TWM646046U - Transmission device - Google Patents

Abstract

A transmission device including a shell, a differential, two driving shafts, two wheels, a disc gear, at least one motor, and a gear set. The shell has a chamber and two tubes. The two tubes are disposed at two opposites sides of the chamber and communicated with each other. the differential is rotatably disposed in the chamber of the shell. The two driving shafts are rotatably connected to the differential and disposed in the two tubes. The two wheels are respectively connected to two ends away from the differential of the two driving shafts. The disc gear is disposed at the differential and a center of the disc gear is passed through by an axial direction of the two driving shafts. The at least one motor has a shaft. The gear set is connected to the shaft and is adapted to drive the disc gear. When the at least one motor drives the gear set by using the shaft, the differential and the two wheels are driven to be rotated relative to the shell by the gear set.

Description

Transmission

The present invention relates to a transmission device, and in particular to a transmission device applied to electric vehicles.

Modern automobiles are indispensable transportation vehicles, and their applications include transporting goods, carrying humans, or serving as a means of transportation for long-distance travel. Existing cars mainly use gasoline and diesel as the energy source to drive the engine. However, the disadvantage of gasoline and diesel is that after combustion, it produces nitrogen compounds that pollute the air and carbon dioxide that causes the greenhouse effect. For this reason, cars using new energy sources, such as electric cars, are now being developed. Electric vehicles use on-board batteries to store electricity and use electric motors to drive the wheels to rotate. Since electric vehicles have less impact on the environment than fuel vehicles, they have better future prospects.

However, the transmission devices of existing fuel vehicles and electric vehicles are completely different, so it requires a huge cost to re-make the chassis, transmission shaft and gear set. Therefore, a transmission suitable for the existing chassis, transmission shaft and gear set was developed. The device has become an important development target.

This new creation provides a transmission device that is suitable for the chassis of existing fuel vehicles and replaces the existing fuel engine with an electric motor. It has the advantages of low noise and simple structure.

The transmission device created by the present invention includes a housing, a differential, two drive shafts, two wheels, a gear plate, at least one motor and a gear set. The shell has a chamber and two sleeves. The two sleeves are arranged on opposite sides of the chamber and communicate with each other. The differential is rotatably arranged in a chamber of the housing. The two drive shafts are rotatably connected to the differential and are arranged in the two sleeves. The two wheels are respectively connected to the two ends of the two drive shafts away from the differential. The disc gear is arranged in the differential and the axial directions of the two drive shafts pass through the center of the disc gear. At least one motor has a rotating shaft. The gear set is connected to the rotating shaft and is suitable for driving the disc gear, and the gear set is partially located in the chamber. When at least one motor drives the gear set through the rotating shaft, the gear set drives the differential and the two wheels to rotate relative to the housing.

The transmission device created by the present invention includes a housing, two drive shafts, two wheels, and two motors. The shell has a chamber and two sleeves. The two sleeves are arranged on opposite sides of the chamber and communicate with each other. Two driving shafts are rotatably arranged in the housing, and each driving shaft extends to the chamber and each casing respectively. The two wheels are respectively connected to one end of the two drive shafts away from the chamber. Two motors and two rotating shafts. The two motors are suitable for respectively driving the two wheels to rotate relative to the housing through the two rotating shafts.

Based on the above, the transmission device created by this new invention is suitable for the chassis of existing fuel vehicles, which can avoid the remanufacturing of various parts such as chassis, transmission shafts and gear sets, thereby saving a lot of costs. Furthermore, the transmission device created by this new invention converts the existing fuel The engine is replaced by an electric motor, which has the advantages of low noise and simple structure.

100, 100A, 100B: transmission device

110, 110b: shell

111, 111a, 111b: Chamber

112, 112b: Casing

120: Differential

121: Shell

122: Differential shaft

123: Differential gear

124, 124b: Side gear

130, 130a, 130b: drive shaft

140, 140a, 140b: wheels

150, 150a: disc gear

160, 160a, 160b: motor

170, 170a, 170b: gear set

171, 171a, 171b: driving gear

172:First tooth part

173:Angle gear

174:Transmission rod

180, 180a, 180b: wheel speed change mechanism

190, 190a, 190b: Motor speed change mechanism

200, 200a, 200b: switching mechanism

210, 210a, 210b: brake reducer

211a:brake gear

AS: accommodation space

DA: Differential assembly

DP: flange

SP: sliding part

SV: Sliding sleeve part

UJ: universal joint

D1, D2: axial direction

L1: Straight line trajectory

L2: Curve trajectory

L3: circular trajectory

S: shaft

FIG. 1A is a schematic plan view of a transmission device according to an embodiment of the present invention.

FIG. 1B is a schematic plan view of the transmission device of FIG. 1A combined with a universal joint.

Figure 1C is a schematic plan view of the coupling flange of the transmission device of Figure 1A.

FIG. 1D is a schematic plan view of the transmission device of FIG. 1A combined with the universal joint and the flange.

1E is a block schematic diagram of the transmission device of FIGS. 1A to 1C combined with the motor speed change mechanism and the switching mechanism.

FIG. 1F is a block schematic diagram of the transmission device of FIGS. 1A to 1C combined with a motor speed change mechanism, a switching mechanism and a brake reducer.

Figure 1G is a schematic diagram of the wheels of the transmission device of the present invention rotating along a linear trajectory.

