TWM629384U - Three-stage transmission mechanism - Google Patents

Abstract

This creation refers to a three-stage speed change mechanism, which is composed of a drive group, an input group and an output group in a casing, wherein the input group has a transmission shaft that can be driven by the drive group. An initial transmission wheel is arranged in the middle section of the transmission shaft, and a first speed change group and a second speed change group are respectively arranged on both sides of the initial transmission wheel, and the output group has an output shaft, and the output shaft is provided with a supply The initial drive wheel and the initial driven wheel and the first and second speed change wheels meshed with the first and second speed change groups, and the initial driven wheel and the first speed change gear train respectively pass through a first one-way bearing and a second one-way bearing. The bearing is arranged on the output shaft, so that it can produce a three-stage speed change function. Since the first and second one-way bearings are one-way elements that are driven in the same direction, the speed of speed change switching can be accelerated to achieve a more stable and smooth, The first and second speed change groups are arranged on both sides of the transmission shaft, so that the structure is simple and the convenience of installation and maintenance can be improved.

Description

Three-stage transmission mechanism

This creation belongs to the field of speed change technology, and specifically refers to a three-stage speed change mechanism, which can achieve three-stage speed change through a simple structure, so as to effectively establish power transmission and increase torque, and further achieve power connection through structural configuration, The purpose of easy maintenance makes the gear change smooth and time-saving during assembly and maintenance.

Press, the power source of the existing electric vehicle mainly comes from the electric motor, so it uses the increase or decrease of the speed of the electric motor to change the speed, but it often has the problem of insufficient torque at low speed, especially the electric vehicle is limited by the volume and available space. Therefore, the existing electric scooters are mainly used for short-distance and flat roads in urban areas. Generally speaking, when driving at low speed, the efficiency of maintaining the motor speed at 1000-2000rpm is better. However, when the electric scooter needs to run at high speed, the motor speed will be increased to higher than 2000rpm, but this will reduce the efficiency of the motor. Therefore, the best solution is to use the speed change mechanism to maintain the motor at 1000-2000rpm, and make the output shaft The speed of the driven output wheel is increased to above 2000rpm;

The existing speed change mechanism mainly has two types, one is the gear transmission, which has better efficiency in speed change switching, but its structure is complex, not only high cost, but also inconvenient to maintain. Acceleration or deceleration creates a hesitation. The second is the Continuously Variable Transmission (CVT), although it can simplify the structure, reduce costs and facilitate maintenance, but the efficiency of shifting is not good. In short, the existing transmission mechanisms have problems such as overly complex structure, increased difficulty in maintenance or replacement, and poor transmission efficiency, resulting in insufficient torque, insufficient variable stages and insufficient reliability in actual use of the existing transmission mechanisms. Therefore, how to solve the above-mentioned problems is what the industry and users expect, and it is also what this creation intends to explore.

In view of the above-mentioned shortcomings and needs, the creator believes that it is necessary to correct it, so with years of experience in related technologies and product design and manufacturing, upholding the good design concept, research and creation for the above shortcomings, after continuous efforts, Finally, a three-stage speed change mechanism was successfully developed, so as to overcome the troubles and inconveniences caused by the aforementioned problems.

Therefore, the main purpose of this creation is to provide a three-stage speed change mechanism, which can effectively simplify the structure, and use its structural configuration to effectively reduce the difficulty of assembly and maintenance, facilitate maintenance and replacement, and save time and effort. effect.

In addition, the second main purpose of this creation is to provide a three-stage shifting mechanism, which can have three-stage shifting, and the power can be directly connected during shifting, so as to achieve the purpose of speeding up the shifting speed and reliability.

In addition, another main purpose of this creation is to provide a three-stage speed change mechanism, which can make the speed change process smooth and without frustration, and achieve the purpose of stable and comfortable speed change switching.

