JP2003032814A - Transmission system of motor-operated transportation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission system for a motor-operated transportation device. SOLUTION: This transmission system is provided with a power source in which a set of reduction gears is arranged, two parallel transmission shafts, two transmission sets driven by the power source and installed so as to be perpendicular to the transmission shafts, unidirectional bearings for joining the transmission shafts and the transmission sets, and power output wheels joined to wheels and driven by the transmission sets. By combining forward and reverse rotation of the power source with a shift by changeover control of transmission paths of the unidirectional bearings, the manufacturing cost of the device is reduced, its operation is simplified, and the function of saving energy resources is achieved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission system for an electric carrier, and more particularly to a power transmission system which is low in manufacturing cost, easy to operate, and saves energy resources.

[0002]

2. Description of the Related Art So-called electric carriers include electric golf ball cars, electric sleds, electric wheelchairs, electric motorcycles, and electric bicycles. Most known electric vehicle transmission systems achieve the purpose of wheel drive by combining a motor with a fixed reduction ratio transmission system, the speed control of which directly controls the motor rotation speed, which allows the wheel to rotate. Control the rotation speed of. This simple electric vehicle transmission system has the advantage of low manufacturing cost, but the motor cannot output power efficiently in accordance with the undulations of the road surface, which causes rapid battery exhaustion. Make the ride less enjoyable. This is because the fixed reduction ratio transmission system cannot output two different torques, a slope and a high speed. That is, when the speed reduction mechanism is set to a reduction speed ratio that allows high speed traveling on level ground, it is not possible to output torque corresponding to the inclination when going up a slope. The opposite is also the case, because the transmission mechanism with a high reduction ratio does not give a good representation in terms of speed, and therefore various transmission tools such as automobiles, motorcycles, and even bicycles are combined with a speed change system for various road surfaces. Energy resources are saved in response to the situation.

Generally, a DC motor has a low rotation speed and high torque,
It has the characteristics of high rotation speed and low torque, but from the efficiency curve of the motor, the efficiency of the maximum rotation speed and the minimum rotation speed is not good, and the best efficiency section of the motor is 60% to 85% of the unloaded rotation speed. %, Therefore, in order to achieve the purpose of power saving, the rotation speed of the motor is controlled within the best efficiency section, and the transmission system of fixed reduction ratio often has the rotation speed of the motor due to external environmental factors. The range was much more than the best efficiency zone, which was not ideal in terms of energy resource conservation.

For this reason, high-grade electric vehicles are equipped with a speed change system in order to improve the above drawbacks of the fixed reduction transmission system. Current electric motorcycles,
All electric bicycles have a transmission. But,
The existing transmission mechanisms are complex and precise, and relatively expensive to manufacture, which is the main reason why all common low cost electric carriers employ fixed reduction gear systems. If an existing electric bicycle is taken as an example, its price is lower than that of an electric motorcycle, and therefore its speed change system is also simpler than that of an electric motorcycle. The speed change system of an electric bicycle achieves the purpose of speed change by driving different sized sprockets using a chain, and this speed change mechanism has an enormous external volume and is a convenient electric carrier (for example, an electric sled). ) Is not suitable for operation,
It's inconvenient. When the boarding speed is slowly increased, the reduction ratio changes from large to small. After the brakes are stopped, the chain remains on the sprocket with the minimum reduction ratio, so that when it is restarted, it must be assisted by human power, and such a transmission system is not suitable for electric sleds or electric wheelchairs or electric golf ball cars. It was an application.

[0005]

Therefore, according to the present invention,
In view of the above-mentioned drawbacks of the electric transmission system of the current electric carrier,
Low manufacturing cost, easy operation, by combining four sets of unidirectional bearings with forward / reverse rotation of the motor, the transmission system of the electric carrier that combines speed and power by switching the operating force flow path.
And achieve energy resource savings.

[0006]

According to a first aspect of the present invention, there is provided a power source and two parallel transmission shafts, driven by the power source, and provided with a transmission set. The two parallel transmission shafts that are installed so as to be perpendicular to the transmission shaft, the unidirectional bearing that joins the transmission shaft and the transmission set, and the power that is joined to the wheel and is driven by the transmission set. With output wheel, forward / reverse of power source is combined with speed change by switching control of transmission path of unidirectional bearing to achieve low manufacturing cost, easy operation and energy resource saving function. The transmission system of the electric carrier is characterized by the following. The invention of claim 2 is characterized in that the power source is a single motor and has a two-stage gear shifting function by utilizing forward and reverse rotation of the motor.
A transmission system for an electric carrier according to claim 1. The invention of claim 3 is characterized in that the power source is two motors, and has a five-speed shifting function by utilizing forward / reverse rotation of the motor or non-rotation of one of the motors.
A transmission system for an electric carrier according to claim 1. In the invention of claim 4, the electric carrier is placed on a slope,
The transmission system for an electric carrier according to claim 1, further comprising a self-locking function for preventing downward slip when the motor is stopped. The invention of claim 5 is
The transmission system of the electric carrier according to claim 1, wherein the transmission set is composed of two or more transmission units. The invention of claim 6 is characterized in that the transmission set is a sprocket and a chain.
A transmission system for an electric carrier according to claim 1 or claim 5. The invention according to claim 7 is the transmission system for an electric carrier according to claim 1 or 5, wherein the transmission set is a pulley and a belt.
The invention of claim 8 provides the transmission system for an electric carrier according to claim 1 or 5, wherein the transmission set is a gear. The invention of claim 9 provides a transmission system for an electric carrier according to claim 1, wherein a clutch device is provided between the power output wheel and the wheel. The invention of claim 10 provides the transmission system of the electric carrier according to claim 1, wherein one differential speed gear is provided between the two parallel transmission shafts.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIGS. 1 and 2, the present invention comprises a motor M1 and reduction gear sets G1: G2, as well as two parallel transmission shafts S1, S2. Among them, the transmission shaft S1 and the gear of the reduction gear set G2 are fixed. Separately, two sets of transmission sprocket A and B
Is attached to the transmission shafts S1 and S2, and the transmission shafts S1 and S2
And vertical. Of these, sprocket set A consists of a small sprocket A1 and a large sprocket A with the same modulus.
2 includes a chain H1 connecting the small sprocket A1 and the large sprocket A2. Small sprocket A1 has transmission shaft S
1 and a pair of unidirectional bearings A11 at the joint part
Is attached (when viewed from the output shaft direction of the motor M1 toward the motor direction, the shaft can be transmitted clockwise with respect to the sprocket, and the sprocket can be transmitted counterclockwise with respect to the shaft). . The large sprocket A2 and the transmission shaft S2 are joined to each other, and a pair of unidirectional bearings A2 are attached to the joined portion.
1 is provided (the shaft can be transmitted counterclockwise with respect to the sprocket, and the sprocket can be transmitted clockwise with respect to the shaft). In the sprocket set B, a sprocket B1 having the same modulus, a sprocket B2, a power output sprocket B3, and three sprockets B1,
A chain H2 connecting B2 and B3 is provided, and a sprocket B1 is placed outside the chain H2, and the sprocket B1 and the two sprockets B2 and B3 rotate in opposite directions. The sprocket B1 and the transmission shaft S1 are joined, and a set of unidirectional bearings B11 is provided at the joint (the shaft can be transmitted in the counterclockwise direction with respect to the sprocket, and the sprocket is in the clockwise direction with respect to the shaft). Can be transmitted to). The sprocket B2 and the transmission shaft S2 are joined, and a set of unidirectional bearings B21 is provided at the joint portion (the shaft can be transmitted in the clockwise direction with respect to the sprocket, and the sprocket can be transmitted in the counterclockwise direction with respect to the shaft). (Possible), the power output sprocket and the wheels W of the electric carrier are joined.

