An impact-proof electric vehicle cvt steel belt tension control device

Abstract

The utility model relates to CVT steel band tension control technical field discloses a kind of anti-impact electric vehicle CVT steel band tension control device, including driving wheel, the side surface center of driving wheel one side is equipped with driven wheel, the side surface center of driving wheel and driven wheel is mutually equipped with tensioner below, driving wheel, driven wheel and tensioner outside sleeve are equipped with transmission belt, the tensioner includes two discs, two the disc is respectively located driving wheel and driven wheel mutually close one side surface center lower end front and rear, the side surface center of two discs is mutually equipped with rotating wheel. In the utility model, sufficient friction between transmission belt and pulley is ensured by tensioner, so as to reduce the generation of skidding phenomenon, while the contact pressure between transmission belt and pulley can be evenly distributed, reduce the local wear of transmission belt, increase the service life of transmission belt.

Description

Technical Field

[0001] This utility model relates to the field of CVT steel belt tension control technology, and in particular to a CVT steel belt tension control device for impact-resistant electric vehicles. Background Technology

[0002] With the continuous development of electric vehicle technology, continuously variable transmissions (CVTs) have gradually become an important choice for electric vehicle transmission systems because they can provide a continuous and smooth shifting experience. CVTs achieve continuous changes in the transmission ratio by changing the effective diameter of the drive pulley and driven pulley, thereby improving the vehicle's fuel economy and driving comfort. In the CVT system, the friction between the steel belt and the pulley is the key to ensuring power transmission.

[0003] Traditional shock-resistant CVT steel belt tension control devices for electric vehicles often rely on mechanical springs or weights, resulting in low adjustment accuracy and difficulty in adapting to different working conditions and load changes. Due to insufficient tension or load variations, the transmission belt is prone to slippage. Slippage not only reduces power transmission efficiency and increases energy loss but also causes localized wear on the transmission belt, shortening its service life. Therefore, those skilled in the art have provided a shock-resistant CVT steel belt tension control device for electric vehicles to solve the problems mentioned in the background art. Utility Model Content

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing an anti-impact CVT steel belt tensioning control device for electric vehicles. The tensioning device ensures sufficient friction between the steel belt and the pulley, thereby reducing slippage. It also evenly distributes the contact pressure between the steel belt and the pulley, reducing localized wear on the steel belt and increasing its service life.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a shock-resistant electric vehicle CVT steel belt tensioning control device, including a drive wheel, a driven wheel located at the center of one side of the drive wheel, a tensioning device located at the lower center of the side of the drive wheel and the driven wheel that are close to each other, and a transmission belt sleeved on the outside of the drive wheel, the driven wheel and the tensioning device; The tensioning device includes two discs, which are located at the lower center of the side face of the driving wheel and the driven wheel, respectively. A rotating wheel is provided at the center of the side face of the two discs. A cylinder is provided at the center of the front end face of the front disc, which passes through the front end face of the front disc and the rotating wheel and extends to the rear end face of the rear disc. A groove is provided at the lower center of the front end face of both discs. A rotary motor is provided at the center of the lower inner wall of the groove in the front disc. A threaded rod is provided at the output end of the rotary motor. A rectangular groove is provided at the lower inner wall of the groove in the rear disc, which passes through the cylinder. The threaded rod and the fixed column both pass through the lower end face of the cylinder and extend to the upper end face of the cylinder. A limiting device is provided at the upper center of the tensioning device. The above technical solution controls the start of a rotary motor to drive the threaded rod to rotate. The rotation of the threaded rod drives the cylinder to move up and down, and the up and down movement of the cylinder drives the rotating wheel to move up and down, thereby adjusting the tension of the transmission belt. The tensioning device ensures sufficient friction between the transmission belt and the pulley, thereby reducing slippage. At the same time, it can evenly distribute the contact pressure between the transmission belt and the pulley, reduce local wear of the transmission belt, and increase the service life of the transmission belt.