Based on this, this creation is mainly through the following technical means to achieve the aforementioned purpose and its effects, including:

a drive group, which has an electric motor, and the output shaft of the electric motor has a drive wheel for driving the input group described later;

An input group has a transmission shaft that can be driven by the driving wheel, an initial transmission wheel is arranged in the middle of the transmission shaft, and a first speed change group and a second speed change group are respectively provided on both sides of the initial transmission wheel, wherein The first transmission group is provided with a first clutch on the transmission shaft, and the first clutch is provided with a first transmission wheel on the transmission shaft that can be selectively driven, and the second transmission group on the other side is connected to A second clutch is arranged on the transmission shaft, and the second clutch is arranged on the transmission shaft with a second transmission wheel that can be selectively driven;

An output group has an output shaft parallel to the axis of the transmission shaft of the input group, and the middle section of the output shaft is provided with an initial driven wheel for meshing with the initial driving wheel, and a first transmission wheel is respectively provided on both sides of the initial driven wheel and a second transmission wheel, wherein the first transmission gear train meshes with the first transmission wheel, and the second transmission gear train meshes with the second transmission wheel, and the initial driven gear train passes through a first single The direction bearing is arranged on the output shaft, and the first transmission gear train is arranged on the output shaft through a second one-way bearing, wherein the first one-way bearing and the second one-way bearing are driven in the same direction. the one-way element, and the speed generated by the gear ratio of the first transmission wheel and the first transmission wheel of the first speed change group is higher than the speed generated by the gear ratio of the initial transmission wheel and the initial driven wheel, and the The rotation speed generated by the gear ratio of the second transmission wheel of the second transmission group to the second transmission wheel is also higher than the rotation speed generated by the gear ratio of the initial transmission wheel to the original driven wheel.

Therefore, in the three-stage speed change mechanism of the present invention, in addition to the three-stage speed change function produced by the present invention, the first one-way bearing of the initially driven wheel and the second one-way bearing of the first speed change wheel are in the same direction The one-way element of the drive is bitten, which can cause its power to be continuously connected and output during the shifting process, which can not only speed up the shifting speed, but also achieve a smoother and smoother shift without causing a sense of frustration. The middle section of the transmission shaft of the group is provided with an initial transmission wheel, and the transmission shaft is respectively provided with a first speed change group and a second speed change group on both sides of the initial transmission wheel. The first and second speed change groups are arranged on both sides of the transmission shaft, which is not only simple in structure, but also can be carried out by opening the first and second end covers on both sides of the casing when assembling, disassembling and maintaining, without the need for adjustment. It can be disassembled, which greatly improves the convenience of installation and maintenance, and further greatly improves its practicability and realizes its economic benefits.

And this creation and use of the following technical means to further achieve the aforementioned purposes and effects; such as:

The drive group, the input group and the output group are assembled in a casing, and two ends of the casing are respectively provided with a first end cover and a second end cover that can be selectively disassembled and assembled.

One end of the transmission shaft of the input group is fixed with a driven wheel driven by the driving wheel.

The drive wheel of the drive group can be meshed with the driven wheel of the input group through a gear ratio adjustment group, and the gear ratio adjustment group has a first gear and a second gear that rotate coaxially and synchronously, wherein the first gear It can be meshed with the driving wheel, and the second gear can be meshed with the driven wheel, so as to change the initial speed of the driving group to actuate the input group by changing the gear ratio of the first and second gears.

At least one end of the two ends of the output shaft of the output group is provided with an output wheel, which is used for driving the external passive element.

The rotational speed generated by the gear ratio of the second transmission wheel of the second transmission group and the second transmission wheel of the output group is higher than that of the first transmission wheel of the first transmission group and the first transmission wheel of the output group. The rotational speed produced by the gear ratio.

In order to enable your reviewers to further understand the composition, features and other purposes of this creation, the following is a preferred embodiment of this creation, and it is explained in detail with the drawings as follows, and at the same time, those who are familiar with this technical field can implement it.