The transmission direction of the above-mentioned unidirectional bearing is as shown in Table 1.

[Table 1]

The first type transmission path of the present invention is a motor M1.
Viewed from the motor direction rather than the output shaft direction. The motor M1 drives the small gear G1 clockwise to rotate it clockwise, and the large gear G2 and the transmission shaft S1 exhibit counterclockwise rotation, and A1
Since 1 is a unidirectional bearing in which the shaft transmits clockwise with respect to the sprocket, the sprocket A1 does not interlock with the output shaft S1, and in addition, the unidirectional bearing B11 provided on the coaxial sprocket B1 has a shaft with a sprocket. Is a unidirectional bearing that transmits in a counterclockwise direction, and therefore, when the sprocket B1 rotates counterclockwise, the chain H2 is driven to rotate clockwise, and the sprocket B3 rotates clockwise. At the same time, the wheels W are moved forward. This sprocket B1 is transmitted to the sprocket B2 by the clockwise rotation of the chain H2, but the unidirectional bearing B21 mounted between the sprocket B2 and the transmission shaft S2.
Since the sprocket is a unidirectional bearing that can be transmitted in a counterclockwise direction with respect to the shaft, the transmission shaft S2 also does not rotate in conjunction, so that the first type power transmission path is a transmission system that does not pass through the transmission shaft S2. , The transmission path is briefly shown, M1 (in order)
→ G1 (forward) → G2 (reverse) → S1 (reverse) → B1 (reverse) →
H2 (order) → B3 (order), and the reduction ratio is gear G
1, gear G2, reduction gear set and sprockets B1, B
The mathematical formula is as follows: (G2 number of teeth / G1 number of teeth) * (B3 number of teeth / B1 number of teeth) ... It is used in the design of high speed movement of electric carriers.

The second type transmission path is also viewed from the output shaft direction of the motor M1 toward the motor. The motor M1 rotates counterclockwise, and the small gear G1 rotates counterclockwise to the large gear G.
2 and the transmission shaft S1 are driven to rotate clockwise. Since the unidirectional bearing A11 is a unidirectional bearing whose shaft transmits clockwise to the spur rocket, the small sprocket A1
Rotates clockwise like the transmission shaft S1. In addition, the coaxial B11 is a unidirectional bearing whose shaft transmits in a counterclockwise direction with respect to the sprocket. Therefore, the sprocket B1 does not interlock with the transmission shaft S1, and the small sprocket A1 rotates clockwise through the chain H1. Drive to large sprocket A2. However, since the unidirectional bearing A21 mounted between the large sprocket A2 and the transmission shaft S2 is a unidirectional bearing in which the shaft transmits clockwise with respect to the sprocket, the transmission shaft S2 also rotates in the clockwise direction, and the sprocket also rotates. B
Since the unidirectional bearing B21 mounted between the shaft 2 and the transmission shaft S2 is a unidirectional bearing in which the shaft transmits clockwise with respect to the sprocket, the sprocket B2 also rotates clockwise,
The sprocket B3 and the wheels rotate clockwise through the chain H2.

The second type of power transmission path is the transmission shaft S.
The transmission system is via 2, and the transmission path is simply shown: M1 (reverse) → G1 (reverse) → G2 (forward) → S1 (forward)
→ A1 (order) → H1 (order) → A2 (order) → S2 (order) →
B2 (sequential) → H2 (sequential) → B3 (sequential), and the reduction ratio thereof is reduction gear sets G1 and G2 and reduction sprocket A.
1 and A2 and deceleration sprockets B2 and B3
The mathematical formula is (G2 number of teeth / G1 number of teeth) * (A2 number of teeth / A1 number of teeth) * (B3 number of teeth / B2 number of teeth) ...

Compared with the first type speed reducer, there are more speed reduction sprockets in the portions A1 and A2 (the number of A2 teeth> the number of A1 teeth),
And if the number of teeth of the sprocket B2 is smaller than that of B1, a larger reduction ratio can be obtained, which corresponds to the transmission system when the electric carrier requires high torque.

The above-described transmission system of the present invention achieves the mechanism of the two-speed transmission system by slightly utilizing the forward / reverse rotation of the motor and the switching of the operating force paths of the four sets of unidirectional bearings, thereby achieving the electric transportation. When the tool needs to start from rest, it requires a relatively large torque output to overcome the maximum static friction force, and thus the transmission system of the present invention applies the second type transmission method to the motor. Is rotated counterclockwise to drive the wheels with a relatively large reduction ratio in the transmission system, generate a relatively large torque value, and use the electric vehicle for starting. When the electric carrier starts to move slowly and the speed increases slowly and the motor rotation speed becomes higher and higher, the control system first stops the motor and then turns it further clockwise before leaving the high efficiency zone high point. It is rotated, and at this time, the transmission system of the first type is tailored, the transmission system has a relatively small reduction ratio, and the wheels are moved forward at a relatively high rotation speed. Similarly, when the electric carrier goes uphill, the speed slows down due to insufficient torque, and before the electric carrier stops, similarly, the motor rotates counterclockwise after the stop, at a relatively high reduction ratio. By driving the wheels, the uphill is overcome and the electric carrier smoothly advances. Therefore, when the transmission system of the present invention is applied to an electric carrier, by combining the circuit control and the output value detection of the current amount, the forward / reverse rotation of the motor is modified in a timely manner within the best efficiency zone of the motor, and the road surface is changed. Achieve the objectives of tailoring and saving energy resources.

The present invention achieves the purpose of speed change transmission by switching the operating force path by a clever design in which four sets of unidirectional bearings are combined with forward and reverse rotations of the motor.
It is an unprecedented serious invention that is suitable for electric vehicles that require only forward movement and does not require backward movement, such as electric motorcycles, electric bicycles, electric assist bicycles, electric golf ball cars and electric sled cars.

In addition, when the electric carrier of the present invention is placed on a slope and the motor is stopped, a force that slides backward due to attractive force is generated to rotate the wheels and the sprocket B3 counterclockwise. , The sprockets B1 and B2 are respectively rotated in the clockwise direction via the chain H2, and at this time, the transmission shafts S1 and S2 have the unidirectional bearings B11 and B2.
1 is a unidirectional bearing in which the sprocket transmits clockwise to the shaft and a unidirectional bearing in which the sprocket transmits counterclockwise to the shaft, so that the transmission shaft S1 transmits clockwise and the transmission shaft S1 S2 transmits in the counterclockwise direction, and the unidirectional bearing A11 is a unidirectional bearing in which the shaft transmits in the clockwise direction with respect to the sprocket. Therefore, the sprocket A1 transmits in the clockwise direction, and the unidirectional bearing A21 has the shaft in the sprocket. Since it is a unidirectional bearing that transmits in a counterclockwise direction, the sprocket A2 transmits in a counterclockwise direction. Since the rotation directions of the sprockets A1 and A2 are different, the sprocket set A causes a self-lock phenomenon and becomes unrotatable. Therefore, when the electric carrier is placed on a slope and the motor is stationary, the transmission system of the present invention uses the electric carrier. It has a function of preventing the tool from sliding backward.

