WO2014088128A1 - Device for preventing gearshift bearing breakaway of vehicle transmission - Google Patents

Device for preventing gearshift bearing breakaway of vehicle transmission Download PDF

Info

Publication number
WO2014088128A1
WO2014088128A1 PCT/KR2012/010456 KR2012010456W WO2014088128A1 WO 2014088128 A1 WO2014088128 A1 WO 2014088128A1 KR 2012010456 W KR2012010456 W KR 2012010456W WO 2014088128 A1 WO2014088128 A1 WO 2014088128A1
Authority
WO
WIPO (PCT)
Prior art keywords
ball
insertion hole
ball insertion
gear
main body
Prior art date
Application number
PCT/KR2012/010456
Other languages
French (fr)
Korean (ko)
Inventor
박원영
Original Assignee
(주)성지기업
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by (주)성지기업 filed Critical (주)성지기업
Priority to PCT/KR2012/010456 priority Critical patent/WO2014088128A1/en
Publication of WO2014088128A1 publication Critical patent/WO2014088128A1/en

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft
    • F16H2063/3096—Sliding keys as final output elements; Details thereof

Definitions

  • the present invention is formed in a hollow cylindrical shape, the first ball insertion hole (113a) and the second ball insertion hole (113c) is spaced apart from each other formed in the circumferential direction, respectively, the ball (113b, 113d) is accommodated
  • a main body having a flange portion 111 connected to the drive motor shaft at one end thereof, and the other end thereof opened;
  • a part is inserted into the main body and slides the selector shaft 121, and is formed to protrude stepwise with the outer circumferential surface of the selector shaft at one end of the selector shaft.
  • a rear inclined surface 122c is formed, and a selecting protrusion 122 in which a bearing seating groove 122a is formed between the front inclined surface and the rear inclined surface, and formed at the other end of the selector shaft and exposed to the outside of the main body.
  • a shift gear selector 120 including a shift lever connector 123; And a plurality of ball seat grooves 134a and 133a recessed in an inner diameter surface of the first and second ball insertion holes 113a and 113c formed at the center thereof, respectively.
  • the transmission gear bite ball separation prevention device of the transmission for an electric vehicle comprising a high-speed drive gear 134 and a low-speed drive gear 133 is formed, the first ball insertion hole 113a and the second ball of the main body O-ring insertion grooves 113-1a and 113-1c are formed in the insertion hole 113c, and O-rings 113-2a and 113-2c are inserted into the O-ring insertion grooves 113-1a and 113-1c.
  • the present invention relates to a transmission gear biting-ball preventing device of a transmission for a transmission characterized in that it prevents the escape of the balls (113b, 113d) inserted into the first ball insertion hole (113a) and the second ball insertion hole (113c). .
  • the conventional three-wheeled vehicle adopts a structure that transmits power transmitted from a two-stroke engine to the rear wheel side by a chain and a sprocket, and basically adopts the form and structure of a conventional two-wheeled motorcycle.
  • Utility Model Registration No. 0259004 discloses a structure for differential control of forward and backward and rear wheels of three- or four-wheeled motorcycles, and registered utility model No. 0414854.
  • "Differential control device for four-wheeled motorcycles” proposes an improved differential gear device for stable turning on curves and the like.
  • Utility Model Publication No. 199595-0007025 Power converter for three-wheeled motorcycles" transmits power to the rear wheels driven by a chain so that the motorcycle can move forward, backward and shift.
  • Utility Model Registration No. 0124693 discloses a power transmission device for a three-wheeled motorcycle, which is mainly used to transmit power of an engine to an intermediate mitchon.
  • the present invention is to improve the apparatus of the prior patent application 10-2010-0082005, the following apparatus is also a component of the prior application patent 10-2010-0082005, but also as a component of the present invention, the invention 'hereinafter' 1 is a side view of the three- or four-wheeled electric vehicle of the present invention, Figure 2 is an external configuration view from the rear of the transmission structure of the present invention, Figure 3 is a gear arrangement of the present invention 4 is an exploded perspective view of the shifting unit of the present invention, and FIG. 5 is an operation structural view showing a state in which a shift lever is coupled to the shifting unit of the present invention.
  • the three- or four-wheeled electric vehicle 200 (hereinafter, simply referred to as electric vehicle) as the device of the present invention is a small vehicle having one or two front wheels 206 and two rear wheels 207 as shown. It has a steering wheel 203, such as steering means, and is provided with a seat 202 for the driver to sit.
  • the rear of the electric vehicle 200 is mounted with a box 201 in the form of a blind box so that things or small cargoes can be loaded.
  • the body frame 204a serves as a bottom plate, and the transmission gear of the shifting unit 100 to be described later on the side of the body frame 204a.
  • the shift lever 161 for selecting the wheel is rotatably supported by the vehicle body frame 204a, and a pair of shift lever pedals 162 are formed at the front end of the shift lever 161.
  • a footrest 205 may be provided at the front side of the vehicle body frame 204a to comfortably mount the driver's foot.
  • a power transmission structure such as a driving motor 101, a transmission unit 100, and a differential gear is positioned below the loading box 201 of the electric vehicle 200.
  • the drive motor 101 is fixed to and supported by the rear body frame 204b as an electric motor, and a cylindrical motor shaft rotating body 102 coupled to the motor shaft of the drive motor 101 includes a shift unit (to be described later).
  • the flange 111 of 100 is bolted together.
  • a shift drive gear group, a driven gear group, and a differential gear, which will be described later, are located, and the gear case 103 serves to protect them from an external environment.
  • the shift lever connector 123 of the shift unit 100 is exposed, and the rear end of the shift lever 161 to be described later is coupled thereto.
  • the rear body frame 204b is mounted with a suspension device 210 for absorbing and mitigating impact applied to the vehicle body by unevenness on the bottom surface, and the lower end of the suspension device 210 has a rear body frame 204b. It is fixed to, and is fixedly mounted to the upper end (not shown) loading box 201.
  • Reference numeral 211 in the drawing represents a coil spring of the suspension device.
  • FIG. 3 is a power configuration diagram schematically showing the gear arrangement of the transmission of the present invention.
  • the flange 111 of the shifting unit 100 is coupled to the motor shaft rotating body 102 coupled to the motor shaft of the drive motor 101, and the low-speed drive gear 133 and the high-speed drive gear of the shifting unit 100 are coupled. 134 are arranged side by side.
  • the low speed drive gear 133 and the high speed drive gear 134 are rotatably mounted on the casing of the transmission unit body to be described later.
  • the low-speed drive gear 133 and the high-speed drive gear 134 is selected by the left and right sliding operation of the selector shaft 121 to be described later to transfer power, the remaining unselected drive gear is idle.
  • the low speed drive gear 133 meshes with the low speed driven gear 143 below, and the high speed drive gear 134 meshes with the high speed driven gear 144 below.
  • the meaning of low speed and high speed is a relative concept and does not mean an absolute speed value. That is, since the absolute speed of the electric vehicle of the present invention depends on the output of the driving motor 101, the low speed and the high speed are classified based on the relative speed within a range that the used driving motor 101 can output. .
  • the gear ratios of the low gear group composed of the low speed drive gear 133 and the low speed driven gear 143 and the high speed gear group composed of the high speed drive gear 134 and the high speed driven gear 144 are different. For example, if the gear ratio of the low speed drive gear 133 and the low speed driven gear 143 is 1: 1.5, the gear ratio of the high speed drive gear 134 and the high speed driven gear 144 is 1: 0.8. Therefore, the gear ratio of the low gear group is designed to be larger than the gear ratio of the high gear group.
  • the low speed driven gear 143 and the high speed driven gear 144 are integrally formed to rotate together and rotatably mounted in the gear case 103.
  • the low-speed driven gear 143 and the high-speed driven gear 144 are combined with the longitudinal reduction gear 156 of the differential device.
  • the low-speed driven gear 156 is engaged with the high-speed driven gear 144.
  • the longitudinal reduction gear is formed on the rear axle 151 on which the differential side gear 154 is arranged, and the rear axle 151 is configured to rotate inside the rear axle housing 152.
  • the rear wheels 207 engage.
  • the transmission 200 of the present invention enables the differential control of both rear wheels 207 without the vehicle body to be overturned even in a curved section or a curved road, and the adjustment of the shift speed can be performed quickly by the transmission having the structure as described above. Can be. In particular, in the curve road, etc., the speed of the electric vehicle should be reduced and run stably. Using the transmission and the differential gear combination of the present invention, the speed can be adjusted quickly even on the curve road, and the rotation speed of both rear wheels 207 can be controlled. It becomes easy.
  • the shifting unit 100 of the present invention has a structure in which a drive gear suitable for a shift speed can be selected quickly and conveniently as one element constituting the shifting device. That is, the transmission unit 100 is composed of a main body, a gear shift selector 120, a high speed drive gear 134 and a low speed drive gear 133.
  • the main body includes a hollow cylindrical lower end body 112b in which a flange portion 111 is formed, and an upper end body 112a coupled thereto.
  • the transmission gear selector 120 slides from side to side in the upper and lower bodies 112a and 112b and selects a gear.
  • the high speed drive gear 134 and the low speed drive gear 133 are mounted on the outer circumferential surface of the lower main body 112b.
  • the flange portion 111 formed at one end of the lower body 112b is formed with a plurality of bolt fastening holes 111a in the circumferential direction, and on the outer circumferential surface of the other end, a screw portion for helical coupling with the upper body 112a. 113e) is formed.
  • a first ball insertion hole 113a and a second ball insertion hole 113c are formed in the circumferential direction, as shown, wherein the ball 113b is slightly smaller in diameter than the ball insertion hole. And 113d) are inserted and accommodated, respectively.
  • the first ball insertion hole 113a and the second ball insertion hole 113c are formed to be spaced apart from each other by a predetermined interval, and the number of each insertion hole is set to four along the circumferential direction in the illustrated embodiment, but is not limited thereto. It doesn't work.
  • reference numeral 136a denotes a key groove.
  • the upper main body 112a is formed in a cylindrical shape in which both side ends are opened, and a screw part (not shown) is formed on an inner circumferential surface of the end facing the lower main body 112b, and a shaft hole is formed in the center of the other end.
  • the formed cap 123e is fitted.
  • the transmission gear selector 120 to be described later is inserted through the opening at the other end of the upper body 112a, and then closed by the cap 123e.
  • the transmission gear selector 120 includes a high speed drive gear 134 and a low speed drive gear 133 whose inner circumferential surfaces are respectively positioned on the first and second ball insertion holes 113a and 113c formed on the lower body 112b.
  • a selecting protrusion 122 is formed at the front end of the selector shaft 121 of the shift gear selector 120, and the shift lever connector 123 exposed to the outside of the upper body 112a at the rear end. Is formed.
  • the selecting protrusion 122 is formed in a shape of a cylindrical body having a cross-sectional diameter larger than the outer diameter of the selector shaft 121 so as to protrude on the selector shaft 121.
  • the front inclined surface 122b and the rear inclined surface 122c are formed to be inclined at the front end and the rear end of the selecting protrusion 122, respectively.
  • Each of the inclined surfaces is formed such that the inclined surface rises toward the center from the front or the rear of the selecting protrusion 122, and the ball seating groove ( 122a) is formed.
  • the ball seating groove 122a, the front inclined surface 122b and the rear inclined surface 122c are formed so as to correspond to the number or positions of the first and second ball insertion holes 113a and 113c described above. That is, in the present embodiment, the ball seating groove 122a, the front and rear inclined surfaces 122b and 122c are formed in four circumferential directions of the selecting protrusion 122, and are arranged at intervals of 90 °.
  • a plurality of ball seat grooves 134a and 133a which are semicircular grooves, are formed in the inner diameter surfaces of the high speed driving gear 134 and the low speed driving gear 133.
  • the spacer 131, the bearing 132, and the low speed driving gear 133 are moved from the flange part 111 side toward the shift lever connector 123 side.
  • a high speed drive gear 134, a ring plate 135, a shaft key 136, a bearing 137 and a spacer 138 are mounted in this order.
  • FIG. 5 is an operational structural view showing a state in which a shift lever is coupled to a shift unit of the present invention.
  • the shift lever 161 is connected to the shift lever connector 123 of the shift apparatus having the above-described configuration, as shown.
  • the shift lever 161 is to be rotated at an angle from side to side by a rotation support 164 fixed to the vehicle body frame 204a, and a pair of shift pedals 162a and 162b are coupled to the front end thereof.
  • An end portion is formed with a clamping portion 163 for coupling to the shift lever connector 123.
  • the shift lever connector 123 is formed by positioning the first side plate 123a and the second side plate 123b at an end of the selector shaft 121 to be spaced apart from each other, and then fixing them with nuts 123c and 123d.
  • the present invention is not necessarily limited to this shape, and may be manufactured in any shape as long as the shift lever 161 is connected and pulled from side to side.
  • the clamping part 163 of the shift lever 161 may also adopt various connection structures according to the shape of the shift lever connector 123, and it is apparent that the present invention is not limited to the shape of the present embodiment.
  • the selector shaft 121 slides in the left direction in the drawing, and the selecting protrusion 122 moves to the left side.
  • the selecting protrusion 122 moves to the left end, the ball 113d accommodated in the second ball insertion hole 113c is pushed up by the front inclined surface 122b of the selecting protrusion 122 to seat the ball seating groove. It is settled at 122a.
  • the exposed portion of the ball 113d pushed up to expose a portion outside the second ball insertion hole 113c is seated in the ball seat groove 133a formed on the inner diameter surface of the low-speed drive gear 133 and is low-speed.
  • the drive gear 133 is selected for power.
  • the ball 113b is not coupled to the ball seat groove 134a formed on the inner diameter surface of the high speed driving gear 134. Therefore, only the low speed drive gear 133 is selected for power to transmit the rotational force of the drive motor 101 to the rear wheel side, and the high speed drive gear 134 idles.
  • the selecting protrusion 122 slides to the right in the drawing.
  • the ball 113d of the second ball insertion hole 113c is lowered from the ball seating groove 122a of the selecting protrusion 122, and the rear inclined surface 122c of the selecting protrusion 122 that slides to the right to retreat.
  • the ball 113b in the first ball insertion hole 113a is seated in the ball seating groove 122a and accommodated in the ball seat groove 134a formed in the inner diameter surface of the high speed drive gear 134. In this way, the high speed drive gear 134 is power selected, and the low speed drive gear 133 is powered off and idle.
  • Fig. 6 is a sectional side view of the main body portion when the driver of the prior patent application 10-2010-0082005 configured as described above presses down the shift pedal 162b on the right side.
  • the driving protrusion 133 or the high speed driving gear 134 is driven by moving the selecting protrusion 122 to the left or the right according to the driver's selection.
  • the ball 113d of the second ball insertion hole 113c is a selecting protrusion ( It descends from the ball seating groove 122a of 122 and descends on the front inclined surface 122b, and the ball 113b of the first ball insertion hole 113a rises on the rear inclined surface 122c and the ball seating groove 122a. It is seated in the ball seat groove 134a is formed in the inner diameter surface of the high speed drive gear 134.
  • the high-speed drive gear 134 is the power is selected, the low-speed drive gear 133 is powered off and idle, as shown in Figure 6, the ball 113b of the first ball insertion hole 113a is ball seating It is fixed between the groove 122a and the ball seat groove 134a formed in the inner diameter surface of the high speed driving gear 134, but the ball 113d of the second ball insertion hole 113c is the inner diameter of the low speed driving gear 133.
  • the ball seat groove 133a and the front inclined surface 122 are formed between the ball seat grooves 133a formed on the surface and the front inclined surface 122b, and the ball seat grooves 133a and the front inclined surface formed on the inner diameter surface of the low speed drive gear 133 at high speed rotation. There is a problem that abrasion and collision occurs between 122b) and a severe crash noise is generated.
  • the present invention is to provide a power transmission structure suitable for a three-wheel or four-wheeled electric vehicle that uses an electric motor as a drive source, and further improves the contents of the prior patent application 10-2010-0082005 to provide a ball received in the main patent application body. Its main purpose is to provide a three- or four-wheeled electric vehicle that prevents damage and ensures the stability of the device operation.
  • the present invention is formed in a hollow cylindrical shape, the first ball insertion hole (113a) and the second ball insertion hole (113c) is spaced apart from each other on the outer peripheral surface is formed along the circumferential direction, respectively
  • a main body accommodating the balls 113b and 113d, the flange portion 111 for connecting with the drive motor shaft at one end thereof, and the other end thereof being opened;
  • a part is inserted into the main body and slides the selector shaft 121, and is formed to protrude stepwise with the outer circumferential surface of the selector shaft at one end of the selector shaft.
  • a rear inclined surface 122c is formed, and a selecting protrusion 122 in which a bearing seating groove 122a is formed between the front inclined surface and the rear inclined surface, and formed at the other end of the selector shaft and exposed to the outside of the main body.
  • a shift gear selector 120 including a shift lever connector 123; And a plurality of ball seat grooves 134a and 133a recessed in an inner diameter surface of the first and second ball insertion holes 113a and 113c formed at the center thereof, respectively.
  • the first ball insertion hole 113a and the second ball of the main body O-ring insertion grooves 113-1a and 113-1c are formed in the insertion hole 113c, and O-rings 113-2a and 113-2c are inserted into the O-ring insertion grooves 113-1a and 113-1c.
  • the gear shift ball bite prevention device of the transmission of the electric vehicle characterized in that for preventing the escape of the balls (113b, 113d) inserted into the first ball insertion hole (113a) and the second ball insertion hole (113c). It is a technical point.
  • the present invention has the advantage of providing a three-wheel or four-wheeled electric vehicle that prevents damage to the ball accommodated in the main body of the prior patent application 10-2010-0082005 and secures the stability of the device operation.
  • FIG. 1 is a side view of a three- or four-wheeled electric vehicle of the present invention.
  • Figure 2 is an appearance configuration view seen from the rear of the transmission structure of the present invention.
  • Figure 3 is a power configuration diagram schematically showing the gear arrangement of the transmission of the present invention.
  • Figure 4 is an exploded perspective view of the transmission unit of the present invention.
  • Figure 5 is an operating structure showing a state in which the shift lever is coupled to the shifting unit of the present invention.
  • Fig. 6 is a sectional side view of a conventional embodiment of the present invention when the driver presses the shift pedal 162b on the right side.
  • FIG. 8 is a side cross-sectional view of FIG.
  • Fig. 9 is a sectional side view of the embodiment of the present invention when the driver presses the shift pedal 162b on the right side.
  • Fig. 10 is a sectional side view of an embodiment of the present invention when the driver steps on the left shift pedal 162a.
  • FIG. 7 is a perspective view showing a ball insertion hole of the present invention
  • FIG. 8 is a side cross-sectional view of FIG. 7
  • FIG. 9 is a side cross-sectional view of an embodiment of the present invention when the driver steps on the right shift pedal 162b. Is a sectional side view of the embodiment of the present invention when the driver steps on the left shift pedal 162a.
  • the driver will step on the shift pedal 162b on the right side.
  • the ball 113d of the second ball insertion hole 113c is the ball seating groove of the selecting protrusion 122. It descends from 122a and descends on the front inclined surface 122b, and the ball 113b of the first ball insertion hole 113a rises on the rear inclined surface 122c to be seated in the ball seating groove 122a and is a high speed driving gear. It is accommodated in the ball seat groove 134a formed in the inner diameter surface of 134.
  • the ball 113d of the second ball insertion hole 113c has a space between the ball seat groove 133a and the front inclined surface 122b formed on the inner diameter surface of the low speed drive gear 133. Since the space between the ball seat groove 133a and the front inclined surface 122b is larger than the diameter of the ball, the ball 113d of the second ball insertion hole 113c rotates at high speed. There is a problem that abrasion occurs between the seat grooves 133a and the front inclined surface 122b to cause abrasion and severe crash noise.
  • the present invention as shown in Figure 7 and 8, to form an O-ring insertion groove (113-1a) inside the first ball insertion hole (113a), the O-ring insertion groove ( Insert the O-ring 113-2a into 113-1a).
  • an O-ring insertion groove 113-1c having the same structure is formed inside the second ball insertion hole 113 c, and an O-ring 113-2c is inserted into the O-ring insertion groove 113-1c.
  • the ball (113b, 113d) has a diameter difference only enough to be elevated to the ball insertion hole (113a, 113c), when the external force is not applied to the ball (113b, 113d) of the ball by the O-ring The ascent is blocked.
  • the O-rings 113-2a, 113-2c are positioned to support the lower sides of the balls 113b, 113d, and the balls 113b, 113d are ball seat grooves 133a.
  • the O-rings 113-2a and 113-2c restrain the upper sides of the balls 113b and 113d to prevent the ascending. Be sure to
  • the selecting projection moves to the rear (left side in the drawing) as shown in FIG. 9. Accordingly, the ball 113d of the second ball insertion hole 113c descends from the ball seating groove 122a of the selecting protrusion 122 and descends on the front inclined surface 122b, and the first ball insertion hole 113a. Ball 113b of the) is raised in the rear inclined surface (122c) is seated in the ball seating groove (122a) is accommodated in the ball seat groove (134a) formed in the inner diameter surface of the high-speed drive gear 134.
  • the ball 113d of the second ball insertion hole (113c), the ball seat groove 133a formed on the inner diameter surface of the low-speed drive gear 133 by the rotation of the low-speed drive gear 133 is the ball
  • the force acting on the upper side of 113d it is pushed down and descends past the O-ring 113-2c.
  • the selecting protrusion 122 moves forward (right side in the drawing), and accordingly, the ball of the first ball insertion hole 113a ( 113b) descends from the ball seating groove 122a of the selecting protrusion 122 and descends on the rear inclined surface 122c, and the ball 113d of the second ball insertion hole 113c is raised on the front inclined surface 122b. It is seated in the ball seating groove (122a) is accommodated in the ball seat groove (133a) formed on the inner diameter surface of the low-speed drive gear (133). At this time, the principle of lowering the ball 113b of the first ball insertion hole 113a past the O-ring 113-2c is to lower the ball 113d of the second ball insertion hole 113c mentioned above. It is the same as the principle.
  • the ball 113d of the second ball insertion hole 113c is formed on the inner diameter surface of the low-speed drive gear 133 by the O-ring ball seat groove Movement to the space of 133a is blocked so that the problem of collision with the ball seat groove 133a formed on the inner diameter surface of the low-speed drive gear 133 during high speed rotation is solved.

