TWI718839B - Multi-speed transmission - Google Patents

Abstract

The present disclosure provides a multi-speed transmission including a wheel hub, a speed-adjusting shaft set, a first magnetic gear mechanism, a second magnetic gear mechanism and an input mechanism. The speed-adjusting shaft set is within the wheel hub. The first magnetic gear mechanism is within the wheel hub. The second magnetic gear mechanism is within the wheel hub and is aligned coaxially with the first magnetic gear mechanism. The input mechanism is selectively coupled to a first coupling ring to link up with the first coupling ring. An amount of a plurality of first inner magnetic elements is different from an amount of a plurality of second inner magnetic elements or an amount of a plurality of first outer magnetic elements is different from an amount of a plurality of second outer magnetic elements. The speed-adjusting shaft set is operated to prohibit a first inner magnetic ring or a second inner magnetic ring from rotating relative to the speed-adjusting shaft set. Therefore, a non-contact multi-speed transmission can be completed.

Description

Gearshift

The present invention relates to a speed change device, and more particularly to a speed change device using a magnetic gear mechanism.

Mechanical gears are one of the key transmission parts of mechanical equipment. They use tooth-shaped meshing to transmit power, change the direction of movement, and change the rotation speed. They are widely used in daily life and transmission systems, such as bicycle transmission devices.

With the continuous advancement and innovation of science and technology, although traditional mechanical gears have the advantages of high transmission efficiency and accurate transmission ratio, in fact, gear transmission is frictional contact of rolling and sliding, which will cause loss in the long term, and cause material deterioration and vibration. , It will reduce the transmission efficiency and other problems, and the mechanical gears need to be regularly added with lubricant for maintenance, which will increase the cost of use.

In addition, in order to meet the demand, the transmission device also needs to have the function of switching multiple gears. Therefore, how to improve the structure of the transmission device to solve the above problems and achieve the purpose of multi-gear switching has become the goal of the relevant industry.

In order to improve the above-mentioned problems, the present invention provides a transmission device, which can be configured as a non-contact transmission device through structural configuration, and has a multi-speed transmission function.

According to one aspect of the present invention, an embodiment provides a speed change device, which includes a hub, a speed-regulating shaft assembly, a first magnetic gear mechanism, a second magnetic gear mechanism, and an input transmission mechanism, and a speed-regulating shaft assembly Located in the hub, the first magnetic gear mechanism is located in the hub and includes a first inner ring magnetic ring, a first magnetic ring and a first outer ring magnetic ring. The first inner ring magnetic ring is rotatably sleeved on the speed control shaft assembly and includes a plurality of first inner pole pairs. The first magnetic ring is rotatably located between the first inner ring magnetic ring and the hub, and the first outer ring magnetic ring is rotatably located between the first inner ring magnetic ring and the hub. The ring is rotatably located between the first magnetic ring and the hub and includes a plurality of first outer pole pairs. The first outer ring magnetic ring is selectively coupled to the hub. The second magnetic gear mechanism is located in the hub and coaxially arranged with the first magnetic gear mechanism. The second magnetic gear mechanism includes a second inner ring magnetic ring, a second magnetic ring and a second outer ring magnetic ring. The ring magnetic ring is rotatably sleeved on the speed control shaft assembly and includes a plurality of second inner pole pairs, the second magnetic ring is rotatably located between the second inner ring magnetic ring and the hub, and the second magnetic ring is rotatably located Coupled to the first magnetic ring, the second outer ring magnetic ring is rotatably located between the second magnetic ring and the hub and includes a plurality of second outer pole pairs, and the second outer ring magnetic ring is rotatably coupled to the first outer ring Ring magnetic ring. The input transmission mechanism is selectively coupled to the first magnetic ring to drive the first magnetic ring to rotate, wherein the number of the first inner pole pair is different from the number of the second inner pole pair, or the first outer pole pair The number is different from the number of the second outer pole pair, and the speed regulating shaft assembly is actuated to selectively prevent the first inner ring magnetic ring or the second inner ring magnetic ring from rotating relative to the speed regulating shaft assembly.

Thereby, through the first magnetic gear mechanism and the second magnetic gear mechanism, a non-contact speed change device can be formed, and the number of the first inner pole pair is different from the number of the second inner pole pair, or the first outer pole pair The number is different from the number of the second outer pole pairs, so that the speed ratio of the first magnetic gear mechanism is different from the speed ratio of the second magnetic gear mechanism, which helps to form different gears.

According to the aforementioned plural embodiments of the speed change device, the speed regulating shaft assembly may include a fixed shaft sleeve, a speed regulating shaft, a first control pawl and a second control pawl, and the fixed shaft sleeve includes two openings with each other. Space, the speed regulating shaft is located in the fixed shaft sleeve and contains two grooves. The first control pawl is pivoted on an opening to be selectively coupled to the first inner ring magnetic ring, and the second control pawl is pivoted to the other opening to be selectively coupled to the second inner ring magnetic ring. Wherein, when the speed regulating shaft is rotated in the fixed shaft sleeve so that the first control pawl is aligned with a groove and the second control pawl is not aligned with another groove, the first control pawl is coupled to the first control pawl. An inner ring magnetic ring prevents the first inner ring magnetic ring from rotating relative to the fixed shaft sleeve; and when the speed regulating shaft is rotated in the fixed shaft sleeve, the first control pawl is not aligned with a groove and the second control pawl When the pawl is aligned with the other groove, the second control pawl is coupled to the second inner ring magnetic ring to prevent the second inner ring magnetic ring from rotating relative to the fixed sleeve.

