Epicyclic gear mechanism

Abstract

The present invention relates to a kind of epicyclic gear mechanism, which is composed of an output shaft and a transmission module and at least one speed-up module arranged in sequence on the output shaft, wherein the transmission module has a driving wheel capable of driving the output shaft in one direction, and each of the speed-up modules comprises a connecting gear pivotally arranged on the output shaft, a speed-up gear fixedly arranged on the output shaft, and an epicyclic gear set arranged between the connecting gear and the speed-up gear, and the speed-up module has a set of detent groups capable of selectively stopping the epicyclic gear set, thereby, at low speed, the epicyclic gear set of the speed-up module is in revolution to form idling, and the input power drives the output shaft in one direction, and at high speed, the set of detent groups stops the revolution of the relative epicyclic gear set, so that the speed-up gear of the relative epicyclic gear set can change from revolution to rotation corresponding to the revolution of the speed-up gear, thereby forming a speed-up.

Description

Technical Field

[0001] This invention belongs to the technical field of speed change, specifically referring to a simple rotary speed change mechanism that can quickly establish power transmission, thereby improving transmission efficiency and making speed change more reliable and dependable. Background Technology

[0002] In general, the power transmission of motorized equipment transmits the output of the drive source to the output shaft to provide driving force to the driven components. Examples include the motor (drive source) and wheels (driven components) in common motor vehicles. The gearbox primarily utilizes gears of different diameters between the drive source and the driven components to create different gear ratios, achieving speed changes. In existing electric motorcycles, the power source is mainly an electric motor. Generally, when traveling at low speeds, maintaining the motor speed between 1000 and 2000 rpm is more efficient. However, when the electric motorcycle requires high-speed travel, the motor speed will increase to above 2000 rpm, which will reduce the motor's efficiency. Therefore, the optimal solution is to use a gearbox to maintain the motor speed between 1000 and 2000 rpm, while increasing the speed of the driven components driven by the output shaft to above 2000 rpm.

[0003] Existing transmissions mainly fall into two categories: gear-type transmissions and continuously variable transmissions (CVTs). Gear-type transmissions offer better power delivery efficiency, but their complex structure leads to high costs and difficult maintenance. Furthermore, they are prone to jerking during rapid acceleration or deceleration when shifting gears. CVTs, on the other hand, simplify the structure, reduce costs, and facilitate maintenance, but their power delivery efficiency is less than ideal.

[0004] Recently, a clutch-type transmission has been developed, which mainly features at least two clutches on the output shaft to actuate transmission wheels with different gear ratios to drive the driven component. Each of these clutches consists of a clutch element and a braking element that actuates the clutch element. The clutch element is formed by a plurality of clamping plates that connect the output shaft and a plurality of transmission wheels, which are stacked at intervals. The braking element actuates the clamping plates to tightly engage or disengage, thereby achieving the aforementioned linkage action. Examples include Taiwan Patent Application No. 105129500, "Transmission Mechanism," No. 106114229, "Clutch Device for Continuously Variable Transmission," and No. 107104155, "An Internal Three-Speed ​​Dual-Clutch Transmission."

[0005] The existing transmissions that use a clutch to change speeds require internal electrical components and wiring for the clutch, which not only makes the structure complex and increases the overall width and volume, but also, since the clutch force mainly comes from electromagnetic force, it uses friction to engage stationary and rotating parts, resulting in significant dynamic losses and making it difficult to establish power transmission. In addition, there will be a gap in the connection during gear shifting, and it is also easy to produce a dull feeling during gear shifting, thus reducing the practicality of the transmission.

[0006] In other words, existing transmissions suffer from problems such as overly complex structures, increased difficulty in maintenance or replacement, difficulty in establishing power transmission, and poor shifting efficiency, resulting in insufficient reliability in actual use. Therefore, how to solve the aforementioned problems is what the industry and users expect, and it is also what this invention aims to explore.