Figure 1H is a schematic diagram of the wheels of the transmission device of the present invention rotating along a curved path.

FIG. 2A is a schematic plan view of a transmission device according to another embodiment of the present invention.

FIG. 2B is a schematic plan view of the transmission device of FIG. 2A combined with a universal joint.

Figure 2C is the transmission device of Figure 2A combined with two motors, two motor speed change mechanisms and two Schematic diagram of a block with the switching mechanism on different sides.

FIG. 2D is a block schematic diagram of the transmission device of FIG. 2A combined with two motors, two motor speed change mechanisms and two switching mechanisms located on the same side.

FIG. 3A is a block schematic diagram of the transmission device of FIG. 2C combined with the brake reducer.

FIG. 3B is a block schematic diagram of the transmission device of FIG. 2D combined with the brake reducer.

Figure 4A is a schematic plan view of a transmission device according to yet another embodiment of the present invention.

FIG. 4B is a schematic plan view of the transmission device of FIG. 2A combined with a universal joint.

FIG. 4C is a block schematic diagram of the transmission device of FIG. 4A or 4B combined with the motor speed change mechanism and the switching mechanism.

FIG. 4D is a block schematic diagram of the transmission device of FIG. 4A or 4B combined with the gear set and side gears.

FIG. 4E is a block schematic diagram of the transmission device of FIG. 2C combined with the brake reducer.

Figure 5 is a schematic diagram of the wheels of the transmission device of the present invention rotating along a circular trajectory.

FIG. 1A is a schematic plan view of a transmission device according to an embodiment of the present invention. FIG. 1B is a schematic plan view of the transmission device of FIG. 1A combined with a universal joint. Figure 1C is a schematic plan view of the coupling flange of the transmission device of Figure 1A. FIG. 1D is a schematic plan view of the transmission device of FIG. 1A combined with the universal joint and the flange. 1E is a block schematic diagram of the transmission device of FIGS. 1A to 1C combined with the motor speed change mechanism and the switching mechanism. Figure 1F is a block schematic diagram of the transmission device of Figures 1A to 1C combined with a motor speed change mechanism, a switching mechanism and a brake reducer.

Referring to Figures 1A and 1B, the transmission device 100 of this embodiment is suitable for the chassis of an existing fuel vehicle (not shown in the figure). The transmission device 100 of this embodiment includes a housing 110, a differential 120, two A driving shaft 130, two wheels 140, a plate gear 150, at least one motor 160 (shown as a motor 160 in FIG. 1A) and a gear set 170. The differential 120, the disc gear 150 and the gear set 170 together constitute a differential assembly DA (Differential Assembly).

The housing 110 has a chamber 111 and two sleeves 112 . The two sleeves 112 are arranged on opposite sides of the chamber 111 and communicate with each other. That is, the chamber 111 and the two sleeves 112 together form an accommodation space AS. The differential 120 is rotatably arranged in the chamber 111 of the housing 110 . The two drive shafts 130 are rotatably connected to the differential 120 and are arranged in two sleeves 112 , where the two sleeves 112 are used to accommodate each drive shaft 130 and are restricted in an axial direction D1 . The two wheels 140 are respectively connected to two ends of the two drive shafts 130 away from the differential 120 , and each wheel 140 is adapted to rotate with each drive shaft 130 .

The disc gear 150 is arranged on one side of the differential 120 and the axial direction D1 of the two drive shafts 130 passes through the center of the disc gear 150 . Specifically, the disc gear 150 and the differential 120 are connected together. The motor 160 is located outside the chamber 111 and has a rotating shaft S. The rotating shaft S penetrates the housing 110 to enter the chamber 111 . The gear set 170 is connected to the rotating shaft S and is suitable for driving the disk gear 150 to rotate. The gear set 170 is partially located in the chamber 111 . Referring to FIG. 1A , when the motor 160 drives the gear set 170 through the rotating shaft S, the gear set 170 drives the differential 120 and the two wheels 140 to rotate relative to the housing 110 .

With reference to FIGS. 1A and 1B , the differential 120 of this embodiment has a housing 121 , at least one differential shaft 122 , at least one differential gear 123 and both side gears 124 . The disc gear 150 is fixed to the housing 121 . At least one differential shaft 122 is pivoted in the housing 121 and its axial direction D2 is perpendicular to the axial direction D1 of the two drive shafts 130 . At least one differential gear 123 is fixed on at least one differential shaft 122 . The gears 124 on both sides are fixed on the two drive shafts 130 and mesh with at least one differential gear 123 . Furthermore, the number of at least one differential shaft 122 includes two, and the two differential shafts 122 are pivoted on two opposite inner wall surfaces of the housing 121 . The number of at least one differential gear 123 includes two, and each differential gear 123 is meshed with the gears 124 on both sides. Through the mutual meshing of the two differential gears 123 and the gears 124 on both sides, the force strength of the differential 120 can be improved.

