CN111656036B

CN111656036B - Transmission output device

Info

Publication number: CN111656036B
Application number: CN201980010082.9A
Authority: CN
Inventors: 凯达尔·巴尔加耶; 普斯·萨蒂亚纳拉亚纳; 普拉若·艾亚帕特
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2018-04-11
Filing date: 2019-02-11
Publication date: 2022-09-02
Anticipated expiration: 2039-02-11
Also published as: DE102018108531A1; DE102018108531B4; WO2019196972A1; CN111656036A

Abstract

The invention provides a transmission output device for driving the driving wheels of a motor vehicle, in particular a tricycle, provided with a fixed transmission housing for covering a motor vehicle transmission (12); an output shaft (14) projecting from the transmission housing for releasing drive torque from the motor vehicle transmission (12); and a switchable flywheel (16) connected to the output shaft (14) and the transmission housing for securing the output shaft (14) on the transmission housing in a locked position when the output shaft (14) rotates in reverse. Since the flywheel (16) has a switching disk (18), a cage (22) for receiving a locking element (26) and a flange (24), which are arranged coaxially with one another, wherein the switching disk (18) fixes the cage (22) in a free-wheeling position by means of the spring (30), and the switching disk (18) can move the cage (22) counter to the pressure of the spring (30) in order to reverse into a second position in which the locking element (26) does not block, not only is an easy and inexpensive uphill start of the motor vehicle on a slope achieved, but also a reversing is possible.

Description

Transmission output device

Technical Field

The present invention relates to a transmission output device by which the drive wheels of a motor vehicle can be driven by torque from the motor vehicle transmission.

Background

If the motor vehicle is stopped on a slope and is to be taken off again from this position, it is possible for the motor vehicle to roll down the slope by gravity until the starting torque is sufficient to accelerate the motor vehicle up the slope. To avoid rolling backwards, it is known that it is often difficult for the driver to actuate the brakes simultaneously when taking off if he does not want to apply them too much at the same time in order to avoid stalling the motor vehicle engine when taking off. The electronic auxiliary device aiming at being convenient for starting on an inclined plane has higher cost. They typically operate by detecting that the vehicle is on an incline with an incline sensor. It then sends a signal to the brake controller, which maintains the brake pressure for a few seconds after the driver releases the brake pedal. The brake is released only after a preset time or when the vehicle starts to move forward. However, this system is too expensive for many applications, such as for motor tricycles in developing countries.

There continues to be a need to facilitate uphill driving of a motor vehicle on a slope and to make it more cost-effective.

Disclosure of Invention

The object of the invention is to show an alternative which enables a motor vehicle to be taken off uphill easily and economically on a slope.

According to the present invention, there is provided a transmission output for driving the drive wheels of a motor vehicle, in particular a tricycle, having a fixed transmission housing for covering the motor vehicle transmission; an output shaft projecting from the transmission housing for releasing drive torque from the motor vehicle transmission; and a switchable freewheel which is connected to the output shaft and the transmission housing for fixing the output shaft on the transmission housing in a locking position when the output shaft rotates in the reverse direction, wherein the freewheel has a switching disk, a cage for receiving the locking element and a flange which are arranged coaxially with one another, wherein the switching disk can move the cage against the pressure of a spring into a second position in which the locking element does not block.

