CN117533451A - Multi-gear adjustable speed change mechanism - Google Patents
Multi-gear adjustable speed change mechanism Download PDFInfo
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- CN117533451A CN117533451A CN202311733382.4A CN202311733382A CN117533451A CN 117533451 A CN117533451 A CN 117533451A CN 202311733382 A CN202311733382 A CN 202311733382A CN 117533451 A CN117533451 A CN 117533451A
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- sun
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- 230000007246 mechanism Effects 0.000 title claims abstract description 36
- 230000008859 change Effects 0.000 title claims abstract description 25
- 230000005540 biological transmission Effects 0.000 claims abstract description 28
- 230000000903 blocking effect Effects 0.000 claims description 2
- 210000001503 joint Anatomy 0.000 claims description 2
- 238000005096 rolling process Methods 0.000 claims description 2
- 230000009977 dual effect Effects 0.000 claims 1
- 230000009467 reduction Effects 0.000 abstract description 5
- 230000009286 beneficial effect Effects 0.000 description 4
- 230000007704 transition Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 210000003205 muscle Anatomy 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
- B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
- B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
- B62M11/18—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears with a plurality of planetary gear units
Abstract
The invention discloses a multi-gear adjustable speed change mechanism, and relates to the field of booster bicycles. The technical scheme is characterized by comprising a central shaft, an output shell, an input sleeve, a planetary gear assembly and a gear shifting adjusting assembly. The planetary gear assembly integrated with the three sun gears in the speed change mechanism can realize five-gear speed change, so that the axial size can be optimized, the speed change mechanism is convenient to integrate in a hub motor, the number of gears is increased, and the riding experience can be optimized; meanwhile, the first gear and the second gear are in a speed reduction transmission, so that starting can be facilitated during riding, and riding experience is optimized.
Description
Technical Field
The invention relates to the field of booster bicycles, in particular to a multi-gear adjustable speed change mechanism.
Background
At present, an electric power assisting bicycle generally adopts a middle motor or a hub motor to realize electric power assisting. In order to achieve a gear shift function, a transmission is generally used. The transmission may be a stand-alone shift drum or integrated into a center motor or in-wheel motor.
The prior art issued chinese patent CN102770338B discloses a gear shifting device of a transmission unit of a vehicle driven by muscle force, which utilizes a plurality of gear sets to realize gear shifting and speed change. However, the gear shifting device in this patent is complex in structure, and has large axial and radial dimensions, which cannot be integrated into the hub motor.
The prior Chinese patent with publication number of CN213839503U discloses a gear shifting adjusting mechanism and a speed changing mechanism, and the speed changing mechanism can realize 7-gear speed changing adjustment. However, the hollow gear shaft and the separate gear ring and gear output sleeve make the transmission not integrated into the hub motor.
Therefore, how to design a speed change mechanism which can be integrated in a hub motor and has more gears is a problem to be solved.
Disclosure of Invention
Aiming at the defects existing in the prior art, the invention aims to provide a multi-gear adjustable speed change mechanism, wherein a planetary gear assembly integrated with three sun gears in the speed change mechanism can realize five-gear speed change, so that the axial size can be optimized, the speed change mechanism is conveniently integrated in a hub motor, and the number of gears is increased, thereby optimizing riding experience; meanwhile, the first gear and the second gear are in a speed reduction transmission, so that starting can be facilitated during riding, and riding experience is optimized.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a multi-gear adjustable speed change mechanism comprises a center shaft, an output shell, an input sleeve, a planetary gear assembly and a gear shifting adjusting assembly;
the planetary gear assembly comprises a planet carrier, a first planet wheel, a second planet wheel, a first sun wheel, an input gear ring, a second sun wheel and an output gear ring, wherein the first planet wheel and the second planet wheel are respectively borne on the planet carrier;
the output gear ring is fixedly connected with the output shell, or a clutch assembly is arranged between the output gear ring and the output shell; a clutch assembly is arranged between the planet carrier and the output shell; an input annular plate connected with the input sleeve is arranged at one end of the input gear ring in an extending way;
the gear shifting adjusting assembly comprises a first pawl, a second pawl and a limiting gear ring; the limiting gear ring is in linkage with the input ring plate along the circumferential direction;
when in first gear, the first pawl is sprung to be engaged with the first sun gear, so that the first sun gear is fixed relative to the middle shaft; the limiting gear ring is separated from the first sun gear, and the second pawl is in a contracted state;
in the second gear, the second pawl is sprung to be engaged with the second sun gear, so that the second sun gear is fixed relative to the middle shaft; the limiting gear ring is separated from the first sun gear, and the first pawl is in a bouncing state;
in the third gear, the limiting gear ring moves to be engaged with the first sun gear along the axial direction; the first pawl and the second pawl are both in a contracted state.
