KR20230169660A - Power transmission apparatus for electric wheel vehicle and, electric vehicle having same - Google Patents

Abstract

The present invention relates to a power transmission device for an electric vehicle and an electric vehicle equipped with the same. The purpose of the present invention is to provide a drive motor unit and a two-speed transmission unit integrally connected, and a driving force of the two-speed transmission unit to be transmitted to the wheel drive shaft by the power transmission unit. , to provide a power transmission device for an electric vehicle that efficiently transmits power regardless of the distance between the two-speed transmission and the wheels, and an electric vehicle equipped with the same.
The present invention includes a driving motor unit; A two-speed transmission unit connected to the drive motor unit; It includes a two-speed transmission unit and a power transmission unit connected to the wheel, wherein the two-speed transmission unit includes a first rotation unit in which a drive motor unit is coupled to a spline shaft to a first rotation shaft and a low gear and a high gear are connected to the first rotation shaft. The low-stage gear of the first rotation unit is meshed with the first transmission gear, the high-stage gear is meshed with the second transmission gear, the second rotation unit in which the first and second transmission gears are integrally connected to the second rotation shaft, and the second rotation unit of the second rotation unit. It includes a third rotating part in which a third transmission gear is meshed with the transmission gear and a third rotation shaft is integrally connected to the third transmission gear, and the power transmission part is a driving rotor that is connected and installed to rotate integrally with the third rotation shaft. It is configured to include a driven rotor that is connected and installed to rotate integrally with the wheel axis, and a connection body that is connected to the driving rotor and the driven rotor so that the rotational driving force of the driving rotor is transmitted to the driven rotor.

Description

Power transmission device for electric vehicles that efficiently transmits power and electric vehicles equipped with the same {POWER TRANSMISSION APPARATUS FOR ELECTRIC WHEEL VEHICLE AND, ELECTRIC VEHICLE HAVING SAME}

The present invention relates to a power transmission device for an electric vehicle and an electric vehicle equipped with the same. The driving force of the drive motor unit is transmitted to the wheels by a two-speed transmission and a power transmission unit, so that power transmission is efficient regardless of the distance between the two-speed transmission and the wheels. It relates to a power transmission device for an electric vehicle that can easily replace and install the drive motor unit, two-speed transmission, and power transmission unit for various electric vehicles, especially electric two-wheeled vehicles, and an electric vehicle equipped with the same.

Recently, due to problems such as air pollution and global warming caused by exhaust gases from automobiles, energy saving policies are being promoted to protect the global environment and deplete energy resources. To solve these problems, electric vehicles, hybrid electric vehicles, and fuel cell electricity are being promoted. Interest in eco-friendly vehicles such as cars and electric bikes is increasing.

In general, electric two-wheeled vehicles such as electric vehicles, scooters, motorcycles, and bicycles use electricity as fuel, unlike gasoline engines, and use electric motors as a power source, making them zero-emission vehicles with no exhaust gas emissions. A power transmission structure was mainly used to drive the drive wheels by reducing the power generated from the electric motor with a simple reducer, but recently, the power from the electric motor has been transmitted more efficiently to the drive wheels, extending the vehicle's driving range. And research on transmission systems that improve driving performance is actively underway.

Conventional electric vehicles, especially electric bikes, have been widely used as reducers with a single gear ratio due to the excellent motor characteristics. However, when only a reducer is used, there is a problem in that the capacity of the motor must be relatively large, and recently, motors have been used as much as possible. Two-speed transmissions that enable efficient driving are widely used.

However, the conventional two-speed transmission requires two friction clutches or fluid clutches to implement the two-speed gear, which not only increases the volume and manufacturing cost, but also increases the power transmission due to the complex structure. There was a problem of reduced efficiency.

In particular, the conventional two-speed transmission uses multiple external gears, locking devices, shift mechanisms, etc., so the structure is very complicated, assembly is reduced, the number of components increases, and the connection relationship becomes complicated. As a result, a power loss phenomenon occurred in which the power of the power source was not quickly transmitted to the output shaft, causing a problem in which shifting performance deteriorated.

In addition, the conventional two-speed transmission is installed integrally within the wheel or the wheels are integrally connected to the output shaft, so it cannot be applied to a vehicle structure in which the output shaft of the transmission and the wheels are spaced apart, and it cannot be applied to a vehicle structure in which the output shaft of the transmission and the wheels are spaced apart. There were various problems, including limited application to shapes, and its scope of application was extremely limited.