This creation is a three-stage speed change mechanism. In the specific embodiments of this creation and its components illustrated in the accompanying drawings, all references to front and rear, left and right, top and bottom, upper and lower, and horizontal and vertical , is only used for the convenience of description, and does not limit the creation, nor does it limit its components to any position or spatial direction. The dimensions specified in the drawings and the description can be changed according to the design and requirements of the present creation without departing from the scope of the patent application of the present creation.

The composition of the three-stage speed change mechanism of the present creation is shown in the first, second and third figures, and a casing (10) is provided with a drive group (20), an input group (30) and an output Group (40) consists of;

For the detailed structure of the preferred embodiment of the three-stage speed change mechanism, please refer to the third, fourth, fifth, sixth and seventh figures. The casing (10) is provided with a first end at both ends respectively. a cover (11) and a second end cover (12) for protecting and supporting the drive group (20), the input group (30) and the output group (40) arranged in parallel with the axes;

And the driving group (20) has an electric motor (21), the output shaft of the electric motor (21) has a driving wheel (22) for driving the aforementioned input group (30), and the driving wheel (22) can be A gear ratio adjustment group (25) is meshed with the input group (30) for transmission, and the gear ratio adjustment group (25) further has a first gear (26) and a second gear (27) that rotate coaxially synchronously, Wherein the first gear (26) can be meshed with the driving wheel (22) of the electric motor (21);

The input group (30) also has a transmission shaft (31) parallel to the axis of the drive wheel (22) of the driving group (20). As shown in the fourth and sixth figures, one end of the transmission shaft (31) is fixed with a The driving wheel (22) drives the driven wheel (32), and the driven wheel (32) can be further meshed with the second gear (27) of the aforementioned gear ratio adjustment group (25) for changing the first and second gears (27). 26, 27) to change the rotational speed of the drive group (20) to actuate the input group (30), and the middle section of the transmission shaft (31) of the input group (30) is provided with an initial drive for driving the output group (40). wheel (33), and a first speed change group (34) and a second speed change group (37) are respectively provided on both sides of the initial transmission wheel (33), wherein the first speed change group (34) is connected to the transmission shaft ( 31) is provided with a first clutch (35), and the first clutch (35) is provided with a first transmission wheel (36) which can be selectively driven on the transmission shaft (31), and the other side is provided with a first transmission wheel (36). A second clutch (38) is arranged on the transmission shaft (31) of the second transmission group (37), and the second clutch (38) is arranged on the transmission shaft (31) with a second transmission which can be selectively driven wheel(39);

In addition, the output group (40) has an output shaft (41) parallel to the axis of the transmission shaft (31) of the input group (30). As shown in the fourth and seventh figures, at least one of the two ends of the output shaft (41) An output wheel (42) is provided at the end of one end passing through the casing (10) for driving an external passive element such as a chain (not shown in the figure), and the middle section of the output shaft (41) is provided with a supply and input group (30). ) The initial driven wheel (43) meshed with the initial transmission wheel (33), and a first speed change wheel (45) and a second speed change wheel (47) are respectively provided on both sides of the initial drive wheel (43), wherein the first speed change wheel (47) A transmission wheel (45) is engaged with the first transmission wheel (36) of the transmission shaft (31), and the second transmission wheel (47) is meshed with the transmission shaft (31) and the second transmission wheel (39), and The initial driven wheel (43) and the first transmission wheel (45) are respectively mounted on the output shaft (41) through a first one-way bearing (44) and a second one-way bearing (46), wherein the The first one-way bearing (44) and the second one-way bearing (46) are one-way elements of the same-direction snap drive, and the first transmission wheel (36) of the first speed change group (34) and the output shaft (41) The rotational speed produced by the gear ratio of the first transmission wheel (45) is higher than the rotational speed produced by the gear ratio of the initial transmission wheel (33) and the initial driven wheel (43), and the second speed change group (37) The rotational speed generated by the gear ratio of the second transmission wheel (39) to the second transmission wheel (47) of the output shaft (41) is higher than that generated by the gear ratio of the initial transmission wheel (33) to the initial driven wheel (43). The rotation speed is such that when the input group (30) drives the output shaft (41) through the first transmission group (34), the initial driven wheel (43) can form idling, so that the power connection is smoother and more stable, and does not produce a sense of frustration. According to some embodiments, the gear ratio of the second transmission wheel (39) of the second transmission group (37) to the second transmission wheel (47) of the output shaft (41) produces a higher rotational speed than the first transmission group The rotational speed generated by the gear ratio between the first transmission wheel (36) of (34) and the first transmission wheel (45) makes the input group (30) drive the output shaft (41) through the second transmission group (37) , the first speed change wheel (45) and the initial driven wheel (43) can simultaneously form idling, so that the power connection is more smooth and stable, and does not produce a sense of frustration;

