CN221374357U - Three-gear speed change structure of rear axle - Google Patents
Three-gear speed change structure of rear axle Download PDFInfo
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- CN221374357U CN221374357U CN202323282733.2U CN202323282733U CN221374357U CN 221374357 U CN221374357 U CN 221374357U CN 202323282733 U CN202323282733 U CN 202323282733U CN 221374357 U CN221374357 U CN 221374357U
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- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 238000009434 installation Methods 0.000 description 2
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Abstract
The utility model provides a rear axle three-gear speed change structure which comprises a shell, a first transmission shaft and a first transmission shaft, wherein the first transmission shaft and the first transmission shaft are rotatably arranged in the shell, and a first driving gear, a second driving gear, a first synchronous ring and an acceleration gear are sequentially arranged on the first transmission shaft along the axial direction of the first transmission shaft; the first synchronous ring can axially slide on the first transmission shaft; the second transmission shaft is sequentially provided with a first driven gear, a common gear, a second synchronizing ring, a stress application gear and a second driven gear along the axial direction of the second transmission shaft; the first driven gear is in transmission connection with the differential input gear, and the second synchronizing ring can axially slide on the second transmission shaft. The rear axle three-gear speed change structure provided by the utility model has the advantages that the three gears are changed commonly, boosted and accelerated, and enough power output transmission can be provided to meet different service conditions, so that the utilization rate of the electric energy of the generator is improved, and the power loss of the generator is reduced.
Description
Technical Field
The utility model relates to the technical field of rear axle gearboxes of electric vehicles, in particular to a three-gear speed changing structure of a rear axle.
Background
The electric tricycle is a three-wheeled transport means for pulling goods or people, which uses a storage battery as power and a motor as a drive, and has the advantages of strong applicability, flexibility, simplicity in maintenance, convenience in maintenance, low price and the like, so that the electric tricycle is widely applied to various fields.
However, the electric tricycle still needs to meet two working conditions of high-speed running and heavy-load climbing, and particularly for a freight tricycle, a single-gear speed reducer cannot meet two working conditions at the same time, so that a low-gear rear axle gearbox and a high-gear rear axle gearbox are commonly adopted by the existing electric tricycle, but due to the fact that the use scene is complex and changeable, the high-gear torque of the two-gear boosting gearbox is small and high in speed, the electric tricycle is only suitable for paving roads with very good road conditions, the low-gear torque is large and the speed is very low, and the electric tricycle is only suitable for heavy objects and steep slopes, and has low applicability and cannot meet complex and changeable use scenes.
Disclosure of utility model
Aiming at the defects in the prior art, the utility model provides a three-gear speed change structure of a rear axle, which aims to solve the technical problems that the applicability of a rear axle gearbox of the existing electric tricycle is not high and complex and changeable use scenes cannot be met in the related art.
The utility model provides a rear axle three-gear speed change structure, which comprises:
a shell:
The first transmission shaft is rotationally arranged in the shell, and is sequentially provided with a first driving gear, a second driving gear, a first synchronous ring and an acceleration gear along the axial direction of the first transmission shaft; the first driving gear is connected with the output end of the driving mechanism in a transmission way, the first synchronizing ring can axially slide on the first transmission shaft, a first toggle mechanism is arranged on the first synchronizing ring, and the first toggle mechanism drives the first synchronizing ring to move along the axial direction of the first transmission shaft so as to enable the first synchronizing ring to be meshed with the acceleration gear;
The second transmission shaft is rotatably arranged in the shell, and is sequentially provided with a first driven gear, a common gear, a second synchronizing ring, a stress application gear and a second driven gear along the axial direction of the second transmission shaft; the first driven gear is in transmission connection with the differential mechanism input gear, the second synchronizing ring can axially slide on the second transmission shaft, a second toggle mechanism is arranged on the second synchronizing ring, and the second toggle mechanism drives the second synchronizing ring to move along the axial direction of the second transmission shaft so as to enable the second synchronizing ring to be meshed with the common gear or the stress application gear.
