CN111959267A

CN111959267A - Transmission device

Info

Publication number: CN111959267A
Application number: CN202010884798.6A
Authority: CN
Inventors: 吴震洋
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-08-19
Filing date: 2020-08-28
Publication date: 2020-11-20
Also published as: TW202208197A

Abstract

The invention provides a transmission device which comprises a shell, a differential, two driving shafts, two wheels, a disk gear, at least one motor and a gear set. The housing has a chamber and two sleeves. The two sleeves are arranged on two opposite sides of the chamber and are communicated with each other. A differential is rotatably disposed in the chamber of the housing. Two drive shafts are rotatably connected to the differential and are disposed within the two sleeves. The two wheels are respectively connected with two ends of the two driving shafts far away from the differential mechanism. The disk gear is disposed in the differential and the axial directions of the two drive shafts pass through the center of the disk gear. At least one motor has a shaft. The gear set is connected with the rotating shaft and is suitable for driving the disc gear. When at least one motor drives the gear set through the rotating shaft, the gear set drives the differential mechanism and the two wheels to rotate relative to the shell.

Description

Transmission device

Technical Field

The present disclosure relates to transmission devices, and particularly to a transmission device for an electric vehicle.

Background

Modern automobiles are indispensable transportation vehicles, and applications include transporting goods, carrying people, or serving as a transportation tool for long-distance movement. The existing automobiles mainly use gasoline and diesel oil as energy sources for driving engines, but the gasoline and diesel oil have the defects of generating air-polluting nitrides and greenhouse-effect carbon dioxide after combustion. For this reason, development of automobiles using new energy, such as electric vehicles, is now in progress. The electric vehicle stores electric power by a vehicle-mounted storage battery and drives wheels to rotate through an electric motor, and the electric vehicle has better future performance because the influence on the environment is smaller than that of an oil-fired vehicle.

However, the transmission device of the existing fuel vehicle and the electric vehicle is completely different, so that it is necessary to spend a great cost to manufacture the chassis, the transmission shaft, the gear set and the like again, and it becomes an important development target to develop a transmission device suitable for the existing chassis, the transmission shaft and the gear set.

Disclosure of Invention

The invention provides a transmission device which is suitable for a chassis of an existing fuel vehicle, replaces an existing fuel engine with an electric motor, and has the advantages of low noise and simple structure.

The transmission of the present invention includes a housing, a differential, two drive shafts, two wheels, a disc gear, at least one motor, and a gear set. The housing has a chamber and two sleeves. The two sleeves are arranged on two opposite sides of the chamber and are communicated with each other. A differential is rotatably disposed in the chamber of the housing. Two drive shafts are rotatably connected to the differential and are disposed within the two sleeves. The two wheels are respectively connected with two ends of the two driving shafts far away from the differential mechanism. The disk gear is disposed in the differential and the axial directions of the two drive shafts pass through the center of the disk gear. At least one motor has a shaft. The gear set is connected with the rotating shaft and is suitable for driving the disc gear, and the gear set part is located in the cavity. When at least one motor drives the gear set through the rotating shaft, the gear set drives the differential mechanism and the two wheels to rotate relative to the shell.

The transmission of the present invention includes a housing, two drive shafts, two wheels, and two motors. The housing has a chamber and two sleeves. The two sleeves are arranged on two opposite sides of the chamber and are communicated with each other. Two drive shafts are rotatably disposed in the housing, and each drive shaft extends to the chamber and each sleeve, respectively. The two wheels are respectively connected with one ends of the two driving shafts far away from the chamber. Two motors and two rotating shafts. The two motors are suitable for respectively driving the two wheels to rotate relative to the shell through the two rotating shafts.

Based on the above, the transmission device is suitable for the chassis of the existing fuel vehicle, and can avoid the remaking of various parts such as the chassis, the transmission shaft, the gear set and the like so as to save a large amount of cost. Furthermore, the transmission device of the invention replaces the existing fuel engine with an electric motor, and has the advantages of low noise and simple structure.

In order to make the aforementioned and other features and advantages of the invention more comprehensible, embodiments accompanied with figures are described in detail below.

Drawings

FIG. 1A is a schematic plan view of a transmission according to an embodiment of the present invention;

FIG. 1B is a plan view of the transmission of FIG. 1A in combination with a universal joint;

FIG. 1C is a plan view of the transmission engagement flange of FIG. 1A;

FIG. 1D is a plan view of the transmission of FIG. 1A incorporating a universal joint and a flange;

FIG. 1E is a block schematic diagram of the transmission of FIGS. 1A-1C in combination with a motor shifting mechanism and a switching mechanism;

FIG. 1F is a block schematic diagram of the transmission of FIGS. 1A-1C incorporating a motor shift mechanism, a switching mechanism and a brake retarder;

FIG. 1G is a schematic illustration of the rotation of a wheel of the transmission of the present invention along a linear path;

FIG. 1H is a schematic illustration of the rotation of a wheel of the transmission of the present invention along a curved path;

FIG. 2A is a schematic plan view of a transmission according to another embodiment of the present invention;

FIG. 2B is a plan view of the transmission of FIG. 2A in combination with a universal joint;

FIG. 2C is a block schematic diagram of the transmission of FIG. 2A incorporating two motors, two motor speed change mechanisms and two switching mechanisms on different sides;

