Description:FIELD OF THE INVENTION
Embodiments of the present invention relate to a transmission system of a vehicle and more particularly to a two-speed transmission capable of transmitting a driving force of a power source by a clutch unit in two-speed transmission, to an output unit.
BACKGROUND OF THE INVENTION
In recent years, energy conservation policies have been pursued in order to protect the global environment and depletion of energy resources due to problems such as air pollution caused by automobile exhaust gas and global warming. To solve these problems interest in electric vehicles, hybrid electric vehicles and eco-friendly vehicles is increasing.
Generally, an electric vehicle uses electric power unlike a gasoline engine as a fuel, and uses an electric motor as a power source. It is a pollution-free vehicle that does not emit exhaust gas at all. Earlier, a power transmission structure that drives driving wheels by decelerating was mainly used, but recently, research on a shift system that extends the driving distance of a vehicle and improves driving performance by more efficiently transferring power from an electric motor to driving wheels, is actively underway.
Conventionally, an electric vehicle has been widely used as a speed reducer having a single gear ratio because of its excellent motor characteristics. However, there is a problem that the capacity of the motor must be relatively increased when the speed reducer is used alone. Recently, the two-speed transmission is widely used. However, the conventional two-speed transmission requires two friction clutches or fluid clutches in order to realize the two-speed transmission stage, which not only increases the volume of the transmission, increases the manufacturing cost, and improves power transmission efficiency. But there was a problem of deterioration.
In addition, the conventional two-speed transmission/gearbox has a configuration including a plurality of external gears, a locking device, and a shift mechanism, and the structure is very complicated. Further, the assembly quality is reduced, the number of components is increased, and the connection relationship is complicated. As a result, there is a power loss phenomenon in which the power of the power source is not quickly transmitted to the output shaft occurs, and the shift performance is deteriorated.
In particular, the conventional two-speed transmission has various other problems such as shift shock and friction loss occurring when shifting from the first gear to the second gear, deteriorating the ride comfort of the occupant and interfering with the safe driving.
Accordingly, there remains a need in the art for a two-speed transmission that does not suffer from the above-mentioned deficiencies and essentially has a simpler structure without requiring a large space and is also cost effective.
OBJECT OF INVENTION
An object of the present invention is to provide a two-speed transmission capable of being downsized by a simple structure.
Another object of the present invention is to enable regenerative braking by rapidly transmitting a driving force of a power source to an output shaft without loss of power.
Yet another object of the present invention is to improve the maximum speed performance of a vehicle in comparison with a motor reducer when applied to an electric vehicle.
SUMMARY OF THE INVENTION
The present invention is described hereinafter by various embodiments. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiment set forth herein.
According to an aspect of the present invention, there is provided a two-speed transmission, comprising: a power input unit having a drive power transmitted to an input shaft of a power source and provided with a drive gear which is rotationally driven integrally with the input shaft by a unidirectional bearing; a clutch unit connected to an input shaft of the power input unit and having a clutch gear connected to one side; a rotation transmitting unit that is rotationally driven by selectively receiving a rotational force from a clutch gear of a clutch unitor a driving gear of a power input unit; an output unit that receives the driving force of the power source through the rotation transmitting unit and rotationally drives the output shaft; and a gear housing having the power input unit, the clutch unit, the rotation transmitting unit, and the output unit. Herein, a regenerative braking force is generated by providing a reserve tooth clutch on a drive gear of the power input unit and an input shaft.
In accordance with an embodiment of the present invention, a reverse unidirectional bearing is provided between the clutch gear of the clutch unit and the input shaft of the power input unit or a regenerative braking force is generated by providing a reserve toothed clutch on the driving gear of the power input unit and the input shaft.
In accordance with an embodiment of the present invention, the apparatus has a simple power transmission process, and is superior in power transmission efficiency to conventional devices, and has low power loss and can improve energy efficiency.
In accordance with an embodiment of the present invention, the apparatus improves the maximum speed performance of a vehicle in comparison with a motor reducer when applied to an electric vehicle, and improves acceleration performance and backing performance, as well as minimizes cost and weight by minimizing the number of component parts.
In accordance with an embodiment of the present invention, the apparatus has a power input unit, a rotation transmitting unit, and an output unit and a gear housing, and is modularized to connect a clutch unit and a power source, so that it is possible to downsize it and thus it can be installed integrally with a wheel type of vehicle. In addition, it can be easily connected to out wheel type.
In accordance with an embodiment of the present invention, the clutch first rotor and the clutch second rotor are integrally rotated by the rotatably driven roller, so that loss due to friction is not generated as a result of the driving force of the power source.
In accordance with an embodiment of the present invention, provides a two-speed transmission ratio to further improve the driving performance of the electric vehicle, minimize power consumption, and improve the fuel economy of the electric vehicle and increase the travelable distance.
In accordance with an embodiment of the present invention, the apparatus can be installed not only in an electric moving vehicle such as an electric driving vehicle, an electric driving two-wheeled vehicle, etc., but also in a device such as a wind power generating facility.
