M440371 五、新型說明： 【新型所層之技術領域】 [0001] 本創作係有關一種電動車二段自動變速機構，尤指 一種在高速狀態時能自動驅轉離合器，並運用單向輻承 過轉速特性，使不同轉速比的二組齒輪組可獨立運轉的 自動變速機構》 【先前技術】 [0002] 由於行的需求，使得代步的機車數量不斷增加，但 • 傳統機車使用汽油為燃料’對能源的耗用與空氣的汙染 產生極為嚴重且負面的傷害；基於環保意識的覺醒及對 環境品質的要求日益升高’因此’政府部門與環保團體 對於不會造成環境危害的電動車，乃挹注了許多的資源 與關注。 電動車的發展已有十數年的歷程，其動力源係由電 池供電給電動馬達所造成’ 一般習知的電動車係僅以一 固定減速比的變速箱將電動馬達的動力輸出，由於缺少 變換稽數的功能，對於各種不同的行車狀況，電動車常 無法適時提供適當之驅動力，特別是在啟動、爬坡路段 ，與上路後平順路段，不同的扭力需求，卻只能依賴電 池以輪出不同的功率來改變電動馬達的輸出動力，也因 此吊造成電池超出其負荷而減低其使用壽命；為了克服 上述問題，許多電動車業考多以提升電池的規格與性能 來因應；不過受限於放置電池的空間及電池所應提供的 續航力上項努力並不能有效解決不同路況的扭力需求 1012020831-0 1012062^ 單編號A0101 [0004]M440371 此外，圖1所示係習用一種電動車之傳動系統70，其 中傳動箱71 —側設有一馬達72，該馬達72之主軸721帶 動一驅動盤73，再由一皮帶74帶動一傳動盤75及一離合 器76將動力傳至出力軸77 ，出力軸77所接收到的動力會 再經由減速機構78傳動至輸出轴79，再由該輸出軸79來. 驅動車輪（圖未示）。 [0005] 惟查，上揭傳動系統70，其主要係利用皮帶74配合 驅動盤73及傳動盤75成為一所謂的無段變速機構。但因 皮帶74作為動力傳遞元件，其機構傳動效率差，進而使 得馬達72之輸出馬力須增加，如此一來，用電量將提高 ，致使其續航力減少，為其未臻完善之處。 【新型内容】 [0006] 緣是，本創作之主要目的，係在提供一種電動車二 段自動變速機構，其具有不同扭力輸出與轉速比，以因 應不同路況需求，且其係以自動方式在行車過程中達到 二段變速的效果，並運用單向軸承過轉速特性，使不同 轉速比的二組齒輪組可獨立運轉的自動變速機構，使其 在變速過程中不會產生干擾。 [0007] [0008] [0009] 本創作又一目的，則在提供一種種電動車二段自動 變速機構，其具有較佳的傳動效率，可節省馬達的電能 需求，進而提高電動車續航力之功效增進。 為達上述目的，本‘作採取的技術手段，包含： 一變速箱殼體，包括一外殼及一内殼，以容置所需 之變速構件； 10120629#單編號 A〇101 第6頁/共27頁 1012020831-0 M440371 [0010] 一馬達，係固設於該變速箱殼體之外側，其設有一 馬達殼體、一迴轉件及一輸入軸； [0011] 一傳動軸、一輸出轴，與前述之輸入轴，三支軸係 個別在該變速箱殼體内樞轉； [0012] 一第一齒輪及一第二齒輪，具有不同齒數，係分別 樞設與嵌套在該輸入軸上； [0013] 一第一單向齒輪及一第二單向齒輪，其内孔座分別 套設一單向軸承，且該單向軸承係個別嵌套在該傳動轴 ® 上，該第一單向齒輪與該第一齒輪嚙合，其二者具有較 大齒數比，該第二單向齒輪與該第二齒輪嚙合，其二者 具有較小齒數比； [0014] 一第三齒輪及一第四齒輪，兩者相互嚙合，且分別 喪套在該傳動軸上與該輸出軸上； [0015] 一離合器，包含一驅動件及一被驅動件，該驅動件 卡制在該輸入軸上，該被驅動件則樞設在該輸入軸上並 • 與該第一齒輪固結連動； [0016] 藉此，當馬達處於較低轉速狀態，其輸入軸係帶動 第二齒輪、第二單向齒輪、傳動軸、第三齒輪、第四齒 輪後，將較小的轉速比傳遞給輸出軸；又，當馬達達到 較高轉速時，將促使離合器之驅動件與被驅動件形成結 合狀態，則輸入軸會驅轉離合器以帶動第一齒輪、第一 單向齒輪、傳動軸、第三齒輪、第四齒輪後，將較大的 轉速比傳遞給輸出轴，而獲得二段式自動變速的效果。 [0017] 藉助上揭技術手段，本創作相較於習用之電動車傳 10120629#單編號 A〇101 第 7 頁 / 共 27 胃 1012020831-0 M440371 [⑻ 18] [0019] [0020] [0021] [0022] 動系統，具有變速時第一段及第二段不會相互干擾，且 傳動效率高而得以提升續航力之功效增進。 【實施方式】 首先，請參閱圖2〜圖9所示，本創作之一可行實施 例包含有： 一變速箱殼體20，包括一外殼21及一内殼22，該内 、外殼21/22以數支螺絲23予以鎖固，其所形成之容置空 間24，用以容置所需之變速構件；該外殼21相關位置處 設有第一軸孔211、第一軸座212、第二轴孔213、第二 軸座214、及第三軸座215 ;該内殼22於對應該外殼21之 相關位置處設有第四軸座221、第五軸座222、及第六軸 座223 ;前述之各軸座則個別嵌入一滚珠軸承15。 一馬達10，包括一馬達殼體11、一迴轉件12、及一 輸入軸13，係以數支螺絲14鎖固於該變速箱殼體20之外 側，該馬達殼體11設有一第七軸座111，用以嵌入一滾珠 轴承15，該輸入抽13—端敌入該第七軸座111之滾珠軸承 15内，另一端則穿過該外殼21後，嵌入該第四軸座221之 滾珠轴承15内，且另該輸入軸13可在該變速箱殼體20内 極轉。 一傳動轴41，其兩端分別嵌入該第二軸座214及該第 五軸座222之滚珠轴承15内，且另該傳動軸41可在該變速 箱殼體20内樞轉。 一輸出軸51，其一端嵌入該第三轴座215之滾珠軸承 15内，另一端穿過該第六軸座223後，與外部構件連接以 10120629#單编號 A〇101 第8頁/共27頁 1012020831-0 M440371 輸出其動力，且另該輸出軸51可在該變速箱殼體2〇内柩 轉。 [0023] 一第一齒輪31，在本實施例中其外緣設有25齒之螺 旋齒，其兩側各裝設一滾珠軸承15後嵌入該輸入軸13， 使其可在該輸入軸13上樞轉；_第二齒輪32，在本實施 例中其外緣設有15齒之螺旋齒，其内緣設有鍵槽，且令 該輸入軸13之相對應位置設有鍵槽，使該第二齒輪32嵌 套入該輸入軸13後，可鍵結在該輸入軸13上旋轉，以上 構件之配置如圖3所示。 [〇〇24] 一第一單向齒輪42，在本實施例中其外緣設有55齒 之螺旋齒，係與該第一齒輪31互相嚙合，其二者具有較 小齒數比，在本實施例中之齒數比為55/25(其值=2. 2) 其内緣設有第七軸座421，另在該第七轴座“I中央處裝 設一單向軸承44，並在其一側裝設一轴承套45及滾珠軸 承15，在其另一側裝設一滾珠轴承15，如圖8所示；該單 向轴承44係為習用之構件，其動作原理在此不作贅述； φ 惟，該單向轴承44之内緣設有數個軸向凹齒，且令該傳 動軸41之相對應位置設有與之相同數量之軸向凸齒，使 該單向軸承44嵌套入該傳動軸41後，可卡制在該傳動軸 41上令該第一單向齒輪42作順時針旋轉，但無法作逆時 針旋轉，如圖9所示。 [0025] —第二單向齒輪43 ’在本實施例中其外緣設有65齒 之螺旋齒，係與該第二齒輪32互相响合，其二者具有較 Λ齒數比，在本實施例中之齒數比為65/15(其值=4. 3) ，該第二單向齒輪43之内緣設有第八軸座431，另在該第 声單煸號A〇101 第9頁/共27頁 1012020831-0 101206296 M440371 八轴座431中央處裝設一單向軸承44，並在其一側裝設一 軸承套45及滾珠轴承15 ’在其另一側裝設一滚珠輪私a ’該單向轴承44之内緣設有數個軸向凹齒，且令該傳動 軸41之相對應位置設有與之相同數量之軸向凸齒，使該 單向轴承44嵌套入該傳動轴41後，可卡制在該傳動抽41 上令該第二單向齒輪43作順時針旋轉，但無法作逆時針 旋轉，其機構與動作原理同第一單向齒輪42之所述，如 圖8、圖9所示。 [0026] 由於該第一單向齒輪42與該第一齒輪31嚙合，具有 較小齒數比（2.2)’而該第二單向齒輪43與該第二齒輪 32嚙合，具有較大齒數比（4·3)，是以，當該輪入軸1? 