[0006] Furthermore, the limiting device includes two fixing plates, which are located at the upper center of the front end face of the front disk and the rear end face of the rear disk, respectively. Each of the two fixing plates is provided with a bearing at the upper center of the side face that is close to each other. A rectangular block is provided at the center of the side face that is close to each other. A rectangular groove is provided at the center of one side face of the rectangular block. Multiple rotating columns are arranged horizontally at the upper and lower center of the rectangular groove. Through the above technical solution, the limiting device is sleeved on the outside of the transmission belt to prevent the transmission belt from shifting due to external impact. When the continuously variable transmission starts, the rectangular block rotates through the bearing to adapt to the changes in the transmission belt. At the same time, multiple rotating columns reduce friction when the transmission belt moves inside the rectangular groove. The limiting device prevents the transmission belt from shifting or excessively deviating. The limiting device improves the stability of the entire transmission system. The stable operation of the transmission belt can reduce vibration and noise, improve the driving experience, and prevent the transmission belt from shifting due to external impact, thus extending its service life.

[0007] Furthermore, the rotating wheel is rotatably sleeved on the outside of the cylinder; With the above technical solution, the rotating wheel is sleeved on the outside of the cylinder so that the rotating wheel rotates with the transmission belt when the transmission belt moves, thereby reducing the wear on the transmission belt.

[0008] Furthermore, the threaded rod and the cylinder are connected by a threaded sleeve; Through the above technical solution, the threaded rod and the cylinder are connected by a threaded sleeve, which enables the threaded rod to drive the cylinder to move up and down when rotating.

[0009] Furthermore, the rectangular block is fixedly connected to the two inner rings of the bearing on both its front and rear sides; Through the above technical solution, the rectangular block is fixedly connected to the two inner rings of the bearings on the front and rear sides, allowing the rectangular block to rotate through the inner rings of the bearings, thereby adapting to changes in the transmission belt.

[0010] Furthermore, the plurality of the rotating columns are rotatably connected inside the rectangular groove; The above technical solution ensures that the rotating column is rotatably connected inside the rectangular groove, so that the transmission efficiency of the belt is not affected by the rotating column during the movement.

[0011] Furthermore, two screws are arranged vertically at the top center of both the front end face of the fixing plate and the rear end face of the fixing plate. The above technical solution enables the installation and removal of the limiting device using screws, thereby increasing the stability of the device.

[0012] This utility model has the following beneficial effects: 1. In this utility model, the anti-impact electric vehicle CVT steel belt tension control device ensures sufficient friction between the transmission belt and the pulley through the tensioning device, thereby reducing slippage. At the same time, it can evenly distribute the contact pressure between the transmission belt and the pulley, reduce local wear of the transmission belt, and increase the service life of the transmission belt.

[0013] 2. In this utility model, the limiting device prevents the transmission belt from shifting or excessively deviating. The limiting device improves the stability of the entire transmission system. A stable transmission belt operation can reduce vibration and noise, improve the driving experience, and at the same time prevent the transmission belt from shifting due to external impacts, thus extending its service life. Attached Figure Description

[0014] Figure 1 This is a perspective view of an anti-impact electric vehicle CVT steel belt tensioning control device proposed in this utility model; Figure 2 This is a perspective view of another angle of the anti-impact electric vehicle CVT steel belt tensioning control device proposed in this utility model; Figure 3 for Figure 1 Enlarged view of point A in the middle; Figure 4 for Figure 1 Enlarged diagram of point B in the middle.

[0015] Legend: 1. Driven wheel; 2. Driven wheel; 3. Tensioning device; 4. Drive belt; 5. Limiting device; 6. Screw; 301. Disc; 302. Rotating wheel; 303. Cylinder; 304. Groove; 305. Rotary motor; 306. Threaded rod; 307. Fixed column; 501. Fixed plate; 502. Bearing; 503. Rectangular block; 504. Rectangular groove; 505. Rotating column. Detailed Implementation

[0016] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0017] Reference Figure 1-4 An embodiment of this utility model provides: a shock-resistant electric vehicle CVT steel belt tensioning control device, including a drive wheel 1, a driven wheel 2 located at the center of one side of the drive wheel 1, a tensioning device 3 located at the lower center of the side of the drive wheel 1 and the driven wheel 2 that are close to each other, and a transmission belt 4 sleeved on the outside of the drive wheel 1, the driven wheel 2 and the tensioning device 3.

