CN219796062U - Anti-jamming transmission gear shifting mechanism - Google Patents

Abstract

The utility model discloses a gear shifting mechanism of a transmission for preventing blocking, which comprises a spline shaft, wherein a sleeve is slidably connected to the outer side of the spline shaft, a first gear is movably connected to the outer side of the left end of the spline shaft, a second gear is movably connected to the outer side of the right end of the spline shaft, a shifting fork is connected to the outer side of the upper end of the sleeve in a blocking mode, a fixing seat is arranged below the sleeve, a sliding groove is formed in the upper end of the fixing seat, a sliding block is slidably connected in the sliding groove, a roller frame is fixedly connected to the upper end of the sliding block, roller shafts which are distributed at equal intervals are rotatably connected to the roller frame, grooves which are distributed at equal intervals are formed in the outer side of the spline shaft, and balls are connected in the grooves in a rolling mode. This anti-sticking's derailleur gearshift effectively reduces the frictional force between integral key shaft and sleeve, makes telescopic removal more smooth and easy to take place the card when avoiding the sleeve to remove and stop the phenomenon, guarantee the smooth and easy of gear shift operation, and do not influence telescopic rotation, thereby change rotational speed and the moment of torsion from the engine.

Description

Anti-jamming transmission gear shifting mechanism

Technical Field

The utility model relates to the technical field of transmissions, in particular to an anti-jamming transmission gear shifting mechanism.

Background

A transmission is a mechanism for changing the rotational speed and torque from an engine, which is capable of fixing or shifting the transmission ratio of an output shaft to an input shaft, and is composed of a speed change transmission mechanism and an operating mechanism, and some automobiles also have a power output mechanism.

The transmission can change the transmission ratio, satisfies the needs of different driving conditions to traction force, makes the engine work under the favorable operating condition as far as possible, satisfies possible driving speed requirement, but current derailleur gearshift has the sleeve friction force big when moving on the integral key shaft, easily blocks, influences the shift effect, and along with the lapse of time, the sleeve is yielding, reduces with the degree of fit of gear, can't guarantee the shortcoming of derailleur normal use.

Disclosure of Invention

The utility model aims to provide an anti-jamming transmission gear shifting mechanism, which aims to solve the problem that Yi Kadu and a sleeve are easy to deform in the background art.

In order to achieve the above purpose, the present utility model provides the following technical solutions: the utility model provides a prevent derailleur gearshift of card dun, includes the integral key shaft, integral key shaft outside sliding connection has the sleeve, integral key shaft left end outside swing joint has first gear, integral key shaft right-hand member outside swing joint has the second gear, sleeve upper end outside block is connected with the shift fork, the fixing base is installed to the sleeve below, the sliding tray has been seted up to the fixing base upper end, sliding connection has the sliding block in the sliding tray, sliding block upper end fixedly connected with roller frame, roller frame internal rotation is connected with the roller of equidistance distribution, the recess of equidistance distribution has been seted up in the integral key shaft outside, roll connection has the ball in the recess.

Preferably, the lower end of the first gear is connected with a third gear in a meshed mode, the lower end of the second gear is connected with a fourth gear in a meshed mode, an intermediate shaft is arranged in the third gear and the fourth gear, and a fifth gear is fixedly connected to the outer side of the left end of the intermediate shaft.

Preferably, the upper end of the fifth gear is connected with a sixth gear in a meshed manner, a connecting shaft is arranged in the sixth gear, a ring which is bilaterally symmetrical is fixedly connected to the outer side of the sleeve, and the ring and the roll shaft are in rolling connection.

Preferably, annular equally spaced clamping grooves are formed in the inner sides of the first gear and the second gear, and clamping blocks matched with the clamping grooves are fixedly connected to the outer sides of the left end and the right end of the sleeve.

Preferably, the balls are attached to the inner wall of the sleeve, and the radius of each ball is smaller than the depth of each groove.

Compared with the prior art, the utility model has the beneficial effects that:

1. according to the anti-jamming transmission gear shifting mechanism, through the design of the grooves and the balls, the friction force between the spline shaft and the sleeve is effectively reduced, so that the sleeve can move more smoothly, the jamming phenomenon is avoided when the sleeve moves, and the smooth gear shifting operation is ensured;

2. according to the anti-jamming transmission gear shifting mechanism, through the cooperation of the circular ring and the roll shaft, the supporting effect on the sleeve is enhanced, the sleeve is prevented from deforming, the rotation of the sleeve is not affected, the roller frame is of a slidable design, and the roller frame can move along with the movement of the sleeve, so that the practicability is higher;

3. the anti-jamming transmission gear shifting mechanism is connected with the clamping block through the clamping groove, so that the first gear or the second gear rotates, the transmission ratio is changed, and the rotating speed and the torque from the engine are changed.

Drawings

FIG. 1 is a schematic perspective view of the present utility model;

FIG. 2 is a schematic diagram of the front structure of the present utility model;

FIG. 3 is a schematic side view of the present utility model;

FIG. 4 is a schematic view of the mounting structure of the fixing base and the roller frame of the present utility model;

fig. 5 is an enlarged schematic view of the structure of fig. 3 a according to the present utility model.

