Speed change mechanism, engine, and vehicle

Abstract

The utility model discloses a kind of variable speed mechanism, engine and vehicle, comprising: box;Transmission shaft is equipped in box, and the both ends of transmission shaft are respectively equipped with first driving gear and second driving gear;Output shaft is equipped in box, and the both ends of output shaft are respectively rotatably equipped with first driven gear and second driven gear, first driven gear and second driven gear are respectively engaged with first driving gear and second driving gear, and the middle part of output shaft is further connected with connecting gear;Gear position switching unit, gear position switching unit includes gear ring and switching element equipped in box, gear ring is sleeved in output shaft and is engaged with connecting gear, and switching element is connected to gear ring. High-speed gear is formed by the cooperation of first driving gear and first driven gear, low-speed gear is formed by the cooperation of second driving gear and second driven gear, so that vehicle has good heavy-load climbing ability and superior flat road economy.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, specifically to a transmission mechanism, an engine, and a vehicle. Background Technology

[0002] Continuously variable transmission (CVT) engines, especially those with continuously adjustable gear ratios, have been widely used in small vehicles and other applications. These engines typically require a fixed-ratio gearbox to precisely adjust the engine's output speed and torque to meet the actual demands of the wheels or working mechanisms. Therefore, in current technology, the gearboxes paired with CVT engines are mostly single-speed, and the overall speed range of the transmission system depends entirely on the CVT engine's own gear range.

[0003] Although CVT engines can achieve stepless speed regulation, their speed range is usually limited. When a vehicle faces complex operating conditions, such as starting under heavy load, climbing steep slopes, or driving on rough roads, the drive system needs to provide greater torque. When driving at high speed with a light load on flat roads, the system needs to provide higher output speeds. This means that a single fixed gear ratio cannot optimally meet these two very different needs at the same time. In order to obtain sufficient climbing torque, the existing technology usually sets the gear ratio to be relatively large, but this will result in higher engine speeds, increased fuel consumption, and increased noise when driving on flat roads. Conversely, if a smaller gear ratio is set to optimize performance on flat roads, the power for climbing and heavy loads will be insufficient. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a transmission mechanism, engine, and vehicle, which solves the problem of insufficient adaptability of single-speed reduction gearboxes under complex working conditions.

[0005] On one hand, according to an embodiment of the present invention, a speed-changing mechanism includes:

[0006] Box;

[0007] A drive shaft is located in the housing, and a first drive gear and a second drive gear are respectively provided at both ends of the drive shaft;

[0008] The output shaft is located in the housing, and a first driven gear and a second driven gear are respectively rotatably provided at both ends of the output shaft. The first driven gear and the second driven gear mesh with the first driving gear and the second driving gear respectively. A connecting gear is also engaged in the middle of the output shaft.

[0009] The gear shifting unit includes a gear ring and a shifting element disposed in the housing. The gear ring is sleeved on the output shaft and meshes with a connecting gear. The shifting element is connected to the gear ring and is used to drive the gear ring to move axially so that it meshes with a first driven gear or a second driven gear to perform gear shifting.

[0010] Preferably, the switching element includes:

[0011] An adjusting rod, which can slide through the housing;

[0012] The shift fork is located on the adjusting rod and engaged with the gear ring;

[0013] A locking element is located in the housing and is used to fix the position of the adjusting rod.

[0014] Preferably, the locking element includes:

[0015] The locking ball and adjusting rod have two locking grooves, and the locking ball is engaged with one of the locking grooves;

[0016] Locking bar, the locking bar is inserted into the box body;

[0017] A spring is positioned between the locking ball and the locking lever.

[0018] Preferably, the locking rod is a screw and is threadedly connected to the housing.

[0019] Preferably, the switching component also includes a swing arm, one end of which is rotatably mounted on the housing via a pivot, and the end of the shift fork is mirror-mounted with two limiting blocks, and the other end of the swing arm is rotatably engaged between the two limiting blocks.

[0020] Preferably, the pivot of the swing arm is equipped with an adjusting block.

[0021] On the other hand, an engine includes a transmission mechanism.

[0022] On the other hand, there is a vehicle, including an engine.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] In this design, the first driving gear and the first driven gear work together to form a high-speed gear. When driving lightly on a flat road, the engine speed can be reduced, thus significantly reducing fuel consumption. The second driving gear and the second driven gear work together to form a low-speed gear. When the vehicle is heavily loaded, climbing hills, or in poor road conditions, the engine torque can be amplified to provide stronger traction. This gives the vehicle both good heavy-load climbing ability and excellent fuel economy on flat roads. Attached Figure Description

[0025] Figure 1This is a cross-sectional structural diagram of one of the speed-changing mechanisms in an embodiment of this utility model.

[0026] Figure 2 This is another cross-sectional structural diagram of the speed change mechanism in this embodiment of the present invention.

