KR20130059610A - Continuously variable transmission with moter - Google Patents

Continuously variable transmission with moter Download PDF

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Publication number
KR20130059610A
KR20130059610A KR1020110125666A KR20110125666A KR20130059610A KR 20130059610 A KR20130059610 A KR 20130059610A KR 1020110125666 A KR1020110125666 A KR 1020110125666A KR 20110125666 A KR20110125666 A KR 20110125666A KR 20130059610 A KR20130059610 A KR 20130059610A
Authority
KR
South Korea
Prior art keywords
shaft
gear
drive shaft
coupled
shift
Prior art date
Application number
KR1020110125666A
Other languages
Korean (ko)
Inventor
김용환
오동관
홍석무
Original Assignee
메탈릭스시스템(주)
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 메탈릭스시스템(주) filed Critical 메탈릭스시스템(주)
Priority to KR1020110125666A priority Critical patent/KR20130059610A/en
Publication of KR20130059610A publication Critical patent/KR20130059610A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/06—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with spur gear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/60—Rider propelled cycles with auxiliary electric motor power-driven at axle parts
    • B62M6/65—Rider propelled cycles with auxiliary electric motor power-driven at axle parts with axle and driving shaft arranged coaxially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2204/00—Adaptations for driving cycles by electric motor

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

The present invention relates to an electric motor-mounted continuously variable transmission equipped with an electric motor as an auxiliary power device and capable of shifting power including an electric motor. Specifically, the electric motor-mounted transmission of the present invention includes a drive shaft for transmitting power from the outside; An electric motor for transmitting power separately from the drive shaft; And a transmission unit for shifting power transmitted while rotating in association with the drive shaft and the electric motor, and transmitting the shifted power to the outside. And a shift lever for adjusting a shift ratio of the shift unit, wherein the shift lever is configured to shift the power directly transmitted through the drive shaft and the power supplied from the electric motor, thereby corresponding to the shift according to the driving situation. It provides a convenient and efficient motor-mounted continuously variable transmission.

Description

Motor-mounted continuously variable transmission {CONTINUOUSLY VARIABLE TRANSMISSION WITH MOTER}

The present invention relates to an electric motor-mounted continuously variable transmission equipped with an electric motor as an auxiliary power device and capable of shifting power including an electric motor.

In general, a bicycle, a prime mover, or a power unit of a vehicle is equipped with a transmission for adjusting the speed. Among such transmissions, a shiftless shock is called a continuously variable transmission.

On the other hand, an electric motor is mounted as the auxiliary power device of the bicycle, the prime mover, or the vehicle. Such an electric motor has a rated RPM and torque in nature. Therefore, the motor can be shifted using the principle that the torque is lowered as the RPM is increased.

Looking at an example in which these two technologies are simply combined, the bicycle may be provided with a continuously variable transmission on one side of the driving wheel, and separately equipped with an electric motor on the other side of the driving wheel.

However, in this case, the power obtained by rolling the pedal can be shifted using a continuously variable transmission, but in order to shift the electric motor, a separate transmission device for adjusting RPM or torque must be installed in parallel. Therefore, such a disadvantage is that it is difficult to respond to the shift in accordance with the driving situation of the bicycle, it causes a problem that is not efficient.

In addition, since the motor generates a load in the process of decelerating RPM, more current flows than the rated current, thereby increasing power consumption. Therefore, the shift of the motor through the adjustment of the RPM is a cause of shortening the use time of the battery as a power source as a result has a disadvantage of shortening the running distance using the motor, or increase the capacity of the battery.

The present invention aims to provide an electric motor-mounted continuously variable transmission equipped with an electric motor as an auxiliary power device and capable of simultaneously shifting the power supplied from the electric motor as well as the power directly transmitted through the drive shaft.

The present invention is to provide a motor-mounted transmission that can be shifted while maintaining a constant RPM and torque of the motor.

The motor-mounted transmission of the present invention includes a drive shaft for transmitting power from the outside; An electric motor for transmitting power separately from the drive shaft; And a transmission unit for shifting power transmitted while rotating in association with the drive shaft and the electric motor, and transmitting the shifted power to the outside. And a shift lever for adjusting a shift ratio of the shift unit.