In accordance with an embodiment of the present invention, the two-speed transmission comprises of a power input unit consisting of an input shaft, a drive gear and a unidirectional gear, clutch unit, rotation transmitting unit and an output unit.
In accordance with an embodiment of the present invention, the two-speed transmission further comprises of a gear housing comprising an input unit, a clutch unit, a rotation transmitting unit and an output unit.
BRIEF DESCRIPTION OF THE DRAWINGS
So that the manner in which the above recited features of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may have been referred by embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only typical embodiments of this invention and are therefore not to be considered limiting of its scope, for the invention may admit to other equally effective embodiments. These and other features, benefits, and advantages of the present invention will become apparent by reference to the following text figure, with like reference numbers referring to like structures across the views, wherein:
Fig. 1 is an exemplary diagram showing the configuration according to the present invention;
FIG. 2 is an exemplary diagram showing the internal configuration according to the present invention;
FIG. 3 is an exemplary diagram showing the internal configuration according to the present invention;
FIG. 4 is another schematic illustration of another internal configuration according to the invention (one-way bearing added);
FIG. 5 is an exemplary view showing the configuration of the centrifugal clutch according to the present invention;
FIG. 6 is the operation of the centrifugal clutch according to the present invention;
FIG. 7 is an exemplary view showing the configuration of the centrifugal clutch according to the present invention (link unit added);
FIG. 8 is an exemplary view showing the operating state of the centrifugal clutch including the link unit according to the present invention;
FIG. 9 is an exemplary view showing another configuration according to the present invention (with the addition of a differential gear unit);
FIG. 10 is an exemplary view showing the internal configuration showing the assembled state of FIG. 9;
FIG. 11 is a schematic view of the configuration of Fig. 10;
FIG. 12 is an exemplary view showing detailed configurations of a power input unit, a rotation transmission unit, and an output unit;
FIG. 13 is an exemplary view briefly showing another configuration of the present invention (reservoir tooth clutch added); and
FIG. 14 shows an exemplary view showing a state in which a reservoir tooth clutch is added to the power input unit of the present invention.
DETAILED DESCRIPTION OF THE DRAWINGS
The present invention is described hereinafter by various embodiments with reference to the accompanying drawing, wherein reference numerals used in the accompanying drawing correspond to the like elements throughout the description.
While the present invention is described herein by way of example using embodiments and illustrative drawings, those skilled in the art will recognize that the invention is not limited to the embodiments of drawing or drawings described and are not intended to represent the scale of the various components. Further, some components that may form a part of the invention may not be illustrated in certain figures, for ease of illustration, and such omissions do not limit the embodiments outlined in any way. It should be understood that the drawings and detailed description thereto are not intended to limit the invention to the particular form disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternatives falling within the scope of the present invention as defined by the appended claim. As used throughout this description, the word "may" is used in a permissive sense (i.e. meaning having the potential to), rather than the mandatory sense, (i.e. meaning must). Further, the words "a" or "an" mean "at least one” and the word “plurality” means “one or more” unless otherwise mentioned. Furthermore, the terminology and phraseology used herein is solely used for descriptive purposes and should not be construed as limiting in scope. Language such as "including," "comprising," "having," "containing," or "involving," and variations thereof, is intended to be broad and encompass the subject matter listed thereafter, equivalents, and additional subject matter not recited, and is not intended to exclude other additives, components, integers or steps. Likewise, the term "comprising" is considered synonymous with the terms "including" or "containing" for applicable legal purposes.
The present invention will now be described with the help of reference drawings:
Fig. 1 is an exploded view of the exemplary two-speed transmission, showing the configuration according to the present invention. Further, Fig. 2-4 illustrate exemplary diagrams showing the internal configuration (section view) of the two-speed transmission of Fig. 1, in accordance with an embodiment of the present invention.
As shown in fig. 1-4, the two-speed transmission comprises a power input unit 20, a clutch gear 31, a clutch unit 30, a rotation transmitting unit 40, an output unit 50, a gear housing 60 and a reverse unidirectional bearing 33.
The power input unit 20 is provided with a driving gear 22 which is transmitted to the input shaft 21 by the driving force of the power source 10 and which is rotationally driven integrally with the input shaft 21 by the unidirectional bearing 23.
Further, the clutch unit 30 is connected to the input shaft 21 of the power input unit 20. The clutch unit 30 has a clutch gear 31 connected to one side. Additionally, the rotation transmitting unit 40 is selectively driven to receive rotational force from the clutch gear 31 of the clutch unit or the driving gear 22 of the power input unit and is rotationally driven. Furthermore, the output unit 50 receives the driving force of the power source 10 through the rotation transmitting unit 40 and rotationally drives the output shaft 51. Then, a gear housing 60 is adapted to mount/install the power input unit 20, the clutch unit 30, the rotation transmitting unit 40 and the output part 50.
Figure 1-4 illustrates a reverse unidirectional bearing 33 provided between the clutch gear 31 of the clutch unit 30 and the input shaft 21 of the power input unit 20 or and unidirectional bearing 23 may be provided between the driving gear 22 of the power input unit 20 and the input shaft 21 is provided with a reservoir toothed clutch 15 to generate a regenerative braking force.