In the free-wheeling position of the flywheel, the motor vehicle transmission can transmit torque in a conventional manner, which can be transmitted to the drive wheels, thereby moving the motor vehicle. However, in the locked position of the flywheel, the output shaft of the motor vehicle transmission may be locked using a fixed transmission housing so that the output shaft does not rotate. The driver of the motor vehicle can also put the flywheel in the locked position if he stops the motor vehicle and decouples the motor vehicle transmission from the motor vehicle engine. Since the output shaft is fixed and non-rotatable, the drive wheels are non-rotatable. This causes the drive wheel to stand on a surface with static friction and firmly hold the vehicle. In particular, this may prevent the motor vehicle from rolling backwards on a slope due to gravity. In the locked position of the flywheel, the opposite direction of rotation of the output shaft, corresponding to the direction of reversing the motor vehicle, is blocked, so that the rolling of the drive wheel on the ground is also blocked. In the locked position of the flywheel, the rotation of the output shaft in the opposite rotational direction, corresponding to the forward movement of the motor vehicle, is preferably not locked. The switchable flywheel is particularly designed as a one-way locking flywheel. This makes starting and moving of the motor vehicle easier when the flywheel is in the locked position. In particular, in the case of a traffic jam, many short take-off processes are expected, with the flywheel remaining in the locked position for each take-off process, without the driver having to actively switch back and forth between the locked position and the free-wheeling position of the flywheel. In principle, a switchable flywheel configured as a one-way locking flywheel can be permanently held in the locked position and can be switched into the free-wheeling position only if the motor vehicle is to be backed up and/or pushed backwards by hand. The switchable flywheel is a cost-effective component, and in particular can be provided as a standard component that can be mass-produced, so that it can be realized with significantly higher cost-effectiveness than an electronic auxiliary device that prevents rolling backwards on a slope. Because the flywheel is switchable, the output shaft can be locked against reverse movement so that the motor vehicle can be easily and inexpensively started on an inclined surface.

The shift plate and flange may be directly or indirectly connected to the transmission housing. The switchable flywheel may be designed in such a way that, when driven in the forward direction, free rotation is possible and the output shaft is also rotatable, regardless of the switching position of the flywheel. When reversing, a locking element arranged between the output shaft and the flange can be switched between a freely rotating position and a locking position by means of the holder according to the invention. The switching wheel can be actuated by a control device and/or by the driver of the motor vehicle. In the locked position, the drive shaft can be clamped to the flange via the locking element, preferably in a self-reinforcing manner.

The spring between the switching disk and the cage is preferably designed as a helical spring. They are commercially available, inexpensive, durable components.

In particular, an actuating cable for switching the flywheel is connected to the switching disc for clamping the locking element. The actuation cable enables inexpensive mechanical actuation of the flywheel. Furthermore, the actuation cable can be easily guided, for example via rollers, to a point where the driver can access the actuation cable. For example, the actuation cable may be guided to a pedal or lever that may be actuated by the foot of the driver. In particular, the flywheel can be switched to the locking position by pulling the actuation cable, for example by means of a hand lever. In particular, the actuation cable has stranded wires made of a metallic material. For example, the actuation cable is designed as a bowden cable.

All locking elements which have proven themselves for use in flywheels can be used. These locking elements include a clamping body, a pawl or a pawl-and-tooth ring. However, the locking element is preferably designed as a rolling element. For jamming, the rollers press against a ramp inclined in the circumferential direction, so that the rolling elements can be clamped in the radial direction between the output shaft and the fixing flange. In particular, in this locking position, the clamp can be automatically released by relative rotation in the opposite direction (i.e. upon forward driving), so that a locking position can be avoided upon forward driving. The rolling elements are preferably spring-loaded, i.e. a spring element acts on the rolling elements, wherein the spring element can automatically move the rolling elements into a defined starting position, which in particular corresponds to a free-wheeling position. The flywheel can preferably be designed as a unidirectional switchable flywheel. In the free-wheeling position, the locking element, which is designed as a rolling element, can roll on the shaft and/or on the inside of the flange when the locking element is positioned outside the cone of rotational play in the rotational play formed between the output shaft and the flange of the flywheel. Therefore, the friction loss of the flywheel in the free-wheeling position is kept low.

Balls, rollers or sleeves may be used as rolling elements. Such elements are known in the automotive field as roller flywheels, needle bearing flywheels or sleeve flywheels.

In particular, the actuation cable is attached to an actuation end having a manually operable shift lever and/or turn knob which can be fastened to a handlebar of the motor vehicle. Thus, the flywheel can be easily operated by one hand of the driver of the motor vehicle. The actuation cable is particularly preferably connected to a shift lever or a twist grip provided for shifting into reverse gear, so that when the reverse gear is shifted, the freewheel is automatically shifted into the free-wheeling position and jamming of the freewheel in the intended reverse gear can be avoided. To this end, a gear lever or knob can be used to shift reverse gear in one direction and to shift the flywheel into a locked position in the opposite direction.