係經由第一齒輪31 '第一單向齒輪42傳遞給該傳動軸41 時，具有較大之轉速比（〇. 45);當該輸入轴13係經由第 二齒輪32、第二單向齒輪43傳遞給該傳動軸41時，則具 有較小之轉速比（0.23);亦即經由第一齒輪31、第一單 向齒輪42之途徑，傳動轴41的轉速將大於經由第二齒輪 32、第二單向齒輪43的傳遞途徑；是以，本創作係經由 兩組不同的齒輪嚙合來提供兩段不同的輸出轉速。 一第三齒輪46，其外緣設有螺旋齒，其内緣設有數 個轴向凹齒，且令該傳動轴41之相對應位置設有與之相 同數量之軸向ώ齒’使該第三齒輪46嵌·套入該傳動軸41 後，可卡制在該傳動袖41上旋轉；一第四齒輪52 ’其外 緣設有螺旋齒，該第四齒輪52内緣設有鍵槽，且令該輸 出軸51之相對應位置設有鍵槽’使該第四齒輪52後套入 該輸出轴51後’可鍵结在3亥輸出轴51上旋轉’ 3亥第四齒 1012020831-0 轟單编號Α010丨 第10頁/共27頁 10120629^ M440371 [0028] 輪52係與该第三齒輪46之外緣互相响合，俾以傳遞該傳 動轴41的動力給該輸出轴51，以上構件之配置如圖3所示 ，且前述全部齒輪外緣配置螺旋齒其齒型如圖7所示β 一離合器60，包括一驅動件61及一被驅動件62，該 驅動件61之内緣設有一卡制孔611，其外緣設有數個壓板 612 ’每一壓板612上黏貼一片來令片613 ;該被驅動件 62係由摩擦板621與側板622所構成之u型構件，其側板 622中央有一結合孔623，且該側板622上設有數個螺栓 • • 孔624 ;前述之第一齒輪31，其侧邊設有數個螺絲孔3U 及一向外凸設之凸環312 ,且令該第一齒輪31之凸環312 穿入該被驅動件62之結合孔623，並以數支螺絲鎖固其相 互對應之螺栓孔624與螺絲孔311，使該被驅動件62與該 第一齒輪31在該輸入軸13得以相互連動而旋轉；一固定 環63設有一卡制塊631，其中心為一軸孔632 ;令該固定 環63嵌入該輸入軸13，且其卡制塊631嵌入該驅動件61 之卡制扎611内，則該驅動件61可因該固定環63的卡制而 隨著該輸入軸13旋轉；當馬達10轉動該輸入轴13至某一 高速時，該驅動件61之壓板612將因離心力之作用被甩出 ，使該來令片613頂住該被驅動件62之摩擦板621内緣， 進而使被驅動件62及該第一齒輪31 一起被驅動件61所驅 動；所述如圖4、圖5、與圖6所示。 [0029] 又，本創作中為使齒輪得以定位旋轉，特別在該固 定環63與該第一齒輪31間，及該第一齒輪31與該第二齒 輪32間，個別裝設一軸套35 ,使相關構件在該輸入軸^ 上不會有轴向之移動。 10120629#單編號A01(H 第11頁/共27頁 1012020831-0 [0030]M440371 [0031] [0032] [0033] 藉此，當馬達10處於較低轉速狀態，其輸入軸13係 帶動第二齒輪32、第二單向齒輪43、傳動軸41、第三齒 輪46、第四齒輪52後，將較小的轉速比0. 23傳遞給該輸 出軸51，其傳動路徑（I)如圖3A所示；又，當馬達10達 到較高轉速時，將促使離合器60之驅動件61與被驅動件 62形成結合狀態，則輸入軸13係經由離合器60帶動第一 齒輪31、第一單向齒輪42、傳動軸41、第三齒輪46、第 四齒輪52後，將較大的轉速比0.45傳遞給該輸出軸51， 其傳動路徑（II)如圖3B所示，因而獲得兩種不同轉速比 的輸出。 由於單向軸承44具有過轉速的特性，亦即輸入轉速 大於輸出轉速時，其單向軸承44之内環體與外環體會獨 立運轉，因此，在高速狀態時，由該離合器60驅動該第 一齒輪31、第一單向齒輪42，該傳動軸41係在較高的轉 速下運轉；惟此時，該輸入軸13仍然帶動第二齒輪32、 及第二單向齒輪43旋轉，但因該第二單向齒輪43傳遞給 傳動軸41的轉速遠低於自第一單向齒輪42傳遞該傳動軸 41的轉速，因此裝置在第二單向齒輪43内緣的單向軸承 44將作動其過轉速特性，使該第二單向齒輪43與該傳動 軸41脫離連動而空轉，而使本創作獲得二段式自動變速 的效果。 上揭之齒數比及轉速比僅係較佳可行實施例的說明 ，並非用以限制本創作之範圍。 本創作藉助上揭技術手段，即可在不同路況需求下 ，提供不同扭力輸出與轉速比；且於行車過程中，當馬 第12頁/共27頁 1012020831-0 M440371 達進入高速轉動狀態，其離合器將自動驅轉較高轉速比 之齒輪組，而達到自動變速k效果。 [0034] 且本創作相較於習用傳動系統，具有如下之功效增 進： [0035] 1.本創作以二個單向齒輪42、43設置在同一傳動軸 41的設計，充分利用「過轉速」的特性及搭配離合器60 ，來達到二段式自動變速，使其在變速之間不會相互干 擾，可確保運轉順暢之功效增進。 [0036] 2.本創作係以齒輪傳動來達到自動變速，而齒輪傳 動的效率高於皮帶乃為機構設計之基本原理及特性，因 此本創作可獲得較佳的傳動效率，所以可降低馬達10的 輸出馬力，也就是可節省電動車最寶貴的電源，如此一 來即可增加電動車的續航力，進而提升電動車的實用價 值0 [0037] 综上所述，本創作所揭示之構造，為昔所無，且確 能達到功效之增進，並具可供產業利用性，完全符合新 型專利要件，祈請貴審查委員核賜專利，以勵創新，無 任德感。 [0038] 惟，上述所揭露之圖式、說明，僅為本創作之較佳 實施例，大凡熟悉此項技藝人士，依本案精神範疇所作 之修飾或等效變化，仍應包括在本案申請專利範圍内。 【圖式簡單說明】 [0039] 圖1係習用電動車動力傳動系統示意圖。 圖2係本創作較佳實施例之立體圖。 10120629#單編號 A〇101 第13頁/共27頁 1012020831-0 M440371 圖3係本創作較佳實施例之剖視圖。 圖3A本創作較佳實施例低速狀態傳動路徑之示意圖。 圖3B本創作較佳實施例高速狀態傳動路徑之示意圖。 圖4係本創作較佳實施例之離合器分解圖。 圖5係本創作較佳實施例之離合器組合剖視圖。 圖6係本創作較佳實施例之離合器側面剖視圖。 圖7係本創作較佳實施例之螺旋齒輪立體圖。 圖8係本創作較佳實施例之單向齒輪組合剖視圖。 圖9係本創作較佳實施例之單向齒輪側面剖視圖。 【主要元件符號說明】M440371 V. New description: [Technical field of new layer] [0001] This creation is about a two-stage automatic transmission mechanism for electric vehicles, especially one that can automatically drive the clutch at high speed and use one-way radiation. Speed characteristics, automatic shifting mechanism that allows two sets of gear sets with different speed ratios to operate independently. [Prior Art] [0002] Due to the demand of the line, the number of locomotives is increasing, but • Traditional locomotives use gasoline as fuel. Energy consumption and air pollution cause extremely serious and negative damage; environmental awareness-based awakening and environmental quality requirements are increasing. Therefore, government departments and environmental groups are concerned about electric vehicles that do not cause environmental hazards. A lot of resources and attention. The development of electric vehicles has been going on for more