Registered Patent Publication No. 10-0629086 (2006.09.21) Registered Utility Model Gazette registration number 20-0324640 (2003.06.14) Registered Patent Publication No. 10-1939910 (2019.01.11) Public utility model publication number 20-2010-0010886 (2010.11.05)

The purpose of the present invention is to configure the drive motor unit and the two-speed transmission unit to be integrally connected, and the driving force of the two-speed transmission unit to be transmitted to the wheel drive shaft by the power transmission unit, so that power is transmitted efficiently regardless of the distance between the two-speed transmission unit and the wheel. The aim is to provide a power transmission device for an electric vehicle that efficiently transmits power and an electric vehicle equipped with the same.

The purpose of the present invention is to provide an electric device in which the two-speed transmission and the wheels are separated and the configuration of the two-wheel transmission is simplified, so that not only is miniaturization possible, but power transmission is also efficient and can be easily applied and installed on the frames of various two-wheeled vehicles. The purpose is to provide vehicle power transmission systems and electric vehicles equipped with them.

The present invention includes a driving motor unit; A two-speed transmission unit connected to the drive motor unit; It includes a two-speed transmission unit and a power transmission unit connected to the wheel, wherein the two-speed transmission unit includes a first rotation unit in which a drive motor unit is coupled to a spline shaft to a first rotation shaft and a low gear and a high gear are connected to the first rotation shaft. The low-stage gear of the first rotation unit is meshed with the first transmission gear, the high-stage gear is meshed with the second transmission gear, the second rotation unit in which the first and second transmission gears are integrally connected to the second rotation shaft, and the second rotation unit of the second rotation unit. It includes a third rotating part in which a third transmission gear is meshed with the transmission gear and a third rotation shaft is integrally connected to the third transmission gear, and the power transmission part is a driving rotor that is connected and installed to rotate integrally with the third rotation shaft. It is configured to include a driven rotor that is connected and installed to rotate integrally with the wheel axis, and a connection body that is connected to the driving rotor and the driven rotor so that the rotational driving force of the driving rotor is transmitted to the driven rotor.

The present invention has the effect of transmitting the output of the two-speed transmission to the wheels by the power transmission unit, thereby ensuring stable power transmission regardless of the distance between the two-speed transmission and the wheels.

The present invention is composed of a drive motor unit, a two-speed transmission unit, and a power transmission unit, which are separated and connected to each other, so that the replacement and installation of the drive motor unit, two-speed transmission, and power transmission unit for various electric two-wheeled vehicles is facilitated. .

The present invention is made by assembling a modular drive motor part, a two-speed transmission part, and a power transmission part, so that assembly and installation are easy, costs are reduced, miniaturization is possible, and the weight is minimized to improve driving efficiency. It works.

The present invention has a simple two-speed transmission, so the power transmission process is simple, power transmission efficiency is superior to that of the existing two-speed transmission, and energy efficiency is improved due to low power loss.

The present invention is designed to provide a two-stage transmission ratio, which has the effect of improving the driving performance of electric vehicles and minimizing power consumption to improve fuel efficiency and increase the driving range of electric vehicles.

The present invention can not only be installed in devices driven by electric drives, such as electric vehicles and electric two-wheeled vehicles, but can also be easily applied to already produced devices.

In particular, the present invention can be easily applied to already produced electric two-wheeled vehicles without design or structural changes, and has many effects, such as excellent shifting efficiency and stable power transmission and driving through replacement installation.

Figure 1 is an exemplary diagram showing a configuration according to the present invention.
Figure 2 is an exemplary diagram showing an exploded configuration according to the present invention.
Figure 3 is another example showing an exploded configuration according to the present invention.
Figure 4 is an exemplary diagram showing the configuration of the first rotating part of the two-stage transmission according to the present invention.
Figure 5 is an exemplary diagram showing the assembled state of the first rotating part of the two-speed transmission according to the present invention.
Figure 6 is an exemplary diagram showing the configuration of the second rotating part of the two-stage transmission according to the present invention.
Figure 7 is an exemplary diagram showing the configuration of the third rotating part of the two-stage transmission according to the present invention.
Figure 8 is an exemplary diagram showing the installation state of the present invention