[0027] Figure 3 This is a schematic diagram of the assembly structure of the shift fork, swing arm, and adjustment block in an embodiment of this utility model.

[0028] In the above attached figures:

[0029] 1. Drive shaft; 101. First drive gear; 102. Second drive gear;

[0030] 2. Output shaft; 201. First driven gear; 202. Second driven gear;

[0031] 3. Connecting gears;

[0032] 4. Gear ring;

[0033] 5. Shift fork; 501. Limit block;

[0034] 6. Adjusting rod; 601. Locking groove;

[0035] 7. Locking lever; 701. Spring; 702. Locking ball;

[0036] 8. Swing arm;

[0037] 9. Adjusting block;

[0038] 10. Box body. Detailed Implementation

[0039] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0040] This utility model embodiment proposes a speed-changing mechanism, including:

[0041] Box 10;

[0042] A drive shaft 1 is provided on the housing 10, and a first drive gear 101 and a second drive gear 102 are respectively provided at both ends of the drive shaft 1;

[0043] An output shaft 2 is provided on the housing 10. A first driven gear 201 and a second driven gear 202 are respectively rotatably provided at both ends of the output shaft 2. The first driven gear 201 and the second driven gear 202 mesh with the first driving gear 101 and the second driving gear 102 respectively. A connecting gear 3 is also engaged in the middle of the output shaft 2.

[0044] The gear shifting unit includes a gear ring 4 and a shifting element disposed on the housing 10. The gear ring 4 is sleeved on the output shaft 2 and meshes with the connecting gear 3. The shifting element is connected to the gear ring 4 and is used to drive the gear ring 4 to move axially so that it meshes with the first driven gear 201 or the second driven gear 202 to perform gear shifting.

[0045] In this embodiment, as Figure 1 and Figure 2 As shown, in terms of diameter, the first driving gear 101 is larger than the second driving gear 102, the first driven gear 201 is smaller than the second driven gear 202, the first driving gear 101 is larger than the first driven gear 201, and the second driving gear 102 is smaller than the second driven gear 202. The leftmost end is the input shaft, which is used to connect to the engine. When the engine is in operation, the input shaft can drive the transmission shaft 1 to rotate, and the transmission shaft 1 simultaneously drives the first driving gear 101 and the second driving gear 102 to rotate.

[0046] Secondly, the first driven gear 201 and the second driven gear 202 are rotatably mounted on the output shaft 2, and the first driven gear 201 is constantly meshed with the first driving gear 101 to form a first pair of gears. The second driven gear 202 is constantly meshed with the second driving gear 102 to form a second pair of gears. The connecting gear 3 is fixedly mounted in the middle part of the output shaft 2 by a spline, so that the connecting gear 3 rotates synchronously with the output shaft 2.

[0047] The core of the gear shifting unit is the gear ring 4. The two gear rings 4 in the figure represent two gear states. The teeth of the gear ring 4 are always engaged with the connecting gear 3 fixed on the output shaft 2. When shifting into high gear, the drive switching component moves the gear ring 4 axially to engage with the first driven gear 201, so that the first drive gear 101 drives the first driven gear 201, and the first driven gear 201 drives the output shaft 2 to rotate. When shifting into low gear, the drive switching component moves the gear ring 4 axially to engage with the second driven gear 202, so that the second drive gear 102 drives the second driven gear 202 to rotate, and the second driven gear 202 drives the output shaft 2 to rotate.

[0048] The first driving gear 101 and the first driven gear 201 work together to form a high-speed gear. When driving lightly on a flat road, the engine speed can be reduced, thus significantly reducing fuel consumption. The second driving gear 102 and the second driven gear 202 work together to form a low-speed gear. When the vehicle is heavily loaded, climbing hills, or in bad road conditions, the engine torque can be amplified to provide stronger traction. This gives the vehicle both good heavy-load climbing ability and excellent fuel economy on flat roads.

[0049] Specifically, the switching components include:

[0050] Adjusting rod 6, which is slidably inserted through the housing 10;

[0051] Shift fork 5 is located on adjusting rod 6 and engaged with toothed ring 4;

[0052] A locking element is provided in the housing 10 to fix the position of the adjusting rod 6.

[0053] Adjusting lever 6 is achieved by using an external control mechanism (such as a cable or handle) to make it move linearly. This causes the adjusting lever 6 to drive the shift fork 5 to move. Since the shift fork 5 is directly engaged in the annular groove of the gear ring 4, the linear movement of the adjusting lever 6 can be converted into the axial movement of the gear ring 4. After shifting, the locking component can fix the position of the adjusting lever 6 to prevent it from moving axially under the impact of vibration, thus ensuring reliability.