The self-locking function described above has a rear slipping action. However, when it is necessary to move the electric carrier by human power and it is necessary to move the wheels backward to obtain a good moving effect, the wheels cannot be moved backward due to self-locking. At this time, a simple clutch device E is attached to the joint portion between the sprocket B3 and the wheel of the transmission system of the present invention so that the wheel and the transmission system can be temporarily disengaged so that a free rotation state can be exhibited. Can solve the problem of being unable to move backward.

The present invention achieves the purpose of speed change transmission by the clever design of four sets of unidirectional bearings combined with the forward and reverse rotation of the motor and the switching of the working path, and by mounting the two motors in the power source. It has the functions of power merging and five-speed shifting, which is the second embodiment of the present invention.

A second embodiment of the present invention is shown in FIGS. It is a motor M1 and reduction gears G1, G2.
And another motor M2 and reduction gear sets G3, G4
including. Separately, parallel transmission axes S1 and S2 are included. Among them, the transmission shaft S1 and the gear G2 are fixed, and the transmission shaft S2 and the gear G4 are fixed. Separately, two sets of transmission sprocket sets A and B are attached to the transmission shafts S1 and S2,
It is perpendicular to the transmission shafts S1 and S2. Among them, small sprocket A with the same modulus in sprocket set A
1, including a chain H1 connecting the large sprocket A2, the small sprocket A1 and the large sprocket A2. The small sprocket A1 is joined to the transmission shaft S1 and a set of unidirectional bearings A11 is attached to the joint (motor M).
When viewed from the direction of the output shaft 1 toward the motor, the shaft can be transmitted in the clockwise direction with respect to the sprocket, and the sprocket can be transmitted in the counterclockwise direction with respect to the shaft). The large sprocket A2 and the transmission shaft S2 are joined to each other, and a set of unidirectional bearings A21 is provided at the joint portion (the shaft can be transmitted in a counterclockwise direction with respect to the sprocket, and the sprocket is in a clockwise direction with respect to the shaft). It can be transmitted around). Sprocket B1 of the same modulus in sprocket set B,
Chain H connecting sprocket B2, power output sprocket B3, and three sprockets B1, B2, B3
2 is provided and the sprocket B1 is placed outside the chain H2, and the rotation directions of the sprocket B1 and the two sprockets B2, B3 are opposite. Sprocket B1
And the transmission shaft S1 are joined together, and a set of unidirectional bearings B11 are provided at the joint portion (the shaft can be transmitted counterclockwise with respect to the sprocket, and the sprocket can be transmitted clockwise with respect to the shaft). Is possible). The sprocket B2 and the transmission shaft S2 are joined to each other, and a pair of unidirectional bearings B2 are attached to the joined portion.
1 is provided (the shaft can be transmitted clockwise with respect to the sprocket, and the sprocket can be transmitted counterclockwise with respect to the shaft), and the power output sprocket and the wheel W of the electric carrier are joined. .

The transmission direction of the above-mentioned unidirectional bearing is as shown in Table 2.

[Table 2]

In the transmission system of the second embodiment of the present invention, when viewed from the output shaft direction of the motor M1 in the motor direction, the motors M1 and M2 rotate counterclockwise at the same time, and the transmission path of the motor M1 is Looking at the motor direction from the output shaft direction of the motor M1, the motor M1 rotates counterclockwise, drives the small gear G1 to rotate counterclockwise, and transmits it to the large gear G2 and the transmission shaft S1. Rotate clockwise. Since the unidirectional bearing A11 is a unidirectional bearing in which the shaft transmits clockwise to the sprocket, the sprocket A1 rotates clockwise like the output shaft S1. In addition, since the coaxial unidirectional bearing B11 is a unidirectional bearing in which the shaft transmits counterclockwise with respect to the sprocket, the sprocket B11
1 does not interlock with the transmission shaft S1. The sprocket A1 is transmitted clockwise to the sprocket A2 via the chain H1 to rotate clockwise, but the unidirectional bearing A21 mounted between the sprocket A2 and the transmission shaft S2 transmits the sprocket clockwise to the shaft. Since this is a unidirectional bearing, the transmission shaft S2 also rotates clockwise and the unidirectional bearing B21 mounted between the sprocket B2 and the transmission shaft S2.
Also rotates clockwise, and the chain H2 drives the sprocket B3 and the wheels W to rotate them clockwise.

The power transmission path of this motor M1 is M1.
(Reverse) → G1 (Reverse) → G2 (Forward) → S1 (Forward) → A1
(Order) → H1 (Order) → A2 (Order) → S2 (Order) → B2
(Sequential) → H2 (sequential) → B3 (sequential), and the reduction gear ratios are reduction gear sets G1 and G2 and reduction sprocket A
1 and A2 and sprockets B2 and B3 are added together, and the mathematical formula is (G2 number of teeth / G1 number of teeth) * (A2 number of teeth / A1 number of teeth) * (B3 number of teeth / B2 number of teeth) ... Equation 3 is obtained.

In addition, the motor M2 drives the small gear G3 in the counterclockwise direction to rotate it in the counterclockwise direction, further transmits it to the large gear G4 and the transmission shaft S2 to rotate them in the clockwise direction, and the unidirectional bearing. Since A21 is a unidirectional bearing in which the shaft is transmitted counterclockwise with respect to the sprocket, therefore, the sprocket A2 does not interlock with the transmission shaft S2. In addition, the unidirectional bearing B21 of the coaxial sprocket B2 is a unidirectional bearing that transmits clockwise to the sprocket, so that the sprocket B2 rotates clockwise and the chain H
2 is driven to rotate clockwise, and the sprocket B3 also rotates clockwise to drive the wheels to move forward.
This sprocket B2 is transmitted to the sprocket B1 via the chain H2 to rotate the sprocket B1 counterclockwise. However, the unidirectional bearing B11 mounted between the sprocket B1 and the transmission shaft S2 causes the sprocket to rotate clockwise relative to the shaft. Since it is a unidirectional bearing that transmits around, the transmission shaft S1 also does not rotate in conjunction. As a result, the power transmission path of the motor M2 is a transmission system that does not pass through the transmission shaft S2.
The transmission path is simply shown as M2 (reverse) → G3 (reverse).
→ G4 (order) → S2 (order) → B2 (order) → H2 (order) →
B3 (in order), the reduction ratio is the reduction gear set G
3 and G4 and deceleration sprockets B2 and B3 are added together, and the mathematical formula is (G4 number of teeth / G3 number of teeth) * (B3 number of teeth / B2 number of teeth) ...

If the motor M2 rotates counterclockwise at a rotational speed of n ₂₁ per minute, the wheels and the sprocket B3 will rotate.
Moves clockwise at a rotational speed of n _w2 per minute, and n _w2 and n ₂₁
The relationship is expressed by the following equation 5. n _w2 = n ₂₁ {(number of G4 teeth / number of G3 teeth) * (number of B3 teeth / number of B2 teeth)} ... Equation 5

If the motors M1 and M2 simultaneously drive the wheels to move the electric carrier forward, and the motor M1 rotates counterclockwise at a rotation speed of n ₁₁ per minute, the wheels and the sprocket B3 rotate n times per minute in the clockwise direction. move forward at _w1 rotation speed, therefore n
_w1 = n _w2 , n ₁₁ {(number of G2 teeth / number of G1 teeth) * (number of A2 teeth / number of A1 teeth) * (number of B3 teeth / number of B2 teeth)} = n ₂₁ / {(number of G4 teeth / G3 Number of teeth) * (number of B3 teeth / number of B2 teeth)} Equation 6 When simplified, n ₁₁ {(number of G2 teeth / number of G1 teeth) * (number of A2 teeth / number of A1 teeth)} = n ₂₁ / {(G4 number of teeth / G3 number of teeth)} Equation 7 If the motors M1 and M2 are motors having similar characteristics, n11
= N21, from Equation 7, (G2 number of teeth / G1 number of teeth) * (A2 number of teeth / A1 number of teeth) = (G4 number of teeth / G3 number of teeth) ...