Figure 1 is an exemplary diagram showing a configuration according to the present invention, Figure 2 is an exemplary diagram showing an exploded configuration according to the present invention, Figure 3 is another exemplary diagram showing an exploded configuration according to the present invention, and Figure 4 is an exemplary diagram showing the exploded configuration according to the present invention. Figure 5 is an exemplary diagram showing the configuration of the first rotating part of the two-speed shifting unit according to the present invention, Figure 5 is an exemplary diagram showing the assembled state of the first rotating part of the two-speed shifting unit according to the present invention, and Figure 6 is a diagram showing the second rotating part of the two-speed shifting unit according to the present invention. Figure 7 is an exemplary diagram showing the configuration of the third rotating part of the two-speed transmission according to the present invention, and Figure 8 is an exemplary diagram showing the installation state of the present invention.

The present invention includes a driving motor unit 100; A two-speed transmission unit 200 connected to the drive motor unit 100; It includes a two-speed transmission unit 200 and a power transmission unit 300 connected to the wheels,

The two-stage shifting unit 200,

A first rotating unit 210 in which the driving motor unit 100 is spline-coupled to the first rotating shaft 211 and a low gear 212 and a high gear 213 are connected to the first rotating shaft 211,

The low-stage gear 212 of the first rotating unit 210 is engaged with the first transmission gear 222, the high-stage gear 213 is engaged with the second transmission gear 223, and the first and second transmission gears 222 and 223 are engaged. A second rotating part 220 integrally connected to the second rotating shaft 221,

It includes a third rotation unit 230 in which a third transmission gear 232 is meshed with the second transmission gear 223 of the second rotation unit and a third rotation shaft 231 is integrally connected to the third transmission gear 232. do,

The power transmission unit 300,

The driving rotor 310 is connected and installed to be rotatably driven integrally with the third rotary shaft 231, the driven rotor 320 is connected and installed to be rotatably driven integrally with the wheel axis 410, and the driving rotor 310. It includes a connecting body 330 connected to the driving rotating body 310 and the driven rotating body 320 so that the rotational driving force is transmitted to the driven rotating body 320.

The drive motor unit 100 generates power, and as shown in FIGS. 1 and 8, it is fixedly installed on the two-speed transmission unit 200 or is attached to the first rotation shaft 211 of the two-speed transmission unit 200. It can be fixedly installed on a separate vehicle frame 500 to be axially coupled.

As shown in FIGS. 2 and 3, the two-speed transmission unit 200 includes a first rotating unit 210, a second rotating unit 220, a third rotating unit 230, and first, second, and third rotating units (210, 220, 230). ) includes a housing portion 240 installed to prevent the inflow of foreign substances into the housing.

As shown in FIGS. 2 to 5, the first rotating unit 210 is rotated integrally with the first rotating shaft 211, through which the driving force of the driving motor unit 100 is transmitted, and the first rotating shaft 211. A one-way clutch 214 that is connected and installed, a low gear 212 that is integrally connected to one side of the one-way clutch 214 and is supported by a bearing on the first rotation shaft 211, and an end of the first rotation shaft 211. It includes a shift clutch 215 connected to and a high gear 213 connected to the shift clutch 215 and supported by a bearing on the first rotation shaft 211,

The low-stage gear 212 is meshed with the first transmission gear 222 of the second rotation unit, and the high-stage gear 213 is meshed with the second transmission gear 223 of the second rotation unit to provide the driving force of the drive motor unit 100. It is configured to be transmitted to the second rotating part 20 through the first rotating part 210.

One side of the first rotation shaft 211 is coupled to the drive motor unit 100, the other side is connected to the shift clutch 215, and is supported on a bearing so as to be rotatable within the housing unit 240. The first rotation shaft 211, the drive motor unit 100, the second rotation shaft 221, and the shift clutch 215 may be connected and installed through a shaft coupling, for example, a spline shaft coupling, so that rotational force is transmitted.

The one-way clutch 214 transmits the one-way rotation force (forward rotation force) of the first rotation shaft 211 caused by the driving force of the drive motor unit 100 to the low gear 212, as shown in FIGS. 4 and 5. As shown, the clutch boss 214a is keyed and rotated integrally with the first rotation shaft 211, the clutch plate 214d is integrally coupled to the low gear 212, and the clutch plate 214d is bolted to the clutch plate 214d. It includes a clutch rotating body (214b) and a plurality of rollers (214c) disposed between the clutch boss (214a) and the clutch rotating body (214b).