Further, the first shifting mechanism comprises a first shifting fork, one end of the first shifting fork is installed in the annular shifting groove of the first synchronizing ring and is in intermittent fit, the other end of the first shifting fork is connected with a first shifting fork shaft, and one end of the first shifting fork shaft extends out of the shell.
Further, the second shifting mechanism comprises a second shifting fork, one end of the second shifting fork is installed in the annular shifting groove of the second synchronizing ring and is in intermittent fit, the other end of the second shifting fork is connected with a second shifting fork shaft, and one end of the second shifting fork shaft extends out of the shell.
Further, the first toggle mechanism further comprises a first self-locking mechanism, and the first self-locking mechanism comprises:
The first self-locking steel ball is provided with a first neutral gear groove and an acceleration gear groove which are matched with the first self-locking steel ball in sequence along the axial direction of the first shifting fork shaft;
One end of the first self-locking spring is connected with the first self-locking steel ball, and the other end of the first self-locking spring is connected with a first bolt;
The first shifting fork shaft is operatively moved to enable the first self-locking steel ball to be abutted against the first neutral gear groove or the acceleration gear groove through the first bolt by the first self-locking spring.
Further, the second toggle mechanism further comprises a second self-locking mechanism, and the second self-locking mechanism comprises:
the second self-locking steel ball is provided with a common gear groove, a second neutral gear groove and a stress application gear groove which are matched with the second self-locking steel ball in sequence along the axial direction of the second shifting fork shaft;
one end of the second self-locking spring is connected with the second self-locking steel ball, and the other end of the second self-locking spring is connected with a second bolt;
The second bolt is in threaded connection with the shell, and the second shifting fork shaft can move in an operation mode to enable the second self-locking steel balls to be abutted against the common gear groove, the second neutral gear groove or the stress application gear groove through the second bolt by the second self-locking spring.
Further, the interlocking mechanism is arranged between the first shifting fork shaft and the second shifting fork shaft, the interlocking mechanism comprises a first interlocking groove arranged on the side surface of a first neutral gear groove of the first shifting fork shaft, a second interlocking groove is formed on the side surface of a second neutral gear groove of the second shifting fork shaft, the first interlocking groove and the second interlocking groove are oppositely arranged, a first interlocking steel ball matched with the first interlocking groove is arranged in the first interlocking groove, and a second interlocking steel ball matched with the second interlocking groove is arranged in the second interlocking groove;
when the first self-locking steel ball is positioned in the acceleration gear groove and the first self-locking steel ball is positioned in the second neutral gear groove, the first interlocking steel ball is abutted with the second self-locking steel ball, and the movement of the second shifting fork shaft is limited; when the second self-locking steel ball is positioned in the common gear groove or the stress application gear groove, and the first self-locking steel ball is positioned in the first neutral gear groove, the first interlocking steel ball is abutted with the second interlocking steel ball, and the movement of the first shifting fork shaft is limited.
Further, the first driving gear is connected to the first transmission shaft through a spline, and the second driving gear is axially fixed to the first transmission shaft and rotates relative to the first transmission shaft.
Further, the first driven gear is axially fixed on the second transmission shaft and rotates relative to the second transmission shaft, and the second driven gear is connected to the second transmission shaft through a spline.
Further, the first synchronizing ring and the second synchronizing ring are connected to the first transmission shaft and the second transmission shaft through joint gear sleeve splines.
Further, the driving mechanism is a motor, the output end of the motor is connected with a transmission shaft, the transmission shaft is in transmission connection with the first driving gear through a transmission gear, and the transmission shaft, the first transmission shaft and the second transmission shaft are arranged in parallel.
Compared with the prior art, the utility model has the following beneficial effects:
the rear axle three-gear speed change structure provided by the utility model has the advantages that the three gears are changed commonly, boosted and accelerated, enough power output transmission can be provided to meet different service conditions, the utilization rate of the electric energy of the generator is further improved, the power loss of the generator is reduced, and the applicability is higher.
