KR101675383B1 - Dual one way clutch and transmission having the same - Google Patents

Abstract

The present invention relates to a dual one-way clutch capable of idle control and a transmission having the dual one-way clutch. More particularly, the present invention relates to a dual one-way clutch capable of switching both a forward direction and a reverse direction to an idle state of to the dual one-way clutch, and in a such idle state, any one of the forward direction and the reverse direction can be forcibly and directly connected to enable reverse movement and regenerative braking and moreover, since the differential function can be provided, ultimately, the present invention enables to provide a manual or automatic transmission having a compact structure optimized to a three or four-wheeled electric vehicle or a ship equipped with a motor capable of forward and reverse driving.

Description

[0001] The present invention relates to a dual one-way clutch capable of idle control and a transmission having the dual one-

The present invention relates to a dual one-way clutch capable of idle control and a transmission having the dual one-way clutch. More particularly, the present invention relates to a dual one-way clutch capable of outputting in either forward or reverse direction in accordance with forward and reverse rotation of a drive source, The present invention can be applied to a transmission equipped with a differential function so as to achieve a general shift including a reverse forward mode as well as a forward forward mode and a low forward speed mode, It is possible to provide a three-wheeled or four-wheeled electric vehicle equipped with a motor capable of forward and reverse driving, or a passive and automatic transmission having a compact configuration optimized for a ship or the like.

Generally, the transportation devices such as a bicycle, a wheelchair, a car, a scooter, a motorcycle, and a ship which are driven by various driving forces such as an electric power or the like are provided to improve driving performance of an overall industrial device, Is provided.

Such a transmission performs shifting in accordance with the operation of the driver so as to obtain a desired torque or speed according to the driving environment.

Recently, a transmission having a planetary gear set consisting of a sun gear, a planetary gear, a ring gear, and a carrier is provided in a hub shell and a multi-speed transmission is used.

However, such a transmission has a smaller number of speed change stages than a complicated structure, and in particular, there is a problem in that the shift is not smoothly performed because the control of the pawl strongly restrained by the drive load is not smooth at the time of shifting operation in the load drive running state .

A continuously variable transmission is being developed as an alternative to a transmission using a planetary gear set having such a problem. Continuously variable transmission (CVT) has an advantage in that the speed ratio can be continuously and freely changed without regard to a predetermined speed change stage have.

However, since it is bulky and complicated in structure compared to conventional gear type transmissions, it has a high manufacturing cost, and in particular, it is required to output rotational force based on frictional force, so that when a large load is applied, durability is degraded. There is a problem in terms of technology.

Particularly, in recent years, the spread of two-wheel electric vehicles such as bicycles and scooters using a motor as a drive source has been rapidly increasing, so that a transmission having a compact and durable structure has been demanded even if it has a small number of speed change stages.

The present applicant has developed a compact transmission employing a dual one-way clutch and filed it as a domestic patent application No. 2015-130523.

However, the transmission equipped with the conventional dual one-way clutch does not require additional transmission mechanism control, and shifts to the fast forward mode or the low speed forward mode by switching the rotation direction of the drive source forward or backward.

As described above, since no separate transmission mechanism is provided and the output is made only in one predetermined direction, there is a fatal disadvantage that control in the reverse mode is impossible even if reverse input is allowed.

That is, the conventional transmission equipped with the dual one-way clutch was optimized for a two-wheel electric vehicle which does not require a reverse mode.

2. Description of the Related Art In recent years, a three-wheel or four-wheel electric vehicle having a motor as a driving source has been rapidly developed. However, since a reverse mode or a differential device is essential for an electric vehicle of a three- or four- There has been a problem in the prior art.

Korean Patent Application No. 2015-130523

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and it is an object of the present invention to provide a dual one-way clutch capable of switching both the forward direction and the reverse direction to the idle state and forcibly directing either the forward direction or the reverse direction, Braking is possible and further differential function can be given so that a three-wheeled or four-wheeled electric vehicle equipped with a motor capable of forward and reverse driving or a compact and manually configured automatic transmission optimized for a ship can be provided And to provide a transmission having the dual one-way clutch.

The dual one-way clutch capable of idle control according to the present invention comprises: a drive shaft rotatably receiving a rotational force from a drive source capable of forward and reverse drive and having an inner restraining surface formed on the outer periphery; A carrier on both sides of which a forward constraint and a reverse constraint are provided at radially constant intervals with a predetermined phase angle difference; The forward restraint member and the reverse restraint member are located outside the forward restraint member and the reverse restraint member to selectively restrain the forward restraint member or the reverse restraint member between the inner restraint surface and the outer restraint surface which is the inner circumferential surface along the rotational direction of the drive shaft, A forward output ring and a reverse output ring; A control pin penetrating in the radial direction without interference with the drive shaft and having both ends fixed to the carrier; And a control shaft which rotates integrally through the center axis of the drive shaft and controls the rotational slip of the control pin with respect to the drive shaft according to the axial position.

Here, the control shaft may have a slot through which the control pin passes, the slot having a width corresponding to the diameter of the control pin along the axial direction, And the width of the receiving portion.

In addition, an actuator for pushing the control shaft in one direction is provided at one side of the control shaft, and an elastic body for returning the control shaft is provided at the other side of the control shaft.

In addition, it is preferable that the movable end of the actuator is formed into a semispherical or conical shape so as to reduce the contact area with the end of the control shaft.

Next, a transmission having a dual one-way clutch capable of idle control according to the present invention includes: a dual one-way clutch capable of idle control as described above; A driven member for finally outputting a rotational force; A first power transmission set that receives rotational force from the forward output ring and shifts to transmit to the driven member; And a second power transmission set that receives a rotational force from the reverse output ring and transmits the rotational force to the driven member, wherein the second power transmission set is rotated in the same direction as the first power transmission set but at a different speed ratio.

At this time, it is preferable that the first power transmission set and the second power transmission set include a plurality of gears, or belts and pulleys, so that shifting is performed according to the ratio of the teeth ratio of the gears or the diameter ratio of the pulleys.