[0018] like Figure 2 and 3 As shown, the tensioning device 3 includes two discs 301, located at the lower center of the side where the driving wheel 1 and the driven wheel 2 are close to each other, near the front and rear ends respectively. A rotating wheel 302 is located at the center of the side where the two discs 301 are close to each other. A cylinder 303 is located at the center of the front end face of the front disc 301, passing through the front end face of the front disc 301 and the rotating wheel 302, extending to the rear end face of the rear disc 301. A groove 304 is located near the lower center of the front end face of each disc 301. A rotary motor 305 is located at the center of the lower inner wall of the front groove 304, and a threaded rod 306 is located at the output end of the rotary motor 305. A rectangular groove 504 is located on the lower inner wall of the rear groove 304. A rectangular groove 504 penetrates the cylinder 303. The threaded rod 306 and the fixed column 307 both penetrate the lower end face of the cylinder 303 and extend to the upper end face of the cylinder 303. A limit device 5 is provided at the upper center of the tensioning device 3. The control rotary motor 305 starts and drives the threaded rod 306 to rotate. The rotation of the threaded rod 306 drives the cylinder 303 to move up and down. The up and down movement of the cylinder 303 drives the rotating wheel 302 to move up and down, thereby realizing the adjustment of the tension of the transmission belt 4. The tensioning device 3 ensures that there is sufficient friction between the transmission belt 4 and the pulley, thereby reducing the occurrence of slippage. At the same time, it can evenly distribute the contact pressure between the transmission belt 4 and the pulley, reduce local wear of the transmission belt 4, and increase the service life of the transmission belt 4.

[0019] like Figure 3 and 4 As shown, the limiting device 5 includes two fixing plates 501, which are located at the upper center of the front end face of the front disk 301 and the rear end face of the rear disk 301, respectively. Bearings 502 are provided at the upper center of the side of the two fixing plates 501 that are close to each other. A rectangular block 503 is provided at the center of the side of the two bearings 502 that are close to each other. A rectangular groove 504 is provided at the center of one side of the rectangular block 503. Multiple rotating columns 505 are arranged laterally at the upper and lower center of the rectangular groove 504. The limiting device 5 is sleeved on the outside of the transmission belt 4. To prevent the transmission belt 4 from shifting due to external impacts, when the continuously variable transmission (CVT) starts, the rectangular block 503 rotates through the bearing 502 to adapt to the changes in the transmission belt 4. At the same time, multiple rotating columns 505 reduce friction when the transmission belt 4 moves inside the rectangular groove 504. The limiting device 5 prevents the transmission belt 4 from shifting or excessively deviating. The limiting device 5 improves the stability of the entire transmission system. The stable operation of the transmission belt 4 can reduce vibration and noise, improve the driving experience, and prevent the transmission belt 4 from shifting due to external impacts, thus extending its service life.

[0020] The rotating wheel 302 is rotatably sleeved on the outside of the cylinder 303. The rotating wheel 302 is rotatably sleeved on the outside of the cylinder 303 so that the rotating wheel 302 rotates with the transmission belt 4 when the transmission belt 4 moves, thereby reducing the wear on the transmission belt 4.

[0021] The threaded rod 306 and the cylinder 303 are connected by a threaded sleeve, which enables the threaded rod 306 to drive the cylinder 303 to move up and down when it rotates.

[0022] The rectangular block 503 is fixedly connected to the inner rings of the two bearings 502 on both sides. This fixed connection allows the rectangular block 503 to rotate through the inner rings of the bearings 502, thus adapting to changes in the transmission belt 4.

[0023] Multiple rotating columns 505 are rotatably connected inside the rectangular groove 504. The rotating columns 505 are rotatably connected inside the rectangular groove 504 so that the transmission efficiency of the transmission belt 4 will not be affected by the rotating columns 505 during the movement.

[0024] Two screws 6 are arranged vertically at the center of the front end face of the front fixing plate 501 and the rear end face of the rear fixing plate 501. The limit device 5 can be installed and removed by the screws 6, which increases the stability of the device.

