JPH0751978B2 - Gear type automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a speed change transmission for a vehicle, and more particularly to a gear type automatic speed change transmission which can improve the transmission efficiency in an electric vehicle.

[0002]

2. Description of the Related Art Electric vehicles have already been researched and developed since 1830 AD and have the advantages of saving energy, not polluting the environment, less noise, and being able to drive gently, but on the other hand The weight reaches several hundred kilograms, and the output energy density of the storage battery is only 40 ~
Since it is 50 Wh / kg, it has drawbacks such as lack of horsepower, inability to drive at high speed, short continuous driving distance, long battery charging after a certain driving distance, and so on. -After the invention of the automatic ignition system for engines, electric vehicles were gradually replaced by vehicles using internal combustion engines. However, in recent years, the problems of lack of petroleum resources and air pollution caused by vehicles using an internal combustion engine have become more and more serious, and electric vehicles have regained attention.

In order for a clean electric vehicle without the possibility of polluting the environment to enter the stage of practical use, the horsepower is insufficient, the driving speed is low, and the continuous driving distance is short. However, the most direct way to solve these drawbacks is to reduce the weight of the transmission and improve its transmission efficiency in addition to developing a high-performance storage battery. That's the method. In terms of development of high-performance storage batteries, no revolutionary new technology has been found at this point. Conventional lead-acid batteries have low energy density, while various new types of batteries that have been recently researched and developed have drawbacks, and have not yet reached the stage of practical use.

The operating principle of an electric vehicle is different from that of a general automobile using an internal combustion engine. The internal combustion engine is replaced with a DC motor, the fuel oil is replaced with a storage battery, and the carburetor is used as a main unit.
It was replaced with a control circuit. That is, the DC motor is driven by the electric energy supplied from the storage battery, and the SC in the main control circuit is
The R (Silicon Controlled Rectifer) controls the terminal voltage of the DC motor to increase or decrease, thereby controlling the operating speed of the vehicle. The DC motor can control its rotation speed by electronic means, but the output power of the motor cannot be quickly adjusted according to the driving situation, so the start of the electric vehicle is slow, the driving speed is low, and the electric power consumption is low. Is not uniform.

However, many of the above-mentioned drawbacks can be ameliorated by installing a transmission and providing different rotational speeds between the motor shaft and the axle, which makes it possible to operate at low speeds. A relatively large torque and horsepower can be obtained, and the rotating speed of the DC motor can be lowered when operating at high speed, not only increasing the energy efficiency of the storage battery, but also the starting performance of the current electric vehicle. The drawbacks such as low speed operation and non-uniformity of electric consumption are improved, and the electric energy can be used more effectively.

[0006] At present, the conventional transmissions used in automobiles using an internal combustion engine are roughly classified into a manual shift type, an automatic shift type and a continuously variable transmission, but all of them have complicated structures. Since it is very heavy, has a large volume, and has low transmission efficiency, if it is used by being attached to an electric vehicle, it will inevitably impose an excessive burden on the storage battery. This is the main reason why the conventional electric vehicle uses only the speed reducer and cannot use the transmission.

[0007]

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems, and the object thereof is to be constructed comparatively lightweight and compact and to have high transmission efficiency. An object of the present invention is to provide a gear type automatic transmission device suitable for use in an automobile.

[0008]

Means for Solving the Problems The above-mentioned objects are: a drive shaft connected to a power source; a driven shaft provided in parallel with the drive shaft; a first speed drive gear fixed to the drive shaft; It is provided in multiple stages in a concentric cylindrical shape around the shaft, and has a plurality of drive gears from the second speed to the highest speed in which the number of teeth sequentially increases from the first speed drive gear, and each of these plurality of drive gears is A drive gear sleeve having a cylindrical drive gear sleeve whose diameter gradually increases from the inner layer to the outer layer around the drive shaft, and between the second speed drive gear sleeve and the drive shaft and the drive gear sleeves of each layer. A coil-shaped one-way clutch spring is accommodated between the two, and when the one-way clutch spring is not tightened, power is not transmitted between the drive gear sleeves. When tightened, the inner diameter of the one-way clutch spring is reduced and crimped to the inner drive shaft or the outer periphery of the inner drive gear sleeve to transmit power, thereby driving the second speed drive gear sleeve from the drive shaft. A drive-side clutch device composed of a multi-stage clutch mechanism configured to transmit only rotational power in the same direction as the drive shaft to the drive gear sleeves of the outer layers in sequence; , Due to the centrifugal force caused by the rotation of the drive gear sleeve,
A plurality of centrifugal units that gradually actuate the drive side clutch device so that power is sequentially transmitted from the drive shaft to the drive gear sleeve of the second speed and further to the drive gear sleeve of the outer layer by tightening the corresponding one-way clutch spring. A force type automatic shift device; a highest speed driven gear that is fixed to the driven shaft and meshes with the highest speed drive gear of the drive side clutch device; and a multi-stage concentric cylinder centered on the driven shaft, The innermost layer of the plurality of driven gears having a cylindrical driven gear sleeve whose diameter gradually increases from the inner layer to the outer layer is a drive gear one step lower than the highest speed drive gear of the drive side clutch device. The driven gears that are meshed with the driving gears that are sequentially arranged on the outer side are meshed with the corresponding driving gears that are on the inner side. The outermost layer is meshed with the first speed drive gear fixed to the drive shaft, and a coiled one-way clutch spring is provided between the innermost layer driven gear sleeve and the driven shaft and between each layer driven gear sleeve. When the outer driven gear sleeve rotates relative to the inner driven gear sleeve in the direction opposite to the rotation direction of the drive shaft, the one-way clutch spring is wound and the power is transmitted. When the inner driven gear sleeve rotates at a higher speed than the outer driven gear sleeve in the direction opposite to the rotation direction of the drive shaft, the one-way clutch spring is loosened so that power is not transmitted. A driven side clutch device; a reverse speed driven member attached to a driven shaft; a driven side clutch device When the first speed drive gear, which is provided between the outermost driven gear sleeve and the reverse speed driven member, reversely rotates the drive shaft and is fixed to this, and the outermost driven gear meshing with the first speed drive gear, reverse rotation occurs. It is tightened and pressed against the outer periphery of the outermost driven gear sleeve to transmit the rotational power of the driven gear sleeve to the reverse driven member, but it is loose when the drive shaft rotates forward and does not transmit power. With springs;
It can be achieved by a gear type automatic speed change transmission device characterized in that