Abstract

The present invention relates to a device for preventing gearshift bearing breakaway of a vehicle transmission, comprising: a main body having a first ball insertion hole (113a) and a second ball insertion hole (113c) formed at a distance from each other and respectively receiving balls (113b, 113d) on outer peripheral surfaces thereof; a gearshift selector (120) including a selector shaft (121) which is partially inserted into the main body so as to slide, a selecting protrusion (122) which protrudes from one side end portion of the selector shaft so as to have a stepped difference from an outer peripheral surface of the selector shaft and is provided with a front inclination surface (122b), a bearing seat groove (122a) and a rear inclination surface (122c), and a transmission lever connector (123) which is formed on another side end portion of the selector shaft; and a high speed driving gear (134) and a low speed driving gear (133) of the main body is inserted at a center and a plurality of seat grooves (134a 133a) are formed along a circumferential direction thereof at an inner diameter surface, wherein O-ring insertion grooves (113-1a, 113-1c) are formed at a first ball insertion hole (113a) and a second ball insertion hole (113c) of the main body, and O-rings (113-2a 113-2c) are inserted into the O-ring insertion grooves (113-1a, 113-1c) such that the escape of the balls (113b, 113d), which are inserted into the first ball insertion hole (113a) and the second ball insertion hole (113c), can be prevented.