According to the rear axle three-gear speed change structure, the self-locking mechanism and the interlocking mechanism are arranged among the common gear, the boost gear and the accelerating gear, so that the gear can be locked when the vehicle shifts, the operation safety performance of the vehicle is greatly improved, and potential safety hazards caused by manual misoperation during gear shifting can be avoided.
Drawings
FIG. 1 is a schematic diagram showing an external structure of a rear axle three-speed transmission structure according to an embodiment of the present utility model;
FIG. 2 is a schematic diagram of an external structure of a rear axle three-speed transmission structure according to an embodiment of the present utility model;
FIG. 3 is a schematic diagram showing an internal structure of a rear axle three-speed transmission structure according to an embodiment of the present utility model;
FIG. 4 is a schematic diagram showing an internal structure of a rear axle three-speed transmission structure according to an embodiment of the present utility model;
Reference numerals illustrate:
100. A housing;
200. A first drive shaft; 210. a first drive gear; 220. a second drive gear; 230. a first synchronization ring; 231. engaging the gear sleeve; 240. an acceleration gear;
300. A second drive shaft; 310. a first driven gear; 320. a common gear; 330. a second synchronizing ring; 340. a boost gear; 350. a second driven gear;
400. A motor; 500. a transmission shaft; 510. a transmission gear; 600. a differential input gear;
700. A first fork; 710. a first shift rail; 720. the first self-locking steel ball; 730. a first self-locking spring; 740. a first neutral groove; 750. an acceleration gear groove; 760. a first bolt;
800. a second fork; 810. a second shift rail; 820. the second self-locking steel ball; 830. a second self-locking spring; 840. a common gear groove; 850. a second neutral groove; 860. a stress application gear groove; 870. a second bolt;
900. A first interlocking groove; 910. a second interlocking groove; 920. the first interlocking steel balls; 930. and a second interlocking steel ball.
The achievement of the objects, functional features and advantages of the present utility model will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
In order to make the objects, technical solutions and advantageous effects of the present utility model more apparent, the technical solutions of the present utility model will be further described below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.
In the description of the present utility model, it should be noted that, the structures, proportions, sizes, etc. shown in the drawings attached to the present utility model are merely used in conjunction with the disclosure of the present utility model, and are not intended to limit the applicable limitations of the present utility model, so that any modification of the structures, variation of the proportions, or adjustment of the sizes, without affecting the efficacy and achievement of the present utility model, should fall within the scope of the disclosure of the present utility model. Also, the terms such as "upper," "lower," "left," "right," "middle," and "a" and the like recited in the present specification are merely for descriptive purposes and are not intended to limit the scope of the utility model, but are intended to provide relative positional changes or modifications without materially altering the technical context in which the utility model may be practiced.
Example 1
As shown in fig. 1 to 4, the embodiment of the present utility model provides a rear axle three-gear transmission structure, which includes a housing 100, a first transmission shaft 200 rotatably disposed in the housing 100, and a second transmission shaft 300 rotatably disposed in the housing 100:
The shape of the shell 100 can be changed according to the space adaptability occupied by the internal structure, the first transmission shaft 200 and the second transmission shaft 300 are installed and arranged through the same shell 100, and are conveniently integrated into the shell 100, so that the whole structure is compact, the stability is good, the first transmission shaft 200 and the second transmission shaft 300 are all installed in the shell 100 through bearings, the stability of the first transmission shaft 200 and the second transmission shaft 300 in the radial direction is enhanced due to the arrangement of the bearings, the resistance of shaft rotation is reduced, the bearings can be connected with the shaft in an interference fit mode, and the number of the bearings can be reduced according to requirements;
The first transmission shaft 200 is provided with a first driving gear 210, a second driving gear 220, a first synchronization ring 230 and an acceleration gear 240 in sequence along the axial direction thereof; the first driving gear 210 is in transmission connection with the output end of the driving mechanism, the first synchronizing ring 230 can axially slide on the first transmission shaft 200, a first toggle mechanism is arranged on the first synchronizing ring 230, and the first toggle mechanism drives the first synchronizing ring 230 to move along the axial direction of the first transmission shaft 200 so as to enable the first synchronizing ring 230 to be meshed with the acceleration gear 240, wherein the acceleration gear 240 is in clearance fit with the first transmission shaft 200 and does not rotate along with the rotation of the first transmission shaft 200; the second transmission shaft 300 is provided with a first driven gear 310, a common gear 320, a second synchronizing ring 330, a stress application gear 340 and a second driven gear 350 in sequence along the axial direction thereof; the first driven gear 310 is in driving connection with the differential input gear 600, the second synchronizing ring 330 may axially slide on the second transmission shaft 300, and a second toggle mechanism is disposed on the second synchronizing ring 330, and drives the second synchronizing ring 330 to move along the axial direction of the second transmission shaft 300, so that the second synchronizing ring 330 is meshed with the common gear 320 or the stress application gear 340, where the common gear 320 or the stress application gear 340 is in clearance fit with the second transmission shaft 300 and does not rotate along with the rotation of the second transmission shaft 300.