In the one-way clutch 214 configured as above, when the first rotation shaft 211 rotates in one direction (forward or traveling direction), the roller 214c simultaneously contacts (constrains) the clutch boss 214a and the clutch rotating body 214b. ), the first rotation shaft 211, the clutch boss 214a, and the clutch rotation body 214b are rotated as one body, and the rotational force of the first rotation shaft 211 is transmitted to the clutch plate 214d to which the low gear 212 is connected. It operates to deliver,

When the first rotation shaft 211 rotates in the other direction (reverse or backward direction) or the rotational force of the clutch rotary body 214b is greater than the rotational force of the clutch boss 214a, the clutch boss 214a and the clutch rotary body ( The contact (constraint) of the roller with respect to 214b is released, and the clutch boss 214a and the clutch rotary body 214b are configured to freely rotate with respect to each other.

Since the clutch boss 214a, the clutch rotating body 214b, and the plurality of rollers 214c correspond to the configuration and operation of a known roller-type one-way clutch, detailed description thereof will be omitted.

As shown in FIGS. 4 and 5, the low gear 212 is supported by a bearing 216 on the first rotation shaft 211, and is rotated by a one-way clutch 214 when the first rotation shaft 211 rotates. It is fixed and installed on the one-way clutch 214 so that it is restrained and rotated integrally with the first rotation shaft 211.

That is, the low gear 212 is formed integrally with the gear boss 212a, which is integrally fixed to the clutch plate 214d of the one-way clutch, and is provided with teeth on the outer surface, and the first rotation shaft 211 ) Including a gear body (212b) supported on a bearing 216,

It is rotated integrally with the first rotation shaft 211 in the forward direction (the driving direction of the first rotation shaft 211 by the drive motor unit 100) by the one-way clutch 214.

At this time, the bearing 216 may be a roller bearing or a ball bearing, but is preferably a roller bearing.

In addition, when the rotation speed of the low gear 212 becomes faster than the rotation speed of the first rotation shaft 211, the low gear 212 is in an idling state with respect to the first rotation shaft 211 by the one-way clutch 214. It becomes.

As described above, in the present invention, when the low gear 212 is supported by a roller bearing with respect to the first rotation shaft 211 and is connected to the first rotation shaft 211 by the one-way clutch 214 and operated, There is an effect that the rotation of the low gear 212 is performed smoothly even when a heavy load occurs.

The shift clutch 215 is for transmitting the rotational force of the first rotation shaft 211 to the high gear 213, and the rotational force of the first rotation shaft 211 is set at a set speed (shift speed - for example, a wheel output speed of 30 km / When it rises above h), it is automatically activated to rotate and drive the first rotation shaft 211 and the high gear 213 as one unit.

The shift clutch 215 may be made of an electronically controlled clutch (EM clutch) or a centrifugal force type clutch, and known electronically controlled clutches and centrifugal force type clutches may be used.

The shift clutch 215 configured as described above is connected to the outside of the housing 240 so as to be connected to the first rotation shaft 211 of the first rotation unit 210.

The high gear 213 is rotated integrally with the first rotation shaft 211 by the operation of the shift clutch 215, and as shown in FIGS. 4 and 5, a sprocket is installed on one side of the shift clutch 215. A first boss 213a coupled to the line axis, a second boss 213b bearing-supported on the housing 240, and a gear body 213c provided with teeth on the outer surface and bearing-supported on the first rotating shaft 211. Included, the first boss (213a), the second boss (213b), and the gear body (213c) are formed as one body.

The high gear 213 configured in this way is controlled by the operation of the shift clutch 215 when the rotational force of the first rotation shaft 211 increases above the set speed (shift speed - for example, wheel output speed 30 km/h). It is rotated integrally with the first rotation shaft 211 in the forward direction (the driving direction of the first rotation shaft by the drive motor unit).

As shown in FIGS. 2 to 3 and FIG. 6, the second rotating part 220 is installed so that both ends are supported by bearings on the housing part 240 so as to be parallel to the first rotating axis 211 of the first rotating part. The second transmission gear 223 meshed with the high gear 213 and the third transmission gear 232 of the third rotation part is integrally connected to the second rotation shaft 221 and the second rotation shaft 221. and includes a first transmission gear 222 engaged with the low gear 212 of the first rotating part.