than a decade, and its power source is caused by battery power supply to electric motors. [Generally known electric vehicles only use a gearbox with a fixed reduction ratio to output the power of the electric motor. The function of changing the number of counts, for a variety of different driving conditions, electric vehicles often can not provide appropriate driving force in a timely manner, especially in the start-up, climbing section, and smooth road after the road, different torque requirements, but can only rely on the battery to Different powers are used to change the output power of the electric motor, which also causes the battery to exceed its load and reduce its service life; in order to overcome the above problems, many electric vehicle industry tests to improve the specifications and performance of the battery; Limited to the space where the battery is placed and the endurance of the battery. The above efforts cannot effectively solve the torque demand of different road conditions. 1012020831-0 1012062^ Single number A0101 [0004] M440371 In addition, Figure 1 shows a transmission of an electric vehicle. System 70, wherein a side of the gearbox 71 is provided with a motor 72, and a spindle 721 of the motor 72 drives a drive plate 73 Then, a belt 74 drives a drive plate 75 and a clutch 76 to transmit power to the output shaft 77. The power received by the output shaft 77 is further transmitted to the output shaft 79 via the speed reduction mechanism 78, and then the output shaft 79 is used. Drive the wheels (not shown). [0005] However, it is found that the transmission system 70 is mainly used to cooperate with the drive plate 73 and the drive plate 75 by the belt 74 to become a so-called stepless speed change mechanism. However, since the belt 74 is used as the power transmission element, the mechanism transmission efficiency is poor, and the output horsepower of the motor 72 must be increased. As a result, the power consumption will increase, resulting in a decrease in endurance, which is an improvement. [New content] [0006] The main purpose of this creation is to provide an electric vehicle two-stage automatic shifting mechanism with different torque output and speed ratio to meet different road conditions, and it is automatically The effect of the two-stage shifting is achieved during the driving process, and the one-way bearing over-speed characteristic is utilized to enable the two-speed gear set of different speed ratios to independently operate the automatic shifting mechanism so that it does not cause interference during the shifting process. [0008] [0009] [0009] Another object of the present invention is to provide a two-stage automatic shifting mechanism for an electric vehicle, which has better transmission efficiency, can save power demand of the motor, and thereby improve the endurance of the electric vehicle. enhance. In order to achieve the above object, the technical means adopted herein comprises: a gearbox housing comprising a casing and an inner casing for accommodating the required shifting members; 10120629#单编号A〇101 Page 6 of 27 pages 1012020831-0 M440371 [0010] A motor is fixed on the outer side of the gearbox housing, and is provided with a motor housing, a rotating member and an input shaft; [0011] a drive shaft, an output shaft, And the input shaft, the three shafts are individually pivoted in the transmission housing; [0012] a first gear and a second gear having different numbers of teeth are respectively pivoted and