Further, the shift adjustment mechanism further includes a third pawl circumferentially disposed with the second pawl;
in the fourth gear, the third pawl is sprung to be engaged with the second sun gear, so that the second sun gear is fixed relative to the middle shaft; the limiting gear ring is engaged with the first sun gear, and the first pawl and the second pawl are in a contracted state.
Further, the second planetary gear is a multi-planetary gear and comprises a planetary gear engaged with the second sun gear and a planetary gear engaged with the output gear ring; the planetary gear assembly further includes a third sun gear engaged with the bigeminal planet gear, and the shift adjustment assembly further includes a fourth pawl;
in fifth gear, the fourth pawl is sprung to be engaged with the third sun gear, so that the third sun gear is fixed relative to the middle shaft; the limiting gear ring is engaged with the first sun gear, and the first pawl, the second pawl and the third pawl are all in a contracted state.
Further, a guide gear ring matched with the limit gear ring is arranged on the radial inner side of the input ring plate; the outer side wall of the limiting gear ring is provided with external teeth extending along the axial direction, and the inner side wall of the guiding gear ring is provided with internal teeth matched with the external teeth.
Further, the end face of the first sun gear is provided with a first engaging tooth, and the end face of the limiting gear ring is provided with a second engaging tooth matched with the first engaging tooth.
Further, a plurality of pawls are respectively embedded in the center shaft; the gear shifting adjusting assembly further comprises a gear shifting sleeve sleeved on the middle shaft, and the pawl is controlled to spring or shrink by rotating the gear shifting sleeve.
Further, the gear shifting adjusting assembly further comprises a retainer ring and an elastic piece which act on the limiting gear ring; the elastic force of the elastic piece enables the limiting gear ring to have a trend of approaching the first sun gear; the check ring is in circumferential linkage with the gear shifting sleeve, and can move axially relative to the gear shifting sleeve;
the center shaft is provided with a limiting groove, the limiting groove comprises a first limiting surface and a second limiting surface which are axially arranged at intervals, and the first limiting surface and the second limiting surface are circumferentially arranged at intervals; the retainer ring is provided with a limiting pin embedded in the limiting groove;
when the first gear and the second gear are in contact with the first limiting surface, the limiting gear ring is separated from the first sun gear under the blocking of the check ring; in third gear and higher, the limiting pin is in contact with the second limiting surface and the limiting ring gear is moved into engagement with the first sun gear.
Further, an axial channel communicated with the limiting groove is formed in the center shaft, and the axial channel comprises an axial opening for embedding the limiting pin.
Further, the gear shifting adjusting assembly further comprises a driving sleeve which is in rolling bearing on the middle shaft, the driving sleeve is in circumferential linkage with the gear shifting sleeve, and the driving sleeve is in axial butt joint with the gear shifting sleeve.
Further, the driving sleeve is sleeved with a inhaul cable plate, and flexible connection is achieved between the inhaul cable plate and the driving sleeve through an elastic piece.
In summary, the invention has the following beneficial effects:
1. the planetary gear assembly integrated with the three sun gears can realize five-gear speed change, so that the axial size can be optimized, a speed change mechanism is conveniently integrated in a hub motor, the number of gears is increased, and riding experience can be optimized; meanwhile, the first gear and the second gear are in a speed reduction transmission, so that starting can be facilitated during riding, and riding experience is optimized;
2. the input gear ring, the input ring plate and the guide gear ring are integrally formed, the limiting gear ring and the guide gear ring are in linkage along the circumferential direction, and the limiting gear ring can axially move relative to the guide gear ring, so that the torque transmission path in the speed change mechanism is increased, and the gear number can be increased.