Particularly, the first power transmission set or the second power transmission set is formed with a constraining tooth; Wherein the control shaft is provided with a constraining pin capable of engaging with the constraining tooth; It is most preferable that the engagement of the constraining tooth with the constraining pin is controlled according to the axial position of the control shaft.

In addition, it is preferable that a control unit capable of controlling the rotational direction of the drive source in the normal or reverse direction and controlling the stroke length of the movable end of the actuator is further provided.

Finally, the driven member is preferably a well-known differential gear set.

As described above, according to the present invention, both the forward direction and the reverse direction can be switched to the idle state with respect to the dual one-way clutch, and either the forward direction or the reverse direction can be forcibly directly connected in the idle state, The present invention is an invention capable of providing a manual or automatic transmission having a compact configuration optimized for a three-wheeled or four-wheeled electric vehicle equipped with a motor capable of forward and reverse driving, or a ship.

1 is a perspective view showing a dual one-way clutch capable of idle control according to the present invention,
FIG. 2 is an exploded perspective view in which a forward output ring and a reverse output ring are separated in a dual one-way clutch capable of idle control according to the present invention,
3 is an exploded perspective view of a dual one-way clutch capable of idle control according to the present invention,
FIG. 4 is an operational state diagram of a dual one-way clutch capable of idle control according to the present invention,
FIG. 5 is a perspective view showing a combined state in which a drive shaft is removed in a dual one-way clutch capable of idle control according to the present invention,
6 is a plan view showing an example of a control shaft in a dual one-way clutch capable of idle control according to the present invention,
7 is a plan view showing another example of the control shaft in the dual one-way clutch capable of idle control according to the present invention,
8 is a plan view showing still another example of the control shaft in the dual one-way clutch capable of idle control according to the present invention,
9 is a perspective view showing a transmission having a dual one-way clutch capable of idle control according to the present invention,
10 is a left side exploded perspective view of a transmission having a dual one-way clutch capable of idle control according to the present invention,
11 is a right side exploded perspective view of a transmission having a dual one-way clutch capable of idle control according to the present invention,
FIG. 12 is a left side exploded perspective view of a bearing having a dual one-way clutch capable of idle control according to the present invention,
13 is a right side exploded perspective view showing a bearing separated from a transmission having a dual one-way clutch capable of idle control according to the present invention,
14 is a view showing a combined state of a first power transmission set and a second power transmission set in a transmission having a dual one-way clutch capable of idle control according to the present invention,
Fig. 15 is a view showing a forced restraining tooth type in a transmission having a dual one-way clutch capable of idle control according to the present invention; Fig.
16 is an exploded perspective view showing a differential gear set as a driven member in a transmission having a dual one-way clutch capable of idle control according to the present invention.

FIG. 1 is a perspective view showing a dual one-way clutch capable of idle control according to the present invention, FIG. 2 is an exploded perspective view in which a forward output ring and a reverse output ring are separated from each other in a dual one- Is an exploded perspective view of a dual one-way clutch capable of idle control according to the present invention.

4 (a) shows a state in which the control pin 500 is positioned within the permitting portion 612, and FIG. 4 (b) shows an operation state of the dual one- 5 shows a state in which the control pin 500 is positioned within the fixed portion 611. FIG. 5 is a perspective view showing a combined state in which the drive shaft is removed in the dual one-way clutch capable of idle control according to the present invention.

6 is a plan view showing an example of a control shaft in a dual one-way clutch capable of idle control according to the present invention. Fig. 6 (a) is a plan view showing a state in which the control pin 500 is positioned in the permitting portion 612 of the slot 610 6 (b) shows a state in which the control pin 500 is positioned at the fixed portion 611 of the slot 610. In FIG.

7 is a plan view showing another example of a control shaft in a dual one-way clutch capable of idle control according to the present invention. Fig. 7 (a) is a plan view of the control pin 500 in a state in which the control pin 500 is positioned in the permitting portion 612 of the slot 610 7 (b) shows a state in which the control pin 500 is positioned at the fixed portion 611 of the slot 610. FIG.

8 is a plan view showing another example of a control shaft in a dual one-way clutch capable of idle control according to the present invention. In FIG. 8 (a), the control pin 500 is connected to the first fixed portion 8 (b) shows a state in which the control pin 500 is positioned in the receiving portion 612 of the slot 610, and FIG. 8 (c) shows a state in which the control pin 500 And is positioned in the second fixing portion 611b of the slot 610. [

FIG. 9 is a perspective view illustrating a transmission having a dual one-way clutch capable of idle control according to the present invention. FIG. 10 is a perspective view of a transmission having a dual one-way clutch capable of idle control according to the present invention, 11 is a right side exploded perspective view of a transmission having a dual one-way clutch capable of idle control according to the present invention, wherein the cover is separated.

FIG. 12 is a left side exploded perspective view of a bearing having a dual one-way clutch capable of idle control according to the present invention, and FIG. 13 is a perspective view of a transmission having a dual one- Fig. 14 is a road showing the combined state of the first power transmission set and the second power transmission set in the transmission having the dual one-way clutch capable of idle control according to the present invention, Fig. 14 (a) shows the output state through the forward output ring 300, and FIG. 14 (b) shows the output state through the reverse output ring 400.

FIG. 15 is a view showing a forced restraining tooth type in a transmission provided with a dual one-way clutch capable of idle control according to the present invention, and FIG. 16 is a cross- Fig. 6 is an exploded perspective view showing the gear set.

The specific structure or functional description presented in the embodiment of the present invention is merely illustrative for the purpose of illustrating an embodiment according to the concept of the present invention, and embodiments according to the concept of the present invention can be implemented in various forms. And should not be construed as limited to the embodiments described herein, but should be understood to include all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

Meanwhile, in the present invention, the terms first and / or second etc. may be used to describe various components, but the components are not limited to the terms. The terms may be referred to as a second element only for the purpose of distinguishing one element from another, for example, to the extent that it does not depart from the scope of the invention in accordance with the concept of the present invention, Similarly, the second component may also be referred to as the first component.

