CN112628366A - Speed change mechanism of electric locomotive - Google Patents
Speed change mechanism of electric locomotive Download PDFInfo
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- CN112628366A CN112628366A CN201911158268.7A CN201911158268A CN112628366A CN 112628366 A CN112628366 A CN 112628366A CN 201911158268 A CN201911158268 A CN 201911158268A CN 112628366 A CN112628366 A CN 112628366A
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- 230000003137 locomotive effect Effects 0.000 title claims abstract description 49
- 230000007246 mechanism Effects 0.000 title claims abstract description 39
- 230000008859 change Effects 0.000 title claims abstract description 26
- 230000005540 biological transmission Effects 0.000 claims abstract description 54
- 230000009471 action Effects 0.000 claims description 3
- 239000000446 fuel Substances 0.000 description 13
- 230000009467 reduction Effects 0.000 description 11
- 230000001105 regulatory effect Effects 0.000 description 9
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 4
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H7/00—Gearings for conveying rotary motion by endless flexible members
- F16H7/02—Gearings for conveying rotary motion by endless flexible members with belts; with V-belts
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/1004—Structural association with clutches, brakes, gears, pulleys or mechanical starters with pulleys
- H02K7/1008—Structural association with clutches, brakes, gears, pulleys or mechanical starters with pulleys structurally associated with the machine rotor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H7/00—Gearings for conveying rotary motion by endless flexible members
- F16H7/08—Means for varying tension of belts, ropes, or chains
- F16H2007/0863—Finally actuated members, e.g. constructional details thereof
- F16H2007/0865—Pulleys
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Mechanical Engineering (AREA)
- Transmissions By Endless Flexible Members (AREA)
Abstract
The invention discloses a speed change mechanism of an electric locomotive, which comprises a driving pulley set, a driven pulley set, a transmission belt and an oil pressure device. The drive pulley set moves in an axial direction of the input shaft to adjust the first pitch radius. The driven pulley set moves along the axial direction of the output shaft to adjust the second pitch circle radius. The driving belt is connected with the driving pulley set and the driven pulley set. Oil pressure device contains the drive end cylinder body that sets up on drive pulley group and sets up the driven end cylinder body on driven pulley group, through the pressure tank intercommunication, and the inslot pressure provides thrust to drive pulley and driven pulley to keep the clamping-force to driving belt.
Description
Technical Field
The invention relates to the field of speed change mechanisms of electric locomotives, in particular to a speed change mechanism of an electric locomotive, which avoids a transmission belt from slipping through an oil pressure device.
Background
In a conventional locomotive using a fuel engine, a Continuously Variable Transmission (CVT) is provided to drive the locomotive. As shown in fig. 1, the transmission device includes a driving pulley set 10, a driven pulley set 11, and a transmission belt 12. The driving pulley set 10 is connected to the fuel engine 13 and rotates as the fuel engine 13 operates. When the driving pulley set 10 rotates, as the rotation speed increases, the centrifugal force of the centrifugal roller 14 also increases and pushes the movable driving pulley to generate axial displacement, thereby changing the position (pitch circle diameter change) of the transmission belt 12 on the driving pulley set 10, and making the reduction ratio of the transmission device become smaller as the vehicle speed increases. The transmission belt 12 is a power transmission medium between the driving pulley set 10 and the driven pulley set 11, and since the length of the transmission belt 12 is fixed, when the driving pulley set 10 or the driven pulley set 11 generates axial displacement, the radius of the transmission belt 12 on the driving pulley set 10 or the driven pulley set 11 will be changed accordingly, thereby achieving the purpose of stepless speed change.
On the other hand, the driven pulley set 11 is the system output end, and the power is transmitted to the driven pulley set 11 through the transmission belt 12 to drive the tire 15 to rotate. The driven pulley set 11 is provided with a compression spring 16 and a torsion cam 17, and the compression spring 16 provides basic axial thrust to ensure basic clamping force of the driven pulley set 11 on the transmission belt 12. The torsion cam 17 is mainly used to provide the torsion required for the vehicle to run by changing the position (radius) of the transmission belt 12 on the driven pulley set 11 (radius is increased) and changing the reduction ratio of the transmission device even if the reduction ratio of the transmission device is increased because the movable driven pulley is displaced axially due to the inconsistent torsion received by the pulleys on both sides of the driven pulley set 11 when the vehicle runs with increased resistance.