nested on the input shaft [0013] a first one-way gear and a second one-way gear, wherein the inner hole seat is respectively sleeved with a one-way bearing, and the one-way bearing is individually nested on the transmission shaft®, the first single Engaging a gear with the first gear, both of which have a larger gear ratio, the second one-way gear meshes with the second gear, both of which have a smaller gear ratio; [0014] a third gear and a first a four gear, the two mesh with each other, and are respectively smothered on the transmission shaft and the output shaft; [0015] a clutch includes a driving member and a driven member, the driving member is clamped on the input shaft, and the driven member is pivoted on the input shaft and coupled to the first gear to be fixed; [0016] Thereby, when the motor is in a lower speed state, the input shaft drives the second gear, the second one-way gear, the transmission shaft, the third gear, and the fourth gear, and transmits a smaller speed ratio to the output. The shaft; in addition, when the motor reaches a higher speed, the driving member of the clutch is brought into a combined state with the driven member, and the input shaft drives the clutch to drive the first gear, the first one-way gear, the transmission shaft, and the third After the gear and the fourth gear, a large speed ratio is transmitted to the output shaft, and the effect of the two-stage automatic shifting is obtained. [0017] With the above-mentioned technical means, the present invention is compared with the conventional electric vehicle transmission 10120629# single number A〇101 page 7 / total 27 stomach 1012020831-0 M440371 [(8) 18] [0019] [0020] [0022] The moving system has the advantages that the first stage and the second stage do not interfere with each other when the shifting is performed, and the transmission efficiency is high to improve the endurance. [Embodiment] First, referring to FIG. 2 to FIG. 9, one possible embodiment of the present invention includes: a gearbox housing 20 including a casing 21 and an inner casing 22, the inner casing 21/22 The plurality of screws 23 are locked, and the accommodating space 24 is formed for accommodating the required shifting member; the first shaft hole 211, the first shaft seat 212, and the second portion are disposed at relevant positions of the outer casing 21 The shaft hole 213, the second shaft seat 214, and the third shaft seat 215; the inner casing 22 is provided with a fourth shaft seat 221, a fifth shaft seat 222, and a sixth shaft seat 223 at corresponding positions corresponding to the outer casing 21. Each of the aforementioned axle seats is individually embedded in a ball bearing 15. A motor 10 includes a motor housing 11, a rotating member 12, and an input shaft 13 fixed to the outside of the transmission housing 20 by a plurality of screws 14 provided with a seventh shaft a seat 111 for inserting a ball bearing 15, the input is drawn into the ball bearing 15 of the seventh shaft seat 111, and the other end passes through the outer casing 21, and the ball of the fourth shaft seat 221 is embedded. Inside the bearing 15, and the input shaft 13 is further rotatable within the transmission housing 20. A drive shaft 41 has two ends embedded in the ball bearing 15 of the second shaft seat 214 and the fifth shaft seat 222, and the drive shaft 41 is pivotable within the gearbox housing 20. An output shaft 51 has one end embedded in the ball bearing 15 of the third shaft seat 215, and the other