Arc cone gear and anti-swing transmission assembly

Abstract

The utility model relates to gear drive technical field, specifically disclose a kind of arc bevel gear, including hollow bevel gear body, bevel gear body includes integrally formed and sequentially connected gear portion and shaft sleeve portion along the axial direction, multiple circumferential bevel gears are arranged in gear portion, shaft sleeve portion is used to be sleeved on the shaft, and the outer periphery of shaft sleeve portion is provided with at least one positioning step for installing bearing.A kind of anti-swing transmission assembly, including mutually perpendicular first transmission shaft and second transmission shaft, sliding sleeve is axially slidably connected on the first transmission shaft, the first transmission shaft is provided with two arc bevel gears in sliding sleeve two sides, the tooth surface of two arc bevel gears is oppositely arranged, sliding sleeve is used to be engaged or separated with one of arc bevel gears through connecting portion, and intermediate bevel gear is fixedly installed on the second transmission shaft, and intermediate bevel gear can be engaged with two arc bevel gears simultaneously.The present scheme is used to solve the problem of poor rigidity and easy swing of transmission chain caused by the need for gear sleeve in the transmission process due to the design of the arc bevel gear.

Description

Technical Field

[0001] This utility model relates to the field of gear transmission technology, specifically to an arc bevel gear and an anti-sway transmission component. Background Technology

[0002] Spiral bevel gears are key components for changing the direction of power transmission and are widely used in transmission systems of vehicles, machine tools, and other applications. Their meshing stability and transmission accuracy directly affect the performance and reliability of the entire transmission system. In transmission components that require reversing functions, two spiral bevel gears with opposing tooth surfaces are typically mounted on the shaft. A sliding sleeve is used to select which gear to mesh with, thereby changing the output direction.

[0003] Currently, the bevel gears in these reversing mechanisms mostly employ an indirect connection method that includes an independent "gear sleeve." For example, utility model patent CN217125048U discloses "a reversing mechanism, engine, transmission system, and three-wheeled motorcycle." In this mechanism, the forward output bevel gear assembly includes a forward gear sleeve loosely fitted on the output shaft, and the forward output bevel gear is then connected to the outside of this gear sleeve. Power needs to be transmitted from the input bevel gear to the forward output bevel gear, then to the forward gear sleeve, and finally to the output shaft via the sliding sleeve assembly. Another patent, CN216636756U, "a three-wheeled motorcycle, transmission system, engine, and reversing mechanism," also requires power to be transmitted via a bevel gear and an intermediate gear sleeve before finally reaching the output shaft.

[0004] This multi-stage transmission structure of "arc bevel gear—gear sleeve—sliding sleeve—shaft" has inherent defects: First, the large number of parts and complex structure increase manufacturing costs and assembly errors. Second, as an independent thin-walled part, the gear sleeve, loosely fitted on the shaft, accumulates errors in its fit clearance with the shaft and its connection clearance with the arc bevel gear, resulting in insufficient rigidity of the transmission chain. Under impact loads or during forward / reverse switching, radial oscillation and meshing impacts are easily generated, not only producing noise but also severely affecting the smoothness and reliability of the transmission and accelerating wear on parts. Furthermore, the presence of the gear sleeve increases the axial dimension of the entire transmission structure, hindering compact design.

[0005] Furthermore, in the traditional transmission layout of three-wheeled motorcycles, the output shaft of the existing reversing mechanism is used as the drive input end of the rear axle, and its position is usually off-center from the vehicle's centerline, which is the so-called "off-center design". For example, the "three-wheeled motorcycle" with patent publication number CN202320652U and the "new type of transmission device for a three-wheeled motorcycle" with patent publication number CN201362180Y are all output shafts of the reversing mechanism. This layout directly results in the left and right half-shafts connecting the differential having unequal lengths.