The switching disk preferably has axially extending arms and an inner ring which together cover, penetrate or support the cage from the radially inner side. For this purpose, it is particularly advantageous if the cage has a plurality of (preferably four) receiving elements for springs which engage in undercuts of the switching disk. The switching disk and the cage form a unit which can be easily inserted into a flange attached to the transmission housing during assembly. Then during normal operation (allowing the vehicle to move forward, preventing reverse rolling), the spring is fixed in the correct position and pushes the rolling elements into the free-wheeling position; and when shifting into reverse gear, allowing the cage to rotate against the flange such that the rolling elements move to a point on the flange, wherein the distance between the flange and the output shaft is greater than the roller diameter. This allows the output shaft to rotate in reverse, and the vehicle can be pushed backwards by hand or driven in reverse by the motor without jamming the rolling elements.

The manufacturing costs are particularly advantageous if a roller flywheel known per se is used as the flange or as a base for the flange. Such roller flywheels are inexpensively provided as a large series of components and have proven themselves in the motor vehicle industry as technically mature products that can withstand high torques. For switching to a flywheel according to the invention, it is then necessary to use the switching disk and the cage part just described in a flange known per se.

The invention further relates to a small three-wheeled motor vehicle, in particular a human powered vehicle or a tricycle, having a motor vehicle engine and a motor vehicle transmission which can be coupled to the motor vehicle engine, wherein the motor vehicle transmission has a transmission output device which can be designed and developed as described above. Because the flywheel of the transmission output device is switchable, the output shaft can be locked against reverse movement so that the motor vehicle can be easily and inexpensively started on a slope. In particular, the small three-wheeled motor vehicle has a handlebar for steering the small motor vehicle, wherein a lever or a rotary handle which can be actuated by one hand of the driver is preferably provided on the handlebar, by means of which lever or rotary handle the flywheel of the transmission output can be easily actuated.

The output shaft is preferably coupled to the two drive wheels via a differential gear. This makes it possible to lock the two drive wheels by locking the output shaft, so that there is no need to provide a separate switchable freewheel for each of the two drive wheels.

Drawings

The present invention is described below by way of example with reference to the accompanying drawings in which preferred exemplary embodiments are used, and the features shown below are capable of representing one aspect of the invention both individually and in combination. In the drawings:

FIG. 1 schematically shows a drive train of a tricycle with a transmission output device according to the invention

FIG. 2 shows a perspective view of a transmission output device according to the present invention

FIG. 3 shows an exploded view of the object of FIG. 2

FIG. 4 shows a cage according to the invention

Fig. 5 shows a cage according to the invention with a switching disk according to the invention

Fig. 6 and 7 show the cage and the switching plate of fig. 5 in different switching positions

Figures 8, 9 and 10 show the device according to the invention in different operating states; and is

Fig. 11 shows an actuating lever for a switching device according to the invention.

Detailed Description

The drive train of the tricycle shown in fig. 1 has a clutch 32, which may also include a flywheel or dual mass flywheel that transfers torque from an engine (not shown) to the transmission 12. The output shaft 14 protrudes from a stationary transmission housing (not shown). A transmission output device 10 according to the present invention is provided on the output shaft 14 and attached to the transmission housing, where the transmission output device 10 functions as a switchable flywheel 16. An actuation cable 34 for switching is provided. The output shaft 14 then transfers the torque to the differential of the driven rear axle, from which it is transferred to two wheels (not shown).

