CN220727084U - Internal gear shifting structure of engine - Google Patents

Abstract

The utility model provides an internal gear shifting structure of an engine, which comprises a gear transmission structure and a gear shifting driving structure; the gear transmission structure comprises a first bevel gear coaxially fixedly connected with an engine output shaft, a second bevel gear meshed with the first bevel gear, a first transmission gear and a second transmission gear coaxially arranged with the second bevel gear, a carrier gear rotatably installed in a vehicle and meshed with the second transmission gear, and an output gear in transmission connection with a rear axle of the vehicle, wherein the axes of the output gear, the carrier gear and the first transmission gear are arranged in parallel, the output gear is driven to axially move through a gear shifting driving structure, and the output gear can be intermittently meshed with the first transmission gear and the carrier gear. The gear shifting driving structure of the utility model is also composed of six gears, but only two bevel gears of the first bevel gear and the second bevel gear are arranged, and compared with the prior art, the gear shifting driving structure is provided with three bevel gears, and the processing cost can be reduced.

Description

Internal gear shifting structure of engine

Technical Field

The utility model belongs to the technical field of motorcycles, and particularly relates to an internal gear shifting structure of an engine.

Background

An engine is a machine capable of converting other forms of energy into mechanical energy, including an internal combustion engine (reciprocating piston engine), an external combustion engine (stirling engine, steam engine, etc.), a jet engine, an electric motor, etc., and motor tricycle engines generally employ an internal combustion engine. In order to facilitate the reverse of a motor tricycle, a motor tricycle engine is generally provided with a reverse structure, and the motor tricycle is driven to advance back or retract by switching front and back gears.

CN202121724636.2 discloses a gear shifting structure of a motor tricycle, which comprises a gear transmission structure and a gear shifting driving structure, wherein the gear transmission structure comprises a first bevel gear, a second bevel gear, a third bevel gear, a first transmission gear, a second transmission gear and a third transmission gear, and six gears are adopted, three of the gears are conventional cylindrical gears, the other three gears are bevel gears, the machining difficulty of the bevel gears is high, and the machining cost is higher than that of the conventional cylindrical gears, so that the cost of the gear transmission structure is higher. In addition, the gear shifting driving structure swings the gear shifting deflector rod through a multi-stage gear mechanism provided with a first gear, a second gear, a first bevel gear and a second bevel gear, the gear shifting structure of the engine is switched between a front gear and a rear gear, and the multi-stage gear mechanism is complex in structure and high in manufacturing cost.

Disclosure of Invention

The utility model aims to solve the technical problems in the prior art, and aims to provide an internal gear shifting structure of an engine.

In order to achieve the above purpose, the utility model adopts the following technical scheme: the internal gear shifting structure of the engine comprises a gear transmission structure and a gear shifting driving structure; the gear transmission structure comprises a first bevel gear coaxially fixedly connected with an engine output shaft, a second bevel gear meshed with the first bevel gear, a first transmission gear and a second transmission gear coaxially arranged with the second bevel gear, a carrier gear rotatably installed in a vehicle and meshed with the second transmission gear, and an output gear in transmission connection with a rear axle of the vehicle, wherein the axes of the output gear, the carrier gear and the first transmission gear are arranged in parallel, the output gear is driven to axially move through a gear shifting driving structure, and the output gear can be intermittently meshed with the first transmission gear and the carrier gear.

According to the technical scheme, the power of the output shaft of the engine is reversed by arranging the second bevel gear meshed with the first bevel gear; the first transmission gear is meshed with the output gear, so that the gear shifting structure is in a forward gear, and the vehicle can advance; by arranging the second transmission gear and the carrier gear, the carrier gear is meshed with the output gear, so that the gear shifting structure is in a reverse gear, and the vehicle can be reversed. The gear shifting driving structure of the utility model is also composed of six gears, but only two bevel gears of the first bevel gear and the second bevel gear are arranged, and compared with the prior art, the gear shifting driving structure is provided with three bevel gears, and the processing cost can be reduced.