Whenever an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but it should be understood that other elements may be present in between something to do. On the other hand, when it is mentioned that an element is "directly connected" or "directly contacted" to another element, it should be understood that there are no other elements in between. Other expressions for describing the relationship between components, such as "between" and "between" or "adjacent to" and "directly adjacent to" should also be interpreted.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. It will be further understood that the terms " comprises ", or "having ", and the like in the specification are intended to specify the presence of stated features, integers, But do not preclude the presence or addition of steps, operations, elements, parts, or combinations thereof.

The dual one-way clutch capable of idle control according to the present invention and the transmission provided with the dual one-way clutch can switch both the forward direction and the reverse direction to the idle state with respect to the dual one-way clutch 1, So that the reverse and regenerative braking can be carried out. Further, since the differential function can be given, the three-wheeled or four-wheeled electric vehicle equipped with a motor capable of forward and reverse driving, or a compact, And an automatic transmission can be provided.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As shown in FIGS. 1 to 3, the dual one-way clutch capable of idling control according to the present invention is a dual one-way clutch that is rotatable by receiving a rotational force from a driving source 10 capable of forward and reverse driving and has an inner limiting surface 110 formed on the outer periphery thereof A drive shaft (100); A carrier 200 having a forward constraint body 210 and a reverse constraint body 220 at equal radial intervals with a predetermined phase angle difference on both sides; The outer limiting surface 310 and the inner limiting surface 110 are positioned on the outer sides of the forward constraint body 210 and the reverse constraint body 220 and are inner circumferential surfaces along the rotational direction of the driving shaft 100, A forward output ring 300 and a reverse output ring 400 for selectively restraining the forward restraint member 210 and the reverse restraint member 220 and outputting rotational force therebetween; A control pin 500 passing through the driving shaft 100 in a radial direction without being interfered with and having both ends fixed to the carrier 200; And a control shaft 600 which rotates integrally with the axis of the driving shaft 100 and controls the rotational slip of the control pin 500 with respect to the driving shaft 100 according to the axial position desirable.

That is, the dual one-way clutch capable of idle control according to the present invention includes a driving shaft 100, a carrier 200, a forward output ring 300, a reverse output ring 400, a control pin 500, .

First, the drive shaft 100 is a drive source 10 capable of forward and reverse drive, more specifically, a shaft capable of rotating by receiving a rotational force from a forward / reverse drive motor.

Here, the forward and reverse driving motors can rotate the output shaft according to the power supply, and rotate the output shaft in either one direction or the opposite direction according to the electrical control signal.

A spline 101 is formed on one side of the drive shaft 100 and a boss 11 formed on the output shaft of the drive source 10 is engaged with the spline 101 so that the rotational force of the drive source 10 is transmitted to the drive shaft 100 ) Without slip.

At this time, a shaft hole 102 is formed in the center of the driving shaft 100 along a shaft center, and a control shaft 600 to be described below will be positioned in the shaft hole 102.

More specifically, one or more inner limiting surfaces 110 are formed on the outer periphery of the driving shaft 100, more specifically, on the outer periphery of the substantially central portion. When a plurality of inner limiting surfaces 110 are formed, It may be preferable to be formed at intervals.

In the drawing, it is illustrated that six inner confining surfaces 110 are formed with a phase angle difference of 60 degrees, and that the edges of the inner confining surface 110 are connected to each other with a gentle curve.

The carrier 200 is disposed on the outer side of the inner restraint surface 110. The carrier 200 is provided with a forward constraint 210 and a reverse constraint 220 at equal radial intervals, Respectively.

3, the carrier 200 is a ring-shaped body having a front receiving groove 211 and a rear receiving groove 221 formed asymmetrically with a predetermined phase angle difference, The forward restraint member 210 is positioned and the reverse restraint member 220 is positioned in the receiving recess 221 on the rear side.

The forward constraint body 210 and the reverse constraint body 220 are identical in shape and size to each other and are divided into a forward constraint body 210 or a reverse constraint body 220 due to a function difference depending only on the installation position will be.

The forward constraint body 210 and the reverse constraint body 220 may have a substantially columnar roller shape as illustrated in the drawing, or may be applied as a complete sphere shape though not shown.

The receiving grooves 211 and 221 formed in the carrier 200 accommodate the forward constraint body 210 and the reverse constraint body 220 as described above. When the carrier 200 is not rotated The restricting members 210 and 220 in the receiving grooves 211 and 221 are restricted to flow in the circumferential direction and guide only fine radial flow.

At this time, the receiving groove 211 formed on the front surface of the carrier 200 and the receiving groove 221 formed on the rear surface are the same in shape and size, but they have a predetermined phase angle difference have.

The phase angle difference is such that one of the forward constraint body 210 and the reverse constraint body 220 is positioned within one side corner of the inner constraint surface 110 of the drive shaft 100 located inside thereof.

A plurality of receiving grooves 211 and 221 are formed in one carrier 200 and the forward constraint body 210 and the reverse constraint body 220 are positioned in the receiving grooves 211 and 221, do.

Although six forward restraint members 210 and six reverse restraint members 220 are applied as the drive shaft 100 having six inner restraint surfaces 110 formed therein is illustrated in the drawing, Of course.

Next, a forward output ring 300 and a reverse output ring 400 are provided on the front and rear surfaces of the carrier 200, respectively.

The forward output ring 300 and the reverse output ring 400 are ring-shaped bodies having a substantially L-shaped cross section, and the inner circumferential surfaces thereof have outer restricting surfaces 310 and 410, respectively.

The inner limiting surface 110 formed on the driving shaft 100 is located on the inner circumferential side of the forward constraint body 210 and the reverse constraint body 220 of the carrier 200, The outer restricting surface 310 of the forward output ring 300 and the outer restricting surface 410 of the reverse output ring 400 are respectively located.