[0007] The inventor has conducted in-depth research on the aforementioned problems and, drawing on years of R&D experience in related industries, actively sought solutions. Through continuous research and experimentation, the inventor has finally successfully developed a rotary transmission mechanism to overcome the troubles and inconveniences caused by the aforementioned problems in existing products. Summary of the Invention

[0008] Therefore, the main objective of this invention is to provide a rotary transmission mechanism that can effectively simplify the structure, reduce costs and failure rates, and facilitate maintenance and replacement.

[0009] Furthermore, a secondary objective of this invention is to provide a rotary transmission mechanism that enables direct power connection during speed changes, thereby accelerating the speed change without causing dynamic damage, thus improving its transmission efficiency and reliability.

[0010] Furthermore, another major objective of this invention is to provide a rotary transmission mechanism that can directly change speeds without causing a jerky feeling during speed shifting, thereby improving the smoothness of speed shifting.

[0011] Based on this, the present invention mainly achieves the aforementioned objectives and effects through the following technical means, which include:

[0012] Output shaft;

[0013] A transmission module is mounted on the output shaft, and the transmission module has a drive wheel that can drive the output shaft in one direction.

[0014] At least one speed-up module is disposed on the output shaft. The speed-up module includes a connecting gear, a rotary gear set, a speed-up gear, and a locking assembly. The connecting gear is pivotally disposed on the output shaft and can be connected to the drive wheel. The speed-up gear can be fixed to one end of the output shaft. The rotary gear set has at least one speed-changing gear. Each speed-changing gear has a small-diameter tooth portion that meshes with the connecting gear and a large-diameter tooth portion that meshes with the speed-up gear.

[0015] In this way, at low speeds, the shift gear set of the speed-up module can be in revolution to form freewheeling, while the input power drives the output shaft in one direction via the drive wheel. At high speeds, the locking assembly stops the revolution of the relative shift gear set, allowing the gear of the relative shift gear set to rotate by the revolution of the corresponding speed-up gear, thus forming a speed increase.

[0016] In summary, through the aforementioned technical means, the present invention can achieve the aforementioned effects, greatly improve its practicality, and further realize its economic benefits.

[0017] To enable a further understanding of the structure, features and other objectives of the present invention, preferred embodiments of the present invention are listed below and described in detail with reference to the accompanying drawings, so that those skilled in the art can implement the invention. Attached Figure Description

[0018] Figure 1 This is a three-dimensional schematic diagram of the rotary speed change mechanism of the present invention.

[0019] Figure 2 This is a three-dimensional exploded view of the rotary speed change mechanism of the present invention, to illustrate the state of its components and their relative relationships.

[0020] Figure 3 This is a side cross-sectional view of the rotary speed change mechanism of the present invention.

[0021] Figure 4 This is a side cross-sectional view of the rotary transmission mechanism of the present invention in the initial gear operation.

[0022] Figure 5 This is a side cross-sectional view of the rotary transmission mechanism of the present invention in the action of changing to an upshifting gear. Detailed Implementation

[0023] This invention is a rotary transmission mechanism. In the specific embodiments and components of this invention illustrated in the accompanying drawings, all references to front and back, left and right, top and bottom, upper and lower, and horizontal and vertical are for convenience of description only and are not intended to limit the invention or restrict its components to any position or spatial orientation. The dimensions specified in the drawings and specification may be varied according to the design and requirements of this invention without departing from the scope of the claims.

[0024] The structure of the rotary transmission mechanism of the present invention is as follows: Figure 1 and Figure 2 As shown, it consists of an output shaft 10, a transmission module 20 and at least one speed-up module (30), which is used to drive the output shaft 10 to generate output by actuating the transmission module 20 with a power source, and can increase the speed of the input transmission module 20 through each speed-up module 30.

[0025] For a detailed description of the preferred embodiment of the rotary transmission mechanism of the present invention, please refer to [link to previous document]. Figure 2 and Figure 3 As shown, the output shaft 10 allows the transmission module 20 and each of the speed-up modules 30 to pass through it one by one, and the output shaft 10 has a convex shaft portion 15 for mounting the transmission module 20.