The working principle of the speed change is as follows: by changing the positions of the transmission teeth, gear sets with different transmission ratios are used for connecting transmission of the second transmission shaft 300 and the second transmission shaft 300, and multi-gear transmission is realized. When the transmission is not participated, the transmission teeth and the gears matched with the transmission teeth are not connected for synchronous rotation. Of course, in other embodiments of the present utility model, the gear may be configured as a four-gear, five-gear or six-gear speed change structure, and the gear may be changed in multiple gears, so that the transmission or gear change is smoother and smoother, the transmission efficiency is improved, the driving energy is saved, and the service life of the apparatus is prolonged.
The rear axle three-gear speed change structure provided by the utility model has the advantages that the three gears are changed commonly, boosted and accelerated, enough power output transmission can be provided to meet different service conditions, the utilization rate of the electric energy of the generator is further improved, the power loss of the generator is reduced, and the applicability is higher.
As shown in fig. 1 to 4, in the embodiment of the present utility model, the first shifting mechanism includes a first shifting fork 700, one end of the first shifting fork 700 is installed in the annular shifting groove of the first synchronizing ring 230 and is intermittently matched, the other end is connected with a first shifting fork shaft 710, and one end of the first shifting fork shaft 710 extends out of the housing 100; the second shifting mechanism comprises a second shifting fork 800, one end of the second shifting fork 800 is installed in the annular shifting groove of the second synchronizing ring 330 and is in intermittent fit, the other end of the second shifting fork is connected with a second shifting fork shaft 810, and one end of the second shifting fork shaft 810 extends out of the shell 100; the shifting fork shaft drives the corresponding shifting fork to move, and the shifting fork further drives the synchronizing ring to move on the shaft, so that the synchronizing ring is connected with or separated from a gear, and gear shifting is realized.
As shown in fig. 1-4, in an embodiment of the present utility model, the first toggle mechanism further includes a first self-locking mechanism, the first self-locking mechanism includes a first self-locking steel ball 720, a first self-locking spring 730, and a first bolt 760; a first neutral gear groove 740 and an acceleration gear groove 750 which are matched with the first self-locking steel balls 720 are sequentially formed on the first shifting fork shaft 710 along the axial direction of the first shifting fork shaft; one end of the first self-locking spring 730 is connected with the first self-locking steel ball 720, and the other end is connected with a first bolt 760; the first bolt 760 is screwed on the housing 100, and the first shift rail 710 is operatively moved to enable the first self-locking steel ball 720 to be abutted by the first self-locking spring 730 in the first neutral groove 740 or the acceleration groove 750 through the first bolt 760; when the first self-locking steel ball 720 stretches into the accelerating groove 750, namely the gear of vehicle acceleration, the first self-locking steel ball 720 moves relative to the first shifting fork shaft 710 and stretches into the current accelerating groove 750 by shifting the first shifting fork shaft 710 to move back and forth, so that the gear of the vehicle can be changed rapidly.
