KR101126123B1 - Method for change of speed - Google Patents

Abstract

Disclosed is a transmission in which a motor and a transmission are combined for an electric bicycle and a scooter and embedded in a rear wheel or a front wheel hub. Transmission according to the invention is to output the power of the motor or pedal to the hub shell of the wheel through the transmission. The transmission uses the output part of the motor or the output part through the deceleration part as the input side of the transmission, and on the other side of the transmission input side, a one-way clutch is configured to receive the driver's power in one direction and the input side of the transmission is a planetary gear in the transmission. It is commonly used as a carrier of heat, and the gears are connected to the planetary gears of multiple stages and the planetary gears of each stage. Ring gear that transmits to the shell, and a single-speed pole that is coupled to the carrier with pins and coupled to the gear teeth of the ring gear when all the sun gear is not constrained to the shaft by an external shift lever, transfers the power of the carrier to the ring gear directly. And a shift control unit for selectively restraining the sun gears to the shaft by manipulating an external shift lever. . The ring gear and hub shell are connected to the output poles so that power cannot be reversed when the hub shell rotates faster than the ring gear.

Description

Motor and pedaling combined speed changing method {Method for change of speed}

The present invention relates to a transmission that is built in a hub of a bicycle, and relates to a motor and pedaling combined transmission method that can be applied to both an electric bicycle and a general pedaling bicycle in which a motor is built.

In general, bicycles are a means of transport that rotates the wheels while pushing pedals by manpower.

These bicycles have evolved into motorized motors to replace manpower.

The electric bicycle can control the speed of the bicycle from low speed to high speed by manipulating an accelerator to control the rotational force of the motor. The driving method by the accelerator is called a scooter type.

In addition, the electric bicycle has a pedal assist or PAS method that detects this when the pedal is rolled and automatically rotates the motor.

Hub-type motors incorporating a motor inside the hub have a drastic reduction in efficiency when the rotational speed is lowered. Therefore, a transmission is required to improve driving force at low speeds. Hub-type motors incorporating both a transmission and a motor in the hub have only recently been developed.

Such a transmission generally shifts only an input of a motor and does not convert speed when a load is applied to a shift control unit while a bicycle is driven by driving a motor or a pedal.

It is not easy to take the input of the motor and the input of the pedal into one transmission and immediately convert it to the desired speed shift while the motor or the pedal is being driven.

The present invention has been made to solve the above problems, to provide a transmission method that can be applied to the hub-type transmission of the electric bicycle and the general low bicycle.

The present invention to solve the above problems,

Both the motor and the gearbox are provided in the hub shell of the wheel, and the power driven by the motor built into the hub shell and the power input to the sprocket which is separately mounted outside the hub shell and driven by the passenger's pedaling are applied to the hub. The present invention provides a motor and pedaling combined speed shifting method characterized by shifting each or simultaneously by a shifting device built in the shell.

Here, a forced return means may be provided so that the shift is easily performed even when the vehicle is driven by the driving force of the motor or the occupant, and the shift may be forcibly controlled simultaneously or simultaneously by the driving force of the motor or the driving force of the occupant.

As described above, the transmission according to the present invention is capable of freely converting the input power of the motor and the pedal from low speed to high speed through the transmission device.

In addition, there is an advantage that both the motor side input and the pedal side input can be received even when the transmission is in operation or not in operation.

In addition, since both the motor input and the pedal input are transferred, a load is generated in the transmission and thus, the input cannot be converted to the selected shift stage.

Hereinafter, a transmission according to a preferred embodiment of the present invention with reference to the accompanying drawings.

1 is a cross-sectional view showing a transmission in a manner in which a sprocket 130 provided with a freewheel, that is, a one-way clutch 132 according to the present invention is used.

FIG. 2 is a cross-sectional view illustrating a transmission in which a sprocket fitting groove is formed at a portion where the freewheel is coupled in FIG. 1 to which a general sprocket 130 is coupled. The one-way clutch 137 is mounted to the driver 135 so as not to be transferred to the side of the driver 135.

Here, since the driver 135 and the carrier 210 are coupled to each other by the spline 136 in the transmission 100 in FIG. 1, the one-way clutch 132 is necessarily provided in the sprocket 130.