Description

전동차용 변속기의 변속기어 물림 볼 이탈 방지 장치Transmission gear bite ball prevention device of electric transmission
본 발명은 중공 원통형상으로 형성되며, 외주면상에 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)이 서로 이격하여 각각 원주방향을 따라 형성되어 각각 볼(113b,113d)이 수용되고, 일 측 단부에 구동모터축과 연결하기 위한 플랜지부(111)가 형성되고, 타측 단부는 개방되는 본체와; 일부가 상기 본체 내부에 삽입되어 슬라이딩 하는 셀렉터 샤프트(121)와, 상기 셀렉터 샤프트의 일측 단부에 셀렉터 샤프트의 외주면과 단차지게 돌출하여 형성되는 것으로서 돌출한 전·후단부에 각각 전방 경사면(122b)과 후방 경사면(122c)이 형성되고, 상기 전방 경사면과 후방 경사면 사이에는 베어링 착좌홈(122a)이 형성되는 셀렉팅 돌기(122)와, 상기 셀렉터 샤프트의 타측 단부에 형성되어 상기 본체의 외부로 노출되는 변속레버 연결구(123)로 이루어지는 변속기어 셀렉터(120); 및 중앙에 상기 본체가 끼워져 상기 본체에 형성된 제1 및 제2 볼 삽입공(113a,113c) 상에 각각 위치하는 것으로서 내경면에 그 원주방향을 따라 다수의 볼 시트홈(134a,133a)이 오목하게 형성되는 고속구동기어(134) 및 저속구동기어(133)를 포함하여 구성되는 전동차용 변속기의 변속기어 물림 볼 이탈 방지 장치에 있어서, 상기 본체의 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)에는 오링삽입홈(113-1a, 113-1c)을 형성시키고, 상기 오링삽입홈(113-1a, 113-1c)에는 오링(113-2a, 113-2c)을 삽입시켜, 상기 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)에 삽입된 볼(113b,113d)의 탈출을 방지시키는 것을 특징으로 하는 전동차용 변속기의 변속기어 물림 볼 이탈 방지 장치에 관한 것이다. The present invention is formed in a hollow cylindrical shape, the first ball insertion hole (113a) and the second ball insertion hole (113c) is spaced apart from each other formed in the circumferential direction, respectively, the ball (113b, 113d) is accommodated A main body having a flange portion 111 connected to the drive motor shaft at one end thereof, and the other end thereof opened; A part is inserted into the main body and slides the selector shaft 121, and is formed to protrude stepwise with the outer circumferential surface of the selector shaft at one end of the selector shaft. A rear inclined surface 122c is formed, and a selecting protrusion 122 in which a bearing seating groove 122a is formed between the front inclined surface and the rear inclined surface, and formed at the other end of the selector shaft and exposed to the outside of the main body. A shift gear selector 120 including a shift lever connector 123; And a plurality of ball seat grooves 134a and 133a recessed in an inner diameter surface of the first and second ball insertion holes 113a and 113c formed at the center thereof, respectively. In the transmission gear bite ball separation prevention device of the transmission for an electric vehicle comprising a high-speed drive gear 134 and a low-speed drive gear 133 is formed, the first ball insertion hole 113a and the second ball of the main body O-ring insertion grooves 113-1a and 113-1c are formed in the insertion hole 113c, and O-rings 113-2a and 113-2c are inserted into the O-ring insertion grooves 113-1a and 113-1c. The present invention relates to a transmission gear biting-ball preventing device of a transmission for a transmission characterized in that it prevents the escape of the balls (113b, 113d) inserted into the first ball insertion hole (113a) and the second ball insertion hole (113c). .
오토바이는 2행정 엔진을 사용하여 구동하는 2륜 구동차의 일종으로서 최근에는 오토바이의 동력전환구조를 일부 변경하고 2개의 후륜에 동력을 전달하여 구동하는 3륜차가 유행하기 시작하였다. Motorcycles are a type of two-wheel drive vehicles driven by two-stroke engines. Recently, three-wheeled vehicles, which have partially changed the power conversion structure of the motorcycle and transmits power to two rear wheels, have become popular.
종래의 3륜차는 2행정 엔진으로부터 전달되는 동력을 체인과 스프로켓에 의하여 후륜측에 전달하는 구조를 취하고 있으므로 기본적으로 종래의 2륜 오토바이의 형식과 구조를 대부분 채용하고 있다. The conventional three-wheeled vehicle adopts a structure that transmits power transmitted from a two-stroke engine to the rear wheel side by a chain and a sprocket, and basically adopts the form and structure of a conventional two-wheeled motorcycle.
그러나, 2륜 오토바이 구조를 3륜 또는 4륜차에 적용하게 됨에 따라 후륜의 바퀴 회전수 차동제어나 후진과 같은 문제가 발생하게 되므로 그동안 이러한 문제를 해결하고자 하는 여러 시도가 있었다. However, as the two-wheeled motorcycle structure is applied to a three-wheeled or four-wheeled vehicle, problems such as differential control of the wheel speed of the rear wheels and reversal occur, and there have been various attempts to solve such problems.
등록실용신안 제0259004호 "3륜 또는 4륜 오토바이의 전후진 전환 및 차동장치"는 3륜 또는 4륜 오토바이의 전후진과 후륜의 차동제어를 위한 구조를 개시하고 있으며, 등록실용신안 제0314854호 "4륜 오토바이용 차동 제어장치"에서는 커브길 등에서의 안정적인 선회 주행을 위하여 개선된 차동기어장치를 제시하고 있다. 실용신안공보 실1995-0007025호 "삼륜 오토바이의 동력 변환기"에서는 체인에 의하여 구동하는 후륜측에 동력을 전달하여 오토바이가 전진, 후진 및 변속하도록 하고 있다. 등록실용신안 제0124693호 "삼륜 오토바이용 동력전달장치"에서는 엔진의 동력을 중간 밋숑에 전달하는데 주로 사용하는 삼륜 오토바이용 동력전달장치에 관하여 개시하고 있다. Utility Model Registration No. 0259004 discloses a structure for differential control of forward and backward and rear wheels of three- or four-wheeled motorcycles, and registered utility model No. 0414854. "Differential control device for four-wheeled motorcycles" proposes an improved differential gear device for stable turning on curves and the like. Utility Model Publication No. 199595-0007025 "Power converter for three-wheeled motorcycles" transmits power to the rear wheels driven by a chain so that the motorcycle can move forward, backward and shift. Utility Model Registration No. 0124693 discloses a power transmission device for a three-wheeled motorcycle, which is mainly used to transmit power of an engine to an intermediate mitchon.
위의 종래기술들은 모두 오토바이의 2행정 엔진을 그대로 채용하여 사용하며, 엔진의 구동력을 체인에 의하여 후륜측에 전달하여 구동시키기 위한 구조에 관한 것이다. 따라서 구동모터를 사용하는 3륜 또는 4륜 전동차 구조에는 맞지 않는 것이 대부분이며, 이를 그대로 모터 전동차에 적용하기에는 적합하지 않다. All of the above prior art employs a two-stroke engine of a motorcycle as it is, and relates to a structure for driving the engine by transmitting the driving force to the rear wheel side by a chain. Therefore, most of them do not fit in the structure of a three-wheel or four-wheeled electric vehicle using a drive motor, it is not suitable to apply to the motor electric vehicle as it is.
따라서, 구동모터를 동력원으로 하는 3륜 또는 4륜 전동차 전용의 변속장치를 개발할 필요가 있으며, 종래보다 간단하고 에너지 효율이 높으며, 내구성 및 운전 편의성이 향상된 변속장치 및 이를 이용한 3륜 또는 4륜 자동차의 개발이 요청되었다. Therefore, there is a need to develop a transmission for a three-wheel or four-wheeled electric vehicle using a drive motor as a power source, a transmission that is simpler, more energy efficient, and has improved durability and ease of operation, and a three- or four-wheeled vehicle using the same. Development was requested.
상기한 요청에 부합하여 본 출원인은 선특허출원 10-2010-0082005을 출원하였다.In response to the above request, the applicant has filed an earlier patent application 10-2010-0082005.
이하 본 발명의 장치인 선특허출원 10-2010-0082005의 내용을 먼저 살펴보고, 이에 대한 문제점을 순차 설명하기로 한다.Hereinafter, the contents of the prior patent application 10-2010-0082005, which is the apparatus of the present invention, will be described first, and problems thereof will be described sequentially.
본 발명은 상기 선특허출원 10-2010-0082005의 장치를 개선하기 위한 것으로서, 이하의 장치는 선출원특허 10-2010-0082005의 구성요소이기도 하지만, 본 발명의 구성요소이기도 하므로 이하, '본 발명'으로 통일하여 설명하기로 하며, 도 1은 본 발명의 3륜 또는 4륜 전동차의 측면도이며, 도 2는 본 발명의 변속장치 구조를 후방에서 바라본 외관 구성도이며, 도 3은 본 발명의 기어배치를 개략적으로 도시한 동력 구성도이며, 도 4는 본 발명의 변속유닛의 분해 사시도이며, 도 5는 본 발명의 변속유닛에 변속레버가 결합하는 모습을 보인 작동 구조도이다.The present invention is to improve the apparatus of the prior patent application 10-2010-0082005, the following apparatus is also a component of the prior application patent 10-2010-0082005, but also as a component of the present invention, the invention 'hereinafter' 1 is a side view of the three- or four-wheeled electric vehicle of the present invention, Figure 2 is an external configuration view from the rear of the transmission structure of the present invention, Figure 3 is a gear arrangement of the present invention 4 is an exploded perspective view of the shifting unit of the present invention, and FIG. 5 is an operation structural view showing a state in which a shift lever is coupled to the shifting unit of the present invention.
본 발명의 장치인 3륜 또는 4륜 전동차(200,이하 간단히 전동차라고 약칭하기로 한다)는 도시한 바와 같이 한 개 혹은 두 개의 전륜(206)과 두 개의 후륜(207)을 가지는 소형 운송수단으로서 조향수단과 같은 조향핸들(203)을 가지며, 운전자가 착석하기 위한 시트(202)가 구비된다. The three- or four-wheeled electric vehicle 200 (hereinafter, simply referred to as electric vehicle) as the device of the present invention is a small vehicle having one or two front wheels 206 and two rear wheels 207 as shown. It has a steering wheel 203, such as steering means, and is provided with a seat 202 for the driver to sit.
상기 전동차(200)의 후방에는 사각함 형태의 적재함(201)이 장착되어 물건이나 작은 화물 등을 실을 수 있도록 하고 있다. The rear of the electric vehicle 200 is mounted with a box 201 in the form of a blind box so that things or small cargoes can be loaded.
상기 전동차(200)의 운전석 하방에는 도 1에 도시된 바와 같이 차체 프레임(204a)이 바닥판의 역할을 하도록 하고 있으며, 상기 차체 프레임(204a)의 측방에는 후술할 변속유닛(100)의 변속기어를 선택하기 위한 변속레버(161)가 차체 프레임(204a)에 회동 가능하게 지지되어 있으며, 상기 변속레버(161)의 전방측 단부에 한 쌍의 변속레버 페달(162)이 형성된다. 또한, 상기 차체 프레임(204a)의 전방측에는 운전자의 발을 편안히 거치할 수 있도록 발받이(205)가 마련되도록 할 수 있다. Under the driver's seat of the electric vehicle 200, as shown in FIG. 1, the body frame 204a serves as a bottom plate, and the transmission gear of the shifting unit 100 to be described later on the side of the body frame 204a. The shift lever 161 for selecting the wheel is rotatably supported by the vehicle body frame 204a, and a pair of shift lever pedals 162 are formed at the front end of the shift lever 161. In addition, a footrest 205 may be provided at the front side of the vehicle body frame 204a to comfortably mount the driver's foot.
도 2에 도시한 바와 같이, 상기 전동차(200)의 적재함(201) 하방에는 구동모터(101), 변속유닛(100) 및 차동기어와 같은 동력전달구조가 위치한다. 상기 구동모터(101)는 전동모터로서 후방측 차체 프레임(204b)에 고정하여 지지되며, 상기 구동모터(101)의 모터축에 결합하는 원통형의 모터축 회전체(102)에는 후술할 변속유닛(100)의 플랜지부(111)가 볼트 결합한다. 도면의 기어 케이스(103) 내부에는 후술할 변속 구동기어군과 피동기어군 및 차동기어가 위치하며, 기어 케이스(103)는 이들을 외부의 환경으로부터 보호하는 역할을 한다. 상기 기어 케이스(103)의 우측단으로는 변속유닛(100)의 변속레버 연결구(123)가 노출되어 있으며, 여기에 후술할 변속레버(161)의 후단부가 결합한다. As shown in FIG. 2, a power transmission structure such as a driving motor 101, a transmission unit 100, and a differential gear is positioned below the loading box 201 of the electric vehicle 200. The drive motor 101 is fixed to and supported by the rear body frame 204b as an electric motor, and a cylindrical motor shaft rotating body 102 coupled to the motor shaft of the drive motor 101 includes a shift unit (to be described later). The flange 111 of 100 is bolted together. In the gear case 103 of the figure, a shift drive gear group, a driven gear group, and a differential gear, which will be described later, are located, and the gear case 103 serves to protect them from an external environment. To the right end of the gear case 103, the shift lever connector 123 of the shift unit 100 is exposed, and the rear end of the shift lever 161 to be described later is coupled thereto.
상기 후방측의 차체 프레임(204b)에는 바닥면의 요철 등에 의하여 차체에 가해지는 충격을 흡수하여 완화하기 위한 현가장치(210)가 장착되는데, 현가장치(210)의 하단부는 후방측 차체 프레임(204b)에 고정되고, 상단부(미도시) 적재함(201)에 고정 장착된다. 도면의 미설명부호 211은 현가장치의 코일 스프링을 나타낸다. The rear body frame 204b is mounted with a suspension device 210 for absorbing and mitigating impact applied to the vehicle body by unevenness on the bottom surface, and the lower end of the suspension device 210 has a rear body frame 204b. It is fixed to, and is fixedly mounted to the upper end (not shown) loading box 201. Reference numeral 211 in the drawing represents a coil spring of the suspension device.