Drawings
FIG. 1 is a schematic diagram of a multi-speed variable speed mechanism according to an embodiment;
FIG. 2 is a second schematic structural view of a multi-speed variable speed mechanism according to the present embodiment;
FIG. 3 is a schematic view of the structure of an input ring gear, an input ring plate, and a guide ring gear in an embodiment;
FIG. 4 is a schematic view of a plurality of pawls according to one embodiment;
FIG. 5 is a second schematic view of a plurality of pawls according to the embodiment;
FIG. 6 is a schematic diagram of a limiting groove in an embodiment;
FIG. 7 is a schematic structural view of a shift sleeve according to an embodiment;
FIG. 8 is a schematic diagram of a shift sleeve and a retainer ring according to an embodiment;
fig. 9 is a schematic structural view of a shift sleeve and a driving sleeve in the embodiment.
In the figure: 1. a center shaft; 11. a limit groove; 111. a first limiting surface; 112. the second limiting surface; 113. a transition inclined plane; 12. an axial channel; 21. a drive sleeve; 211. a first clamping block; 22. a shift sleeve; 221. a first hole site; 222. a second hole site; 223. a third hole site; 224. a fourth hole site; 225. positioning holes; 23. a retainer ring; 231. a second clamping block; 232. a limiting pin; 24. limiting the gear ring; 241. a second engagement tooth; 25. a spring; 26. a bushing; 27. a cable plate; 28. a torsion spring; 3. an input sleeve; 41. a planet carrier; 411. a planetary shaft; 42. a first planet; 43. a planet wheel; 44. a duplex planet wheel; 45. a first sun gear; 451. a first engagement tooth; 46. a second sun gear; 47. a third sun gear; 48. an input ring gear; 481. an input ring plate; 482. a guide gear ring; 49. an output gear ring; 5. a clutch assembly; 61. a first pawl; 62. a second pawl; 63. a third pawl; 64. a fourth pawl; 7. and an output housing.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
The present embodiment is only for explanation of the present invention and is not to be construed as limiting the present invention, and modifications to the present embodiment, which may not creatively contribute to the present invention as required by those skilled in the art after reading the present specification, are all protected by patent laws within the scope of claims of the present invention.
Examples
A multi-gear adjustable speed change mechanism can be used for changing a speed of a hub or integrated in a hub motor; referring to fig. 1 to 9, which include a bottom bracket 1, an output housing 7, an input sleeve 3, a planetary gear assembly and a shift adjustment assembly; when the speed change mechanism is integrated in the hub motor, the output shell 7 is connected with the hub of the hub motor and is used for outputting torque to drive the vehicle to run; the middle shaft 1 is used as the whole shaft of the hub motor or as a half shaft of the hub motor, namely, the middle shaft 1 is fixed after loading.
Referring to fig. 1, specifically, the planetary gear assembly in the present embodiment includes a carrier 41, first and second planetary gears 42 and 42 respectively carried on the carrier 41, first and input ring gears 45 and 48 respectively meshed with the first planetary gears 42, and second and output ring gears 46 and 49 respectively meshed with the second planetary gears; preferably, the second planet in this embodiment is a multi-link planet; specifically, the second planetary gear in this embodiment is a duplex planetary gear, which includes a duplex planetary gear 43 meshed with the second sun gear 46 and a duplex planetary gear 44 meshed with the output ring gear 49; the planet carrier 41 is provided with a planet shaft 411, the first planet gear 42, the first planet gear 43 and the second planet gear 44 are sequentially sleeved on the planet shaft 411 along the axial direction, the first planet gear 42 rotates independently, and the first planet gear 43 and the second planet gear 44 rotate synchronously after being integrally formed; the second planet wheel adopts a multi-link planet wheel, which is beneficial to improving the gear of the speed change mechanism; in other alternative embodiments, the multiple planetary gears may be triple planetary gears or quadruple planetary gears, etc., and the second planetary gear may be a single planetary gear, which is not limited herein; the planetary gear assembly in the embodiment adopts one planet carrier to bear three sets of gear assemblies, which is beneficial to optimizing the axial dimension.