1 shows that the driver 135 splined to the carrier rotates together when the carrier 210 is rotated as an input to the motor, and FIG. 2 is a one-way clutch system when the carrier 210 is rotated as an input to the motor. There is only a difference that the driver 135 coupled to 137 is not rotated.

1 and 2 will be described in the same manner with reference to FIG. 1.

Referring to FIG. 1, the present invention is broadly classified into shafts 110a and 110b, a motor 120, a transmission 200, an output hub shell 140, and a driving force of a pedal by a chain transmission device. The sprocket 130 receives an input.

Transmission 100 according to the present invention, the shaft 110 is fixed without being rotated, the hub 120 that the motor 120 or the sprocket 130 is rotated inside the wheel through the transmission 200 is coupled thereto It is to output power to 140.

Therefore, the motor 120 is fixed to the shaft 110a, and the driver 135 is connected to the other input of the transmission 200 while one input of the transmission 200 is connected to the rotation shaft 122 of the motor 120. The hub shell 140 is coupled to the output of the transmission 200 and the shaft 110a.

Preferably, the shaft 110 is separated into two, and the shaft 110a on one side is coupled to the motor 120, and the shaft 110b on the other side is coupled to the transmission 200 and the driver 135. And the hub shell 140 is rotatably coupled to the shaft 110a and the transmission 200 on one side.

3 is an enlarged cross-sectional view illustrating only an upper portion of a shaft in order to show the transmission of FIG. 1 in detail.

First, the transmission 200 has a carrier 210 engaged with the rotation shaft 122 of the motor 120 as shown in FIG. The carrier 210 receives the power of the motor 120 and the power of the driver 135. The carrier 210 may be connected to a reduction planetary gear 212 by providing a reduction ratio to the motor 120. That is, in the case of a motor requiring a reduction ratio according to the type of the motor 120, the motor may be input to the carrier 210 through the reduction planetary gear 212, and in the case of a motor that does not require the reduction ratio, may be directly input to the carrier 210. .

In addition, the driver 135, which is integrally coupled with the sprocket 130, is connected to the carrier 210 opposite to the motor 120 by the spline 136.

At this time, the transmission 100-1 of FIG. 2 described above is configured such that the carrier 210 and the driver 135 are connected to the power blocking pole 137 so that power is not transferred from the carrier 210 to the driver 135. It is to be made. That is, the power blocking pole 137 is mounted in an oblique direction, is constrained only in an inclined direction, and turns away in the lying direction.

Next, the carrier 210 received power from the motor 120 side and the sprocket 130 side is connected to the ring gear 220.

The carrier 210 and the ring gear 220 are connected in three forms, the first being connected by the first speed pole 230, the second and the third being connected by the multi-stage planetary gear 240.

The first pole 230 is to allow the carrier 210 and the ring gear 220 to be directly connected, and are connected at a ratio of 1: 1 without a speed increase ratio.

The multi-stage planetary gear 240 is a two-speed planetary gear 241 with a large number of teeth and a three-speed planetary gear 242 with a small number of teeth are formed in one planetary gear, and are engaged on the inner circumferential surface of the ring gear 220. It is connected while increasing power. Of course, on the inner circumferential surface of the ring gear 220 it will be natural that the internal gear to which the second-speed planetary gear 241 or the third-speed planetary gear 242 is engaged is formed while the first-speed pole 230 is restrained.

Here, the second-speed planetary gear 241 and the third-speed planetary gear 242 of the multi-stage planetary gear 240 are engaged with the second-speed gear 251 and the three-speed gear 252, respectively, inside the two-speed planetary gear. The gear 251 and the three-speed gear 252 are the two-speed gear 251 and the three-speed gear 252 while the second-speed pole 301 and the three-speed pole 302 mounted on the shaft 110b are selectively erected or laid down. ) Will be bound.

Such a second speed pole 301 and the third speed pole 302 is a conventional one to stand or lay down the second speed pole 301 and the third speed pole 302 as the pole control ring 310 is rotated by an external transmission lever.