4, when the drive shaft 100 rotates in the forward direction, that is, in the counterclockwise direction in the drawing, the forward restrainer 210 is rotated in the forward direction with the inner restraint surface 110 of the drive shaft 100 Restricting surface 310 of the ring 300 so that the rotational force is output in the counterclockwise direction through the forward output ring 300.

At this time, the reverse restrainer 220 is placed at a position that is not confined between the inner limiting surface 110 of the driving shaft 100 and the outer limiting surface 410 of the reverse output ring 400, The rotational force is not transmitted.

In contrast, when the drive shaft 100 rotates in the opposite direction, that is, in the clockwise direction in the drawing, the reverse restrainer 220 is rotated in the opposite direction from the inner restraint surface 110 of the drive shaft 100 to the outer restraint surface (410) so that the rotational force is output in a clockwise direction through the reverse output ring (400).

At this time, the forward constraint body 210 is located at a position that is not confined between the inner constraint surface 110 of the drive shaft 100 and the outer constraint surface 310 of the forward output ring 300, The rotational force is not transmitted.

The basic dual one-way clutch 1 including the drive shaft 100, the carrier 200, the forward output ring 300, and the reverse output ring 400 can be constructed as described above.

As a result, the dual one-way clutch 1 rotates only the forward output ring 300 in the forward direction when the drive shaft 100 rotates in the forward direction and rotates only the reverse output ring 400 in the reverse direction when the drive shaft 100 is rotated in the reverse direction. .

15, separate gears 710 and 810 are connected to the forward output ring 300 and the reverse output ring 400, respectively, and these gears 710 and 810 are connected to the forward output ring 300 and the reverse output ring 400, So that the output can be made.

Up to now, the configuration and operation of the basic dual one-way clutch 1 have been described, but the idle control of the dual one-way clutch 1 will be described below.

A control pin 500 and a control shaft 600 are additionally required for idle control of the dual one-way clutch 1. [

First, the control pin 500 has a circular pin shape having a relatively small diameter, and both ends of the control pin 500 are fixed to the carrier 200.

At this time, a hole is formed in the carrier 200 so that the control pin 500 can be fixed to the carrier 200, the control pin 500 is inserted into the hole, and then two separate fixing pins 501 So that the control pin 500 can be prevented from being separated.

4 and 5, the center of the control pin 500 passes through the drive shaft 100 in a radial direction. At this time, the control pin 500 and the drive shaft 100 A through hole 120 is formed through the inner confining surface 110 of the drive shaft 100 in a radial direction so as to prevent contact or interference.

The control pin 500 is directly transmitted to the carrier 200 without any slippage during rotation of the drive shaft 100 so that the control pin 500 integrally rotates integrally with the carrier 200. As a result, Lt; RTI ID = 0.0 > 210 < / RTI > and the reverse confinement 220 to be present in an unconstrained idle state.

That is, in order to allow the dual one-way clutch 1 to perform the above-described forward or reverse output in the normal state, or to be present in an idle state in which no output is performed in forward and reverse directions as necessary, Control on whether or not the pin 500 is to be rotated or slipped will be required.

That is, if the control slip of the control pin 500 is generated in accordance with the rotation of the driving shaft 100 in the normal state, the dual one-way clutch 1 described above will perform the output as before, If the control pin 500 is controlled to rotate integrally with no rotation slip according to rotation, the dual one-way clutch 1 described above will exist in an idle state.

Here, the rotation slip means that the slip, i.e. idling, occurs until the control pin 500 starts to rotate based on the rotation of the driving shaft 100. [

For example, when no rotation slip occurs, it means that the drive shaft 100 and the control pin 500 are integrally rotated.

On the other hand, the occurrence of the rotation slip means that the control pin 500 does not rotate while the drive shaft 100 rotates to a certain angle, and the control shaft 500 rotates while the drive shaft 100 rotates beyond a certain angle, Which means that the pin 500 is rotated together.

As a means for controlling the rotation slip of the control pin 500, there may be a control shaft 600 inserted into the shaft hole 102 of the drive shaft 100.

The control shaft 600 may be disposed so as to pass along the axis of the driving shaft 100 and may have a separate connecting pin to rotate integrally with the driving shaft 100.

As will be described below, by adopting the constraining pin 640, a separate connecting pin can be eliminated.

In particular, the control shaft 600 preferably controls the rotational slip of the control pin 500 relative to the driving shaft 100 according to an axial position in the driving shaft 100.

For example, it is possible to prevent the rotation slip from occurring as the control shaft 600 moves to the right along the axial direction, and to control the rotation slip to occur as the control shaft 600 moves to the left along the axial direction .

4 and 6, the control shaft 600 is formed with a slot 610 through which the control pin 500 passes, and the slot 610 is formed on the shaft 610, It is preferable to include a fixing portion 611 having a width corresponding to the diameter of the control pin 500 along the direction of the fixing pin 611 and a permitting portion 612 having a width larger than the width of the fixing portion 611 will be.

That is, it is possible to form the slot 610 including the fixing portion 611 and the allowing portion 612 on the control shaft 600.

At this time, the width of the fixing portion 611 of the slot 610 is formed to be equal to the diameter of the control pin 500, and the width of the permitting portion 612 is wider than the diameter of the control pin 500 Respectively.

4 (a) and 6 (a), when the control shaft 600 is moved to the left along the axial direction, the control pin 500 moves to the left side of the slot 610 It is possible to cause the rotation slip to occur on the control pin 500 by being located in the permitting portion 612. [

According to this control, the dual one-way clutch 1 is brought into a state in which it can perform forward or reverse output.

4 (b) and FIG. 6 (b), when the control shaft 600 is moved to the right along the axial direction, the control pin 500 is inserted into the fixed portion 610 of the slot 610, It is possible to prevent rotation slip of the control pin 500 from occurring.

According to this control, the dual one-way clutch 1 is in an idle state in which no output is performed in either the forward direction or the reverse direction.