Thereby, through the first speed change group (34) and the second speed change group (37) between the input group (30) and the output group (40), the initial speed output by the drive group (20) is increased to achieve three Since the first and second end caps (11, 12) on both sides of the casing (10) correspond to the first speed change group (34) and the second speed change group (37) of the input group (30) respectively ), which can facilitate the disassembly and maintenance of the first speed change group (34) and the second speed change group (37), so as to form a three-stage speed change mechanism with a simple structure and easy maintenance.

As for the actual operation of the three-stage speed change mechanism in this creation, firstly, when the initial speed needs to be used, as shown in the second, fourth and eighth figures, when the driving wheel (22) of the electric motor (21) of the driving group (20) ) When the transmission shaft (31) of the input group (30) is rotated at the initial speed through the gear ratio adjustment group (25), due to the first and second speed change groups (34, 37) on the transmission shaft (31) The first and second clutches (35, 38) are not engaged, so the first and second transmission wheels (36, 39) of the first and second speed change groups (34, 37) are not driven by the transmission shaft (31), In this way, only the initial transmission wheel (33) on the transmission shaft (31) is driven, thereby driving the initial driven wheel (43) on the output shaft (41) of the output group (40) that is relatively engaged, and the initial driven wheel (43) (43) The output shaft (41) is actuated through the first one-way bearing (44), so that the electric motor (21) drives the output shaft (41) to drive the output wheel (42) to run at an initial rotational speed.

And when the first upshift is required, when the output shaft (41) of the output group (40) is running at the initial speed, as shown in the ninth figure, when the electric motor (21) of the drive group (20) is running at the initial speed The drive wheel (22) drives the transmission shaft (31) of the input group (30) to rotate at the initial speed through the gear ratio adjustment group (25) to actuate the first transmission shaft (31) on the first speed change group (34). A clutch (35) is engaged, while the second clutch (38) of the second transmission group (37) on the transmission shaft (31) has not been actuated to engage, so that the first transmission wheel (38) of the first transmission group (34) 36) can be driven by the transmission shaft (31), because the gear ratio between the first transmission wheel (36) of the first transmission group (34) and the first transmission wheel (45) is greater than that of the initial transmission wheel (33) With the initial driven wheel (43), the rotation speed of the first transmission wheel (45) is higher than that of the initial driven wheel (43), so the first transmission wheel (45) can pass through the second one-way bearing (46) Drive the output shaft (41), causing the output shaft (41) and the first one-way bearing (44) of the initial driven wheel (43) to rotate in the opposite direction, so that the initial driven wheel (43) will not be opposite to the output The shaft (41) interferes, so that the electric motor (21) can drive the output shaft (41) through the first speed change group (34) to drive the output wheel (42) to run at the speed of the first upshift gear, and due to the output The rotational speed of the shaft (41) is converted from the initial rotational speed to the first speed-up rotational speed, and its rotational speed drop is small, which can make the power connection more smooth and stable, and will not cause a sense of setback.

