Gearbox for electric transport vehicle with detachable gears

Abstract

To provide a gear box for an electric transport vehicle, the gears of which can be separated when the transmission of power from the gear box is not required, and which can be manually pushed and pulled by an operator. [Solution] The gear box 1 mainly comprises a mating box body 11 and a box lid 12, and a gear set provided within the box body. The gear set has a separation mechanism 21 built in which the gear set has a function of transmitting torque output or a function of terminating torque output, and controls engagement or separation with the gear set. The separation mechanism includes a key sleeve 211, a key shaft, and a transmission gear 213. The key sleeve is externally fitted onto the outer edge of the key shaft, engages with the key shaft, and moves along the axial direction of the key shaft in an appropriately operable manner. The key sleeve has an outer key portion on the outer edge of the key sleeve, and the outer key portion engages with a tooth groove provided in the transmission gear. When the key sleeve moves to separate the outer key portion from the tooth groove of the transmission gear, the transmission of torque between the transmission gear and the key sleeve is lost, and thus an operator can manually push and pull it.

Description

[Technical field]

[0001] The present invention relates to a gear box, and more particularly to a gear box (transmission) structure for an electric transport vehicle having a structure that allows gears to be engaged and disengaged. [Background technology]

[0002] A transport vehicle is a logistics transport equipment that transports cargo. Transport vehicles are classified into two types: manual and electric. Transport vehicles mainly have two functions: lifting and traveling. Lifting is mainly driven by a hydraulic system, which can be lifted manually or electrically, while traveling is mainly achieved by the rolling of wheels, which can be pushed and pulled by workers or driven by a motor. During the driving of the motor, a reduction box may be adopted, and a reduction box that is assembled to confine gear transmission, worm shaft transmission, and gear transmission with worm shaft transmission in a rigid housing is commonly used as a reduction transmission device between the driving member and the machine tool.

[0003] For example, in the electric forklift motor according to Patent Document 1 (China Utility Model Application No. 201921338575.9), the gear components include a gear box cover and a first gear that is externally fitted onto the motor shaft, the first gear meshes with a second gear, the second gear meshes with a third gear, the third gear meshes with a fourth gear, the fourth gear is externally fitted onto the transmission shaft, and a fifth gear is externally fitted onto the transmission shaft, the fifth gear meshes with a sixth gear, and the sixth gear is externally fitted onto the tire output shaft. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] China Utility Model Registration No. 210074993(U) Summary of the Invention [Problem to be solved by the invention]

[0005] In the above structure, when the motor shaft cannot be used normally, each gear component cannot operate normally, and the transporter will be stopped and not moving. Moreover, if it is desired to push the transporter by human power, it is not easy to move it. Due to the meshing of each gear in the gear box, it is often difficult to drive in the reverse direction so as to rotate each gear by the force rotating the tires, and the motor shaft will not rotate, which may cause inconvenience such as the transporter becoming stuck in the middle of the road, and there is a potential safety hazard.

[0006] The present invention has been developed in consideration of the shortcomings and deficiencies of the existing technology, and aims to provide a gearbox structure for an electric transport vehicle that allows the gears to be separated when transmission of power through the gearbox is not required and can be manually pushed and pulled by an operator. [Means for solving the problem]

[0007] The technical means adopted in this invention, in consideration of the shortcomings and deficiencies of the existing technology, proposes a gear box for an electric transport vehicle with a gear engagement and disengagement mechanism, which mainly comprises a box body, a box cover mating with the box body, and a gear set.