In a preferred embodiment of the utility model, the gear-shifting drive comprises a gear-shifting shaft rotatably mounted in the vehicle, the axis of the gear-shifting shaft being parallel to the axis of the carrier gear, the gear-shifting shaft being in driving connection with the output gear via a transmission mechanism, the output gear being axially movable under the driving action of the transmission mechanism by rotating the gear-shifting shaft.

According to the technical scheme, the output gear can axially move by rotating the gear shifting shaft so as to shift gears, and the operation is simple.

In a preferred embodiment of the utility model, the outer end of the shift shaft is fixedly connected with a shift pedal.

Above-mentioned technical scheme sets up the footboard of shifting, through stepping on the footboard of shifting in order to make the gearshift shaft rotate, more laborsaving.

In a preferred embodiment of the utility model, the output gear is arranged coaxially with the shift shaft and is axially movable in the longitudinal direction of the shift shaft.

Above-mentioned technical scheme, output gear is coaxial with the gearshift, compares in addition to establish the pivot that is parallel with the transmission shaft and install the output shaft, and this scheme's structure is compacter.

In a preferred embodiment of the utility model, the transmission mechanism comprises a sliding sleeve sleeved outside the gear shifting shaft and fixedly connected relative to the vehicle in the circumferential direction, and a positioning pin fixedly connected to the gear shifting shaft, the output gear is rotationally connected with the sliding sleeve and can axially move along with the sliding sleeve, a sliding groove extending in the axial direction and the circumferential direction is formed in the side wall of the sliding sleeve, and the positioning pin is inserted into the sliding groove and can slide in the sliding groove so as to axially move along with the sliding sleeve on the gear shifting shaft.

According to the technical scheme, the rotary motion of the gear shifting shaft is converted into the axial motion of the sliding sleeve on the gear shifting shaft through the mode of arranging the positioning pin and the sliding sleeve, and the output gear axially moves along with the sliding sleeve on the gear shifting shaft to shift gears, so that the structure is simple.

In another preferred embodiment of the utility model, a plurality of sliding grooves are circumferentially arranged on the side wall of the sliding sleeve at intervals, and a plurality of positioning pins which are in one-to-one correspondence with the sliding grooves are circumferentially arranged on the gear shifting shaft at intervals.

According to the technical scheme, the plurality of locating pins and the sliding grooves are arranged in a matched mode, so that the axial movement of the sliding sleeve is stable.

In another preferred embodiment of the utility model, the sliding sleeve is provided with a plurality of connecting holes extending axially, a guide rod fixedly connected with the vehicle can be inserted into the connecting holes, and the sliding sleeve can axially move on the guide rod.

According to the technical scheme, the axial movement of the sliding sleeve is limited through the guide rod, and the guide rod plays a guiding role on the axial movement of the sliding sleeve.

In another preferred embodiment of the utility model, one end of the sliding sleeve, which is close to the output gear, is provided with a flange sleeved on the gear shifting shaft, the output gear is provided with a shaft section which penetrates through the flange and extends into the sliding sleeve, and the shaft section is clamped with a shaft check ring which is positioned in the sliding sleeve and used for axially limiting the output gear.

According to the technical scheme, the output gear rotates relative to the sliding sleeve through the shaft section, and the shaft retainer ring and the end face of the output gear are respectively located at two sides of the flange so as to axially limit the output gear, so that the output gear can axially move along with the sliding sleeve.

In another preferred embodiment of the utility model, a rotary bearing is arranged between the outer wall of the output gear shaft section and the inner wall of the sliding sleeve, and the rotary bearing is positioned between the flange and the shaft retainer ring.

According to the technical scheme, the rotating bearing is arranged between the output gear shaft section and the sliding sleeve, so that the output gear rotates more smoothly relative to the sliding sleeve, and friction resistance is reduced.

In another preferred embodiment of the present utility model, the engine output shaft extends in the longitudinal direction of the vehicle, and the axis of the output gear extends in the width direction of the vehicle; and/or the two ends of the carrier gear are rotatably arranged in the vehicle through bearings.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

fig. 1 is a schematic perspective view of an internal gear shifting structure of an engine of an embodiment.