Further, the power source 10 means a driving means for generating power such as a motor, an electric motor or the like. The power source 10 may be fixed to the gear housing 60 or fixed to the input shaft 21 of the power input unit 20 by a separate fixing means.
Further, the driving gear 22 is provided so as to be restrained in a reverse direction opposite to the rotation direction of the input shaft by the unidirectional bearing 23 so as to rotate integrally with the input shaft 21 when the input shaft 21 is rotated. That is, the driving gear 22 is rotated in the forward direction driving direction of the input shaft by the power source integrally with the input shaft 21 by the unidirectional bearing 23, and the rotational speed of the driving gear 22 is transmitted to the input shaft 21 and becomes idling with respect to the input shaft 21 by the unidirectional bearing 23 when the speed becomes higher than the rotation speed.
Since the unidirectional bearing 23 is a bearing for transmitting power only in one direction, a known bearing is used, and thus a detailed description of the structure will be omitted. Further, the unidirectional bearing may be replaced by a known one-way clutch.
Referring to Figs. 1 to 4, the clutch unit 30 is connected to the power input unit 20 and the rotation transmitting unit 40 and includes an electronically controlled clutch 70 or a centrifugal clutch 80.
The electronically controlled clutch 70 known as clutch device that operates the clutch actuator lever or pedal so that the disk pad is brought into tight contact with the clutch pad so as to transmit power.
Referring to figs. 5-8, the centrifugal type clutch 80 is operated by centrifugal force to transmit power. The clutch first rotor first clutch 80 is installed to rotate integrally with the input shaft 21 of the power input unit and a clutch second rotor 82 installed between the clutch first rotor 81 and the clutch first gear 81 so as to have an interspace 83 and connected to the clutch gear. A roller operating unit 84 connected to the clutch first rotor 81 so as to be operated.
The clutch first rotor 81 is connected to the center of the input shaft 21 so as to rotate concentrically and the outer circumferential surface thereof is formed with a tight contact unit 85 having a support surface 85a and an inclined surface 85b. An installation hole 86 to which the operating unit 84 is connected is formed in a predetermined length. The support surface 85a is connected to the outer circumferential surface 81a of the first rotor of the clutch and the lower end of the support surface 85a is connected to the inclined surface 85b. Or a curved surface having a predetermined concave curvature. The support surface 85a preferably has a curved surface with a concave curvature for stable seating of the roller actuating unit 84 and the height h of the support surface is larger than the roller diameter D of the roller actuating unit.
In addition, the inclined surface 85b may be formed in a curved or straight-line shape so that the roller 84a of the roller operating unit 84 can be moved outwardly by the rotational force of the clutch first rotor 81. [The inclined surface 85b is formed in an involute-curved or tapered shape, and is preferably formed in an involute-curved shape]. That is, the inclined surface 85b is formed such that one end thereof is connected to the support surface 85a and the other end thereof is connected to the outer circumferential surface 81a of the first rotor of the clutch so that the roller operates by the rotational force of the clutch first rotor 81. The negative roller 84a can be moved in the direction of the outer peripheral surface 81a of the clutch first rotor.
In the case where a plurality of the close contact units 85 are continuously formed in one direction around the entire outer circumferential surface of the clutch first rotor, one or more of them is formed on the outer circumferential surface 81a of the clutch first rotor, 81 is formed in a saw-tooth shape by a plurality of close contact units 85. That is, when a plurality of close contact units 85 are continuously formed along the entire circumference of the outer circumferential surface of the clutch first rotor, the upper end of the support surface is connected to the outer end of one side slope and the lower end is connected to the inner end of another adjacent sloping surface so as to be repeatedly formed, so that the clutch first rotor 81 has a saw tooth shape as a whole.
The mounting hole 86 is connected to the roller operating unit 84 so that the one end 86a faces the inner side of the first rotor and the other side 86b faces the outer side of the first rotor, respectively. The mounting hole 86 may have a straight elongated hole shape or a curved elongated hole shape. Preferably it is a straight elongated hole shape.
The clutch second rotor 82 is provided with a receiving groove 82a such that the clutch first rotor 81 is located inside and the roller 84a of the roller operating unit along the circumference of the receiving groove 82a is contacted And the clutch gear 31 is connected to one side of the clutch gear 31 so as to rotate integrally therewith.
When the interspace 83 is assembled such that the clutch first rotor 81 is inserted into the receiving groove 82a of the second rotor of the clutch so that the clutch first rotor 81 is inserted from the inner peripheral surface 82b of the clutch second rotor receiving groove, The interval between the inner peripheral surface 82b of the clutch second rotor receiving groove and the inclined surface 85b of the clutch first rotor is set to be gradually larger than the interval between the inner peripheral surface 82b of the clutch second rotor receiving groove and the inclined surface 85b of the clutch first rotor (Ref. figs. 5-8).