[0006] Unequal-length half-shafts can trigger a series of chain problems: First, they increase the variety of parts in inventory and management costs; second, they cause uneven stress and different wear rates on the left and right sides of the transmission system, increasing the frequency of asymmetrical maintenance. More seriously, this also brings significant safety hazards: when the vehicle accelerates, it experiences "torque steer" towards the shorter half-shaft, forcing the driver to continuously apply corrective force to maintain direction, severely interfering with straight-line stability; at the same time, the difference in the dynamic characteristics of the left and right half-shafts also causes inconsistent handling when turning left and right, further increasing driving burden and risk. Utility Model Content

[0007] The present invention aims to provide an arc bevel gear and an anti-sway transmission component to solve the problems of poor transmission chain rigidity and easy swaying caused by the current arc bevel gear design, which requires the use of gear sleeves in the transmission process.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: A bevel gear includes a hollow bevel gear body, the bevel gear body comprising a gear portion and a bushing portion integrally formed and sequentially connected along the axial direction, a plurality of circumferential bevel teeth being disposed on the gear portion, the bushing portion being used to fit onto a shaft, and the outer periphery of the bushing portion being provided with at least one positioning step for mounting a bearing.

[0009] The principles and advantages of this scheme are: 1. Simplified Structure and Increased Rigidity: This solution integrates the bevel gear portion with the bushing portion, completely eliminating the separate "gear bushing" component found in existing technologies. This simplifies the power transmission path from "bevel gear → gear bushing → sliding sleeve → shaft" to "bevel gear → sliding sleeve → shaft." It eliminates the assembly clearance between the gear bushing and the shaft, shortens the transmission chain, and thus improves the overall rigidity and connection accuracy of the transmission.

[0010] 2. Effective suppression of sway and noise: Due to the increased overall rigidity of the transmission and the reduction of the clearance between one part and its adjacent parts, the radial sway and circumferential impact of the bevel gear are significantly suppressed when subjected to impact loads or during forward / reverse switching. This not only improves the smoothness and reliability of the transmission but also effectively reduces operating noise and minimizes wear on parts caused by sway and impact.

[0011] 3. Provides a basis for compact design: By eliminating the gear sleeve, the axial dimension of the entire transmission structure or the dimension of the bevel gear can be reduced, providing favorable conditions for the compact and lightweight design of the transmission system.

[0012] Preferably, as an improvement, the positioning step includes at least two shaft segments with different diameters to form at least two positioning surfaces for mounting bearings.

[0013] Beneficial effects: By setting up multi-level positioning steps, multiple bearings can be installed or different types of bearings can be used in combination, which further improves the radial and axial load-bearing capacity and stability of the arc bevel gear, and further enhances its anti-sway performance.

[0014] Preferably, as an improvement, the end face of the bushing portion away from the gear portion is provided with a groove, and the inner wall of the groove is provided with an internal spline for transmission engagement with the spline portion of the sliding sleeve.

[0015] Beneficial effects: This solution provides a direct and reliable torque transmission between the bevel gear and the sliding sleeve through spline connection.

[0016] Preferably, as an improvement, the tooth tip of the internal spline is machined with a guide structure at the outer axial end to facilitate the smooth introduction of the sliding sleeve spline, reduce the impact and wear during meshing, and make the engagement process smoother.

[0017] Preferably, as an improvement, the guide structure is a V-shaped guide chamfer.

[0018] Preferably, as an improvement, the bearing installed on the positioning step is at least one of a radial bearing, a thrust bearing, or a radial-thrust bearing, so as to flexibly select the bearing type according to different load requirements and improve the flexibility and adaptability of the design.

[0019] This utility model also provides an anti-sway transmission component, including a first transmission shaft and a second transmission shaft that are perpendicular to each other. A sliding sleeve is axially slidably connected to the first transmission shaft. Two arc-shaped bevel teeth are loosely fitted on both sides of the sliding sleeve on the first transmission shaft. The tooth surfaces of the two arc-shaped bevel teeth are arranged opposite to each other. The sliding sleeve is used to engage or disengage with one of the arc-shaped bevel teeth through a connecting part. A middle bevel tooth is fixedly installed on the second transmission shaft. The middle bevel tooth can simultaneously mesh with the two arc-shaped bevel teeth.

[0020] Beneficial effects: The transmission component of this solution utilizes the constant meshing of two integrated arc bevel teeth and the middle bevel tooth, combined with the sliding sleeve to switch the power path, resulting in a short transmission chain, compact structure, and high rigidity.