FIG. 2 is a schematic cross-sectional view of a sliding sleeve and output gear connection in an embodiment.

Fig. 3 is a schematic structural view of a sliding sleeve in an embodiment.

Reference numerals in the drawings of the specification include: gear transmission structure 10, first bevel gear 11, second bevel gear 12, first transmission gear 13, second transmission gear 14, carrier gear 15, bearing 151, output gear 16, shaft section 161, shaft retainer 162, engine output shaft 17, shift drive structure 20, shift shaft 21, detent pin 211, shift pedal 22, slide sleeve 23, slide groove 231, connection hole 232, flange 233, end cover 234, and rolling bearing 235.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "longitudinal," "transverse," "vertical," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate or are based on the orientation or positional relationship shown in the drawings, merely to facilitate description of the utility model and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and thus should not be construed as limiting the utility model.

In the description of the present utility model, unless otherwise specified and defined, it should be noted that the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, mechanical or electrical, or may be in communication with each other between two elements, directly or indirectly through intermediaries, as would be understood by those skilled in the art, in view of the specific meaning of the terms described above.

The present utility model provides an internal engine shift structure, as shown in FIG. 1, which in a preferred embodiment includes a gear transmission structure 10 and a shift drive structure 20. The gear transmission structure 10 comprises a first bevel gear 11 coaxially fixedly connected with an engine output shaft 17, a second bevel gear 12 meshed with the first bevel gear 11, a first transmission gear 13 and a second transmission gear 14 coaxially fixedly connected with the second bevel gear 12, a carrier gear 15 rotatably installed in a vehicle and meshed with the second transmission gear 14, and an output gear 16 in transmission connection with a rear axle of the vehicle, wherein the first bevel gear 11 and the second bevel gear 12 are bevel gears. The engine output shaft 17 extends in the longitudinal direction (front-rear direction) of the vehicle, the axis of the output gear 16 extends in the width direction (left-right direction) of the vehicle, the axes of the output gear 16, the carrier gear 15 and the first transmission gear 13 are arranged in parallel, and both ends of the carrier gear 15 are rotatably mounted in the vehicle through bearings 151. The output gear 16 is driven to axially move by the shift drive structure 20, and the output gear 16 can intermittently mesh with the first transfer gear 13 and the carrier gear 15.

With such a technical solution, as shown in fig. 1, at this time, the output gear 16 is meshed with the first transmission gear 13, the vehicle is in a forward gear, the rotation of the engine output shaft 17 rotates the first bevel gear 11, the first bevel gear 11 rotates the second bevel gear 12, the second bevel gear 12 rotates the first transmission gear 13 with it, and the first transmission gear 13 rotates the output gear 16 forward and transmits power to the rear axle of the vehicle, driving the vehicle forward. The gear shift driving structure 20 drives the output gear 16 to axially move, so that the output gear 16 is separated from the first transmission gear 13 and is meshed with the carrier gear 15, the vehicle is in a reverse gear, the engine output shaft 17 rotates to enable the first bevel gear 11 to rotate, the first bevel gear 11 enables the second bevel gear 12 to rotate, the second bevel gear 12 enables the second transmission gear 14 to rotate along with the first bevel gear 11, the second transmission gear 14 enables the carrier gear 15 to rotate positively, and the carrier gear 15 enables the output gear 16 to rotate reversely and transmits power to a rear axle of the vehicle to drive the vehicle to reverse.

In the present utility model, the shift driving structure 20 includes a shift shaft 21 rotatably installed in a vehicle, and a shift pedal 22 is fixedly coupled to an outer end of the shift shaft 21. The axis of the gear shifting shaft 21 is parallel to the axis of the carrier gear 15, the gear shifting shaft 21 is in transmission connection with the output gear 16 through a transmission mechanism, the gear shifting shaft 21 is rotated by stepping on the gear shifting pedal 22, and the output gear 16 can axially move under the transmission action of the transmission mechanism. Preferably, the output gear 16 is disposed coaxially with the shift shaft 21 and is axially movable in the length direction of the shift shaft 21.