Referring to fig. 1, the outer side wall of the output ring gear 49 is fixedly connected with the inner side wall of the output housing 7, and the two are linked in the circumferential direction, so that the torque of the output ring gear 49 is directly transmitted to the output housing 7; preferably, a clutch assembly is arranged between the output gear ring 49 and the output shell 7 to realize circumferential linkage, so that the sliding resistance can be reduced, and the rotation of the planet wheel and the sun wheel during sliding is avoided; a clutch assembly 5 is arranged between the planet carrier 41 and the output housing 7, so that unidirectional linkage is realized between the planet carrier 41 and the output housing 7 through the clutch assembly 5, and torque of the planet carrier 41 is transmitted to the output housing 7 through the clutch assembly 5; an input ring plate 481 is arranged at one end of the input gear ring 48 far away from the output gear ring 49 in an extending manner, and the input sleeve 3 is connected with the input ring plate 481 through bolts, so that the torque of the input sleeve 3 is transmitted to the input gear ring 48 through the input ring plate 481; the input ring plate 481 in this embodiment includes an axial extension and a radial extension, the axial extension being disposed between the input ring gear 48 and the radial extension in order to avoid interference of the radial extension with the planet carrier 41; the radial extension is located between the planet carrier 41 and the input sleeve 3 and the radial extension is connected with the input sleeve 3; in the embodiment, the input gear ring 48 and the input ring plate 481 are integrally formed, which is beneficial to reducing the number of parts and facilitating assembly; in alternative embodiments, the input ring gear 48 and the input ring plate 481 may be fixedly coupled to transmit torque by screws or the like, which is not limited herein.
Referring to fig. 1 to 9, the shift adjusting assembly in this embodiment includes a first pawl 61, a second pawl 62, a third pawl 63, a fourth pawl 64, a drive sleeve 21, a shift sleeve 22, a retainer ring 23, a limit ring gear 24, a spring 25, a bushing 26, a cable plate 27, and a torsion spring 28; the first pawl 61, the second pawl 62, the third pawl 63 and the fourth pawl 64 are embedded in the bottom bracket 1, and a first hole site 221 matched with the first pawl 61, a second hole site 222 matched with the second pawl 62, a third hole site 223 matched with the third pawl 63 and a fourth hole site 224 matched with the fourth pawl 64 are respectively arranged on the gear shifting sleeve 22; the center shaft 1 is sleeved with a clamping ring which is respectively matched with each pawl, and the pawls can be sprung up through hole sites by the elastic force of the clamping ring; of course, if the pawl is not opposite to the hole site, the pawl is pressed into the bottom bracket 1 by the shift sleeve 22 to be in a contracted state; wherein the shift sleeve 22 is rotated either clockwise or counterclockwise to press the pawl into the retracted condition.
Referring to fig. 1 to 9, wherein the first pawl 61 is opposite to the first sun gear 45, the first pawl 61 can spring up to engage with the first sun gear 45 after passing through the first hole 221, so that the first sun gear 45 is fixed relative to the central shaft 1, i.e. the first sun gear 45 cannot rotate; the second pawl 62 and the third pawl 63 are respectively opposite to the second sun gear 46, and the second pawl 62 and the third pawl 63 are arranged in a staggered manner along the circumferential direction; the second pawl 62 can spring up to engage with the second sun gear 46 after passing through the second hole site 222, so that the second sun gear 46 is fixed relative to the bottom bracket 1, i.e. the second sun gear 46 cannot rotate; the third pawl 63 can spring up to engage with the second sun gear 46 after passing through the third hole site 223, so that the second sun gear 46 is fixed relative to the bottom bracket 1, i.e. the second sun gear 46 cannot rotate; the fourth pawl 64 is opposite to the third sun gear 47, and the fourth pawl 64 can spring up to engage with the third sun gear 47 after passing through the fourth hole 224, so that the third sun gear 47 is fixed relative to the central shaft 1, that is, the third sun gear 47 cannot rotate; that is, in the present embodiment, the first pawl 61, the second pawl 62, and the fourth pawl 64 are sequentially arranged in the axial direction, the third pawl 63 and the second pawl 62 are located at the same axial position, and the third pawl 63 and the second pawl 62 are arranged in a staggered manner in the circumferential direction.