With reference to FIG. 1B , the gear set 170 includes a driving gear 171 , a first tooth portion 172 , an angle gear 173 and a transmission rod 174 . The driving gear 171 is fixed on an end of the rotating shaft S away from the motor 160 and meshes with the first tooth portion 172 . The angle gear 173 meshes with the disc gear 150, wherein both the angle gear 173 and the disc gear 150 are bevel gears. Both ends of the transmission rod 174 are connected to the first tooth portion 172 and the angle gear 173 respectively. The transmission rod 174 is parallel to the rotation axis S of the motor 160 and perpendicular to the axial direction D1 of the two drive shafts 130 . Referring to Figure 1A, it also includes two universal joints UJ, a sliding sleeve part SV and a sliding part SP. The two universal joints UJ are rotatably connected to the first tooth portion 172 and the rotating shaft S respectively. The sliding sleeve part SV and the sliding part SP are located between the two universal joints UJ. The sliding sleeve part SV is sleeved on the sliding part SP and is suitable for relative sliding along the axial direction D2. In addition, the sliding sleeve portion SV is disposed on the sliding portion SP so as to extend mutually along the axial direction D2, and the sliding sleeve portion SV and the sliding portion SP can be prevented from relative rotation through the tight fit of the convex portion and the groove.

In addition, when the motor 160 drives the gear set 170 through the rotating shaft S, the direction of power transmission can be changed through the gear set 170 and the disk gear 150 . Referring to FIG. 1B , the rotational force generated by the motor 160 rotates around the rotating shaft S. The rotational force can be converted into rotation around the axial direction D1 through the gear set 170 and the disc gear 150 , thereby driving the two drive shafts 130 and the two wheels 140 . Rotate. Secondly, the combination of the gear set 170 and the disc gear 150 can reduce the rotational speed and increase the torque.

With reference to Figures 1C and 1D, a transmission device 100 is another embodiment of the present invention. The difference from the transmission device 100 shown in Figure 1A is that it also includes two flanges DP, two universal joints UJ, and a sliding sleeve. part SV and a sliding part SP, and the driving gear 171 is fixed on an end of the rotating shaft S away from the motor 160 and is spaced apart from the first tooth part 172 . The angle gear 173 meshes with the disc gear 150, wherein both the angle gear 173 and the disc gear 150 are bevel gears. Both ends of the transmission rod 174 are connected to the first tooth portion 172 and the angle gear 173 respectively. The transmission rod 174 is parallel to the rotation axis S of the motor 160 and perpendicular to the axial direction D1 of the two drive shafts 130 . The two flanges DP are respectively fixed on the driving gear 171 and the first tooth portion 172 . The two universal joints UJ are rotatably connected to the two flanges DP respectively, and the sliding sleeve part SV and the sliding part SP are located between the two universal joints UJ. The sliding sleeve part SV is provided on the sliding part SP and is suitable for relative sliding along the axial direction D2. In this embodiment, each flange DP is, for example, a bonding disk.

In addition, when the motor 160 drives the rotating shaft S to rotate, the disc gear 150 is directly driven through the two flanges DP, the two universal joints UJ and the drive gear set 170 without changing the direction of power transmission. Referring to FIG. 1B , the rotational force generated by the motor 160 rotates around the rotating axis S, and the rotational force can be converted through the gear set 170 and the disc gear 150 In order to rotate with the axial direction D1 as the center, and thereby drive the rotation of the two drive shafts 130 and the two wheels 140, secondly, the combination of the gear set 170 and the disc gear 150 can reduce the rotation speed and increase the torque. In addition, the universal joint UJ can absorb external force and vibration to prevent the deflection of the motor 160 from causing damage to the disc gear 150 and the angle gear 173 or causing smooth rotation. In addition, the sliding sleeve portion SV is disposed on the sliding portion SP so as to extend mutually along the axial direction D2, and the sliding sleeve portion SV and the sliding portion SP can be prevented from relative rotation through the tight fit of the convex portion and the groove.

Furthermore, each flange DP adopts, for example, a fixed speed type, a flexible coupling type, a flat plate type or a claw type coupling type structure.

Referring to FIG. 1E and FIG. 1F , a two-wheel transmission mechanism 180 is also included, which is configured on the two wheels 140 and connected to the two drive shafts 130 respectively. When the two drive shafts 130 rotate, the rotation speed of the two drive shafts 130 is reduced and the torque of the two drive shafts 130 is increased. For example, the wheel transmission mechanism 180 is composed of a planetary gear set, and the invention is not limited to one planetary gear set, but can be a combination of multiple planetary gear sets. When the wheel speed change mechanism 180 is installed forward and power is input from the sun gear and output from the planet carrier, the deceleration effect will be achieved. When the wheel speed change mechanism 180 is installed in reverse and power is input from the planet carrier and output from the sun gear, an acceleration effect will be achieved.

Referring to FIG. 1E , at least one motor speed change mechanism 190 and at least one switching mechanism 200 are also included. At least one motor speed change mechanism 190 is arranged between the differential 120 and the motor 160 . At least one switching mechanism 200 is connected to at least one motor speed change mechanism 190 and used to switch the transmission ratio of at least one motor speed change mechanism 190 . In addition, the motor transmission mechanism 190 has multiple gear combinations of transmission ratios, and the motor transmission mechanism 190 is switched to a gear combination of internal transmission ratios through the switching mechanism 200 . For example, while climbing At low speeds, you can switch to a gear combination with a large transmission ratio, and when going downhill at high speed, switch to a gear combination with a small transmission ratio to improve the motor's power conversion efficiency.

Referring to Figure 1F, a brake reducer 210 is also included, which is arranged between the motor 160 and the differential 120. When the brake reducer 210 is activated, it is used to slow down the rotation speed of the motor 160. For example, the brake reducer 210 is an electromagnetic brake reducer or a hydraulic brake reducer.