The centrifugal type automatic shift device is inserted into a disc substrate fixed to one end of a drive gear sleeve; between adjacent drive gear sleeves or between a drive shaft and an innermost layer drive gear sleeve, and the insertion is performed. One end of the one-way clutch spring is locked to the inner end on the open side and a control sleeve to which a control gear is fixed on the outer end; and a plurality of mandrel shafts arranged on the disc substrate so as to surround the control gear. A plurality of gears that are rotatably attached to each other and mesh with the control gear; a first position fixed to each gear, the free end of which is closer to the center side of the disk substrate, and a second position away from the center. A plurality of weight blocks rotatably provided between the weight blocks; the free end of each weight block is located on the center side of the disk substrate. A spring that pulls toward the first position closer to the first position; and as the rotational speed of the drive gear sleeve increases, the free end of the weight block rotates toward the outer second position away from the center due to centrifugal force. , With this, the gear fixed to the weight block also rotates,
As a result, when the control gear and the control sleeve rotate by a predetermined angle, the one-way clutch spring, one end of which is locked to the inner end of the control sleeve, is twisted and tightened, and the inner diameter of the one-way clutch spring is reduced to reduce the inner diameter of the drive gear sleeve. Alternatively, it is recommended that the shift shift is automatically performed by crimping to the outer periphery of the drive shaft and transmitting the rotation to the outer drive gear sleeve.

Further, the driven shaft is a hollow shaft, an outer shell of a differential gear is attached to one end of the hollow shaft, and the rotation of the outer shell rotating together with the driven shaft is taken out as the rotation of the left and right axles through the differential gear. It is recommended that one axle be rotatably inserted in the driven shaft.

[0011]

In the automatic gear transmission of the gear type as described above, the driving gear of each stage of the driving side clutch device and the driven gear of each stage of the driven side clutch device are at what speed the transmission is operating. The two corresponding gears are always meshed with each other regardless of whether they are engaged with each other or not. The driven shaft is indirectly driven to rotate in such a manner that power is transmitted to the driven gear for high speed rotation of the inner layer in order. The driven gear sleeves of each speed are connected via a transmission member such as a one-way clutch spring or a one-way bearing having a characteristic of transmitting power in one direction, and these transmission members have a relatively high speed driven gear and a relatively low speed. To be able to rotate at a speed greater than or equal to that of the driven gear of, i.e., when the transmission operates at a relatively high speed, a relatively low speed one-way clutch spring must restrain the relatively high speed driven gear. Instead, they rotate freely and a difference in rotation speed occurs between them. Therefore, regardless of what speed the transmission is operating at, the two drive gears and the driven gears at each speed do not always engage with each other and need not be disengaged, increasing the overall transmission efficiency of the transmission. In addition, the driver's operation of stepping on the clutch and shifting gears is omitted.

The drive gears of the respective speeds are normally in the state in which all the drive gears of the other speeds are disengaged from the drive shaft, except that the first speed drive gear is directly locked to the drive shaft, and the second speed drive gears. The drive gears for each speed from the gears are all centrifugal force type automatic gears for each speed from the second speed.
It is controlled by a shift device so that it can be automatically switched between a disengaged state and a coupled state. That is, since the transmission according to the present invention can be automatically switched to an appropriate speed at any time according to the speed of vehicle operation, the storage battery can maintain the best horsepower output value under any load of the work, and consumes no power. Since the current is made uniform, the energy efficiency is improved. Further, it is possible to achieve an effect that the driver does not have to operate the shift lever, and the gear-type automatic transmission having the best transmission efficiency allows the transmission to be changed completely automatically.

A coil-shaped one-way clutch spring is provided between the drive shaft and the second speed drive gear sleeve. The one-way clutch spring is normally disengaged from the drive shaft, but is tightened during operation. The inner diameter of the lever is reduced to couple with the drive shaft. Similarly, between the second speed drive gear sleeve and the drive gear sleeves for higher speeds, the drive gear sleeves are normally separated from the drive gear sleeves on the low speed side, but they are tightened during operation to drive the drive on the low speed side. A one-way clutch spring connected to the outer periphery of the gear sleeve is provided, and the one-way clutch spring during each speed is sequentially driven by the automatic shift device of each speed and is connected to the drive shaft or the drive gear sleeve on the low speed side. A state is established, whereby the power of the drive shaft is sequentially transmitted to the drive gears of the second speed or higher, and this power is transmitted to the corresponding driven gears to rotate the driven shaft at a desired shift rotation speed.