According to the aforementioned multiple embodiments of the speed change device, the input transmission mechanism may include a transmission wheel and a meshing wheel, the transmission wheel is driven to rotate by a power, the meshing wheel is interlocked by the transmission wheel and includes a meshing surface, and the first magnetic adjusting ring Contains an occlusal surface, which faces the meshing surface. The speed regulating shaft assembly further includes a meshing control slider which is linked with the meshing wheel and includes a first coupling pin, the fixed shaft sleeve further includes an axial track, and the speed regulating shaft further includes a first spiral guide groove. Wherein, the first coupling pin protrudes into the axial track and the first spiral guide groove, and the first coupling pin is affected by the first The spiral guide groove guides the displacement in the axial track, and drives the meshing surface and the occlusal surface to mesh or separate.

According to the aforementioned multiple embodiments of the speed change device, the first magnetic gear mechanism may further include a first output clutch, which is disposed on the first outer ring magnetic ring, and the first output clutch is selectively pressed by the meshing wheel to select Sexually releases the linkage between the hub and the first outer ring magnetic ring.

According to the aforementioned plural embodiments of the speed change device, the transmission wheel can be selectively linked with the first outer ring magnetic ring.

According to the aforementioned plural embodiments of the speed change device, the input transmission mechanism may further include an input clutch disposed on the transmission wheel, and the speed regulating shaft assembly further includes an input control slider, which is sleeved on the fixed sleeve and selectively Push the input clutch, wherein when the input control slider pushes the input clutch, the coupling between the transmission wheel and the first outer ring magnetic ring is released.

According to the aforementioned plural embodiments of the speed change device, wherein the speed regulating shaft may further include a second spiral guide groove, and the input control slider further includes a second coupling pin protruding into the axial track and the second spiral guide groove. The two coupling pins are guided by the second spiral guide groove to move in the axial track to drive the input control slider to push against the input clutch.

According to the aforementioned plural embodiments of the speed change device, the hub can be selectively linked with the second magnetic ring.

According to the aforementioned plural embodiments of the speed change device, the second magnetic gear mechanism may further include a second output clutch disposed on the second magnetic ring, and the speed regulating shaft assembly further includes an output control slider, which is sleeved Yu fixed The shaft sleeve selectively pushes against the second output clutch. Wherein, when the output control slider pushes against the second output clutch, the coupling between the second magnetic ring and the hub is released.

According to the aforementioned plural embodiments of the speed change device, the speed regulating shaft may further include a third spiral guide groove; the output control slider further includes a third coupling pin protruding into the axial track and the third spiral guide groove, and the third The coupling pin is guided by the third spiral guide groove to move in the axial track to drive the output control slider to push against the second output clutch.

10‧‧‧Variable gear

100‧‧‧wheel

110‧‧‧First cover

120‧‧‧Second cover

130‧‧‧ring cover

200‧‧‧Speed control shaft assembly

210‧‧‧Speed control shaft

211, 212‧‧‧ groove

213‧‧‧First spiral guide groove

214‧‧‧Second spiral guide groove

331‧‧‧Inner chute

340‧‧‧Input gear

400‧‧‧The first magnetic gear mechanism

410‧‧‧The first inner ring magnetic coil

411‧‧‧First inner pole pair

412‧‧‧The first inner ring yoke

420‧‧‧The first tuning ring

421‧‧‧First tuning core block

422‧‧‧First tuning core holder

423‧‧‧First tuning core cover

215‧‧‧Third spiral guide groove

220‧‧‧Fixed shaft sleeve

221、222‧‧‧Opening

223‧‧‧Axial track

230‧‧‧First control pawl

240‧‧‧Second control pawl

250‧‧‧Input control slider

251‧‧‧Second Joint Pin

260‧‧‧Output control slider

261‧‧‧Third joint pin

270‧‧‧Meshing control slider

271‧‧‧First joint pin

300‧‧‧Input transmission mechanism

310‧‧‧Drive wheel

320‧‧‧Metering wheel

321‧‧‧Meshing surface

322‧‧‧Protrusion Rib

323‧‧‧Flange

330‧‧‧Input clutch

4231‧‧‧occlusal surface

430‧‧‧The first outer ring magnetic coil

431‧‧‧The first outer pole pair

432‧‧‧The first outer ring yoke

440‧‧‧First output clutch

500‧‧‧Second magnetic gear mechanism

510‧‧‧Second inner ring magnetic coil

511‧‧‧Second inner pole pair

512‧‧‧Second inner ring yoke

520‧‧‧Second magnetic ring

521‧‧‧Second tuning core block

522‧‧‧Second tuning core holder

523‧‧‧Second tuning core cover

530‧‧‧Second outer ring magnetic coil

531‧‧‧The second outer pole pair

532‧‧‧Second outer ring yoke

540‧‧‧Second output clutch

P11, P12, P21, P22‧‧‧Position

P23, P31, P32‧‧‧Position

Fig. 1 is a perspective view of a speed change device according to an embodiment of the present invention;

Figure 2 shows an exploded schematic diagram of the speed change device of the embodiment in Figure 1;