If the frictional wear is neglected, in theory the motors M1 and M2 can share a uniform horsepower, ie the powers of the motors M1 and M2 achieve the additive effect and therefore the invention. The two motor device of the second embodiment has a function of merging power.

Equation 7 is the transmission system of this embodiment,
It is a design standard for sprocket tooth number distribution.

The two-motor device according to the second embodiment of the present invention is a forward movement or a sloping road after it is started from a stationary state (M1 reverse rotation M2 reverse rotation) before using the electric carrier or after being used on a slope. Will be decelerated to. At this time, the torque output of the wheels needs to be reduced, and the system uses the control system to turn off the motor M1 and the motor M2 continues to rotate counterclockwise (motor Looking at the motor direction from the output shaft direction of M2),
The second-stage gear shifting effect is generated, and its transmission path is the motor M2.
Drives the small gear G counterclockwise to rotate it counterclockwise, further rotates the large gear G4 and the transmission shaft S2 clockwise, and the unidirectional bearing A21 transmits the shaft counterclockwise to the sprocket. Since it is a unidirectional bearing, the sprocket A2 does not interlock with the transmission shaft S2. In addition, since the unidirectional bearing B21 of the coaxial sprocket B2 is a unidirectional bearing whose shaft transmits clockwise to the sprocket, the sprocket B2 rotates clockwise and drives the chain H2 to rotate clockwise. At the same time, the sprocket B3 is rotated clockwise, and at the same time, the wheels are driven to move forward.
The sprocket B2 drives the sprocket B1 via the chain H2 to transmit the sprocket B1 in the counterclockwise direction, but the unidirectional bearing B mounted between the sprocket B1 and the transmission shaft S2.
Since 11 is a unidirectional bearing in which the sprocket transmits clockwise with respect to the shaft, the transmission shaft S1 does not rotate in conjunction. As a result, the transmission path of the motor M2 is set to the transmission system that passes through the transmission shaft S2. Simply described, M2 (reverse) → G
3 (reverse) → G4 (forward) → S2 (forward) → B2 (forward) → H2
(Order) → B3 (order), the reduction ratio is the sum of reduction gear sets G3 and G4 and reduction sprockets B2 and B3, and the mathematical formula is (G4 number of teeth / G3 number of teeth) * (B3 tooth) Number / B2 number of teeth) ... Equation 4 is obtained.

If the operator wants to further accelerate the electric carrier, the motor M2 is continuously operated in the counterclockwise direction, the motor M1 is started from stationary, and the motor M1 is switched to rotate clockwise. As for the transmission path, the motor direction is seen from the output shaft direction of the motor M1. The motor M1 rotates clockwise to drive the small gear G1 and rotate clockwise to the large gear G2.
To the transmission shaft S2 and rotate them counterclockwise. Since the unidirectional bearing A11 is a unidirectional bearing in which the shaft transmits clockwise with respect to the sprocket, the sprocket A1 does not rotate in conjunction with the transmission shaft S1. In addition, since the coaxial sprocket B1 is a unidirectional bearing whose shaft transmits counterclockwise with respect to the sprocket, the sprocket B1 rotates counterclockwise like the transmission shaft S1. The sprocket B1 is placed outside the chain H2, so the chain H2 drives the sprocket B3 and the wheels to rotate them clockwise. To briefly describe the transmission path, M1
(Order) → G1 (Order) → G2 (Reverse) → S1 (Reverse) → B1
(Reverse) → H2 (forward) → B3 (forward), and the reduction ratios are reduction gear sets G1 and G2 and reduction sprocket B
The mathematical formula is (G2 number of teeth / G1 number of teeth) * (B3 number of teeth / B1 number of teeth) ...

At this time, the motor M2 has a relatively high reduction ratio to drive the wheels to move forward, and the motor M1 drives the wheels to have a relatively low reduction ratio to move forward to obtain the third speed change condition. .

When the motor M1 is combined and driven with a relatively low reduction ratio, the speed becomes higher and faster, and when the load of the motor M2 is reduced and the output cannot be met efficiently, the motor M2 stops operating, The remaining motor M1 subsequently rotates clockwise to change to the fourth speed change state, and then the wheels are driven to move forward.

When it is desired to move the electric carrier forward at a higher speed, the motor M2 starts to start from a stationary state and rotates clockwise, and its transmission path is clockwise from the motor M2 by driving the small gear G3. To the gear wheel G4
And the transmission shaft S2 is driven to rotate in a counterclockwise direction, and the unidirectional bearing A21 is a unidirectional bearing in which the shaft transmits in a counterclockwise direction with respect to the sprocket.
2 does not interlock with the transmission shaft S2, the sprocket A2 drives the chain H1 to rotate counterclockwise, and the sprocket A1 rotates counterclockwise, so that the unidirectional bearing A11 of the sprocket A1 is rotated relative to the shaft. Therefore, the sprocket A1 drives the transmission shaft S1 to rotate in the counterclockwise direction. Besides, since the unidirectional bearing B11 mounted between the coaxial sprocket B1 and the transmission shaft S1 is a unidirectional bearing in which the shaft transmits counterclockwise with respect to the sprocket, the transmission shaft S1 rotates counterclockwise. Although the sprocket B1 is placed on the outer side of the chain H2, the sprocket B1 rotates counterclockwise because it is transmitted to B1 and rotates counterclockwise. Therefore, the sprocket B1 rotates counterclockwise and the chain H2 and the sprocket B3 rotate.
Rotate clockwise. As a result, the clockwise transmission path of the motor M2 is M2 (forward) → G3 (forward) → G4.
(Reverse) → S2 (Reverse) → A2 (Reverse) → A1 (Reverse) → S1
(Reverse) → B1 (reverse) → H2 (forward) → B3 (forward),
The reduction ratio is the sum of the reduction gear sets G3 and G4, the speed increasing sprockets A1 and A2, and the reduction sprockets B1 and B3. The mathematical formula is (G4 number of teeth / G3 number of teeth) * (A1 number of teeth / A2 number of teeth) * (B3 number of teeth / B1 number of teeth) ... Equation 10 is obtained.