Referring to fig. 1 to 9, a shift sleeve 22 is sleeved on a central shaft 1 and can rotate around the central shaft 1, and each pawl is arranged in a staggered manner along the circumferential direction, so that each pawl can be controlled to respectively spring or shrink; a positioning hole 225 extending along the axial direction is formed in one end, close to the driving sleeve 21, of the gear shifting sleeve 22; the inner side wall of the driving sleeve 21 is provided with a first clamping block 211 which can be axially embedded into the positioning hole 225, and the first clamping block 211 is in contact with the inner side wall of the positioning hole 225, so that the driving sleeve 21 and the gear shifting sleeve 22 are in linkage along the circumferential direction, namely the driving sleeve 21 can drive the gear shifting sleeve 22 to rotate; the first clamping block 211 can be axially embedded into the positioning hole 225, and can be assembled conveniently; the retaining ring 23 is sleeved on the gear shifting sleeve 22, a second clamping block 231 embedded in the positioning hole 225 is arranged on the inner side wall of the retaining ring 23, and the second clamping block 231 is in contact with the inner side wall of the positioning hole 225, so that the retaining ring 23 and the gear shifting sleeve 22 are in linkage along the circumferential direction, namely the gear shifting sleeve 22 can drive the retaining ring 23 to rotate; meanwhile, in the present embodiment, the retainer ring 23 is capable of moving in the axial direction with respect to the shift sleeve 22, that is, the retainer ring 23 is capable of moving along the positioning hole 225; the retainer ring 23 is provided with a limiting pin 232 that passes through the second clamping block 231 and then extends into the gear shifting sleeve 22.
Referring to fig. 1 to 9, the radially inner side of the input ring plate 481 is provided with a guide ring gear 482 extending in the axial direction, and the inner side wall of the guide ring gear 482 is provided with inner teeth extending in the axial direction; the limiting gear ring 24 is located inside the guide gear ring 482, and an outer side wall of the limiting gear ring 24 is provided with external teeth engaged with the internal teeth; the internal teeth cooperate with the external teeth such that the guide ring gear 482 and the limit ring gear 24 are linked in the circumferential direction, and the limit ring gear 24 is axially movable relative to the guide ring gear 482; the end surface of the first sun gear 45 is provided with a first engaging tooth 451, and the end surface of the limit gear ring 24 is provided with a second engaging tooth 241 matched with the first engaging tooth 451; the limiting gear ring 24 and the first sun gear 45 are in two states of engagement and disengagement, the limiting gear ring 24 can move to be engaged with the first sun gear 45 along the axial direction, so that the first engaging teeth 451 are clamped with the second engaging teeth 241, and the limiting gear ring 24 and the first sun gear 45 are linked along the circumferential direction in the engaged state; the input ring gear 48, the input ring plate 481 and the guide ring gear 482 are integrally formed, the limiting ring gear 24 is in linkage with the first sun gear 45 in the circumferential direction, that is, the input ring gear 48 is in linkage with the first sun gear 45 in the circumferential direction, and at this time, the input ring gear 48, the first planet gears 42, the first sun gear 45 and the planet carrier 41 form a whole, so that the input torque is continuously transmitted by the planet carrier 41, the torque transmission path in the speed change mechanism is increased, and the gear number can be increased.
Referring to fig. 1 to 9, the retainer ring 23 is located inside the limit ring gear 24, and the retainer ring 23 is in contact with the inner end surface of the limit ring gear 24; a bearing is arranged between the driving sleeve 21 and the middle shaft 1, and the outer side wall of the driving sleeve 21 is integrated with a bearing embedded in the inner side wall of the input sleeve 3, and the outer side wall of the input sleeve 3 is integrated with a bearing embedded in the inner side wall of the output shell 7; the bush 26 is embedded in the input sleeve 3, and one end of the bush 26 is in contact with the guide ring gear 482, and the other end is in contact with the bearing outer ring; the spring 25 is sleeved on the limiting gear ring 24, one end of the spring 25 is contacted with the outer end surface of the limiting gear ring 24, and the other end is contacted with the bushing 26; the retainer ring 23 and the spring 25 are disposed on two sides of the limiting gear ring 24, so that the limiting gear ring 24 has a movement trend close to the first sun gear 45 due to the elastic force of the spring 25, and the retainer ring 23 blocks the limiting gear ring 24 from being close to the first sun gear 45.