Fig. 2 and 3 show a transmission output device 10 according to the invention, which serves as a flywheel 16, with the flywheel being shown assembled in fig. 2 and an exploded view of the flywheel being shown in fig. 3. The main components are the switching plate 18, the holder 22 and the flange 24. The switching plate 18 closes the device on one side and the flange 24 on the other side. The cage 22 is mounted or fixed in between, which cage 22 in turn fixes the locking elements 26 and the springs 28 assigned to them. The locking element 26 is designed here as a roller. The switching disk 18 has an actuating element 20 and, in its radially inner region, an axially inwardly extending arm which leads to an inner ring which, in the assembled state, rests in a flange 24 and, here, has a diameter which is smaller in the radial direction than the diameter of the cage 22. The cage 22 is thus located between the inner structure of the switching disk 12 and the inner structure of the flange 24, which inner structure provides areas of unequal diameter, which then form a conical rotational gap with the circular outer structure (not shown here) of the output shaft 14. In this embodiment, the cage 22 has four receiving elements to which the springs 30 are attached. The undercut of the switching plate 18 is on the other side of the spring 30, so that in the assembled state the spring 30 fixes the switching plate 18 in a very specific position relative to the holder 22. The switching plate 18, the holder 22 and the flange 24 are rotatable at a small angle with respect to each other.

Fig. 4 shows a cage 22 according to the invention, wherein a spring 30 is attached to a receiving element of the cage 22. The spring-loaded locking element, which is provided with a rectangular cutout in the holder, is not shown here.

Fig. 5 shows a cage 22 according to the invention fitted with a switching disk 18 according to the invention, but again without spring-loaded locking elements. The switching disc 18 in turn has an actuating element 20. It can be seen that the holder 22 can be rotated to a certain angle relative to the switching plate 18 and that the spring 30 ensures a certain relative position between the switching plate 18 and the holder 22, but this can be changed against the force of the spring 30.

Fig. 6 and 7 show the cage and the switching plate of fig. 5 in different switching positions. Fig. 6 shows the switching disk 18, which switching disk 18 has an actuating element 20 in the normal operating position relative to the holder 22, which has a relaxation spring 30. The actuating element 20 is in the normal position, not pulled by the actuating cable 34. This is the normal free-wheeling position, which means that the output shaft 14 (not shown here) in the cage 22 and the switching disk 18 is free to rotate during forward rotation, but is blocked during reverse rotation, after which the output shaft 14 is fixed to the transmission housing via the flange 24. This prevents the vehicle from rolling backwards when the vehicle is on a slope and after the driver releases the brake. This prevents a roll-back situation and facilitates uphill launch, as with the more expensive solutions previously.

Fig. 7 shows the switching disk 18, which switching disk 18 has an actuating element 20 in the reverse drive position relative to the holder 22, which has a tension spring 30. The actuating element 20 is in the second position, pulled by the actuating cable 34. This means that the output shaft 14 (not shown here) in the cage 22 and the switching disk 18 can also rotate freely and without jamming during the reverse rotation, so that the output shaft 14 can then also rotate freely in reverse and move the vehicle backwards using the electric motor. This is achieved by the switching disk 18 in such a way that the cage 22 is replaced: the locking element here is brought to a position where the distance of the flange 24 from the output shaft 14 is greater than the diameter of the roller serving as locking element 24. Thus, when rolling backwards, the frictional connection between the output shaft 14 and the flange 24 during normal operation is just eliminated here, so that reversing is possible.

Fig. 8, 9 and 10 show the transmission output device 10 according to the invention in plan view and the transmission output device 10 in the detail below each plan view, which transmission output device 10 according to the invention has the following functions: free-wheeling, fixed when starting uphill and capable of reversing.

Fig. 8 shows the normal operating state in the free-wheeling position of the forward gear. The actuation cable 34 is not pulled or actuated in any other way. The actuating element 20 of the switching disc 18 is just at the top here. The locking element 26 is not clamped on the flange 24, allowing the output shaft 14 to rotate freely, the output shaft 14 directing the torque of the engine to the rear axle differential. The spring 30 is in a relaxed state. The flange 24 pushes the locking elements 26 into the area with the larger clearance, the locking elements 26 do not get stuck, but lock when the direction of rotation is reversed (typically free-wheeling), because these locking elements are driven into the narrower clearance by the flange 24 and stop the rotational movement.

FIG. 9 shows the reverse drive position in reverse gear. The actuation cable 34 is pulled or otherwise actuated. The actuating element 20 of the switching disc 18 is no longer exactly at the top but rotates slightly to the left. The cage 22 moves the locking element into a position with a large clearance. Thus, the locking element 26 is not clamped on the flange 24, allowing the output shaft 14 to rotate freely, the output shaft 14 directing the torque of the engine to the rear axle differential. The spring 30 is under tension. In the detailed image of fig. 9, the two lines below the left roller 26 indicate that the distance between the output shaft 14 and the flange 24 is greater than the diameter of the left roller 26. Like all other rollers, the left roller is free to move and does not grip the output shaft 14, allowing it to rotate.