As shown in fig. 1-4, in an embodiment of the present utility model, the second toggle mechanism further includes a second self-locking mechanism, where the second self-locking mechanism includes a second self-locking steel ball 820, a second self-locking spring 830, and a second bolt 870: the second shift rail 810 is sequentially provided with a common gear groove 840, a second neutral gear groove 850 and a stress application gear groove 860 which are matched with the second self-locking steel ball 820 along the axial direction thereof; one end of the second self-locking spring 830 is connected to the second self-locking steel ball 820, and the other end is connected to a second bolt 870; the second bolt 870 is screwed on the housing 100, and the second shift rail 810 is operatively moved to enable the second self-locking steel ball 820 to be abutted by the second self-locking spring 830 in the common gear groove 840, the second neutral gear groove 850 or the stress application gear groove 860 through the second bolt 870;
When the second self-locking steel ball 820 stretches into the common gear groove 840, namely a gear commonly used by a vehicle, and when the second self-locking steel ball 820 stretches into the stress application gear groove 860, namely a gear applied by the vehicle, the second self-locking steel ball 820 moves relative to the second shifting fork shaft 810 and stretches into the common gear groove 840 or the stress application gear groove 860 by shifting the second shifting fork shaft 810 back and forth, so that gear conversion commonly used and applied by the vehicle can be realized quickly.
As shown in fig. 1 to 4, in an embodiment of the present utility model, the rear axle three-gear speed change structure further includes an interlocking mechanism disposed between the first fork 700 shaft and the second fork 800 shaft, the interlocking mechanism includes a first interlocking groove 900 disposed on a side surface of the first neutral gear groove 740 of the first fork shaft 710, a second interlocking groove 910 is disposed on a side surface of the second neutral gear groove of the second fork shaft 810, the first interlocking groove 900 and the second interlocking groove 910 are disposed opposite to each other, a first interlocking steel ball 920 matched with the first interlocking groove 900 is disposed in the first interlocking groove, and a second interlocking steel ball 930 matched with the second interlocking groove 910 is disposed in the second interlocking groove 910.
Specifically, when the first self-locking steel ball 720 is located in the acceleration groove 750 and the first self-locking steel ball 720 is located in the second neutral groove 850, the first interlocking steel ball 920 and the second self-locking steel ball 820 abut against each other and limit the movement of the second shift fork 800 shaft; when the second self-locking steel ball 820 is positioned in the common gear groove 840 or the stress application gear groove 860 and the first self-locking steel ball 720 is positioned in the first neutral gear groove, the first interlocking steel ball 920 and the second interlocking steel ball 930 are abutted and limit the first shifting fork 700 to move; therefore, the acceleration gear is interlocked with the normal gear or the boost gear, and the three gears can be shifted only when the gear is shifted and the gear is required to be positioned in the neutral gear.
As shown in fig. 1 to 4, in the embodiment of the present utility model, the first driving gear 210 is connected to the first transmission shaft 200 through a spline, and the second driving gear 220 is axially fixed to the first transmission shaft 200 and rotates with respect to the first transmission shaft 200; the first driven gear 310 is axially fixed on the second transmission shaft 300 and rotates relative to the second transmission shaft 300, the common gear 320 and the boost gear 340, and the second driven gear 350 is connected to the second transmission shaft 300 through a spline; the spline ensures that the connection stress is more uniform, and meanwhile, the stress concentration at the tooth root is smaller, and the strength weakening is less; the number of teeth is more, the total contact area is larger, so that larger load can be borne, the centering of the parts on the shaft and the shaft is good, the guidance quality is good, and the disassembly and the installation are convenient. In order to fix the gear to the shaft so as not to move in the axial direction of the shaft, the gear is fixed to the shaft via a sleeve so as to be fixed to the relative position of the shaft so as not to move in the axial direction of the shaft.
As shown in fig. 1 to 4, in the embodiment of the present utility model, the first synchronizing ring 230 and the second synchronizing ring 330 are both spline-connected to the first transmission shaft 200 and the second transmission shaft 300 through the engaging gear sleeve 231, and thus the first synchronizing ring 230 and the second synchronizing ring 330 can move on the first transmission shaft 200 and the second transmission shaft 300 along the axial direction thereof, so that they are connected with corresponding gear gears, thereby realizing gear shifting, and the spline is convenient for installation and disassembly.
