Transmission and vehicle

Abstract

To provide a transmission and vehicle that have a simple configuration, can reduce manufacturing costs, can be made smaller and lighter, and offer a high degree of layout flexibility. [Solution] A transmission 100 that transmits rotation at multiple gear ratios between a first shaft 101 and a second shaft 102 having substantially parallel rotating shafts, wherein the first shaft 101 has a coaxially rotatable first rotating body 110, a second rotating body 120 and a switching rotating body 150, the second shaft 102 has a third rotating body 130 and a fourth rotating body 140, the first rotating body 110 and the third rotating body 130 have rotation transmitted via a first transmission strip 111, the second rotating body 120 and the fourth rotating body 140 have rotation transmitted via a second transmission strip 121, and the switching rotating body 150 is configured to be switchable between a first transmission state in which power is transmitted from the switching rotating body 150 to the first rotating body 110 and a second transmission state in which power is transmitted from the switching rotating body 150 to the second rotating body 120.

Description

Technical Field

[0001] The present invention relates to a transmission device having a first shaft and a second shaft with substantially parallel rotation axes, and transmitting rotation at a plurality of gear ratios between the first shaft and the second shaft, and a traveling vehicle equipped with the transmission device.

Background Art

[0002] Conventionally, a transmission device having a first shaft and a second shaft with substantially parallel rotation axes, and transmitting rotation at a plurality of gear ratios between the first shaft and the second shaft, and a traveling vehicle equipped with the transmission device are known (see, for example, Patent Document 1). An automatic transmission A known in Patent Document 1 etc. (the names and symbols of the constituent articles in this paragraph follow the notation of Patent Document 1) and an automobile equipped with the automatic transmission A have an auxiliary transmission 3 that transmits the power from a torque converter 2 connected to an engine output shaft 1 to a main transmission 4. The auxiliary transmission 3 has a chain drive mechanism 32 that transmits power from an input shaft 31 to an input shaft 41 via a clutch 34, a chain drive mechanism 32 that transmits power from the input shaft 31 to the input shaft 41 via a clutch 36, and a chain drive mechanism 33 with different gear ratios, and is configured to be shiftable by selectively connecting the clutch 34 and the clutch 36.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The automatic transmission A known in Patent Document 1 etc. (the names and symbols of the constituent articles in this paragraph follow the notation of Patent Document 1) is configured to switch the power transmission by two sets of clutches 34 and 36 for two sets of chain drive mechanisms 32 and 33. Therefore, there was a risk that the automatic transmission A would become larger due to the increase in the number of parts, leading to increased manufacturing costs and weight. Furthermore, the need to arrange two sets of clutches 34 and 36 and the drive sprockets 32a and 33a of two sets of chain drive mechanisms 32 and 33 on the input shaft 31 could reduce the layout flexibility of the automatic transmission A.

[0005] In particular, when used in electric vehicles and other applications that use electric motors as a power source, electric motors can generate greater torque than internal combustion engines even at low rotational speeds. Therefore, a multi-speed transmission is not an essential component, and due to the high cost of batteries that supply power to the motor, transmissions are very often not installed at all. Furthermore, in smaller electric vehicles, vehicle costs and layout space are limited, making it difficult to install large, expensive transmissions. Additionally, there are limitations on motor output due to regulations, making it difficult to increase motor output. In such cases, the lack of a transmission could prevent the motor from properly transmitting power according to the driving conditions, potentially leading to adverse effects on driving performance, such as insufficient climbing ability preventing the vehicle from climbing hills. Furthermore, there was a risk that the transmissions used in automobiles and other vehicles powered by internal combustion engines would be excessive in terms of performance, cost, and size.