As a result, the ring gear 220 is connected to the hub shell 140 by the output pole 225, the rotational force of the ring gear 220 is transmitted to the hub shell 140, the wheel coupled to the hub shell 140 It is driven. At this time, the output pole 225 is also mounted in an oblique direction, and outputs only the power from the ring gear 220 to the hub shell 140, and the reverse input from the hub shell 140 serves to make a futile role. do.

By the configuration of the transmission 200 as described above, the power input from the motor 120 side, or the power input from the sprocket 130 side is the first speed pole 230 or the multi-stage planetary gear 240 through the carrier 210. The shift is output by the ring gear 220 and the hub shell 140.

At this time, the first speed pole 230 rotates faster when the second gear planetary gear 241 or the third speed planetary gear 242 is connected, so that the ring gear 220 rotates more quickly.

In addition, even if both the second-speed pole 301 and the third-speed pole 302 are erected and both are constrained, the difference in the speed ratio connected by the third-speed pole 302, that is, the three-speed planetary gear 242 and the second-speed planetary gear The second speed gear is rotated in a direction not to be caught by the second speed pole 301 to disable the function of the second speed pole 301. This raises only the three-speed pole 302 but raises both the three-speed pole 302 and the second-speed pole 301, but the transmission becomes a three-speed state, and the same effect.

Next, a shift control unit 300 for controlling the second speed pole 301 and the third speed pole 302 will be described.

The second speed pole 301 and the third speed pole 302 are controlled by the pole control ring 310 which is connected and rotated to the shift lever as described above, but the second speed pole 301 and the third speed pole 302 are the second speed and the third speed. The case may not be suppressed in the state of being strongly caught in the ratchet (255, 256) formed on the inner circumferential surface of the fast wire gear has been provided with a special configuration to solve this.

Basically, the shift control unit 300 is a lever ring 320 connected to the shift lever 160 by a wire 325 is coupled to the shaft (110b) to rotate at a constant angle, this rotation is coaxial pole control ring The pole control ring 310 is rotated within a predetermined angle so that the second speed pole 301 or the third speed pole 302 mounted on the coaxial is erected or laid down. This is possible by elastically pressing the pole into the pole spring 170 so that the pole can be caught with the ratchet 255, 256 if the pole is not pressed by the pole control ring 310.

That is, for example, the basic position of the pole control ring 310 is in a state of being laid down by pressing the second speed pole 301 and the third speed pole 302, and the lever control ring 310 is rotated in one direction as the pole control ring 310 ) To rotate together to stand up while pressing the second speed pole (301). And as the lever ring 320 is rotated more in one direction, the pole control ring 310 continues to rotate so that not only the second pole pole 301 but also the third pole pole 302 are released to stand.

In order to go back to the first speed or lower one step to the second speed, the lever ring 320 should be returned. The spring fixing ring 330 is disposed between the lever ring 320 and the pole control ring 310, and the shaft 110b. ) Are fixedly coupled to each other, and return springs 331 and 332 are connected to both lever rings 320 and the pole control ring 310 to both sides of the fixing ring 330. That is, the first return spring 331 returns the lever ring 320 and the second return spring 332 returns the pole control ring 310.

However, if only the basic form is configured as described above, the second return spring 301 and the third speed pole 302 are strongly restrained by the ratchet 255 and 256 of the second speed gear 251 and the third speed gear 252. Only the return force of 332 may not press the second speed pole 301 or the third speed pole 302, which may cause a problem that affects shifting.

That is, in the present invention, not only the rotational force of the motor 120 but also the rotational force of the sprocket 130 are transmitted to the transmission device 200, so that the second speed pole 301 and the third speed pole 302 are sun gears even when the bicycle is in flat driving. 251 and 252 can be penetrated strongly so that the second pole 301 and the third pole 302 can be released only by pressing with great force.

Therefore, even though the second return spring 332 is returned, if the pole control ring 310 is not returned, a method of forcibly returning it is provided.

4 is an enlarged cross-sectional view illustrating the shift control unit of FIG. 3 in detail, FIG. 5 is an exploded perspective view of only the shift control unit, and FIG. 6 is a perspective view illustrating a part of the shift control unit combined.

