WO2014088128A1 - Dispositif pour empêcher la rupture d'un palier de commande de changement de vitesse de transmission de véhicule - Google Patents

Dispositif pour empêcher la rupture d'un palier de commande de changement de vitesse de transmission de véhicule Download PDF

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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
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WO
WIPO (PCT)
Prior art keywords
ball
insertion hole
ball insertion
gear
main body
Prior art date
Application number
PCT/KR2012/010456
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English (en)
Korean (ko)
Inventor
박원영
Original Assignee
(주)성지기업
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Publication date
Application filed by (주)성지기업 filed Critical (주)성지기업
Priority to PCT/KR2012/010456 priority Critical patent/WO2014088128A1/fr
Publication of WO2014088128A1 publication Critical patent/WO2014088128A1/fr

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    • 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.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

La présente invention concerne un dispositif pour empêcher la rupture d'un palier de commande de changement de vitesse de transmission de véhicule qui comprend : un corps principal comportant un premier trou (113a) d'insertion de bille et un second trou (113c) d'insertion de bille pratiqués à une certaine distance l'un de l'autre et recevant respectivement des billes (113b, 113d) sur leur surface périphérique extérieure ; un sélecteur (120) sur levier de vitesses comprenant un axe de sélection (121) qui est partiellement inséré dans le corps principal de façon à coulisser, une protubérance de sélection (122) qui fait saillie d'une partie terminale latérale de l'axe de sélection de façon à présenter une différence échelonnée par rapport à la surface périphérique extérieure de l'axe de sélection et est pourvue d'une surface d'inclinaison avant (122b), une rainure (122a) de siège de palier et une surface d'inclinaison arrière (122c) et un connecteur (123) de levier de transmission qui est formé sur une autre partie terminale latérale de l'axe de sélection ; et une roue menante vitesse élevée (134) et une roue menante faible vitesse (133) du corps principal sont insérées au niveau d'un centre et une pluralité de rainures de siège (134a, 133a) sont formées le long d'une direction circonférentielle de celles-ci au niveau d'une surface de diamètre intérieur, dans lesquelles des rainures (113-1a, 113-1c) d'insertion de joint torique sont formées au niveau du premier trou (113a) d'insertion de bille et du second trou (113c) d'insertion de bille du corps principal et des joints toriques (113-2a 113-2c) sont insérés dans les rainures (113-1a, 113-1c) d'insertion de joint torique de telle sorte qu'on peut empêcher les billes (113b, 113d), qui sont insérées dans le premier trou (113a) d'insertion de bille et le second trou (113c) d'insertion de bille, de s'échapper.
PCT/KR2012/010456 2012-12-05 2012-12-05 Dispositif pour empêcher la rupture d'un palier de commande de changement de vitesse de transmission de véhicule WO2014088128A1 (fr)

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PCT/KR2012/010456 WO2014088128A1 (fr) 2012-12-05 2012-12-05 Dispositif pour empêcher la rupture d'un palier de commande de changement de vitesse de transmission de véhicule

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PCT/KR2012/010456 WO2014088128A1 (fr) 2012-12-05 2012-12-05 Dispositif pour empêcher la rupture d'un palier de commande de changement de vitesse de transmission de véhicule

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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 (ja) * 1994-03-29 1995-10-20 Yanmar Agricult Equip Co Ltd 農作業機の変速装置
JPH1019058A (ja) * 1996-07-01 1998-01-20 Kayseven Co Ltd クラッチ及びそれを用いた変速装置
KR200431491Y1 (ko) * 2006-08-14 2006-11-23 이용학 볼 트랜스퍼
KR101217133B1 (ko) * 2011-07-27 2013-01-21 박원영 전동차용 변속기의 변속기어 물림 베어링 이탈 방지 장치

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 (ja) * 1994-03-29 1995-10-20 Yanmar Agricult Equip Co Ltd 農作業機の変速装置
JPH1019058A (ja) * 1996-07-01 1998-01-20 Kayseven Co Ltd クラッチ及びそれを用いた変速装置
KR200431491Y1 (ko) * 2006-08-14 2006-11-23 이용학 볼 트랜스퍼
KR101217133B1 (ko) * 2011-07-27 2013-01-21 박원영 전동차용 변속기의 변속기어 물림 베어링 이탈 방지 장치

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