도 3은 본 발명의 변속장치의 기어배치를 개략적으로 도시한 동력 구성도이다. 구동모터(101)의 모터축에 결합하는 모터축 회전체(102)에는 변속유닛(100)의 플랜지부(111)가 결합하고, 변속유닛(100)의 저속구동기어(133)와 고속구동기어(134)가 나란히 배치된다. 상기 저속구동기어(133)와 고속구동기어(134)는 후술할 변속유닛 본체의 케이싱 상에서 회전 가능하게 장착된다. 상기 저속구동기어(133)와 고속구동기어(134)는 후술할 셀렉터 샤프트(121)의 좌우 슬라이딩 동작에 의하여 선택되어져 동력을 전달하고, 미선택된 나머지 구동기어는 공회전하게 된다. 3 is a power configuration diagram schematically showing the gear arrangement of the transmission of the present invention. The flange 111 of the shifting unit 100 is coupled to the motor shaft rotating body 102 coupled to the motor shaft of the drive motor 101, and the low-speed drive gear 133 and the high-speed drive gear of the shifting unit 100 are coupled. 134 are arranged side by side. The low speed drive gear 133 and the high speed drive gear 134 are rotatably mounted on the casing of the transmission unit body to be described later. The low-speed drive gear 133 and the high-speed drive gear 134 is selected by the left and right sliding operation of the selector shaft 121 to be described later to transfer power, the remaining unselected drive gear is idle.
상기 저속구동기어(133)는 하방의 저속피동기어(143)에 치합하며, 상기 고속구동기어(134)는 하방의 고속피동기어(144)에 치합한다. 여기서 저속과 고속의 의미는 상대적인 개념으로서 절대적인 속도 값을 의미하지는 않는다. 즉, 본 발명의 전동차는 구동모터(101)의 출력에 따라 그 절대적인 속도가 좌우되므로 사용된 구동모터(101)가 출력할 수 있는 범위 내에서의 상대적인 속도를 기준으로 저속 및 고속을 구분하는 것이다. The low speed drive gear 133 meshes with the low speed driven gear 143 below, and the high speed drive gear 134 meshes with the high speed driven gear 144 below. The meaning of low speed and high speed is a relative concept and does not mean an absolute speed value. That is, since the absolute speed of the electric vehicle of the present invention depends on the output of the driving motor 101, the low speed and the high speed are classified based on the relative speed within a range that the used driving motor 101 can output. .
저속구동기어(133)와 저속피동기어(143)로 이루어지는 저속기어군과 고속구동기어(134)와 고속피동기어(144)로 이루어지는 고속기어군의 기어비는 상이하다. 예를 들어, 저속구동기어(133)와 저속피동기어(143)의 기어비가 1:1.5라면, 고속구동기어(134)와 고속피동기어(144)의 기어비는 1:0.8이 되도록 설계하는 것이다. 따라서 저속기어군의 기어비는 고속기어군의 기어비보다 크게 설계한다. The gear ratios of the low gear group composed of the low speed drive gear 133 and the low speed driven gear 143 and the high speed gear group composed of the high speed drive gear 134 and the high speed driven gear 144 are different. For example, if the gear ratio of the low speed drive gear 133 and the low speed driven gear 143 is 1: 1.5, the gear ratio of the high speed drive gear 134 and the high speed driven gear 144 is 1: 0.8. Therefore, the gear ratio of the low gear group is designed to be larger than the gear ratio of the high gear group.
상기 저속피동기어(143)와 고속피동기어(144)는 일체로 형성되어 함께 회전하며, 기어 케이스(103)의 내부에 회전가능하게 장착된다. The low speed driven gear 143 and the high speed driven gear 144 are integrally formed to rotate together and rotatably mounted in the gear case 103.
상기 저속피동기어(143)와 고속피동기어(144) 결합체에는 차동장치의 종감속기어(156)가 치합하며, 본 실시예에서는 고속피동기어(144)에 종감속기어(156)가 치합하도록 구성한다. 상기 종감속기어는 차동 사이드기어(154)가 축설되는 후륜축(151) 상에 형성되며, 상기 후륜축(151)은 후륜축 하우징(152)의 내부에서 회전하도록 구성되며 상기 후륜축(151)에는 후륜(207)이 결합한다. The low-speed driven gear 143 and the high-speed driven gear 144 are combined with the longitudinal reduction gear 156 of the differential device. In this embodiment, the low-speed driven gear 156 is engaged with the high-speed driven gear 144. do. The longitudinal reduction gear is formed on the rear axle 151 on which the differential side gear 154 is arranged, and the rear axle 151 is configured to rotate inside the rear axle housing 152. The rear wheels 207 engage.
전술한 바와 같은 구조의 변속장치에 의하여 본 발명의 전동차(200)는 곡선구간이나 커브길에서도 차체가 전복되지 않고 양측 후륜(207)의 차동 제어가 가능하며, 변속단수의 조절이 신속하게 수행될 수 있다. 특히, 커브길 등에서는 전동차의 속력을 줄이며 안정하게 주행해야 하는데, 본 발명의 변속장치와 차동기어 조합을 사용하면 커브길에서도 신속하게 속도 조절이 가능하고, 양 후륜(207)의 회전수 조절이 용이해진다. The transmission 200 of the present invention enables the differential control of both rear wheels 207 without the vehicle body to be overturned even in a curved section or a curved road, and the adjustment of the shift speed can be performed quickly by the transmission having the structure as described above. Can be. In particular, in the curve road, etc., the speed of the electric vehicle should be reduced and run stably. Using the transmission and the differential gear combination of the present invention, the speed can be adjusted quickly even on the curve road, and the rotation speed of both rear wheels 207 can be controlled. It becomes easy.
도 4는 본 발명의 변속유닛의 분해 사시도이다. 본 발명의 변속유닛(100)은 변속장치를 구성하는 일 요소로서 변속단수에 적합한 구동기어를 신속하고 편리하게 선택할 수 있는 구조를 가지고 있다. 즉, 상기 변속유닛(100)은 크게 본체, 변속기어 셀렉터(120), 고속구동기어(134) 및 저속구동기어(133)로 이루어진다. 상기 본체는, 플랜지부(111)가 형성되는 중공 원통형상으로 된 하단 본체(112b)와 이에 결합하는 상단 본체(112a)로 이루어진다. 상기 변속기어 셀렉터(120)는 상기 상단 및 하단 본체(112a,112b)의 내부에서 좌우로 슬라이딩 운동하며 변속기어를 선택하는 역할을 한다. 상기 고속구동기어(134) 및 저속구동기어(133)는 상기 하단 본체(112b)의 외주면에 장착된다.4 is an exploded perspective view of the transmission unit of the present invention. The shifting unit 100 of the present invention has a structure in which a drive gear suitable for a shift speed can be selected quickly and conveniently as one element constituting the shifting device. That is, the transmission unit 100 is composed of a main body, a gear shift selector 120, a high speed drive gear 134 and a low speed drive gear 133. The main body includes a hollow cylindrical lower end body 112b in which a flange portion 111 is formed, and an upper end body 112a coupled thereto. The transmission gear selector 120 slides from side to side in the upper and lower bodies 112a and 112b and selects a gear. The high speed drive gear 134 and the low speed drive gear 133 are mounted on the outer circumferential surface of the lower main body 112b.
상기 하단 본체(112b)의 일측 단부에 형성되는 플랜지부(111)에는 원주방향으로 다수개의 볼트 체결공(111a)이 형성되며, 타측 단부의 외주면 상에는 상단 본체(112a)와의 나선결합을 위한 나사부(113e)가 형성된다. 상기 하단 본체(112b)의 외주면 상에는 도시한 바와 같이 원주방향으로 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)이 형성되는데, 여기에는 볼 삽입공보다 직경이 약간 작은 볼(113b,113d)이 각각 삽입하여 수용된다. 상기 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)은 서로 간에 일정 간격 이격하여 형성되며, 각 삽입공의 개수는 도시한 실시예에서는 원주방향을 따라 4개씩으로 하였으나, 이에 한정되지는 않는다. 도면에서 미설명부호 136a는 키홈을 나타낸다. The flange portion 111 formed at one end of the lower body 112b is formed with a plurality of bolt fastening holes 111a in the circumferential direction, and on the outer circumferential surface of the other end, a screw portion for helical coupling with the upper body 112a. 113e) is formed. On the outer circumferential surface of the lower body 112b, a first ball insertion hole 113a and a second ball insertion hole 113c are formed in the circumferential direction, as shown, wherein the ball 113b is slightly smaller in diameter than the ball insertion hole. And 113d) are inserted and accommodated, respectively. The first ball insertion hole 113a and the second ball insertion hole 113c are formed to be spaced apart from each other by a predetermined interval, and the number of each insertion hole is set to four along the circumferential direction in the illustrated embodiment, but is not limited thereto. It doesn't work. In the drawings, reference numeral 136a denotes a key groove.
상기 상단 본체(112a)는 양측단이 개방되는 원통형상으로 형성된 것으로서 하단 본체(112b)와 마주하는 단부의 내주면에는 나사부(미도시)가 형성되며, 타측단에는 도시한 바와 같이 중앙에 축구멍이 형성되는 캡(123e)이 끼워진다. 상기 상단 본체(112a)의 타측단의 개구부를 통하여 후술할 변속기어 셀렉터(120)가 삽입된 후 캡(123e)에 의하여 마감된다. The upper main body 112a is formed in a cylindrical shape in which both side ends are opened, and a screw part (not shown) is formed on an inner circumferential surface of the end facing the lower main body 112b, and a shaft hole is formed in the center of the other end. The formed cap 123e is fitted. The transmission gear selector 120 to be described later is inserted through the opening at the other end of the upper body 112a, and then closed by the cap 123e.
상기 변속기어 셀렉터(120)는 하단 본체(112b) 상에 형성되는 제1 및 제2 볼 삽입공(113a,113c) 상에 그 내주면이 각각 위치하는 고속구동기어(134)와 저속구동기어(133)의 동력 전달 선택을 담당한다. 이를 위하여 상기 변속기어 셀렉터(120)의 셀렉터 샤프트(121)의 전방측 단부에는 셀렉팅 돌기(122)가 형성되고, 후방측 단부에는 상단 본체(112a)의 외부로 노출되는 변속레버 연결구(123)가 형성된다. 상기 셀렉팅 돌기(122)는 셀렉터 샤프트(121)의 외경보다 큰 횡단면 직경을 가지는 원통체의 형상으로서 셀렉터 샤프트(121) 상에 단차지도록 돌출하게 형성된다. 상기 셀렉팅 돌기(122)의 전방측 단부와 후방측 단부에는 각각 전방 경사면(122b)과 후방 경사면(122c)이 경사지게 형성된다. 상기 각 경사면은 셀렉팅 돌기(122)의 전방 또는 후방에서 가운데로 갈수록 경사면이 올라가도록 형성되며, 전방 경사면(122b)과 후방 경사면(122c) 사이의 셀렉팅 돌기(122) 외주면 상에는 볼 착좌홈(122a)이 형성된다. 상기 볼 착좌홈(122a), 전방 경사면(122b) 및 후방 경사면(122c)은 전술한 제1 및 제2 볼 삽입공(113a,113c)의 개수나 위치에 대응하도록 형성된다. 즉, 본 실시예에서는 볼 착좌홈(122a), 전방 및 후방 경사면(122b,122c)가 셀렉팅 돌기(122)의 원주방향으로 4개씩 형성되며, 90°간격으로 배치된다. The transmission gear selector 120 includes a high speed drive gear 134 and a low speed drive gear 133 whose inner circumferential surfaces are respectively positioned on the first and second ball insertion holes 113a and 113c formed on the lower body 112b. Responsible for selecting power transmission. To this end, a selecting protrusion 122 is formed at the front end of the selector shaft 121 of the shift gear selector 120, and the shift lever connector 123 exposed to the outside of the upper body 112a at the rear end. Is formed. The selecting protrusion 122 is formed in a shape of a cylindrical body having a cross-sectional diameter larger than the outer diameter of the selector shaft 121 so as to protrude on the selector shaft 121. The front inclined surface 122b and the rear inclined surface 122c are formed to be inclined at the front end and the rear end of the selecting protrusion 122, respectively. Each of the inclined surfaces is formed such that the inclined surface rises toward the center from the front or the rear of the selecting protrusion 122, and the ball seating groove ( 122a) is formed. The ball seating groove 122a, the front inclined surface 122b and the rear inclined surface 122c are formed so as to correspond to the number or positions of the first and second ball insertion holes 113a and 113c described above. That is, in the present embodiment, the ball seating groove 122a, the front and rear inclined surfaces 122b and 122c are formed in four circumferential directions of the selecting protrusion 122, and are arranged at intervals of 90 °.
상기 고속구동기어(134)와 저속구동기어(133)의 내경면에는 그 원주방향을 따라서 반원형 홈인 볼 시트홈(134a,133a)이 다수개 형성된다. A plurality of ball seat grooves 134a and 133a, which are semicircular grooves, are formed in the inner diameter surfaces of the high speed driving gear 134 and the low speed driving gear 133.
상기 상단 본체(112a)와 하단 본체(112b)의 결합체인 본체의 케이싱 상에는 플랜지부(111)측에서부터 변속레버 연결구(123)측 방향으로 스페이서(131), 베어링(132), 저속구동기어(133), 고속구동기어(134), 링판(135), 축키(136), 베어링(137) 및 스페이서(138)가 순서대로 장착된다. On the casing of the main body, which is a combination of the upper main body 112a and the lower main body 112b, the spacer 131, the bearing 132, and the low speed driving gear 133 are moved from the flange part 111 side toward the shift lever connector 123 side. ), A high speed drive gear 134, a ring plate 135, a shaft key 136, a bearing 137 and a spacer 138 are mounted in this order.