Figure 3 is an exploded schematic view of the first magnetic gear mechanism and the second magnetic gear mechanism of the speed change device of the embodiment in Figure 1;

Fig. 4 shows a schematic diagram of gear adjustment of the transmission device of the embodiment in Fig. 1;

Fig. 5 is a schematic diagram showing the first gear transmission of the transmission device of the embodiment in Fig. 1;

Fig. 6 shows a simplified schematic diagram of the speed change device of the embodiment shown in Fig. 5;

Fig. 7 is a schematic diagram showing the second gear transmission of the transmission device of the embodiment in Fig. 1;

Fig. 8 is a simplified schematic diagram of the speed change device of the embodiment in Fig. 7;

Figure 9 is a schematic diagram showing the transmission of the third gear of the transmission of the embodiment in Figure 1;

Fig. 10 shows a simplified schematic diagram of the speed change device of the embodiment in Fig. 9;

Fig. 11 is a schematic diagram showing the transmission of the fourth gear of the transmission device of the embodiment in Fig. 1;

Figure 12 shows a simplified schematic diagram of the speed changer of the embodiment in Figure 11;

Figure 13 is a schematic diagram showing the transmission of the fifth gear of the transmission of the embodiment in Figure 1; and

FIG. 14 is a simplified schematic diagram of the speed change device of the embodiment in FIG. 13.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. For the sake of clarity, many practical details will be explained in the following description. However, the reader should understand that these practical details should not be used to limit the present invention. That is to say, in some embodiments of the present invention, these practical details are unnecessary. In addition, for the sake of simplification of the drawings, some conventionally used structures and elements will be drawn in a simple schematic manner in the drawings; and repeated elements may be represented by the same or similar numbers.

In addition, when a component (or mechanism or module, etc.) is “connected”, “configured” or “coupled” to another component in this document, it can mean that the component is directly connected, directly disposed, or directly coupled to another component It can also mean that an element is indirectly connected, indirectly disposed, or indirectly coupled to another element, that is, there are other elements between the element and another element. When it is clearly stated that a certain element is "directly connected", "directly arranged" or "directly coupled" to another element, it means that there is no other element between the element and another element. The terms first, second, and third are only used to describe different elements or components, and There is no limitation on the element/component itself, therefore, the first element/component can also be referred to as the second element/component. And the combination of components/components/mechanisms/modules in this article is not a combination of general well-known, conventional or conventional in this field. Whether the component/component/mechanism/module itself is conventional or not can not be used to determine whether the combination relationship is It can be easily completed by ordinary knowledgeable persons in the technical field.

Please refer to Figures 1, 2 and 3, where Figure 1 shows a perspective view of a speed change device 10 according to an embodiment of the present invention, and Figure 2 shows the speed change device 10 of the first embodiment of the invention. Exploded schematic diagram. Fig. 3 shows the exploded schematic diagram of the first magnetic gear mechanism 400 and the second magnetic gear mechanism 500 of the transmission device 10 of the embodiment in Fig. 1. In Fig. 2, the conventional use is omitted for the sake of brevity. The bearings, screws, C-shaped buckles and bayonet pins, etc., are not intended to limit the scope of the present invention. The speed change device 10 includes a wheel hub 100, a speed regulating shaft assembly 200, a first magnetic gear mechanism 400, a second magnetic gear mechanism 500 and an input transmission mechanism 300.

The speed regulating shaft assembly 200 is located in the hub 100, and the first magnetic gear mechanism 400 is located in the hub 100 and includes a first inner ring magnetic ring 410, a first magnetic ring 420 and a first outer ring magnetic ring 430. The first inner ring magnetic ring 410 is rotatably sleeved on the speed control shaft assembly 200 and includes a plurality of first inner pole pairs 411. The first magnetic ring 420 is rotatably located between the first inner ring magnetic ring 410 and the hub 100 The first outer ring magnetic ring 430 is rotatably located between the first magnetic tuning ring 420 and the hub 100 and includes a plurality of first outer pole pairs 431. The first outer ring magnetic ring 430 is selectively coupled to the hub 100. The second magnetic gear mechanism 500 is located in the hub 100 and arranged coaxially with the first magnetic gear mechanism 400. The second magnetic gear mechanism 500 includes a second inner ring magnetic ring 510, a second magnetic ring 520, and a The second outer ring magnetic ring 530, the second inner ring magnetic ring 510 is rotatably sleeved on the speed control shaft assembly 200 and includes a plurality of second inner pole pairs 511, and the second magnetic ring 520 is rotatably located in the second inner ring Between the magnetic ring 510 and the hub 100, the second magnetic ring 520 is rotatably coupled to the first magnetic ring 420, and the second outer ring magnetic ring 530 is rotatably located between the second magnetic ring 520 and the hub 100. Containing a plurality of second outer pole pairs 531, the second outer ring magnetic ring 530 is rotatably coupled to the first outer ring magnetic ring 430. The input transmission mechanism 300 is optionally coupled to the first magnetic ring 420 to drive the first magnetic ring 420 to rotate. Wherein, the number of the first inner pole pair 411 is different from the number of the second inner pole pair 511, or the number of the first outer pole pair 431 is different from the number of the second outer pole pair 531, and the speed control shaft assembly 200 operates In order to selectively prevent the first inner ring magnetic ring 410 or the second inner ring magnetic ring 510 from rotating relative to the speed regulating shaft assembly 200.