[0008] The box body and the box lid are mated to form a common mounting chamber, a gear set is mounted within the mounting chamber, and a separation mechanism is provided within the gear set, which controls engagement or separation with the gear set to give the gear set a torque output transmission function or a torque output termination function, and the separation mechanism includes a key sleeve, a key shaft, and a transmission gear, and the key sleeve is externally fitted onto the outer edge of the key shaft and engages with the key shaft, and moves along the axial direction of the key shaft in an appropriately operable manner, has an outer key portion on the outer edge of the key sleeve, and engages with the outer key portion and a tooth groove provided on the transmission gear, and when the key sleeve moves and is pulled to separate the outer key portion and the tooth groove of the transmission gear, torque transmission between the transmission gear and the key sleeve is lost. Effect of the Invention

[0009] As a result, the present invention allows the transport vehicle to be selectively driven electrically depending on the conditions of use, and when transmission of the gear box is not required, the gears can be operably separated as appropriate, allowing the operator to push or pull the electric transport vehicle manually. [Brief description of the drawings]

[0010] [Figure 1] FIG. 2 is a schematic diagram showing the overall mounting structure of the present invention. [Diagram 2] FIG. 2 is a schematic diagram showing the exploded structure of the present invention. [Diagram 3] FIG. 2 is a schematic diagram showing the overall cross-sectional structure of the present invention. [Figure 4] FIG. 2 is a schematic diagram showing a partial cross-sectional structure of the present invention. [Diagram 5] FIG. 2 is a schematic diagram showing a partial cross-sectional structure of the present invention. [Figure 6] FIG. 2 is a schematic diagram showing a partially exploded structure of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] In the following, the implementation of the present invention will be described using specific embodiments, and those familiar with the technology can easily understand the advantages and effects of the present invention from the contents disclosed in this specification. The same components in each drawing will be described with the same reference numerals.

[0012] As shown with reference to Figures 1 to 6, the gear box (1) of an electric transporter capable of engaging and disengaging gears in this embodiment mainly comprises a box body (11), a box cover (12) mating with the box body (11), and a gear set (2).

[0013] The box body (11) and the box lid (12) are mated to form a common mounting chamber (C). In this embodiment, the box body (11) and the box lid (12) can be made of metal material, and are mated and fixedly connected via a plurality of screw bolts. The mounting chamber (C) formed by mating the box body (11) and the box lid (12) is mainly used for mounting parts such as gears and bearings.

[0014] A gear set (2) is mounted in the mounting chamber (C) and is used for transmitting torque, changing speed, and changing torque direction. A separation mechanism (21) is installed in the gear set (2). The separation mechanism (21) controls engagement or disengagement with the gear set (2) to allow it to have two working states. One of its functions can be to engage the gears to transmit torque output, and the other function can be to disengage the gears to terminate torque output. When the gearbox (1) is not in operation, the transport vehicle can be manually pushed and pulled to achieve traveling operation.

[0015] The separation mechanism (21) includes a key sleeve (211), a key shaft (212), and a transmission gear (213). The key sleeve (211) has an inner key portion (2111) and an outer key portion (2112). In this embodiment, the outer key portion (2112) is formed by protruding a plurality of masses from the inside of the outer surface of the key sleeve (211), and the cross-sectional shape may be rectangular, trapezoidal, triangular, etc.

[0016] The key shaft (212) is cylindrical, and has a plurality of longitudinal keyways (2121) on the outer surface of the key shaft (212). The shape of the keyway (2121) can be designed according to requirements. In addition to splines, other keyways such as flat keys and half moon keys can also be adopted.

[0017] In addition, the outer key portion (2112) of the key sleeve (211) and the tooth groove (2131) on the transmission gear (213) are engaged with each other, the inner key portion (2111) of the key sleeve (211) has a shape that matches with the outer surface shape of the key shaft (212), and can hold the key shaft (212) to rotate synchronously, and can operably slide along the axial direction of the key shaft (212), and the inner key portion (2111) is provided at the inner middle of the key sleeve (211). When the outer key portion (2112) of the key sleeve (211) and the tooth groove (2131) on the transmission gear (213) are separated, the transmission of torque between the transmission gear (213) and the key sleeve (211) is lost.

[0018] As described above, when the key sleeve (211) and the transmission gear (213) are externally fitted onto the key shaft (212), the key sleeve (211) and the transmission gear (213) are meshed together, and when the transmission gear (213) is rotated, the key sleeve (211) is rotated in conjunction with the transmission gear (213), and the key shaft (212) is also rotated accordingly, thereby achieving the transmission of torque of the gear set (2).