At the same time, the motor M1 rotates clockwise,
At this time, the transmission path of the motor M1 is seen from the motor direction rather than the output shaft direction of the motor M1. The motor M1 rotates clockwise, drives the small gear G1 to rotate clockwise, and drives the large gear G2 and the transmission shaft S1 to rotate counterclockwise. Since the unidirectional bearing A11 is a unidirectional bearing in which the shaft transmits to the sprocket, the sprocket A1 does not interlock with the transmission shaft S1. In addition, since the unidirectional bearing B11 of the coaxial sprocket B1 is a unidirectional bearing whose shaft transmits counterclockwise with respect to the sprocket, the sprocket B1 and the transmission shaft S1 rotate counterclockwise. Since the sprocket B1 is placed outside the chain H2, the chain H2 drives the sprocket B3 and the wheels to rotate them clockwise. The transmission route is briefly shown as M1
(Order) → G1 (Order) → G2 (Reverse) → S1 (Reverse) → B1
(Reverse) → H2 (forward) → B3 (forward), and the reduction ratios are reduction gear sets G1 and G2 and reduction sprocket B
The mathematical formula is (G2 number of teeth / G1 number of teeth) * (B3 number of teeth / B1 number of teeth) ...

At this time, the power flow of the motors M1 and M2 is
All are concentrated and go through the transmission shaft S1, and further B1
(Reverse) → H2 (forward) → B3 (forward), the wheels are driven to move forward, and this is the fifth gear shift of the second embodiment of the present invention.

Therefore, assuming that the load of the electric carrier is fixed and invariable, and if the load of the electric carrier that rapidly advances at a reduced speed ratio is shared by each motor on average, the load of each motor is halved. From the characteristics of the DC motor, the load decreases and the speed increases under the same voltage.

As can be seen from the above, in the second embodiment of the present invention, two motors are controlled by a simple circuit, and each motor is driven in a normal or reverse direction, or one of the motors is stopped, and four motors are used. The sprocket with unidirectional bearings achieves the effect of five-speed shifting and power merging, which is much simpler than the complex reduction mechanism in traditional transmission boxes. Hereinafter, the situation of the 5-speed shift will be described in detail with reference to Table 3.

[Table 3]

When the electric carrier is placed uphill and the motor is stationary and there is no brake, the electric carrier does not slip down due to the self-locking action of the transmission system. The factors are explained below. The force of the wheels sliding backwards due to the attractive force of the earth pulls the sprocket B3 to rotate it counterclockwise, and the chain H2 drives the sprockets B1 and B2 to rotate clockwise and counterclockwise, respectively. At this time, since the transmission shafts S1 and S2 are unidirectional bearings B11 and B21, respectively, which are a unidirectional bearing in which the sprocket transmits clockwise to the shaft and a unidirectional bearing in which the sprocket transmits counterclockwise to the shaft. , The transmission shaft S1 rotates clockwise, the transmission shaft S2 rotates counterclockwise, and the unidirectional bearing A11 is a unidirectional bearing in which the shaft transmits clockwise with respect to the sprocket, so the sprocket A1 rotates clockwise. In addition, since the unidirectional bearing A21 is a unidirectional bearing in which the shaft transmits in the counterclockwise direction with respect to the sprocket, the sprocket A2 rotates counterclockwise and the sprocket A1 and A2 rotate in different directions. ,
The present invention has the effect of preventing the electric carrier from sliding backward when the sprocket set A causes a self-locking phenomenon and becomes non-rotatable, and thus when the electric carrier is placed on a slope and the motor is stopped.

Similar to the single motor drive transmission system of the first embodiment, the self-locking function described above has a rear slipping action. However, when it is necessary to move the electric carrier by human power and it is necessary to move the wheels backward to obtain a good moving effect, the wheels cannot be moved backward due to self-locking. At this time, the sprocket B of the transmission system of the present invention
By attaching a simple clutch device E to the joint portion between the wheel 3 and the wheel so that the wheel and the transmission system can be temporarily disengaged so as to be in a free rotation state, it is possible to solve the problem of being unable to retreat.

Comparing the single motor drive transmission system of the first embodiment of the present invention and the two motor drive transmission system of the second embodiment, the difference between the two mechanisms is only one motor. It can be seen that there are only many M2 and reduction gear sets G3, G4. That is, the first embodiment is a relatively simple transmission system, and is only used when the electric carrier requires a relatively high power output or a transmission system of a transmission having a relatively multi-stage transmission. If the motor M2 and the reduction gear sets G3 and G4 are added to the single motor drive transmission system, the transmission system driven by the two motors of the second embodiment can be adopted. In terms of preparation, it can be greatly simplified, which also makes the invention competitive in the market.

The transmission system driven by the two motors of the second embodiment of the present invention can be directly transmitted by the meshing system by using the sprocket as a transmission set and also by using the gear as a transmission set. This is the third embodiment of the present invention, and as shown in FIGS. 5, 6 and 7, in the third embodiment of the present invention, the motor M1 is a single-speed gear set G.
1, the power is transmitted to the transmission shaft S1 via G2, and the other motor M2 is connected to the two-stage reduction gear set G3, G4 and G.
5, the power is sent to the transmission shaft S2 by G6. Two parallel transmission shafts S1 and S2 are provided, of which the transmission shaft S1 and the gear G2 are fixed, and the transmission shaft S2 and the gear G6 are fixed. Another two sets of transmission gear sets C and D are attached to the shafts S1 and S2, and the shafts S1 and S2 are vertical, of which
In the gear set, there are gears C1 and C2 that have the same modulus but do not mesh with each other. However, a relatively large gear C3 meshes with the gears C1 and C2 at the same time, and the power output shaft S3 that is parallel to the gears C3 and the transmission shafts S1 and S2.
Are connected. The power output shaft S3 and the left and right wheels W of the electric carrier are connected, that is, the gear C3 and the power output shaft S
The differential gear F is attached between the three. The power flow is transmitted to the left and right wheels from the shafts S31 and S32. Gear C
1 and the transmission shaft S1 are joined, and a set of unidirectional bearings C11 are attached to the joint portion (when viewed from the output shaft direction of the motor M1 in the motor direction, the shaft is transmitted counterclockwise to the gear). Then, the gear is transmitted clockwise with respect to the shaft). The gear C2 is joined to the shaft S2, and a set of unidirectional bearings C21 is attached to the joint (the shaft transmits counterclockwise to the gear and the gear transmits clockwise to the shaft). ). The gear set D includes gears D1 and D2 having the same modulus and meshing with each other, and the number of teeth of the gear D1 is smaller than that of the gear D2. The gear D1 and the transmission shaft S1 are joined, and a set of unidirectional bearings D11 are provided at the joint portion (the shaft transmits clockwise to the gear and the gear transmits counterclockwise to the shaft). To). The gear D2 is joined to the transmission shaft S2, and a set of unidirectional bearings D21 is attached to the joint (the shaft transmits clockwise to the gear, and the gear transmits counterclockwise to the shaft). To).

The transmission directions of the above-mentioned unidirectional bearings are as shown in Table 4.