Thereby, through the first magnetic gear mechanism 400 and the second magnetic gear mechanism 500, a non-contact transmission device 10 can be formed, and since the number of the first inner pole pair 411 is different from the number of the second inner pole pair 511, Or the number of the first outer pole pair 431 is different from the number of the second outer pole pair 531, so that the speed ratio of the first magnetic gear mechanism 400 can be different from the speed ratio of the second magnetic gear mechanism 500, which helps to form a difference Gears. The details of the structure and operation of the speed change device 10 will be described in more detail later.

The first inner ring magnetic ring 410, the first tuning ring 420, and the first outer ring magnetic ring 430 are coaxially sleeved from the inside to the outside, and the first inner ring magnetic ring 410 may further include a first inner ring yoke 412 , The plurality of first inner pole pairs 411 are ring-shaped on the outer surface of the first inner ring yoke 412. The first tuning ring 420 may include a first tuning core base 422, a first tuning core cover 423, and a plurality of first tuning core blocks 421. The first tuning core base 422 includes a plurality of ribs (not labeled) spaced apart from each other, the plurality of first tuning core blocks 421 are disposed on the first tuning core base 422, and a first tuning core is disposed between the two ribs In block 421, the first magnetic tuning core cover 423 is fixed on the side of the first magnetic tuning core base 422 away from the second magnetic gear mechanism 500. The first outer ring magnetic ring 430 may further include a first outer ring yoke 432, and the plurality of first outer pole pairs 431 are ring-shaped on the inner surface of the first outer ring yoke 432 to interact with the plurality of first tuning core blocks 421 relative.

In the embodiment shown in FIGS. 1-3, the first inner pole pair 411 has 6 pairs, the first outer pole pair 431 has 11 pairs, and the first tuning core block 421 has 17 pairs. When the number of the first tuning core blocks 421 is exactly the sum of the first inner pole pair 411 and the first outer pole pair 431, the mutual magnetic resistance of the first outer ring magnetic ring 430 and the first tuning ring 420 is relatively small , But not limited to this.

When in operation, the first inner ring magnetic ring 410 is fixed and used as a stator. The first magnetic ring 420 can be driven by the input transmission mechanism 300, and the first outer ring magnetic ring 430 is rotated by the magnetic force, so the two can be As a rotor.

In more detail, each group of the first outer pole pair 431 and the first tuning core block 421 will attract each other, so the two can be regarded as the biting teeth of the gear, because the first outer pole pair 431 and the first tuning core block The number of 421 is different, so when the two are driven by magnetic force, they will produce different angular velocities. Because the first inner pole pair 411 and the first outer pole pair 431 have their own magnetism, the first magnetic core block 421 only needs to respond to the magnetic force, and it does not need to be magnetized, such as iron, and the ribs can be used Non-magnetic materials such as aluminum.

The second inner ring magnetic ring 510, the second magnetic ring 520 and the second outer ring magnetic ring 530 are coaxially sleeved from the inside to the outside, and the second inner ring magnetic ring 510 can be more Containing a second inner ring yoke 512, the second tuning ring 520 can include a second tuning core base 522, a second tuning core cover 523 and a plurality of second tuning core blocks 521, the second outer ring The ring 530 may further include a second outer ring yoke 532, and the second inner pole pair 511 has a total of 4 pairs, the second outer pole pair 531 has a total of 13 pairs, and the second magnetic core block 521 has 17 pairs. The element relationship among the second inner ring magnetic ring 510, the second magnetic ring 520, and the second outer magnetic ring 530 is similar to that of the first inner ring magnetic ring 410, the first magnetic ring 420, and the first outer ring magnetic ring 430. It will not be repeated, and the second outer ring yoke 532 can be fixed to the first outer ring yoke 432 to be linked with the first outer ring yoke 432.

The hub 100 may include a first cover 110, a ring cover 130, and a second cover 120. The first cover 110 and the second cover 120 are respectively fixed to the two ends of the ring cover 130 to form an accommodating space (not Marked), the first magnetic gear mechanism 400 and the second magnetic gear mechanism 500 are located in this accommodating space.

Both the first cover 110 and the second cover 120 have a central hole for the speed control shaft assembly 200 to pass through, and the speed control shaft assembly 200 may include a fixed shaft sleeve 220, a speed control shaft 210, and a first control spine The pawl 230 and a second control pawl 240, the fixed shaft sleeve 220 includes two openings 221 and 222 spaced apart from each other, and the speed regulating shaft 210 is located in the fixed shaft sleeve 220 and includes two grooves 211 and 212. The first control pawl 230 is pivoted to the opening 221 to be selectively coupled to the first inner ring magnetic ring 410, and the second control pawl 240 is pivoted to the opening 222 to be selectively coupled to the second inner ring magnetic ring 510. Wherein, when the speed regulating shaft 210 is rotated in the fixed sleeve 220 so that the first control pawl 230 is aligned with the groove 211 and the second control pawl 240 is not aligned with the groove 212, the first control pawl 230 is coupled to the first inner ring magnetic ring 410 to prevent the first inner ring magnetic ring 410 from rotating relative to the fixed sleeve 220 And when the speed regulating shaft 210 is rotated in the fixed sleeve 220 so that the first control pawl 230 is not aligned with the groove 211 and the second control pawl 240 is aligned with the groove 212, the second control pawl The pawl 240 is coupled to the second inner ring magnetic ring 510 to prevent the second inner ring magnetic ring 510 from rotating relative to the fixed sleeve 220. In this way, the first inner ring magnetic coil 410 or the second inner ring magnetic coil 510 can be selected to be fixed according to the gear requirements.