Since the direct current motor can easily switch the rotation direction between the forward and reverse directions by switching the polarity of the electric current, in the transmission according to the present invention, the reverse drive used in the transmission of the vehicle of the internal combustion engine. There is no need to provide a speed driven gear and idle wheel, and the reverse speed driven member is locked directly to the driven shaft, and when the drive shaft is rotated in the opposite direction, the driven member is removed from the first speed driven gear. The power that rotates in the opposite direction is inherited via the directional clutch spring and is transmitted to the driven shaft to drive the electric vehicle in reverse.

[0015]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. FIG. 1 is a sectional view showing a first embodiment 10 of a gear type automatic transmission according to the present invention in a state of a forward first speed, and FIG. 2 is a second speed of the automatic transmission shown in FIG. Centrifugal automatic shift device 22,
FIG. 3 is an explanatory diagram showing a state when it is in an initial position, and FIG. 3 is an explanatory diagram showing a state when the second speed centrifugal force automatic shift device 22 shown in FIG. 2 is in a shift position. No. 4 shows a state in which the second speed drive gear one-way clutch spring 20 is disengaged from the drive shaft 11 when the second speed centrifugal force type automatic shift device 22 is in the initial position as shown in FIG. FIG. 5 is an explanatory view showing that the second speed centrifugal force type automatic shift device 22 has the same shift and shift as shown in FIG.
FIG. 6 is an explanatory view showing a state in which the second speed drive gear one-way clutch spring 20 is crimped and coupled to the drive shaft 11 when in the position. FIG. 6 shows the automatic speed change transmission device shown in FIG. 2 and the second speed drive gear one-way clutch spring 20 is crimped and coupled to the outer periphery of the drive shaft 11. FIG. 7 is a sectional view showing a state in which the automatic transmission apparatus shown in FIG. Shift to third gear,
FIG. 9 is a cross-sectional view showing a state in which the third speed drive gear one-way clutch spring 21 is also crimped and coupled to the outer periphery of the second drive gear sleeve 18. The transmission 10 according to the present invention shown in FIG.
For the sake of convenience of description, it is drawn as having a shift function of three forward speeds and one reverse speed, but it is possible to provide a desired number of gears as needed, and the forward four speeds can be provided with the same structure. It is possible to change the design to one that has a gearshift function of higher speed.

The transmission 10 is mainly constructed as follows. The rotational driving force in the positive direction or in the opposite direction of the power source 90 such as a DC motor is transmitted to the drive shaft 11 via the reduction gear 91, and the rotation of the drive shaft 11 is changed from the first speed to the first speed. It is transmitted to the hollow driven shaft 12 at a gear ratio that gradually decreases at a desired tooth number ratio via the drive side and driven side clutch devices of all meshing gear type up to the third speed,
The driven shaft 12 causes the outer shell 32 of the differential to rotate integrally, thereby causing the axles 33 and 34 on both sides to rotate. transmission
10 is the second speed and third speed centrifugal force automatic
The shift devices (22) and (23) are provided, and the operation of the transmission (10) is automatically switched to an appropriate number of stages according to the speed of vehicle operation.

The transmission gear sets of the driving side clutch device and the driven side clutch device are composed of a plurality of sets of gears which are in mesh with each other. That is, a plurality of drive gears 13, 1 which are directly or indirectly rotated by the drive shaft 11.
4, 15 and a plurality of driven gears 24, 25, 26 for directly or indirectly rotating the driven shaft 12, in which the number of teeth of the drive gear from the first speed to the third speed is gradually reduced, On the other hand, the number of teeth of the driven gear from the 1st speed to the 3rd speed is gradually increased so that the transmission gear sets of the respective step speeds have different gear ratios, and therefore, at the low speed, the driven shaft 12 is A high torque is obtained, and the rotation speed of the drive shaft 11 is reduced at a high speed.

The first speed drive gear 13 is a direct drive shaft.
Although it is locked to and rotates with it, the second and third speed drive gears 14 and 15 are oriented from the inside to the outside in order utilizing the spacing between the ball bearings 16 and 17 onto the drive shaft 11. Although mounted in a nested fashion, the drive shaft 11 cannot directly rotate the second and third speed drive gears 14 and 15, and the second and third speed drive gears 14 and 15 are Each of them is provided with hollow drive gear sleeves 18 and 19 extending in the axial direction.The second speed and the third speed drive gear sleeves 18 and 19 respectively have a second speed and a third speed having a characteristic of transmitting power only in one direction. Fast drive gears One-way clutch springs 20 and 21 are fitted together.
The inner and outer diameters of the second and third speed drive gear one-way clutch springs 20 and 21 are reduced by twisting and tightening them, but normally the second and third speed automatic shifts are performed. The devices 22 and 23 are braked so as to be separated from the drive shaft 11 or the second speed drive gear sleeve 18, respectively. When the rotation speed of the drive shaft 11 exceeds the set value, the second speed and the third speed automatic shift devices 22 and 23 described above sequentially lose their braking action due to the centrifugal force action, whereby the second speed and the third speed are lost. The high speed drive gear one-way clutch springs 20 and 21 are sequentially wound inward to reduce their inner diameters, and are crimped and connected to the outer circumferences of the drive shaft 11 and the second speed drive gear sleeve 18, respectively. The power of the shaft 11 is transmitted to the second speed and third speed drive gears 14 and 15 via the second speed and third speed drive gear one-way clutch springs 20 and 21, respectively, and these drive gears are transmitted to the drive shaft 11 Rotate at the same speed as.

