A gearbox for a three-wheeled motorcycle

Abstract

This utility model discloses a gearbox for a three-wheeled motorcycle, including a housing. Inside the housing are an input shaft, an output shaft, a transition shaft, and a power take-off shaft. A high-speed drive gear and a low-speed drive gear are statically connected to the input shaft. A high-speed driven gear and a low-speed driven gear are rotatably connected to the output shaft. A engagement gear is provided between the high-speed and low-speed driven gears, engaging with both the high-speed and low-speed driven gears. A reverse driven gear is statically connected coaxially to the engagement gear. A bridge gear for meshing with the reverse driven gear is connected to the transition shaft. A reverse drive gear is provided between the high-speed and low-speed drive gears, engaging with the bridge gear. A power take-off gear is connected to the power take-off shaft, engaging with the reverse drive gear. This solution provides a gearbox for a three-wheeled motorcycle with a simpler structure.

Description

Technical Field

[0001] This utility model relates to a gearbox for three-wheeled motorcycles. Background Technology

[0002] A gearbox for a three-wheeled motorcycle is a device that adjusts the power transmitted from the engine according to needs (such as fast forward, slow forward, reverse, power take-off, etc.). Therefore, gearboxes generally have fast gears, slow gears, reverse gears, and power take-off gears.

[0003] Chinese patent document CN208348444U discloses a transmission structure for a three-wheeled motorcycle engine, including a transmission housing. Inside the transmission housing is a transmission input shaft, and inside the transmission housing are also installed a transmission intermediate shaft and a transmission output shaft arranged parallel to the transmission input shaft. A shifting device is provided between the transmission input shaft, the transmission intermediate shaft, and the transmission output shaft to achieve speed change transmission. The transmission output shaft has an output end extending outside the transmission housing. The characteristic feature is that a hydraulic power take-off (PTO) device is also provided, which has a power input end for driving connection with the reducer input shaft, the reducer intermediate shaft, or the reducer output shaft, and a power output end exposed outside the reducer housing.

[0004] In actual operation, the aforementioned prior art has a relatively complex transmission structure, making assembly inconvenient. Utility Model Content

[0005] The purpose of this invention is to provide a simple gearbox for three-wheeled motorcycles.

[0006] To achieve the above objectives, the basic solution of this utility model provides a gearbox for a three-wheeled motorcycle, including a housing. Inside the housing are an input shaft, an output shaft, a transition shaft, and a power take-off shaft arranged parallel to each other. A high-speed drive gear and a low-speed drive gear are statically connected to the input shaft. A high-speed driven gear meshes with the high-speed drive gear, and a low-speed driven gear meshes with the low-speed drive gear, respectively, are rotatably connected to the output shaft. A engagement gear, rotating synchronously with the output shaft, is provided between the high-speed and low-speed driven gears. The engagement gear engages with both the low-speed and high-speed driven gears. A reverse driven gear is statically connected coaxially to the engagement gear. A bridge gear, for meshing with the reverse driven gear, is connected to the transition shaft. A reverse drive gear, splinedly connected to the input shaft, is provided between the high-speed and low-speed drive gears. The reverse drive gear engages with the bridge gear. A power take-off gear, splinedly connected to the reverse drive gear, engages with the reverse drive gear.

[0007] The advantages of this basic scheme are as follows: By adopting this scheme, the output shaft, transition shaft, and power take-off shaft are arranged around the input shaft, making the structure of the entire gearbox more compact; and the reverse driven gear and the engagement gear are integrated, and the reverse drive gear has both the function of reverse gear transmission and the function of power take-off transmission, thereby reducing the number of parts in the entire gearbox, making the structure simpler, and facilitating assembly and maintenance.

[0008] Preferably, the intermediate gear engages with the reverse driven gear via a clutch mechanism, and the intermediate gear only meshes with the reverse driven gear when the engaging gear is in neutral. This configuration allows for a narrower intermediate gear width, which helps reduce the weight and cost of the transmission.

[0009] Preferably, a synchronizing gear is provided between the engaging gear and the output shaft. The synchronizing gear is statically connected to the output shaft, and the outer side of the synchronizing gear has several external teeth. The engaging gear is slidably fitted on the outer side of the synchronizing gear and has several internal teeth that mesh with the external teeth. Both the slow-speed driven gear and the fast-speed driven gear are provided with gear rings that engage with the internal teeth of the engaging gear. This arrangement, through the synchronizing gear and gear rings, makes the engagement operation between the engaging gear and the slow-speed and fast-speed driven gears smoother, thus improving the user comfort of the transmission.

[0010] Preferably, the end face of the internal teeth is chamfered. This design helps to further improve the smoothness of gear shifting, thereby further enhancing user comfort.