That is, when the clutch first rotor 81 is assembled so as to be located in the receiving groove 82a of the clutch second rotor, the shape of the inclined surface 85b of the close contact unit causes the inner peripheral surface 82b of the clutch second rotor, (Or the inclined inner side end) of the first rotor is smaller than the roller diameter D of the roller operating unit, and the distance from the inner peripheral surface of the clutch second rotor to one side of the inclined surface of the clutch first rotor Is formed to be larger than the roller diameter (D) of the roller operating unit.
The roller operating unit 84 is actuated by the rotational force of the clutch first rotor 81 to perform an operation of bringing the clutch first rotor 81 and the clutch second rotor 82 in close contact so as to rotate integrally The roller operating unit 84 thus constructed is characterized in that no loss occurs due to friction.
The roller operating unit 84 includes a roller 84a installed to be positioned in the contact unit 85 of the first rotor of the clutch, a support 84b connected to one side of the roller 84a so as to rotate both ends thereof, A moving base 84c passing through the mounting hole 86 of the clutch first rotor to be connected to the other side of the support base 84b and a mounting hole 84b positioned so as to be positioned between the moving base 84c and the other side 86b of the mounting hole and a support spring 84d which is installed in the support shaft 86 to move the movable base 84c in the direction of one side 86a of the installation hole.
That is, the roller actuating part 84 has a roller 84a rotatably connected to one side of the supporting rod 84b, and is rotatably connected to one end of the supporting rod 84b at both ends of the moving rod 84c passing through the mounting hole 86 and the movable base 84c is supported by a support spring 84d in the mounting hole 86. The roller operating unit 84 configured as described above is not operated when the rotational force of the clutch first rotor 81 is less than a predetermined value so that only the first rotor 81 is rotated by the input shaft 21. The roller operating unit 84 is operated by the centrifugal force so that the clutch first rotor 81 and the clutch second rotor 82 are rotated by the roller 84a of the roller operating unit Thereby performing a function of integrally rotating.
That is, when the rotational force of the first rotor 81 is less than a predetermined value, the roller 84 is positioned at one side 86a of the mounting hole 84a by the support spring 84d. The roller 84a connected to the base 84c by the supporter 84b is kept in contact with the support surface 85a of the contact unit 85 and the inclined surface 85b so that the clutch first rotor 81, is rotated without interference due to the roller 84a.
When the rotational force of the clutch first rotor 81 rises above a predetermined value, the roller operating unit 84 moves the roller 84a along the inclined surface 85b of the adhered unit by the centrifugal force. The clutch first rotor 81 and the clutch second rotor 82 are engaged with each other between the inclined surface 85b of the contact unit and the inner circumferential surface 82b of the clutch second rotor at a unit where the distance between the clutch first rotor 81 and the clutch second rotor becomes smaller than the diameter of the roller (integrally rotated together).
The constant value of the rotational force of the clutch first rotor 81 that causes the roller operating unit 84 to operate, is determined by the elastic force of the supporting spring 84d and the elastic force of the moving base 84c and the roller 84a. It can be calculated by a program also, and therefore, it is not particularly limited.
For example, the roller operating unit 84 may be set to a predetermined value so that the roller operating unit 84 can be operated when reaching about 30% or more of the maximum power output speed of the power source. More specifically, the rotational force of the clutch first rotor is set to 1,000 to 5,000 rpm.
In addition, the roller actuating unit 84 may be configured to be connected to each other by the link unit 90 such that when the rotational force of the clutch first rotor 81 reaches a predetermined value, a plurality of the roller actuating units 84 are operated synchronously.
As shown in Figs. 7 and 8, the link unit 90 includes a central rotation link 91 mounted to bear on the input shaft 21 and a connecting link 92 to which the other end is rotatably connected to the moving base 84c of the roller operating unit.
When the plurality of roller operating units 84 are provided between the clutch first rotor 81 and the clutch second rotor 82, the link unit 90 having such a configuration is provided with the rotational force of the clutch first rotor 81. A plurality of other connecting links 92 connected thereto by the rotation of the central rotary link 91 are operated by the rotation of the central rotary link 91 by the connecting link 92 connected thereto, and functions to synchronize the operation of the plurality of roller actuating parts.
Further, the centrifugal type clutch 80 may be configured to further include a ball stopper 875. The ball stopper 87 includes a stopper hole 87a formed to communicate with the mounting hole 86 of the first rotor of the clutch, and a stopper hole 87b inserted into the stopper hole 87a. A ball spring 87c may be installed in the stopper hole 87a to elastically support the ball 87b and a ball spring 87c fastened in the stopper hole 87a 87c, and an adjustment bolt 87d for adjusting the tension.
The ball stopper 87 configured as described above is installed on one side of the mounting hole 86 so that the ball is contactably supported on the movable base 84c of the clutch operating unit so that the clutch first rotor 81 is rotated below the set value. A function of preventing the movable base 84c from moving along the installation hole 86 is provided.
