditions (such as vehicle speed and torque requirements), maintaining efficient operation and balancing efficiency and power. It can downshift to increase torque during vehicle acceleration and upshift to save fuel during high-speed cruising, preventing engine or motor overload, extending equipment life, and simplifying operation for drivers, eliminating concerns about improper (or difficult) gear shifting. This invention features a simple, safe, and reliable structure, high transmission efficiency, ease of use, low cost, and convenient maintenance. It adapts to operating conditions, achieving automation through a motor and controller, and real-time monitoring via sensors to avoid shifting shocks and extend gear life. Attached Figure Description

[0018] Figure 1 This is a front view of an embodiment of the automatic gear shifter of this utility model;

[0019] Figure 2 This is a right view of an embodiment of the automatic gear shifter of this utility model;

[0020] Figure 3 This is a rear view of an embodiment of the automatic gear shifter of this utility model;

[0021] Figure 4 This is one of the cross-sectional views of an embodiment of the automatic gear shifter of this utility model.

[0022] Figure 5 This is a second cross-sectional view of an embodiment of the automatic gear shifter of this utility model;

[0023] Figure 6 This is a schematic diagram of the internal structure of an embodiment of the automatic gear shifting reducer of this utility model.

[0024] In the diagram, 1-reducer body, 2-differential, 3-bearing, 4-motor, 5-first gear shaft, 6-second helical gear shaft, 7-third helical gear shaft, 8-first helical gear, 9-second helical gear, 10-third helical gear, 11-fourth helical gear, 12-fifth helical gear, 13-sixth helical gear, 14-seventh helical gear, 15-shift fork, 16-synchronizer, 17-swing block, 18-half-shaft bevel gear, 19-planetary gear, 20-planetary shaft, 21-eighth helical gear, 22-front housing, 23-rear housing. Detailed Implementation

[0025] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. It should be noted that these descriptions are for the purpose of aiding understanding of this utility model, but do not constitute a limitation thereof. Furthermore, the technical features involved in the various embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0026] like Figure 1-6 As shown, an automatic gear reducer is used in a three-wheeled vehicle. It includes: a reducer body 1, a motor drive system, a controller, and a sensor assembly. The reducer body 1 is a cavity structure with an internal accommodating space. The reducer body 1 includes a housing and a differential 2 and a gear assembly integrated inside the housing. The differential 2 and the gear assembly are movably connected to the housing via corresponding bearings 3. The differential 2 and the gear assembly are connected by corresponding gear meshing. The motor drive system includes a motor 4 and a shift fork mechanism. The motor 4 is located outside the reducer body 1, and the sensor assembly is located on the reducer body 1. The motor 4 receives signals from the controller and drives the corresponding gear to switch its meshing state via the shift fork mechanism. The sensor assembly and the controller form a closed-loop control system. The controller sends shift commands based on a preset algorithm, and the controller presets shift logic for different speed bands.

[0027] Specifically, in this embodiment, a speed sensor is installed on the outer casing to monitor the output gear speed in real time. The controller is located outside the reducer body 1 and is electrically connected to the motor 4 and the sensor assembly. After analysis, the controller drives the motor 4 to adjust the gear meshing state. The controller presets multiple speed bands and generates shift commands according to the speed band of the output gear to achieve automatic shifting. The controller sends shift commands based on a preset algorithm (such as speed band division). The differential 2 is connected to the output gear to transmit power to the wheels.

[0028] Specifically, in this embodiment, the present invention achieves gear shifting through a motor 2 and a shift fork mechanism (gear shifting actuator): the motor 2 receives a signal from the controller, drives the swing block 16 to rotate, and moves the shift fork 15 to switch gear engagement states. The present invention monitors the output speed through a sensor, and the controller analyzes the data and drives the motor 4 to adjust the gear engagement state, achieving automatic gear shifting. The present invention supports automatic mode (adjusted according to speed / load) and manual mode (forced gear shifting via a button). The present invention has a simple structure, low cost, and significantly improves driving convenience and transmission efficiency.

[0029] Specifically, in this embodiment, the gear assembly uses carburized steel helical gears, and the controller has preset speed band shifting logic.

[0030] In a preferred embodiment of this utility model, the outer shell includes a front shell 22 and a rear shell 23. The interior of the front shell 22 and the rear shell 23 are provided with slots for mounting bearings 3 corresponding to the differential 2 and the transmission gear assembly. The front shell 22 and the rear shell 23 are provided with a first shaft hole, a second shaft hole, and a third shaft hole corresponding to the slots. The second shaft hole and the third shaft hole match the first half shaft and the second half shaft provided corresponding to the differential 2. The exterior of the rear shell is provided with a first mounting platform. The sides of the front shell and the rear shell are provided with a second mounting platform for fixing the motor 4 corresponding to the transmission gear assembly. The front shell 22 and the rear shell 23 are connected by screws through corresponding connecting holes.

[0031] Specifically, in this embodiment, the front shell 22 and the rear shell 23 are respectively provided with a first flange and a second flange extending circumferentially on their outer sides. The first flange and the second flange match each other. The first flange and the second flange are uniformly provided with a plurality of internal threaded holes. The front shell 22 and the rear shell 23 are connected by screws through the corresponding plurality of internal threaded holes.