On the other hand, the first and second speed driven gears 24 and 25
Are sequentially mounted on the driven shaft 12 in a nested manner from the outside to the inside by utilizing the spacing of the ball bearings. The first and second speed driven gears 24 and 25 are provided with hollow driven gear sleeves 28 and 29, respectively, which extend in the axial direction. Inside the first speed driven gear sleeve 28, the second speed driven gear sleeve is provided. A one-way clutch spring 30 that transmits power in only one direction to 29 is accommodated, and the power is generated only when the first speed driven gear 24 is rotating in the positive direction. It is adapted to be transmitted to the second driven gear 25 via the spring 30. A second speed driven gear one-way clutch spring 31 that transmits power to the driven shaft 12 only in one direction is accommodated inside the second speed driven gear sleeve 29, and the second speed driven gear 25 is positive. The power is transmitted to the driven shaft 12 through the second-speed driven gear one-way clutch spring 31 only when rotating in the direction. The third speed driven gear 26 uses a flat key 27 to directly drive the driven shaft.
Further, the differential outer shell 32 is attached to the third speed driven gear 26 by using several bolts 35, and the driven shaft 12, the third speed driven gear 26 and the differential external gear are attached to the third speed driven gear 26. The three shells 32 are designed to rotate as one unit.

On the outer peripheral surface of the first speed driven gear sleeve 28,
A reverse speed one-way clutch spring 36 is mounted. When the reverse speed one-way clutch spring 36 is twisted and tightened, the inner diameter of the clutch spring 36 is reduced so as to be coupled to the outer peripheral surface of the first speed driven gear sleeve 28. One end 38 of the directional clutch spring 36 is
It is locked to the reverse speed driven member 37. The reverse speed driven member is directly locked to the driven shaft 12 by using the flat key 39, and these constitute a power transmission mechanism in the case of the reverse driving. That is, since the coil direction of the reverse speed one-way clutch spring 36 is opposite to that of the first speed and second speed driven gear one-way clutch springs 30 and 31, the reverse speed one-way clutch spring is used. Reference numeral 36 indicates a phenomenon of relative sliding between the DC motor 90 and the first speed driven gear sleeve 28 when the DC motor 90 is rotating in the positive direction, and the power rotating in the positive direction is applied to the reverse speed driven member.
Can not be transmitted to 37. However, the DC motor
When 90 is rotating in the opposite direction, the rotational power in this opposite direction is transmitted to the reverse speed driven member 37 via the reverse speed one-way clutch spring 36 that is wound around and coupled to the outer periphery of the first speed drive gear sleeve 28. The driven shaft 12
The rotation in the opposite direction is transmitted to the vehicle, and the vehicle can be driven backward. Thus, when the DC motor 90 is rotating in the opposite direction, the first speed driven gear one-way clutch spring
30 is loose and sliding on the second speed driven gear sleeve 29, and the power rotating in the opposite direction is applied to the second speed driven gear sleeve.
I can't reach 29.

The power of the driven shaft 12 is the third driven gear 26.
Is transmitted to the outer shell 32 of the differential gear 40 by way of the differential gear 40, which is a kind of bevel gear type differential gear, in which both ends are diametrically connected to the differential outer shell 32. The device shaft 41, the bevel-shaped differential gears 42 and 43 fixedly installed at opposite positions close to both sides of the differential shaft 41, respectively, and fixed to the end portions of both-side axles 33 and 34, respectively, and Two bevel gears 44 and 44 meshing with the bevel differential gears 42 and 43.
It consists of 45. When the car is running straight, the resistance to road friction received by the wheels on both sides (not shown) is the same, so the above-mentioned bevel-shaped differential gears 42 and 43 and the differential gear shaft 41 are all different. It revolves with the moving device outer shell 32, and does not itself rotate. Therefore, the bevel gears 44 and 45, which rotate the axles on both sides, rotate at the same speed to keep the vehicle running straight. However, when the car runs on a curved road or an uneven road surface, the resistance force applied to both axles is different due to the effect of the centripetal force, so that the umbrella-shaped differential gears 42 and 43 are actuated by the differential gear shell 32. In addition to revolving, it also rotates due to the difference in resistance on both sides, and this beveling motion is a bevel gear connected to the axle of the wheel located outside when the vehicle curves (for example, 4
Rotate 4) at a higher speed than a bevel gear (for example, 45) connected to the axle of the wheel located inside, thereby compensating for the difference in resistance between the wheels on both sides and allowing the car to curve smoothly. To do so.

As shown in FIGS. 1 to 3, the gear type automatic transmission 10 provided in the present invention includes a one-way clutch spring between each speed and a second speed and a third speed centrifugal force automatic transmission. The combination of the shift devices 22 and 23 has an automatic shift effect of constantly switching the number of gears to an appropriate gear ratio according to the speed of vehicle operation. Since the structures of the second and third speed automatic shift devices 22 and 23 are completely the same, the second speed automatic shift device 22 will be described here as an example.