[0011] Preferably, the housing is provided with a first shift fork mechanism for driving the engagement gear to move, a second shift fork mechanism for driving the reverse drive gear to move, and a third shift fork mechanism for driving the power take-off gear to move. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of an embodiment of a gearbox for a three-wheeled motorcycle according to the present invention; Figure 2 for Figure 1 Schematic diagram of the internal structure of the middle box; Figure 3 for Figure 1 A diagram showing the box after it has been removed; Figure 4 for Figure 2 A schematic diagram of the output shaft section. Detailed Implementation

[0013] As those skilled in the art will know, in this invention, "the engaging gear is in neutral" means that the engaging gear is simultaneously disengaged from both the slow-speed driven gear and the fast-speed driven gear.

[0014] As those skilled in the art know, the fast gear and slow gear of a transmission are two relative concepts. When the transmission is in a fast gear, the output shaft rotates at a relatively higher speed than when the transmission is in a slow gear, but the output torque is relatively lower.

[0015] The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings include: input gear 1, housing 2, first shift fork mechanism 3, second shift fork mechanism 4, output shaft 5, third shift fork mechanism 6, power take-off shaft 7, input shaft 8, high gear drive gear 9, high gear driven gear 10, reverse gear driven gear 11, engagement gear 12, low gear driven gear 13, low gear drive gear 14, reverse gear drive gear 15, transition shaft 16, and power take-off gear 17.

[0016] The basic implementation examples are as follows: Figures 1 to 4 As shown: A gearbox for a three-wheeled motorcycle includes a housing 2. Inside the housing 2 are an input shaft 8, an output shaft 5, a transition shaft 16, and a power take-off shaft 7 arranged parallel to each other. One end of the input shaft 8 and the output shaft 5 extends outside the housing 2 to facilitate power transmission. The input shaft 8, output shaft 5, transition shaft 16, and power take-off shaft 7 are each rotatably supported on the housing 2 by bearings. In this embodiment, the end of the input shaft 8 extending outside the housing 2 is connected to an input gear 1.

[0017] The input shaft 8 is statically connected to a high-speed drive gear 9 and a low-speed drive gear 14. Between the high-speed drive gear 9 and the low-speed drive gear 14, there is also a reverse drive gear 15 that is splinedly connected to the input shaft 8.

[0018] A high-speed driven gear 10, which meshes with the high-speed drive gear 9, and a low-speed driven gear 13, which meshes with the low-speed drive gear 14, are rotatably connected to the output shaft 5. A coupling gear 12, which rotates synchronously with the output shaft 5, is provided between the high-speed driven gear 10 and the low-speed driven gear 13. The coupling gear 12 engages and disengages with both the low-speed driven gear 13 and the high-speed driven gear 10. In this embodiment, a synchronizing gear is provided between the coupling gear 12 and the output shaft 5. The synchronizing gear is statically connected to the output shaft 5 via a spline. The synchronizing gear has several external teeth on its outer side. The coupling gear 12 is slidably fitted onto the outer side of the synchronizing gear and has several internal teeth that mesh with the external teeth. This allows the coupling gear 12 to slide relative to the synchronizing gear axially, and synchronous rotation is achieved through the engagement of the internal and external teeth. Both the low-speed driven gear 13 and the high-speed driven gear 10 have gear rings that engage and disengage with the internal teeth of the coupling gear 12. In this embodiment, the end face of the internal teeth is chamfered to reduce obstruction when the gear 12 engages with the gear ring, making the clutch operation smoother.

[0019] A reverse driven gear 11 is coaxially and statically connected to the engaging gear 12. In this embodiment, the reverse driven gear 11 and the engaging gear 12 are preferably integrally formed. A transition gear for meshing with the reverse driven gear 11 is connected to the transition shaft 16. In this embodiment, the transition gear is preferably engaged with the reverse driven gear 11 in a clutch-engagement configuration, and the transition gear only meshes with the reverse driven gear 11 when the engaging gear 12 is in neutral, thus allowing the width of the transition gear to be designed to be relatively narrow, which is beneficial for reducing cost and the weight of the transmission. The reverse drive gear 15 is engaged with the transition gear in a clutch-engagement configuration. A power take-off gear 17, which is engaged with the reverse drive gear 15, is splinedly connected to the power take-off shaft 7.

[0020] The housing 2 is provided with a first shift fork mechanism 3 for driving the engagement gear 12 to move, a second shift fork mechanism 4 for driving the reverse drive gear 15 to move, and a third shift fork mechanism 6 for driving the power take-off gear 17 to move.

[0021] The specific implementation process is as follows: When engagement gear 12 is in neutral, meaning it is disengaged from both slow-speed driven gear 13 and fast-speed driven gear 10, both slow-speed driven gear 13 and fast-speed driven gear 10 are unable to transmit power to the output shaft 5. Furthermore, reverse drive gear 15 is disengaged from the bridge gear, and power take-off gear 17 is disengaged from reverse drive gear 15. Power from the input shaft 8 is then transmitted through slow-speed drive gear 14 and fast-speed drive gear 9, causing fast-speed driven gear 10 and slow-speed driven gear 13 to rotate, while the output shaft 5 remains stationary. In this state, the transmission is in neutral.