FIG. 2D is a block diagram of the transmission of FIG. 2A incorporating two motors, two motor shifting mechanisms and two switching mechanisms on the same side;

FIG. 3A is a block schematic diagram of the transmission of FIG. 2C in combination with a brake retarder;

FIG. 3B is a block schematic diagram of the transmission of FIG. 2D in combination with a brake retarder;

FIG. 4A is a schematic plan view of a transmission according to yet another embodiment of the present invention;

FIG. 4B is a plan view of the transmission of FIG. 2A in combination with a universal joint;

FIG. 4C is a block diagram of the transmission of FIG. 4A or FIG. 4B in combination with a motor shifting mechanism and a switching mechanism;

FIG. 4D is a block schematic diagram of the transmission of FIG. 4A or FIG. 4B incorporating gear sets and side gears;

FIG. 4E is a block schematic view of the transmission of FIG. 2C in combination with a brake retarder;

fig. 5 is a schematic view of the rotation of the wheels of the transmission of the present invention along a circular path.

Description of reference numerals:

100. 100A, 100B: a transmission device;

110. 110 b: a housing;

111. 111 b: a chamber;

112. 112 b: a sleeve; :

120: a differential mechanism;

121: a housing;

122: a differential shaft;

123: a differential gear;

124. 124 b: a side gear;

130. 130 b: a drive shaft;

140. 140a, 140 b: a wheel;

150. 150 a: a disc gear;

160. 160a, 160 b: a motor;

170. 170a, 170 b: a gear set;

171. 171a, 171 b: a driving gear;

172: a first tooth portion;

173: a horn gear;

174: a transmission rod;

180. 180a, 180 b: a wheel speed change mechanism;

190. 190a, 190 b: a motor speed change mechanism;

200. 200a, 200 b: a switching mechanism;

210. 210a, 210 b: a brake reducer;

211 a: a brake gear;

AS: an accommodating space;

DA: a differential assembly;

DP: a flange;

SP: a sliding part;

SV: a sliding sleeve portion;

UJ: a universal joint;

d1, D2: axial direction;

l1: a linear trajectory;

l2: a curved trajectory;

l3: a circular trajectory;

s: a rotating shaft.

Detailed Description

FIG. 1A is a schematic plan view of a transmission according to an embodiment of the present invention. FIG. 1B is a plan view of the transmission of FIG. 1A in combination with a universal joint. FIG. 1C is a plan view of the transmission engagement flange of FIG. 1A. FIG. 1D is a plan view of the transmission of FIG. 1A incorporating a universal joint and a flange. FIG. 1E is a block diagram of the transmission of FIGS. 1A-1C in combination with a motor shifting mechanism and a switching mechanism. FIG. 1F is a block diagram of the transmission of FIGS. 1A-1C in combination with a motor shift mechanism, a switching mechanism, and a brake retarder.

Referring to fig. 1A and 1B, the transmission 100 of the present embodiment is suitable for a chassis (not shown) of a conventional fuel-oil vehicle, wherein the transmission 100 of the present embodiment includes a housing 110, a differential 120, two driving shafts 130, two wheels 140, a disc gear 150, at least one motor 160 (one motor 160 is shown in fig. 1A), and a gear set 170. The differential 120, the disk gear 150, and the gear set 170 together form a differential assembly da (differential assembly).

The housing 110 has a chamber 111 and two sleeves 112. The two sleeves 112 are disposed on opposite sides of the chamber 111 and are communicated with each other, i.e., the chamber 111 and the two sleeves 112 together form an accommodating space AS. A differential 120 is rotatably disposed in the chamber 111 of the housing 110. Two drive shafts 130 are rotatably connected to the differential 120 and are disposed within two sleeves 112, wherein the two sleeves 112 are configured to receive each of the drive shafts 130 and are constrained in an axial direction D1. Two wheels 140 are connected to the ends of the two drive shafts 130, respectively, remote from the differential 120, and each wheel 140 is adapted to rotate with each drive shaft 130.

The disk gear 150 is disposed on one side of the differential 120, and the axial direction D1 of the two drive shafts 130 passes through the center of the disk gear 150, and more specifically, the disk gear 150 is integrally coupled to the differential 120. The motor 160 is located outside the chamber 111 and has a rotation axis S. The rotation axis S penetrates the housing 110 to enter the chamber 111. The gear set 170 is connected to the rotating shaft S and adapted to drive the disk gear 150 to rotate, and the gear set 170 is partially located in the cavity 111. Referring to fig. 1A, when motor 160 drives gear set 170 via shaft S, gear set 170 rotates differential 120 and two wheels 140 relative to housing 110.

Referring to fig. 1A and 1B, the differential 120 of the present embodiment has a housing 121, at least one differential shaft 122, at least one differential gear 123, and two side gears 124. The disk gear 150 is fixedly disposed in the housing 121. At least one differential shaft 122 is pivotally disposed in the housing 121 and has an axial direction D2 perpendicular to the axial direction D1 of the two driving shafts 130. At least one differential gear 123 is fixedly disposed on at least one differential shaft 122. The two side gears 124 are fixed to the two driving shafts 130 and meshed with the at least one differential gear 123. Further, the number of the at least one differential shaft 122 includes two, and the two differential shafts 122 are pivotally disposed on two inner wall surfaces of the housing 121 facing each other. The number of the at least one differential gear 123 includes two, and each differential gear 123 is engaged with the two side gears 124. The force intensity of the differential gear 120 can be improved by the mutual meshing of the two differential gears 123 and the two side gears 124.