The drive shaft, the motor, and the transmission unit are installed side by side through the front and rear frame, the first drive gear to the drive shaft, the second drive gear to the motor and the transmission unit is installed to interlock with each other by coupling the input gear, the transmission unit The input shaft is installed parallel to the drive shaft and the input gear is coupled; A plurality of cams eccentrically coupled to the input shaft; An output shaft installed in parallel with the input shaft; A plurality of one-way clutches coupled to the output shaft; A plurality of first links connecting the cams and the clutches; A variable shaft disposed side by side between the input shaft and the output shaft; A plurality of second links connecting the cams and the variable shafts; An output gear coupled to the output shaft; wherein the shift lever comprises a first lever having a guide protrusion formed at an end thereof while being coupled to the front and rear ends of the variable shaft while being coupled to one point of the front and rear frames; And a second lever connected to the guide protrusion through a guide hole in a state of being coupled to another point of the front and rear frame.

And a gear unit installed on the frame and engaged with the output gear.

It is installed on the coaxial line with the drive shaft, the auxiliary output gear that rotates irrespective of the drive shaft in engagement with the output gear; is configured to include.

The second lever is connected to an external shift control device, and comprises a connecting member for rotating a predetermined angle about an axis.

According to the motor-mounted continuously variable transmission of the present invention, the power directly transmitted through the drive shaft and the power supplied from the motor can be shifted together so that the shift according to the driving situation is convenient and efficient.

According to the motor-mounted continuously variable transmission of the present invention, it is formed to shift while maintaining a constant RPM and torque of the motor, thereby reducing power consumption by shifting, thereby improving the service life and running distance of the battery as a power source. .

1 is an exemplary state of use showing the motor-mounted continuously variable transmission of the present invention.
Figure 2 is a perspective view of a motor-mounted continuously variable transmission of the present invention.
Figure 3 is a bottom perspective view showing an electric motor-mounted continuously variable transmission of the present invention.
Figure 4 is an exploded perspective view showing the main portion of the input of the motor-mounted continuously variable transmission of the present invention.
Figure 5 is an exploded perspective view showing the main portion of the output of the motor-mounted continuously variable transmission of the present invention.
Figure 6 is a plan view showing a motor-mounted continuously variable transmission of the present invention.
Figure 7 is a bottom view showing the electric motor-mounted continuously variable transmission of the present invention.
8 is a sectional view showing a drive shaft of the motor-mounted continuously variable transmission of the present invention.
Figure 9 is a bottom perspective view showing a transmission portion of the motor-mounted continuously variable transmission of the present invention.
10 and 11 are operation explanatory diagrams showing the driving state of the motor-mounted continuously variable transmission of the present invention.
12 and 13 are operation explanatory diagrams showing a shift state of the motor-mounted continuously variable transmission of the present invention.

Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

1 to 13 of the motor-mounted continuously variable transmission of the present invention, the drive shaft 200 for transmitting power from the outside, the motor 300 for transmitting power separately from the drive shaft and the drive shaft and the interlock with the motor And a shifting unit 400 for shifting power transmitted while rotating and shifting the shifted power to the outside, and a shifting lever 500 for adjusting a shift ratio of the shifting unit.

At this time, the drive shaft 200, the electric motor 300, the transmission unit 400 and the shift lever 500 is installed in the front and rear frame 100.

The drive shaft 200 is for transmitting external power, for example, it may be a crank shaft of the bicycle as shown in FIG. Therefore, the crank rod is coupled to both ends of the drive shaft 200 to transmit power to the drive shaft by rolling the pedals. This configuration is a technology that distinguishes the existing continuously variable transmission installed in a bicycle from being inevitably installed only in a rear wheel (drive wheel).

Looking in more detail, as shown in Figure 8, the drive shaft 200 is installed to replace the crank shaft of the bicycle, one end of the first drive gear 210 is coupled, the other end is engaged with the output gear 490 is rotated Auxiliary output gear 700 is installed, the sprocket wheel is coupled to the auxiliary output gear 700. In this case, the first drive gear 210 rotates together with the drive shaft 200, but the auxiliary output gear 700 is installed to rotate independently of the drive shaft 200. The auxiliary output gear 700 may be connected through a bearing on the drive shaft 200 to rotate independently of the drive shaft 200, or the auxiliary output gear 700 may be coupled to the frame 100 at all.