The second speed automatic shift device 22 is
A disk substrate 46 that is directly locked to one end of the second speed drive gear sleeve 18 and rotates synchronously therewith,
A plurality of mandrel shafts 47 arranged so as to be respectively rotatable at equal intervals on the same radius circle of the disk substrate 46 are provided, and a weight block 48 and a gear 49 are fixed on each mandrel shaft 47, respectively. A tension spring 51 is mounted between the free end 50 of the block 48 and another one of the mandrel 47, and the tension spring 51 is attached to the free end of each weight block 48.
Applying an elastic force pulling 50 inwardly, each gear 49 meshes with the control gear 53 on the stop ring 58, which is locked to the control sleeve 52.

As shown in FIG. 1, when the electric vehicle is running at the first speed, the power of the drive shaft 11 rotating in the forward direction is transmitted to the first speed driven gear 24 via the first speed drive gear 13. Then, from the first speed driven gear 24 to the first speed driven gear one-way clutch spring 30, the second speed driven gear 25, the second speed driven gear one-way clutch spring 31, the driven shaft 12, the third speed driven. Transmitted to gear 26 and differential shell 32. At this time, the transmission members of the driven side clutch device all rotate at the same speed. Therefore, the second speed drive gear 14 meshing with the second speed driven gear 25 is also driven by the second speed driven gear 25 to rotate, and the sleeve 18 of the second speed driven gear 14 is rotated.
And the disk substrate 46 of the centrifugal force type automatic shift device 22 attached to one end thereof also rotates accordingly (also the third speed centrifugal force type automatic shift device 23.
The disc substrate also rotates together with the third speed drive gear sleeve 19). At this time, when the rotation speed of the disk substrate 46 is slower than a preset speed, the centrifugal force received by the weight block 48 is smaller than the total gravity of itself and the elastic force of the tension spring 51, and the weight block 48 shown in FIG. The vehicle is parked at the indicated initial point and the gear shifting operation is not performed.

However, if the rotation speed of the disk substrate 46 exceeds the set speed, the centrifugal force received by the weight block 48 becomes larger than the total gravity of itself and the elastic force of the tension spring 51, and the weight block 48 becomes Due to the centrifugal action, the mandrel 47 is rotated toward the outside with the fulcrum 47 as a fulcrum to a biased position as shown in FIG.
The mandrel 47 and the gear 49 fixed on the mandrel 47 rotate by an appropriate angle as the weight block 48 rotates. If so, control gear 53 meshing with gear 49, stop ring
The control sleeve 52 and the control sleeve 52 rotate a predetermined angle in the direction of arrow A in FIG. 3, and the control sleeve 52 thus rotated causes one end 55 (FIG. 5) of the second speed drive gear one-way clutch spring 20.
(Refer to FIG. 4) and tighten the spring 20 so that the inner diameter of the spring 20 is reduced and the spring 20 is connected to the outer peripheral surface of the drive shaft 11. That is, if the traveling speed of the vehicle exceeds the set value, the second speed automatic shift device 22 automatically performs the shift operation to enter the second speed by the centrifugal force,
Power that rotates in the positive direction of the drive shaft 11 is transmitted to the second speed drive gear 14 via the second speed drive gear one-way clutch spring 20 that is crimp-connected to the outer periphery of the drive shaft 11.

The function of the second speed drive gear one-way clutch spring 20 in this case will be described with reference to FIGS. 4 and 5. As shown in FIG. 4, a concave groove is formed at one end of the one-way clutch spring 20 of the second speed drive gear of the second speed control sleeve 52.
54 is provided, and the groove 54 fits with the one end 55 of the second speed drive gear one-way clutch spring 20 and locks it. The other end 56 of the second speed drive gear one-way clutch spring 20 is fitted into a groove 57 formed on the inner surface of the second speed drive gear sleeve 18. When the vehicle is running at a constant low speed, the control sleeve 52 in the second speed automatic shift device 22 stays at the initial point as shown in FIG. 4, and the second speed drive gear one-way clutch spring 20 is The second speed control sleeve 52 keeps the state in which the second shaft control sleeve 52 is separated from the drive shaft 11 without being wound and tightened. Therefore, the power of the drive shaft 11 is not transmitted to the second speed drive gear 14 via the second speed drive gear one-way clutch spring 20, and in this state the drive shaft 11 and the second speed drive gear 14 The ball bearing 16 provided between the drive shaft 11 and the second speed drive gear 14
Allows to rotate at different speeds.

On the other hand, as shown in FIG. 5, when the running speed of the vehicle exceeds the set value, the control sleeve 52 in the second speed automatic shift device 22 rotates by an appropriate angle as described above, and as shown in FIG. And reach the position as shown in FIG.
If so, the second speed drive gear one-way clutch spring
One end 55 of the 20 is displaced with the rotation of the control sleeve 52, which causes the one-way clutch spring 20 to be wound and tightened to reduce its inner diameter and tightly connect to the outer periphery of the drive shaft 11 as shown in FIG. In that case, the rotational torque of the drive shaft 11 is transmitted to the second speed drive gear 14 via the second speed drive gear one-way clutch spring 20, and the drive shaft 11
And the second speed drive gear 14 rotate at the same speed.