In the forced return means according to the present invention, as shown in FIGS. 4 to 6, the sliding ring 360 is disposed beside the pole control ring 310, and the outer circumferential surfaces of the sliding ring 360 and the pole control ring 310 are shown. It is achieved by mounting the forced return pole 370 in contact with the inner side of the driver 135.

That is, the driver 135 is rotated by the motor 120 or by the sprocket 130, which is to force the rotational force to the pole control ring 310 side through the forced return pole 270.

At this time, the ratchet groove 315 is formed on the outer circumferential surface of the pole control ring 310 so that the forced return pole 370 is constrained, and on the outer circumferential surface of the sliding ring 360, the forced return pole 370 is gently curved. A true sliding groove 365 is formed. In addition, the locking jaw 357 of the rotary ring 350 and the locking jaw 367 of the sliding ring 360, which are coupled to the pole control ring 310 and are integrally rotated, have a first control arm 341 of the transmission ring 340. The sliding groove 365 is positioned in front of the latch groove 315 of the pole control ring 310 when aligned in a line by the forced recovery pole 370 of the ratchet groove 315 of the pole control ring 310. It is set to slide in the sliding groove 365 without being constrained to.

Therefore, when it is normal, when the forced return pole 370 first swings on the sliding groove 365 that is touching, and the load is applied to the second speed pole 301 and the third speed pole 302, the sliding ring 360 is the play groove 361. And the sliding groove 365 is located behind the ratchet groove 315 of the pole control ring 310 while rotating by the space of the extension piece 312 in the pole control ring 310 and the forced return pole 370 is pole controlled. By being constrained by the ring 310, the motor driving force or the driving force of the pedal is transmitted to the pole control ring 310 to forcibly control the second speed pole 301 and the third speed pole 302.

Then, when the load is applied to the second speed pole 301 and the third speed pole 302 and the pole control ring 310 is operated only by the return spring restoring force, the pole is sensed at the moment when the pole is not lying down by the pressing piece 311. By looking at the structure to rotate the sliding ring 360 in front of the latch groove 315 of the pole control ring 310 to the rear.

The pole control ring 310 has a pressing piece 311 for pressing the second speed pole 301 or the third speed pole 302 on one side thereof, and a pressing piece 311a for selectively pressing the second speed pole 301. The pressing piece 311b for selectively pressing the three-speed pole 302 is alternately formed, and the protruding extension piece 312 is formed on the other side.

And on the inner surface of the sliding ring 360, the groove 3 is formed with a gap groove 336 is formed so that the extension piece 312 penetrates with a constant rotational clearance. At this time, the clearance groove 361 is formed to be wider than the width of the extension piece 312. In addition, the position of the play groove 361 is a rotation in which the pole piece 311 is released from the poles 301 and 302 so that the pole control ring 310 is raised to control the second speed pole 301 or the third speed pole 302. Retracted groove of the pole control ring 310 so that the forced return pole 370 is not restrained by the ratchet groove 315 of the pole control ring 310 when contacted in the direction of the sliding groove 365 of the sliding ring 360 Position (315) before.

In addition, a rotary ring 350 inserted into the end of the extension piece 312 to substantially rotate the pole control ring 310 is provided next to the sliding ring 360, and next to the rotary ring 360. The rotating ring 360 is provided with a fixed ring 330 is connected to the second return spring (332).

At this time, between the rotating ring 350 and the fixing ring 330 and the sliding ring 360 and the inner shaft 110b, the rotating ring 350 and the sliding ring, the pole control ring 310 is a second speed pole 301 or three. In order to control the pawl 302, the transmission ring 340 is mounted so that the pressing piece 311 rotates only in one direction, that is, the pressing piece 311 is out of the poles 301 and 302.

Preferably, the transfer ring 340 is connected to the fixed ring 330 by a first return spring 331, and protruding first and second arms 341 and 342 are provided at both sides of the transfer ring 340. It is formed integrally. Therefore, the first arm 341 is coupled to the lever ring 320 connected by the shift lever and the wire 325 to rotate, and the second arm 342 is a locking jaw 357 protruding from the rotation ring 350 and The locking projections 367 protruding in the sliding ring 360 extend at the same time in only one direction.