In detail, the fixed shaft sleeve 220 includes a hollow tube body (not labeled). The openings 221 and the openings 222 are spaced apart on the hollow tube body and communicate with the inside of the hollow tube body, and the center of the opening 221 is connected to the center of the hollow tube. The line connecting the center of the opening 222 is parallel to the center axis of the fixed sleeve 220. The speed control shaft 210 includes a rod body (not labeled). The groove 211 and the groove 212 are spaced apart on the rod body, and the line connecting the center of the groove 211 and the center of the groove 212 is not parallel to the center axis of the speed control shaft 210 (The central axis of the speed control shaft 210 overlaps with the central axis of the fixed sleeve 220).

When the first control pawl 230 is aligned with the groove 211, one end of the first control pawl 230 will fall into the groove 211, causing the other end to be protrudingly coupled with the first inner ring magnetic ring 410, thereby preventing the first control pawl 230 from being coupled to the first inner ring magnetic ring 410. The inner ring magnetic ring 410 rotates; on the contrary, when the first control pawl 230 is not aligned with the groove 211, one end of the first control pawl 230 is pushed up by the surface of the speed control shaft 210 (the surface of the speed control shaft 210 is higher than the concave The groove surface of the groove 211), and the other end is relatively pivoted to be separated from the first inner ring magnetic ring 410. Similarly, the relationship between the second control pawl 240 and the groove 212 is the same as that of the first control pawl 230 and the groove 211, and will not be repeated.

Therefore, through the rotation of the speed control shaft 210, the first inner ring magnetic ring 410 or the second inner ring magnetic ring 510 can be fixed, and the connection between the center of the groove 211 and the center of the groove 212 is not parallel to the speed control shaft 210 central axis configuration Therefore, the coupling of the first control pawl 230 and the first inner ring magnetic ring 410 and the coupling of the second control pawl 240 and the second inner ring magnetic ring 510 will not occur at the same time, that is, the first inner ring magnetic ring 410 and The second inner ring magnetic coil 510 will not be fixed at the same time. In addition, the inner wall of the first inner ring yoke 412 may be provided with a plurality of ring grooves (not labeled) for coupling with the first control pawl 230, and the inner wall of the second inner ring yoke 512 may also be provided with a plurality of ring grooves. The tooth groove (not labeled) is used for coupling the second control pawl 240.

The input transmission mechanism 300 may include a transmission wheel 310 and a meshing wheel 320. The transmission wheel 310 is driven to rotate by a power (not shown). The meshing wheel 320 is linked by the transmission wheel 310 and includes a meshing surface 321, and a first magnetic adjusting ring 420 includes an occlusal surface 4231 (shown in FIG. 4), which faces the engaging surface 321. The speed-regulating shaft assembly 200 further includes a meshing control slider 270, which is linked with the meshing wheel 320 and includes a first coupling pin 271. The fixed sleeve 220 may further include an axial track 223, and the speed-regulating shaft 210 may further include a The first spiral guide groove 213. Wherein, the first coupling pin 271 protrudes into the axial track 223 and the first spiral guide groove 213, and the first coupling pin 271 is guided by the first spiral guide groove 213 to move in the axial track 223 to drive the engagement surface 321 to engage with The face 4231 is engaged or separated.

The input transmission mechanism 300 may further include an input gear 340 sleeved on the transmission wheel 310 (see Fig. 1, but the transmission wheel 310 is omitted for the sake of simplicity in Fig. 2), and the power can drive the input gear 340 to link the transmission wheel 310 Spin. The transmission wheel 310 may include a plurality of inner sliding grooves 331, and the meshing wheel 320 may further include a plurality of ribs 322 corresponding to the inner sliding grooves 331, respectively. Therefore, the meshing wheel 320 can be axially displaced relative to the transmission wheel 310, but cannot rotate relative to the transmission wheel 310 .

The first coupling pin 271 protrudes from the inner wall of the engagement control slider 270, the axial track 223 of the fixed sleeve 220 communicates with the inside of the hollow tube, and the first spiral guide groove 213 is located on the speed regulating shaft 210 On the pole body. Therefore, when the engagement control slider 270 is sleeved on the fixed shaft sleeve 220, the first coupling pin 271 can protrude into the axial rail 223 and the first spiral guide groove 213 at the same time. When the speed control shaft 210 is rotated, the first coupling pin 271 will be driven by the first spiral guide groove 213. Because the first coupling pin 271 is restricted by the axial rail 223 and cannot rotate, it can only move along the axial rail 223. , And change the position of the engagement control slider 270.

The occlusal surface 4231 is located on the first magnetic adjustment core cover 423, so when the engaging surface 321 is engaged with the occlusal surface 4231, the input transmission mechanism 300 will drive the first magnetic adjustment ring 420 to rotate.