도5는 본 발명의 변속유닛에 변속레버가 결합하는 모습을 보인 작동 구조도이다. 전술한 구성을 가지는 변속장치의 변속레버 연결구(123)에는 도시한 바와 같이 변속레버(161)가 연결된다. 상기 변속레버(161)는 차체 프레임(204a)에 고정된 회동 지지구(164)에 의하여 좌우로 일정 각도 회동하도록 된 것으로서 그 전단부에는 한 쌍의 변속페달(162a,162b)이 결합하고, 후단부에는 변속레버 연결구(123)에 결합하기 위한 클램핑부(163)가 형성된다. 5 is an operational structural view showing a state in which a shift lever is coupled to a shift unit of the present invention. The shift lever 161 is connected to the shift lever connector 123 of the shift apparatus having the above-described configuration, as shown. The shift lever 161 is to be rotated at an angle from side to side by a rotation support 164 fixed to the vehicle body frame 204a, and a pair of shift pedals 162a and 162b are coupled to the front end thereof. An end portion is formed with a clamping portion 163 for coupling to the shift lever connector 123.
본 실시예에서 상기 변속레버 연결구(123)는 셀렉터 샤프트(121)의 단부에 제1측판(123a) 및 제2측판(123b)을 이격하도록 위치시킨 후 너트(123c,123d)로 고정하여 형성하였으나, 반드시 이러한 형상에 한정될 필요는 없으며 변속레버(161)를 연결하여 좌우로 당겨주는 기능을 수행하는 한 어떠한 형상으로도 제조될 수 있다. In the present embodiment, the shift lever connector 123 is formed by positioning the first side plate 123a and the second side plate 123b at an end of the selector shaft 121 to be spaced apart from each other, and then fixing them with nuts 123c and 123d. However, the present invention is not necessarily limited to this shape, and may be manufactured in any shape as long as the shift lever 161 is connected and pulled from side to side.
상기 변속레버(161)의 클램핑부(163) 역시 변속레버 연결구(123)의 형태에 따라 다양한 연결구조가 채택될 수 있으며 본 실시예의 형상에 구애되지 않음은 자명하다. The clamping part 163 of the shift lever 161 may also adopt various connection structures according to the shape of the shift lever connector 123, and it is apparent that the present invention is not limited to the shape of the present embodiment.
운전자가 운행 중에 좌측의 변속페달(162a)을 밟는 경우 셀렉터 샤프트(121)는 도면에서 좌측방향으로 슬라이딩 이동하며, 이때 셀렉팅 돌기(122)가 좌측으로 이동하게 된다. 셀렉팅 돌기(122)가 좌측단으로 이동하게 되면, 제2 볼 삽입공(113c)에 수용되는 볼(113d)이 셀렉팅 돌기(122)의 전방 경사면(122b)에 의하여 밀어 올려져 볼 착좌홈(122a)에 안착하게 된다. 이때, 제2 볼 삽입공(113c) 밖으로 일 부분이 노출되도록 밀어 올려진 볼(113d)의 노출된 부분은 저속구동기어(133)의 내경면에 형성되는 볼 시트홈(133a)에 안착되어 저속구동기어(133)가 동력 선택되도록 한다. 이때, 고속구동기어(134)의 내경면에 형성되는 볼 시트홈(134a)에는 볼(113b)이 결합하지 않은 상태이다. 따라서, 저속구동기어(133) 만이 동력 선택되어 구동모터(101)의 회전력을 후륜측에 전달하고 고속구동기어(134)는 공회전한다. When the driver presses the shift pedal 162a on the left while driving, the selector shaft 121 slides in the left direction in the drawing, and the selecting protrusion 122 moves to the left side. When the selecting protrusion 122 moves to the left end, the ball 113d accommodated in the second ball insertion hole 113c is pushed up by the front inclined surface 122b of the selecting protrusion 122 to seat the ball seating groove. It is settled at 122a. At this time, the exposed portion of the ball 113d pushed up to expose a portion outside the second ball insertion hole 113c is seated in the ball seat groove 133a formed on the inner diameter surface of the low-speed drive gear 133 and is low-speed. The drive gear 133 is selected for power. At this time, the ball 113b is not coupled to the ball seat groove 134a formed on the inner diameter surface of the high speed driving gear 134. Therefore, only the low speed drive gear 133 is selected for power to transmit the rotational force of the drive motor 101 to the rear wheel side, and the high speed drive gear 134 idles.
반대로 운전자가 운행 중에 우측의 변속페달(162b)를 밟게 되면 셀렉팅 돌기(122)가 도면에서 우측으로 슬라이딩 이동한다. 이때, 제2 볼 삽입공(113c)의 볼(113d)이 셀렉팅 돌기(122)의 볼 착좌홈(122a)에서 하강하며, 오른쪽으로 슬라이딩하여 후퇴하는 셀렉팅 돌기(122)의 후방 경사면(122c)을 타고 제1 볼 삽입공(113a) 내의 볼(113b)이 볼 착좌홈(122a)에 안착되어 고속구동기어(134)의 내경면에 형성되는 볼 시트홈(134a)에 수용된다. 이렇게 함으로써 고속구동기어(134)는 동력선택되고, 저속구동기어(133)는 동력 해제되어 공회전한다. On the contrary, when the driver presses the shift pedal 162b on the right side while driving, the selecting protrusion 122 slides to the right in the drawing. At this time, the ball 113d of the second ball insertion hole 113c is lowered from the ball seating groove 122a of the selecting protrusion 122, and the rear inclined surface 122c of the selecting protrusion 122 that slides to the right to retreat. The ball 113b in the first ball insertion hole 113a is seated in the ball seating groove 122a and accommodated in the ball seat groove 134a formed in the inner diameter surface of the high speed drive gear 134. In this way, the high speed drive gear 134 is power selected, and the low speed drive gear 133 is powered off and idle.
도 6은 상기와 같이 구성되는 선특허출원 10-2010-0082005의 운전자가 우측의 변속페달(162b)를 밟은 때의 본체 부분 실시 측단면도이다.Fig. 6 is a sectional side view of the main body portion when the driver of the prior patent application 10-2010-0082005 configured as described above presses down the shift pedal 162b on the right side.
본 발명은 상기한 바와 같이 운전자의 선택에 의하여 상기 셀렉팅 돌기(122)를 좌, 또는 우측으로 이동하여 저속구동기어(133) 또는 고속구동기어(134)를 구동시킨다.As described above, the driving protrusion 133 or the high speed driving gear 134 is driven by moving the selecting protrusion 122 to the left or the right according to the driver's selection.
그런데, 운전자가 우측의 변속페달(162b)를 밟게 되는 경우를 예로 들어 도 6과 함께 상세히 살펴보면, 도 6에 도시된 바와 같이 제2 볼 삽입공(113c)의 볼(113d)은 셀렉팅 돌기(122)의 볼 착좌홈(122a)에서 내려와 전방 경사면(122b)를 타고 하강하며, 제1 볼 삽입공(113a)의 볼(113b)은 후방 경사면(122c)을 타고 상승하여 볼 착좌홈(122a)에 안착되어 고속구동기어(134)의 내경면에 형성되는 볼 시트홈(134a)에 수용된다. However, when the driver steps on the shift pedal 162b on the right side and looks in detail with reference to FIG. 6, as shown in FIG. 6, the ball 113d of the second ball insertion hole 113c is a selecting protrusion ( It descends from the ball seating groove 122a of 122 and descends on the front inclined surface 122b, and the ball 113b of the first ball insertion hole 113a rises on the rear inclined surface 122c and the ball seating groove 122a. It is seated in the ball seat groove 134a is formed in the inner diameter surface of the high speed drive gear 134.
이렇게 함으로써 고속구동기어(134)는 동력선택되고, 저속구동기어(133)는 동력 해제되어 공회전되는데, 도 6에 도시된 바와 같이, 제1 볼 삽입공(113a)의 볼(113b)은 볼 착좌홈(122a)과 고속구동기어(134)의 내경면에 형성되는 볼 시트홈(134a) 사이에 고정되지만, 제2 볼 삽입공(113c)의 볼(113d)은 저속구동기어(133)의 내경면에 형성된 볼 시트홈(133a)과 전방 경사면(122b) 사이에 형성된 상대적으로 넓은 공간에 위치하게되어 고속 회전시 저속구동기어(133)의 내경면에 형성된 볼 시트홈(133a)과 전방 경사면(122b) 사이에서 요동치며 충돌되어 마모가 발생되고 충돌 소음이 심하게 발생되는 문제점이 있다.In this way, the high-speed drive gear 134 is the power is selected, the low-speed drive gear 133 is powered off and idle, as shown in Figure 6, the ball 113b of the first ball insertion hole 113a is ball seating It is fixed between the groove 122a and the ball seat groove 134a formed in the inner diameter surface of the high speed driving gear 134, but the ball 113d of the second ball insertion hole 113c is the inner diameter of the low speed driving gear 133. The ball seat groove 133a and the front inclined surface 122 are formed between the ball seat grooves 133a formed on the surface and the front inclined surface 122b, and the ball seat grooves 133a and the front inclined surface formed on the inner diameter surface of the low speed drive gear 133 at high speed rotation. There is a problem that abrasion and collision occurs between 122b) and a severe crash noise is generated.
본 발명은 전동모터를 구동원으로 하는 3륜 또는 4륜 전동차에 적합한 동력전달장치구조를 제공하고자 하는 것으로서, 선특허출원 10-2010-0082005의 내용을 더욱 개선시켜 선특허출원의 본체에 수용된 볼의 손상을 방지하고 장치 작동의 안정성을 확보시키는 3륜 또는 4륜 전동차를 제공하는 것을 그 주요한 목적으로 한다. The present invention is to provide a power transmission structure suitable for a three-wheel or four-wheeled electric vehicle that uses an electric motor as a drive source, and further improves the contents of the prior patent application 10-2010-0082005 to provide a ball received in the main patent application body. Its main purpose is to provide a three- or four-wheeled electric vehicle that prevents damage and ensures the stability of the device operation.
전술한 목적을 달성하기 위하여, 본 발명은, 중공 원통형상으로 형성되며, 외주면상에 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)이 서로 이격하여 각각 원주방향을 따라 형성되어 각각 볼(113b,113d)이 수용되고, 일 측 단부에 구동모터축과 연결하기 위한 플랜지부(111)가 형성되고, 타측 단부는 개방되는 본체와; 일부가 상기 본체 내부에 삽입되어 슬라이딩 하는 셀렉터 샤프트(121)와, 상기 셀렉터 샤프트의 일측 단부에 셀렉터 샤프트의 외주면과 단차지게 돌출하여 형성되는 것으로서 돌출한 전·후단부에 각각 전방 경사면(122b)과 후방 경사면(122c)이 형성되고, 상기 전방 경사면과 후방 경사면 사이에는 베어링 착좌홈(122a)이 형성되는 셀렉팅 돌기(122)와, 상기 셀렉터 샤프트의 타측 단부에 형성되어 상기 본체의 외부로 노출되는 변속레버 연결구(123)로 이루어지는 변속기어 셀렉터(120); 및 중앙에 상기 본체가 끼워져 상기 본체에 형성된 제1 및 제2 볼 삽입공(113a,113c) 상에 각각 위치하는 것으로서 내경면에 그 원주방향을 따라 다수의 볼 시트홈(134a,133a)이 오목하게 형성되는 고속구동기어(134) 및 저속구동기어(133)를 포함하여 구성되는 전동차용 변속기의 변속기어 물림 볼 이탈 방지 장치에 있어서, 상기 본체의 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)에는 오링삽입홈(113-1a, 113-1c)을 형성시키고, 상기 오링삽입홈(113-1a, 113-1c)에는 오링(113-2a, 113-2c)을 삽입시켜, 상기 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)에 삽입된 볼(113b,113d)의 탈출을 방지시키는 것을 특징으로 하는 전동차용 변속기의 변속기어 물림 볼 이탈 방지 장치로 되는 것을 기술적 요지로 한다.In order to achieve the above object, the present invention is formed in a hollow cylindrical shape, the first ball insertion hole (113a) and the second ball insertion hole (113c) is spaced apart from each other on the outer peripheral surface is formed along the circumferential direction, respectively A main body accommodating the balls 113b and 113d, the flange portion 111 for connecting with the drive motor shaft at one end thereof, and the other end thereof being opened; A part is inserted into the main body and slides the selector shaft 121, and is formed to protrude stepwise with the outer circumferential surface of the selector shaft at one end of the selector shaft. A rear inclined surface 122c is formed, and a selecting protrusion 122 in which a bearing seating groove 122a is formed between the front inclined surface and the rear inclined surface, and formed at the other end of the selector shaft and exposed to the outside of the main body. A shift gear selector 120 including a shift lever connector 123; And a plurality of ball seat grooves 134a and 133a recessed in an inner diameter surface of the first and second ball insertion holes 113a and 113c formed at the center thereof, respectively. In the transmission gear bite ball separation prevention device of the transmission for an electric vehicle comprising a high-speed drive gear 134 and a low-speed drive gear 133 is formed, the first ball insertion hole 113a and the second ball of the main body O-ring insertion grooves 113-1a and 113-1c are formed in the insertion hole 113c, and O-rings 113-2a and 113-2c are inserted into the O-ring insertion grooves 113-1a and 113-1c. It becomes to the gear shift ball bite prevention device of the transmission of the electric vehicle, characterized in that for preventing the escape of the balls (113b, 113d) inserted into the first ball insertion hole (113a) and the second ball insertion hole (113c). It is a technical point.
상기한 본 발명에 의하여 선특허출원 10-2010-0082005의 본체에 수용된 볼의 손상을 방지하고 장치 작동의 안정성을 확보시키는 3륜 또는 4륜 전동차를 제공하는 이점이 있다.The present invention has the advantage of providing a three-wheel or four-wheeled electric vehicle that prevents damage to the ball accommodated in the main body of the prior patent application 10-2010-0082005 and secures the stability of the device operation.