[0019] When the key sleeve (211) and the transmission gear (213) are separated, the transmission gear (213) rotates relative to the key shaft (212), and the key sleeve (211) and the key shaft (212) are not allowed to rotate accordingly, thereby terminating the transmission of torque of the gear set (2).

[0020] The present invention also includes an outer casing of a drive motor (3) connected and fixed to the box body (11) via a screw bolt, an output shaft (31) of the drive motor (3) is inserted into the box body (11), the gear set (2) includes an input gear (22) and an output shaft (23), the output shaft (31) of the drive motor (3) meshes with the input gear (22), and the drive motor (3) rotates the input gear (22) in conjunction with the input gear (22). In another embodiment, the input gear (22) is a toothed portion extending integrally on the output shaft (31) of the drive motor (3).

[0021] The key sleeve (211) is provided on one end of the key shaft (212), the transmission gear (213) is externally fitted to the middle portion of the key shaft (212), a tooth portion is provided on the outer surface of the transmission gear (213) and the transmission gear (213) meshes with the input gear (22), the transmission gear (213) rotates freely around the key shaft (212), and a glossy and smooth circular hole is provided in the inner middle of the transmission gear (213) for externally fitting onto the key shaft (212) so as not to be affected by the key groove (2121).

[0022] In addition, the tooth groove (2131) is provided on one side of the transmission gear (213) and has a shape that matches the shape of the outer key portion (2112) of the key sleeve (211). The outer key portion (2112) is operably inserted into the tooth groove (2131) and the two engage with each other, so that the key sleeve (211) can rotate synchronously with the transmission gear (213) and at the same time, they are interlocked to rotate the key shaft (212). When the outer key portion (2112) and the tooth groove (2131) are operably separated from each other, the key sleeve (211) does not rotate, and therefore the rotation of the key shaft (212) also stops.

[0023] As described above, the other end of the key shaft (212) is provided with a transmission gear (24), which may be an external gear piece that is fitted and fixed, or may be a tooth portion that extends integrally from the surface of the key shaft (212). The key shaft (212) is interlocked with the transmission gear (24) to rotate, and a tooth portion used for meshing is provided on the take-out shaft (23) of the gear set (2), the transmission gear (24) meshes with the take-out shaft (23) to rotate synchronously, and the take-out shaft (23) is directly inserted into the driving wheel (W) to run.

[0024] In another embodiment, the gear set (2) further includes an output gear (25), the take-out shaft (23) is fitted in the middle of the output gear (25), and the take-out shaft (23) passes through the box body (11) and is inserted into the driving wheel (W) for interlocking rotation, and the input gear (22) and the output gear (25) are existing standard gears.

[0025] The transmission gear (24) meshes with the output gear (25) and rotates synchronously with it. A key groove (2121) is provided in the middle of the transmission gear (24). The transmission gears (24) are interconnected within the key groove (2121) into which the key shaft (212) is inserted. The transmission gear (24) rotates the key shaft (212) synchronously with it.

[0026] As described above, the input gear (22), the output gear (25), the transmission gear (213), the transmission gear (24) and the key shaft (212) are clamped and fixed between the box body (11) and the box lid (12).

[0027] Among these, the preferred structure is one in which bearings are fitted into the end of the drive motor (3), both ends of the key shaft (212), and both ends of the output gear (25), thereby allowing easy rotation.

[0028] As described above, in the specific use process of the present invention, when the gearbox (1) is driven electrically, the key sleeve (211) and the transmission gear (213) are engaged with each other, and the outer key portion (2112) is inserted into the tooth groove (2131). When the output shaft (31) of the driving motor (3) is rotated, the input gear (22), the transmission gear (213) and the key sleeve (211) are rotated in an interlocking manner, which in turn causes the key shaft (212), the transmission gear (24) and the output gear (25) to rotate in an interlocking manner, thereby rotating the output shaft (23), and thereby braking the driving wheel (W) to rotate.