In addition, when the second upshift gear is required, when the output shaft (41) of the output group (40) is running at the first upshift, as shown in Figure 10, when the drive group (20) electric motor (21) ) of the drive wheel (22) through the gear ratio adjustment group (25) to actuate the transmission shaft (31) of the input group (30), and the first speed change group (34) to actuate the output shaft (41) to the first liter Under the high-speed rotation, the second clutch (38) of the second transmission group (37) on the transmission shaft (31) is actuated to engage, so that the second transmission wheel (39) of the second transmission group (37) can be driven by the transmission Driven by the shaft (31), since the gear ratio of the second transmission wheel (39) of the second speed change group (37) and the second speed change wheel (47) is greater than that of the first transmission wheel of the first speed change group (34) (36) The gear ratio between the first transmission wheel (45) and the initial transmission wheel (33) and the initial driven wheel (43), so that the rotation speed of the second transmission wheel (47) is higher than that of the first transmission wheel ( 45) and the initial driven wheel (43), so the second transmission wheel (47) can drive the output shaft (41), resulting in a second single relationship between the output shaft (41) and the first transmission wheel (45). The direction bearing (46) and the first one-way bearing (44) of the initial driven wheel (43) are in a reverse idling shape, so that the first speed change wheel (45) and the initial driven wheel (43) are not opposite to the output shaft. (41) interferes so that the electric motor (21) can drive the output shaft (41) through the second speed change group (37) to drive the output wheel (42) to run at the speed of the second upshift gear, and because the output shaft The speed of (41) is converted from the first speed-up speed to the second speed-up speed, and the speed difference is small, which can make the power connection more smooth and stable, and will not cause a sense of frustration.

Through the above-mentioned design and description, the three-stage speed change mechanism of the present invention utilizes the middle section of the transmission shaft (31) of the input group (30) to set the initial transmission wheel (33), and the transmission shaft (31) is located two distances from the initial transmission wheel (33). A first speed change group (34) and a second speed change group (37) are respectively set on the side, and the initial driven wheel (43) has a first one-way bearing (44) and the first speed change wheel (45) has a second The one-way bearing (46) is a one-way element for the same-direction snap drive, and at the same time, it matches the design of the first and second end covers (11, 12) on both sides of the shell body (10). In addition to the function, the power connection can be made more smooth and stable by gradually increasing the speed, and will not cause a sense of setback. The structure is simple, and when assembling, disassembling and maintaining, the first and second end covers (11, 12) on both sides of the shell body (10) can be opened respectively, without disassembling the whole group, which greatly improves the installation and maintenance. Convenience.

From this, it can be understood that this creation is an excellent creation, in addition to effectively solving the problems faced by habitual users, it also greatly improves the effect, and there is no identical or similar product creation or public use in the same technical field. , and at the same time, it has the effect of improving, so this creation has met the requirements of "novelty" and "progressiveness" of the new patent, and it is proposed to apply for a new patent in accordance with the law.

10: Shell 11: The first end cap 12: Second end cap 20: Drive group 21: Electric Motor 22: Drive Wheel 25: Gear ratio adjustment group 26: First gear 27: Second gear 30: input group 31: Drive shaft 32: Passive Wheel 33: Initial drive wheel 34: First gear 35: First clutch 36: The first transmission wheel 37: Second gear 38: Second clutch 39: Second transmission wheel 40: output group 41: Output shaft 42: output wheel 43: Initial passive wheel 44: The first one-way bearing 45: First gear wheel 46: Second one-way bearing 47: Second gear wheel

The first picture: It is a schematic diagram of the three-dimensional appearance of the three-stage speed change mechanism of this creation.

The second picture: It is a schematic diagram of most of the solution of the three-stage transmission mechanism in this creation, which is used to illustrate the state of its main components and their relative relationship.

Figure 3: It is a schematic diagram of a large part of the solution from another perspective of the three-stage transmission mechanism of this creation, which is used to illustrate the state of its main components and their relative relationships.

Figure 4: It is a three-dimensional exploded schematic diagram of the three-stage speed change mechanism of this creation, which is used to illustrate the state of each component and its relative relationship.

Figure 5: It is a schematic diagram of the internal end view of the three-stage speed change mechanism of this creation.

Figure 6: It is a schematic cross-sectional side view of the three-stage speed change mechanism in Figure 5, along the section line A-A, to illustrate the relative relationship between the drive group and the input group.