[0032] In a preferred embodiment of this utility model, the transmission gear assembly includes a first gear shaft 5, a second helical gear shaft 6, a third helical gear shaft 7, and a plurality of gears correspondingly arranged. A first helical gear 8 is integrally provided on the first gear shaft 5, and the first gear shaft 5 passes through the first shaft hole. The two ends of the first gear shaft 5, the second helical gear shaft 6, and the third helical gear shaft 7 are respectively movably connected to the front housing and the rear housing through correspondingly arranged bearings 3. A second helical gear 9, a third helical gear 10, and a fourth helical gear 11 are provided on the second helical gear shaft 6. The second helical gear 9, the third helical gear 10, and the second helical gear shaft 6 are integrally provided. The fourth helical gear 11 is located outside the second helical gear 9 and is movably connected to the second helical gear shaft 6. A fifth helical gear 12, a sixth helical gear 13, and a seventh helical gear 14 are provided on the third helical gear shaft 7. The fifth helical gear 12 is integrally provided with the third helical gear shaft 7, and the sixth helical gear 13 and the seventh helical gear 14 are movably connected to the third helical gear shaft 7.

[0033] Specifically, in this embodiment, the present invention employs a helical gear design to reduce noise, and the surface of the gear shaft is treated with carburizing to improve wear resistance. The first gear shaft 5, the second helical gear shaft 6, and the third helical gear shaft 7 are axially supported by bearings at both ends, and the first gear shaft, the second gear shaft, and the third gear shaft are movably connected to the housing through bearings provided on both sides.

[0034] In a preferred embodiment of the present invention, the first helical gear 8 is meshed with the fourth helical gear 11, the fourth helical gear 11 is meshed with the sixth helical gear 13, the second helical gear 9 is meshed with the sixth helical gear 13, and the third helical gear 10 is meshed with the seventh helical gear 14.

[0035] In a preferred embodiment of this utility model, the first gear shaft 5, the second helical gear shaft 6, the third helical gear shaft 7, and the corresponding gears are all made of carburized steel.

[0036] In a preferred embodiment of the present invention, the shift fork mechanism includes a shift fork 15 and a synchronizer 17 movably disposed on the third helical gear shaft 7. The synchronizer 17 includes a gear sleeve, the top of which is circumferentially embedded with a groove that matches the shift fork 15. The shift fork mechanism is used to switch the meshing state of the sixth helical gear 13 and the seventh helical gear 14 corresponding to the second helical gear 9 and the third helical gear 10, thereby realizing the change of different gears.

[0037] Specifically, in this embodiment, the external motor 4 is connected to the shift fork mechanism and is linked to the ground gear shaft through the swing block 16.

[0038] In a preferred embodiment of this utility model, a swing block 16 is provided on the output shaft of the motor 4. The swing block 16 is movably connected to the shift fork 15. The motor 4 receives a controller signal and drives the swing block 16 to rotate, thereby moving the shift fork 15 to switch the gear meshing state. The motor 4 is a DC servo motor, and the output torque of the motor 4 is matched with the shifting resistance.

[0039] Specifically, in this embodiment, motor 4 is a DC servo motor, whose output torque is matched with the shifting resistance to ensure the reliability of the shifting process. The swing block 16 and the shift fork 15 are engaged by a sliding groove to convert rotational motion into linear motion.

[0040] In a preferred embodiment of this utility model, the sensor assembly includes a speed sensor, a torque sensor, a temperature sensor, and a vibration sensor. The torque sensor, temperature sensor, vibration sensor, and speed sensor are respectively mounted on the housing. The torque sensor, temperature sensor, vibration sensor, and speed sensor are electrically connected to the controller. The speed sensor is used to measure the output gear, and the transmission ratio is adjusted in real time through the speed sensor and the controller.

[0041] Specifically, in this embodiment, the sensor assembly monitors parameters such as speed, torque, and temperature to provide data for gear shifting decisions. When the sensor fails, the low gear is locked by default to ensure the vehicle's basic driving capability.

[0042] In a preferred embodiment of the present invention, the differential 2 includes a differential housing and an internally disposed half-shaft bevel gear 18, a planetary gear 19, and a planetary shaft 20. The half-shaft bevel gear 18 meshes with the planetary gear 19, and the planetary gear 19 is sleeved on the planetary shaft 20. An eighth helical gear 21 is movably disposed on the differential housing, and the eighth helical gear 21 meshes with the fifth helical gear 12.

[0043] Specifically, in this embodiment, a fault protection module is also included. When the sensor fails, the low gear is locked by default to ensure the vehicle's basic driving capability. The automatic transmission reducer monitors the output gear speed in real time through a speed sensor. The controller determines the current operating condition based on a preset speed band and generates a shift command. The motor 4 drives the swing block 16 and the corresponding shift fork 15 to perform the shifting action, thereby realizing the automatic adjustment of the transmission ratio.