Referring to fig. 1B, the gear set 170 includes a driving gear 171, a first tooth 172, an angle gear 173 and a transmission rod 174. The driving gear 171 is fixedly disposed at an end of the rotating shaft S away from the motor 160 and engaged with the first tooth portion 172. The angle gear 173 is engaged with the disk gear 150, wherein the angle gear 173 and the disk gear 150 are bevel gears. Both ends of the transmission rod 174 are connected to the first tooth portion 172 and the horn gear 173, respectively. The transmission rod 174 is parallel to the rotation axis S of the motor 160 and perpendicular to the axial direction D1 of the two drive shafts 130. Referring to fig. 1A, two universal joints UJ, a sleeve portion SV and a sliding portion SP are also included. The two universal joints UJ are rotatably connected to the first tooth portion 172 and the rotating shaft S, respectively. The sleeve portion SV and the slider portion SP are located between the two universal joints UJ. The sliding sleeve portion SV is sleeved on the sliding portion SP and adapted to relatively slide along the axial direction D2. The sleeve portions SV and the sliding portions SP are arranged so as to be able to extend in the axial direction D2, and the sleeve portions SV and the sliding portions SP are prevented from rotating relative to each other by the close fit of the protrusions and the grooves.

In addition, when the motor 160 drives the gear set 170 through the rotation shaft S, the power transmission direction may be changed by the gear set 170 and the disk gear 150. Referring to fig. 1B, the rotational force generated by the motor 160 rotates around the rotation axis S, and is converted into a rotation around the axial direction D1 through the gear set 170 and the disk gear 150, so as to drive the two driving shafts 130 and the two wheels 140 to rotate. Second, the combination of gear set 170 and disk gear 150 may reduce rotational speed and increase torque.

Referring to fig. 1C and fig. 1D, a transmission 100 according to another embodiment of the present invention is different from the transmission 100 shown in fig. 1A in that the transmission further includes two flanges DP, two universal joints UJ, a sliding sleeve portion SV and a sliding portion SP, and the driving gear 171 is fixed to an end of the rotating shaft S away from the motor 160 and spaced from the first tooth portion 172. The angle gear 173 is engaged with the disk gear 150, wherein the angle gear 173 and the disk gear 150 are bevel gears. Both ends of the transmission rod 174 are connected to the first tooth portion 172 and the horn gear 173, respectively. The transmission rod 174 is parallel to the rotation axis S of the motor 160 and perpendicular to the axial direction D1 of the two drive shafts 130. The two flanges DP are respectively fixed to the driving gear 171 and the first tooth portion 172. The two universal joints UJ are rotatably connected to the two flanges DP, respectively, and the shoe portion SV and the slider portion SP are located between the two universal joints UJ. The sleeve portion SV is provided at the sliding portion SP and adapted to slide relatively in the axial direction D2. In the present embodiment, each flange DP is, for example, a bonding pad.

In addition, when the motor 160 rotates the rotating shaft S, the disk gear 150 is directly driven by the two flanges DP, the two universal joints UJ and the driving gear set 170 without changing the power transmission direction. Referring to fig. 1B, the rotational force generated by the motor 160 rotates around the rotation axis S, and the rotational force is converted into a rotation around the axial direction D1 by the gear set 170 and the disk gear 150, so as to drive the two driving shafts 130 and the two wheels 140 to rotate, and then the combination of the gear set 170 and the disk gear 150 can reduce the rotation speed and increase the torque. In addition, the universal joint UJ can absorb external force and vibration to prevent the disc gear 150 and the horn gear 173 from being damaged or rotating unsmoothly due to the deviation of the motor 160. The sleeve portions SV and the sliding portions SP are arranged so as to be able to extend in the axial direction D2, and the sleeve portions SV and the sliding portions SP are prevented from rotating relative to each other by the close fit of the protrusions and the grooves.

Further, the flanges DP are of a constant speed type, a flexible coupling type, a flat plate type or a claw coupling type, for example.

Referring to fig. 1E and 1F, the present invention further includes two wheel speed change mechanisms 180 disposed on the two wheels 140 and respectively connected to the two driving shafts 130. When the two driving shafts 130 rotate, it is possible to reduce the rotation speed of the two driving shafts 130 and increase the torque of the two driving shafts 130. For example, the wheel speed changing mechanism 180 is composed of a planetary gear set, and the present invention is not limited to one planetary gear set, and may be a combination of a plurality of planetary gear sets. When the wheel speed change mechanism 180 is installed in the forward direction, power is input from the sun gear and output from the carrier, a deceleration effect will be achieved. When the wheel speed change mechanism 180 is installed in the reverse direction, power is input from the planet carrier and output from the sun gear, an acceleration effect is achieved.