[0021] In addition, each arc bevel tooth is independently and stably supported by the bearings it can be installed on, which makes the two arc bevel teeth have consistent support stiffness when subjected to force. Even if the transmission direction of the middle bevel tooth is changed after the sliding sleeve slips, the force difference between the two arc bevel teeth symmetrically arranged on the first transmission shaft can be reduced compared with the prior art, thus improving the force balance and reliability of the entire transmission assembly.

[0022] Preferably, as an improvement, the connecting parts at both ends of the sliding sleeve are splined parts, and the gear part with the bevel teeth has a countersunk groove. The inner wall of the countersunk groove is provided with an internal spline for transmission engagement with the splined part of the sliding sleeve, so as to improve the reliability of transmission.

[0023] Preferably, as an improvement, the first drive shaft is an input shaft and the second drive shaft is an output shaft.

[0024] Beneficial effects: In this solution, the second drive shaft with the intermediate bevel gear is used as the output shaft in the entire anti-sway transmission assembly. Compared with the existing technology where the reverse bevel gear and the sliding sleeve are installed on the output shaft, the output shaft of this solution does not have the empty sleeve of the intermediate bevel gear on the output shaft. This makes the torsional rigidity of the output shaft stronger, which can more effectively resist the torsional deformation caused by load changes. The power response is more direct, which helps to improve the smoothness and reliability of the transmission.

[0025] Preferably, as an improvement, it also includes a countershaft at the output end of the gearbox, the countershaft being parallel to the first drive shaft, and the countershaft being connected to the first drive shaft in a transmission connection.

[0026] Beneficial effects: This solution optimizes the transmission layout, allowing engine power to be directly transmitted to the input shaft located on the same side via the gearbox countershaft, thus achieving a centered layout of the output shaft throughout the vehicle. This enables the left and right half-shafts connecting the rear wheels to be manufactured to equal length, fundamentally avoiding the problem of unequal half-shaft lengths caused by traditional off-center shaft designs. Consequently, it eliminates maintenance and safety hazards such as complex parts management, asymmetrical wear, and poor vehicle handling stability. Attached Figure Description

[0027] Figure 1 This is a three-dimensional structural diagram of the arc-shaped bevel tooth according to Embodiment 1 of this utility model.

[0028] Figure 2 for Figure 1 A schematic diagram of the three-dimensional structure after rotating 180°.

[0029] Figure 3 for Figure 1 Axial section view.

[0030] Figure 4 This is a three-dimensional structural diagram of the anti-sway transmission component according to Embodiment 2 of this utility model.

[0031] Figure 5 for Figure 4 The 3D structural diagram behind the shift fork shaft is not displayed.

[0032] Figure 6 for Figure 5 Top view.

[0033] Figure 7 for Figure 6 The top sectional view (in this view, the sliding sleeve is not connected to any of the bevel gear drives).

[0034] Figure 8This is a cross-sectional view of the shift fork moving the sliding sleeve to the right to engage with the right-side bevel spline to form a transmission connection.

[0035] Figure 9 This is a three-dimensional structural diagram of Embodiment 3 of the present invention.

[0036] Figure 10 for Figure 9 Top view.

[0037] The reference numerals in the accompanying drawings include: bevel gear 1, gear part 11, internal spline 111, chamfer 112, bushing part 12, positioning step 121, first drive shaft 2, second drive shaft 3, intermediate bevel gear 31, sliding sleeve 4, external spline 41, shift fork 5, shift fork shaft 6, countershaft 7, driving gear 71, driven gear 21, dropper 8, and bearing 10. Detailed Implementation

[0038] The following detailed description illustrates the specific implementation method: Example 1 Combination Figures 1 to 3 A bevel gear includes a hollow bevel gear body. The bevel gear body includes a gear portion 11 and a bushing portion 12 integrally formed and sequentially connected along the axial direction. A plurality of circumferential bevel teeth are integrally formed on the gear portion 11. The bushing portion 12 is used to fit on a shaft. The outer periphery of the bushing portion 12 is provided with at least one level of positioning steps 121 for mounting bearings. In this embodiment, the positioning steps 121 are taken as two levels. Each positioning step 121 forms a positioning surface for mounting bearings. The bearing mounted on the positioning step 121 is at least one of a radial bearing, a thrust bearing, or a radial-thrust bearing.