Figure 7: It is a schematic top sectional view of the B-B section line in Figure 5 of the three-stage speed change mechanism of this creation, for explaining the relative relationship between the input group and the output group.

Figure 8: This is a schematic top view of the three-stage speed change mechanism in the initial gear position.

The ninth picture: It is the top view action diagram of the three-stage transmission mechanism in the first up-speed gear.

Figure 10: This is a schematic top view of the three-stage speed change mechanism in the second upshift.

10: Shell

11: The first end cap

12: Second end cap

20: Drive group

30: input group

31: Drive shaft

32: Passive Wheel

33: Initial drive wheel

34: First gear

35: First clutch

36: The first transmission wheel

37: Second gear

38: Second clutch

39: Second transmission wheel

40: output group

41: Output shaft

42: output wheel

43: Initial passive wheel

44: The first one-way bearing

45: First gear wheel

46: Second one-way bearing

47: Second gear wheel

Claims (6)

A three-stage speed change mechanism, comprising: a drive group, which has an electric motor, and the output shaft of the electric motor has a drive wheel for driving the input group described later; An input group has a transmission shaft that can be driven by the driving wheel, an initial transmission wheel is arranged in the middle of the transmission shaft, and a first speed change group and a second speed change group are respectively provided on both sides of the initial transmission wheel, wherein The first transmission group is provided with a first clutch on the transmission shaft, and the first clutch is provided with a first transmission wheel on the transmission shaft that can be selectively driven, and the second transmission group on the other side is connected to A second clutch is arranged on the transmission shaft, and the second clutch is arranged on the transmission shaft with a second transmission wheel that can be selectively driven; An output group has an output shaft parallel to the axis of the transmission shaft of the input group, and the middle section of the output shaft is provided with an initial driven wheel for meshing with the initial driving wheel, and a first transmission wheel is respectively provided on both sides of the initial driven wheel and a second transmission wheel, wherein the first transmission gear train meshes with the first transmission wheel, and the second transmission gear train meshes with the second transmission wheel, and the initial driven gear train passes through a first single The direction bearing is arranged on the output shaft, and the first transmission gear train is arranged on the output shaft through a second one-way bearing, wherein the first one-way bearing and the second one-way bearing are driven in the same direction. the one-way element, and the rotation speed generated by the gear ratio of the first transmission wheel and the first transmission wheel of the first transmission group is higher than the rotation speed generated by the gear ratio of the initial transmission wheel and the initial driven wheel, and The rotation speed generated by the gear ratio of the second transmission wheel and the second transmission wheel of the second transmission group is also higher than the rotation speed generated by the gear ratio of the initial transmission wheel and the initial driven wheel. The three-stage speed change mechanism as claimed in claim 1, wherein the drive group, the input group and the output group are assembled in a casing, and two ends of the casing are respectively provided with a selectively removable A first end cap and a second end cap. The three-stage speed change mechanism as claimed in claim 1, wherein one end of the transmission shaft of the input group is fixedly provided with a driven wheel which is driven by the driving wheel. The three-stage speed change mechanism as claimed in claim 3, wherein the drive wheel of the drive group can be engaged with the driven wheel of the input group through a gear ratio adjustment group, and the gear ratio adjustment group has a first coaxial synchronous rotation a gear and a second gear, wherein the first gear can be meshed with the driving wheel, and the second gear can be meshed with the driven wheel, for changing the actuation of the driving group by changing the gear ratio of the first and second gears The initial speed of this input group. The three-stage speed change mechanism according to claim 1, wherein at least one end of the two ends of the output shaft of the output group is provided with an output wheel for driving the external driven member. The three-stage speed change mechanism as claimed in claim 1, wherein the rotation speed generated by the gear ratio of the second transmission wheel of the second speed change group to the second speed change wheel of the output group is higher than that of the first speed change group of the first speed change group The rotational speed generated by the gear ratio of the transmission wheel to the first transmission wheel of the output group.

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