However, since the engine is continuously running at idle, the conventional fuel-powered locomotive is provided with a centrifugal clutch 18 to ensure that the vehicle is disconnected from the fuel engine 13 and the tires 15 at idle, i.e. the engine is idling in a no-load state. When the vehicle is started and the centrifugal clutch 18 reaches the set engaging speed, the clutch 18 is engaged and transmits the power output from the engine to the tire 15, and the vehicle is advanced. When the conventional fuel locomotive is started, the centrifugal roller 14 of the driving pulley set 10 is already at a relatively high rotation speed, and can provide a certain clamping force for the transmission belt to transmit power, but the transmission belt 12 is still in a slipping state due to insufficient clamping force (the slipping phenomenon disappears only when the time speed reaches about 60 km/h). If the stepless speed change transmission device of the traditional fuel locomotive is used on the electric locomotive, because the motor of the electric locomotive has no idling operation problem, a clutch is not arranged, the virtual power consumption of idling of the motor before the clutch is not engaged is avoided, and if the transmission device of the traditional fuel locomotive is directly adopted for the electric locomotive, a large amount of power is consumed due to the slipping phenomenon of the transmission device at the medium and low speed, so that the cruising power of the electric locomotive is greatly reduced.
Therefore, how to build a continuously variable transmission mechanism suitable for an electric motorcycle, which avoids the problems encountered by using the above-mentioned fuel engine transmission device, is worth thinking in the field of electric motor vehicles. Therefore, the inventor of the present invention has devised and designed a transmission mechanism for an electric motorcycle, which improves upon the problems of the prior art, and further enhances the industrial application.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a speed change mechanism of an electric locomotive, which aims to solve the problems caused by the fact that a stepless speed change transmission device of the existing fuel engine locomotive is used on the electric locomotive.
The invention provides a speed change mechanism of an electric locomotive, which comprises a driving pulley set, a driven pulley set, a transmission belt and an oil pressure device. Wherein, the driving pulley group contains first driving pulley and second driving pulley, and first driving pulley is fixed on the input shaft, is connected with electric motor, and the axial direction removal of second driving pulley along the input shaft is in order to adjust the first pitch radius of driving pulley group. The driven pulley group contains first driven pulley and second driven pulley, and first driven pulley is fixed on the output shaft, and the second driven pulley removes the second pitch radius with the adjustment driven pulley group along the axial direction of output shaft. The driving belt is connected with the driving pulley set and the driven pulley set. Oil pressure unit contains drive end cylinder body and driven end cylinder body, and the drive end cylinder body sets up on drive pulley group and the driven end cylinder body sets up on driven pulley group, and the drive end cylinder body passes through the head tank intercommunication with the driven end cylinder body, and the pressure in the head tank makes second drive pulley remove towards first drive pulley to make second driven pulley remove towards first driven pulley, in order to provide drive belt's clamping-force.
Alternatively, the drive-end cylinder includes a drive-end piston and a drive-end pressing plate, and the pressure in the pressure groove pushes the drive-end pressing plate via the drive-end piston to move the second drive pulley toward the first drive pulley.
Alternatively, the driven end cylinder block includes a driven end piston and a driven end pressing plate, and the pressure in the pressure tank pushes the driven end pressing plate via the driven end piston to move the second driven pulley toward the first driven pulley.
Optionally, the driven pulley set includes a torsion cam that moves the second driven pulley toward the first driven pulley increasing the second pitch radius when the output shaft encounters an external resistance.
Optionally, a speed regulating spring is arranged between the driving pulley set and the driving end cylinder, when the standard single-person driving is performed, the speed regulating spring applies thrust to the second driving pulley to keep tension of the driving belt, when the electric motor is started at a heavy load and a low speed, the second driven pulley moves towards the first driven pulley through the action of the torsion cam, and the speed regulating spring is moved and compressed by the second driving pulley to be far away from the first driving pulley, so that the first pitch circle radius is reduced.
Optionally, a centrifugal speed regulating mechanism is arranged between the driving pulley set and the driving end cylinder, when the rotation speed of the electric motor is increased, the centrifugal speed regulating mechanism applies pressure to push the second driving pulley to the first driving pulley through the centrifugal force of the centrifugal roller, and the first pitch circle radius is increased.