[0029] When the operator switches to manual operation and starts to move, the key sleeve (211) and the transmission gear (213) repel each other, separating them, and the torque output of the gear set (2) can be terminated. The driving wheel (W) is manually pushed and pulled to move the vehicle, which rotates the take-out shaft (23), the output gear (25), the transmission gear (24), and the key shaft (212) and the key sleeve (211). However, the transmission gear (213) does not rotate, while the key shaft (212) is stationary. In this way, it can be applied when the driving motor (3) is damaged and broken, making it impossible to work, or when the driving motor (3) is powered off and the transport vehicle is stalled on the road. The separation mechanism (21) is used to separate the meshing connection with the gears, making it possible to achieve manual pushing and pulling, which is safer and more practical. This solves the problem of the existing gearbox (1) being unable to be driven and used, and the problem of the transport vehicle being unable to move.

[0030] Next, as shown in Figures 3 to 6, the present invention also includes a two-stage shaft (4), one end of which is provided with a two-stage pin groove (41), the input gear (22) is externally inserted onto the two-stage shaft (4), and a two-stage pin column (42) is inserted into the two-stage pin groove (41) and fastened thereto. A two-stage gear (43) protrudes from the surface of the other end of the two-stage shaft (4), and the two-stage gear (43) meshes with the transmission gear (213).

[0031] As described above, the two-stage gear (43) is additionally provided between the driving motor (3) and the separating mechanism (21) to reduce speed and achieve a required reduction ratio. In addition, in order to achieve different design requirements for reduction ratios, the present invention also provides a multi-stage gear between the driving motor (3) and the separating mechanism (21), which can be engaged with the transmission gear (213) of the separating mechanism (21), and is not limited to the two-stage gear.

[0032] In addition, a first locking groove (2113) having an annular shape is recessed in the middle of the outer surface of the key sleeve (211), and the first locking groove (2113) can be used to move the key sleeve (211) by rebounding it, which is used to insert an external tool. For convenience and safety, the present invention also includes a rod-shaped rebound post (5), the tail end of which passes through the box cover (12) and is inserted into the box body (11), and the neck of the rebound post (5) is fastened to the outer surface of the box cover (12), and the box body (11) and the box cover (12) enclose the separation mechanism (21).

[0033] A rebound fork (51) is fixed on the rebound pillar (5), and the rebound fork (51) includes two fork legs (511). An arc-shaped first notch (512) is provided between each of the fork legs (511). A shaft hole (513) is provided at the top of the rebound fork (51) for inserting and fixing the rebound pillar (5).

[0034] As described above, by pushing and pulling the rebound pillar (5), the rebound fork (51) is moved in conjunction with the rebound pillar (5), and the box lid (12) at the top of the rebound fork (51) prevents the entire rebound pillar (5) from being pulled out, and the rebound pillar (5) moves while being bridged between the box body (11) and the box lid (12).

[0035] Each fork leg (511) of the rebound fork (51) clamps the first engagement groove (2113) of the key sleeve (211), and is linked to the rebound pillar (5) to move the rebound fork (51). The rebound fork (51) is synchronously linked to move the key sleeve (211) on the key shaft (212), thereby controlling the separation or engagement of the key sleeve (211) and the transmission gear (213).

[0036] Furthermore, a first recess (52) is provided on the middle surface of the rebound post (5), and a first threaded hole (514) is provided penetrating onto the axial hole (513), and an internal hexagonal screw (53) is turned into the first threaded hole (514) and inserted into the first recess (52) and fixed therein.

[0037] In addition, the internal hexagonal screw (53) is turned and fixed between the rebound fork (51) and the rebound post (5), which can be replaced by adopting a screw connection, and can also meet the design requirement of removing the whole thing. In addition to the internal hexagonal screw (53), other screws, such as headless screws, can also be selected and used.

[0038] The rear end surface of the rebound post (5) is provided with two ring-shaped second locking grooves (54) arranged in parallel around the rear end surface of the rebound post (5). The second locking grooves (54) are installed adjacent to each other and are designed to surround the rebound post (5). A second threaded hole (111) is provided on the box body (11). A steel ball screw (S1) is rotated into the second threaded hole (111) and is pressed against one of the second locking grooves (54) to form a position limit.