Figure 1G is a schematic diagram of the wheels of the transmission device of the present invention rotating along a linear trajectory. Figure 1H is a schematic diagram of the wheels of the transmission device of the present invention rotating along a curved path.

Referring to Figure 1G, when the two wheels 140 travel along a linear trajectory L1, the housing 121, at least one differential shaft 122 and at least one differential gear 123 are connected to the gears 124 on both sides to synchronously drive the gears 124 on both sides and the two gears 124. The drive shaft 130 rotates in the chamber 111, so the two wheels 140 have the same rotation speed. Here, the differential gear 123 does not rotate between the gears 124 on both sides.

In addition, the differential 120 is used to realize the difference in rotation speed of the two wheels 140 . Referring to Figure 1H, when the two wheels 140 travel along a curved trajectory L2 (the vehicle turns right), the housing 121 and at least one differential shaft 122 drive at least one differential gear 123 to rotate (rotate) between the gears 124 on both sides, The gears 124 on both sides and the two drive shafts 130 are synchronously driven to rotate in the chamber 111, so the two wheels 140 have different rotational speeds. Specifically, when the two wheels 140 follow a curved trajectory L2, the traveling distance of the right wheel 140 is shorter than the left wheel 140. The rotation speed of the differential gear 123 is added to the rotation speed of the left gear 124. The rotation speed of the differential gear 123 is subtracted from the rotational speed of the right gear 124. So left The rotation speed of the side gear 124 will be greater than the rotation speed of the right gear 124, thereby maintaining the normal steering of the two wheels 140 on the curve trajectory L2. To avoid wheel slippage, tire wear, increased power and fuel consumption and other shortcomings.

On the contrary, when the two wheels 140 follow another curved trajectory (turn left), the traveling distance of the right wheel 140 is greater than that of the left wheel 140 , the rotation speed of the differential gear 123 is subtracted from the rotation speed of the left gear 124 , and the rotation speed of the differential gear 123 is The rotational speed is added to the rotational speed of the right gear 124 . Therefore, the rotation speed of the left gear 124 will be smaller than the rotation speed of the right gear 124, thereby maintaining the normal steering of the two wheels 140 on the curved trajectory (left turn).

FIG. 2A is a schematic plan view of a transmission device according to another embodiment of the present invention. FIG. 2B is a schematic plan view of the transmission device of FIG. 2A combined with a universal joint.

2A and 2B, the transmission device 100A of this embodiment is different from the aforementioned transmission device 100. The difference is that the gear set 170a includes a driving gear 171a, which is fixed on the end of the rotating shaft S away from the motor 160a and meshes with the disc gear 150a. The rotating axis S is parallel to the axial directions of the two driving shafts 130a.

Furthermore, the current engagement of the disc gear and the angle gear requires fine adjustments in two directions, such as the depth and the left and right, so that the disc gear can properly mesh with the angle gear. When the mesh of the disc gear and the angle gear is too deep, it is easy to cause damage to the motor. energy of. When the bite is too shallow, it is easy to produce shaking, abnormal sounds and chipped teeth. The driving gear 171a and the disc gear 150a are spur gears, helical gears, double helical gears, halberd gears or helical gears, but the invention is not limited thereto. The driving gear 171a and the disc gear 150a have one-dimensional meshing characteristics, so the driving gear 171a and the disc gear 150a can be prevented from rotating. Teeth chipping and shaking noises occur.

FIG. 2C is a block schematic diagram of the transmission device of FIG. 2A combined with two motors, two motor transmission mechanisms and two switching mechanisms located on different sides. FIG. 2D is a block schematic diagram of the transmission device of FIG. 2A combined with two motors, two motor speed change mechanisms and two switching mechanisms located on the same side.

Referring to Figures 2B to 2D, it also includes a two-wheel speed change mechanism 180a, which is configured on the two wheels 140a and connected to the two drive shafts 130a respectively. The wheel transmission mechanism 180a is composed of a planetary gear set, and the invention is not limited to one planetary gear set, but can be a combination of multiple planetary gear sets. For example, when the wheel speed change mechanism 180a is installed forward and power is input from the sun gear and output from the planet carrier, a deceleration effect will be achieved. When the wheel speed change mechanism 180a is installed in reverse and power is input from the planet carrier and output from the sun gear, an acceleration effect will be achieved.

When the two driving shafts 130a rotate, the rotation speed of the two driving shafts 130 is reduced and the torque of the two driving shafts 130a is increased. The number of at least one motor 160a includes two. The two motors 160a are located outside the chamber 111a and have two rotating shafts S. The two rotating shafts S penetrate the housing 110 to enter the chamber 111 . The two rotating shafts S are connected to the same side or opposite sides of the gear set 170a. The two motors 160a synchronously drive the gear set 170a through the two rotating shafts S. Supplementally, it also includes two universal joints UJ, a sliding sleeve part SV and a sliding part SP. The two universal joints UJ are respectively rotatably connected to the driving gear 171a and the rotating shaft S of the gear set 170a. The sliding sleeve part SV and the sliding part SP are located between the two universal joints UJ. The sliding part SV is sleeved on the sliding part SP and is suitable for relative sliding along the axial direction D1 (see Figure 2B).