[0044] Specifically, in this embodiment, the controller acquires signals by using a Hall sensor to detect the output gear speed (e.g., 0-20km / h is the low speed gear, and 20-40km / h is the medium speed gear); the shifting logic is as follows: when the speed exceeds the threshold for 5 seconds, the controller sends a PWM signal to the motor to drive the swing block to rotate 30° and the shift fork to move and shift gears; the fault handling is as follows: if the sensor signal is lost, the controller switches to the low speed gear and illuminates the fault light.

[0045] The embodiments of this utility model have been described in detail above with reference to the accompanying drawings, but this utility model is not limited to the described embodiments. For those skilled in the art, various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of this utility model, and these variations still fall within the protection scope of this utility model.

Claims

1. An automatic gear shift reducer, said automatic gear shift reducer for three-wheeled vehicles, characterized in that, include: The system comprises a reducer body, a motor drive system, a controller, and a sensor assembly. The reducer body is a cavity structure with an internal accommodating space. The reducer body includes a housing and a differential and a transmission gear assembly integrated inside the housing. The differential and the transmission gear assembly are movably connected to the housing via corresponding bearings. The differential and the transmission gear assembly are connected by corresponding gear meshing. The motor drive system includes a motor and a shift fork mechanism. The motor is located outside the reducer body, and the sensor assembly is located on the reducer body. The motor receives signals from the controller and drives the corresponding gear to switch its meshing state through the shift fork mechanism. The sensor assembly and the controller form a closed-loop control system. The controller sends shift commands based on a preset algorithm, and the controller presets speed band shifting logic.

2. The automatic gear shifter according to claim 1, characterized in that, The housing includes a front housing and a rear housing. The interior of the front housing and the rear housing is provided with slots for mounting the bearings, corresponding to the differential and the transmission gear assembly. The front housing and the rear housing are provided with a first shaft hole, a second shaft hole, and a third shaft hole, corresponding to the slots. The second shaft hole and the third shaft hole match the first half-shaft and the second half-shaft corresponding to the differential. The exterior of the rear housing is provided with a first mounting platform. The sides of the front housing and the rear housing are provided with a second mounting platform for fixing the motor, corresponding to the transmission gear assembly. The front housing and the rear housing are connected by screws through corresponding connecting holes.

3. The automatic gear shifter according to claim 2, characterized in that, The transmission gear assembly includes a first gear shaft, a second helical gear shaft, a third helical gear shaft, and a plurality of corresponding gears. A first helical gear is integrally mounted on the first gear shaft, which passes through a first shaft hole. The first gear shaft, the second helical gear shaft, and the third helical gear shaft are movably connected to the front housing and the rear housing respectively through corresponding bearings. A second helical gear, a third helical gear, and a fourth helical gear are mounted on the second helical gear shaft. The second helical gear, the third helical gear, and the second helical gear shaft are integrally mounted. The fourth helical gear is located outside the second helical gear and is movably connected to the second helical gear shaft. A fifth helical gear, a sixth helical gear, and a seventh helical gear are mounted on the third helical gear shaft. The fifth helical gear is integrally mounted with the third helical gear shaft, and the sixth and seventh helical gears are movably connected to the third helical gear shaft.

4. The automatic gear shifter according to claim 3, characterized in that, The first helical gear meshes with the fourth helical gear, the fourth helical gear meshes with the sixth helical gear, the second helical gear meshes with the sixth helical gear, and the third helical gear meshes with the seventh helical gear.

5. The automatic gear shifter according to claim 4, characterized in that, The first gear shaft, the second helical gear shaft, the third helical gear shaft, and the corresponding gears are all made of carburized steel.

6. The automatic gear shifting reducer according to claim 5, characterized in that, The shift fork mechanism includes a shift fork and a synchronizer movably mounted on the third helical gear shaft. The synchronizer includes a gear sleeve, and a groove matching the shift fork is circumferentially embedded on the top of the gear sleeve. The shift fork mechanism is used to switch the meshing state of the sixth and seventh helical gears corresponding to the second and third helical gears, thereby realizing the change of different gears.

7. The automatic gear shifting reducer according to claim 1, characterized in that, The motor has a corresponding swing block on its output shaft. The swing block is movably connected to the shift fork. The motor receives a signal from the controller and drives the swing block to rotate, thereby moving the shift fork to switch gear engagement states. The motor is a DC servo motor, and the output torque of the motor is matched with the shift resistance.

8. The automatic gear shifting reducer according to claim 2, characterized in that, The sensor assembly includes a speed sensor, a torque sensor, a temperature sensor, and a vibration sensor. The torque sensor, temperature sensor, vibration sensor, and speed sensor are respectively mounted on the housing. The torque sensor, temperature sensor, vibration sensor, and speed sensor are electrically connected to the controller, and the transmission ratio is adjusted in real time through the speed sensor and the controller.

9. The automatic gear shifting reducer according to claim 3, characterized in that, The differential includes a differential housing and an internally disposed half-shaft bevel gear, planetary gear, and planetary shaft. The half-shaft bevel gear meshes with the planetary gear, and the planetary gear is sleeved on the planetary shaft. The differential housing is movably provided with an eighth helical gear, which meshes with the fifth helical gear.

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