[0006] The present invention aims to solve these problems and to provide a transmission and vehicle that have a simple configuration, can reduce manufacturing costs, can be miniaturized and lightweight, and offer a high degree of layout flexibility. [Means for solving the problem]

[0007] The present invention provides a transmission device having a first shaft and a second shaft having substantially parallel rotating shafts, and transmitting rotation between the first shaft and the second shaft at a plurality of gear ratios, wherein the first shaft has a first rotating body and a second rotating body that are rotatable coaxially, and a switching rotating body provided between the first rotating body and the second rotating body and rotating together with the first shaft, the second shaft has a third rotating body that rotates in conjunction with the first rotating body, and a fourth rotating body that rotates in conjunction with the second rotating body, the first rotating body and the third rotating body are subjected to rotation transmission via a first transmission strip, the second rotating body and the fourth rotating body are subjected to rotation transmission via a second transmission strip, and the switching rotating body is configured to be switchable between a first transmission state in which power is transmitted from the switching rotating body to the first rotating body, and a second transmission state in which power is transmitted from the switching rotating body to the second rotating body. Furthermore, clutch surfaces are formed on the axial side of the first rotating body and the axial side of the second rotating body of the switching rotating body, and clutch receiving surfaces that can contact the clutch surfaces are formed on the axial side of the first rotating body and the second rotating body on the switching rotating body side, and the switching rotating body is movable in the axial direction of the first axis by an operating means, and the operating means is configured to set the pressing force of the switching rotating body in the first transmission state and the second transmission state. This will solve the aforementioned problems. Furthermore, the vehicle of the present invention solves the above-mentioned problems by having a configuration that includes the above-mentioned transmission device. [Effects of the Invention]

[0008] According to the inventions of claims 1 and 4, the first shaft has a first rotating body and a second rotating body that are rotatable coaxially, and a switching rotating body provided between the first rotating body and the second rotating body that rotates together with the first shaft. As a result, the speed change operation can be performed with only one switching rotating body, the number of parts can be reduced, and manufacturing costs can be reduced. Furthermore, because the switching rotating body is positioned between the first and second rotating bodies, the switching rotating body and the first rotating body, and the switching rotating body and the second rotating body, can each be used as members of the friction clutch. This eliminates the need for a separate clutch mechanism, reduces the overall width in the direction of the rotation axis, enables miniaturization and weight reduction, and improves layout flexibility. Furthermore, since the rotation is transmitted between the first and third rotating bodies via the first transmission strip, and between the second and fourth rotating bodies via the second transmission strip, the distance between the first and second axes can be freely set, improving layout flexibility. In addition, even if there are manufacturing errors in the distance or parallelism between the first and second axes, or if there are axial displacements or inclinations when the first and second rotating bodies are subjected to axial forces as members of a friction clutch, rotation can be transmitted without problems, thereby reducing manufacturing costs. Furthermore, the switching rotating body is configured to be switchable between a first transmission state in which power is transmitted from the switching rotating body to the first rotating body, and a second transmission state in which power is transmitted from the switching rotating body to the second rotating body. This allows for improved driving performance even when the driving source of the vehicle is an electric motor and there are limitations on motor output. For example, the first transmission state can be set to a low-speed gear for acceleration, and the second transmission state to a high-speed gear for reducing power consumption. Furthermore, clutch surfaces are formed on the axial side of the first rotating body and the axial side of the second rotating body of the switching rotating body, and clutch receiving surfaces that can contact the clutch surfaces are formed on the axial side of the first and second rotating bodies on the switching rotating body side. The switching rotating body is movable in the axial direction of the first shaft by an operating means, and the operating means is configured to set the pressing force of the switching rotating body in the first and second transmission states, thereby making it possible to transmit power while preventing damage to each component.

[0009] According to the configuration described in claim 2, the switching rotating body is movable in the axial direction of the first shaft, and when the switching rotating body moves toward the first rotating body, a first transmission state is realized when one axial side surface of the switching rotating body comes into contact with the axial side surface of the first rotating body toward the switching rotating body, and when the switching rotating body moves toward the second rotating body, a second transmission state is realized when the other axial side surface of the switching rotating body comes into contact with the axial side surface of the second rotating body toward the switching rotating body, thereby enabling the first and second transmission states to be switched by axial movement of the switching rotating body alone, eliminating the need to add a separate clutch member, and further miniaturization and weight reduction can be achieved.