[0039] In order to avoid excessive insertion or removal during the process of inserting or removing the rebound post (5) after inserting or removing it many times, there is a risk that the rebound post (5) will not reach the appropriate position for the engagement or separation of the key sleeve (211) and the transmission gear (213). Each of the second locking grooves (54) is provided at the tail end of the rebound post (5), and when the head steel ball of the steel ball screw (S1) is used to butt and press into one of the second locking grooves (54), it indicates that the rebound post (5) has reached the appropriate position, and the operator can more accurately determine the touch and sound of the collision with the steel ball screw (S1). The two second locking grooves (54) representatively indicate two working positions.

[0040] In order for an operator to conveniently operate the rebound post (5), a first hook hole (55) is provided through the neck surface of the rebound post (5), and a pull ring (56) is inserted into the first hook hole (55), so that the operator's fingertips can be hooked on the pull ring (56) to conveniently push or pull the rebound post (5).

[0041] In summary, the gearbox of the electric transport vehicle with gear engagement and disengagement of the present invention has the following advantages over the prior art:

[0042] 1. The drive motor and the gearbox are provided on a transport vehicle, which allows electric driving, and the gearbox allows the drive wheel to rotate freely through the separation mechanism, allowing manual push-pull driving, and has the effect of driving both electric and manual types. The input gear and the output gear are provided inside the gearbox, and the input gear is meshed with the input shaft of the drive motor to provide a power source, and the output gear is linked to rotate the drive wheel through the take-out shaft to realize driving. A separation mechanism is additionally provided between the input gear and the output gear. The separation mechanism controls the meshing or separation with the gear, and therefore allows the gear to have both a torque output transmission function and a torque output termination function. The separation mechanism includes the key shaft, and the key sleeve and the transmission gear that are fitted on the key shaft, and the transmission gear is fixed on the key shaft. An outer key portion is provided on the surface of the key sleeve, and a tooth groove that matches it is provided on the transmission gear. By fitting the transmission gear and the key sleeve, when the key sleeve is rotated, the key shaft, the transmission gear, and the output gear can be rotated in an interlocking manner. On the other hand, when the key sleeve and the transmission gear are separated, the drive wheel cannot be driven by electricity, but the drive wheel is not restricted by the transmission gear and does not have any meshing state of the gears, so it can rotate freely, realizing the effect of manual drive. Thus, two driving methods can be achieved with one gearbox, killing two birds with one stone.

[0043] 2. The separation mechanism can be installed with two-stage gears or multi-stage gears, which is more practical and suitable for achieving different reduction ratios.

[0044] 3. The rebound fork is connected to the rebound pillar, and the rebound fork is externally fitted onto the key sleeve. By inserting and removing the rebound pillar, the action of moving the rebound fork is controlled, thereby achieving the effect of the key sleeve moving on the key shaft.

[0045] 4. The internal hexagonal screw passes through the rebound fork and is fixed to the rebound post, preventing the rebound post from being removed from the rebound fork, and at the same time, the rebound fork is covered by the box cover, killing two birds with one stone. The tail of the rebound post is provided with two second locking grooves, each corresponding to the mating state and the disengaged state, and the steel ball screw hits one of the second locking grooves, allowing the operator to easily sense it, further improving user-friendliness.

[0046] The above embodiment is merely for illustrative purposes only and is not intended to limit the present invention, and those skilled in the art may of course make various modifications and changes to the above embodiment without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention should be included in the following utility model registration claims. [Explanation of symbols]

[0047] 1: Gear box 11: Box body 111: Second screw hole 12: Box lid 2: Gear set 21: Separation mechanism 211: Key sleeve 2111: Internal key section 2112: External key section 2113: First locking groove 212: Key shaft 2121: Keyway 213: Transmission gear 2131: Tooth groove 22: Input gear 23: Extraction shaft 24: Transmission gear 25: Output gear 3: Drive motor 31: Output shaft 4: 2-stage shaft 41: 2-stage pin groove 42: 2-stage pin pillar 43: 2-stage gear 5: Rebound pillar 51: Rebound Fork 511: Fork leg 512: First notch 513: Shaft hole 514: First screw hole 52: First depression 53: Internal hexagonal screw 54: Second locking groove 55: First hook hole 56: Pull Ring C: Mounting room S1: Steel ball screw W: Drive wheel