Optionally, the oil pressure device comprises a pressure spring and a pressure groove piston, one end of the pressure groove piston is connected with the pressure spring, and the other end of the pressure groove piston is connected with the pressure groove and is absorbed by the pressure spring when the pressure and the volume in the pressure groove change.
Optionally, the pressure spring is connected to the adjusting nut, and the adjusting nut adjusts the position of the pressure spring to control the pressure in the pressure tank.
The speed change mechanism of the electric locomotive provided by the invention has one or more of the following advantages:
(1) the speed change mechanism of the electric locomotive can reduce the rotating speed of the electric motor when the electric locomotive runs at a high speed through the speed change transmission device, so that the electric energy consumption is reduced, and the mileage of the electric locomotive which can run is increased.
(2) The speed change mechanism of the electric locomotive can solve the problem that the electric locomotive is not provided with a clutch of a fuel locomotive, provides clamping force through the oil pressure device, avoids electric energy consumption caused by the slipping phenomenon of a transmission belt during starting, and improves the endurance of the electric locomotive.
(3) The speed change mechanism of the electric locomotive is designed through the speed regulation spring, so that when the electric locomotive starts under a heavy load at a low speed, a larger speed reduction ratio is provided to reduce the rotating speed of the motor, the motor is prevented from entering a rotating speed range with lower efficiency, and the convenience and the practicability of vehicle control are improved.
Drawings
FIG. 1 is a schematic illustration of a continuously variable transmission of a prior art fuel powered locomotive;
FIG. 2 is a schematic diagram of a transmission mechanism of an electric vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic view of the shifting mechanism of the present invention during weight-off operation;
FIG. 4 is a schematic view of the shifting mechanism at a top speed in accordance with an embodiment of the present invention.
Description of the symbols
10. 20: a driving pulley group;
11. 30: a driven pulley set;
12. 40: a drive belt;
13: a fuel engine;
14. 63: a centrifugal roller;
15: a tire;
16: a compression spring;
17. 64: a torsion cam;
18: a clutch;
21: a first drive pulley;
22: a second drive pulley;
23: an input shaft;
31: a first driven pulley;
32: a second driven pulley;
33: an output shaft;
50: an oil pressure device;
51: a cylinder body is driven;
52: a driven end cylinder block;
53: a pressure tank;
54: a pressure spring;
55: a pressure tank piston;
56: adjusting the screw cap;
57: a drive end piston;
58: a drive end compression plate;
59: a driven end piston;
60: a driven end pressure plate;
61: a speed regulating spring;
62: a centrifugal speed regulating mechanism;
63: a centrifugal roller;
64: a torsion cam;
90: an electric motor;
100: a speed change mechanism;
r, R1, R2: a first pitch circle radius;
l, L1, L2: the second pitch radius.
Detailed Description
In order to facilitate the examination of the technical features, contents and advantages of the present invention and the efficacy achieved thereby, the present invention will be described in detail with reference to the accompanying drawings and the embodiments, wherein the drawings are used for illustration and assistance of the description, and not necessarily for the actual scale and precise configuration of the invention after the implementation, and therefore, the drawings are not to be read and the scope of the right of the invention in the actual implementation should be limited by the scale and the configuration relationship of the drawings.
The present invention will be further described by the detailed description of preferred embodiments with reference to the accompanying drawings.
Fig. 2 is a schematic diagram of a transmission mechanism of an electric locomotive according to an embodiment of the invention. As shown in fig. 2, the transmission mechanism 100 of the electric vehicle includes a driving pulley set 20, a driven pulley set 30, a driving belt 40, and an oil pressure device 50. The driving pulley set 20 includes a first driving pulley 21 and a second driving pulley 22, the first driving pulley 21 is a fixed pulley, the center thereof is fixed on the input shaft 23, and one end of the input shaft 23 is connected with the electric motor 90. The second drive pulley 22 is a movable pulley provided on a side of the input shaft 23 opposite to the electric motor 90, and the second drive pulley 22 is movable in the axial direction of the input shaft 23 to adjust the first pitch radius R of the drive pulley group 20.