[0010] According to the configuration described in claim 3, the first transmission strip is composed of a chain wrapped around the first rotating body and the third rotating body, and the second transmission strip is composed of a chain wrapped around the second rotating body and the fourth rotating body, thereby enabling reliable transmission of power input to the first shaft to the second shaft. [Brief explanation of the drawing]

[0011] [Figure 1] A schematic diagram of a mobile vehicle, which is one embodiment of the present invention. [Figure 2] A schematic diagram of the neutral position of a transmission, which is one embodiment of the present invention. [Figure 3] A schematic diagram of the first transmission state of a transmission, which is one embodiment of the present invention. [Figure 4] A schematic diagram of the second transmission state of a transmission, which is one embodiment of the present invention.

[0012] The transmission and vehicle of the present invention will be described below with reference to the drawings. A vehicle 200 according to one embodiment of the present invention has, as schematically shown in Figure 1, two driven wheels 203 at the front in the direction of travel (in the direction of the white arrows shown by solid lines in Figure 1) and two drive wheels 202 at the rear in the direction of travel. The two drive wheels 202 are driven by the rotation of the output shaft of a drive device 201, such as an electric motor or engine, which is transmitted to the drive wheel axle 204 via a transmission 100 and a differential 205, thereby driving the vehicle 200 forward or backward. Furthermore, additional power transmission paths may be added after the transmission 100 to make all four wheels drive wheels 202. Moreover, regardless of the total number of drive wheels and driven wheels in the vehicle, any configuration is acceptable as long as at least one drive wheel is driven via the transmission 100.

[0013] A transmission 100 according to one embodiment of the present invention has, as schematically shown in Figure 2, a first shaft 101 to which the rotation of the output shaft of the drive unit 201 is transmitted, and a second shaft 102 to which the rotation is transmitted to the drive wheel 202. The first shaft 101 includes a first sprocket 110, which is a first rotating body, and a second sprocket 120, which is a second rotating body, both of which are coaxial and rotatable independently of the first shaft 101, and a switching rotating body 150, which is provided between the first sprocket 110 and the second sprocket 120, rotates integrally with the first shaft 101, and is movable in the axial direction.

[0014] The second shaft 102 has a third sprocket 130 which is a third rotating body that rotates integrally and a fourth sprocket 140 which is a fourth rotating body. The third sprocket 130 is rotationally interlocked with the first sprocket 110 via the first chain 111 which is a first transmission strip, and the fourth sprocket 140 is rotationally interlocked with the second sprocket 120 via the second chain 121 which is a second transmission strip. The tooth number ratio between the first sprocket 110 and the third sprocket 130 is set to be different from the tooth number ratio between the second sprocket 120 and the fourth sprocket 140. Here, by adjusting the tooth numbers of the first sprocket 110 and the third sprocket 130 and the tooth numbers of the second sprocket 120 and the fourth sprocket 140 respectively, the gear ratio can be freely set according to the running performance of the traveling vehicle 200.

[0015] The switching rotating body 150 is configured to be movable in the axial direction of the first shaft 101 and fixed in the axial position by an operating means (not shown). A first clutch surface 151 is formed on the side surface of the switching rotating body 150 on the first sprocket 110 side in the axial direction, and a second clutch surface 152 is formed on the side surface of the switching rotating body 150 on the second sprocket 120 side. A first clutch receiving surface 112 is formed on the side surface of the first sprocket 110 on the switching rotating body 150 side in the axial direction, and a second clutch receiving surface 122 is formed on the side surface of the second sprocket 120 on the switching rotating body 150 side in the axial direction.

[0016] As shown in FIG. 2, when the switching rotating body 150 is in the neutral position with respect to the first sprocket 110 and the second sprocket 120, and neither the first clutch surface 151 and the first clutch receiving surface 112 nor the second clutch surface 152 and the second clutch receiving surface 122 are in contact, both the first sprocket 110 and the second sprocket 120 are configured to be rotatable independently of the first shaft 101, so rotation is not transmitted between the first shaft 101 and the second shaft 102.