At this time, the gear ratio (reduction ratio) of the low stage gear 212 and the first transmission gear 222 is formed to be larger than the gear ratio (reduction ratio) of the high stage gear 213 and the second transmission gear 223, so that the low stage gear Low-speed driving is achieved by the rotational driving force transmitted through (212), and high-speed driving (increased speed) is achieved by the rotational driving force transmitted through the high gear (213).

In addition, the second rotating part 220 may be installed so that the second rotating shaft 221, the first transmission gear 222, and the second transmission gear 223 are separately configured and then rotated as one unit.

In the second rotating unit 220 configured as above, when the shift clutch 240 is not operated, the driving force of the first rotating unit is transmitted to the first transmission gear 222 through the low gear 212 and the second rotating shaft 221. is rotated, and the second transmission gear 223 is rotated by the rotation of the second rotation shaft 221, so that the driving force of the first rotation unit 210 is transferred to the third rotation unit 230, that is, the third transmission gear 232. It will be delivered.

In addition, the second rotating unit 220 configured as above transmits the driving force of the first rotating unit to the second transmission gear 223 through the high gear 213 when the shift clutch 215 is operated, and the driving force of the first rotating unit is transmitted to the second transmission gear 223 through the high gear 213. By rotating the gear 223, the driving force of the first rotating part 210 is transmitted to the third rotating part 230, that is, the third transmission gear 232.

That is, when the shift clutch 215 is operated, the rotational force of the first rotation shaft 211 is transmitted to the high gear 213 by the shift clutch 215, and the rotational force of the high gear 213 is transmitted to the second rotational force of the second rotation unit. It is transmitted to the third transmission gear 232 of the third rotating part through the transmission gear 223. At this time, the rotation speed of the second rotation shaft 221 by the second transmission gear 223 is faster than the rotation speed of the second rotation shaft 221 by the first transmission gear 222, so the first transmission gear ( The low gear 212 engaged and rotated by 222 is rotated in an idling state with respect to the first rotation shaft 211 by the one-way clutch 214.

As shown in FIGS. 2 to 3 and 7, the third rotating part 230 includes a third transmission gear 232 installed so that one side engages with the second transmission gear 223 of the second rotating part, The third transmission gear 232 is integrally connected and installed and supported by a bearing on the housing part 240 so as to be parallel to the second rotation axis 221, and the third rotation axis to which the driving rotor 310 of the power transmission unit 300 is coupled. Includes (231).

The third rotating unit 230 configured as described above is configured such that the rotational force generated by the low-stage gear 212 of the first rotating unit or the rotating force generated by the high-stage gear 213 is transmitted to the third rotating unit through the second transmission gear 223 of the second rotating unit. It is transmitted to the transmission gear 232, and the rotational force of the third transmission gear 232 is transmitted to the driving rotor 310 of the power transmission unit 300 through the third rotation shaft 231.

As shown in FIGS. 1 to 3, the two-stage transmission unit 200 configured as above has first, second, and third rotation parts (210, 220, and 230) installed in the housing 240, and a shift clutch 215 of the first rotation part. is installed to be located outside the housing 240.

The power transmission unit 300 transmits the driving force of the drive motor unit 100, which is decelerated by the two-speed transmission unit 200, to the wheel shaft 410 to rotate the wheel 400. As shown in 1, the driving rotating body 310 is fixedly installed on the third rotating shaft 231 of the third rotating part, the driven rotating body 320 is fixedly installed on the wheel axis 410, and the driving rotating body 310 A connecting body 330 is connected to and installed on the driven rotating body 320, so that the rotational driving force of the driving motor unit 100, which is decelerated by the two-speed transmission 200, is transmitted to the wheel 400.

At this time, the power transmission unit 300 may be of a chain and sprocket type, or may be of a pulley and belt type, and is preferably of a chain and sprocket type.

That is, the power transmission unit 300 is composed of a driving rotor 310 and a driven rotor 320 made of sprockets, and the connecting body 330 is composed of a chain, so that the driving force of the driving rotating body is transmitted to the middle rotating body by the connecting body. It can be configured to be delivered as a whole.