As shown in fig. 1 to 4, in the embodiment of the present utility model, the driving mechanism is a motor 400, an output end of the motor 400 is connected with a transmission shaft 500, the transmission shaft 500 is in transmission connection with the first driving gear 210 through a transmission gear 510, and the transmission shaft 500, the first transmission shaft 200 and the second transmission shaft 300 are parallel to each other.
As shown in fig. 1-4, in the embodiment of the present utility model, the acceleration gear 240, the common gear 320 and the stress application gear 340 are respectively connected with the first synchronization ring 230 and the second synchronization ring 330 through splines, so that the first synchronization ring 230 and the second synchronization ring 330 are conveniently engaged with or separated from the corresponding gear, gear shifting is convenient, and the splines are convenient to install and detach.
Finally, it is noted that the above embodiments are only for illustrating the technical solution of the present utility model and not for limiting the same, and although the present utility model has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the technical solution of the present utility model, which is intended to be covered by the scope of the claims of the present utility model.
Claims (10)
1. A rear axle three-speed transmission structure, comprising:
Housing (100):
The first transmission shaft (200) is rotatably arranged in the shell (100), and the first transmission shaft (200) is sequentially provided with a first driving gear (210), a second driving gear (220), a first synchronous ring (230) and an acceleration gear (240) along the axial direction of the first transmission shaft; the first driving gear (210) is in transmission connection with the output end of the driving mechanism, the first synchronizing ring (230) can axially slide on the first transmission shaft (200), a first toggle mechanism is arranged on the first synchronizing ring (230), and the first toggle mechanism drives the first synchronizing ring (230) to move along the axial direction of the first transmission shaft (200) so as to enable the first synchronizing ring (230) to be meshed with the acceleration gear (240);
The second transmission shaft (300) is rotatably arranged in the shell (100), and the second transmission shaft (300) is sequentially provided with a first driven gear (310), a common gear (320), a second synchronizing ring (330), a stress application gear (340) and a second driven gear (350) along the axial direction of the second transmission shaft; the first driven gear (310) is in transmission connection with the differential mechanism input gear (600), the second synchronizing ring (330) can axially slide on the second transmission shaft (300), a second toggle mechanism is arranged on the second synchronizing ring (330), and the second toggle mechanism drives the second synchronizing ring (330) to move along the axial direction of the second transmission shaft (300) so that the second synchronizing ring (330) is meshed with the common gear (320) or the stress application gear (340).
2. The rear axle three-shift transmission structure as claimed in claim 1, wherein the first shift mechanism includes a first shift fork (700), one end of the first shift fork (700) is installed in the annular shift groove of the first synchronizing ring (230) and is intermittently engaged, the other end is connected with a first shift fork shaft (710), and one end of the first shift fork shaft (710) extends out of the housing (100).
3. The rear axle three-gear speed change structure according to claim 2, wherein the second shifting mechanism comprises a second shifting fork (800), one end of the second shifting fork (800) is installed in the annular shifting groove of the second synchronizing ring (330) and is in intermittent fit, the other end of the second shifting fork is connected with a second shifting fork shaft (810), and one end of the second shifting fork shaft (810) extends out of the shell (100).
4. The rear axle three speed transmission structure as in claim 3, wherein the first toggle mechanism further comprises a first self-locking mechanism comprising:
The first self-locking steel ball (720), a first neutral gear groove (740) and an acceleration gear groove (750) which are matched with the first self-locking steel ball (720) are sequentially formed on the first shifting fork shaft (710) along the axial direction of the first shifting fork shaft;
The first self-locking spring (730), one end of the first self-locking spring (730) is connected with the first self-locking steel ball (720), and the other end of the first self-locking spring is connected with a first bolt (760);
The first bolt (760), first bolt (760) threaded connection is on casing (100), first declutch shift shaft (710) is operable to remove and make first self-locking steel ball (720) by first self-locking spring (730) support in first neutral gear recess (740) or acceleration gear recess (750) through first bolt (760).