[Table 4]

The transmission system of the third embodiment is based on the motor M1.
View the motor direction from the output shaft direction of. The motors M1 and M2 rotate counterclockwise at the same time, and the motor M1 drives the gear G1 counterclockwise to rotate counterclockwise, and further drives the large gear G2 and the transmission shaft S1 to rotate clockwise. Since the unidirectional bearing D11 is a unidirectional bearing in which the shaft transmits counterclockwise with respect to the gear, the gear C1 does not interlock with the transmission shaft S1. In addition, since the unidirectional bearing D11 of the coaxial gear D1 is a unidirectional bearing whose shaft transmits clockwise to the gear, the gear D1 rotates clockwise in conjunction with the transmission shaft S1. The gear D1 drives the gear D2 to rotate counterclockwise, and the unidirectional bearing D21 mounted between the gear D2 and the transmission shaft S2 is a unidirectional bearing in which the gear transmits counterclockwise with respect to the shaft. Since the transmission shaft S2 is driven to rotate counterclockwise and the unidirectional bearing C21 mounted between the gear C2 and the transmission shaft S2 is a unidirectional bearing whose shaft transmits counterclockwise to the gear. , The gear C2 rotates counterclockwise in conjunction with the transmission shaft S2, drives the gear C2 and further counterclockwise to rotate the gear C3 clockwise, and drives the wheels W to move forward. The transmission path is briefly shown as follows: M1 (reverse) → G1 (reverse) → G2 (forward) → S1
(Order) → D1 (Order) → D2 (Reverse) → S2 (Reverse) → C2
(Reverse) → C3 (forward), the reduction ratio is the sum of reduction gear sets G1 and G2, reduction gear sets D1 and D2, reduction gear sets C2 and C3, and the mathematical formula is (G2 number of teeth / G1 Number of teeth) * (number of D2 teeth / number of D1 teeth) * (number of C3 teeth / number of C2 teeth) ... Equation 11 is obtained.

In addition, the transmission path of the motor M2, when viewed in the motor direction from the output shaft direction of the motor M2, rotates the motor M2 counterclockwise, drives the pinion gear G3 and rotates it counterclockwise to a large degree. The gear G4 is driven to rotate in the clockwise direction, the gear G4 and the gear G5 operate coaxially at the same time, and therefore the gear G5 rotates in the clockwise direction, and the gear G5 further rotates.
Drive 6 to rotate counterclockwise. Since the gear G6 further drives the transmission shaft S2 to rotate it counterclockwise, and the unidirectional bearing C21 is a unidirectional bearing in which the shaft transmits counterclockwise to the gear, the gear C2 is interlocked with the transmission shaft S2. Then rotate counterclockwise. In addition, since the coaxial gear D2 is a unidirectional bearing in which the shaft transmits clockwise with respect to the gear, the gear D2 does not interlock with the transmission shaft S2 and the gear C3 rotates counterclockwise when the gear C2 rotates counterclockwise. And the transmission shaft S3 rotates clockwise to drive the wheels W to move forward.

The power transmission path of this motor M2 is M2.
(Reverse) → G3 (Reverse) → G4 (Forward) → G5 (Forward) → G6
(Reverse) → S2 (reverse) → C2 (reverse) → C3 (forward),
The reduction ratio is the sum of reduction gear sets G3, G4, reduction gear sets G5, G6, reduction gear sets C2, C3, and the mathematical formula is (G4 number of teeth / G3 number of teeth) * (G6 number of teeth / G5 Number of teeth) * (number of C3 teeth / number of C2 teeth) ... Equation 12 is obtained.

If the motor M2 rotates counterclockwise at a rotation speed of n ₂₁ per minute, the wheels and the gear C3 move forward clockwise at a rotation speed of n _w2 per minute, and the relationship between n _w2 and n ₂₁ is as follows. Like n _w2 = n ₂₁ {(number of G4 teeth / number of G3 teeth) * (number of G6 teeth / number of G5 teeth) * (number of C3 teeth / number of C2 teeth)} ... Equation 13

If the motor M1 and the motor M2 simultaneously drive the wheels to move the electric carrier forward and the motor M1 rotates counterclockwise at a rotation speed of n ₁₁ per minute, the wheels and the gear C3 rotate n times per minute in the clockwise direction. It moves forward at _w1 rotation speed, therefore n _w1 = n _w2
Then, n ₁₁ {(number of G2 teeth / number of G1 teeth) * (number of D2 teeth / number of D1 teeth) * (number of C3 teeth / number of C2 teeth)} = n ₂₁ / {(number of G4 teeth / number of G3 teeth) * (G6 number of teeth / G5 number of teeth) * (C3 number of teeth / C2 number of teeth)} Equation 14 When simplified, n ₁₁ {(G2 number of teeth / G1 number of teeth) * (D2 number of teeth / D1 number of teeth) ) * (Number of G4 teeth / number of G3 teeth) * (number of G6 teeth / number of G5 teeth)} Equation 15 If motors M1 and M2 are motors having similar characteristics, n11
= N21, from Equation 7, (G2 number of teeth / G1 number of teeth) * (D2 number of teeth / D1 number of teeth) = (G4 number of teeth / G3 number of teeth) * (G6 number of teeth / G5 number of teeth) ..Becomes equation 16. This expression 16 is used as a design standard for the distribution of the number of teeth in the transmission system of this embodiment.

If the transmission frictional wear is ignored, in theory the motors M1 and M2 can share a uniform horsepower, ie the power of the motors M1 and M2 achieves the additive effect and is therefore the first aspect of the invention. The two motor device of the third embodiment has the function of power merge.

The gear transmission device of the two motors of the third embodiment is a first stage (M1 reverse rotation M2 reverse rotation) before using the electric carrier.
After being started from a standstill or after being used on a slope, it is necessary to slowly advance or decelerate on a slope, at which time the torque output of the wheels needs to be reduced. Using the system, the motor M1 is turned off, and the motor M2 is subsequently rotated counterclockwise (when the motor direction is viewed from the output shaft direction of the motor M2) to generate the second speed shifting effect. The transmission path thereof is the same as that of the above-described first speed shift, and when the motor direction is viewed from the output shaft direction of the motor M2, the motor M2 rotates counterclockwise and drives the pinion G3 to rotate counterclockwise. Then, the gear G4 is driven to rotate clockwise, and the gear G4
And the gear G5 simultaneously operate coaxially, and therefore the gear G5 rotates clockwise, and the gear G5 further drives the gear G6 to rotate it counterclockwise. The gear G6 is further connected to the transmission shaft S2.
Since the unidirectional bearing C21 is a unidirectional bearing in which the shaft is transmitted counterclockwise with respect to the gear, the gear C2 does not rotate in association with the transmission shaft S2.
In addition, a unidirectional bearing D21 whose shaft is transmitted clockwise to the gear is attached to the coaxial gear D2, and therefore the gear D2 is not interlocked with the transmission shaft S2. When the gear C2 rotates counterclockwise, the gear C3 and the transmission shaft S3 are driven to rotate clockwise, and the wheels W are driven to move forward.

The transmission path of this motor M2 is M2 (reverse).
→ G3 (reverse) → G4 (forward) → G5 (forward) → G6 (reverse) →
S2 (reverse) → C2 (reverse) → C3 (forward), and the reduction ratios thereof are reduction gear sets G3, G4 and reduction gear set G.
5, G6, and the reduction gear set C2, C3, the mathematical formula is (G4 number of teeth / G3 number of teeth) * (G6 number of teeth / G5 number of teeth) * (C3 number of teeth / C2 number of teeth). ... Formula 12 is obtained.