end passes through the sixth shaft seat 223, and is connected with the external member to 10120629# single number A〇101 page 8 / total On page 27, 1012020831-0 M440371 outputs its power, and the output shaft 51 can be swung in the transmission case 2〇. [0023] A first gear 31, in the embodiment, has a 25-tooth helical tooth on its outer edge, and a ball bearing 15 is mounted on each side thereof and is embedded in the input shaft 13 so as to be on the input shaft 13 The second gear 32 is provided with a 15 tooth helical tooth on the outer edge thereof, a key groove is provided on the inner edge thereof, and a corresponding key position is provided in the corresponding position of the input shaft 13 to enable the first After the two gears 32 are nested in the input shaft 13, the key can be rotated on the input shaft 13, and the configuration of the above components is as shown in FIG. [〇〇24] A first one-way gear 42 is provided with a 55-tooth helical tooth on the outer edge thereof in the present embodiment, and is meshed with the first gear 31, and the two have a smaller gear ratio. In the embodiment, the gear ratio is 55/25 (its value = 2.2). The inner edge is provided with a seventh shaft seat 421, and a one-way bearing 44 is disposed at the center of the seventh shaft seat "I". A bearing sleeve 45 and a ball bearing 15 are disposed on one side thereof, and a ball bearing 15 is disposed on the other side thereof, as shown in FIG. 8; the one-way bearing 44 is a conventional member, and the operation principle thereof is not described herein. φ However, the inner edge of the one-way bearing 44 is provided with a plurality of axial concave teeth, and the corresponding positions of the transmission shaft 41 are provided with the same number of axial convex teeth, so that the one-way bearing 44 is nested. After entering the transmission shaft 41, the first one-way gear 42 can be rotated on the transmission shaft 41 to rotate clockwise, but cannot be rotated counterclockwise, as shown in Fig. 9. [0025] - second one-way The gear 43' is provided with a 65-tooth helical tooth on the outer edge of the present embodiment, and the second gear 32 is coupled to the second gear 32, and both have a gear ratio, which is in the embodiment. The number ratio is 65/15 (its value = 4.3), the inner side of the second one-way gear 43 is provided with an eighth shaft seat 431, and the first sound singular number A 〇 101 page 9 of 27 Page 1012020831-0 101206296 M440371 A one-way bearing 44 is mounted at the center of the eight-shaft seat 431, and a bearing sleeve 45 and a ball bearing 15' are mounted on one side thereof. A ball wheel is mounted on the other side. The inner edge of the one-way bearing 44 is provided with a plurality of axial concave teeth, and the corresponding positions of the transmission shaft 41 are provided with the same number of axial convex teeth, so that the one-way bearing 44 is nested into the transmission shaft 41. Thereafter, the second one-way gear 43 is rotated clockwise on the transmission pumping 41, but cannot be rotated counterclockwise, and the mechanism and the operating principle are the same as those of the first one-way gear 42, as shown in FIG. As shown in Fig. 9. Since the first one-way gear 42 meshes with the first gear 31, it has a smaller gear ratio (2.2)' and the second one-way gear 43 meshes with the second gear 32. Having a larger gear ratio (4.3), so that when the wheeled shaft 1 is transmitted to the drive shaft 41 via the first gear 