The right shaft bearing support 380 is fixed to the shaft and is coupled by the driver 135 and the bearing to support the driver 135.

Let's look at the forced return action of the pole control ring 310 by the configuration as described above.

FIG. 7 is a side view illustrating a shift control unit according to the present invention, illustrating a state of a third speed mode, FIGS. 8 and 9 are views showing a forced return in the third speed mode of FIG. 7, and FIG. 2nd mode showing the state after forced return.

As shown in FIGS. 6 and 7, the lever ring 320 on which the wire is caught is rotated when the shift lever is operated to pull the wire, and the transfer ring 340 is fitted to the lever ring 320. The rotation of the transmission ring 340 rotates the rotation ring 350 and the sliding ring 360 through the second arm 342 again. At this time, as the transfer ring 340 rotates, the first return spring 331 is tensioned to generate a restoring force of the transfer ring 340. Also, as the rotation ring 350 rotates, the second return spring 332 is tensioned. As a result, the restoring force of the rotary ring 350 is generated.

The rotation of the rotary ring 350 rotates the pole control ring 310 through an extension piece 312 coupled with the rotary ring to fit the second speed pressing piece 311a formed at one side of the pole control ring. By freeing the sock pole 301 so that the second pole pole 301 is erected primarily by the elastic force of the pole spring 170, the second pole pole 301 constrains the second wire gear 251 to the shaft. The mode changes to 2 speed mode.

When the continuous rotational force of the shift lever is transmitted, the pole control ring 310 is further rotated in the same manner as the method of converting from the 1st speed to the 2nd speed, so as to stand up to the 3rd speed pole 302. That is, the state as shown in FIG. 7, and this state is the third speed mode of the transmission 200.

Hereinafter, since the process of converting from the third speed mode to the second speed mode or from the second speed mode to the first speed mode is similar, the description will be made based on the state converted from the third speed mode to the second speed mode.

As shown in FIGS. 6 and 10, when the shift lever is operated from the third speed mode to the second speed mode, the wire is loosened, and the transfer ring 340, the lever ring 320, and the restoring force of the first return spring 331. The shift lever is restored. Then, as the rotation ring 350 and the pole control ring 310 are restored by the restoring force of the second return spring 332, the pressing piece 311 is shifted to one speed by pressing the second speed pole 301 or the third speed pole 302. . That is, as shown in Fig. 10, this state is the second speed mode.

On the other hand, when the 2nd speed pole 301 in the 2nd speed mode or the 3rd speed pole 302 in the 3rd speed mode is restrained by the load on the 2nd speed gear 251 or the 3rd speed gear 252, respectively, a 2nd return spring The return force of 332 alone does not allow the pressing piece 311 of the pole control ring 310 to press the poles 301 and 302 so that the shift control to the desired speed change stage is not performed. ), Three-speed pole 312, the mutual position of the three-speed gear ratchet (256))

At this moment, as shown in FIGS. 8 and 9, the second arm 342 of the transmission ring 340 returns to the position of the second speed state, and the locking step 367 and the rotation ring 350 of the sliding ring 360 are rotated. The locking jaw 357 of the < RTI ID = 0.0 >) < / RTI > At this time, if the bicycle is being driven by the driving of the motor or the pedal, the locking portion of the three-speed pole 312 is strongly engaged with the ratchet 256 of the three-speed gear 252 and the three-speed pressing of the pole control ring 310 is performed. Although the piece 311b cannot press the three-speed pole 312 so that the next step return process of the pole control ring 310 is not performed, the sliding groove 365 of the pole control ring 310 has the ratchet groove 315 of the pole control ring 310. The engaging jaw 367 of the sliding ring 360, which has been advanced earlier, becomes free, and the sliding groove 365 is equal to the clearance between the clearance groove 361 and the extension piece 312, that is, by driving of a motor or driving of a pedal. It is further rotated by the continuous friction of the forced return pole 370 mounted on the rotating driver 135 so as to be located behind the ratchet groove 315 of the pole control ring 310 and the ratchet groove of the pole control ring 310 ( The forced return pole 370 is restrained by 315.