On the contrary, as shown in Figs. 7 (a) and 7 (b), it will be apparent that the control described above may be performed in the opposite direction.

Although only one fixed portion 611 and a permitting portion 612 are formed in the slot 610 of the control shaft 600 as described above, for example, as shown in FIG. 8, the center of the slot 610 The first fixing portion 611a and the second fixing portion 611b may be formed on both sides of the permitting portion 612. [

In this case, when the control pin 500 is positioned in the first fixing portion 611a or the second fixing portion 611b of the slot 610 as shown in FIGS. 8A and 8C, a dual one-way clutch It is possible to perform the operation of the existing dual one-way clutch when the control pin 500 is located in the permitting unit 612 as shown in FIG. 8 (b).

5, an actuator 620 for pushing the control shaft 600 in one direction is provided on one side of the control shaft 600, and the other side of the control shaft 600 is connected to the control shaft 600 It is preferable that an elastic body 630 is provided for returning the elastic member 630. [

This is a means for moving the control shaft 600 along the axial direction so as to control the control pin 500 as described above.

First, the actuator 620 is a known mechanical element capable of controlling the stroke length of the movable end 621 in accordance with control through an electrical signal.

The actuator 620 is located at one side of the control shaft 600 so that the movable end 621 is positioned in contact with one end of the control shaft 600 in parallel.

Accordingly, as the movable end 621 of the actuator 620 protrudes, the control shaft 600 can move from the left to the right along the axial direction.

The elastic body 630 such as a coil spring is configured to return the control shaft 600 moved to the right side in the drawing to the left side by the actuator 620 as described above.

The elastic body 630 is supported in the shaft hole 102 of the drive shaft 100 and positioned in parallel with the control shaft 600. [

It is possible to easily control the axial position of the control shaft 600 by the actuator 620 and the elastic body 630 located on both sides of the control shaft 600. [

At this time, it is preferable that the movable end 621 of the actuator 620 can be adjusted to have two or more protruding lengths.

6 and 7, only one fixed portion 610 is provided in the slot 610 of the control shaft 600, if the actuator 620, in which the projecting length of the movable end 621 is controlled in two stages, It may be preferable to apply the present invention to a control shaft 600 having the receiving portion 611 and the receiving portion 612 formed therein.

8, the first fixing part 611a and the second fixing part 612 are formed in the slot 610 of the control shaft 600. In this case, The present invention is preferably applied to a control shaft 600 having a second fixing portion 611b and a permitting portion 612 therebetween.

Particularly, in the present invention, it is preferable that the movable end 621 of the actuator 620 is formed into a hemispherical or conical shape so as to reduce the contact area with the end of the control shaft 600.

As described above, the control shaft 600 is a component that rotates together with the drive shaft 100, while the actuator 620 is a fixed component.

Therefore, by reducing the contact area between the movable end 621 and the control shaft 600 by forming the movable end 621 of the actuator 620 into a hemispherical shape, a conical shape, or the like, It will be good to prevent the damage of.

Up to this point, the case where the dual one-way clutch 1 normally performs the forward or reverse output through the control of the control shaft 600 and the case where the dual one-way clutch 1 can output the output either in the forward direction or the reverse direction The case of the idle state not performed is described.

Hereinafter, an example in which the dual one-way clutch 1 capable of idle control as described above is applied to the transmission will be described.

As shown in Figs. 9 to 14, the transmission having a dual one-way clutch capable of idle control according to the present invention includes a dual one-way clutch 1 capable of idle control as described above; A driven member (900) for finally outputting a rotational force; A first power transmission set 700 receiving rotational force from the forward output ring 300 and transmitting the rotational force to the driven member 900; A second power transmission set 800 that receives a rotational force from the reverse output ring 400 and transmits the rotational force to the driven member 900 while shifting in the same direction as the first power transmission set 700 but at a different speed change ratio ).

That is, the transmission having the idle-controllable dual one-way clutch of the present invention includes the dual one-way clutch 1, the driven member 900, the first power transmission set 700, and the second power transmission set 800).

First, both ends of the drive shaft 100 of the dual one-way clutch 1 are rotatably supported on the inner surface of the cover 20 by bearings 140.

Here, the driven member 900 is for finally outputting the rotational force in which the shifting through the transmission of the present invention is completed. In such a driven member 900, for example, a wheel of a three-wheel or four- will be.

The first power transmission set 700 receives the rotational force from the forward output ring 300 of the dual one-way clutch 1 and performs a shift such as acceleration or deceleration. Then, the rotational force transmitted to the driven member 900 .

To this end, the first power transmission set 700 may comprise a known power transmission mechanical element that transmits rotational power.

The second power transmission set 800 receives rotational force from the reverse output ring 400 of the dual one-way clutch 1 and performs a shift such as acceleration or deceleration. The second power transmission set 800 is the same as the first power transmission set 700 The rotational force transmitted to the driven member 900 is transmitted after maintaining the rotational direction but shifting at a different speed ratio.

This second power transmission set 800 may also consist of a known power transmission mechanical element that transmits rotational power.

Particularly, in the present invention, the first power transmission set 700 and the second power transmission set 800 include a plurality of gears, or belts and pulleys, so that the ratio of the number of teeth of the gears or the ratio It is possible to perform the shifting in accordance with the change of the engine speed.

There is no limitation on the arrangement or type of such gears or belts and pulleys, and it is also possible to independently implement the first power transmission set 700 and the second power transmission set 800 so that they are not shared with each other.

However, it is more preferable for the construction of the compact transmission to allow the driven member 900 to output the rotational force after shifting and sharing a part of the structure as illustrated in the drawing.

Specifically, the first power transmission set 700 includes a gear 710 connected to the forward output ring 300, a first large gear 721 and a first small gear 721 provided on the first shaft 720, 722).

Both ends of the first shaft 720 are rotatably supported by the cover 20 through a bearing 723 and the first large gear 721 and the first small gear 722 are integrally rotated .