[0026] The transmission module 20 has a drive wheel 21 that can drive the output shaft 10 in one direction. The drive wheel 21 can be a pulley, driven by a power source via a belt. The drive wheel 21 is mounted on the convex shaft portion 15 of the output shaft 10 via a one-way shaft assembly 22. The one-way shaft assembly 22 includes a one-way bearing 221 and two bearings 222 located on both sides of the one-way bearing 221. The drive wheel 21 has a shaft groove 25 in the center for the one-way shaft assembly 22 to accommodate it, so that the drive wheel 21 can drive the output shaft 10 in one direction and rotate freely in the opposite direction.

[0027] Furthermore, the speed-up module 30, which is mounted on the output shaft 10, can be linked with the transmission module 20 and can selectively actuate the output shaft 10. Each speed-up module 30 includes a connecting gear 31, a rotary speed-up gear set 32, a speed-up gear 38, and a locking assembly 40. The connecting gear 31 is pivotally mounted on the aforementioned output shaft 10 and has a meshing portion 311. The drive wheel 21 of the aforementioned transmission module 20 has a meshing portion 28 formed on its shaft center, which can mesh with the drive wheel 21, so that the connecting gear 31 can move synchronously with the drive wheel 21. The outer periphery of the connecting gear 31 has a drive for the rotary speed-up gear. The gear set 32 ​​has a large-diameter toothed portion 312, and the rotary gear set 32 ​​has at least one variable-speed gear 33 that revolves synchronously around the connecting gear 31. Each variable-speed gear 33 has a small-diameter toothed portion 331 that meshes with the large-diameter toothed portion 312 of the connecting gear 31, and a large-diameter toothed portion 332 with a diameter larger than the small-diameter toothed portion 331. The speed-increasing gear 38 is fixed on the aforementioned output shaft 10, and the diameter of the speed-increasing gear 38 is smaller than the large-diameter toothed portion 332 of the variable-speed gear 33. The large-diameter toothed portion 332 of the variable-speed gear 33 meshes with the speed-increasing gear 38 to achieve the effect of driving the output shaft 10 to increase its speed. According to some embodiments, the rotary gear set 32 ​​may have two or more sequentially meshing variable-speed gears 33, and the last variable-speed gear 33 meshes with the speed-increasing gear 38, thereby achieving a significant speed increase effect. Furthermore, the gear 33 of the rotary gear set 32 ​​can be pivotally mounted on the wheel frame 35. The wheel frame 35 has frame plates 351 and 353 at both ends of each of the at least two fixed posts 352, through which the output shaft 10 passes. Each gear 33 is pivotally mounted between the two frame plates 351 and 353 via a wheel axle 36, so that each gear 33 can drive the wheel frame 35 to rotate relative to the output shaft 10. The brake assembly 40 is provided on the rotary gear set 32. The rotation of the gear 33 of the rotary gear set 32 ​​relative to the output shaft 10 can be selectively stopped. The locking assembly 40 of the present invention has a disc 41 fixed on one side of the wheel frame 35 of the rotary gear set 32, and a stop member 45 is provided around the disc 41 to selectively stop the rotation of the disc 41, so as to synchronously stop the rotation of the gear 33 of the rotary gear set 32 ​​relative to the output shaft 10. The stop member 45 can be a clamp, an electromagnet, a brake pad, etc.

[0028] In this way, the output shaft 10 can be driven to produce the initial gear output by actuating the transmission module 20, and the speed-up module 30 can selectively increase the output speed of the output shaft 10 by actuating the locking group 40, thus forming a rotary speed change mechanism.

[0029] Regarding the actual operation of the rotary transmission mechanism of the present invention, firstly, when the output shaft 10 needs to rotate in the initial gear, then as follows: Figure 1 and Figure 4As shown, without activating the engagement group 40 of the speed-up module 30, when the power source activates the drive wheel 21 of the transmission module 20, the drive wheel 21 can directly drive the output shaft 10 to rotate synchronously through the one-way shaft group 22, and the drive wheel 21 can synchronously drive the connecting gear 31 of the speed-up module 30 to rotate, so that the connecting gear 31 can activate the gear 33 of the meshing rotary speed-up gear group 32 to rotate relative to each other, so that the gear 33 of the rotary speed-up gear group 32 will not interfere with the speed-up gear 38 on the output shaft 10, and the output shaft 10 will form an initial speed output.