Referring to fig. 1 to 9, a limiting groove 11 is formed in a center shaft 1, and the inner wall of the limiting groove 11 comprises a first limiting surface 111, a transition inclined surface 113 connected with the first limiting surface 111, and a second limiting surface 112 connected with the transition inclined surface 113; the first limiting surface 111 and the second limiting surface 112 are arranged in a staggered manner along the axial direction and are arranged in a staggered manner along the circumferential direction; wherein the second limiting surface 112 is axially closer to the first sun gear 45 than the first limiting surface 111; the limiting pin 232 on the retainer ring 23 is embedded in the limiting groove 11, and the elastic force of the spring 25 is transmitted to the retainer ring 23 through the limiting gear ring 24, so that the limiting pin 232 is in contact with the first limiting surface 111, the transition inclined surface 113 or the second limiting surface 112; the middle shaft 1 is provided with an axial channel 12 communicated with the limit groove 11, and the axial channel 12 comprises an axial opening for embedding the limit pin 232; the limiting pin 232 is embedded into the axial channel 12 through the axial opening and then penetrates through the axial channel 12 to be embedded into the limiting groove 11, so that the assembly can be facilitated.
Referring to fig. 1, one end of the input sleeve 3 protrudes from the output housing 7, and the protruding end of the input sleeve 3 is sleeved with a sprocket through which the pedaling moment is received; one end of the driving sleeve 21 extends out of the input sleeve 3, a guy cable plate 27 is sleeved at the extending end of the driving sleeve 21, and flexible connection is realized between the guy cable plate 27 and the driving sleeve 21 through a torsion spring 28; the cable plate 27 is connected with a gear shifting cable, the cable drives the cable plate 27 to rotate, the cable plate 27 drives the driving sleeve 21 to rotate through the torsion spring 28, and the driving sleeve 21 drives the gear shifting sleeve 22 to rotate, so that gear shifting adjustment can be realized; flexible connection is realized between the cable plate 27 and the driving sleeve 21 through the torsion spring 28, and hard gear shifting damage parts can be avoided.
The working principle is as follows:
in first gear, the first pawl 61 springs up into engagement with the first sun gear 45, so that the first sun gear 45 is stationary; at this time, the limiting ring gear 24 is separated from the first sun gear 45, and the rest pawls are in a contracted state.
The first gear torque transmission path is: input sleeve 3, input ring plate 481, input ring gear 48, first planet gears 42, planet carrier 41, clutch pack 5 to output housing 7; the rotation speed of the output housing 7 is smaller than that of the input sleeve 3, so that the first gear is in a speed reduction transmission.
In second gear, the shift sleeve 22 is rotated, so that the second pawl 62 passes through the second hole site 222 and then springs up to engage with the second sun gear 46, and the second sun gear 46 is fixed; at this time, the limit ring gear 24 is separated from the first sun gear 45, and the third pawl 63 and the fourth pawl 64 are in a contracted state; the first pawl 61 is still in the sprung state, so that the first sun gear 45 is stationary; in the transmission paths of the input ring gear 48, the first sun gear 45, and the carrier 41, the input ring gear 48 is input, and the carrier 41 is output; in the transmission paths of the carrier 41, the second sun gear 46, and the output ring gear 49, the carrier 41 inputs, and the output ring gear 49 outputs; therefore, in order to achieve the rotation stopping of the first sun gear 45 and the second sun gear 46, respectively, the stopping directions of the first pawl 61 and the second pawl 62 are opposite.
The second gear torque transmission path is: an input sleeve 3, an input ring plate 481, an input ring gear 48, a first planetary gear 42, a carrier 41, a second planetary gear, and an output ring gear 49 to an output housing 7; the rotation speed of the output housing 7 is greater than that of the planet carrier 41, so that the clutch assembly 5 is in an overrunning state; the rotational speed of the output housing 7 is less than the rotational speed of the input sleeve 3, so that the second gear is still a downshift.
In the third gear, the gear shifting sleeve 22 is continuously rotated, the limiting pin 232 moves to be in contact with the second limiting surface 112 along the circumferential direction, and the limiting gear ring 24 moves to be engaged with the first sun gear 45 along the axial direction after the retainer ring 23 moves along the axial direction; at this time, all four pawls are pressed by the shift sleeve 22 to be in a contracted state.