If the operator wants to further accelerate the electric carrier, the motor M2 is continuously operated in the counterclockwise direction, the motor M1 is started from stationary, and the motor M1 is switched to rotate in the clockwise direction. Enter the gear shift state, and then M1
The motor M1 rotates clockwise to drive the small gear G1 clockwise, and the large gear G2 and the transmission shaft S
1 to rotate counterclockwise, unidirectional bearing C11
However, since the shaft is a unidirectional bearing that transmits in the counterclockwise direction to the gear, the gear C1 rotates in the counterclockwise direction in conjunction with the transmission shaft S1 and drives the gear C3 and the power output shaft S3 to rotate in the clockwise direction. Rotate and thus drive the wheel W forward. In addition to this, the coaxial gear D1 is provided with a unidirectional bearing D11 whose shaft transmits clockwise to the gear.
1 does not work with transmission shaft S1. This gear C1 is a gear C3
Is transmitted counterclockwise to the gear C2 via the gear C2.
And a unidirectional bearing C21 mounted between the transmission shaft S2 and
Since the gear is a unidirectional bearing that transmits clockwise with respect to the shaft, therefore, the transmission shaft S2 does not interlock. Therefore, the power transmission path of the motor M1 is a transmission system that does not pass through the transmission shaft S2. The transmission route is briefly shown as M1
(Order) → G1 (Order) → G2 (Reverse) → S1 (Reverse) → C1
(Reverse) → C3 (forward) → S3 (forward), and the reduction ratios thereof are reduction gear sets G1 and G2 and reduction gear set C.
1 and C3 are added together, and the mathematical formula is (G2 number of teeth / G1 number of teeth) * (C3 number of teeth / C1 number of teeth) ...

At this time, the speed change condition of the third stage is the motor M2.
Drives the wheel W at a relatively high reduction ratio to move forward, and the motor M1 drives the wheel W at a relatively low speed ratio to move forward.

When the motor M1 is combined and driven with a relatively low reduction ratio, the speed is further increased, and when the load on the motor M2 is reduced and the output cannot be matched efficiently, the motor M1 is
2 stops the operation, and the remaining motor M1 continues to rotate in the clockwise direction to shift to the fourth speed change state, and then the wheels are driven to move forward.

Under the fourth speed change state, the motor M1 rotates clockwise to drive the small gear G1 to rotate clockwise, and further to the large gear G2 and the transmission shaft S1 to rotate counterclockwise. Since the unidirectional bearing C11 is a unidirectional bearing in which the shaft transmits counterclockwise with respect to the gear, the gear C1 rotates counterclockwise together with the transmission shaft S1 and drives the gear C3 and the power output shaft S3 to rotate the clock. Rotate around and drive the wheels to move forward. In addition, since the unidirectional bearing D11 provided on the gear D1 of the same shaft is a unidirectional bearing in which the shaft transmits clockwise to the gear, the gear D1 does not interlock with the transmission shaft S1. The gear C1 is transmitted to the gear C2 counterclockwise via the gear C3, but the unidirectional bearing C21 mounted between the gear C2 and the transmission shaft S2 is a unidirectional bearing in which the gear transmits clockwise with respect to the shaft. Therefore, the transmission shaft S2 also does not rotate together. Therefore, the power transmission path of the motor M1 is a transmission system that does not pass through the transmission shaft S2. The transmission path is simply shown: M1 (forward) → G3 (forward) → G2 (reverse) →
S1 (reverse) → C1 (reverse) → C3 (forward) → S3 (forward), and the reduction ratio is the sum of the reduction gear sets G1 and G2 and the reduction gear sets C1 and C3, and the mathematical formula is ( G2 number of teeth / G1 number of teeth) * (C3 number of teeth / C1 number of teeth) ...

When the electric carrier is further advanced at a higher speed, the motor M1 rotates clockwise, and at this time the motor M2 starts stationary and starts to rotate clockwise to enter the fifth speed change state. In the transmission path of the motor M2, the motor M2 rotates clockwise, drives the small gear G3 to rotate clockwise, drives the large gear G4 to rotate counterclockwise, and the gear G4 rotates the gear G5. The gear G5 further drives and rotates counterclockwise, and the gear G5 further drives the gear G6 to rotate clockwise. Since the gear G6 further drives the transmission shaft S2 to rotate it clockwise, and the unidirectional bearing C21 is a unidirectional bearing in which the shaft transmits counterclockwise to the gear, the gear C2 is linked to the transmission shaft S2. do not do. In addition, the coaxial gear D2 rotates in the clockwise direction in conjunction with the transmission shaft S2. The gear D2 transmits clockwise to drive the gear D1 to rotate counterclockwise, but the unidirectional bearing D11 between the gear D1 and the transmission shaft S1 is a unidirectional bearing in which the gear transmits clockwise to the shaft. Therefore, the transmission shaft S1 also rotates in a counterclockwise direction, and the unidirectional bearing C11 mounted between the gear C1 and the transmission shaft S1 is a unidirectional bearing in which the shaft transmits counterclockwise to the gear. The gear C1 also rotates counterclockwise and drives the gear C3 and the wheels to rotate clockwise.

The power transmission path of the motor M2 is M2.
(Order) → G3 (Order) → G4 (Reverse) → G5 (Reverse) → G6
(Order) → S2 (Order) → D2 (Order) → D1 (Reverse) → S1
(Reverse) → C1 (reverse) → C3 (forward), and the reduction ratios thereof are reduction gear sets G3 and G4 and reduction gear set G.
5, G6, speed increasing gear sets D1 and D3, reduction gear sets C1 and C3, and the mathematical formula is (G4 number of teeth / G3 number of teeth) * (G6 number of teeth / G5 number of teeth) * (D1 Number of teeth / number of D2 teeth) * (number of C3 teeth / number of C1 teeth) ... Equation 17 is obtained.

At this time, the motor M1,
All the power flow of M2 gathers on the transmission shaft S1 and further C1
(Reverse) → C3 (forward), and the wheels are driven to move forward.
Assuming that the load of the electric carrier is fixed and unchanged,
If you start two motors and move forward quickly at a reduced speed ratio, the load of the electric carrier will be shared on average by each motor,
The load of each motor is halved, and from the characteristics of the DC motor, the load decreases under the same voltage and the speed increases.

As can be seen from the above, in the transmission system of the third embodiment of the present invention, two motors are controlled by a simple circuit, and each of them is driven in a normal or reverse direction or one of the motors is stopped. And the gear with four sets of unidirectional bearings achieves the effect of five-speed shifting and power merging, which is much simpler than the complex reduction mechanism in traditional transmission box. Hereinafter, the situation of the 5-speed shift will be described in detail with reference to Table 5.

[Table 5]

According to the two-motor gear transmission system of the third embodiment, when the electric carrier is placed on an uphill, the motor is in a stationary state and there is no brake, the electric carrier is of the transmission system. Self-locking action prevents slipping down. The factors are explained below. When the wheel receives the earth's attractive force, the force of sliding backward pulls the gear C3 to rotate it counterclockwise, and drives the gears C1 and C2 to transmit clockwise, at which time the transmission shaft S1, Since S2 is a unidirectional bearing in which the unidirectional bearings C11 and C21 both transmit gears clockwise with respect to the shaft, the transmission shafts S1 and S2
2 transmits clockwise, and the unidirectional bearing D11 is a unidirectional bearing in which the shaft transmits clockwise to the gear, so the gear D1 rotates clockwise. Since the unidirectional bearing D21 is a unidirectional bearing in which the shaft transmits clockwise to the gear, the gear D2 also rotates clockwise. Gears D1 and D
Since the rotation directions of 2 are the same and the two gears also mesh with each other, a self-lock phenomenon occurs in the gear set D, and both of them cannot rotate. Therefore, when the electric carrier is placed on a slope and the motor is stationary, it has a function of preventing the electric carrier from sliding backward.