Referring to fig. 1E, the present invention further includes at least one motor shifting mechanism 190 and at least one switching mechanism 200. At least one motor speed change mechanism 190 is disposed between the differential 120 and the motor 160. The at least one switching mechanism 200 is connected to the at least one motor shifting mechanism 190 and is configured to switch a gear ratio of the at least one motor shifting mechanism 190. In addition, there are multiple gear combinations with different transmission ratios in the motor shifting mechanism 190, and the switching mechanism 200 is used to switch the motor shifting mechanism 190 to the gear combination with the different transmission ratio. For example, when climbing a slope at a low speed, the motor can be switched to a gear combination with a large transmission ratio, and when climbing a slope at a high speed, the motor can be switched to a gear combination with a small transmission ratio, so that the power conversion efficiency of the motor is improved.

Referring to FIG. 1F, a brake reducer 210 is further included, disposed between the motor 160 and the differential 120, for reducing the rotational speed of the motor 160 when the brake reducer 210 is activated. For example, the brake retarder 210 may be an electromagnetic brake retarder or an oil brake retarder.

FIG. 1G is a schematic view of the rotation of a wheel of the transmission of the present invention along a linear path. FIG. 1H is a schematic view of the rotation of a wheel of the transmission of the present invention along a curved path.

Referring to fig. 1G, when the two wheels 140 travel along a straight line L1, the housing 121, the at least one differential shaft 122, the at least one differential gear 123 and the two side gears 124 are integrally connected to synchronously drive the two side gears 124 and the two driving shafts 130 to rotate in the chamber 111, so that the two wheels 140 have the same rotation speed. Here, the differential gear 123 does not rotate between the two side gears 124.

In addition, the differential 120 is used to achieve a difference in rotational speed of the two wheels 140. Referring to fig. 1H, when the two wheels 140 travel along a curved path L2 (the vehicle turns right), the housing 121 and the at least one differential shaft 122 drive the at least one differential gear 123 to rotate (spin) between the two side gears 124, so as to synchronously rotate the two side gears 124 and the two driving shafts 130 in the chamber 111, and therefore the two wheels 140 have different rotation speeds. In detail, when the two wheels 140 follow a curved path L2, the travel distance of the right wheel 140 is shorter than that of the left wheel 140, the rotation speed of the differential gear 123 is added to the rotation speed of the left gear 124, and the rotation speed of the differential gear 123 is subtracted from the rotation speed of the right gear 124. The rotational speed of the left side gear 124 will be greater than the rotational speed of the right side gear 124, thereby maintaining the normal steering of the two wheels 140 on the curved path L2. So as to avoid the defects of wheel slip, tire wear, power increase, fuel consumption and the like.

On the contrary, when the two wheels 140 follow another curved path (left turn), the travel distance of the right wheel 140 is greater than that of the left wheel 140, the rotation speed of the differential gear 123 is subtracted from the rotation speed of the left gear 124, and the rotation speed of the differential gear 123 is added to the rotation speed of the right gear 124. The rotational speed of the left side gear 124 will be less than the rotational speed of the right side gear 124, thereby maintaining normal steering of the two wheels 140 on a curved path (left turn).

Fig. 2A is a schematic plan view of a transmission according to another embodiment of the present invention. FIG. 2B is a plan view of the transmission of FIG. 2A in combination with a universal joint.

Referring to fig. 2A and 2B, the transmission 100A of the present embodiment is different from the transmission 100 described above in that the gear set 170A includes a driving gear 171a fixed to an end of the rotating shaft S away from the motor 160A and engaged with the disk gear 150A. The rotation axis S is parallel to the axial direction of the two drive shafts 130 a.

Further, in the conventional engagement between the disk gear and the horn gear, it is necessary to finely adjust the depth and the left and right directions so that the disk gear appropriately engages with the horn gear, and when the engagement between the disk gear and the horn gear is too deep, the energy of the motor is easily lost. When the occlusion is too shallow, the phenomena of wobbling, abnormal sound and tooth collapse are easily caused. The driving gear 171a and the disk gear 150a are spur gears, helical gears, double helical gears, hypoid gears or helical gears, but the invention is not limited thereto. The driving gear 171a and the disc gear 150a have a one-dimensional meshing characteristic, so that the phenomena of tooth breakage and shaking noise generated during the rotation process of the driving gear 171a and the disc gear 150a can be avoided.

FIG. 2C is a block schematic diagram of the transmission of FIG. 2A incorporating two motors, two motor speed change mechanisms and two switching mechanisms on different sides. FIG. 2D is a block diagram of the transmission of FIG. 2A incorporating two motors, two motor shifting mechanisms and two switching mechanisms on the same side.

Referring to fig. 2B to 2D, the present invention further includes two wheel shifting mechanisms 180a disposed on the two wheels 140a and respectively connected to the two driving shafts 130 a. The wheel speed change mechanism 180a is composed of a planetary gear set, and the present invention is not limited to one planetary gear set, and may be a combination of a plurality of planetary gear sets. For example, when the wheel speed change mechanism 180a is installed in the forward direction, power is input from the sun gear and output from the carrier, a deceleration effect will be achieved. When the wheel speed change mechanism 180a is installed in the reverse direction, power is input from the carrier and output from the sun gear, an acceleration effect is achieved.