In addition, the universal joint UJ can absorb external force and vibration to prevent the deflection of the motor 160a from causing damage to the disk gear 150a and the driving gear 171a or causing smooth rotation. In addition, the sliding sleeve portion SV is disposed on the sliding portion SP so as to extend mutually along the axial direction D2, and the sliding sleeve portion SV and the sliding portion SP can be prevented from relative rotation through the tight fit of the convex portion and the groove.

Referring to FIGS. 2B to 2D , a plurality of motor transmission mechanisms 190a and a plurality of switching mechanisms 200a are also included. A part of the motor speed change mechanism 190a and the switching mechanism 200a is disposed between the gear set 170a and one of the motors 160a, and the other part of the motor speed change mechanism 190a and the switching mechanism 200a is disposed between the gear set 170a and the other motor 160a. Each switching mechanism 200a is connected to the corresponding motor transmission mechanism 190a and used to switch the transmission ratio of each motor transmission mechanism 190a. For example, the motor transmission mechanism 190 is composed of a planetary gear set, and the invention is not limited to one planetary gear set, but can be a combination of multiple planetary gear sets. When the motor speed change mechanism 190a is installed forward and power is input from the sun gear and output from the planet carrier, the deceleration effect will be achieved. When the motor speed change mechanism 190a is installed in reverse and power is input from the planet carrier and output from the sun gear, an acceleration effect will be achieved. Each switching mechanism 200a may be a mechanical, hydraulic, pneumatic, electromagnetic or electric switching mechanism, for example, but the invention is not limited thereto.

In other embodiments, the two motor speed change mechanisms 190a and the two switching mechanisms 200a are arranged between the gear set 170a and one of the motors 160a, for example, there is a gap or they are in contact with each other. The other two motor speed change mechanisms 190a and the other two switching mechanisms 200a are arranged between the gear set 170a and the other motor 160a, and for example, there is a gap or they are close to each other. Here, the two rotating shafts S are connected to opposite sides of the gear set 170a. .

In other embodiments, the two rotating shafts S are connected to the same side of the gear set 170a and are parallel to each other. Multiple sets of motor transmission mechanisms 190a and multiple sets of switching mechanisms 200a are configured between the gear set 170a and the corresponding two motors 160a, and for example, there are gaps or fit together.

In other embodiments, the plurality of motor speed-changing mechanisms 190a and the plurality of switching mechanisms 200a are, for example, more than two, and are arranged at the same position or different positions.

FIG. 3A is a block schematic diagram of the transmission device of FIG. 2B combined with the brake reducer. FIG. 3B is a block schematic diagram of the transmission device of FIG. 2C combined with the brake reducer.

Referring to FIGS. 3A and 3B , a brake reducer 210a is also included, which is disposed between the disc gear 150a and the gear set 170a and has a brake gear 211a that meshes with the disc gear 150a and the gear set 170a respectively. When the brake reducer 210a is activated, it is used to slow down the rotation speed of the brake gear 211a, the disc gear 150a and the gear set 170a. For example, the brake reducer 210 is an electromagnetic brake reducer or a hydraulic brake reducer.

Figure 4A is a schematic plan view of a transmission device according to yet another embodiment of the present invention. FIG. 4B is a schematic plan view of the transmission device of FIG. 2A combined with a universal joint. FIG. 4C is a block schematic diagram of the transmission device of FIG. 4A or 4B combined with the motor speed change mechanism and the switching mechanism. FIG. 4D is a block schematic diagram of the transmission device of FIG. 4A or 4B combined with the gear set and side gears. FIG. 4E is a block schematic diagram of the transmission device of FIG. 2C combined with the brake reducer.

Referring to FIGS. 4A to 4C , the transmission device 100B of this embodiment is different from the aforementioned transmission devices 100 and 100A. The difference is that the transmission device 100B has the ability to operate independently. Two wheels 140b. Specifically, the transmission device 100B includes a housing 110b, two drive shafts 130b, two wheels 140b, gears 124b on both sides, two motors 160b and a gear set 170b.

The housing 110b has a chamber 111b and two sleeves 112b. The two sleeves 112b are arranged on opposite sides of the chamber 111b and communicate with each other. That is, the chamber 111b and the two sleeves 112b together form an accommodation space AS. The two drive shafts 130b are rotatably arranged in the accommodation space AS of the housing 110b, and each drive shaft 130b extends to the chamber 111b and each sleeve 112b respectively, wherein each sleeve 112b is used to accommodate each drive shaft 130b and limit it to a Axial direction D1.

The two wheels 140b are respectively connected to the two ends E1 of the two driving shafts 130b away from the chamber 111b, and each wheel 140b is suitable for rotating with each driving shaft 130b. The gears 124b on both sides are respectively arranged at the center where the two driving shafts 130b are located at the other end of the chamber 111b and the axial direction D1 of the two driving shafts 130b passes through the gears 124b on both sides. In detail, the corresponding side gear 124b and the drive shaft 130b are integrally connected.

The two motors 160b are located outside the chamber 111b and have two rotating shafts S. The two rotating shafts S penetrate the housing 110b to enter the chamber 111b. The gear set 170b is respectively connected to the two rotating shafts S and is suitable for meshing with the gears 124b on both sides respectively. When the two motors 160b drive the gear set 170b through the two rotating shafts S, the gear set 170b drives each side gear 124b, each drive shaft 130b and each wheel 140b to rotate relative to the housing 110b.