31' first one-way gear 42, the speed is relatively large. (〇. 45); when the input shaft 13 is transmitted to the transmission shaft 41 via the second gear 32 and the second one-way gear 43, there is a smaller rotational speed ratio (0.23); that is, via the first gear 31. The way of the first one-way gear 42, the rotation speed of the transmission shaft 41 will be greater than the transmission path via the second gear 32 and the second one-way gear 43; therefore, the creation provides two sections via two different gear meshes. The third gear 46 has a spiral tooth on its outer edge, a plurality of axial concave teeth on the inner edge thereof, and the same position of the drive shaft 41 is provided with the same number of axial turns. After the tooth gear 'embeds the third gear 46 into the transmission shaft 41, it can be locked and rotated on the transmission sleeve 41; a fourth gear 52' has a spiral tooth on its outer edge, and the inner edge of the fourth gear 52 A keyway is provided, and a corresponding position of the output shaft 51 is provided with a keyway 'after the fourth gear 52 is sleeved into the output shaft 51, and the key can be rotated on the output shaft 51 of the 3H'. 1012020831-0 轰单号Α010丨第10页/Total 27 page 10120629^ M440371 [0028] Wheel 52 and the third gear 46 The edges are coupled to each other, and the power of the transmission shaft 41 is transmitted to the output shaft 51. The configuration of the above components is as shown in FIG. 3, and all the gear outer edges are arranged with helical teeth whose teeth are shaped as shown in FIG. 60, comprising a driving member 61 and a driven member 62, the driving member 61 is provided with a locking hole 611 at the inner edge thereof, and a plurality of pressing plates 612 are disposed on the outer edge of each of the pressing plates 612. The driven member 62 is a u-shaped member composed of a friction plate 621 and a side plate 622. The side plate 622 has a coupling hole 623 in the center thereof, and the side plate 622 is provided with a plurality of bolts • holes 624. The first gear 31 is The side is provided with a plurality of screw holes 3U and a convex ring 312 protruding outwardly, and the convex ring 312 of the first gear 31 is inserted into the coupling hole 623 of the driven member 62, and is locked by a plurality of screws. Corresponding bolt holes 624 and screw holes 311, the driven member 62 and the first gear 31 are rotated in conjunction with each other on the input shaft 13; a fixing ring 63 is provided with a locking block 631 having a shaft hole 632 at the center thereof. The fixing ring 63 is embedded in the input shaft 13, and the clamping block 631 is embedded in the drive In the carding 611 of the movable member 61, the driving member 61 can rotate with the input shaft 13 due to the locking of the fixing ring 63; when the motor 10 rotates the input shaft 13 to a certain high speed, the driving member The pressing plate 612 of 61 will be pulled out by the action of the centrifugal force, so that the inner piece 613 is pressed against the inner edge of the friction plate 621 of the driven member 62, so that the driven member 62 and the first gear 31 are driven together by the driving member 61. Driven; as shown in Figures 4, 5, and 6. [0029] In the present invention, in order to position and rotate the gear, a bushing 35 is separately disposed between the fixing ring 63 and the first gear 31, and between the first gear 31 and the second gear 32. There is no axial movement of the associated member on the input shaft ^. 