When the clutch first rotor 81 is rotated at a low speed (for example, less than 3,000 rpm) when the ball stopper unit 87 is further provided on the centrifugal type clutch 80, the ball stopper unit 87 is provided with the moving base 84c (For example, 3,000 rpm or more), the clutch first rotor 81 is moved by the centrifugal force due to the rotation of the clutch first rotor 81. The base 84c can be configured to move along the mounting hole 86 while pressing the ball 87b to compress the ball spring 87c so that the clutch operating unit 84 is operated.
When the clutch first rotor 81 rotates at a low speed, the engaging protrusion 841c of the movable base is engaged with the engaging protrusion 841c of the ball stopper 87 When the movable base 84c is moved along the mounting hole 86 by the rotation of the clutch first rotor 81 by the rotation of the ball 87b, The state in which the negative ball 87b is continuously pressed is maintained.
That is, according to the present invention, even if the ball stopper 87 performs high-speed shifting (two stages) at high speed (for example, 3,000 rpm or more), the ball stopper 87 The clutch operating unit 84 is operated so that the movable base 84c is quickly returned to its original position.
The rotation transmission unit 40 includes a rotation shaft 41 that is installed so that both ends of the rotation transmission unit 40 are supported by the gear housing unit 60 so as to be parallel to the input shaft 21 of the power input unit. A second rotary gear 43 is connected to the rotary shaft 41 so as to be integrally rotated and engaged with the clutch gear 31 of the clutch unit, and a third rotary gear 44 connected to the rotary shaft 41 so as to be integrally rotated and transmitting power to the output unit 50. The gear ratio of the driving gear 22 and the first rotary gear 42 Reduction ratio is formed so as to be larger than the gear ratio (reduction ratio) of the clutch gear 31 and the second rotary gear 43. The driving force of the power source 10 is transmitted to the first rotary gear 42 through the driving gear 22 of the power input unit and is transmitted to the rotary shaft 41 And the third rotary gear 44 is rotated by the operation of the rotary shaft to transmit the driving force to the output unit 50. The driving force of the power source 10 is transmitted to the second rotary gear 43 through the clutch gear 31 of the clutch unit 30 so that the rotation of the first rotary gear 42. The third rotary gear 44 is rotated by the rotary shaft 41 rotated in this manner and the driving force is transmitted to the output unit 50. The output unit 50 includes an output gear 52 installed to be meshed with the third rotary gear 44 of the rotation transmitting unit and an output gear 52 disposed parallel to the rotary shaft 41 to rotate integrally with the output gear 52. Further, the output unit 50 may further include a differential gear unit 53, as shown in Figs 10 to 12, so as to be applicable to two-wheel or three-wheel or four-wheel vehicles.
That is, the output unit 50 includes an output gear 52 that is installed to be meshed with the third rotary gear 44 of the rotation transmitting unit, a differential gear unit 52 that is integrally rotated with the output gear 52, And output shafts 51a and 51b connected to the differential gear unit 53 and supported by the gear housing 60 so as to be parallel to the rotary shaft 41. The differential gear unit 53 includes a differential case 57 fixed to the output gear 52 so as to be concentrically rotated with the output gear 52 and a first gear 54. A second gear 55 connected to the differential case 57 so as to be perpendicular to the first gear 54 and connected to the output shaft 51a; And a third gear 56 connected to the differential case 57 so as to face the second gear 55 and to which another output shaft 51b is connected.
The differential gear 57 is rotated by the output gear 52 and the first gear 54 is rotated together with the differential case by the rotation of the differential case. By rotating the gear 55 and the third gear 56, the output shafts 51a and 51b are driven to rotate. In order to prevent the slip of the wheels, the differential gear unit 53 is provided with different rotation speeds of the wheels mounted on both sides of the output shaft 51 to change the direction.
The present invention also provides a reverse unidirectional bearing 33 that is operated in a direction opposite to the unidirectional bearing 23 between the clutch unit 30 and the power input unit 20 to generate a regenerative braking force.
That is, in the present invention, a reverse unidirectional bearing 33 is provided between the clutch gear 31 of the clutch unit 30 unit 30 and the input shaft 21 of the power input unit 20, and the reverse unidirectional bearing 33 is connected to the clutch gear 31 is restrained in the rotational direction of the input shaft 21 so that the rotational speed of the input shaft 21 is faster than the rotational speed of the clutch gear 31. The clutch gear 31 is connected to the reverse unidirectional bearing 33. The input shaft 21 is driven by the reverse unidirectional bearing 33 to rotate the clutch gear 31 in the idle state with respect to the input shaft 21, and the clutch gear 31 rotates at a higher speed than the input shaft 21 (in the driving direction of the input shaft by the power source) integrally with the motor 31 to generate the regenerative braking force.
Referring to Figs. 13 and 14, it can be seen that the drive gear 22 of the power input unit 20 and the reserve tooth clutch 15 are installed on the input shaft 21 so that regenerative braking force can be generated and reversed. When the reservoir toothed clutch 15 is installed as described above, a normal bearing is installed between the clutch gear 31 of the clutch unit 30 and the input shaft 21 of the power input unit 20. In addition, the present invention not only generates a regenerative braking force but also provides a reverse function by the power source 10, without installing a reverse unidirectional bearing.