Referring to Figure 4A, the gear set 170b includes two driving gears 171b. The two driving gears 171b are respectively fixed on the two ends of the two rotating shafts S away from the two motors 160b and mesh with the gears 124b on both sides. The two rotating axes S are parallel to the axial direction D1 of the two driving shafts 130b. Also included It includes a plurality of universal joints UJ, two sliding sleeve parts SV and two sliding parts SP. The two universal joints UJ are rotatably connected to the two driving gears 171b and the two rotating shafts S respectively. Each sliding sleeve part SV and each sliding part SP are located between the corresponding two universal joints UJ. Each sliding sleeve part SV is sleeved on each sliding part SP and is suitable for relative sliding along an axial direction of each rotation axis S.

In addition, each universal joint UJ can absorb external force and vibration to prevent the deflection of the motor 160b from causing damage to the side gear 124b and the driving gear 171b or causing smooth rotation. In addition, the sliding sleeve portion SV provided on the sliding portion SP can extend mutually along the axial direction of the rotating shaft S, and the sliding sleeve portion SV and the sliding portion SP can be prevented from rotating relative to each other through the tight fit of the convex portion and the groove.

With reference to Figure 4B, Figure 4D and Figure 1E, when the two wheels 140b travel along a linear trajectory L1, the two motors 160b respectively output rotational power to the two driving gears 171b of the gear set 170b to drive the gears 124b on both sides and the two drive shafts respectively. 130b rotates along the axis D1 and has the same rotation speed.

Referring to Figure 4B, Figure 4D and Figure 1E, when the two wheels 140 travel along a curved trajectory L2 (the vehicle turns right), the two motors 160b respectively output rotational power to the two driving gears 171b of the gear set 170b to drive the gears 124b on both sides respectively. It rotates along the axial direction D1 with the two drive shafts 130b and has different rotation speeds. Specifically, when the two wheels 140 follow a curved trajectory L2, one of the motors 160b has a small rotational power and a low rotational speed, and the other motor 160b has a large rotational power and a high rotational speed. Therefore, the traveling distance of the right wheel 140 is shorter than that of the left wheel 140b. Since the rotation speed of the left side gear 124b will be greater than the rotation speed of the right side gear 124b, the normal steering of the two wheels 140b on the curve trajectory L2 is maintained. To avoid wheel slippage, tire wear, and increased power and fuel consumption and other shortcomings.

On the contrary, when the two wheels 140b follow another curved trajectory (turn left), one of the motors 160b has a greater rotational power and a higher rotational speed, and the other motor 160b has a smaller rotational power and a lower rotational speed. Therefore, the traveling distance of the right wheel 140b is greater than that of the left wheel 140b. Since the rotation speed of the left side gear 124b will be smaller than the rotation speed of the right side gear 124b, the normal steering of the two wheels 140b on the curved trajectory (left turn) is maintained.

With reference to FIG. 4B, FIG. 4D and FIG. 5, when the two wheels 140b rotate along a circular trajectory L3, the two motors 160b respectively output forward rotation power and reverse rotation power to the two driving gears 171b of the gear set 170b. The two driving gears 171b of the gear set 170b respectively drive the gears 124b on both sides and the two drive shafts 130b to pivot in opposite directions and have the same rotational speed, so that the two wheels 140b can produce circular motion along the circular trajectory L3.

Referring to Figure 4C and Figure 4E, it also includes a two-wheel speed change mechanism 180b, which is arranged on the two wheels 140b and connected to the two drive shafts 130b respectively. When the two drive shafts 130b rotate, it is used to reduce the rotation speed of the two drive shafts 130b and increase the torque of the two drive shafts 130b. In addition, when the wheel speed change mechanism 180b is installed forward, the power is input from the sun gear and output from the planet carrier. When, the deceleration effect will be achieved. When the wheel speed change mechanism 180b is installed in reverse and power is input from the planet carrier and output from the sun gear, an acceleration effect will be achieved, and the invention is not limited to this.

Referring to Figure 4C and Figure 4E, it also includes two motor speed change mechanisms 190b and two switching mechanisms 200b. Each motor speed change mechanism 190b and each switching mechanism 200b are arranged between the corresponding wheels 140b and each gear set 170b. Each switching mechanism 200b is connected to each motor transmission mechanism 190b and used to switch the transmission ratio of each motor transmission mechanism 190b. Supplementally, for example, the motor transmission mechanism 190b is composed of a planetary gear set, and the invention is not limited to one planetary gear set, but can be a combination of multiple planetary gear sets. When the motor speed change mechanism 190b is installed forward and power is input from the sun gear and output from the planet carrier, the deceleration effect will be achieved. When the motor speed change mechanism 190b is installed in reverse and power is input from the planet carrier and output from the sun gear, an acceleration effect will be achieved. Each switching mechanism 200b may be a mechanical, hydraulic, pneumatic, electromagnetic or electric switching mechanism, for example, but the invention is not limited thereto.

Referring to Figure 4C and Figure 4E, it also includes two brake reducers 210b, which are respectively arranged on the two drive shafts 130b. When the two brake reducers 210b are activated, they are used to slow down the rotation speeds of each drive shaft 130b and each wheel 140b. For example, the brake reducer 210b is an electromagnetic brake reducer or a hydraulic brake reducer, but the invention is not limited to this.