The driven pulley group 30 includes a first driven pulley 31 and a second driven pulley 32, the first driven pulley 31 is a fixed pulley, the center of which is fixed to one end of an output shaft 33, and the other end of the output shaft 33 is connected to a tire of the electric vehicle. The second driven pulley 32 is a movable pulley provided between both ends of the output shaft 33, and the second driven pulley 32 is movable in the axial direction of the output shaft 33 to adjust the second pitch radius L of the driven pulley group 30. The driving belt 40 connects the driving pulley set 20 and the driven pulley set 30, and may be a V-belt having a fixed length. When the movable pulley of the driving pulley set 20 or the driven pulley set 30 generates an axial displacement, the first pitch radius R of the driving pulley set 20 or the second pitch radius L of the driven pulley set 30 changes accordingly, so that the radius of the transmission belt 40 surrounding the driving pulley set 20 or the driven pulley set 30 changes accordingly, and the transmission mechanism 100 can achieve the purpose of stepless transmission when the electric motor 90 operates.
If the conventional stepless speed change transmission device of the fuel locomotive in the prior art is directly applied to an electric locomotive, the electric locomotive is not provided with a clutch, and a large amount of electric energy is consumed due to the slipping problem at medium and low speeds, so that the driving mileage is reduced, and therefore the oil pressure device 50 is arranged in the speed change mechanism 100 of the electric locomotive provided by the invention to solve the problem. The hydraulic device 50 includes a drive-end cylinder 51 and a driven-end cylinder 52, the drive-end cylinder 51 is provided on the drive pulley group 20, the driven-end cylinder 52 is provided on the driven pulley group 30, and the drive-end cylinder 51 and the driven-end cylinder 52 communicate with each other through a pressure groove 53 to form a closed space. The pressure in the hydraulic device 50 is adjusted by a pressure spring 54 and a pressure tank piston 55, and the pressure tank piston 55 is connected to the pressure spring 54 at one end and the pressure tank 53 at the other end, and is absorbed by the pressure spring 54 when the pressure and the volume in the pressure tank 53 change. When the pressure needs to be adjusted, the pressure in the space can also be adjusted by an adjusting nut 56 connected with the pressure spring 54. Because the interior of the oil pressure device 50 is an integrally communicated closed space, the internal pressure of the oil pressure device can respectively press the driving end cylinder 51 and the driven end cylinder 52, the driving end piston 57 pushes the driving end pressure plate 58 to move the second driving pulley 22 towards the first driving pulley 21, and the driven end piston 59 pushes the driven end pressure plate 60 to move the second driven pulley 32 towards the first driven pulley 31, so that the clamping force for the driving belt 40 is provided, the driving belt 40 is ensured not to slip, and unnecessary electric energy is not consumed.
In addition, the electric locomotive can output the maximum torque force at low speed due to the characteristic relation of motor output, but the electric locomotive can increase the electric quantity consumption speed and reduce the endurance of the electric locomotive when running at high speed. If the electric locomotive can run at a medium-high speed with a small reduction ratio, namely the rotating speed of the motor is reduced, the electric quantity consumption speed can be reduced, and the running mileage of the electric locomotive is effectively improved. In contrast, a mechanism for adjusting the drive pulley 20 and the driven pulley 30 is required to adjust the reduction ratio by adjusting the radius of the transmission belt 40. In this embodiment, a speed adjusting spring 61 and a centrifugal speed adjusting mechanism 62 are disposed between the driving pulley set 20 and the driving end cylinder 51, the speed adjusting spring 61 is disposed on the second driving pulley 22, and the distance between the second driving pulley 22 and the first driving pulley 21 can be adjusted, so as to adjust the first pitch circle radius R. The centrifugal governor 62 is disposed between the driving pulley set 20 and the driving end cylinder 51, and includes a centrifugal roller 63, when the electric motor 90 drives the input shaft 23 to rotate, the centrifugal roller 63 drives the centrifugal governor 62 by centrifugal force, and the distance between the second driving pulley 22 and the first driving pulley 21 can be adjusted, that is, the reduction ratio can be adjusted by adjusting the first pitch radius R. The two speed-regulating devices are used at different times, and the operation of the transmission device when the electric locomotive starts to bear a load and reaches a medium-high speed will be described below.