[0030] When there is a need for increased speed, please refer to the following: Figure 1 and Figure 5 As shown, the engagement assembly 40 of the speed-up module 30 stops the revolution of the gear 33 on the rotary gear set 32. For example, by clamping the disc 41 with the stop member 45 of the engagement assembly 40, the wheel frame 35 of the speed-up module 30, which is fixed to the disc 41, is fixed, thus synchronously stopping the revolution of the gear 33 relative to the speed-up gear 38. Since the connecting gear 31 of the speed-up module 30 is connected to the drive wheel 21 of the transmission module 20, the connecting gear 31 can synchronously drive the relatively meshed gear 33 to rotate, and each gear 33 synchronously drives the relatively meshed speed-up gear 38. Furthermore, because the connecting gear 31 has a large-diameter tooth 31... 2. The small diameter teeth 331 of the transmission gear 33 mesh with the small diameter teeth 332 of the transmission gear 33 mesh with the small diameter speed-increasing gear 38, so that the speed-increasing gear 38 drives the output speed of the output shaft 10 to be higher than the input speed of the drive wheel 21. Since a one-way shaft assembly 22 with a one-way bearing 221 is provided between the output shaft 10 and the drive wheel 21 of the transmission module 20, when the speed of the output shaft 10 is higher than that of the drive wheel 21, the one-way shaft assembly 22 can be used to generate a reverse idling effect, so as not to cause the high-speed output shaft 10 to interfere with the initial speed of the drive wheel 21, so that the output shaft 10 forms a corresponding speed increase output.

[0031] Through the foregoing design and description, the rotary transmission mechanism of the present invention utilizes a transmission module 20 driving wheel 21 mounted on an output shaft 10 via a one-way shaft assembly 22. The output shaft 10 is also equipped with a speed-up module 30 that rotates synchronously with the driving wheel 21. This speed-up module 30 has a rotary speed-up wheel assembly 32 that can be selectively stopped using a locking assembly 40. When low speed is required, the rotary speed-up wheel assembly 32 of the speed-up module 30 can rotate relative to the output shaft 10 in a revolution-like state, while the power source can drive the output shaft 10 to generate an initial speed via the driving wheel 21. When speed-up is required, the revolution of the rotary speed-up wheel assembly 32 is stopped by the locking assembly 40, allowing the rotary speed-up wheel assembly 32 to rotate via the transmission gear 33, driving the output shaft 10 to generate speed-up. The one-way shaft assembly 22 and the driving wheel 21 form a free-spinning configuration to avoid interference between the initial speed driving wheel 21 and the speed-up output shaft 10. The present invention also has the following advantages, such as:

[0032] 1. The transmission module 20 of the present invention is mounted on the output shaft 10 via a one-way shaft assembly 22, and the speed-up module 30 connected to the transmission module 20 drives the speed-up gear 38 mounted on the output shaft 10 via a rotary speed-up gear assembly 32. Speed-up is achieved by selectively stopping the revolution of the rotary speed-up gear assembly 32. Compared with existing gear transmissions, it not only has a simple structure and a low failure rate, but also effectively reduces the volume and manufacturing cost.

[0033] 2. When changing the speed, the present invention drives the speed-up gear 38 on the output shaft 10 by rotating the speed-up gear 33 in the shift gear set 32 ​​of the speed-up module 30. Compared with the continuously variable transmission, it does not cause dynamic damage due to the use of friction to accelerate. Therefore, the present invention can improve both efficiency and reliability.

[0034] 3. In the initial speed, the speed-up gear 38 in the speed-up module 30 of the present invention is rotating synchronously with the output shaft 10. Therefore, when the speed-up gear 33 of the speed-up module 30 is converted from the revolution of the relative speed-up gear 38 to the positioning rotation to increase speed, it can directly increase speed from the initial speed, instead of increasing speed from a stationary state in the traditional way. Therefore, it can change speed quickly and without any gap period, and at the same time, it will not produce a sense of jerking when changing speed, thereby improving the smoothness of speed change.