That is, as shown in FIG. 8, the transmission ring 340 is returned so that the second arm 342 falls off the locking jaws 357 and 367 in the rotation ring 350 and the sliding ring 360, and the rotation ring 350. ) Is fitted to the extension piece 312 of the pole control ring 310 so that it does not return with the pole control ring 310.

However, as shown in FIG. 9, the sliding ring 360 has a wider gap and a clearance of the extension piece 312 because the clearance groove 361 into which the extension piece 312 of the pole control ring 310 is inserted is wider. It is returned by the difference in the widths of the grooves 361. That is, since the sliding ring 360 was caught by the second arm 342 of the transmission ring 340 and caught on the locking jaw 367, the forced return pole 370 caused friction, but the second arm 342 turned around. In the absence of) will be returned because the friction force of the forced return pole 370 is stronger.

Therefore, as the sliding ring 360 is returned, the forced return pole 370 is connected to the latch groove 315 of the pole control ring 310 while the driving force of the motor or the driving force of the pedal is mounted on the driver 135 ( 370 is transmitted to the pole control ring 310 and the pole control ring 310 is forcibly rotated to the selected shift stage.

Then, the forced return pole 370 forcibly rotates the pole control ring 310 as shown in FIG. 10, and then slides again when the sliding ring 360 is restrained by the second arm 342 located at the next shift stage. By the groove 365, the pole control ring 310 has a locking jaw 367 of the sliding ring 360 and the locking jaw 357 of the rotary ring 350 are aligned in a second arm 342. It will rotate until it is constrained by. At this time, since the pressing part of the third speed pole 302 is located on the inner side of the pressing piece 311b from the inclined surface of the third speed pressing piece 311b and the pole control ring 310 is no longer loaded, the second return It is to be further rotated by the return force of the spring (332).

As described above, in the transmission 100 as shown in FIG. 1 in the state where the ratchet groove 315 and the forced return pole 370 of the pole control ring 310 are connected, the forced control is automatically performed because the driver 135 always rotates. In the transmission 100-1 as shown in FIG. 2, the rotation of the driver 135 may be caused by rolling the sprocket 130.

On the other hand, on the other side of the two-speed gear 251 and one side of the three-speed gear 252, as shown in FIG. 4, contact support portions 253 and 254 are formed, respectively, in sliding rotational contact with the shaft up and down or left and right. It plays a role of supporting the shaft stably without any rattling.

The above-described transmission has three speeds but is composed of four speeds, two speeds, lower or higher gears, the same three speeds are repeatedly added, or the number of gears can be easily and repeatedly added by mixing with other four speeds or two speeds. It will be understood that without a transmission can be configured without.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined by the appended claims. .

1 is a cross-sectional view showing a scooter-type transmission according to the present invention,

2 is a cross-sectional view showing a transmission system of the parse method according to the present invention,

3 is an enlarged view showing the transmission of FIG. 1 in detail;

4 is an enlarged view illustrating in detail the shift control unit of FIG. 3;

5 is an exploded perspective view illustrating the shift control unit of FIG. 3.

6 is an exploded perspective view illustrating a portion of the shift control unit of FIG. 3.

FIG. 7 is a side view illustrating a shift control unit according to the present invention, and shows a state of a three speed mode; FIG.

8 and 9 are views showing a state of forced return in the third speed mode of FIG.

10 is a view of a second speed mode showing a state after forced return, and

11 is a diagram illustrating a state of the first speed mode.

Claims (2)

Both the motor 120 and the transmission 200 are provided in the hub shell 140 of the wheel, and the power driven by the motor 120 embedded in the hub shell 140 and the hub shell 140. ) Is separately mounted on the outside and the power input to the sprocket 130 which is driven by the pedaling of the occupant is shifted individually or simultaneously in one transmission device 200 built in the hub shell 140 How to change the motor and pedaling. According to claim 1, Forced return means to be easily shifted even in the state of driving by the driving force of the motor 120 or the occupant, respectively or simultaneously by the driving force of the motor 120 or the driving force of the occupant Motor and pedaling combined speed transmission method characterized in that the shifting can be controlled.

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