Fig. 3 is a schematic view of the transmission mechanism according to the embodiment of the invention during starting load. As shown in fig. 3, the transmission mechanism 100 of the electric vehicle includes a driving pulley set 20, a driven pulley set 30, a transmission belt 40, and an oil pressure device 50. Wherein the same reference numerals as in the previous embodiment denote the same components, and the contents thereof will not be described repeatedly. When the electric locomotive starts, the load resistance is large, in the portion of the driving pulley set 20, due to the action of the torsion cam 64 mechanism, the second driven pulley 32 moves towards the first driven pulley 31, the second pitch circle radius L1 increases, the radius of the transmission belt 40 in the driven pulley set 30 increases, at this time, the speed regulating spring 61 is moved and compressed by the second driving pulley 22, the second driving pulley 22 generates axial displacement towards the direction away from the first driving pulley 21, so that the first pitch circle radius R1 is reduced, that is, the radius of the transmission belt 40 in the driving pulley set 20 is reduced, the reduction ratio is increased, and the torsion required by the running of the electric locomotive is provided.
After the electric locomotive is started, the running speed is gradually increased, and the rotating speed of the corresponding electric motor 90 is also gradually increased, however, the electric motor 90 consumes a large amount of electricity at a high rotating speed, which affects the battery endurance, if the electric locomotive can run at a medium-high speed with a small reduction ratio, the rotating speed of the electric motor 90 is reduced, which is beneficial to increasing the battery endurance and enabling the electric locomotive to run more mileage.
Fig. 4 is a schematic view of the speed change mechanism of the embodiment of the present invention at the top speed. As shown in fig. 4, the transmission mechanism 100 of the electric vehicle includes a driving pulley set 20, a driven pulley set 30, a driving belt 40, and an oil pressure device 50. Wherein the same reference numerals as in the previous embodiment denote the same components, and the contents thereof will not be described repeatedly. After the load is restarted, the electric locomotive is gradually accelerated, and the top speed is not the highest speed which can be reached by the vehicle, but can be adjusted when the top speed reaches the set switching speed. As shown in fig. 4, as the rotation speed of the electric motor 90 increases, the centrifugal force of the centrifugal roller 63 also increases, and at this time, the centrifugal governor 62 pushes up to apply an axial thrust to the second driving pulley 22, so that the second driving pulley 22 is axially displaced toward the first axial pulley 21, and the first pitch circle radius R2 is increased, that is, the radius of the driving belt 40 in the driving pulley set 20 is increased, so that the reduction ratio of the transmission device is decreased, and the rotation speed of the electric motor is decreased to save electric power.
When the reduction ratio is small, the driven-end cylinder piston 59 retracts, and the second driven pulley 22 is axially displaced in a direction away from the first driven pulley 21, so that the second pitch circle radius L2 decreases, and the change in the volume of the hydraulic device 50 is absorbed by the pressure spring 54. The embodiment is a stepless speed change transmission device suitable for an electric locomotive, aiming at different vehicle types, parameters such as the weight of a centrifugal roller 63, a speed regulating spring 61, a pressure spring 54, the piston area of an oil hydraulic cylinder, the wheel base and the like can be adjusted to match the speed change characteristics of different vehicle types, so that the parts can achieve the best effect, and the development cost for designing a new transmission device is reduced.
While the present invention has been described in detail with reference to the preferred embodiments, it should be understood that the above description should not be taken as limiting the invention. Various modifications and alterations to this invention will become apparent to those skilled in the art upon reading the foregoing description. Accordingly, the scope of the invention should be determined from the following claims.
Claims (8)
1. A transmission mechanism for an electric vehicle, comprising:
the driving belt pulley set comprises a first driving belt pulley and a second driving belt pulley, the first driving belt pulley is fixed on the input shaft and connected with the electric motor, and the second driving belt pulley moves along the axial direction of the input shaft to adjust the first pitch circle radius of the driving belt pulley set;
the driven pulley set comprises a first driven pulley and a second driven pulley, the first driven pulley is fixed on the output shaft, and the second driven pulley moves along the axial direction of the output shaft to adjust the second pitch circle radius of the driven pulley set;
the transmission belt is connected with the driving pulley set and the driven pulley set;
oil pressure unit contains drive end cylinder body and driven end cylinder body, the drive end cylinder body sets up drive pulley group is last and the driven end cylinder body sets up driven pulley group is last, the drive end cylinder body with driven end cylinder body passes through the pressure tank intercommunication, pressure in the pressure tank makes second drive pulley court first drive pulley removes, and makes second driven pulley court first driven pulley removes, in order to provide drive belt's clamping-force.