In addition, the power transmission unit 300 includes a driving rotor 310 and a driven rotor 320 composed of pulleys, and the connecting body 330 is composed of a belt, so that the driving force of the driving rotating body is connected to the connecting body 330. It can be configured to be delivered to the Middle East rotation body.

The power transmission unit 300 configured as described above can vary the separation distance and direction of the wheel axis 410 with respect to the third rotation axis 231 of the two-speed transmission unit 200 by simply adjusting the length of the connecting body 330. Since it can be changed and applied, the drive motor unit 100, the two-speed transmission unit 200, and the power transmission unit 300 can be arranged more efficiently.

The power transmission device for an electric vehicle of the present invention configured as described above is applicable not only to two-wheeled vehicles, but also to three-wheeled, inverted three-wheeled, and four-wheeled types of electric vehicles (including scooters, motorcycles, bicycles, etc.), general electric vehicles, rear wheels, wheelchairs, etc. It can be applied to various fields such as baby strollers, mobile robots, etc.

Driving at low speed (shift clinch not working - deceleration)

When the rotational speed of the first rotation shaft is rotated at a low speed by the drive motor unit to be less than the shift point (operation point of the shift clutch - for example, the wheel output speed of 30 km/h), the driving force of the drive motor unit is that of the first rotation unit. 1st rotation shaft → low gear of the 1st rotation section → 1st transmission gear of the 2nd rotation section → 2nd rotation shaft of the 2nd rotation section → 2nd transmission gear of the 2nd rotation shaft → 3rd transmission gear of the 3rd rotation section → 3rd transmission gear of the 3rd rotation section It is transmitted to the third rotating shaft → the driving rotor of the power transmission unit → the connecting body of the power transmission unit → the driven rotor of the power transmission unit, and the wheel axle is rotationally driven, so that the wheel rotates at a low speed and travels.

High-speed driving (shift clinch operation - speed increase)

When the rotational speed of the first rotation shaft is rotated at a high speed higher than the shift point (operation point of the shift clutch - for example, wheel output speed of 30 km/h) by the drive motor unit, the driving force of the drive motor unit is the first rotation speed of the first rotation unit. Rotation shaft → Shift clutch → High gear of the 1st rotation section → 2nd transmission gear of the 2nd rotation shaft → 3rd transmission gear of the 3rd rotation section → 3rd rotation shaft of the 3rd rotation section → Drive rotation body of the power transmission section → Connector of the power transmission section → It is transmitted to the driven rotor of the power transmission unit and the wheel axle is rotated, so that the wheel rotates at high speed and travel is achieved.

In addition, during high-speed driving, the low gear of the first rotating part is rotated by the first transmission gear connected to the second rotation shaft, but the gear ratio (reduction ratio) of the low gear and the first transmission gear is the gear ratio of the high gear and the second transmission gear. (reduction ratio), the rotational force transmitted to the first rotation shaft through the high gear is greater than the rotational force transmitted to the first rotation shaft through the low gear, and the low gear is idling with respect to the first rotation shaft by a one-way clutch. A state is achieved. That is, the driving force of the drive motor unit is transmitted to the second transmission gear only through the high gear by the shift clutch.

The present invention is not limited to the specific preferred embodiments described above, and various modifications can be made by anyone skilled in the art without departing from the gist of the invention as claimed in the claims. Of course, such changes fall within the scope of the claims.

In addition, the terms described in the present invention are intended to distinguish one component from another component and aid understanding of the present invention, and therefore the components of the present invention are not limited by the described terms.

(100): Drive motor unit (200): Two-step transmission unit
(210): 1st rotation part (211): 1st rotation axis
(212): Low gear (212a): Gear boss
(212b): Gear body (213): High gear
(213a): 1st boss (213b): 2nd boss
(213c): Gear body (214): One-way clutch
(214a): Clutch boss (214b): Clutch rotor
(214c): Roller (214d): Clutch plate
(215): Shift clutch (216,218): Bearing
(217): Oil seal (220): Second rotating part
(221): 2nd rotation shaft (222): 1st transmission gear
(223): 2nd transmission gear (230): 3rd rotating part
(231): Third rotation shaft (232): Third transmission gear
(240): Housing part (300): Power transmission part
(310): Driving rotor (320): Driven rotor
(330): Connector (400): Wheel
(410): Wheel axle (500): Vehicle frame
(800): Power transmission device

Claims (8)