When the two driving shafts 130a rotate, to decrease the rotation speed of the two driving shafts 130 and increase the torque of the two driving shafts 130 a. The number of the at least one motor 160a includes two, and the two motors 160a are located outside the chamber 111a and have two rotating shafts S. The two rotation axes S penetrate the housing 110 to enter the chamber 111. The two shafts S are connected to the same side or opposite sides of the gear set 170 a. The two motors 160a synchronously drive the gear set 170a through the two rotating shafts S. In addition, the universal joint further comprises two universal joints UJ, a sliding sleeve portion SV and a sliding portion SP. The two universal joints UJ are rotatably connected to the driving gear 171a of the gear set 170a and the rotating shaft S, respectively. The sleeve portion SV and the sliding portion SP are located between the two universal joints UJ, and the sleeve portion SV is provided at the sliding portion SP and adapted to slide relatively in the axial direction D1 (see fig. 2B).

In addition, the universal joint UJ can absorb external force and vibration to prevent the disc gear 150a and the driving gear 171a from being damaged or rotating unsmoothly due to the deviation of the motor 160 a. The sleeve portions SV and the sliding portions SP are arranged so as to be able to extend in the axial direction D2, and the sleeve portions SV and the sliding portions SP are prevented from rotating relative to each other by the close fit of the protrusions and the grooves.

Referring to fig. 2B to 2D, the device further includes a plurality of motor shifting mechanisms 190a and a plurality of switching mechanisms 200 a. One part of the motor speed changing mechanism 190a and the switching mechanism 200a are disposed between the gear set 170a and one of the motors 160a, and the other part of the motor speed changing mechanism 190a and the switching mechanism 200a are disposed between the gear set 170a and the other of the motors 160 a. Each switching mechanism 200a is connected to each corresponding motor shift mechanism 190a and switches the gear ratio of each motor shift mechanism 190 a. For example, the motor speed-changing mechanism 190 is composed of a planetary gear set, and the present invention is not limited to a planetary gear set, and may be a combination of a plurality of planetary gear sets. When the motor speed change mechanism 190a is installed in the forward direction, power is input from the sun gear and output from the carrier, a speed reduction effect will be achieved. When the motor speed changing mechanism 190a is installed in the reverse direction, power is input from the carrier and output from the sun gear, an acceleration effect is achieved. The switching mechanisms 200a are, for example, mechanical, hydraulic, pneumatic, electromagnetic or electric switching mechanisms, but the present invention is not limited thereto.

In other embodiments, two of the motor shifting mechanisms 190a and two of the switching mechanisms 200a are disposed between the gear set 170a and one of the motors 160a, for example, with a gap therebetween or in contact therewith. The other two motor speed changing mechanisms 190a and the other two switching mechanisms 200a are disposed between the gear set 170a and the other motor 160a, and have a gap or are attached to each other, where the two rotating shafts S are connected to two opposite sides of the gear set 170 a.

In other embodiments, the two rotation shafts S are connected to the same side of the gear set 170a and are arranged side by side, and the multiple sets of motor speed changing mechanisms 190a and the multiple sets of switching mechanisms 200a are disposed between the gear set 170a and the two corresponding motors 160a, and have a gap or fit with each other, for example.

In other embodiments, the plurality of motor shifting mechanisms 190a and the plurality of switching mechanisms 200a are, for example, more than two, and are disposed at the same position or different positions.

FIG. 3A is a block schematic diagram of the transmission of FIG. 2B in combination with a brake retarder. FIG. 3B is a block diagram of the transmission of FIG. 2C in combination with a brake retarder.

Referring to fig. 3A to 3B, a brake reducer 210a is further included, which is disposed between the disk gear 150a and the gear set 170a and has a brake gear 211a engaged with the disk gear 150a and the gear set 170a, respectively. When the brake reducer 210a is activated, the rotation speed of the brake gear 211a, the disk gear 150a and the gear set 170a is reduced. For example, the brake retarder 210 may be an electromagnetic brake retarder or an oil brake retarder.

Fig. 4A is a schematic plan view of a transmission according to yet another embodiment of the present invention. Fig. 4B is a plan view of the transmission of fig. 2A in combination with a universal joint. FIG. 4C is a block diagram of the transmission of FIG. 4A or FIG. 4B in combination with a motor shifting mechanism and a switching mechanism. FIG. 4D is a block schematic diagram of the transmission of FIG. 4A or FIG. 4B in combination with a gear set and side gears. FIG. 4E is a block schematic diagram of the transmission of FIG. 2C in combination with a brake retarder.

Referring to fig. 4A to 4C, the transmission 100B of the present embodiment is different from the

transmission

100, 100A described above in that the transmission 100B has two wheels 140B operating independently, and in detail, the transmission 100B includes a housing 110B, two driving shafts 130B, two wheels 140B, two side gears 124B, two motors 160B, and a gear set 170B.

The housing 110b has a chamber 111b and two sleeves 112 b. The two sleeves 112b are disposed on opposite sides of the chamber 111b and are communicated with each other, that is, the chamber 111b and the two sleeves 112b together form an accommodating space AS. The two driving shafts 130b are rotatably disposed in the receiving space AS of the housing 110b, and each driving shaft 130b extends to the chamber 111b and each sleeve 112b, wherein each sleeve 112b is used for receiving each driving shaft 130b and is limited in an axial direction D1.

The two wheels 140b are connected to two ends E1 of the drive shaft 130b away from the chamber 111b, respectively, and each wheel 140b is adapted to rotate with each drive shaft 130 b. The two side gears 124b are respectively disposed at the other end of the chamber 111b of the two drive shafts 130b, and the axial direction D1 of the two drive shafts 130b passes through the centers of the two side gears 124 b. In detail, the respective side gears 124b are linked integrally with the driving shaft 130 b.