14 (a), when the forward output ring 300 and the gear 710 are rotated in the forward direction, the first large gear 721 meshed with the gear 710 is rotated in the first direction The driven member 900 rotated in the reverse direction together with the gear 722 rotates in the forward direction.

The second power transmission set 800 includes a gear 810 connected to the reverse output ring 400 and a second large gear 821 and a second small gear 822 provided on the second shaft 820, And a first large gear 721 and a first small gear 722 provided in the first shaft 720 described above.

At this time, both ends of the second shaft 820 are rotatably supported by the cover 20 through the bearings 823, and the second large gear 821 and the second small gear 822 are integrally rotated .

14 (b), when the reverse output ring 400 and the gear 810 are rotated in opposite directions, the second large gear 821 engaged with the gear 810 is rotated in the second direction And the first large gear 721 meshing with the second small gear 822 rotates together with the first small gear 722 in the opposite direction and the first small gear 722 rotates in the forward direction together with the gear 822, 722 are rotated in the normal direction.

The first power transmission set 700 includes the forward output ring 300 of the dual one-way clutch → the gear 710 → the first gear 721 → the first small gear 722 → the driven member 900 ) In order of rotation.

The second power transmission set 800 is also connected to the reverse output ring 400 of the dual one-way clutch → gear 810 → second large gear 821 → second small gear 822 → first gear 721, The first small gear 722 and the driven member 900 in this order.

That is, the first power transmission set 700 is shifted at a high speed and forwarded to the driven member 900 in the forward output of the dual one-way clutch.

On the other hand, the second power transmission set 800 further performs one deceleration while passing through the second large gear 821 and the second small gear 822, thereby shifting to a low speed in the reverse output of the dual one-way clutch To the driven member (900).

However, the present invention is not limited to this, and it is possible to obtain an appropriate two-step transmission ratio according to need.

At this time, when the forward output ring 300 is rotated forward in the dual one-way clutch in the rotating direction, the driven member 900 is rotated so as to rotate in the same forward direction.

When the reverse output ring 400 is rotated in the reverse direction, the driven member 900 is rotated to rotate in the forward direction.

In the above description, the driven member 900 is always output in the forward direction by the dual one-way clutch 1, but the gear arrangement and the like may be modified so that the output is performed in the reverse direction.

In the above description, the first power transmission set 700 or the second power transmission set 800 is constructed through gears, but it is needless to say that the same operation can be realized by using a belt and a pulley.

Reference numeral 901 denotes a bearing that rotatably supports the driven member 900 on the cover 20, and reference numeral 622 denotes a cover that covers the actuator 620. [

At this time, the transmission 20 of the present invention will be assembled by keeping the airtightness of the cover 20 filled with lubricating oil together with most of the above-mentioned components.

Up to now, the description has been given of the implementation of the fast forward mode and the low speed forward mode by shifting the forward or reverse output from the dual one-way clutch 1 to the driven member 900. However, .

That is, in the present invention, the first power transmission set 700 or the second power transmission set 800 is formed with a mandrels to be constrained; The control shaft 600 is provided with a constraining pin 640 engageable with the constraining tooth 650, It is preferable that the engagement of the constraining tooth 650 and the constraining pin 640 is controlled according to the axial position of the control shaft 600.

For example, in the second power transmission set 800, a forced constraining tooth 650 may be formed on the inner peripheral surface of the gear 810 connected to the reverse output ring 400 as shown in FIG.

The force constraining teeth 650 are formed on a part of the inner peripheral surface of the gear 810 along the axial direction and are formed at equal intervals around the edge of the inner peripheral surface of the gear 810.

In addition, the control shaft 600 is provided with a constraining pin 640 selectively engageable with the constraining tooth 650 as shown in FIG.

The mandrel pin 640 is coupled through the control shaft 600 in the normal direction so that the drive shaft 100 and the control shaft 600 are integrally formed by the mandrel pin 640 It is also possible to rotate it directly.

According to this, the constraining pin 640 can serve as a connecting pin even without the separate connecting pin.

In order to allow the mandrel pin 640 to move along the axial direction together with the control shaft 600 positioned inside the drive shaft 100 while being positioned through the drive shaft 100, A guide hole 130 through which the pin 640 can move is formed.

Therefore, the maximum distance that the control shaft 600 can move within the shaft hole 102 of the drive shaft 100 will be limited by the length of the guide hole 130.

According to this configuration, whether or not the forced constraining tooth 650 and the constraining pin 640 are engaged with each other is controlled according to the axial position of the control shaft 600 in the shaft hole 102 of the driving shaft 100 will be.

That is, when the control shaft 600 moves to the right as shown in FIG. 6 (b), the constraining pin 640 is engaged with the constraining tooth 650, and as shown in FIG. 6 (a) The constraining pin 640 is pulled out of the constraining tooth 650.

The control of the constraining pin 640 according to the position of the control axis 600 is performed together with the control of the control pin 500 described above.

As a result, when the control shaft 600 moves to the right in the drawing, the control pin 500 switches the dual one-way clutch 1 to the idle state, and the forced pin 640 is in the forced constraint type 650).

In this state, the rotational force from the driving source 10 is transmitted to the gear 810 directly connected to the reverse output ring 400 without passing through the dual one-way clutch 1, and then transmitted through the second power transmission set 800 May be transmitted to the member (900).

When the drive source 10 is rotated in the forward direction in this state, the rotational force causes the driven member 900 to rotate in the reverse direction through the second power transmission set 800. [

With this control, the reverse mode of the transmission can be implemented.

The forced constraining tooth 650 is formed on the gear 810 of the second power transmission set 800 and the constraining pin 640 is located on the right side of the slot 610 in the control shaft 600, The output through the second power transmission set 800 is illustrated.

However, in contrast to this, the force constraining tooth 650 is formed on the gear 710 of the first power transmission set 700 and the control shaft 600 is formed on the left side of the slot 610 If the mandatory restraining pin 640 is disposed, output through the first power transmission set 700 will be possible.