In the figure: 1. a spline shaft; 2. a sleeve; 3. a first gear; 4. a second gear; 5. a shifting fork; 6. a fixing seat; 7. a sliding groove; 8. a sliding block; 9. a roller frame; 10. a roll shaft; 11. a groove; 12. a ball; 13. a third gear; 14. a fourth gear; 15. an intermediate shaft; 16. a fifth gear; 17. a sixth gear; 18. a connecting shaft; 19. a circular ring; 20. a clamping groove; 21. and (5) clamping blocks.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

Referring to fig. 1-5, the present utility model provides a technical solution: the anti-jamming transmission shifting mechanism comprises a spline shaft 1, a sleeve 2, a first gear 3, a second gear 4, a shifting fork 5, a fixed seat 6, a sliding groove 7, a sliding block 8, a roller frame 9, a roller shaft 10, a groove 11, balls 12, a third gear 13, a fourth gear 14, an intermediate shaft 15, a fifth gear 16, a sixth gear 17, a connecting shaft 18, a ring 19, a clamping groove 20 and a clamping block 21, wherein the outer side of the spline shaft 1 is in sliding connection with the sleeve 2, the left end outer side of the spline shaft 1 is in movable connection with the first gear 3, the right end outer side of the spline shaft 1 is in movable connection with the second gear 4, the outer side of the upper end of the sleeve 2 is in clamping connection with the shifting fork 5, the fixed seat 6 is installed below the sleeve 2, the upper end of the fixed seat 6 is provided with the sliding groove 7, the sliding block 8 is in sliding connection with the sliding block 8, the roller frame 9 is in sliding connection with the roller shaft 10 which is in equidistant distribution, the outer side of the spline shaft 1 is provided with the groove 11 which is in equidistant distribution, and the balls 12 are in rolling connection with the groove 11;

further, the lower end of the first gear 3 is connected with a third gear 13 in a meshed manner, the lower end of the second gear 4 is connected with a fourth gear 14 in a meshed manner, an intermediate shaft 15 is arranged in the third gear 13 and the fourth gear 14, and a fifth gear 16 is fixedly connected to the outer side of the left end of the intermediate shaft 15 so as to ensure that the rotation speed and the torque of the engine are changed and then output;

further, the upper end of the fifth gear 16 is in meshed connection with a sixth gear 17, a connecting shaft 18 is arranged in the sixth gear 17, a bilaterally symmetrical circular ring 19 is fixedly connected to the outer side of the sleeve 2, the circular ring 19 and the roll shaft 10 are in rolling connection, the supporting effect on the sleeve 2 is improved, and the rotation and the movement of the sleeve 2 are not influenced;

furthermore, annular equally spaced clamping grooves 20 are formed in the inner sides of the first gear 3 and the second gear 4, clamping blocks 21 matched with the clamping grooves 20 are fixedly connected to the outer sides of the left end and the right end of the sleeve 2, and the sleeve 2 is matched with the first gear 3 and the second gear 4 conveniently;

further, the balls 12 are attached to the inner wall of the sleeve 2, and the radius of the balls 12 is smaller than the depth of the grooves 11, so that the balls 12 cannot be removed from the grooves 11.

Working principle: the connecting shaft 18 is connected with the engine through a clutch, the ring 19 on the outer side of the sleeve 2 rotates on the roll shaft 10, the sleeve 2 moves rightwards through the shifting fork 5, the sliding block 8 on the lower end of the roller frame 9 moves rightwards in the sliding groove 7 until the clamping block 21 on the outer side of the sleeve 2 is inserted into the clamping groove 20 on the left end of the second gear 4, at the moment, the sixth gear 17 on the outer side of the connecting shaft 18 rotates to drive the fourth gear 14, the middle shaft 15, the fifth gear 16 and the sixth gear 17 to rotate, the fourth gear 14 drives the second gear 4 to rotate, the spline shaft 1 synchronously rotates to transmit energy to a drive axle, and at the moment, the first gear 3 synchronously rotates, but no influence is exerted on the spline shaft 1 because the first gear 3 is not meshed with the spline shaft 1.

Finally, it should be noted that the above description is only for illustrating the technical solution of the present utility model, and not for limiting the scope of the present utility model, and that the simple modification and equivalent substitution of the technical solution of the present utility model can be made by those skilled in the art without departing from the spirit and scope of the technical solution of the present utility model.

Claims (5)

1. Anti-sticking's derailleur gearshift, including the integral key shaft, its characterized in that: the spline shaft is characterized in that the outer side of the spline shaft is slidably connected with a sleeve, the outer side of the left end of the spline shaft is movably connected with a first gear, the outer side of the right end of the spline shaft is movably connected with a second gear, the outer side of the upper end of the sleeve is connected with a shifting fork in a clamping mode, a fixing base is arranged below the sleeve, a sliding groove is formed in the upper end of the fixing base, a sliding block is slidably connected in the sliding groove, the upper end of the sliding block is fixedly connected with a roller frame, roller shafts which are distributed at equal intervals are rotationally connected to the roller frame, grooves which are distributed at equal intervals are formed in the outer side of the spline shaft, and balls are connected in the grooves in a rolling mode.

2. The anti-stuck transmission shift mechanism of claim 1, wherein: the lower end of the first gear is connected with a third gear in a meshed mode, the lower end of the second gear is connected with a fourth gear in a meshed mode, an intermediate shaft is arranged in the third gear and the fourth gear, and the outer side of the left end of the intermediate shaft is fixedly connected with a fifth gear.

3. The anti-stuck transmission shift mechanism of claim 2, wherein: the upper end of the fifth gear is connected with a sixth gear in a meshed mode, a connecting shaft is installed in the sixth gear, a ring which is bilaterally symmetrical is fixedly connected to the outer side of the sleeve, and the ring and the roll shaft are in rolling connection.

4. The anti-stuck transmission shift mechanism of claim 1, wherein: annular equally spaced clamping grooves are formed in the inner sides of the first gear and the second gear, and clamping blocks matched with the clamping grooves are fixedly connected to the outer sides of the left end and the right end of the sleeve.

5. The anti-stuck transmission shift mechanism of claim 1, wherein: the ball is attached to the inner wall of the sleeve, and the radius of the ball is smaller than the depth of the groove.