In order to provide more gear changes, the first magnetic gear mechanism 400 may further include a first output clutch 440 disposed on the first outer ring magnetic ring 430, and the first output clutch 440 is selectively pressed by the meshing wheel 320. In order to selectively release the linkage between the hub 100 and the first outer ring magnetic ring 430.

The first output clutch 440 can be disposed in a pivot hole (not labeled) of the first outer ring yoke 432, and the first output clutch 440 has a one-way pawl structure and can pivot toward the outside of the first outer ring yoke 432 To be coupled to the wheel hub 100. The position of the first output clutch 440 corresponds to the engagement wheel 320, and the engagement wheel 320 may include a flange 323 corresponding to the first output clutch 440. Therefore, when the speed regulating shaft 210 is rotated, the engagement wheel 320 is displaced in the axial direction and can be pushed. The first output clutch 440 is pushed to separate it from the hub 100, and at this time the hub 100 and the first outer ring magnetic ring 430 are disconnected.

In the embodiment shown in FIGS. 1-3, the transmission wheel 310 can be selectively linked with the first outer ring magnetic ring 430. The input transmission mechanism 300 may further include an input clutch 330 disposed on the transmission wheel 310, and the speed regulating shaft assembly 200 further includes an input control slider 250 which is sleeved on the fixed sleeve 220 and selectively pushes against the input clutch 330, Wherein, when the input control slider 250 is pushed against the input clutch 330, the coupling of the transmission wheel 310 and the first outer ring magnetic ring 430 is released.

The speed regulating shaft 210 may further include a second spiral guide groove 214, and the input control slider 250 further includes a second coupling pin 251 protruding into the axial track 223 and a second spiral guide groove 214, the second coupling pin 251 is affected by the first The two spiral guide grooves 214 are guided to be displaced in the axial rail 223 to drive the input control slider 250 to push against the input clutch 330.

The second spiral guide groove 214 is also located on the rod body of the speed regulating shaft 210 and is spaced apart from the first spiral guide groove 213. The structural relationship of the second spiral guide groove 214, the second coupling pin 251 and the input control slider 250 is similar to that of the first spiral guide groove 214. The spiral guide groove 213, the first coupling pin 271 and the engagement control sliding block 270 are similar, and will not be described again. The input control slider 250 is movably located inside the transmission wheel 310 to change the coupling state of the input clutch 330 and the transmission wheel 310.

In addition, the hub 100 can also be selectively linked with the second magnetic ring 520. The second magnetic gear mechanism 500 may further include a second output clutch 540, which is disposed on the second magnetic ring 520, and the speed regulating shaft assembly 200 further includes an output control slider 260, which is sleeved on the fixed sleeve 220 and selects The second output clutch 540 is positively pushed and output. Wherein, when the output control slider 260 is pushed against the second output clutch 540, the coupling of the second magnetic ring 520 and the hub 100 is released.

The speed regulating shaft 210 may further include a third spiral guide groove 215; the output control slider 260 further includes a third coupling pin 261 protruding into the axial track 223 and a third spiral guide groove 215, and the third coupling pin 261 is affected by the third The spiral guide groove 215 is guided to be displaced in the axial rail 223 to drive the output control slider 260 to push against the second output clutch 540.

The third spiral guide groove 215 is also located on the rod body of the speed regulating shaft 210 and is spaced apart from the second spiral guide groove 214. The structural relationship of the third spiral guide groove 215, the third coupling pin 261 and the output control slider 260 is the same as that of the first The spiral guide groove 213, the first coupling pin 271 and the engagement control sliding block 270 are similar, and will not be described again.

The second output clutch 540 may be disposed on the second magnetic core cover 523, and the second cover 120 of the hub 100 may include a plurality of cogging (not labeled) corresponding to the second output clutch 540, which is movably located through the output control slider 260 The inside of the second magnetic core cover 523 can change the coupling state of the second output clutch 540 and the second cover 120.

Please refer to Figures 4, 5 and 6, where Figure 4 shows a schematic diagram of the gear adjustment of the transmission device 10 in the first embodiment, and Figure 5 shows the transmission device 10 in the first embodiment. The first gear transmission schematic diagram of FIG. 6 is a simplified schematic diagram of the transmission device 10 of the embodiment in FIG. 5. As shown in Figure 4, rotating the speed regulating shaft 210 can change the axial positions of the input control slider 250, the engagement control slider 270, and the output control slider 260, and change the grooves 211, 212 and the first control spine. The relationship between the pawl 230 and the second control pawl 240.

In detail, when the speed regulating shaft 210 is turned to the output corresponding to the first gear position, the input control slider 250 is located at the position P11 so that the transmission wheel 310 does not Linked with the first outer ring magnetic ring 430, the meshing control slider 270 is located at the position P21, so that the meshing wheel 320 is meshed with the first magnetic ring 420 and the first outer ring magnetic ring 430 is linked with the hub 100, and the first control pawl 230 corresponds to the groove 211 to couple and fix the first inner ring magnetic ring 410, and the output control slider 260 is located at the position P31 so that the second magnetic ring 520 is not linked with the hub 100, but can be as shown in Figures 5 and 6, The power transmission path is in sequence: the transmission wheel 310, the meshing wheel 320, the first magnetic ring 420, the first outer ring magnetic ring 430, and the hub 100. At this time, the output is the lowest speed.