The control pin 500 may be controlled by changing positions of the fixing portion 611 and the permitting portion 612 in the slot 610 formed in the control shaft 600. [

When the drive source 10 is rotated in the reverse direction in this state, the rotational force causes the driven member 900 to rotate in the reverse direction through the first power transmission set 700. [

The reverse mode of the transmission may be implemented through this control, and in this case, reverse at a higher speed than the reverse mode described above will be possible.

Not only the gear 710 of the first power transmission set 700 and the gear 810 of the second power transmission set 800 are formed with the constraining teeth 650. In the control shaft 600, 8, the mandrel pin 640 may be disposed on the left and right sides of the slot 610, respectively.

In this case, when the control shaft 600 is in the center position, the function of the existing dual one-way clutch 1 will be implemented.

However, when the control shaft 600 is moved from the center to the left as shown in FIG. 8A, the output is made through the first power transmission set 700, the output through the second power transmission set 800 can be made by moving from the center to the right as shown in Fig.

At this time, the first fixing part 611a and the second fixing part 611b are positioned on both sides of the permitting part 612 in the slot 610 formed in the control shaft 600, The rotation slip control of the motor 500 is enabled.

Through this control, two modes of high speed and low speed can be selectively implemented even in the reverse mode of the transmission.

In addition, it is most preferable that a control unit (not shown) capable of controlling the rotational direction of the driving shaft 100 in normal and reverse directions and controlling the stroke length of the actuator 620 with respect to the movable end 621 is further added.

That is, as described above, the actuator 620 controls the axial position of the control shaft 600 with respect to the drive shaft 100, and another control unit controls the rotational direction of the drive source 10 There will be.

The control unit is connected to, for example, a shift lever of an elongated three-wheel or four-wheel electric vehicle. The control unit can select either the forward mode or the reverse mode as the driver operates the shift lever, You will be able to select the forward mode.

Finally, in the present invention, as shown in Fig. 14, it is most preferable that the driven member 900 is a well-known differential gear set.

When the transmission having the idle-controllable dual one-way clutch according to the present invention is applied to an elongated three-wheel or four-wheel electric vehicle, the rotational speeds of the inner wheel and the outer wheel do not coincide with each other when the electric vehicle turns.

In contrast, in the transmission having the idle-controllable dual one-way clutch of the present invention, the driven member 900 preferably includes a known differential gear set.

16, the differential gear set according to the present invention includes a shaft 910 to which both ends are fixed, a first bevel gear 920 disposed at both ends of the shaft 910, And a second bevel gear 930 that rotates at right angles to rotate between the gears 920 and to which the wheels are connected, respectively.

At this time, the shaft 910 and the bevel gears 920 and 930 are prevented from being exposed to the outside by the caps 940 on both sides, and these caps 940 are assembled to each other by the fastening means 950.

With this configuration, the rotational force transmitted to the driven member 900 rotates the shaft 910. In a straight running, two second bevel gears 930 connected to the wheels without rotation of the first bevel gear 920 And rotate at the same speed.

However, the first bevel gear 920 rotates at different speeds so that the two second bevel gears 930 connected to the wheels can be rotated at different speeds during turning.

As described above, by adding the differential gear set to the transmission provided with the dual one-way clutch capable of idling control according to the present invention, the rotational speed difference between the inner wheel and the outer wheel during turning of the vehicle is allowed to occur.

Hereinafter, the operation of the present invention will be described with reference to the drawings.

The transmission having the idle-controllable dual one-way clutch of the present invention configured as described above may be applied to a three-wheeled or four-wheeled electric vehicle of a light type.

Further, the control unit is connected to the shift lever of the driver, so that it is possible to operate in the fast forward mode, the low speed forward mode, and the reverse mode.

[Fast forward mode]

First, in the fast forward mode, the control unit does not project the movable end 621 of the actuator 620, but rotates the driving source 10 in the forward direction.

6A, the control shaft 600 is moved to the left in the drawing by the elastic body 630 in the drive shaft 100, and the control pin 500 is moved to the left side in the drawing by the control shaft 600 In the receiving portion 612 of the slot 610 formed in the receiving portion 610. [

At this time, not only the rotational slip of the control pin 500 occurs but also the forced pin 640 is not engaged from the forced pinion 650 of the gear 810 connected to the reverse output ring 400.

As a result, the forward rotational force from the driving source 10 is transmitted between the inner limiting surface 110 of the dual one-way clutch 1 and the outer limiting surface 310 of the forward output ring 300 by rotating the drive shaft 100 in the normal direction The forward constraint 210 is constrained at the forward output ring 300 and forward output is performed through the forward output ring 300.

At this time, the reverse constraint 220 is not constrained by the phase angle difference maintained by the carrier 200.

The forward output through the forward output ring 300 is thus shifted at a high speed through the first power transmission set 700 and then transmitted to the driven member 900 and transmitted to the wheel through the differential gear set, .

[Low speed forward mode]

Next, in the low speed forward mode, the control unit maintains the state in which the movable end 621 of the actuator 620 is not projected, and rotates the driving source 10 in the reverse direction.

6 (a), the control shaft 600 continues to be moved to the left in the drawing by the elastic body 630 in the driving shaft 100, and the control pin 500 is moved in the left- 600 in the slot 610 formed in the receiving portion 612.

At this time, not only the rotational slip on the control pin 500 but also the forced constraining pin 640 is not engaged from the constraining tooth 650 of the gear 810 connected to the reverse output ring 400.

As a result, the reverse rotational force from the driving source 10 is transmitted between the inner limiting surface 110 of the dual one-way clutch 1 and the outer limiting surface 410 of the reverse output ring 400 by rotating the driving shaft 100 in the reverse direction The reverse restrainer 220 is restrained in the reverse output ring 400 and the reverse output is performed through the reverse output ring 400.

At this time, the forward constraint 210 is not constrained by the phase angle difference maintained by the carrier 200.