The transmission mechanism comprises a sliding sleeve 23 sleeved outside the gear shifting shaft 21 and fixedly connected relative to the circumferential direction of the vehicle, and a positioning pin 211 fixedly connected to the gear shifting shaft 21, the output gear 16 is rotationally connected with the sliding sleeve 23 and can axially move along with the sliding sleeve 23, a sliding groove 234 extending axially and circumferentially is formed in the side wall of the sliding sleeve 23, the sliding groove 234 is a chute or an arc-shaped curved groove, and the positioning pin 211 is inserted into the sliding groove 234 and can slide in the sliding groove 234 so as to enable the output gear 16 to axially move along with the sliding sleeve 23 on the gear shifting shaft 21.

By adopting the technical scheme, when people step on the shift pedal 22 to rotate the shift shaft 21, the positioning pin 211 rotates along with the shift shaft 21, and as the sliding sleeve 23 is circumferentially limited and the sliding groove 234 of the sliding sleeve 23 extends along the axial direction and the circumferential direction of the sliding groove, the rotation of the shift shaft 21 enables the positioning pin 211 to slide in the sliding groove 234, the positioning pin 211 enables the sliding sleeve 23 to move left and right on the shift shaft 21, and the sliding sleeve 23 drives the output gear 16 to synchronously move left and right so as to realize gear shifting.

As shown in fig. 1 and 3, a plurality of sliding grooves 234 are preferably circumferentially spaced on the side wall of the sliding sleeve 23, for example, two sliding grooves 234 are circumferentially uniformly arranged, and two positioning pins 211 corresponding to the sliding grooves 234 one by one are circumferentially uniformly arranged on the shift shaft 21.

In another preferred embodiment, as shown in fig. 1 and 3, the sliding sleeve 23 is fixedly connected to the vehicle in the circumferential direction in the following manner: the sliding sleeve 23 has a plurality of connection holes 231 extending axially, for example, two connection holes 231 are provided through a side wall of the sliding sleeve, and guide rods (not shown) fixedly connected with the vehicle can be inserted into the connection holes 231, the two guide rods limit circumferential movement of the sliding sleeve 23, and the sliding sleeve 23 can move axially on the guide rods. Preferably, the end of the sliding sleeve 23 remote from the output gear 16 has a first end cap 232 that fits over the shift shaft 21.

In another preferred embodiment, as shown in fig. 2, the output gear 16 is rotatably connected to the sliding sleeve 23 and is axially movable with the sliding sleeve 23 in the following manner: one end of the sliding sleeve 23, which is close to the output gear 16, is provided with a flange 233 sleeved on the gear shifting shaft 21, the output gear 16 is provided with a shaft section 161 which penetrates through the flange 233 and extends into the sliding sleeve 23, and the output gear 16 rotates relative to the sliding sleeve 23 through the shaft section 161; the shaft section 161 is clamped with a shaft retainer ring 162 which is positioned in the sliding sleeve 23 and used for axially limiting the output gear 16, and the shaft retainer ring 162 and the left end surface of the output gear 16 are respectively positioned at two sides of the retaining edge 233 so as to axially limit the output gear 16, so that the output gear 16 can axially move along with the sliding sleeve 23.

As shown in fig. 2, it is further preferable that a rolling bearing 235 is provided between the outer wall of the shaft section 161 of the output gear 16 and the inner wall of the slide sleeve 23, and the rolling bearing 235 is located between the flange 233 and the shaft collar 162. By providing the rotation bearing 235 between the shaft section 161 of the output gear 16 and the sliding sleeve 23, the rotation of the output gear 16 relative to the sliding sleeve 23 is smoother, and the friction resistance is reduced.