Please refer to Figures 7 and 8, and also refer to Figure 4, where Figure 7 shows a schematic diagram of the second gear transmission of the transmission device 10 of the embodiment in Figure 1 and Figure 8 shows the implementation of Figure 7 Example of a simplified schematic diagram of the speed change device 10. At this time, the speed regulating shaft 210 is turned to the output corresponding to the second gear. The difference from the first gear is that the second control pawl 240 corresponds to the groove 212 to couple and fix the second inner ring magnetic coil 510, so it can As shown in Figures 7 and 8, the power transmission path in sequence is: the transmission wheel 310, the meshing wheel 320, the second magnetic ring 520, the second outer ring magnetic ring 530, and the hub 100. At this time, it is the second low speed. Output.

Please refer to Figures 9 and 10, and also refer to Figure 4, where Figure 9 shows a schematic diagram of the third gear transmission of the transmission device 10 of the embodiment in Figure 1 and Figure 10 shows the implementation of Figure 9 Example of a simplified schematic diagram of the speed change device 10. At this time, the speed regulating shaft 210 is turned to the output corresponding to the third gear position, the input control slider 250 is located at the position P12 so that the transmission wheel 310 is linked with the first outer ring magnetic ring 430, and the meshing control slider 270 is located at the position P22 to engage The wheel 320 does not mesh with the first magnetic ring 420 and the first outer ring magnetic ring 430 is linked with the hub 100. Neither the first control pawl 230 nor the second control pawl 240 corresponds to the groove 211, 212, without coupling and fixing the first inner ring magnetic ring 410 and the second inner ring magnetic ring 510, the output control slider 260 is still at the position P31 so that the second magnetic ring 520 is not linked with the hub 100. Therefore, as shown in Figs. 9 and 10, the power transmission path in sequence is: the transmission wheel 310, the first outer ring magnetic ring 430, and the hub 100, which is the output of the direct drive at this time.

Please refer to Figures 11 and 12, and also refer to Figure 4, where Figure 11 shows a schematic diagram of the fourth gear transmission of the transmission device 10 of the embodiment in Figure 1 and Figure 12 shows the implementation of Figure 11 Example of a simplified schematic diagram of the speed change device 10. At this time, the speed regulating shaft 210 is turned to the output corresponding to the fourth gear position, the input control slider 250 is located at the position P12 so that the transmission wheel 310 is linked with the first outer ring magnetic ring 430, and the meshing control slider 270 is located at the position P23 to make the meshing The wheel 320 is not engaged with the first magnetic ring 420 and the first outer ring magnetic ring 430 is not linked with the hub 100. The second control pawl 240 corresponds to the groove 212 to couple and fix the second inner ring magnetic ring 510, and output the control slide The block 260 is changed to the position P32 so that the second magnetic ring 520 is linked with the hub 100. Therefore, as shown in Figures 11 and 12, the power transmission path in sequence is: the transmission wheel 310, the second outer ring magnetic ring 530, the second magnetic ring 520, and the hub 100. At this time, it is the second high-speed output. .

Please refer to Figures 13 and 14, and also refer to Figure 4, where Figure 13 shows a schematic diagram of the fifth gear transmission of the transmission device 10 of the embodiment in Figure 1 and Figure 14 shows the implementation of Figure 13 Example of a simplified schematic diagram of the speed change device 10. At this time, the speed regulating shaft 210 is turned to the output corresponding to the fifth gear. The difference from the fourth gear is that the first control pawl 230 corresponds to the groove 211 to couple and fix the first inner ring magnetic coil 410, so it can As shown in Figures 13 and 14, moving The force transmission path in sequence is: the transmission wheel 310, the first outer ring magnetic ring 430, the first magnetic ring 420 and the hub 100, which is the highest speed output at this time.

Through the above-mentioned embodiments, it can be seen that the first magnetic gear mechanism 400 and the second magnetic gear mechanism 500 can improve the friction, noise, and processing problems of traditional mechanical gears, and through the multi-gear structure configuration, you can choose what you need according to your needs. The gears can be suitable for transmission and transmission systems of light-duty mobile vehicles such as motorcycles, bicycles, golf carts, and karts.

Although the present invention has been disclosed in the above embodiments, it is not intended to limit the present invention. Anyone familiar with the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection of the present invention The scope shall be subject to the definition of the attached patent application scope.

10‧‧‧Variable gear

110‧‧‧First cover

120‧‧‧Second cover

130‧‧‧ring cover

210‧‧‧Speed control shaft

211, 212‧‧‧ groove

213‧‧‧First spiral guide groove

251‧‧‧Second Joint Pin

260‧‧‧Output control slider

261‧‧‧Third joint pin

270‧‧‧Meshing control slider

271‧‧‧First joint pin

310‧‧‧Drive wheel

320‧‧‧Metering wheel

214‧‧‧Second spiral guide groove

215‧‧‧Third spiral guide groove

220‧‧‧Fixed shaft sleeve

221、222‧‧‧Opening

223‧‧‧Axial track

230‧‧‧First control pawl

240‧‧‧Second control pawl

250‧‧‧Input control slider

321‧‧‧Meshing surface

322‧‧‧Protrusion Rib

323‧‧‧Flange

330‧‧‧Input clutch

331‧‧‧Inner chute

400‧‧‧The first magnetic gear mechanism

500‧‧‧Second magnetic gear mechanism

Claims (10)