Similar to the transmission systems of the first and second embodiments, the self-locking function described above has a slipping action to the rear. However, when you want to move the electric carrier manually, and when you need to retract the wheels to obtain a good movement effect,
The wheels cannot be moved backward due to self-locking. At this time, a simple clutch device E is attached to the joint between the power output shaft S31 or S32 and the wheel, and the wheel and the transmission shafts S31 and S32 are disengaged from each other for a while to allow the wheel to freely rotate. Can solve problems.

The two motor gear transmission scheme of the third embodiment can be retrofitted to be similar to the single motor transmission system of the first embodiment scheme. By removing the motor M2 and the reduction gear sets G3, G4, G5, G6, it is possible to modify the transmission system of the single motor gear drive of the fourth embodiment of the present system, that is, this fourth embodiment is a relatively simple transmission system. (See FIGS. 8, 9, and 10). When the electric carrier is set to a relatively low level transmission system and a relatively high power output or a relatively multi-speed transmission transmission system is not required, only the two motor gears of the third embodiment are used. Motor M2 and reduction gear set G3, G4, G5, G
When 6 is removed, it can be changed to the transmission system of the single motor gear drive of the fourth embodiment, and it is supposed to have only a two-stage transmission, which is due to the standard of manufacture of the present invention and preparation of stock, It can be greatly simplified, which also makes the present invention have a good competitive advantage in the market.

Looking at the above four types of embodiments, the joint features are as follows. It has two parallel transmission shafts, on which two sets of transmission sets are installed to be perpendicular to the transmission shafts, and each transmission set is composed of two or more transmission units, each using a unidirectional bearing. And two transmission shafts, one of which is further connected to one power output shaft to drive the wheels, and the motor of the power source at the rear end of the two transmission shafts is the actual system. Two motors or one motor may be used as required.
The main transmission method of the whole transmission system combines the control of forward / reverse rotation or stop of the motor with the combination of power path switching by unidirectional bearing and power combination. Among them, the transmission set can be formed by using a combination of the sprocket, the chain or the gear system described above, as well as a timing belt and a pulley, which are the fifth, sixth, seventh, eighth, ninth and tenth embodiments of the present invention. 11 and 26 and Table 6.

In each of the first, second, fifth, sixth, seventh and eighth embodiments described above, since the transmission set is composed of the sprocket set of the sprocket and the chain, the wrap angle between the sprocket and the chain is increased. In the present invention, an inertia wheel B4 is added between the sprockets B1 and B3 or B1 and B2 of the sprocket set to increase the transmission stability between the sprocket and the chain as shown in FIGS. 27 to 32. That is, the eleventh, twelfth, thirteenth, fourteenth,
15 and 16 Examples. Among them, the inertia wheel B4HA
The transmission system may be mounted on the outside or inside of the transmission box, or at a suitable location such as the frame of an electric carrier.

Table 6 below is an explanatory table of an example of a transmission system to which the present invention is applied.

[Table 6]

[0063]

In summary, the technical features described in the embodiments of the present invention are certainly not present before the application, and the special effect of reducing the manufacturing cost, easy to operate and saving energy resources. And has industrial applicability and meets the requirements of the patent.

[Brief description of drawings]

FIG. 1 is a plan view of a first embodiment of the present invention.

FIG. 2 is a front view of the first embodiment of the present invention.

FIG. 3 is a plan view of a second embodiment of the present invention.

FIG. 4 is a front view of the second embodiment of the present invention.

FIG. 5 is a plan view of a third embodiment of the present invention.

6 is a cross-sectional view taken along the line AA of FIG.

7 is a sectional view taken along line BB of FIG.

FIG. 8 is a plan view of a fourth embodiment of the present invention.

9 is a cross-sectional view taken along the line AA of FIG.

10 is a sectional view taken along line BB of FIG.

FIG. 11 is a plan view of a fifth embodiment of the present invention.

FIG. 12 is a front view of the fifth embodiment of the present invention.

FIG. 13 is a plan view of a sixth embodiment of the present invention.

FIG. 14 is a front view of a sixth embodiment of the present invention.

FIG. 15 is a plan view of a seventh embodiment of the present invention.

FIG. 16 is a front view of a seventh embodiment of the present invention.

17 is a cross-sectional view taken along the line AA of FIG.

FIG. 18 is a plan view of an eighth embodiment of the present invention.

FIG. 19 is a front view of an eighth embodiment of the present invention.

20 is a cross-sectional view taken along the line AA of FIG.

FIG. 21 is a plan view of the ninth embodiment of the present invention.

22 is a cross-sectional view taken along the line AA of FIG.

23 is a cross-sectional view taken along the line BB of FIG.

FIG. 24 is a plan view of a tenth embodiment of the present invention.

25 is a cross-sectional view taken along the line AA of FIG.

FIG. 26 is a sectional view taken along line BB of FIG. 24.

FIG. 27 is a front view of the eleventh embodiment of the present invention.

FIG. 28 is a front view of the twelfth embodiment of the present invention.

FIG. 29 is a front view of a thirteenth embodiment of the present invention.

FIG. 30 is a front view of a fourteenth embodiment of the present invention.

FIG. 31 is a front view of a fifteenth embodiment of the present invention.

FIG. 32 is a front view of the sixteenth embodiment of the present invention.

[Explanation of symbols]

M Motor G Reduction gear set S Transmission shafts A, B Sprocket set W Wheels F Differential gear C, D Gear set E Clutch device
H chain

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 7/02 F16H 7/06 5H607 7/06 H02K 7/116 48/08 B62B 3/00 B H02K 7 / 116 F16H 1/40 F term (reference) 3D050 AA16 AA17 KK13 3J009 DA18 EA04 EA11 EA32 EA42 FA03 3J027 FA17 FB01 HA10 HB07 3J049 AA01 AA08 CA06 5H115 PA11 PG01 AFF14BB01 SE01 RB01 SE01 RB01 SE01 RB08 SE07 RB08 SE07

Claims (10)

[Claims] 1. A power source and two parallel transmission shafts, driven by the power source, and provided with a transmission set thereon, the transmission set being installed perpendicular to the transmission shaft. The two parallel transmission shafts, a unidirectional bearing that joins the transmission shaft and the transmission set, and a power output wheel that is joined to a wheel and receives the drive of the transmission set. The combination of reversing and speed change by switching control of the transmission path of the unidirectional bearing, the production cost is low, the operation is simple, and the function of saving energy resources is achieved. system. 2. The transmission system for an electric carrier according to claim 1, wherein the power source is a single motor and has a two-speed shifting function by utilizing forward / reverse rotation of the motor. 3. The power source is composed of two motors, and has a five-speed shifting function by utilizing forward / reverse rotation of the motor or non-rotation of one of the motors.
A transmission system for an electric carrier according to. 4. The transmission system for an electric carrier according to claim 1, wherein the electric carrier has a self-lock function for preventing downward slip when the electric carrier is placed on a slope and the motor is stopped. . 5. The transmission system of an electric carrier according to claim 1, wherein the transmission set is composed of two or more transmission units. 6. The transmission system for an electric carrier according to claim 1, wherein the transmission set is a sprocket and a chain. 7. The transmission system for an electric carrier according to claim 1, wherein the transmission set is a pulley and a belt. 8. The transmission system for an electric carrier according to claim 1, wherein the transmission set is a gear. 9. The transmission system for an electric carrier according to claim 1, further comprising a clutch device provided between the power output wheels and the wheels. 10. The transmission system for an electric carrier according to claim 1, wherein one differential gear is provided between the two parallel transmission shafts.