Fig. 10 shows the normal operating state in the free-wheeling position of the forward gear. The actuation cable 34 is not pulled or actuated in any other way. The actuating element 20 of the switching disc 18 is just at the top here. Because of the other direction of rotation indicated by the arrow on the output shaft 14, the locking element 26 is now clamped on the flange 24, preventing the output shaft 14 from rotating freely, where, when driving uphill, a rotational movement in the opposite direction is initiated from the rear wheels via the differential to the output shaft. However, since the rigid connection of the output shaft 14 to the flange 24 prevents any rotation, the vehicle does not roll rearward as desired.

Fig. 11 shows one embodiment of a possible actuating lever for manually actuating the transmission output device according to the invention, preferably used on the handlebar of a motor tricycle. To this end, a clutch actuation lever 38 is fastened to the knob 36 for gear selection, which is fastened to the handlebar in a manner known per se and cooperates in such a way with the knob 36: the handle 36 can be shifted into the other gear only when the driver pulls the lever 38 to open the clutch. For example, as shown in fig. 9, when the reverse gear is engaged on the knob 36, the transmission output device 10 according to the present invention is in the shift state via the actuation cable 34, thereby releasing the reverse lock.

Description of the reference numerals

10 speed variator output device

12 speed variator

14 output shaft

16 flywheel

18 switching plate

20 actuating element

22 holder

24 flange

26 locking element

28 spring

30 helical spring

32 clutch

34 actuation cable

36 rotating handle

38 handle bar.

Claims

1. A transmission output device for driving a drive wheel of a motor vehicle has

A stationary transmission housing for covering a motor vehicle transmission (12),

an output shaft (14) protruding from the transmission housing for releasing drive torque from the motor vehicle transmission (12), an

A switchable flywheel (16) connected to the output shaft (14) and the transmission housing for securing the output shaft (14) on the transmission housing in a locked position when the output shaft (14) rotates in reverse,

wherein the flywheel (16) has a switching disk (18), a holder (22) for receiving a locking element (26) and a flange (24), which are arranged coaxially with one another, wherein the switching disk (18) fixes the holder (22) in a free-rotating position by means of a spring (30), and the switching disk (18) can move the holder (22) against the pressure of the spring (30) into a second position in which the locking element (26) does not block.

2. A transmission output arrangement according to claim 1, characterised in that the spring (30) is a helical spring.

3. Transmission output device according to claim 1 or 2, characterized in that an actuating cable (34) for switching the flywheel (16) is connected to the switching plate (18) for clamping the locking element (26).

4. Transmission output device according to preceding claim 1 or 2, characterized in that the flywheel (16) has spring-loaded rolling elements as locking elements (26), wherein the rolling elements can be clamped in a conical rotational gap of the flywheel (16) between the output shaft (14) and the flange (24).

5. Transmission output device according to claim 3, characterized in that the actuation cable (34) is attached to an actuation end having a manually operable gear lever (38) and/or knob (36) which can be fastened to a handlebar of the motor vehicle.

6. Transmission output device according to claim 1 or 2, characterized in that the shift disk (18) has an axially extending arm and an inner ring which together support the cage (22) from the radial inside.

7. Transmission output device according to claim 1 or 2, characterized in that the cage (22) has a plurality of receiving elements for the spring (30), the spring (30) resting in an undercut of the switching disk (18).

8. A transmission output device according to claim 1 or 2, characterized in that a roller flywheel is used as the flange (24).

9. A small three-wheeled motor vehicle having a motor vehicle engine and a motor vehicle transmission coupleable to the motor vehicle engine, wherein the motor vehicle transmission has a transmission output device (10) according to any one of claims 1-8.

10. A small three-wheeled motor vehicle according to claim 9, characterised in that the output shaft (14) is coupled to two driving wheels via a differential gear.