10120629#单编号A01(H page 11/27 pages 1012020831-0 [0030] M440371 [0033] [0033] Thereby, when the motor 10 is in a lower rotation state, its input shaft 13 is driven by the second After the gear 32, the second one-way gear 43, the drive shaft 41, the third gear 46, and the fourth gear 52, a smaller rotational speed ratio of 0.23 is transmitted to the output shaft 51, and the transmission path (I) is as shown in FIG. 3A. In addition, when the motor 10 reaches a higher rotational speed, the driving member 61 of the clutch 60 is caused to be engaged with the driven member 62, and the input shaft 13 drives the first gear 31 and the first one-way gear via the clutch 60. 42. After the transmission shaft 41, the third gear 46, and the fourth gear 52, a larger rotational speed ratio 0.45 is transmitted to the output shaft 51, and the transmission path (II) is as shown in FIG. 3B, thereby obtaining two different rotational speed ratios. Since the one-way bearing 44 has the characteristics of over-speed, that is, when the input rotational speed is greater than the output rotational speed, the inner ring body and the outer ring body of the one-way bearing 44 operate independently, and therefore, in the high-speed state, the clutch 60 is used. Driving the first gear 31 and the first one-way gear 42, the drive shaft 41 is tied At the same time, the input shaft 13 still drives the second gear 32 and the second one-way gear 43 to rotate, but the rotation speed of the second one-way gear 43 transmitted to the transmission shaft 41 is much lower than that of the second transmission gear 41. A one-way gear 42 transmits the rotational speed of the drive shaft 41, so that the one-way bearing 44 of the device at the inner edge of the second one-way gear 43 will actuate its over-speed characteristic to disengage the second one-way gear 43 from the drive shaft 41. The effect of the two-stage automatic shifting is achieved by the interlocking and idling. The gear ratio and the speed ratio of the above are only the description of the preferred embodiment, and are not intended to limit the scope of the creation. Means, different torque output and speed ratio can be provided under different road conditions; and during the driving process, when the horse is in the high-speed rotation state, the clutch will be automatically driven. The high speed ratio of the gear set achieves the automatic shifting k effect. [0034] The present invention has the following enhancements compared to the conventional transmission system: [0035] 1. The creation is set by two one-way gears 42, 43 In the same The design of the moving shaft 41 fully utilizes the "overspeed" characteristic and the clutch 60 to achieve the two-stage automatic shifting, so that it does not interfere with each other during shifting, and the effect of smooth running can be ensured. [0036] 2 This creation uses gear transmission to achieve automatic shifting, and the efficiency of gear transmission is higher than the basic principle and characteristics of the mechanism design. Therefore, the design can obtain better transmission efficiency, so the output horsepower of the motor 10 can be reduced. That is to save the most valuable power supply of the electric vehicle, so as to increase the endurance of the electric vehicle, thereby improving the practical value of the electric vehicle. [0037] In summary, the structure disclosed in the present creation is nothing. It can indeed achieve the