That is, the reservoir toothed clutch (engaging clutch) 15 is connected and installed so as to rotate integrally with the drive gear 22 and the input shaft 21, and when the centrifugal force is generated below the set centrifugal force, When the driving gear 22 and the input shaft 21 rotate integrally and a centrifugal force exceeding the set centrifugal force is generated, the driving gear 22 is brought into the non-clutching state, And the input shaft 21 is disconnected.
For example, if the centrifugal force pre-set value is set to 1,000 rpm, so when the input shaft 21 of the power source 10 is driven to rotate at 1,000 rpm or less, the rotational force of the input shaft 21 through the reservoir toothed clutch 15 is transmitted to the drive gear 22, and the drive gear 22 is rotationally driven in the forward direction. At this time, the input shaft 21, the reservoir toothed clutch, and the driving gear 22 are integrally rotated in the forward direction.
When the input shaft 21 driven by the power source 10 is rotationally driven beyond 1,000 rpm, the reservoir toothed clutch 15 is automatically non-clutched so that the rotational force of the input shaft 21 is driven The rotational force of the input shaft 21 is transmitted to the drive gear 22 only through the unidirectional bearing 23 so that the drive gear 22 is rotationally driven in the forward direction.
The operation timing of the clutching and the non-clutching can be adjusted by changing the centrifugal force set value, and the operating centrifugal force of the reservoir toothed clutch 15. The rpm is for the purpose of helping understanding of the present invention, and the working centrifugal force is not limited thereto.
When the rotational speed of the drive gear 22 is higher than the rotational speed of the input shaft 21, the drive gear 22 is idled with respect to the input shaft 21 by the unidirectional bearing 23, 22 is connected to the input shaft 21 by the reservoir toothed clutch 15 so that the input shaft 21 is engaged with the drive gear 22 by the reservoir toothed clutch 15 in a forward direction, to generate a regenerative braking force.
The reservoir clutch 15 is always clutched by the elastic force of the spring 16 so that the driving force is transmitted at less than 1,000 rpm and centrifugal force exceeding 1,000 rpm is generated, The centrifugal force may actuate the weight roller 17 to compress the spring 16 and make the tooth 18 non-clutching.
Since a known tooth clutch having such a structure that the tooth shape of the reservoir tooth clutch 15 is intertwined with the tooth shape of the reservoir tooth clutch 15 is used, detailed description on the construction and operation thereof will be omitted.
In the drawings of the present invention, reference numeral 24 denotes a collar, 32 denotes a bearing, 34 denotes a bush, 35 denotes an oil seal, and 61 to 66 denote bearings. Although the present invention is not shown in the drawings, oil seals, shims, ball bearings, and the like are connected to each other, and the additional configuration is well known in the art. In addition, when the bearing 33 is installed as a reverse unidirectional bearing, the bearing 32 may also be installed as the unidirectional bearing.
The two-speed transmission of the present invention configured as described above can be applied not only to an electric vehicle but also to various fields such as a ship, a general vehicle, a rear wheel, a bicycle, a wheelchair, a baby carriage,
Hereinafter, the operating relationship will be described in detail with the clutch unit of the present invention being set as a centrifugal clutch and the differential gear unit being further provided in the output unit. At this time, it is assumed that the centrifugal type clutch is operated at a speed of 30 km / h with respect to a maximum output speed of 100 km / h to perform shifting.
1 Single run (clutch not working - low speed)
The input shaft 21 of the power input unit is rotated by the power source 10 so that the drive gear 22 is rotated by the input shaft 21 and the first gear 22 of the rotation transmitting unit 40 is rotated by the drive gear 22, The rotary gear 42 is rotated in one direction together with the rotary shaft 41 and the third rotary gear 44 is rotated by the rotation of the rotary shaft 41 to rotationally drive the output gear 52 of the output unit.
As the output gear 52 is rotated as described above, the output shafts 51a and 51b are rotated in the same direction (forward direction) as the input shaft 21 through the differential gear unit. At this time, the output shafts 51a and 51b drive the wheels at less than 30 km/h.
When the input shaft 21 of the power input unit is rotated by the power source 10, the clutch first rotor 81 of the clutch unit is rotated together with the drive gear 22, and the second rotary gear 43 of the rotation transmitting unit is rotated. Since the centrifugal clutch 80 is not operated when the rotational force of the clutch first rotor 81 is less than a predetermined value, the clutch second gear 82 is also rotated by the rotation of the clutch gear 31. Therefore, The rotor 81 and the clutch second rotor 82 are provided with different rotational forces and are only rotationally operated but do not affect the rotational force (output) of the output shaft 51.
Also, when the clutch unit 30 is set to the electronically controlled clutch 70, the power transmission process from the input shaft 21 to the output shafts 51a and 51b is performed before and after the operation of the centrifugal clutch.