5. The rear axle three speed transmission structure as in claim 4, wherein the second toggle mechanism further comprises a second self-locking mechanism comprising:
The second self-locking steel ball (820), a common gear groove (840), a second neutral gear groove (850) and a stress application gear groove (860) which are matched with the second self-locking steel ball (820) are sequentially formed on the second shifting fork shaft (810) along the axial direction of the second shifting fork shaft;
The second self-locking spring (830), one end of the second self-locking spring (830) is connected with the second self-locking steel ball (820), and the other end is connected with a second bolt (870);
And a second bolt (870), wherein the second bolt (870) is in threaded connection with the shell (100), and the second shifting fork shaft (810) can move operatively to enable the second self-locking steel ball (820) to be abutted against the common gear groove (840), the second neutral gear groove (850) or the stress application gear groove (860) by the second self-locking spring (830) through the second bolt (870).
6. The rear axle three-gear speed change structure according to claim 5, further comprising an interlocking mechanism arranged between the first shifting fork (700) shaft and the second shifting fork (800) shaft, wherein the interlocking mechanism comprises a first interlocking groove (900) arranged on the side surface of a first neutral gear groove (740) of the first shifting fork shaft (710), a second interlocking groove (910) is arranged on the side surface of a second neutral gear groove of the second shifting fork shaft (810), the first interlocking groove (900) and the second interlocking groove (910) are arranged in opposite directions, a first interlocking steel ball (920) matched with the first interlocking groove is arranged in the first interlocking groove (900), and a second interlocking steel ball (930) matched with the second interlocking groove is arranged in the second interlocking groove (910);
when the first self-locking steel ball (720) is positioned in the acceleration gear groove (750) and the first self-locking steel ball (720) is positioned in the second neutral gear groove (850), the first interlocking steel ball (920) is abutted with the second self-locking steel ball (820) and limits the second shifting fork (800) to move axially; when the second self-locking steel ball (820) is positioned in the common gear groove (840) or the stress application gear groove (860) and the first self-locking steel ball (720) is positioned in the first neutral gear groove (740), the first interlocking steel ball (920) is abutted with the second interlocking steel ball (930) and limits the shaft movement of the first shifting fork (700).
7. The rear axle three-speed transmission structure according to claim 1, wherein the first driving gear (210) is connected to the first transmission shaft (200) through a spline, and the second driving gear (220) is axially fixed to the first transmission shaft (200) and rotates relative to the first transmission shaft (200).
8. The rear axle three-speed transmission structure according to claim 1, wherein the first driven gear (310) is axially fixed to the second transmission shaft (300) and rotates relative to the second transmission shaft (300), and the second driven gear (350) is connected to the second transmission shaft (300) by a spline.
9. The rear axle three-speed transmission structure according to claim 1, wherein the first synchronizer ring (230) and the second synchronizer ring (330) are each spline-connected to the first transmission shaft (200) and the second transmission shaft (300) through engagement tooth sleeves (231).
10. The rear axle three-gear speed change structure according to claim 1, wherein the driving mechanism is a motor (400), the output end of the motor is connected with a transmission shaft (500), the transmission shaft (500) is in transmission connection with the first driving gear (210) through a transmission gear (510), and the transmission shaft (500), the first transmission shaft (200) and the second transmission shaft (300) are arranged in parallel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323282733.2U CN221374357U (en) | 2023-12-01 | 2023-12-01 | Three-gear speed change structure of rear axle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323282733.2U CN221374357U (en) | 2023-12-01 | 2023-12-01 | Three-gear speed change structure of rear axle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221374357U true CN221374357U (en) | 2024-07-19 |
Family
ID=91860203
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202323282733.2U Active CN221374357U (en) | 2023-12-01 | 2023-12-01 | Three-gear speed change structure of rear axle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221374357U (en) |
-
2023
- 2023-12-01 CN CN202323282733.2U patent/CN221374357U/en active Active
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