Thus, the reverse output through the reverse output ring 400 is transmitted to the driven member 900 after being shifted to a lower speed through the second power transmission set 800 as compared with the above-described fast forward mode, So that the electric vehicle can advance at a low speed.

[Reverse mode]

In the reverse mode, the control unit projects the movable end 621 of the actuator 620 and rotates the driving source 10 in the forward direction.

The control shaft 600 is moved to the right as shown in FIG. 6B by the movable end 621 in the drive shaft 100 and the control pin 500 is moved in the slot 610).

As a result, the carrier 200 is rotated integrally with the drive shaft 100 in the dual one-way clutch 1 by the control pin 500 without rotating slip, whereby the forward restraint member 210 and the reverse restraint member 220 are rotated, By not both being constrained, the dual one-way clutch is switched to an idle state which does not output torque.

At this time, however, the forced restraining pin 640 is engaged with the forced restraining tooth 650 of the gear 810 connected to the reverse output ring 400.

The forward rotational force from the drive source 10 is output in a forward direction through the gear 810 connected directly to the reverse output ring 400 without passing through the dual one-way clutch 1 from the drive shaft 100. [

The positive output of the gear 810 is then transmitted through the second power transmission set 800 to the driven member 900 in the reverse direction and transmitted to the wheel via the differential gear set, It is.

In addition to this control, backward movement may be performed at high speed and low speed.

At this time, as shown in Fig. 8, the movable end 621 of the actuator 620 protrudes in three stages, and the slot 610 formed in the control shaft 600 is provided with two The first fixing part 611a and the second fixing part 611b may be formed on the first fixing part 611a and the second fixing part 611b.

Therefore, the present invention can switch both the forward direction and the reverse direction to the idle state with respect to the dual one-way clutch, and it is possible to force one of the forward direction and the reverse direction directly in this idle state to enable reverse and regenerative braking, It is an advantage of the invention that it is possible to provide a three-wheeled or four-wheeled electric vehicle equipped with a motor capable of forward and reverse driving, or a passive and automatic transmission having a compact configuration optimized for a ship or the like.

The above embodiment is an example for explaining the technical idea of the present invention specifically, and the scope of the present invention is not limited to the above-mentioned drawings or embodiments.

1: Dual one-way clutch 10: Drive source (motor)
11: Boss 20: Cover
100: drive shaft 101: spline
102: shaft hole 110: inner confining surface
120: through hole 130: guide hole
140: Bearing 200: Carrier
210: forward constraint 211: receiving groove
220: reverse constraint 221: receiving groove
300: Forward output ring 400: Reverse output ring
310, 410: outer restricting surface 500: control pin
501: Fixing pin 600: Control shaft
610: Slot 611:
612: permitting section 620: actuator
621: movable end 630: elastic body
640: Forced constraint pin 650: Forced constraint tooth
700: first power transmission set 710: gear
720: first shaft 721: first gear
722: first small gear 723: bearing
800: Second power transmission set 810: Gear
820: Second shaft 821: Second gear
822: second small gear 823: bearing
900: driven member 901: bearing
910: Shaft 920: 1st bevel gear
930: Second bevel gear 940: Cap
950: fastening means

Claims (9)

A drive shaft which is rotatable by receiving a rotational force from a drive source capable of forward and reverse driving and has an inner restraint surface formed on an outer periphery thereof and having a through hole penetrating the inner restraint surface in a radial direction;
A carrier on both sides of which a forward constraint and a reverse constraint are provided at radially constant intervals with a predetermined phase angle difference;
The forward restraint member and the reverse restraint member are located outside the forward restraint member and the reverse restraint member to selectively restrain the forward restraint member or the reverse restraint member between the inner restraint surface and the outer restraint surface which is the inner circumferential surface along the rotational direction of the drive shaft, A forward output ring and a reverse output ring;
A control pin passing through the through hole and having both ends fixed to the carrier so as to prevent interference with the drive shaft;
And a control shaft which rotates integrally with the shaft of the driving shaft and controls a rotation slip of the control pin with respect to the driving shaft according to an axial position of the control shaft. [2] The apparatus of claim 1, wherein the control shaft is formed with a slot through which the control pin passes, the slot having a width corresponding to the diameter of the control pin along the axial direction, And a permitting portion that is formed to have a width greater than the width of the engaging portion. 3. The dual one-way clutch according to claim 2, wherein an actuator for pushing the control shaft in one direction is provided at one side of the control shaft, and an elastic body for returning the control shaft is provided at the other side of the control shaft. 4. The dual one-way clutch according to claim 3, wherein the movable end of the actuator is formed into a hemispherical or conical shape to reduce an area of contact with an end of the control shaft. A dual one-way clutch capable of idle control according to claim 1;
A driven member for finally outputting a rotational force;
A first power transmission set that receives rotational force from the forward output ring and shifts to transmit to the driven member;
And a second power transmission set which receives a rotational force from the reverse output ring and transmits the rotational force to the driven member, wherein the second power transmission set is in the same rotational direction as the first power transmission set but performs a shift at a different speed change ratio. A transmission having a possible dual one-way clutch. The transmission according to claim 5, wherein the first power transmission set and the second power transmission set include a plurality of gears, or a belt and a pulley, wherein the gears are shifted in accordance with the number of teeth ratio of the gears or the ratio of the diameter of the pulleys And a dual one-way clutch capable of idle control. 7. The apparatus of claim 6, wherein the first power transmission set or the second power transmission set is formed with a constraining tooth;
Wherein the control shaft is provided with a constraining pin capable of engaging with the constraining tooth;
Wherein the engagement of the forcible constraining tooth and the constraining pin is controlled according to the axial position of the control shaft. The transmission according to claim 7, further comprising a control unit capable of controlling the rotational direction of the drive source in the forward and reverse directions and controlling the stroke length with respect to the movable end of the actuator. 9. The method of claim 8,
Characterized in that the driven member is a well-known differential gear set.

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