The three speed torque transmission path is: input sleeve 3, input ring plate 481, input ring gear 48/first sun gear 45, first planet gears 42, planet carrier 41, clutch pack 5 to output housing 7; the rotational speed of the output housing 7 is equal to the rotational speed of the input sleeve 3, so that three gears are constant-speed transmissions.
In fourth gear, the shift sleeve 22 is continuously rotated, so that the third pawl 63 passes through the third hole site 223 and then bounces up to be engaged with the second sun gear 46, and the second sun gear 46 is fixed; at this time, the limit ring gear 24 is kept engaged with the first sun gear 45, and the remaining pawls are pressed by the shift sleeve 22 to be in a contracted state.
The four-speed torque transmission path is: input sleeve 3, input ring plate 481, input ring gear 48/first sun gear 45, first planet gears 42, planet carrier 41, second planet gears, output ring gear 49 to output housing 7; the rotation speed of the output housing 7 is greater than that of the planet carrier 41, so that the clutch assembly 5 is in an overrunning state; at this time, the rotation speed of the output housing 7 is greater than the rotation speed of the input sleeve 3, so the fourth gear is an upshift.
In fifth gear, continued rotation of shift sleeve 22 causes fourth pawl 64 to spring up into engagement with third sun gear 47 after passing through fourth aperture 224, such that the third sun gear is stationary; at this time, the limit ring gear 24 is kept engaged with the first sun gear 45, and the remaining pawls are pressed by the shift sleeve 22 to be in a contracted state.
The five speed torque transmission path is: input sleeve 3, input ring plate 481, input ring gear 48/first sun gear 45, first planet gears 42, planet carrier 41, second planet gears, output ring gear 49 to output housing 7; the rotation speed of the output housing 7 is greater than that of the planet carrier 41, so that the clutch assembly 5 is in an overrunning state; at this time, the rotation speed of the output housing 7 is greater than the rotation speed of the input sleeve 3, so the fifth gear is an upshift.
The planetary gear assembly integrated with the three sun gears in the embodiment can realize five-gear speed change, so that the axial size can be optimized, a speed change mechanism is conveniently integrated in a hub motor, the number of gears is increased, and riding experience can be optimized; meanwhile, the first gear and the second gear are in a speed reduction transmission, so that starting can be facilitated during riding, and riding experience is optimized.
During installation, the gear shifting sleeve 22 on the middle shaft 1 is rotated to a three-gear state, and all pawls are pressed to be in a contracted state at the moment; the axial channel 12 on the middle shaft 1 is opposite to the limiting pin 232, then the middle shaft 1 is inserted into the planetary gear assembly, the second clamping block 231 is axially embedded into the positioning hole 225, the limiting pin 232 is axially embedded into the axial channel 12 and the limiting groove 11, and the first clamping block 211 is axially embedded into the positioning hole 225, so that the speed change mechanism can be conveniently assembled in a modularized mode, and the production efficiency is improved.
Claims (10)
1. The multi-gear adjustable speed change mechanism is characterized by comprising a center shaft, an output shell, an input sleeve, a planetary gear assembly and a gear shifting adjusting assembly;
the planetary gear assembly comprises a planet carrier, a first planet wheel, a second planet wheel, a first sun wheel, an input gear ring, a second sun wheel and an output gear ring, wherein the first planet wheel and the second planet wheel are respectively borne on the planet carrier;
the output gear ring is fixedly connected with the output shell, or a clutch assembly is arranged between the output gear ring and the output shell; a clutch assembly is arranged between the planet carrier and the output shell; an input annular plate connected with the input sleeve is arranged at one end of the input gear ring in an extending way;
the gear shifting adjusting assembly comprises a first pawl, a second pawl and a limiting gear ring; the limiting gear ring is in linkage with the input ring plate along the circumferential direction;
when in first gear, the first pawl is sprung to be engaged with the first sun gear, so that the first sun gear is fixed relative to the middle shaft; the limiting gear ring is separated from the first sun gear, and the second pawl is in a contracted state;
in the second gear, the second pawl is sprung to be engaged with the second sun gear, so that the second sun gear is fixed relative to the middle shaft; the limiting gear ring is separated from the first sun gear, and the first pawl is in a bouncing state;
in the third gear, the limiting gear ring moves to be engaged with the first sun gear along the axial direction; the first pawl and the second pawl are both in a contracted state.