Drive motor unit; A two-speed transmission unit connected to the drive motor unit; Including a two-speed transmission and a power transmission unit connected to the wheels,
The two-speed transmission unit includes a first rotating unit in which the drive motor unit is spline shaft coupled to the first rotating shaft and a low gear and a high gear are connected to the first rotating shaft, the low gear of the first rotating section is meshed with the first transmission gear, and the high gear is engaged with the first transmission gear. The gear is meshed with the second transmission gear, and the first and second transmission gears are integrally connected to the second rotation shaft, and the third transmission gear is meshed with the second transmission gear of the second rotation part, and the third transmission gear is connected to the second rotation shaft. It includes a third rotating part in which the third rotating shaft is integrally connected and installed,
The power transmission unit includes a driving rotor that is connected and installed to be rotated integrally with the third rotation shaft, a driven rotor that is connected and installed to be rotated integrally with the wheel axis, and a drive rotor so that the rotational driving force of the driving rotor is transmitted to the driven rotor. A power transmission device for an electric vehicle, characterized in that it includes a connecting body connected to the entire and driven rotating body.
In claim 1;
The first rotating part includes a first rotating shaft through which the driving force of the drive motor unit is transmitted, a one-way clutch on one side of which is integrally connected to the first rotating shaft, and a one-way clutch installed on the other side of the one-way clutch and supported by a bearing on the first rotating shaft. It includes a low gear, a shift clutch on one side connected to the end of the first rotation shaft, and a high gear connected to the other side of the shift clutch and supported by a bearing on the first rotation shaft,
The low-stage gear is meshed with the first transmission gear of the second rotating part, and the high-stage gear is meshed with the second transmission gear of the second rotating part, and the gear ratio (reduction ratio) of the low-stage gear and the first transmission gear is the high-stage gear and the second transmission gear. It is formed to be larger than the gear ratio (reduction ratio) of the 2 transmission gear,
A power transmission device for an electric vehicle, characterized in that low-speed driving is achieved by rotational driving force transmitted through a low gear, and high-speed driving (increased speed driving) is achieved by rotational driving force transmitted through a high gear.
In claim 2;
The one-way clutch includes a clutch boss that is keyed and rotated integrally with the first rotation shaft, a clutch plate that is integrally coupled to the low gear, a clutch rotor bolted to the clutch plate, and a clutch rotor between the clutch boss and the clutch rotor. Including a plurality of rollers arranged,
When the first rotation shaft rotates in one direction (forward or traveling direction), the roller is simultaneously in contact with (locked into) the clutch boss and the clutch rotating body, so that the first rotating shaft, clutch boss, clutch rotating body, and clutch plate rotate as one, and the clutch Due to the rotation of the plate, the low gear rotates in one direction integrally with the first rotation shaft,
When the first rotation shaft rotates in the other direction (reverse or backward direction) or the rotational force of the clutch rotating body is greater than the rotational force of the clutch boss, the contact of the roller with the clutch boss and clutch rotating body is released (released), A power transmission device for an electric vehicle, characterized in that the clutch boss and the clutch rotor are configured to rotate freely relative to each other.
In claim 2;
A power transmission device for an electric vehicle, characterized in that the low gear is supported by a roller bearing on the first rotation shaft.
In claim 2;
The shift clutch is a power transmission device for an electric vehicle, characterized in that it consists of an electronically controlled clutch (EM clutch) or a centrifugal force clutch.
In claim 1 or claim 2;
The second rotating part includes a second rotating shaft, a first transmission gear formed integrally with the second rotating shaft and meshed with the low gearing of the first rotating section, a high gearing gear of the first rotating section, and a first transmission gear integrally connected to the second rotating shaft. It includes a second transmission gear engaged with the third transmission gear of the third rotation part,
The third rotating part includes a third transmission gear installed so that one side engages with the second transmission gear of the second rotating part, and a third rotating shaft to which the third transmission gear is integrally connected and installed and the driving rotor of the power transmission part is coupled. A power transmission device for an electric vehicle, characterized in that.
In claim 1;
The power transmission unit is a power transmission device for an electric vehicle, wherein the driving rotor and the driven rotor are composed of sprockets, the connecting body is composed of a chain, or the driving rotating body and the driven rotating body are composed of pulleys, and the connecting body is composed of a belt.
An electric vehicle characterized by being provided with a power transmission device according to any one of claims 1 to 7.