[0054] At the same time, the structure of the locking component is optimized. The locking component includes:

[0055] The locking ball 702 and the adjusting rod 6 have two locking grooves 601, and the locking ball 702 is engaged in one of the locking grooves 601;

[0056] Locking rod 7, which is inserted through the housing 10;

[0057] Spring 701 abuts against the locking ball 702 and the locking rod 7.

[0058] The two locking grooves 601 provide mechanical positioning points for the two working gears. When the gear is shifted, the locking ball 702 is accurately embedded in the corresponding locking groove 601 under the action of the spring 701, realizing rigid self-locking and effectively resisting axial movement caused by vehicle vibration or transmission impact. The locking rod 7 can be installed on the housing 10 by interference fit.

[0059] Specifically, the structure of the locking rod 7 is optimized. The locking rod 7 is a screw and is threadedly connected to the housing 10. By turning the locking rod 7, the pre-compression of the spring 701 can be easily adjusted, thereby changing the magnitude of the locking force. It also facilitates the installation and maintenance of the spring 701 and the locking ball 702.

[0060] Specifically, such as Figure 3 As shown, the switching component also includes a swing arm 8. One end of the swing arm 8 is rotatably mounted on the housing 10 via a rotating shaft. The end of the shift fork 5 is mirror-mounted with two limiting blocks 501. The other end of the swing arm 8 is rotatably engaged between the two limiting blocks 501.

[0061] When a gear shift is required, an external operating force (manual shift lever or motor) is applied to the pivot of the swing arm 8, causing the swing arm 8 to rotate around the pivot. This causes the end of the swing arm 8 to push or pull the two limit blocks 501 that it is engaged with, thereby converting the rotational swing into linear motion, allowing the shift fork 5 to drive the gear ring 4 to move axially, thus completing the gear shift.

[0062] Meanwhile, the pivot of the swing arm 8 is equipped with an adjustment block 9. The adjustment block 9 serves as a connecting component, facilitating the connection of various external operating mechanisms (manual cable, hydraulic linkage, electric actuator).

[0063] In addition to the aforementioned transmission mechanism, this utility model embodiment also proposes an engine that includes the aforementioned transmission mechanism. The specific structure of the transmission mechanism is as described in the above embodiment. Since this engine adopts all the technical solutions of the above embodiment, it has at least all the beneficial effects brought about by the technical solutions of the above embodiment, which will not be elaborated here.

[0064] In addition to the aforementioned transmission mechanism and engine, this utility model embodiment also proposes a vehicle that includes the aforementioned engine. The specific structure of the engine is as described in the above embodiments. Since this engine adopts all the technical solutions of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated here.

[0065] 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 speed-changing mechanism, characterized in that, include: Box (10); A drive shaft (1) is provided on the housing (10), and a first drive gear (101) and a second drive gear (102) are respectively provided at both ends of the drive shaft (1). An output shaft (2) is provided on the housing (10). A first driven gear (201) and a second driven gear (202) are rotatably provided at both ends of the output shaft (2). The first driven gear (201) and the second driven gear (202) mesh with the first driving gear (101) and the second driving gear (102) respectively. A connecting gear (3) is also engaged in the middle of the output shaft (2). The gear shifting unit includes a gear ring (4) and a shifting element disposed on the housing (10). The gear ring (4) is sleeved on the output shaft (2) and meshes with the connecting gear (3). The shifting element is connected to the gear ring (4) and is used to drive the gear ring (4) to move axially so that it meshes with the first driven gear (201) or the second driven gear (202) to perform gear shifting.

2. The speed-changing mechanism according to claim 1, characterized in that, The switching component includes: Adjusting rod (6), which is slidably inserted through the box body (10). A shift fork (5) is provided on the adjusting rod (6) and engaged with the toothed ring (4). A locking element is provided on the housing (10) to fix the position of the adjusting rod (6).

3. The speed-changing mechanism according to claim 2, characterized in that, The locking element includes: The adjusting rod (6) has two locking grooves (601), and the locking ball (702) is engaged in one of the locking grooves (601). Locking rod (7), the locking rod (7) is inserted through the box body (10); A spring (701) abuts between the locking ball (702) and the locking rod (7).

4. The speed-changing mechanism according to claim 3, characterized in that, The locking rod (7) is a screw and is threadedly connected to the housing (10).

5. The speed-changing mechanism according to claim 2, characterized in that, The switching component also includes a swing arm (8), one end of which is rotatably mounted on the housing (10) via a pivot, and the end of the shift fork (5) is mirror-mounted with two limiting blocks (501), and the other end of the swing arm (8) is rotatably engaged between the two limiting blocks (501).

6. The speed-changing mechanism according to claim 5, characterized in that, The pivot of the swing arm (8) is provided with an adjusting block (9).

7. An engine, characterized in that, Includes the speed change mechanism according to any one of claims 1-6.

8. A vehicle, characterized in that, Including the engine according to claim 7.

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