2 Single run (Clutch operated - Increased)
The rotational force of the input shaft 21 is increased by the power source 10. When the output speed reaches 30 km/h or more, the centrifugal force is applied to the clutch operating unit 84 by the increase of the rotational force of the clutch first rotor 81. The roller 84a is moved along the inclined surface 85b of the tight contact unit in the direction of the inner circumferential surface of the second rotor of the clutch and the movable base 84c compresses the support spring 84d. The inclined surface 85b of the close contact unit and the clutch second rotor 85 are moved along the hole 86 so that the gap between the inclined surface 85b of the clutch first rotor adhered unit and the inner peripheral surface of the clutch second rotor receiving groove becomes smaller than the diameter of the roller. A roller phenomenon of the roller 84a is generated between the inner circumferential surfaces 82b.
As described above, when the roller 84a of the clutch unit is sandwiched between the contact unit inclined surface 85b of the clutch first rotor and the receiving groove inner circumferential surface 82b of the clutch second rotor, the clutch first rotor 81 and the clutch second rotor. The clutch gear 31 is rotated by the rotation of the clutch second rotor 82 and the second rotary gear 43 of the rotation transmitting unit is rotated And the rotary shaft 41 and the third rotary gear 44 are rotated by the second rotary gear 43 to rotationally drive the output gear 52 of the output unit so that the output shaft 51a , 51b), and the output shafts 51a, 51b are rotationally driven in the same direction as the input shaft 21. The rotation of the input shaft 21 is transmitted to the first rotary gear 42 by the drive gear 22 to rotate the rotary shaft 41. However, the gear ratio (reduction gear ratio) of the gear 42 is formed to be larger than the gear ratio (reduction gear ratio) of the clutch gear 31 and the second rotary gear 43 and the drive gear 22 is formed by the unidirectional bearing 23 21.
The rotational force transmitted to the rotational shaft 41 through the second rotational gear 43 is larger than the rotational force transmitted to the rotational shaft 41 through the first rotational gear 42As a result, The driving gear 22 meshed with the first rotary gear 42 is rotated by the unidirectional bearing 23 by the unidirectional bearing 23, (21)That is, the driving force of the power source 10 is transmitted to the output shaft 51 only through the clutch gear 31, the second rotary gear 43, and the rotary shaft 41.
Since the clutch first rotor 81 and the clutch second rotor 82 are in a state of being rotated at the time of one-step traveling, the present invention can minimize the shifting shock due to the operation of the clutch unit when shifting without generating an impact.
In addition, when the clutch unit 30 is set as the electronically controlled clutch 70, the power transmission process according to the two-speed shift from the input shaft to the output shaft is performed before and after the operation of the centrifugal clutch.
Accelerator pedal not in operation (during generative braking)
When the reverse unidirectional bearing 33 is additionally provided between the clutch unit 30 and the power input unit 20, if the accelerator pedal is not operated during traveling, the output unit 50 becomes the power input unit. The rotational force of the clutch mechanism 50 is input to the clutch gear 31 of the clutch unit via the output gear 52, the third rotary gear 44 and the second rotary gear 43. At this time, the rotational force of the clutch gear 31 is greater than the rotational force of the input shaft 21 of the power input unit, and the reverse unidirectional bearing 33 provided between the clutch gear 31 and the input shaft 21 is engaged with the clutch gear 31. The clutch gear 31 and the input shaft 21 are integrally connected to each other so that a rotation ratio of 1: 1 is established when the rotational force of the clutch gear 31 is higher than the rotational force of the input shaft 21, so that the power source is forcibly driven and power generation is performed.
Reverse operation (reservoir to clutch)
When the input shaft 21 is rotationally driven in the opposite direction by the power input unit in the reverse direction at a speed of 1,000 rpm or less, the reserve toothed clutch 15 is maintained in the clutching state. Therefore, the reserve toothed clutch 15 is driven by the reserve toothed clutch 15 connected to the input shaft 21. The gear 22 is rotated in the reverse direction and the first rotary gear 42 of the rotary transmission unit 40 is rotated in one direction together with the rotary shaft 41 by the driving gear 22, The third rotary gear 44 is rotated and the output gear 52 of the output unit is driven to rotate in the reverse direction so that the reverse rotation is performed.
At this time, when the input shaft 21 is rotated at a high speed exceeding 1,000 rpm by the power input unit in the reverse direction, the reservoir toothed clutch 15 is in a non-clutching state, so that the reverse rotation force of the input shaft 21 It is not transmitted to the driving gear 22, so that the danger due to the high-speed reverse movement is intrinsically blocked
Various modifications to these embodiments are apparent to those skilled in the art from the description and the accompanying drawings. The principles associated with the various embodiments described herein may be applied to other embodiments. Therefore, the description is not intended to be limited to the embodiments shown along with the accompanying drawings but is to be providing broadest scope of consistent with the principles and the novel and inventive features disclosed or suggested herein. Accordingly, the invention is anticipated to hold on to all other such alternatives, modifications, and variations that fall within the scope of the present invention and the appended claims.