[0017] As shown in Figure 3, the switching rotating body 150 is moved toward the first sprocket 110 by the operating means, and the first clutch surface 151 is pressed against the first clutch receiving surface 112, resulting in a first transmission state in which rotation is transmitted from the first shaft 101 - switching rotating body 150 - first sprocket 110 - first chain 111 - third sprocket 130 - second shaft 102 (in the order of the arrows shown by solid lines in Figure 3). In this case, the rotational speeds of the first shaft 101 and the second shaft 102 are determined by the tooth ratio of the first sprocket 110 and the third sprocket 130. Here, by changing the number of teeth on the first sprocket 110 and the third sprocket 130 to adjust the gear ratio, the rotational speeds of the first shaft 101 and the second shaft 102 can be freely set.

[0018] As shown in Figure 4, the switching rotating body 150 is moved towards the second sprocket 120 by the operating means, and the second clutch surface 152 is pressed against the second clutch receiving surface 122, resulting in a second transmission state in which rotation is transmitted from the first shaft 101 - switching rotating body 150 - second sprocket 120 - second chain 121 - fourth sprocket 140 - second shaft 102 (in the order of the arrows shown by solid lines in Figure 4). In this case, the rotational speeds of the first shaft 101 and the second shaft 102 are determined by the tooth ratio of the second sprocket 120 and the fourth sprocket 140. Here, by changing the number of teeth on the second sprocket 120 and the fourth sprocket 140 to adjust the gear ratio, the rotational speeds of the first shaft 101 and the second shaft 102 can be freely set.

[0019] The tooth ratio of the first sprocket 110 and the third sprocket 130 is set to be different from the tooth ratio of the second sprocket 120 and the fourth sprocket 140, so that gear changes can be performed by switching between the first and second transmission states. The transmission 100 has only one switching rotating body 150, and is configured to allow speed changes by switching between a first transmission state and a second transmission state solely by moving the rotating body in the axial direction of the first shaft 101 using an operating means. As a result, it is possible to miniaturize and lighten the device, and it is also possible to shorten the time required for speed changes. Furthermore, in the transmission 100, the surface properties of the first clutch surface 151 and the first clutch receiving surface 112, and the second clutch surface 152 and the second clutch receiving surface 122, as well as the pressing force of the switching rotating body 150, can be appropriately set according to the required performance, etc. For example, if excessive external force is input to the transmission 100 from the drive unit 201 or drive wheels 202, the surface properties and pressing force can be set so that the first clutch surface 151 and the first clutch receiving surface 112 or the second clutch surface 152 and the second clutch receiving surface 122 slide against each other, thereby preventing damage to each component while power transmission is performed.

[0020] Although one embodiment of the present invention has been described above, the present invention is not limited to the above configuration. In this embodiment, the rotation of the output shaft of the drive unit 201 is transmitted to the first axle 101 of the vehicle 200, and the rotation is transmitted from the second axle 102 to the drive wheels 202. However, the connection may be reversed, and it may also be used for purposes other than a vehicle. Furthermore, the distance in the rotational axis direction between the first clutch receiving surface 112 of the first sprocket 110 and the second clutch receiving surface 122 of the second sprocket 120 is greatly exaggerated in the illustration. However, this distance should be greater than the width between the first clutch surface 151 and the second clutch surface 152 of the switching rotating body 150, and should be such that both the first clutch surface 151 and the first clutch receiving surface 112, and the second clutch surface 152 and the second clutch receiving surface 122, do not come into contact simultaneously.

[0021] Furthermore, the first clutch receiving surface 112 of the first sprocket 110, the second clutch receiving surface 122 of the second sprocket 120, and the first clutch surface 151 and second clutch surface 152 of the switching rotating body 150 may also be the surfaces of friction members provided on the sides of the first sprocket 110, the second sprocket 120, and the switching rotating body 150, and either of the contacting surfaces may be the surface of the material of the first sprocket 110, the second sprocket 120, and the switching rotating body 150 itself.