improvement of efficacy, and it can be used for industrial utilization. It fully complies with the new patent requirements. Pray for the review by the review committee to encourage innovation and no sense of morality. [0038] However, the above-mentioned drawings and descriptions are only preferred embodiments of the present invention. Those skilled in the art who are familiar with the art, the modifications or equivalent changes made according to the spirit of the case should still include the patent application in this case. Within the scope. BRIEF DESCRIPTION OF THE DRAWINGS [0039] FIG. 1 is a schematic view of a conventional electric vehicle powertrain system. Figure 2 is a perspective view of a preferred embodiment of the present invention. 10120629#单号 A〇101 Page 13 of 27 1012020831-0 M440371 Figure 3 is a cross-sectional view of a preferred embodiment of the present invention. 3A is a schematic diagram of a transmission path of a low speed state in the preferred embodiment of the present invention. Figure 3B is a schematic illustration of the high speed state transmission path of the preferred embodiment of the present invention. Figure 4 is an exploded view of the clutch of the preferred embodiment of the present invention. Figure 5 is a cross-sectional view of the clutch assembly of the preferred embodiment of the present invention. Figure 6 is a side cross-sectional view of the clutch of the preferred embodiment of the present invention. Figure 7 is a perspective view of a helical gear of the preferred embodiment of the present invention. Figure 8 is a cross-sectional view of the one-way gear assembly of the preferred embodiment of the present invention. Figure 9 is a side cross-sectional view of the one-way gear of the preferred embodiment of the present invention. [Main component symbol description]
[0040] 10 : 馬達 11 ： 馬達殼體 111 :第七軸座 12 : 迴轉件 13 : 輸入轴 14 : 螺絲 15 : 滚珠軸承 20 ： 變速箱殼體 21 ： 外殼 211 :第一軸孔 212 ：第一軸座 213 :第二軸孔 214 :第二軸座 215 •第三軸座 22 ： 内殼 221 :第四轴座 10120629^^^^ A0101 第14頁/共27頁 1012020831-0 M440371 222 :第五軸座 223 :第六軸座[0040] 10 : Motor 11 : Motor housing 111 : Seventh shaft seat 12 : Swing member 13 : Input shaft 14 : Screw 15 : Ball bearing 20 : Transmission case 21 : Housing 211 : First shaft hole 212 : A shaft seat 213: second shaft hole 214: second shaft seat 215 • third shaft seat 22: inner casing 221: fourth shaft seat 10120629^^^^ A0101 page 14/total 27 pages 1012020831-0 M440371 222: Fifth axle seat 223: sixth axle seat
23 ： 螺絲 24 ： 容置空間 31 ： 第一齒輪 311 : 螺絲孔 312 ： 凸環 32 ： 第二齒輪 35 : 軸套 41 ： 傳動軸 42 ： 第一單向齒輪 421 ： 第七轴座 43 ： 第二單向齒輪 431 ： 第八軸座 44 ： 單向軸承 45 ： 軸承套 46 ： 第三齒輪 51 ·· 輸出軸 52 ： 第四齒輪 60 ： 離合器 61 ： 驅動件 10120629#早編號 611 :卡制孔 612 :壓板 613 :來令片 62 :被驅動件 621 :摩擦板 A0101 第15頁/共27頁 1012020831-0 M440371 622 ： 側板 623 : 結合孔 624 : 螺栓孔 63 ： 固定環 631 ： 卡制塊 632 : 軸孔23 : Screw 24 : Housing space 31 : First gear 311 : Screw hole 312 : Convex ring 32 : Second gear 35 : Bushing 41 : Drive shaft 42 : First one - way gear 421 : Seventh shaft seat 43 : Two-way gear 431 : Eightth axle seat 44 : One-way bearing 45 : Bearing sleeve 46 : Third gear 51 · · Output shaft 52 : Fourth gear 60 : Clutch 61 : Drive 10120629 # Early No . 611 : Card hole 612: platen 613: guide piece 62: driven member 621: friction plate A0101 page 15 / total 27 pages 1012020831-0 M440371 622 : side plate 623 : coupling hole 624 : bolt hole 63 : fixing ring 631 : snap block 632 : Shaft hole
10120629产單编號 A〇101 第16頁/共27頁 1012020831-010120629 Production Order No. A〇101 Page 16 of 27 1012020831-0