The two motors 160b are located outside the chamber 111b and have two rotating shafts S penetrating the housing 110b to enter the chamber 111 b. The gear sets 170b are respectively connected to the two rotating shafts S and adapted to respectively engage the two side gears 124 b. When the two motors 160b drive the gear set 170b through the two rotation shafts S, the gear set 170b drives the side gears 124b, the driving shafts 130b and the wheels 140b to rotate relative to the housing 110 b.

Referring to fig. 4A, gear set 170b includes two drive gears 171 b. The two driving gears 171b are respectively fixed to two ends of the two rotating shafts S away from the two motors 160b and engaged with the two side gears 124 b. The two rotation shafts S are parallel to the axial direction D1 of the two drive shafts 130 b. The universal joint further comprises a plurality of universal joints UJ, two sliding sleeve parts SV and two sliding parts SP. The two universal joints UJ are rotatably connected to the two driving gears 171b and the two rotating shafts S, respectively. Each sliding sleeve portion SV and each sliding portion SP are located between the two corresponding universal joints UJ, and each sliding sleeve portion SV is fitted over each sliding portion SP and adapted to relatively slide along an axial direction of each rotating shaft S.

In addition, each universal joint UJ can absorb external force and vibration to prevent the side gear 124b and the driving gear 171b from being damaged or rotating unsmoothly due to the deviation of the motor 160 b. In addition, the sliding sleeve portion SV is arranged on the sliding portion SP and can extend along the axial direction of the rotating shaft S, and the sliding sleeve portion SV and the sliding portion SP are prevented from rotating relatively by the close fit of the convex portion and the concave groove.

With reference to fig. 4B, 4D and 1E, when the two wheels 140B travel along a straight track L1, the two motors 160B respectively output rotational power to the two driving gears 171B of the gear set 170B to respectively drive the two side gears 124B and the two driving shafts 130B to rotate along the axial direction D1 and have the same rotational speed.

Referring to fig. 4B, 4D and 1E, when the two wheels 140 travel along a curved path L2 (the vehicle turns right), the two motors 160B output rotational power to the two driving gears 171B of the gear set 170B, respectively, so as to drive the two side gears 124B and the two driving shafts 130B to rotate along the axial direction D1 and have different rotational speeds. In detail, when the two wheels 140 follow a curved path L2, one of the motors 160b has a smaller rotational power and a lower rotational speed, and the other motor 160b has a larger rotational power and a higher rotational speed. The right side wheel 140 travels a smaller distance than the left side wheel 140 b. Since the rotational speed of the left side gear 124b will be greater than the rotational speed of the right side gear 124b, normal steering of the two wheels 140b on the curved path L2 is maintained. So as to avoid the defects of wheel slip, tire wear, power increase, fuel consumption and the like.

Conversely, when the two wheels 140b follow another curved path (left turn), one of the motors 160b has a higher rotational power and a higher rotational speed, and the other motor 160b has a lower rotational power and a lower rotational speed. The right side wheel 140b travels a greater distance than the left side wheel 140 b. Since the rotational speed of the left side gear 124b will be less than the rotational speed of the right side gear 124b, normal steering of the two wheels 140b on a curved trajectory (left turn) is maintained.

Referring to fig. 4B, 4D and 5, when the two wheels 140B rotate along a circular path L3, the two motors 160B respectively output positive and reverse rotational forces to the two driving gears 171B of the gear set 170B. The two driving gears 171b of the gear set 170b respectively drive the two side gears 124b and the two driving shafts 130b to pivot in opposite directions and have the same rotation speed, so that the two wheels 140b can generate circular motion along the circular trajectory L3.

Referring to fig. 4C and 4E, the vehicle further includes two wheel speed change mechanisms 180b disposed on the two wheels 140b and respectively connected to the two driving shafts 130 b. When the two driving shafts 130b rotate, the rotational speed of the two driving shafts 130b is reduced and the torque of the two driving shafts 130b is increased, and in addition, when the wheel speed change mechanism 180b is installed in the forward direction, power is input from the sun gear and output from the carrier, a deceleration effect is achieved. When the wheel speed changing mechanism 180b is installed in the reverse direction, and power is input from the planet carrier and output from the sun gear, an acceleration effect is achieved, which is not limited by the invention.

Referring to fig. 4C and 4E, the vehicle further includes two motor speed changing mechanisms 190b and two switching mechanisms 200b, and each motor speed changing mechanism 190b and each switching mechanism 200b are disposed between each wheel 140b and each gear set 170 b. The switching mechanisms 200b are connected to the motor shift mechanisms 190b and switch the gear ratios of the motor shift mechanisms 190 b. In addition, for example, the motor speed-changing mechanism 190b is composed of a planetary gear set, and the present invention is not limited to a planetary gear set, and may be a combination of a plurality of planetary gear sets. When the motor speed change mechanism 190b is installed in the forward direction, power is input from the sun gear and output from the carrier, a speed reduction effect will be achieved. When the motor speed changing mechanism 190b is installed in the reverse direction, power is input from the carrier and output from the sun gear, an acceleration effect is achieved. The switching mechanisms 200b are, for example, mechanical, hydraulic, pneumatic, electromagnetic or electric switching mechanisms, but the present invention is not limited thereto.