As shown in fig. 1-3, it is further preferred that, to facilitate installation of the shift shaft 22, the sliding sleeve 23 and the output gear 16, the left opening of the sliding sleeve 23 is detachably and fixedly connected with an end cover 234, and the flange 233 is detachably and fixedly connected with the sliding sleeve 23, such as a clamping connection or a bolting connection. A tool such as a clamp is inserted from the left opening of the slide sleeve 23, and the shaft retainer 162 can be attached to the shaft section 161 of the output gear 16. Shaft retainer 162

In the description of the present specification, reference to the terms "preferred implementation," "one embodiment," "some embodiments," "example," "a particular example" or "some examples" and the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. The internal gear shifting structure of the engine comprises a gear transmission structure and a gear shifting driving structure; the gear transmission structure is characterized by comprising a first bevel gear coaxially fixedly connected with an engine output shaft, a second bevel gear meshed with the first bevel gear, a first transmission gear and a second transmission gear coaxially arranged with the second bevel gear, a carrier gear rotatably arranged in a vehicle and meshed with the second transmission gear, and an output gear in transmission connection with a rear axle of the vehicle, wherein the axes of the output gear, the carrier gear and the first transmission gear are arranged in parallel, the output gear is driven to axially move through the gear shifting driving structure, and the output gear can be intermittently meshed with the first transmission gear and the carrier gear.

2. An internal gear shifting structure for an engine according to claim 1, characterized in that the gear shifting driving structure comprises a gear shifting shaft rotatably mounted in the vehicle, the axis of the gear shifting shaft being parallel to the axis of the carrier gear, the gear shifting shaft being in driving connection with the output gear via a transmission mechanism, the output gear being axially movable under the driving action of the transmission mechanism by rotating the gear shifting shaft.

3. The internal gear shifting structure of an engine according to claim 2, wherein a gear shifting pedal is fixedly connected to an outer end of the gear shifting shaft.

4. The internal gear shift structure of claim 2, wherein the output gear is disposed coaxially with the shift shaft and is axially movable in a length direction of the shift shaft.

5. The internal gear shifting structure of claim 4, wherein the transmission mechanism comprises a sliding sleeve sleeved on the outer ring of the gear shifting shaft and fixedly connected with the gear shifting shaft relative to the circumferential direction of the vehicle, and a positioning pin fixedly connected to the gear shifting shaft, the output gear is rotationally connected with the sliding sleeve and can axially move along with the sliding sleeve, the side wall of the sliding sleeve is provided with a sliding groove extending axially and circumferentially, and the positioning pin is inserted into the sliding groove and can slide in the sliding groove so as to axially move along with the sliding sleeve on the gear shifting shaft.

6. The engine internal gear shifting structure according to claim 5, wherein a plurality of sliding grooves are circumferentially arranged on the side wall of the sliding sleeve at intervals, and a plurality of positioning pins which are in one-to-one correspondence with the sliding grooves are circumferentially arranged on the gear shifting shaft at intervals.

7. The engine internal gear shifting structure according to claim 5, wherein the sliding sleeve is provided with a plurality of connecting holes extending in the axial direction, a guide rod fixedly connected with the vehicle is inserted into the connecting holes, and the sliding sleeve is axially movable on the guide rod.

8. The engine internal gear shifting structure according to claim 5, wherein one end of the sliding sleeve, which is close to the output gear, is provided with a flange sleeved on the gear shifting shaft, the output gear is provided with a shaft section which penetrates through the flange and extends into the sliding sleeve, and a shaft check ring which is positioned in the sliding sleeve and used for axially limiting the output gear is clamped on the shaft section.

9. The engine internal gear shifting structure of claim 5, wherein a rolling bearing is provided between the outer wall of the output gear shaft section and the inner wall of the sliding sleeve, the rolling bearing being located between the flange and the shaft collar.

10. The engine-internal shift structure according to any one of claims 1 to 9, characterized in that the engine output shaft extends in a longitudinal direction of the vehicle, and an axis of the output gear extends in a width direction of the vehicle; the gear shifting and/or the two ends of the carrier gear are rotatably mounted in the vehicle by means of bearings.