A speed change device, including: A wheel A speed regulating shaft assembly located in the hub; A first magnetic gear mechanism is located in the hub and includes: A first inner ring magnetic ring is rotatably sleeved on the speed regulating shaft assembly and includes a plurality of first inner pole pairs; A first magnetic ring is rotatably located between the first inner ring magnetic ring and the hub; and A first outer ring magnetic ring is rotatably located between the first field-adjusting ring and the hub and includes a plurality of first outer pole pairs, the first outer ring magnetic ring is selectively coupled to the hub; A second magnetic gear mechanism is located in the hub and arranged coaxially with the first magnetic gear mechanism, and the second magnetic gear mechanism includes: A second inner ring magnetic ring rotatably sleeved on the speed regulating shaft assembly and including a plurality of second inner pole pairs; A second magnetic ring is rotatably located between the second inner ring magnetic ring and the hub, and the second magnetic ring is rotatably coupled to the first magnetic ring; and A second outer ring magnetic ring is rotatably located between the second magnetic ring and the hub and includes a plurality of second outer pole pairs. The second outer ring magnetic ring is rotatably coupled to the first outer ring magnetic ring. Circle; and An input transmission mechanism, optionally coupled to the first magnetic ring to drive the first magnetic ring to rotate; Wherein, the number of the first inner pole pair is different from the number of the second inner pole pair, or the number of the first outer pole pair is different from the number of the second outer pole pair, and the speed regulating shaft assembly is activated In order to selectively prevent the first inner ring magnetic ring or the second inner ring magnetic ring from rotating relative to the speed regulating shaft assembly. The speed change device described in item 1 of the scope of patent application, wherein the speed regulating shaft assembly includes: A fixed shaft sleeve, including two openings spaced apart from each other; A speed regulating shaft, located in the fixed shaft sleeve and containing two grooves; A first control pawl pivoted on an opening to be selectively coupled to the first inner ring magnetic coil; and A second control pawl, pivoted on the other opening to be selectively coupled to the second inner ring magnetic ring; Wherein, when the speed regulating shaft is rotated in the fixed shaft sleeve so that the first control pawl is aligned with a groove and the second control pawl is not aligned with another groove, the second control pawl is not aligned with the other groove. A control pawl is coupled to the first inner ring magnetic ring to prevent the first inner ring magnetic ring from rotating relative to the fixed sleeve; and When the speed regulating shaft is rotated in the fixed sleeve, the first control pawl is not aligned with the one groove and the second control pawl is aligned with the other groove At this time, the second control pawl is coupled to the second inner ring magnetic ring to prevent the second inner ring magnetic ring from rotating relative to the fixed sleeve. The speed change device described in item 2 of the scope of patent application, in which: The input transmission mechanism includes: A transmission wheel, driven to rotate by a power; and A meshing wheel, which is linked by the transmission wheel and includes a meshing surface; The first magnetic tuning ring includes: An occlusal surface facing the mating surface; The speed control shaft assembly further includes: A meshing control slider, which is linked with the meshing wheel and includes a first coupling pin; The fixed shaft sleeve further includes an axial track; and The speed regulating shaft further includes a first spiral guide groove; Wherein, the first coupling pin protrudes into the axial track and the first spiral guide groove, and the first coupling pin is guided by the first spiral guide groove to move in the axial track, driving the engaging surface and the first spiral guide groove to move in the axial track. The occlusal surfaces are engaged or separated. The speed change device described in item 3 of the scope of patent application, wherein the first magnetic gear mechanism further includes: A first output clutch is arranged on the first outer ring magnetic ring, and the first output clutch is selectively pressed by the meshing wheel to selectively release the linkage between the hub and the first outer ring magnetic ring. The speed change device described in item 3 of the scope of patent application, wherein the transmission wheel is selectively linked with the first outer ring magnetic ring. For the transmission device described in item 5 of the scope of patent application, wherein the input transmission mechanism further includes an input clutch, the input clutch is disposed on the transmission wheel, the speed regulating shaft assembly further includes an input control slider, the input control The slider is sleeved on the fixed shaft sleeve and selectively pushes against the input clutch. When the input control slider pushes against the input clutch, the coupling of the transmission wheel and the first outer ring magnetic ring is released. According to the speed change device described in item 6 of the scope of patent application, the speed regulating shaft further includes a second spiral guide groove, and the input control slider further includes a second coupling pin protruding into the axial track and the first Two spiral guide grooves, the second coupling pin is guided by the second spiral guide groove to move in the axial track to drive the input control slider to push against the input clutch. The speed change device described in item 3 of the scope of the patent application, wherein the hub and the second magnetic ring are selectively linked. As for the speed change device described in claim 8, wherein the second magnetic gear mechanism further includes a second output clutch, the second output clutch is disposed on the second magnetic ring, and the speed control shaft assembly is more It includes an output control slider which is sleeved on the fixed sleeve and selectively pushes against the second output clutch. When the output control slider pushes against the second output clutch, the second magnetization The coupling between the ring and the hub is released. As for the speed change device described in claim 9, wherein the speed regulating shaft further includes a third spiral guide groove, and the output control slider further includes a third coupling pin protruding into the axial track and the first There are three helical guide grooves, and the third coupling pin is guided by the third helical guide groove to move in the axial track to drive the output control slider to push against the second output clutch.

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