[0039] A countersunk groove is provided on the end face of the bushing portion 12 away from the gear portion 11, that is, a countersunk groove is provided on the end face of the gear portion 11. The inner wall of the countersunk groove is formed with an internal spline 111 for transmission engagement with the spline portion of the sliding sleeve 4. The tooth tip of the internal spline 111 is machined with a guide structure 112 at the outer end of the axial direction. The guide structure 112 is a V-shaped guide chamfer.

[0040] In this embodiment, the bevel gear 1 is integrally formed with the gear part 11 and the bushing part 12, and the bearing positioning step 121 is integrated into the bushing part 12, realizing the direct installation of the bearing on the bevel gear 1, eliminating the need for the independent gear sleeve in the traditional structure. This not only simplifies the structure and reduces the number of parts and assembly steps, but more importantly, by eliminating the fit clearance between the gear sleeve and the shaft, it greatly enhances the support stiffness and rotational accuracy of the bevel gear 1 during transmission, thereby effectively suppressing vibration and noise, and reducing the radial wobble and circumferential impact of the bevel gear 1. At the same time, the countersunk groove and internal spline 111 structure on the end face of the bushing part 12 provide an interface for direct and efficient torque transmission with the sliding sleeve 4, and its V-shaped guide structure 112 ensures the smooth and stable spline meshing process of the sliding sleeve 4, reducing impact wear, and further improving the reliability and life of the entire transmission system.

[0041] Example 2 Combination Figures 4 to 8 An anti-sway transmission component includes a first transmission shaft 2 and a second transmission shaft 3 arranged vertically. The first transmission shaft 2 is coupled to a sliding sleeve 4 through a spline structure. The sliding sleeve 4 can slide axially on the first transmission shaft 2. In this embodiment, the sliding sleeve 4 has an annular groove in the middle, and a shift fork 5 is inserted in the annular groove. The movement of the sliding sleeve 4 can be driven by the shift fork 5. The shift fork 5 is connected to a shift fork shaft 6. By controlling the movement of the shift fork shaft 6, the shift fork 5 can be driven to move axially.

[0042] The first drive shaft 2 has two symmetrically arranged arc bevel teeth 1, as in Embodiment 1, with the tooth surfaces of the two arc bevel teeth 1 facing each other. The sliding sleeve 4 has connecting parts machined at both ends of the axial direction. The connecting parts are splined parts constructed with external splines 41. The splined parts of the sliding sleeve 4 can be inserted into the groove of the arc bevel tooth 1 and connected with the internal spline 111 on the arc bevel tooth 1 to transmit torque. After the sliding sleeve 4 moves axially, it can only form a transmission connection with one side of the arc bevel tooth 1 through the spline at most.

[0043] A middle bevel tooth 31 is fixedly installed on the second drive shaft 3. The middle bevel tooth 31 is located between the two arc bevel teeth 1 and meshes with both of them at the same time, so that the middle bevel tooth 31 always maintains meshing with the two arc bevel teeth 1.

[0044] This embodiment utilizes the constant meshing of two integrated arc bevel teeth 1 with the intermediate bevel teeth 31, combined with the sliding sleeve 4 to switch the power path, resulting in a short transmission chain, compact structure, and high rigidity.

[0045] In addition, each conical tooth 1 is independently and stably supported by the bearing 10 that it can be installed on, which makes the two conical teeth 1 have consistent support stiffness when subjected to force. Even if the transmission direction of the middle conical tooth 31 is changed after the sliding sleeve 4 slides, the force difference between the two conical teeth 1 symmetrically arranged on the first transmission shaft 2 can be reduced compared with the prior art, thus improving the force balance and reliability of the entire transmission assembly.