[0022] Furthermore, the first sprocket 110 and the second sprocket 120 may be allowed to move toward the switching rotating body 150 if the axial movement of the first shaft 101 is restricted when the switching rotating body 150 is pressed against them. Furthermore, the third sprocket 130 and the fourth sprocket 140 may be allowed to move in the axial direction of the second shaft 102 to the extent that they follow the movement of the first sprocket 110 and the second sprocket 120. Furthermore, the switching rotating body 150 may rotate integrally with the first shaft 101 and be fixed in the axial direction, and the first sprocket 110 and the second sprocket 120 may be configured to switch between a first transmission state, a neutral state, and a second transmission state by moving in the axial direction.

[0023] Furthermore, in this embodiment, the first, second, third, and fourth rotating bodies are sprockets, and the first and second transmission links are chains, but a combination of pulleys and a belt may also be used. Furthermore, guide members for guiding the first and second transmission strips, and tensioner members for adding tension may also be provided. Furthermore, in this embodiment, the first transmission state and the second transmission state are switchable by the switching rotating body 150, but by having multiple similar configurations, it may be possible to configure the system to switch between three or more transmission states. Furthermore, the system may be configured to allow switching between three or more transmission states by arranging multiple sets of sprockets and switching rotating bodies alternately, which rotate in conjunction with each other via a chain or belt. [Explanation of Symbols]

[0024] 100 ··· Transmission 101 ... 1st axis 102 ... 2nd axis 110 ··· First sprocket (first rotating body) 111 ··· First chain (first transmission stria) 112 ··· First clutch receiving surface (axial side) 120... Second sprocket (second rotating body) 121 ··· First chain (second transmission striae) 122 ··· Second clutch receiving surface (axial side) 130 ··· Third sprocket (third rotating body) 140 ··· 4th sprocket (4th rotating body) 150 ··· Switching Rotary Body 151 ··· First clutch surface (axial side) 152 ··· Second clutch surface (axial side) 200 ··· Vehicles in operation 201 ··· Drive unit 202 ··· Drive wheels 203 ··· Driven wheel 204... Drive axle 205... differential gear

Claims

1. A transmission having a first shaft and a second shaft having substantially parallel rotation axes, and transmitting rotation between the first shaft and the second shaft at multiple gear ratios, The first shaft comprises a first rotating body and a second rotating body that are rotatable coaxially, and a switching rotating body provided between the first rotating body and the second rotating body that rotates together with the first shaft. The second shaft has a third rotating body that rotates in conjunction with the first rotating body, and a fourth rotating body that rotates in conjunction with the second rotating body. The first rotating body and the third rotating body have their rotations transmitted to them via the first transmission strip. The second rotating body and the fourth rotating body have their rotations transmitted to them via the second transmission strip. The switching rotating body is configured to be switchable between a first transmission state in which power is transmitted from the switching rotating body to the first rotating body, and a second transmission state in which power is transmitted from the switching rotating body to the second rotating body. A clutch surface is formed on the axial side of the first rotating body and the axial side of the second rotating body of the switching rotating body. On the axial side of the first and second rotating bodies on the side facing the switching rotating body, a clutch receiving surface is formed that can contact the clutch surface. The switching rotating body is movable in the axial direction of the first axis by an operating means, The transmission is characterized in that the operating means is configured to set the pressing force of the switching rotating body in the first transmission state and the second transmission state.

2. The switching rotating body is movable in the axial direction of the first axis, The transmission according to claim 1, characterized in that the switching rotating body moves toward the first rotating body, and the first transmission state is realized when one axial side surface of the switching rotating body comes into contact with the axial side surface of the first rotating body toward the switching rotating body, and the second transmission state is realized when the switching rotating body moves toward the second rotating body, and the other axial side surface of the switching rotating body comes into contact with the axial side surface of the second rotating body toward the switching rotating body.

3. The first transmission strip is composed of a chain wrapped around the first rotating body and the third rotating body. The transmission according to claim 1, characterized in that the second transmission element is composed of a chain wrapped around the second rotating body and the fourth rotating body.

4. A vehicle equipped with a transmission in the power transmission path from the drive source to the drive wheels, A vehicle characterized in that the transmission is configured as the transmission described in any one of claims 1 to 3.

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