도1은 본 발명의 3륜 또는 4륜 전동차의 측면도. 1 is a side view of a three- or four-wheeled electric vehicle of the present invention.
도2는 본 발명의 변속장치 구조를 후방에서 바라본 외관 구성도. Figure 2 is an appearance configuration view seen from the rear of the transmission structure of the present invention.
도3은 본 발명의 변속장치의 기어배치를 개략적으로 도시한 동력 구성도. Figure 3 is a power configuration diagram schematically showing the gear arrangement of the transmission of the present invention.
도4는 본 발명의 변속유닛의 분해 사시도. Figure 4 is an exploded perspective view of the transmission unit of the present invention.
도5는 본 발명의 변속유닛에 변속레버가 결합하는 모습을 보인 작동 구조도. Figure 5 is an operating structure showing a state in which the shift lever is coupled to the shifting unit of the present invention.
도 6은 운전자가 우측의 변속페달(162b)를 밟은 때의 종래 발명의 실시 측단면도Fig. 6 is a sectional side view of a conventional embodiment of the present invention when the driver presses the shift pedal 162b on the right side.
도 7은 본 발명의 볼 삽입공 사시도7 is a perspective view of the ball insertion hole of the present invention
도 8은 도 7의 측단면도8 is a side cross-sectional view of FIG.
도 9는 운전자가 우측의 변속페달(162b)를 밟은 때의 본 발명의 실시 측단면도Fig. 9 is a sectional side view of the embodiment of the present invention when the driver presses the shift pedal 162b on the right side.
도 10은 운전자가 좌측의 변속페달(162a)을 밟은 때의 본 발명의 실시 측단면도Fig. 10 is a sectional side view of an embodiment of the present invention when the driver steps on the left shift pedal 162a.
이하 도면을 참조하여 본 발명에 관하여 살펴보기로 하며, 본 발명을 설명함에 있어서 관련된 공지기술 또는 구성에 대한 구체적인 설명이 본 발명의 요지를 불필요하게 흐릴 수 있다고 판단되는 경우에는 그 상세한 설명은 생략할 것이다. Hereinafter, the present invention will be described with reference to the accompanying drawings. In describing the present invention, when it is determined that the detailed description of the related well-known technology or configuration may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted. will be.
그리고 후술되는 용어들은 본 발명에서의 기능을 고려하여 정의된 용어들로서 이는 사용자, 운용자의 의도 또는 관례 등에 따라 달라질 수 있으므로 그 정의는 본 발명을 설명하는 본 명세서 전반에 걸친 내용을 토대로 내려져야 할 것이다. The terms to be described below are terms defined in consideration of functions in the present invention, and may be changed according to intentions or customs of users or operators, and the definitions should be made based on the contents throughout the specification for describing the present invention.
이하의 도 7은 본 발명의 볼 삽입공 사시도이며, 도 8은 도 7의 측단면도이며, 도 9는 운전자가 우측의 변속페달(162b)를 밟은 때의 본 발명의 실시 측단면도이며, 도 10은 운전자가 좌측의 변속페달(162a)을 밟은 때의 본 발명의 실시 측단면도이다.7 is a perspective view showing a ball insertion hole of the present invention, FIG. 8 is a side cross-sectional view of FIG. 7, and FIG. 9 is a side cross-sectional view of an embodiment of the present invention when the driver steps on the right shift pedal 162b. Is a sectional side view of the embodiment of the present invention when the driver steps on the left shift pedal 162a.
본 발명의 설명을 위하여 이하의 설명에서는 운전자가 우측의 변속페달(162b)를 밟게 되는 경우를 예로 들어 설명하기로 한다.In the following description, for example, the driver will step on the shift pedal 162b on the right side.
상기한 바와 같이 운전자가 우측의 변속 페달(162b)를 밟게 되는 경우에는, 도 6에 도시된 바와 같이 제2 볼 삽입공(113c)의 볼(113d)은 셀렉팅 돌기(122)의 볼 착좌홈(122a)에서 내려와 전방 경사면(122b)를 타고 하강하며, 제1 볼 삽입공(113a)의 볼(113b)은 후방 경사면(122c)을 타고 상승하여 볼 착좌홈(122a)에 안착되어 고속구동기어(134)의 내경면에 형성되는 볼 시트홈(134a)에 수용된다. As described above, when the driver presses the shift pedal 162b on the right side, as shown in FIG. 6, the ball 113d of the second ball insertion hole 113c is the ball seating groove of the selecting protrusion 122. It descends from 122a and descends on the front inclined surface 122b, and the ball 113b of the first ball insertion hole 113a rises on the rear inclined surface 122c to be seated in the ball seating groove 122a and is a high speed driving gear. It is accommodated in the ball seat groove 134a formed in the inner diameter surface of 134.
이러한 경우, 도 6에 도시된 바와 같이 제2 볼 삽입공(113c)의 볼(113d)은 저속구동기어(133)의 내경면에 형성된 볼 시트홈(133a)과 전방 경사면(122b) 사이의 공간에 위치하게 되며, 상기 볼 시트홈(133a)과 전방 경사면(122b) 사이의 공간은 볼의 직경보다 큰 공간이므로, 상기 제2 볼 삽입공(113c)의 볼(113d)은 고속 회전시 상기 볼 시트홈(133a)과 전방 경사면(122b) 사이에서 요동치며 충돌되어 마모가 발생되고 충돌 소음이 심하게 발생되는 문제점이 있다.In this case, as shown in FIG. 6, the ball 113d of the second ball insertion hole 113c has a space between the ball seat groove 133a and the front inclined surface 122b formed on the inner diameter surface of the low speed drive gear 133. Since the space between the ball seat groove 133a and the front inclined surface 122b is larger than the diameter of the ball, the ball 113d of the second ball insertion hole 113c rotates at high speed. There is a problem that abrasion occurs between the seat grooves 133a and the front inclined surface 122b to cause abrasion and severe crash noise.
이러한 문제점을 해결하기 위하여, 본 발명은, 도 7과 도 8에 도시된 바와 같이, 제1 볼 삽입공(113a)의 내측에 오링 삽입홈(113-1a)을 형성시키고, 상기 오링 삽입홈(113-1a)에 오링(113-2a)을 삽입시킨다.In order to solve this problem, the present invention, as shown in Figure 7 and 8, to form an O-ring insertion groove (113-1a) inside the first ball insertion hole (113a), the O-ring insertion groove ( Insert the O-ring 113-2a into 113-1a).
또한, 제2 볼 삽입공(113c)의 내측에도 동일한 구조의 오링 삽입홈(113-1c)을 형성시키고, 상기 오링 삽입홈(113-1c)에 오링(113-2c)을 삽입시킨다.In addition, an O-ring insertion groove 113-1c having the same structure is formed inside the second ball insertion hole 113 c, and an O-ring 113-2c is inserted into the O-ring insertion groove 113-1c.
이때, 상기 볼(113b, 113d)은 볼 삽입공(113a, 113c)에 대하여 승강이 허락될 정도만의 직경 차이를 두어, 상기 볼(113b, 113d)에 외력이 가해지지 않는 경우 상기 오링에 의하여 볼의 상승이 차단 되게 된다.At this time, the ball (113b, 113d) has a diameter difference only enough to be elevated to the ball insertion hole (113a, 113c), when the external force is not applied to the ball (113b, 113d) of the ball by the O-ring The ascent is blocked.
또한, 상기 오링 삽입홈(113-1a, 113-1c)의 위치는, 도 9 및 도 10에서 볼 수 있듯이, 상기 볼(113b, 113d)이 볼 착좌홈(122a)에 지지되어 볼 시트홈(133a, 134a)에 안착된 상태에서는 상기 오링(113-2a, 113-2c)이 상기 볼(113b, 113d)의 하측을 지지하는 위치가 되며, 상기 볼(113b, 113d)이 볼 시트홈(133a, 134a)에서 이탈되어 후방 또는 전방 경사면(122c, 122b)을 타고 하강한 상태에서는 상기 오링(113-2a, 113-2c)이 상기 볼(113b, 113d)의 상측을 구속하여 상승을 막는 위치가 되도록 한다.In addition, the position of the O-ring insertion groove (113-1a, 113-1c), as shown in Figures 9 and 10, the ball (113b, 113d) is supported by the ball seating groove (122a) ball seat groove ( In the state seated on the 133a, 134a, the O-rings 113-2a, 113-2c are positioned to support the lower sides of the balls 113b, 113d, and the balls 113b, 113d are ball seat grooves 133a. In the state where it is separated from the 134a and descends on the rear or front inclined surfaces 122c and 122b, the O-rings 113-2a and 113-2c restrain the upper sides of the balls 113b and 113d to prevent the ascending. Be sure to
본 발명의 이와 같은 구성에 의한 효과를 상기한 운전자가 우측의 변속 페달(162b)를 밟게 되는 경우를 예로 들어 설명하면, 도 9에 도시된 바와 같이 셀렉팅 돌기가 후방(도면상 좌측)으로 이동하며, 이에 따라 제2 볼 삽입공(113c)의 볼(113d)은 셀렉팅 돌기(122)의 볼 착좌홈(122a)에서 내려와 전방 경사면(122b)를 타고 하강하며, 제1 볼 삽입공(113a)의 볼(113b)은 후방 경사면(122c)을 타고 상승하여 볼 착좌홈(122a)에 안착되어 고속구동기어(134)의 내경면에 형성되는 볼 시트홈(134a)에 수용된다. 이때, 상기 제2 볼 삽입공(113c)의 볼(113d)은, 상기 저속구동기어(133)의 회전에 의해 상기 저속구동기어(133)의 내경면에 형성된 볼 시트홈(133a)이 상기 볼(113d)의 상측에 작용하는 힘에 의해, 아래로 눌러져 상기 오링(113-2c)을 지나서 하강하게 된다.Referring to the case in which the above-described driver stepped on the right shift pedal 162b as an example, the selecting projection moves to the rear (left side in the drawing) as shown in FIG. 9. Accordingly, the ball 113d of the second ball insertion hole 113c descends from the ball seating groove 122a of the selecting protrusion 122 and descends on the front inclined surface 122b, and the first ball insertion hole 113a. Ball 113b of the) is raised in the rear inclined surface (122c) is seated in the ball seating groove (122a) is accommodated in the ball seat groove (134a) formed in the inner diameter surface of the high-speed drive gear 134. At this time, the ball 113d of the second ball insertion hole (113c), the ball seat groove 133a formed on the inner diameter surface of the low-speed drive gear 133 by the rotation of the low-speed drive gear 133 is the ball By the force acting on the upper side of 113d, it is pushed down and descends past the O-ring 113-2c.
상기한 운전자가 좌측의 변속 페달을 밟게 되는 경우는 도 10에 도시된 바와 같이 셀렉팅 돌기(122)가 전방(도면상 우측)으로 이동하며, 이에 따라 제1 볼 삽입공(113a)의 볼(113b)은 셀렉팅 돌기(122)의 볼 착좌홈(122a)에서 내려와 후방 경사면(122c)를 타고 하강하며, 제2 볼 삽입공(113c)의 볼(113d)은 전방 경사면(122b)을 타고 상승하여 볼 착좌홈(122a)에 안착되어 저속구동기어(133)의 내경면에 형성되는 볼 시트홈(133a)에 수용된다. 이때, 상기 제1 볼 삽입공(113a)의 볼(113b)을 상기 오링(113-2c)을 지나서 하강시키는 원리는, 위에서 언급된 제2 볼 삽입공(113c)의 볼(113d)을 하강시키는 원리와 같다.When the driver presses the shift pedal on the left side, as shown in FIG. 10, the selecting protrusion 122 moves forward (right side in the drawing), and accordingly, the ball of the first ball insertion hole 113a ( 113b) descends from the ball seating groove 122a of the selecting protrusion 122 and descends on the rear inclined surface 122c, and the ball 113d of the second ball insertion hole 113c is raised on the front inclined surface 122b. It is seated in the ball seating groove (122a) is accommodated in the ball seat groove (133a) formed on the inner diameter surface of the low-speed drive gear (133). At this time, the principle of lowering the ball 113b of the first ball insertion hole 113a past the O-ring 113-2c is to lower the ball 113d of the second ball insertion hole 113c mentioned above. It is the same as the principle.
본 발명과 같은 구조에 의할 경우, 도 9에 도시된 바와 같이 제2 볼 삽입공(113c)의 볼(113d)은 상기 오링에 의하여 상기 저속구동기어(133)의 내경면에 형성된 볼 시트홈(133a)의 공간으로 이동이 차단되어 고속 회전시 저속구동기어(133)의 내경면에 형성된 볼 시트홈(133a)에 충돌되는 문제점이 해소된다.According to the structure of the present invention, as shown in Fig. 9, the ball 113d of the second ball insertion hole 113c is formed on the inner diameter surface of the low-speed drive gear 133 by the O-ring ball seat groove Movement to the space of 133a is blocked so that the problem of collision with the ball seat groove 133a formed on the inner diameter surface of the low-speed drive gear 133 during high speed rotation is solved.
도 10에 도시된 바와 같이 제1 볼삽입공(113a)에서도 동일하다.The same applies to the first ball insertion hole 113a as shown in FIG. 10.
이상 본 발명의 설명을 위하여 도시된 도면은 본 발명이 구체화되는 하나의 실시예로서 도면에 도시된 바와 같이 본 발명의 요지가 실현되기 위하여 다양한 형태의 조합이 가능함을 알 수 있다.As shown in the drawings for the description of the present invention as an embodiment of the present invention can be seen that various forms of combinations are possible to realize the subject matter of the present invention as shown in the drawings.
따라서 본 발명은 상기한 실시예에 한정되지 않고, 이하의 특허청구범위에서 청구하는 바와 같이 본 발명의 요지를 벗어남이 없이 당해 발명이 속하는 분야에서 통상의 지식을 가진 자라면 누구든지 다양한 변경실시가 가능한 범위까지 본 발명의 기술적 정신이 있다고 할 것이다. Therefore, the present invention is not limited to the above-described embodiments, and various changes can be made by any person having ordinary skill in the art without departing from the gist of the present invention as claimed in the following claims. It will be said that the technical spirit of this invention is to the extent possible.