[0046] Example 3 Combination Figures 9 to 10 This third embodiment is a further improvement on the second embodiment, as detailed below: First, the first drive shaft 2 is the input shaft, and the second drive shaft 3 is the output shaft.

[0047] Second, it also includes a secondary shaft 7 at the output end of the gearbox. The secondary shaft 7 is parallel to the first transmission shaft 2 and is connected to the first transmission shaft 2. In this embodiment, a driving gear 71 is fixed on the secondary shaft 7 and a driven gear 21 is fixed on the first transmission shaft 2. The driving gear 71 and the driven gear 21 are connected by external meshing of a dropper 8 to achieve gear transmission, so as to transmit the power of the secondary shaft 7 to the first transmission shaft 2. Of course, the transmission connection between the secondary shaft 7 and the first transmission shaft 2 can also be achieved by using a sprocket and chain or a pulley and belt to achieve the purpose of the first transmission shaft 2 as an input shaft.

[0048] This embodiment optimizes the transmission layout by installing anti-sway transmission components at the output end of the engine-transmission system, serving as a reversing structure after the transmission output. In this configuration, engine power is directly transmitted to the input shaft arranged on the same side via the transmission countershaft 7, achieving a centered layout of the output shaft throughout the vehicle. This allows the left and right half-shafts connecting the rear wheels to be manufactured to equal length, fundamentally avoiding the problem of unequal half-shaft lengths caused by traditional off-center designs. This eliminates maintenance and safety hazards such as complex parts management, asymmetrical wear, and poor vehicle handling stability.

[0049] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. An arc-shaped bevel gear, comprising a hollow bevel gear body, characterized in that: The bevel gear body includes a gear part and a bushing part that are integrally formed and connected sequentially along the axial direction. Multiple circumferential bevel teeth are arranged in the gear part, and the bushing part is used to fit on the shaft. The outer periphery of the bushing part is provided with at least one positioning step for installing bearings.

2. The arc-shaped bevel tooth according to claim 1, characterized in that: The positioning step includes at least two shaft segments with different diameters to form at least two positioning surfaces for mounting bearings.

3. The arc-shaped bevel tooth according to claim 1, characterized in that: The end face of the bushing portion away from the gear portion is provided with a groove, and the inner wall of the groove is provided with an internal spline for transmission engagement with the spline portion of the sliding sleeve.

4. The arc-shaped bevel tooth according to claim 3, characterized in that: The tooth tip of the internal spline has a guide structure machined at its axial outer end.

5. The arc-shaped bevel tooth according to claim 4, characterized in that: The guide structure has a V-shaped guide chamfer.

6. The arc-shaped bevel tooth according to claim 1, characterized in that: The bearing installed on the positioning step is at least one of a radial bearing, a thrust bearing, or a radial-thrust bearing.

7. A sway-resistant transmission assembly, comprising a first transmission shaft and a second transmission shaft perpendicular to each other, a sliding sleeve axially slidably connected to the first transmission shaft, two arc-shaped bevel teeth loosely fitted on both sides of the sliding sleeve on the first transmission shaft, the tooth surfaces of the two arc-shaped bevel teeth being arranged opposite to each other, the sliding sleeve being used to engage or disengage with one of the arc-shaped bevel teeth through a connecting part, and a middle bevel tooth fixedly mounted on the second transmission shaft, the middle bevel tooth being capable of simultaneously meshing with both arc-shaped bevel teeth, characterized in that: The arc-shaped bevel tooth is the arc-shaped bevel tooth as described in any one of claims 1-6.

8. The anti-sway transmission assembly according to claim 7, characterized in that: The connecting parts at both ends of the sliding sleeve are splined parts, and the gear part with the arc bevel teeth has a countersunk groove. The inner wall of the countersunk groove is provided with an internal spline for transmission and engagement with the splined part of the sliding sleeve.

9. The anti-sway transmission assembly according to claim 7, characterized in that: The first drive shaft is an input shaft, and the second drive shaft is an output shaft.

10. The anti-sway transmission assembly according to claim 9, characterized in that: It also includes a countershaft at the output end of the gearbox, which is parallel to the first drive shaft and is connected to the first drive shaft.

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