As shown in FIG. 6, if the running speed of the vehicle exceeds the set value by the above shift operation, the second speed automatic shift device 22 causes the second speed drive gear one-way clutch spring 20 to move. Is tightened to form a state in which it is connected to the drive shaft 11, and the positive direction rotational power of the drive shaft 11 is simultaneously transmitted to the first and second speed drive gears 13 and 14 so that they rotate at a constant speed. become.
Thus, since the first speed and second speed driven gears 24 and 25 meshing with the first speed and second speed drive gears 13 and 14, respectively, have different numbers of teeth, their rotational speeds are different. That is, the rotation speed of the second speed driven gear 25 is faster than that of the first speed driven gear 24, and the first speed driven gear unidirectionally interposed between the first speed driven gear sleeve 28 and the second speed driven gear sleeve 29. The clutch spring 30 loosens between itself and the second speed driven gear sleeve 29 that rotates at a relatively high speed to cause a relative sliding phenomenon, and thus the second speed driven gear that rotates at a relatively high speed. The power of the sleeve 29 is the first driven gear sleeve.
The first and second driven gears 24 and 25, which are not transmitted to 28 and rotate at different speeds, do not interfere with each other. Even when the transmission shifts to the second speed in this way, the first speed drive gear 13 and the first speed driven gear 24 do not separate from each other, and further, in the second speed shift state, the second speed driven gear The power of the gear 25 is sequentially transmitted to the second-speed driven gear one-way clutch spring 31, the driven shaft 12, the third-speed driven gear 26, and the differential gear shell 32, and the rotational speeds thereof are determined by the second-speed driven gear 25. Make it the same as the rotation speed.

As shown in FIG. 7, when the running speed of the vehicle exceeds a preset higher value, after the second speed centrifugal force automatic shift device 22 shifts to the second speed, Further subsequently, the third speed centrifugal type automatic shift device 23 shifts to the third speed position. That is, the third speed centrifugal force type automatic shift device
Similar to the case where 23 is the second speed, the third speed drive gear one-way clutch spring 21 is wound by the action of the centrifugal force to be connected to the second speed drive gear sleeve 18. In that case, the rotational power in the forward direction of the drive shaft 11 is simultaneously transmitted to the first, second and third speed drive gears 13, 14 and 15 to rotate all three of them at a constant speed. The first speed, the second speed, and the third speed driven gears 24, 25, and 26 meshing with the first speed, the second speed, and the third speed drive gears 13, 14 and 15, respectively, have different tooth ratios, so that The speed is different, among them, the third speed driven gear 26 rotation is the fastest, the first speed driven gear 24 rotation is the slowest, and the first speed driven gear sleeve 28 and the second speed driven gear, respectively. The first speed driven gear one-way clutch spring 30 interposed between the sleeve 29 and the second speed driven gear one-way clutch spring 31 interposed between the second speed driven gear sleeve 29 and the driven shaft 12 are respectively compared. Second-speed driven gear sleeve 29 that rotates at extremely high speed
And the driven shaft 12, a relative sliding phenomenon occurs, and the power of the third speed driven gear 26 cannot be transmitted in the opposite direction to the first speed and second speed driven gears 24 and 25. Even when the machine is shifted to the third speed, the first speed drive gear 13
It is not necessary to separate the first speed driven gear 24, the second speed driving gear 14, and the second speed driven gear 25 from each other. When the transmission 10 shifts to the third speed, the power of the third speed driven gear 26 is transmitted to the driven shaft 12 and the differential gear shell 32, respectively, and the rotational speeds thereof are rotated by the rotation of the third speed driven gear 26. Same as speed.

The main structure of the second embodiment 60 of the gear type automatic transmission according to the present invention shown in FIG. 8 is the first structure shown in FIG.
This is almost the same as in Example 10. Among them, the first speed driven gear sleeve 78 and the second speed driven gear sleeve 79 of the transmission 60.
In between, the first speed one-way bearing 80 is used as a power transmission member instead of the one-way clutch spring. The power of the first-speed driven gear sleeve 78 can be transmitted to the second-speed driven gear sleeve 79 only when the DC motor 90 rotates in the opposite direction.
The power of the first speed driven gear sleeve 78 is not transmitted to the second speed driven gear sleeve 79, or the power of the second speed driven gear sleeve 79 is not transmitted to the first speed driven gear sleeve. Similarly, the second speed driven gear sleeve 79 and the driven shaft
62 and at least one second speed unidirectional bearing capable of transmitting the power of the second speed driven gear sleeve 79 to the driven shaft 62 in one direction only when the DC motor 90 is rotating in the forward direction. 81 is provided, and a direct current motor 90 is provided between the first speed driven gear sleeve 78 and a reverse speed driven member 87 which is directly locked on the driven shaft 62 by using a flat key 89. There is provided at least one reverse speed one-way bearing 86 capable of transmitting the power of the first speed driven gear sleeve 78 to the reverse speed driven member 87 in one direction only when rotating in one direction. As described above, the second embodiment 60 of the present invention is the same as the first embodiment except that the one-way bearing is used in place of the one-way clutch spring in the first embodiment 10, and therefore the details are the same as the first embodiment. The description is omitted.