Claims (1)

  1. 중공 원통형상으로 형성되며, 외주면상에 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)이 서로 이격하여 각각 원주방향을 따라 형성되어 각각 볼(113b,113d)이 수용되고, 일 측 단부에 구동모터축과 연결하기 위한 플랜지부(111)가 형성되고, 타측 단부는 개방되는 본체와; 일부가 상기 본체 내부에 삽입되어 슬라이딩 하는 셀렉터 샤프트(121)와, 상기 셀렉터 샤프트의 일측 단부에 셀렉터 샤프트의 외주면과 단차지게 돌출하여 형성되는 것으로서 돌출한 전·후단부에 각각 전방 경사면(122b)과 후방 경사면(122c)이 형성되고, 상기 전방 경사면과 후방 경사면 사이에는 베어링 착좌홈(122a)이 형성되는 셀렉팅 돌기(122)와, 상기 셀렉터 샤프트의 타측 단부에 형성되어 상기 본체의 외부로 노출되는 변속레버 연결구(123)로 이루어지는 변속기어 셀렉터(120); 및 중앙에 상기 본체가 끼워져 상기 본체에 형성된 제1 및 제2 볼 삽입공(113a,113c) 상에 각각 위치하는 것으로서 내경면에 그 원주방향을 따라 다수의 볼 시트홈(134a,133a)이 오목하게 형성되는 고속구동기어(134) 및 저속구동기어(133)를 포함하여 구성되는 전동차용 변속기의 변속기어 물림 볼 이탈 방지 장치에 있어서,It is formed in a hollow cylindrical shape, the first ball insertion hole (113a) and the second ball insertion hole (113c) on the outer circumferential surface are formed in the circumferential direction, respectively, each ball (113b, 113d) is accommodated, A main body having a flange portion 111 connected to the drive motor shaft at a side end thereof, and the other end thereof being opened; A part is inserted into the main body and slides the selector shaft 121, and is formed to protrude stepwise with the outer circumferential surface of the selector shaft at one end of the selector shaft. A rear inclined surface 122c is formed, and a selecting protrusion 122 in which a bearing seating groove 122a is formed between the front inclined surface and the rear inclined surface, and formed at the other end of the selector shaft and exposed to the outside of the main body. A shift gear selector 120 including a shift lever connector 123; And a plurality of ball seat grooves 134a and 133a recessed in an inner diameter surface of the first and second ball insertion holes 113a and 113c formed at the center thereof, respectively. In the transmission gear bite ball separation prevention device of the transmission for an electric vehicle comprising a high-speed drive gear 134 and a low-speed drive gear 133 is formed,
    상기 본체의 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)에는 오링삽입홈(113-1a, 113-1c)을 형성시키고, O-ring insertion grooves 113-1a and 113-1c are formed in the first ball insertion hole 113a and the second ball insertion hole 113c of the main body,
    상기 오링삽입홈(113-1a, 113-1c)에는 오링(113-2a, 113-2c)을 삽입시켜, 상기 제1 볼 삽입공(113a)과 제2 볼 삽입공(113c)에 삽입된 볼(113b,113d)의 탈출을 방지시키는 것을 특징으로 하는 전동차용 변속기의 변속기어 물림 볼 이탈 방지 장치.O-rings 113-2a and 113-2c are inserted into the O-ring insertion grooves 113-1a and 113-1c to insert the balls into the first ball insertion hole 113a and the second ball insertion hole 113c. Transmission gear bite ball separation prevention device of a transmission for an electric vehicle, characterized in that to prevent the escape of (113b, 113d).
PCT/KR2012/010456 2012-12-05 2012-12-05 Device for preventing gearshift bearing breakaway of vehicle transmission WO2014088128A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/KR2012/010456 WO2014088128A1 (en) 2012-12-05 2012-12-05 Device for preventing gearshift bearing breakaway of vehicle transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/KR2012/010456 WO2014088128A1 (en) 2012-12-05 2012-12-05 Device for preventing gearshift bearing breakaway of vehicle transmission