2. The transmission mechanism of an electric vehicle according to claim 1, wherein the drive-end cylinder includes a drive-end piston and a drive-end pressing plate, and the pressure in the pressure groove pushes the drive-end pressing plate via the drive-end piston to move the second drive pulley toward the first drive pulley.
3. The transmission mechanism for electric vehicles according to claim 1, wherein the driven end cylinder includes a driven end piston and a driven end pressing plate, and the pressure in the pressure groove pushes the driven end pressing plate via the driven end piston to move the second driven pulley toward the first driven pulley.
4. The transmission mechanism for an electric vehicle of claim 1, wherein the driven pulley set includes a torsion cam that moves the second driven pulley toward the first driven pulley to increase the second pitch radius when the output shaft encounters an external resistance.
5. The gearshift mechanism for electric locomotive according to claim 4, wherein a speed spring is disposed between said driving pulley set and said driving end cylinder, said speed spring applying a pushing force to said second driving pulley to maintain a tension of said driving belt when a standard single-person driving is performed, said torsion cam action moving said second driven pulley toward said first driven pulley when said electric motor is heavily loaded and starting at a low speed, said speed spring being moved and compressed by said second driving pulley away from said first driving pulley to reduce said first pitch radius.
6. The transmission mechanism for electric vehicles according to claim 1, wherein a centrifugal governor is provided between the driving pulley set and the driving end cylinder, and when the electric motor increases in rotation speed, the centrifugal governor applies pressure to the second driving pulley toward the first driving pulley by centrifugal force of the centrifugal roller, thereby increasing the first pitch circle radius.
7. The gearshift mechanism for electric vehicles of claim 1, wherein the oil pressure device comprises a pressure spring and a pressure tank piston, one end of the pressure tank piston is connected to the pressure spring, and the other end of the pressure tank piston is connected to the pressure tank, and the pressure tank piston is absorbed by the pressure spring when the pressure and the volume in the pressure tank change.
8. The transmission mechanism for an electric vehicle of claim 7, wherein the pressure spring is coupled to an adjustment nut, the adjustment nut adjusting the position of the pressure spring to control the pressure in the pressure tank.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW108136752A TWI709703B (en) | 2019-10-09 | 2019-10-09 | Variable transmission mechanism of electric motorcycles |
| TW108136752 | 2019-10-09 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112628366A true CN112628366A (en) | 2021-04-09 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911158268.7A Pending CN112628366A (en) | 2019-10-09 | 2019-11-22 | Speed change mechanism of electric locomotive |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN112628366A (en) |
| TW (1) | TWI709703B (en) |
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| TWI352174B (en) * | 2008-11-18 | 2011-11-11 | Ind Tech Res Inst | Hydraulic control apparatus for speed ratio change |
| TW201038842A (en) * | 2009-04-21 | 2010-11-01 | Chien-Ming Wu | Double speed change system having double speed changer function |
| NL1041280B1 (en) * | 2015-04-21 | 2017-01-26 | Gear Chain Ind Bv | A control system for a continuously variable transmission. |
| CN206816787U (en) * | 2017-03-29 | 2017-12-29 | 济南弘正科技有限公司 | A kind of drive belt wheel assembly |
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2019
- 2019-10-09 TW TW108136752A patent/TWI709703B/en active
- 2019-11-22 CN CN201911158268.7A patent/CN112628366A/en active Pending
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|---|---|---|---|---|
| JPS6213853A (en) * | 1985-07-10 | 1987-01-22 | Aisin Warner Ltd | V belt driven continuously variable transmission |
| JP2006046420A (en) * | 2004-08-02 | 2006-02-16 | Jatco Ltd | Hydraulic control device for belt continuously variable transmission |
| CN1945061A (en) * | 2005-10-06 | 2007-04-11 | 本田技研工业株式会社 | Vehicular transmission |
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| CN104482141A (en) * | 2014-12-14 | 2015-04-01 | 遵义金惠机械制造有限责任公司 | Stepless speed change device |
| CN109611520A (en) * | 2018-12-30 | 2019-04-12 | 芜湖万里扬变速器有限公司 | Electro-motive vehicle stepless speed variator system |
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| TWI709703B (en) | 2020-11-11 |
| TW202115329A (en) | 2021-04-16 |
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