[0031]

As described above, the automatic gear transmission of the gear type provided by the present invention can be made smaller in volume and lighter in weight than the conventional device, and thus is particularly suitable for use as a transmission for electric vehicles. , Has many advantages over traditional transmissions:

(1) Since the mechanical meshing gear set directly transmits power, it has the best transmission efficiency, and since it is not necessary to connect and disconnect the drive gear and the driven gear at each shift,
The energy efficiency of the entire electric vehicle can be improved without increasing the energy density of the storage battery. Therefore, the discharge time of the storage battery of the electric vehicle and the distance of continuous operation can be extended.

(2) Not only the power can be directly transmitted by the mechanical meshing gear set, but also the speed is automatically changed to an appropriate speed according to the running speed of the vehicle. It is not necessary to provide a clutch, a shift lever, etc., which have the advantages of a conventional manual shift transmission and an automatic shift transmission, and the disadvantages peculiar to both can be eliminated.

(3) A relatively multistage shifting effect can be obtained while using a relatively small number of transmission gear sets.

(4) It is possible to reduce the number of gear sets under the condition that the gear shifting performance is not affected, and the structure is as simple as a speed reducer, and the size and weight are reduced, and the transmission efficiency is high and the operation is easy. It has advantages such as simplicity.

[Brief description of drawings]

FIG. 1 is a sectional view showing a first embodiment of a gear type automatic transmission according to the present invention in a forward first speed state.

FIG. 2 is a schematic view showing a second-speed centrifugal automatic shifting device of the automatic transmission shown in FIG.
It is explanatory drawing shown in the state when it is in a position.

FIG. 3 is the second-speed centrifugal automatic transmission shown in FIG.
It is explanatory drawing which shows the state when a shift device is in a shift position.

FIG. 4 is an illustration showing a state in which the second speed drive gear one-way clutch spring is disengaged from the drive shaft when the second speed centrifugal force type automatic shift device is in the initial position as shown in FIG. It is a figure.

FIG. 5 is a view showing the second-speed centrifugal automatic shifting device in the shift position as shown in FIG.
It is an explanatory view showing a state where the second speed drive gear one-way clutch spring is crimped and coupled to the drive shaft.

6 is a sectional view showing a state when the automatic transmission apparatus shown in FIG. 1 is shifted to a second forward speed.

7 is a sectional view showing a state when the automatic transmission apparatus shown in FIG. 6 is further shifted to a third forward speed.

FIG. 8 is a sectional view showing a second embodiment of a gear type automatic transmission according to the present invention.

[Explanation of symbols]

10-First embodiment of speed change transmission device 11-Drive shaft 12-Drive shaft 13-First speed drive gear 14-Second speed Drive gear 15-third speed drive gear 20-second speed drive gear one-way clutch spring 21-third speed drive gear one-way clutch spring 22- 2nd speed centrifugal force automatic shift device 23 ・ ・ ・ ・ ・ 3rd speed centrifugal force automatic shift device 24 ・ ・ ・ ・ ・ First speed driven gear 25 ・ ・ ・ ・ ・ Second speed driven gear 26 ・ ・... Third-speed driven gear 30 ... First-speed driven gear one-way clutch spring 31 ... Second-speed driven gear one-way clutch spring 32 ... Differential device shell 33 , 34 ・ ・ ・ Axle 36 ・ ・ ・ ・ ・ Reverse speed one-way clutch spring 37 ・ ・ ・ Reverse speed driven member 40 ・ ・ ・ ・ ・ Difference Device 41 ・ ・ ・ ・ ・ Differential shaft 42,43 ・ ・ ・ Umbrella operating gear 44,45 ・ ・ ・ Umbrella gear 46 ・ ・ ・ Disk substrate 47 ・ ・ ・ ・ ・ Spindle 48 ・ ・ ・・ ・ Weight block 49 ・ ・ ・ ・ ・ Gear 50 ・ ・ ・ ・ ・ Free end of weight block 51 ・ ・ ・ Spring 52 ・ ・ ・ ・ ・ Control sleeve 53 ・ ・ ・ ・ ・ Control gear 58 ・ ・ ・ ・・ Stop ring 60 ・ ・ ・ Second embodiment of speed change transmission device 62 ・ ・ ・ ・ ・ Drive shaft 80, 81, 86 ・ ・ One-way bearing 87 ・ ・ ・ Reverse speed driven gear 90 ・ ・ ・ ・・ DC motor 91 ・ ・ ・ ・ ・ Reduction gear

Claims (5)