, C , C , Claims:1. A two-speed transmission, the apparatus comprising:
a power input unit (20) to transmit a driving force from a power source (10) to an input shaft (21) having a driving gear (22) integrally rotating with the input shaft (21);
a clutch gear (31) connected to one side of the input shaft (21);
a clutch unit (30) connected to the input shaft (21) of the power input unit (20) and having the clutch gear (31) connected to one side;
a rotation transmitting unit (40) which is selectively driven to receive rotational force from the clutch gear (31) of the clutch unit or the driving gear (22) of the power input unit;
an output unit (50) for rotationally driving an output shaft (51) by receiving the driving force of the power source (10) through a rotation transmitting unit (40);
a gear housing (60) for mounting the power input unit (20), the clutch unit (30), the rotation transmitting unit (40) and the output unit (50); and
a reverse unidirectional bearing (33) installed between the power input unit (20) and the input shaft (21) of the power input unit (20);
wherein a regenerative braking force is generated by providing a reserve tooth clutch (15) on a drive gear (22) of the power input unit (20) and an input shaft (21).

2. The two-speed transmission as claimed in claim 1, wherein the reverse unidirectional bearing (33) is provided so that the rotation of the clutch gear (31) is restricted in the rotational direction of the input shaft (21) so that the rotational force of the clutch gear (31) is higher than the rotational force of the input shaft (21);
wherein a forward rotation of the clutch gear (31) is restricted with respect to the clutch (21) so that the rotational driving force of the clutch gear (31) is transmitted to the input shaft (21) to generate a regenerative braking force.

3. The two-speed transmission as claimed in claim 1, wherein when the centrifugal force is generated below a pre-set centrifugal force value, the reservoir clutch (15) keeps a clutching state so that the drive gear (22) and the input shaft (21) rotate integrally and when the centrifugal force exceeds the pre-set centrifugal force value, the reservoir clutch (15) keeps a non-clutching state, so that the connection between the driving gear (22) and the input shaft (21) is disconnected.
4. The two-speed transmission as claimed in claim 1, wherein the clutch unit (30) comprises an electronically controlled clutch (70) or a centrifugal clutch (80).
5. The two-speed transmission as claimed in claim 4, wherein the centrifugal force type clutch (80) comprises a clutch first rotor (81), a second clutch rotor (82) and a roller operating unit (84), wherein the clutch first rotor is installed to be integrally rotated with the input shaft (21) of the power input unit (20), and the roller operating unit (84) is connected to the clutch first rotor (81) so as to be operated between the clutch first rotor (81) and the second clutch rotor (82).
6. The two-speed transmission as claimed in claim 5, wherein the clutch second rotor (82) has a receiving groove (82a) such that the clutch first rotor (81) is located inside the roller and the clutch first gear (81) is integrally rotated so that the input shaft (21) rotates in a concentric circle so that the input shaft (21) rotates in a concentric circle, And an attachment hole (85) having a support surface (85a) and an inclined surface (85b) is formed on the outer circumferential surface and an installation hole (86) to which the roller operation unit (84) is connected is formed to have a predetermined length;
wherein a space (83) is formed so that the interval between the inner peripheral surface (82b) of the clutch second rotor (82) receiving groove and the inclined surface (85b) of the clutch first rotor (81), gradually narrows.

7. The two-speed transmission as claimed in claim 5, the roller operating unit (84) includes:
a roller (84a) provided so as to be positioned in the contact unit (85) of the clutch first rotor (81);
a roller (84b) connected to one side so as to rotate both ends of the roller 84a;
a movable base (84c) which is connected to the other side of the support base 84b through the mounting hole 86 of the clutch first rotor and a movable base (84d) which is provided between the movable base 84c and the other side 86b of the mounting hole; and
a support spring (84d) installed in the mounting hole (86) to move the movable base (84c) in the direction of one side (86a) of the mounting hole (86).
8. The two-speed transmission as claimed in claim 7, wherein the roller operating units (84) are configured to be connected to each other by a link unit (90);
wherein the link unit (90) includes a central rotation link (91) that is mounted to bear on the input shaft (21) and a rotation link (91) that is hinged to the central rotation link (91) at one end thereof, and a connecting link (92) to which the other side end is connected so as to be able to be engaged.
9. The two-speed transmission as claimed in claim 1, wherein the output unit (50) further comprises a differential gear unit (53).
10. The method of claim 9, wherein the output unit (50) includes:
an output gear (52) provided so as to be meshed with a third rotary gear (44) of the rotation transmitting unit (40) and the differential gear unit (53) provided integrally with the output gear (52); and
output shafts 51a and 51b that are connected to the differential gear unit (53) and are supported by the gear housing (60) so as to be parallel to the rotary shaft (41);
wherein the differential gear unit (53) includes:
a differential case (57) fixed to the output gear (52) so as to be concentrically rotated with the output gear (52),
a first gear (54) rotatably connected to the differential case,
a second gear (55) connected to the differential case (57) so as to be perpendicular to the first gear (54) and having an output shaft (51a) connected thereto and a second gear (55) perpendicular to the first gear (54); and
a third gear (56) connected to the differential case (57) so as to face the differential case (55) and to which another output shaft (51b) is connected.