To sum up, the transmission device created by this new invention is suitable for the chassis of existing fuel vehicles, which can avoid the remanufacturing of various parts such as chassis, transmission shafts and gear sets, thereby saving a lot of costs. Furthermore, the transmission device created by this new invention replaces the existing fuel engine with an electric motor, and has the advantages of low noise and simple structure.

100: Transmission device

110: Shell

111: Chamber

112: Casing

120: Differential

121: Shell

122: Differential shaft

123: Differential gear

124:Side gear

130:Drive shaft

140:wheel

150: Disc gear

160: Motor

170:Gear set

171: Driving gear

172:First tooth part

173:Angle gear

174:Transmission rod

190: Motor speed change mechanism

200:Switch mechanism

AS: accommodation space

DA: Differential assembly

D1, D2: axial direction

S: shaft

Claims (40)

A transmission device includes: a housing having a chamber and two bushings, the two bushings being arranged on opposite sides of the chamber and communicating with each other; a differential rotatably arranged in the chamber of the housing In the chamber; two drive shafts are rotatably connected to the differential and are arranged in the two sleeves; two wheels are respectively connected to one end of the two drive shafts away from the differential; a gear plate is arranged on the differential and the axial direction of the drive shafts passes through the center of the disc gear; at least one motor is arranged outside the chamber and has a rotating shaft, the rotating shaft passes through the chamber of the housing; and a gear set is connected to the rotating shaft And is suitable for driving the plate gear, the gear set is partially located in the chamber; wherein, when the at least one motor drives the gear set through the rotating shaft, the gear set drives the differential and the wheels relative to the housing Rotate. The transmission device of claim 1, wherein the differential has a housing, at least one differential shaft, at least one differential gear and gears on both sides, the disc gear is fixed to the housing, and at least one differential shaft Pivoted in the housing, the at least one differential gear is fixed on the at least one differential shaft, and the gears on both sides are fixed on the two drive shafts and meshed with the at least one differential gear. The transmission device of claim 2, wherein when the two wheels travel along a linear trajectory, the housing, the at least one differential shaft, the at least one differential gear and the gears on both sides are connected as one to synchronously drive The two drive shafts have the same rotational speed. The transmission device of claim 2, wherein when the two wheels travel along a curved track, the housing and the at least one differential shaft drive the at least one differential gear to rotate between the gears on both sides to synchronize The two drive shafts are driven and have different rotation speeds. The transmission device of claim 2, wherein the number of the at least one differential shaft includes two, the two differential shafts are pivoted on two opposite inner wall surfaces of the housing, and the number of the at least one differential gear includes There are two differential gears, each of which is meshed with the gears on both sides. The transmission device of claim 1, wherein the gear set includes a driving gear, a first tooth portion, an angle gear and a transmission rod, the driving gear is fixed on an end of the rotating shaft away from the at least one motor and meshes with The first tooth portion and the angle gear mesh with the disc gear, and the two ends of the transmission rod are respectively connected to the first tooth portion and the angle gear. The transmission device according to claim 6, further comprising at least one universal joint, a sliding sleeve part and a sliding part. The number of the at least one universal joint includes two and each is rotatably connected to the first tooth. The sliding sleeve part and the rotating shaft are between the two universal joints. The sliding sleeve part is provided on the sliding part and is suitable for relative sliding along the axial direction. The transmission device of claim 1, wherein the gear set includes a driving gear, a first tooth portion, an angle gear and a transmission rod, and the driving gear is fixed At one end of the rotating shaft away from the motor and spaced apart from the first tooth portion, the angle gear meshes with the disc gear. Both ends of the transmission rod are respectively connected to the first tooth portion and the angle gear, and also include two flanges, They are respectively fixed on the driving gear and the first tooth part. The transmission device according to claim 8, further comprising at least one universal joint, a sliding sleeve part and a sliding part. The number of the at least one universal joint includes two and each is rotatably connected to the two flanges. , the sliding sleeve part and the sliding part are between the two universal joints, the sliding sleeve part is provided on the sliding part and is suitable for relative sliding along the axial direction. The transmission device according to any one of claims 2 to 9, further comprising at least one motor speed change mechanism arranged between the differential and the at least one motor. The transmission device according to claim 10, further comprising at least one switching mechanism connected to the at least one motor speed change mechanism and used to switch the transmission ratio of the at least one motor speed change mechanism. The transmission device according to any one of claims 2 to 9, further comprising a two-wheel speed change mechanism, which is arranged on the two wheels and connected to the two drive shafts respectively, and is used to reduce the speed of the drive shafts when the drive shafts rotate. shaft speed and increase the torque of those drive shafts. The transmission device according to claim 11, further comprising a two-wheel speed change mechanism, which is arranged on the two wheels and connected to the two drive shafts respectively, and is used to reduce the rotation speed of the drive shafts and increase the rotation speed of the drive shafts when the drive shafts rotate. torque of some drive shafts. The transmission device according to any one of claims 2 to 9, further comprising a brake reducer arranged between the disc gear and the gear set, and when the brake reducer is activated, it is used to slow down the disc gear and the gear set. group speed. The transmission device of claim 13 further includes a brake reducer, which is arranged between the disc gear and the gear set. When the brake reducer is activated, it is used to slow down the rotation speed of the disc gear and the gear set. The transmission device of claim 1, wherein the gear set includes a driving gear fixed on an end of the rotating shaft away from the motor and meshed with the plate gear. The