[Claims] 1. A drive shaft (11) connected to a power source (90); a driven shaft (12) provided parallel to the drive shaft (11); a first fixed to the drive shaft (11). High speed drive gear (13); drive shaft (1
1) centered on a concentric cylindrical multistage, having a plurality of drive gears (14 to 15) from the second speed to the highest speed in which the number of teeth sequentially increases from the first speed drive gear (13), Each of the plurality of drive gears (14, 15) has a cylindrical drive gear sleeve (18, 19) whose diameter increases in a nested manner from the inner layer to the outer layer about the drive shaft (11). ), The coil-shaped one-way clutch springs (20, 21) are housed between the second-speed drive gear sleeve (18) and the drive shaft (11) and between the drive gear sleeves of the respective layers. When the clutch springs (20, 21) are not tightened, the power is not transmitted between the drive gear sleeves, but when they are tightened, the one-way clutch springs (20, 2) are not transmitted.
The inner diameter of 1) is reduced and the drive shaft (11) inside it is reduced.
Alternatively, the power is transmitted by being crimped to the outer periphery of the inner drive gear sleeve (18), whereby the drive shaft (1
1) through the second speed drive gear sleeve (18) to the outer drive gear sleeve (19) in sequence to the drive shaft (1
1) A drive-side clutch device composed of a multi-stage clutch mechanism configured to transmit only rotational power in the same direction as 1); attached to the end of the drive gear sleeve (18, 19) of each layer, and the drive gear. Due to the centrifugal force caused by the rotation of the sleeve, the corresponding one-way clutch spring (20, 2
1) The drive side clutch device is stepwise so that power is transmitted from the drive shaft (11) to the drive gear sleeve (18) of the second speed and further to the drive gear sleeve (19) of the outer layer by tightening 1). A plurality of centrifugal automatic shifting devices (22, 23) for operating; a highest speed driven gear fixed to a driven shaft (12) and meshed with a highest speed driving gear (15) of the driving side clutch device. (26) and; a cylindrical driven gear sleeve (2) which is provided in multiple stages in a concentric cylindrical shape around the driven shaft (12) and whose diameter gradually increases from the inner layer to the outer layer.
The innermost layer (25) of the plurality of driven gears (25, 24) having the gears (9, 28) meshes with the drive gear (14) one step lower than the highest speed drive gear (15) of the drive side clutch device. The driven gears sequentially arranged on the outer side are meshed with the corresponding inner drive gears, and the outermost layer (24) of the driven gears is fixed to the drive shaft (11). The coil-shaped one-way clutch springs (31, 3) are meshed with the gear (13) and are provided between the driven gear sleeve (25) and the driven shaft (12) of the innermost layer and between the driven gear sleeves of the respective layers.
0) is accommodated, and the one-way clutch spring (31, 30) is wound when the outer driven gear sleeve rotates relative to the inner driven gear sleeve in the direction opposite to the rotation direction of the drive shaft (11). However, when the inner driven gear sleeve rotates at a higher speed than the outer driven gear sleeve in the direction opposite to the rotation direction of the drive shaft (11), the one-way clutch springs (31, 30) become loose. A driven side clutch device composed of a plurality of stages of clutch mechanisms configured to prevent transmission of power by means of; a reverse speed driven member (37) attached to a driven shaft (12); an outermost layer of the driven side clutch device. Is provided between the driven gear sleeve (28) and the reverse speed driven member (37), and the drive shaft (11) is reversed and fixed to this. And when the first drive gear (13) and the outermost layer of the driven gear meshing with this (24) is reversed, the tightening is in the outermost driven gear sleeve (2
The rotary power of the driven gear sleeve (28) is transmitted to the reverse speed driven member (37) by being crimped to the outer periphery of 8), but it is loose during normal rotation of the drive shaft (11) and does not transmit power. A gear type automatic transmission, characterized in that it comprises a directional clutch spring (36). 2. A gear type automatic transmission according to claim 1, wherein said power source (90) is an electric motor. 3. A disk substrate (46) having the centrifugal force type automatic shift device (22) fixed to one end of a drive gear sleeve (18); between adjacent drive gear sleeves or a drive shaft (11). Innermost layer drive gear sleeve (1
8), one end of the one-way clutch spring (20) is locked to the inner end on the inserted side,
A control sleeve (52) having a control gear (53) fixed to the outer end; and a plurality of mandrel shafts (47) arranged on the disc substrate (46) so as to surround the control gear (53), respectively. Gears (49) mounted as possible and meshing with the control gear (53)
Respectively; fixed to each gear (49) and rotatable about a free position (50) between a first position near the center of the disc substrate (46) and a second position away from the center. A plurality of weight blocks (48) provided so that the free end of each weight block (48) is connected to the disk substrate (4).
6) a spring (51) that pulls toward the first position closer to the center of the drive gear sleeve (1).
Weight block (48) as the rotation speed of 8) increases
The free end of the weight block is rotated toward the outer second position away from the center by the centrifugal force, and the weight block (4
When the control gear (53) and the control sleeve (52) rotate by a predetermined angle due to the rotation of the gear fixed to 8), the one-way clutch with one end locked to the inner end of the control sleeve (52). The spring (20) is twisted and wound, and its inner diameter is reduced so as to be crimped to the inner periphery of the drive gear sleeve or the drive shaft (11),
The gear according to any one of claims 1 and 2, wherein the rotation is transmitted to an outer drive gear sleeve (18) so that a shift shift is automatically performed. Type automatic transmission. 4. An outer shell (3) for rotating with the driven shaft (12), wherein the driven shaft (12) is a hollow shaft, and an outer shell (32) of a differential device (40) is attached to one end of the hollow shaft.
The rotation of 2) is taken out as the rotation of the left and right axles (33, 34) via the differential gears (42, 43, 44, 45), and one axle (33) is freely rotatable in the driven shaft (12). It is inserted in the said 1 to 3 characterized by the above-mentioned.
The gear type automatic transmission device according to any one of the above. 5. The reverse speed one-way clutch spring (3
6. The automatic gear type automatic transmission according to any one of claims 1 to 4, wherein 6) is a coil gear spring wound in reverse with a driven gear one-way clutch spring (30, 31) of the driven side clutch device. Gearbox.