[0035] Explanation of reference numerals in the attached figures

[0036] 10: Output shaft

[0037] 15: Protruding shaft portion

[0038] 20: Transmission Module

[0039] 21: Drive wheel

[0040] 22: One-way shaft assembly

[0041] 221: One-way bearing

[0042] 222: Bearing

[0043] 25: Shaft Groove

[0044] 28: Meshing part

[0045] 30: Speed-up module

[0046] 31: Connecting gear

[0047] 311: Meshing part

[0048] 312: Large diameter tooth part

[0049] 32: Circular speed-changing gear set

[0050] 33: Gearbox

[0051] 331: Small diameter teeth

[0052] 332: Large diameter tooth part

[0053] 35: Wheel frame

[0054] 351: Frame Plate

[0055] 352: Fixed Column

[0056] 353: Frame Plate

[0057] 36: Wheel and Axle

[0058] 38: Speed-up gear

[0059] 40: Embedded control group

[0060] 41: Disc

[0061] 45: Stop item.

Claims

1. A rotary transmission mechanism, characterized in that, It includes: Output shaft; A transmission module is mounted on the output shaft. A power source is used to actuate the transmission module to drive the output shaft to generate output. The transmission module has a drive wheel that can drive the output shaft in one direction. At least one speed-up module is disposed on the output shaft. The speed-up module includes a connecting gear, a rotary gear set, a speed-up gear, and a locking assembly. The connecting gear is pivotally disposed on the output shaft and can be connected to the drive wheel. The speed-up gear can be fixed to one end of the output shaft. The rotary gear set has at least one speed-changing gear. Each speed-changing gear has a small-diameter tooth portion that meshes with the connecting gear and a large-diameter tooth portion that meshes with the speed-up gear. In this way, at low speeds, the rotary gear set of the speed-up module can be in a state of revolution and thus idle, while the input power drives the output shaft in one direction via the drive wheel. At high speeds, the brake assembly stops the revolution of the relative rotary gear set, allowing the gear of the relative rotary gear set to rotate by the revolution of the corresponding speed-up gear, thereby increasing the speed. The output shaft has a convex shaft portion, and the drive wheel of the transmission module is mounted on the convex shaft portion via a one-way shaft assembly. The shaft center of the drive wheel has a shaft groove for the one-way shaft assembly, so that the drive wheel can unidirectionally operate the output shaft and rotate freely in the reverse direction. The drive wheel shaft of the transmission module has a meshing part, and the connecting gear of the speed-up module has a corresponding meshing part, so that the connecting gear of the speed-up module can move synchronously with the drive wheel.

2. The rotary transmission mechanism according to claim 1, characterized in that, The drive wheel of this transmission module is a pulley, which is driven by the power source via a belt.

3. The rotary transmission mechanism according to claim 1, characterized in that, The connecting gear has a large-diameter toothed portion on its outer periphery, which allows the small-diameter toothed portion of the gear of the shift gear set to mesh with it. The diameter of the speed-up gear is smaller than the large-diameter toothed portion of the shift gear, so as to drive the output shaft to increase its speed.

4. The rotary transmission mechanism according to claim 1, characterized in that, This rotary gear set has two or more sequentially meshing gears, and the last gear meshes with the speed-increasing gear, thus achieving a significant speed increase.

5. The rotary transmission mechanism according to claim 1, 3, or 4, characterized in that, The gears of the variable speed gear set can be pivotally mounted on the gear frame. The gear frame has frame plates at both ends of each of the at least two fixed columns for the output shaft to pass through the center, and each gear is pivotally mounted between the two frame plates by a gear axle.

6. The rotary transmission mechanism according to claim 5, characterized in that, The locking assembly has a disc fixed on one side of the wheel frame of the rotary gear set, and a stop member is provided around the disc to selectively stop the rotation of the disc, so as to synchronously stop the revolution of the rotary gear set relative to the output shaft.

7. The rotary transmission mechanism according to claim 6, characterized in that, The stopping element of this locking assembly is a clamp.

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