transmission device as claimed in claim 16, further comprising two universal joints, a sliding sleeve part and a sliding part. The universal joints are rotatably connected to the driving gear and the rotating shaft respectively, and the sliding sleeve part and The sliding part is between the two universal joints, and the sliding sleeve part is provided on the sliding part and is suitable for relative sliding along the axial direction. The transmission device as claimed in any one of claim 17, wherein the driving gear and the plate gear are spur gears, helical gears, double helical gears, halberd gears or helical gears. The transmission device of claim 17, wherein the number of the at least one motor includes two, the two motors are arranged outside the chamber and have two rotating shafts, the two rotating shafts pass through the chamber of the housing and are connected to On the same side or opposite sides of the gear set, the two motors drive the gear set synchronously through the two rotating shafts. The transmission device according to any one of claims 16 to 19, further comprising at least one motor speed change mechanism arranged between the differential and the at least one motor. The transmission device according to claim 20, further comprising at least one switching mechanism connected to the at least one motor speed change mechanism and used to switch the transmission ratio of the at least one motor speed change mechanism. The transmission device according to any one of claims 16 to 19, further includes a two-wheel speed change mechanism, which is arranged on the two wheels and connected to the two drive shafts respectively. The transmission device according to claim 21 further includes a two-wheel speed change mechanism, which is arranged on the two wheels and connected to the two drive shafts respectively. The transmission device according to any one of claims 16 to 19, further comprising a brake reducer arranged between the disk gear and the gear set, and when the brake reducer is activated, it is used to slow down the disk gear and the gear set. group speed. The transmission device of claim 23 further includes a brake reducer, which is arranged between the disc gear and the gear set. When the brake reducer is activated, it is used to slow down the rotation speed of the disc gear and the gear set. A transmission device includes: a housing having a chamber and two sleeves, the two sleeves being arranged on opposite sides of the chamber and communicating with each other; two drive shafts rotatably arranged in the housing, and Each drive shaft extends to the chamber and each casing respectively; two wheels are respectively connected to one end of the two drive shafts away from the chamber; and two motors are arranged outside the chamber and have two rotating shafts, and the rotating shafts pass through The chamber is provided in the housing, wherein the two motors are adapted to drive the two wheels respectively through the two rotating shafts relative to the The shell rotates. The transmission device of claim 26 further includes gears on both sides and a gear set. The gears on both sides are respectively arranged on the two drive shafts at the other end of the chamber. The gear set connects the two rotating shafts and is suitable for respectively The gears on both sides are meshed, and the gear set is located in the chamber. When the two motors drive the gear set through the two rotating shafts, the gear set drives each side gear, each drive shaft and each wheel to rotate. The transmission device of claim 27 further includes a plurality of universal joints, two sliding sleeve parts and two sliding parts. The universal joints are respectively rotatably connected to the gear set and the rotating shafts, and each sliding sleeve The sliding sleeve portion and the sliding portion are between the two corresponding universal joints, and the sliding sleeve portion is provided on each sliding portion and is suitable for relative sliding along an axial direction of each rotating shaft. The transmission device of claim 27, wherein when the two wheels travel along a linear trajectory, the gear set drives the gears on both sides and the two drive shafts respectively with the same rotational speed. When the two wheels travel along a curved trajectory, , the gear set drives the gears on both sides and the two drive shafts respectively and has different rotation speeds. The transmission device of claim 27, wherein when the two wheels rotate along a circular trajectory, the gear set drives the gears on both sides and the two drive shafts to pivot in opposite directions and at the same rotation speed. The transmission device according to any one of claims 27 to 30, further comprising two motor speed change mechanisms, each of the motor speed change mechanisms is arranged between the corresponding wheel and the gear set. The transmission device according to claim 31, further comprising two switching mechanisms, each switching mechanism is arranged between the corresponding wheel and the gear set, each switching mechanism is connected to each motor speed change mechanism and is used to switch each motor speed change. The transmission ratio of the mechanism. The transmission device according to claim 27 or claim 28, wherein the gear set includes two driving gears, respectively fixed on one end of the two rotating shafts away from the two motors and meshed with the gears on both sides. The transmission device of claim 33, wherein each driving gear and each side gear is a spur gear, a helical gear, a double helical gear, a halberd gear or a helical gear. The transmission device according to any one of claims 27 to 30, further includes a two-wheel speed change mechanism, which is arranged on the two wheels and connected to the two drive shafts respectively. The transmission device according to claim 32 further includes a two-wheel speed change mechanism, which is arranged on the two wheels and connected to the two drive shafts respectively. The transmission device according to claim 34, further includes a two-wheel speed change mechanism, which is arranged on the two wheels and connected to the two drive shafts respectively. The transmission device as described in any one of claims 27 to 30, further comprising two brake reducers, respectively arranged on the two drive shafts. When the brake reducers are activated, they are used to slow down each drive shaft and each wheel. of rotational speed. The transmission device described in claim 32 further includes two brake reducers, which are respectively arranged on the two drive shafts. When the brake reducers are activated, they are used to slow down the rotation speed of each drive shaft and each wheel. The transmission device described in claim 35 further includes two brake reducers, respectively arranged on the two drive shafts. When the brake reducers are activated, they are used to slow down the rotation speed of each drive shaft and each wheel.

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