The electric motor 300 is to transmit power separately from the drive shaft 200 and may use a battery that is separately mounted as a power source. The electric motor 300 is installed to drive in a situation in which power by the drive shaft 200 is insufficient or power is not transmitted to the drive shaft 200. As shown in FIGS. 2 to 8, the electric motor 300 is installed in parallel with the driving shaft 200, and engages with and interlocks with the first driving gear 210 of the driving shaft 200. 310 is installed. In this case, the rotation direction may be the same by allowing the first and second drive gears 210 and 310 to interlock with each other via a second gear connected to the frame 100.

The shifting unit 400 shifts power transmitted while rotating in conjunction with the drive shaft 200 and the electric motor 300, and transmits the shifted power to the outside, as shown in FIGS. 2 to 8. The input shaft 410 is installed in parallel with the drive shaft 200 and the motor 300, and meshes with the first drive gear 210 to interlock with each other. In this case, the input gear 410 may be configured to rotate in direct engagement with the second driving gear 310 as well as the first driving gear 210.

9 to 11, the transmission unit 400 is installed in parallel with the drive shaft 200 and is coupled to the input shaft 420 and the input shaft 420 to which the input gear 410 is coupled. A plurality of cams 430 coupled to the eccentric shaft, an output shaft 440 installed in parallel with the input shaft 420, a plurality of one-way clutches 450 coupled to the output shaft 440, and the cams 430 A plurality of first links 460 for connecting the clutch 450, the variable shaft 470 is installed side by side between the input shaft 420 and the output shaft 440, the cam 430 and the variable shaft 470 It includes a plurality of second links 480 for connecting the output gear 490 coupled to the output shaft 440.

In this case, as shown in FIGS. 10 and 11, the plurality of cams 430 which are eccentrically coupled to the input shaft 420 may surround the outside of the cam in the state where the cam is fixed to the input shaft 420. The housing can be configured to rotate. Such a plurality of cams 430 are installed at a predetermined interval before and after the input shaft, as shown in Figure 3, 7, and 9, respectively, are installed with different phase difference.

In addition, the clutch 450 coupled to the output shaft 440 rotates the output shaft 440 when the first link 460 is pushed, and rotates the output shaft 440 when the first link 460 is pulled. It consists of a one-way clutch which does not rotate. Such a plurality of clutches 450 are installed at a predetermined interval before and after the output shaft 440, as shown in Figure 3, 7, and 9, respectively, are connected to the first link 460 with a different phase difference.

In addition, the variable shaft 480 is fixed in position so that when the input shaft 420 rotates, the cam 430 connected to the second link 480 rotates back and forth at an angle. This pushes and pulls the clutch 450 while the first link 460 reciprocates from side to side. At this time, the variable shaft 480 is shifted by adjusting the rotation or movement distance of the cam 430 and the first link 460 while moving by the shift lever 500 to be described later.

In addition, the output gear 490 is coupled to the end of the output shaft 440, but is coupled to the end opposite to the input gear 410 coupled to the input shaft 420.

The shift lever 500 is for adjusting the shift ratio of the shift unit 400, and is installed in the front and rear frame 100 as shown in FIGS. 2 to 8 to adjust the position of the variable shaft 470. Will be adjusted. At this time, the shift lever 500 as shown in Figures 2 to 8 any one of the front and rear is to be connected to the external shift control device to adjust the shift.

12 and 13, the shift lever 500 is axially coupled to the front and rear ends of the variable shaft 470 while being axially coupled to one point of the front and rear frame 100, respectively. A first lever 510 having a guide protrusion 520 and a second lever connected to the guide protrusion 520 through a guide long hole 540 while being axially coupled to another point of the front and rear frame 100. 530). In this case, the second lever 530 may be formed in any one of the front and rear frames 100, and thus, the guide protrusion 520 of the first lever 510 may be formed only in any one of front and rear.

In this case, the first lever 510 is installed on the input shaft 420 side of the transmission unit 400, for example, and the second lever 530 is on the output shaft 440 side of the transmission unit 400. When the second lever 530 is rotated, the guide lever 520 inserted into the long hole 540 is pushed to rotate the first lever 510, and the first lever 510 is rotated. By shifting 470 up and down, the shift is performed in the shifting unit 400.

In this case, the second lever 530 is provided with a connecting member 550 connected to an external speed adjusting device, so that the second lever 530 can be rotated through the speed adjusting device and the connecting member 550. do.