Referring to fig. 4C and 4E, the present invention further includes two brake reducers 210b respectively disposed on the two driving shafts 130 b. When the two brake reducers 210b are activated, they are used to slow the rotation speed of the driving shafts 130b and the wheels 140 b. For example, the brake reducer 210b is an electromagnetic brake reducer or an oil pressure brake reducer, but the invention is not limited thereto.

In conclusion, the transmission device is suitable for the chassis of the existing fuel vehicle, and can avoid remaking of various parts such as the chassis, a transmission shaft, a gear set and the like so as to save a large amount of cost. Furthermore, the transmission device of the invention replaces the existing fuel engine with an electric motor, and has the advantages of low noise and simple structure.

Claims

1. A transmission, comprising:

a housing having a chamber and two sleeves disposed on opposite sides of the chamber and communicating with each other;

a differential rotatably disposed in the chamber of the housing;

two drive shafts rotatably connected to the differential and disposed within the two sleeves;

the two wheels are respectively connected with one ends of the two driving shafts far away from the differential mechanism;

a disk gear disposed in the differential and having axial directions of the two drive shafts passing through centers of the disk gear;

at least one motor, dispose outside the said cavity and have spindle, the said spindle is worn and located the said cavity of the said outer casing; and

a gear set connected with the rotating shaft and suitable for driving the disc gear, wherein the gear set is partially positioned in the cavity,

when the at least one motor drives the gear set through the rotating shaft, the gear set drives the differential and the two wheels to rotate relative to the shell.

2. The transmission of claim 1, wherein the differential has a housing, at least one differential shaft, at least one differential gear and two side gears, the plate gear is fixedly disposed in the housing, the at least one differential shaft is pivotally disposed in the housing, the at least one differential gear is fixedly disposed on the at least one differential shaft, and the two side gears are sleeved on the two driving shafts and engaged with the at least one differential gear.

3. The transmission of claim 2, wherein the housing, the at least one differential shaft, and the at least one differential gear are integrally connected to the two side gears to synchronously drive the two driving shafts with the same rotational speed when the two wheels travel along a linear path.

4. The transmission of claim 2, wherein said housing and said at least one differential shaft drive said at least one differential gear between said two side gears to simultaneously drive said two drive axles at different rotational speeds when said two wheels travel along a curvilinear path.

5. The transmission according to claim 2, wherein the number of the at least one differential shaft includes two, the two differential shafts are pivotally provided on two inner wall surfaces of the housing facing each other, the number of the at least one differential gear includes two, and each of the differential gears is engaged with the two side gears.

6. The transmission of claim 1, wherein the gear set comprises a driving gear, a first tooth portion, a horn gear, and a transmission rod, the driving gear is fixed to an end of the rotation shaft away from the at least one motor and meshed with the first tooth portion, the horn gear is meshed with the disk gear, and two ends of the transmission rod are respectively connected to the first tooth portion and the horn gear.

7. The transmission device according to claim 6, further comprising at least one universal joint, a sliding sleeve portion and a sliding portion, wherein the number of the at least one universal joint includes two universal joints and is rotatably connected to the first tooth portion and the rotating shaft, respectively, the sliding sleeve portion and the sliding portion are located between the two universal joints, and the sliding sleeve portion is disposed on the sliding portion and is adapted to relatively slide along the axial direction.

8. The transmission device according to claim 1, wherein the gear set includes a driving gear, a first tooth portion, an angle gear, and a transmission rod, the driving gear is fixed to one end of the rotation shaft away from the motor and spaced from the first tooth portion, the angle gear is meshed with the disk gear, two ends of the transmission rod are respectively connected to the first tooth portion and the angle gear, and the transmission device further includes two flanges respectively sleeved on the driving gear and the first tooth portion.

9. The transmission of claim 8, further comprising at least one universal joint, a sliding sleeve portion and a sliding portion, wherein the number of the at least one universal joint includes two universal joints and is rotatably connected to the two flanges, the sliding sleeve portion and the sliding portion are located between the two universal joints, and the sliding sleeve portion is disposed on the sliding portion and is suitable for relative sliding along the axial direction.

10. The transmission of any one of claims 2 to 9, further comprising at least one motor speed change mechanism disposed between the differential and the at least one motor.

11. The transmission of claim 10, further comprising at least one switching mechanism coupled to the at least one motor variator and configured to switch a gear ratio of the at least one motor variator.

12. The transmission according to any one of claims 2 to 9, further comprising two wheel speed change mechanisms, provided to the two wheels and respectively connected to the two drive shafts, for decreasing the rotational speeds of the two drive shafts and increasing the torques of the two drive shafts when the two drive shafts rotate.

13. The transmission of claim 11, further comprising two wheel shifting mechanisms disposed at the two wheels and respectively connected to the two drive shafts for decreasing the rotational speed of the two drive shafts and increasing the torque of the two drive shafts when the two drive shafts rotate.

14. A transmission according to any one of claims 2 to 9, further including a brake retarder disposed between the disc gear and the gear set to retard the rotational speed of the disc gear and the gear set when the brake retarder is activated.

15. The transmission of claim 13, further comprising a brake retarder disposed between the disc gear and the gear set to retard the rotational speed of the disc gear and the gear set when the brake retarder is activated.