Publications (1)

Publication Number Publication Date
WO2014088128A1 true WO2014088128A1 (en) 2014-06-12

Family

ID=50883535

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2012/010456 WO2014088128A1 (en) 2012-12-05 2012-12-05 Device for preventing gearshift bearing breakaway of vehicle transmission

Country Status (1)

Country Link
WO (1) WO2014088128A1 (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4789366A (en) * 1987-06-24 1988-12-06 Outboard Marine Corporation Marine propulsion device ball clutch transmission
JPH07269701A (en) * 1994-03-29 1995-10-20 Yanmar Agricult Equip Co Ltd Transmission device for farm working machine
JPH1019058A (en) * 1996-07-01 1998-01-20 Kayseven Co Ltd Clutch and transmission using it
KR200431491Y1 (en) * 2006-08-14 2006-11-23 이용학 Ball transfer
KR101217133B1 (en) * 2011-07-27 2013-01-21 박원영 Bearing breakaway prevention device for combination gear of transmission device for motor vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4789366A (en) * 1987-06-24 1988-12-06 Outboard Marine Corporation Marine propulsion device ball clutch transmission
JPH07269701A (en) * 1994-03-29 1995-10-20 Yanmar Agricult Equip Co Ltd Transmission device for farm working machine
JPH1019058A (en) * 1996-07-01 1998-01-20 Kayseven Co Ltd Clutch and transmission using it
KR200431491Y1 (en) * 2006-08-14 2006-11-23 이용학 Ball transfer
KR101217133B1 (en) * 2011-07-27 2013-01-21 박원영 Bearing breakaway prevention device for combination gear of transmission device for motor vehicle

Similar Documents

Publication Publication Date Title
US8235859B2 (en) Power transmission apparatus using planetary gear having a plurality of gear trains and methods of use thereof
WO2010016673A2 (en) Accelerating apparatus for a bicycle for improving the speed of travel
KR100225754B1 (en) Power changing apparatus of bicycle hub
WO2011004988A2 (en) Power transmission device for a chainless bicycle
US10807677B2 (en) Directional transmission mechanism, directional sprocket apparatus and pedal device
KR100491743B1 (en) The moment of aforce transmission apparatus for bicycle
WO2010134791A2 (en) Auxiliary driving apparatus for a bicycle
WO2011081257A1 (en) Bicycle acceleration apparatus for increasing speed
WO2013015486A1 (en) Disk apparatus having attachable/detachable structure to/from side surface of existing wheel
CN205578650U (en) Speed variator
WO2016137051A1 (en) Adjustable speed gear apparatus
WO2014088128A1 (en) Device for preventing gearshift bearing breakaway of vehicle transmission
WO2011084030A2 (en) Transmission system
KR100225753B1 (en) Power changing apparatus of bicycle hub
WO2018062615A1 (en) Multipurpose high-mobility automatic conversion hybrid powered two-wheeler for providing plug-in method
WO2012141539A2 (en) Power transmission apparatus
WO2013141445A1 (en) Two-speed wheel comprising a gear-changing device for a manually operated wheelchair
WO2014030918A1 (en) Hst transmission operator
KR101217133B1 (en) Bearing breakaway prevention device for combination gear of transmission device for motor vehicle
WO2012128583A2 (en) Transmission and in-wheel driving system for motor vehicle with the same
WO2018124341A1 (en) Multi-stage transmission bicycle
WO2010134793A2 (en) Auxiliary driving apparatus for a bicycle
KR100225752B1 (en) Velocity changing apparatus of bicycle hub
KR20030067016A (en) Device for driving forward bicycle
WO2012111962A2 (en) Power generation device for bicycle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12889507

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 12889507

Country of ref document: EP

Kind code of ref document: A1