2. The multi-speed variable transmission mechanism according to claim 1, wherein: the gear shifting adjusting mechanism further comprises a third pawl circumferentially arranged with the second pawl;
in the fourth gear, the third pawl is sprung to be engaged with the second sun gear, so that the second sun gear is fixed relative to the middle shaft; the limiting gear ring is engaged with the first sun gear, and the first pawl and the second pawl are in a contracted state.
3. The multi-speed variable transmission mechanism according to claim 2, wherein: the second planetary gear is a multi-planetary gear and comprises a planetary gear engaged with the second sun gear and a dual planetary gear engaged with the output gear ring; the planetary gear assembly further includes a third sun gear engaged with the bigeminal planet gear, and the shift adjustment assembly further includes a fourth pawl;
in fifth gear, the fourth pawl is sprung to be engaged with the third sun gear, so that the third sun gear is fixed relative to the middle shaft; the limiting gear ring is engaged with the first sun gear, and the first pawl, the second pawl and the third pawl are all in a contracted state.
4. The multi-speed variable transmission mechanism according to claim 1, wherein: a guide gear ring matched with the limit gear ring is arranged on the radial inner side of the input ring plate; the outer side wall of the limiting gear ring is provided with external teeth extending along the axial direction, and the inner side wall of the guiding gear ring is provided with internal teeth matched with the external teeth.
5. The multi-speed variable transmission mechanism according to claim 1, wherein: the end face of the first sun gear is provided with first engaging teeth, and the end face of the limiting gear ring is provided with second engaging teeth matched with the first engaging teeth.
6. The multi-speed variable transmission mechanism according to claim 1, wherein: the pawls are respectively embedded in the center shaft; the gear shifting adjusting assembly further comprises a gear shifting sleeve sleeved on the middle shaft, and the pawl is controlled to spring or shrink by rotating the gear shifting sleeve.
7. The multi-speed variable transmission mechanism according to claim 6, wherein: the gear shifting adjusting assembly further comprises a retainer ring and an elastic piece which act on the limiting gear ring; the elastic force of the elastic piece enables the limiting gear ring to have a trend of approaching the first sun gear; the check ring is in circumferential linkage with the gear shifting sleeve, and can move axially relative to the gear shifting sleeve;
the center shaft is provided with a limiting groove, the limiting groove comprises a first limiting surface and a second limiting surface which are axially arranged at intervals, and the first limiting surface and the second limiting surface are circumferentially arranged at intervals; the retainer ring is provided with a limiting pin embedded in the limiting groove;
when the first gear and the second gear are in contact with the first limiting surface, the limiting gear ring is separated from the first sun gear under the blocking of the check ring; in third gear and higher, the limiting pin is in contact with the second limiting surface and the limiting ring gear is moved into engagement with the first sun gear.
8. The multi-speed variable transmission mechanism according to claim 7, wherein: an axial channel communicated with the limiting groove is formed in the middle shaft, and the axial channel comprises an axial opening for embedding the limiting pin.
9. The multi-speed variable transmission mechanism according to claim 6, wherein: the gear shifting adjusting assembly further comprises a driving sleeve which is supported on the middle shaft in a rolling mode, the driving sleeve is in linkage with the gear shifting sleeve along the circumferential direction, and the driving sleeve is in butt joint with the gear shifting sleeve along the axial direction.
10. The multi-speed variable transmission mechanism according to claim 9, wherein: the driving sleeve is sleeved with a inhaul cable plate, and flexible connection is achieved between the inhaul cable plate and the driving sleeve through an elastic piece.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311733382.4A CN117533451A (en) | 2023-12-15 | 2023-12-15 | Multi-gear adjustable speed change mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311733382.4A CN117533451A (en) | 2023-12-15 | 2023-12-15 | Multi-gear adjustable speed change mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117533451A true CN117533451A (en) | 2024-02-09 |
Family
ID=89784289
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311733382.4A Pending CN117533451A (en) | 2023-12-15 | 2023-12-15 | Multi-gear adjustable speed change mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117533451A (en) |
-
2023
- 2023-12-15 CN CN202311733382.4A patent/CN117533451A/en active Pending
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