16. The transmission of claim 1, wherein the gear set includes a drive gear secured to an end of the shaft distal from the motor and engaging the disc gear.

17. The transmission of claim 16, further comprising two universal joints, a sliding sleeve portion and a sliding portion, wherein the two universal joints are rotatably connected to the driving gear and the rotating shaft, the sliding sleeve portion and the sliding portion are located between the two universal joints, and the sliding sleeve portion is disposed on the sliding portion and is adapted to relatively slide along the axial direction.

18. The transmission of claim 17, wherein said drive gear and said disk gear are spur, helical, double helical, hypoid, or helical gears.

19. The transmission of claim 17, wherein the number of the at least one motor includes two motors, the two motors are disposed outside the chamber and have two shafts, the two shafts penetrate through the chamber of the housing and are connected to the same side or opposite sides of the gear set, and the two motors drive the gear set synchronously via the two shafts.

20. The transmission of any one of claims 16 to 19, further comprising at least one motor variator disposed between the differential and the at least one motor.

21. The transmission of claim 20, further comprising at least one switching mechanism coupled to the at least one motor variator for switching a gear ratio of the at least one motor variator.

22. The transmission according to any one of claims 16 to 19, further comprising two wheel speed change mechanisms disposed at the two wheels and respectively connected to the two drive shafts.

23. The transmission of claim 21, further comprising two wheel shifting mechanisms disposed on the two wheels and respectively connected to the two drive shafts.

24. The transmission of any one of claims 16 to 19, further comprising a brake retarder disposed between the disc gear and the gear set to retard the rotational speed of the disc gear and the gear set when the brake retarder is activated.

25. The transmission of claim 23, further comprising a brake retarder disposed between the disc gear and the gear set for retarding rotational speed of the disc gear and the gear set when the brake retarder is activated.

26. A transmission, comprising:

a housing having a chamber and two sleeves disposed on opposite sides of the chamber and communicating with each other,

two drive shafts rotatably disposed in the housing, each of the drive shafts extending to the chamber and the sleeve, respectively;

the two wheels are respectively connected with one ends of the two driving shafts, which are far away from the chamber; and

two motors arranged outside the cavity and provided with two rotating shafts, wherein the two rotating shafts are arranged in the cavity of the shell in a penetrating way,

the two motors are suitable for respectively driving the two wheels to rotate relative to the shell through the two rotating shafts.

27. The transmission of claim 26, further comprising two side gears and a gear set, wherein the two side gears are respectively disposed at the other end of the two driving shafts in the chamber, the gear set is connected to the two rotating shafts and is adapted to engage with the two side gears, respectively, the gear set is located in the chamber, and when the two motors drive the gear set through the two rotating shafts, the gear set drives each of the side gears, each of the driving shafts, and each of the wheels to rotate.

28. The transmission of claim 27, further comprising a plurality of universal joints, two sliding sleeve portions and two sliding portions, wherein the universal joints are rotatably connected to the gear set and the two rotating shafts respectively, each sliding sleeve portion and each sliding portion are located between the corresponding two universal joints, and each sliding sleeve portion is disposed on each sliding portion and is adapted to slide relatively along an axial direction of each rotating shaft.

29. The transmission of claim 27, wherein the gear set drives the two side gears and the two drive shafts respectively at the same rotational speed when the two wheels travel along a linear path, and the gear set drives the two side gears and the two drive shafts respectively at different rotational speeds when the two wheels travel along a curved path.

30. The transmission of claim 27, wherein the gear set respectively pivots the two side gears and the two drive shafts in opposite directions and at the same rotational speed when the two wheels rotate in a circular path.

31. The transmission of any one of claims 27 to 30, further comprising two motor speed change mechanisms, each motor speed change mechanism being disposed between a respective one of the wheels and the gear set.

32. The transmission of claim 31, further comprising two switching mechanisms, each switching mechanism disposed between a respective one of said wheels and said gear set, each switching mechanism coupled to and configured to switch a gear ratio of each of said motor speed change mechanisms.

33. The transmission of any one of claims 27 or 28, wherein the gear set comprises two driving gears respectively fixed to ends of the two rotating shafts far from the two motors and meshed with the two side gears.

34. The transmission of claim 33, wherein each of said drive gears and each of said side gears are spur, helical, double helical, hypoid, or helical gears.

35. The transmission of any one of claims 27 to 30, further comprising two wheel speed change mechanisms disposed on the two wheels and respectively connected to the two drive shafts.

36. The transmission of claim 32, further comprising two wheel shifting mechanisms disposed on the two wheels and respectively connected to the two drive shafts.

37. The transmission of claim 34, further comprising two wheel shifting mechanisms disposed on the two wheels and respectively connected to the two drive shafts.

38. The transmission of any one of claims 27 to 30, further comprising two brake retarders respectively disposed on said two drive shafts for retarding the rotational speed of each of said drive shafts and each of said wheels when said brake retarders are activated.

39. The transmission of claim 32, further comprising two brake retarders disposed on each of said two drive shafts for slowing the rotational speed of each of said drive shafts and each of said wheels when said two brake retarders are activated.

40. The transmission of claim 35, further comprising two brake retarders disposed on each of said two drive shafts for slowing the rotational speed of each of said drive shafts and each of said wheels when said two brake retarders are activated.