Meanwhile, the present invention includes a gear unit 600 installed in the frame 100 and engaged with the output gear 490 to rotate as shown in FIGS. 5 to 7, thereby outputting the output gear 490. Drive speed output from That is, the gear unit 600 is to adjust the rotational speed transmitted from the output gear 490 faster or slower through several gear combinations.

In addition, the present invention is installed on the coaxial line with the drive shaft 200, as shown in Figure 5 to 8, the auxiliary output gear that rotates irrespective of the drive shaft 200 in engagement with the output gear 490. And 700. The auxiliary output gear 700 is installed on the bicycle as described above to allow the sprocket wheel to rotate coaxially with the drive shaft 200.

According to the configuration of the present invention as described above so that the power transmitted directly through the drive shaft 200 and the power supplied from the electric motor 300 can be shifted together, the shifting according to the driving situation can be more convenient and efficient. .

In addition, it is possible to shift while maintaining a constant RPM and torque of the motor 300, it is possible to further reduce the power consumption by the shift to further improve the service life and running distance of the battery as a power source.

100: frame
200: drive shaft 210: first drive gear
300: electric motor 310: second drive gear
400: shifting unit 410: input gear
420: input shaft 430: cam
440: output shaft 450: clutch
460: first link 470: variable axis
480: second link 490: output gear
500: shift lever 510: first lever
520: guide projection 530: second lever
540: long hole 550: connecting member
600: gear unit
700: auxiliary output gear

Claims (5)

A drive shaft for transmitting power from the outside;
An electric motor for transmitting power separately from the drive shaft; And
A transmission unit for shifting power transmitted while rotating in association with the drive shaft and the electric motor, and transmitting the shifted power to the outside; And
And a shift lever for adjusting a shift ratio of the shift unit.
According to claim 1, The drive shaft, the motor and the transmission unit are installed side by side through the front and rear frame, the first drive gear to the drive shaft, the second drive gear to the motor and the input gear to the transmission unit is installed to interlock with each other. Become,
The shift unit,
An input shaft coupled to the drive shaft and coupled with the input gear; A plurality of cams eccentrically coupled to the input shaft; An output shaft installed in parallel with the input shaft; A plurality of one-way clutches coupled to the output shaft; A plurality of first links connecting the cams and the clutches; A variable shaft disposed side by side between the input shaft and the output shaft; A plurality of second links connecting the cams and the variable shafts; An output gear coupled to the output shaft;
The shift lever
A first lever axially coupled to the front and rear ends of the variable shaft while being axially coupled to one point of the front and rear frame, and having guide protrusions formed at ends; And a second lever connected to the guide protrusion through a guide hole in a state in which the shaft is coupled to another point of the front and rear frame.
The method according to claim 2. And a gear unit installed in the frame and engaged with the output gear to drive the gear.
3. The motor-mounted continuously variable transmission of claim 2, further comprising: an auxiliary output gear installed on the same axis as the drive shaft, the auxiliary output gear being engaged with the output gear to rotate independently of the drive shaft.
The method according to claim 2, The second lever,
And a connection member connected to an external speed control device and configured to rotate at an angle about an axis.
KR1020110125666A 2011-11-29 2011-11-29 Continuously variable transmission with moter KR20130059610A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020110125666A KR20130059610A (en) 2011-11-29 2011-11-29 Continuously variable transmission with moter

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020110125666A KR20130059610A (en) 2011-11-29 2011-11-29 Continuously variable transmission with moter

Publications (1)

Publication Number Publication Date
KR20130059610A true KR20130059610A (en) 2013-06-07

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101451689B1 (en) * 2012-07-17 2014-10-23 한서대학교 산학협력단 Continuously variable transmission of motor mount
CN112441183A (en) * 2020-11-20 2021-03-05 江苏铱拜科技有限公司 Stepless speed change device for middle-mounted motor

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101451689B1 (en) * 2012-07-17 2014-10-23 한서대학교 산학협력단 Continuously variable transmission of motor mount
CN112441183A (en) * 2020-11-20 2021-03-05 江苏铱拜科技有限公司 Stepless speed change device for middle-mounted motor
CN112441183B (en) * 2020-11-20 2022-08-12 江苏铱拜科技有限公司 Stepless speed change device for middle-mounted motor

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