Claims

1. A gear box for an electric transport vehicle capable of engaging and disengaging gears, comprising a box body, a box cover mating with the box body, and a gear set, The box body and the box lid are mated to form a common mounting chamber, the gear set is mounted in the mounting chamber, and a separation mechanism is provided inside the gear set to control meshing or separation with the gear set so that the gear set has a torque output transmission function or a torque output termination function; The separation mechanism includes a key sleeve, a key shaft, and a transmission gear, the key sleeve being fitted onto an outer edge of the key shaft, engaging with the key shaft, and moving along the axial direction of the key shaft in an appropriate operable manner, the key sleeve having an outer key portion on an outer edge thereof, and engaging the outer key portion with a tooth groove provided on the transmission gear; A gearbox for an electric transport vehicle capable of engaging and disengaging gears, characterized in that when the key sleeve moves to pull the outer key portion and the tooth groove of the transmission gear apart, torque transmission between the transmission gear and the key sleeve is lost.

2. The gear set includes an input gear and an extraction shaft, the key sleeve is provided on one end of the key shaft, the transmission gear is fitted onto an intermediate portion of the key shaft, the transmission gear meshes with the input gear, and the transmission gear rotates freely around the key shaft, the tooth groove is provided on one side of the transmission gear and has a shape that matches a shape of the outer key portion of the key sleeve, and the outer key portion is operably fitted into the tooth groove to rotate the key sleeve.

2. The gear box of a gear-engageable electric transporter according to claim 1, characterized in that the input gear rotates synchronously with the rotation of the transmission gear, the key sleeve is interlocked to rotate the key shaft, a transmission gear is provided on the other end of the key shaft, the key shaft is interlocked to rotate the transmission gear, the transmission gear meshes with the take-out shaft and rotates synchronously, and the input gear, the take-out shaft, the transmission gear, the transmission gear and the key shaft are clamped and fixed between the box body and the box lid.

3. 3. The gear box for an electric transport vehicle capable of engaging and disengaging gears according to claim 2, further comprising a two-stage shaft having a two-stage pin groove at one end, the input gear being inserted onto the two-stage shaft and a two-stage pin column being inserted into the two-stage pin groove and fastened thereto, and a two-stage gear protruding from the surface at the other end of the two-stage shaft, and the two-stage gear meshes with the transmission gear.

4. 2. The gearbox of claim 1, characterized in that: a first annular locking groove is recessed in the middle of the outer surface of the key sleeve, the key sleeve further includes a rod-shaped rebound post whose tail end passes through the box lid and is inserted into the box body; a rebound fork having two legs is fixed on the rebound post, a first notch having an arc shape is provided between each of the fork legs, and a shaft hole used for inserting and fixing the rebound post is provided at the top of the rebound fork; each of the fork legs of the rebound fork clamps the first locking groove of the key sleeve, and the rebound fork is interlocked with the rebound post to move it, and the rebound fork is pulled in a synchronous manner so that the key sleeve moves on the key shaft to separate or engage the key sleeve and the transmission gear.

5. 5. The gearbox of the electric transporter capable of engaging and disengaging gears according to claim 4, characterized in that a first recess is provided on a surface of an intermediate portion of the rebound post, a first threaded hole is provided through the axial hole of the rebound fork, an internal hexagonal screw is turned into the first threaded hole and inserted and fixed into the first recess, a ring-shaped second locking groove is provided in parallel on two circumferences on a surface of the tail end of the rebound post, a second threaded hole is provided on the box body, a steel ball screw is turned into the second threaded hole and is pressed against one of the second locking grooves to form a position limit.

6. The gearbox of the electric transport vehicle capable of engaging and disengaging gears as described in claim 4, characterized in that a first hook hole is provided penetrating the neck surface of the rebound post, and a pull ring is inserted and drilled into the first hook hole.

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