[0025] Working principle: When the device is in use, the rotary motor 305 is first started to drive the threaded rod 306 to rotate. The rotation of the threaded rod 306 drives the cylinder 303 to move up and down. The up and down movement of the cylinder 303 drives the rotating wheel 302 to move up and down, thereby adjusting the tension of the transmission belt 4. The tensioning device 3 ensures sufficient friction between the transmission belt 4 and the pulley, thereby reducing slippage. At the same time, it can evenly distribute the contact pressure between the transmission belt 4 and the pulley, reducing local wear of the transmission belt 4 and increasing its service life. The limiting device 5 prevents the transmission belt 4 from shifting due to external impacts. When the continuously variable transmission is started, the rectangular block 503 rotates through the bearing 502 to adapt to the changes in the transmission belt 4. At the same time, multiple rotating columns 505 reduce friction when the transmission belt 4 moves inside the rectangular groove 504. The limiting device 5 prevents the transmission belt 4 from shifting or excessively deviating. The limiting device 5 improves the stability of the entire transmission system. The stable operation of the transmission belt 4 can reduce vibration and noise, improve the driving experience, and prevent the transmission belt 4 from shifting due to external impacts, thus extending its service life.

[0026] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An anti-impact electric vehicle CVT steel belt tension control device, comprising a drive wheel (1), characterized in that: A driven wheel (2) is provided on one side of the center of the driving wheel (1). A tensioning device (3) is provided on the lower side of the center of the driving wheel (1) and the driven wheel (2) that are close to each other. A transmission belt (4) is sleeved on the outside of the driving wheel (1), the driven wheel (2) and the tensioning device (3). The tensioning device (3) includes two discs (301). The two discs (301) are located at the lower end of the center of the side face of the driving wheel (1) and the driven wheel (2) that are close to each other, respectively. A rotating wheel (302) is provided at the center of the side face of the two discs (301) that are close to each other. A cylinder (303) is provided at the center of the front end face of the front disc (301). The cylinder (303) passes through the front end face of the front disc (301) and the rotating wheel (302) and extends to the rear end face of the rear disc (301). A groove (304) is provided at the lower center of the front face. A rotary motor (305) is provided at the center of the lower inner wall of the groove (304) at the front. A threaded rod (306) is provided at the output end of the rotary motor (305). A rectangular groove (504) is provided at the lower inner wall of the groove (304) at the rear. The rectangular groove (504) passes through the cylinder (303). The threaded rod (306) and the fixed column (307) both pass through the lower end face of the cylinder (303) and extend to the upper end face of the cylinder (303). A limiting device (5) is provided at the upper center of the tensioning device (3).

2. The anti-impact electric vehicle CVT steel belt tension control device according to claim 1, characterized in that: The limiting device (5) includes two fixing plates (501). The two fixing plates (501) are located at the upper center of the front end face of the front disk (301) and the rear end face of the rear disk (301), respectively. Bearings (502) are provided at the upper center of the side of the two fixing plates (501) that are close to each other. A rectangular block (503) is provided at the center of the side of the two bearings (502) that are close to each other. A rectangular groove (504) is provided at the center of one side of the rectangular block (503). Multiple rotating columns (505) are arranged horizontally at the upper and lower center of the rectangular groove (504).

3. The anti-impact electric vehicle CVT steel belt tension control device according to claim 1, characterized in that: The rotating wheel (302) is rotatably sleeved on the outside of the cylinder (303).

4. The anti-impact electric vehicle CVT steel belt tension control device according to claim 1, characterized in that: The threaded rod (306) and the cylinder (303) are connected by a threaded sleeve.

5. The anti-impact electric vehicle CVT steel belt tension control device according to claim 2, characterized in that: The rectangular block (503) is fixedly connected to the inner rings of the two bearings (502) on both the front and rear sides.

6. The anti-impact electric vehicle CVT steel belt tension control device according to claim 2, characterized in that: Multiple rotating columns (505) are rotatably connected inside a rectangular groove (504).

7. The anti-impact electric vehicle CVT steel belt tension control device according to claim 2, characterized in that: Two screws (6) are arranged vertically at the upper center of the front face of the fixing plate (501) at the front end and the rear face of the fixing plate (501) at the rear end.

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