[0022] When the first shift fork mechanism 3 drives the engagement gear 12 to engage with the gear ring of the slow gear driven gear 13, while the reverse drive gear 15 is disengaged from the bridge gear and the power take-off gear 17 is disengaged from the reverse drive gear 15, the power of the input shaft 8 is transmitted to the slow gear driven gear 13 through the slow gear drive gear 14. The slow gear driven gear 13 drives the output shaft 5 to rotate through the engagement gear 12 and the synchronizing gear, and the gearbox is in slow gear mode.

[0023] When the first shift fork mechanism 3 drives the engagement gear 12 to engage with the gear ring of the high gear driven gear 10, while the reverse gear drive gear 15 is disengaged from the bridge gear and the power take-off gear 17 is disengaged from the reverse gear drive gear 15, the power of the input shaft 8 is transmitted to the high gear driven gear 10 through the high gear drive gear 9. The high gear driven gear 10 drives the output shaft 5 to rotate through the engagement gear 12 and the synchronizing gear, and the gearbox is in high gear mode.

[0024] When the engagement gear 12 is in neutral, the reverse driven gear 11 and the bridge gear are engaged. The second shift fork mechanism 4 drives the reverse drive gear 15 to engage with the bridge gear, and the power take-off gear 17 is disengaged from the reverse drive gear 15. At this time, the power of the input shaft 8 is transmitted to the bridge gear through the reverse drive gear 15, and the bridge gear transmits the power to the reverse driven gear 11. The reverse driven gear 11 transmits the power to the output shaft 5 through the engagement gear 12 and the synchronizing gear, so that the rotation direction of the output shaft 5 is opposite to that of the slow gear and the fast gear. At this time, the gearbox is in reverse gear.

[0025] When the engagement gear 12 is in neutral, the reverse drive gear 15 is disengaged from the bridge gear. The third shift fork mechanism 6 drives the power take-off gear 17 to engage with the reverse drive gear 15, so that the power of the input shaft 8 is transmitted to the power take-off shaft 7 in sequence through the reverse drive gear 15 and the power take-off gear 17. At this time, the gearbox is in the power take-off gear state.

[0026] By adopting this scheme, the output shaft 5, transition shaft 16 and power take-off shaft 7 are arranged around the input shaft 8, making the structure of the entire gearbox more compact; and the reverse driven gear 11 and the engagement gear 12 are integrated, and the reverse drive gear 15 has both the function of reverse gear transmission and the function of power take-off transmission, thereby reducing the number of parts in the entire gearbox, making the structure simpler, and facilitating assembly and maintenance.

[0027] The above description is merely an embodiment of this utility model, and common knowledge such as specific structures and characteristics of the solution is not described in detail here. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model, and these should also be considered within the protection scope of this utility model. These modifications and improvements will not affect the effectiveness of the implementation of this utility model or the practicality of the patent.

Claims

1. A gearbox for a three-wheeled motorcycle, comprising a housing, wherein an input shaft, an output shaft, a transition shaft, and a power take-off shaft are arranged parallel to each other inside the housing; a high-speed drive gear and a low-speed drive gear are statically connected to the input shaft; a high-speed driven gear meshing with the high-speed drive gear and a low-speed driven gear meshing with the low-speed drive gear are rotatably connected to the output shaft; a engagement gear that rotates synchronously with the output shaft is provided between the high-speed driven gear and the low-speed driven gear; the engagement gear engages with both the low-speed driven gear and the high-speed driven gear respectively, characterized in that: The gear is coaxially and statically connected to a reverse driven gear. A bridge gear for meshing with the reverse driven gear is connected to the transition shaft. A reverse driving gear is provided between the high-speed driving gear and the low-speed driving gear and splinedly connected to the input shaft. The reverse driving gear engages with the bridge gear. A power take-off gear that engages with the reverse driving gear is splinedly connected to the power take-off shaft.

2. The gearbox for a three-wheeled motorcycle according to claim 1, characterized in that: The bridge gear engages with the reverse driven gear, and the bridge gear only engages with the reverse driven gear when the engaging gear is in neutral.

3. A gearbox for a three-wheeled motorcycle according to claim 2, characterized in that: A synchronizing gear is provided between the engaging gear and the output shaft. The synchronizing gear is statically connected to the output shaft. The outer side of the synchronizing gear is provided with several external teeth. The engaging gear is slidably fitted on the outer side of the synchronizing gear and is provided with several internal teeth that engage with the external teeth. Both the slow gear driven gear and the fast gear driven gear are provided with gear rings that engage with the internal teeth of the engaging gear.

4. A gearbox for a three-wheeled motorcycle according to claim 3, characterized in that: The end face of the internal teeth is chamfered.

5. A gearbox for a three-wheeled motorcycle according to claim 4, characterized in that: The housing is equipped with a first shift fork mechanism for driving the engagement gear, a second shift fork mechanism for driving the reverse drive gear, and a third shift fork mechanism for driving the power take-off gear.

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