CN219172155U

CN219172155U - Transmission device for vehicle and vehicle equipped with same

Info

Publication number: CN219172155U
Application number: CN201821451429.2U
Authority: CN
Inventors: 邹良; 孔钊; 张晓帆; 荣慧慧; 陈志鑫
Original assignee: Suzhou Cleva Electric Appliance Co Ltd
Current assignee: Suzhou Cleva Electric Appliance Co Ltd
Priority date: 2018-06-15
Filing date: 2018-09-06
Publication date: 2023-06-13
Anticipated expiration: 2028-09-06
Also published as: CN119261518A; CN109466292A; CN109466292B; CN209409776U

Abstract

The utility model provides a transmission device of a vehicle, comprising: a prime mover; a driving member driven by the prime mover; a driven member rotationally driven by the driving member; a wheel drive that drives wheels of the vehicle; a clutch mechanism, comprising: a clutch disc rotatably mounted on the wheel driving member and axially movably mounted in a direction approaching and separating from the driven member; a mating member rotatably coupled with the wheel driving member; a rotary load applying mechanism which contacts and presses the outer periphery of the clutch disc in a first state to enable the clutch disc to be far away from the driven member so as to be coupled with the matching piece, and enables the driven member to drive the wheel driving piece to rotate through the clutch mechanism; in a second state, disengaged from the outer periphery of the clutch disc; and a controller controlling the rotary load applying mechanism to enter the second state after being in the first state for a predetermined time. The utility model also provides a vehicle with the transmission device. The utility model has the beneficial effects of improving the working stability and prolonging the service life of the transmission device.

Description

Transmission device for vehicle and vehicle equipped with same

Technical Field

The utility model relates to the technical field of garden tools, in particular to a transmission device of a vehicle and the vehicle provided with the transmission device.

Background

The self-propelled mower has wheels that walk it over the lawn being mowed, the wheels being driven by a motor. The motor drives the wheel to rotate through a transmission device.

One prior art transmission includes a driving member, a driven member rotatably driven by the driving member, a wheel drive member that drives the wheels of the self-propelled mower, and a clutch mechanism. The clutch mechanism includes a clutch disc freely rotatably mounted on the wheel drive member and axially movably mounted in directions approaching and moving away from the driven member; and a mating member rotatably coupled with the wheel driving member.

When the self-propelled mower walks, the driving part drives the driven part to rotate, and the driven part drives the clutch disc to be far away from the driven part so as to be coupled with the matching part, thereby driving the wheel driving part to rotate.

When the self-propelled mower stops self-walking and manual pushing is required, the wheel driving member is driven by rotation in the forward direction to enable the clutch disc to approach the driven member to be decoupled from the matching member, so that the wheel driving member can freely rotate in any rotation direction.

However, the transmission is provided with an actuator that permanently contacts and presses the clutch disc, which may provide friction to the clutch disc at all times when the self-propelled mower is self-propelled. The friction actually forms resistance in the normal operation process of the transmission device, so that the working current of the motor is increased, and energy consumption is wasted. When the self-propelled mower can walk freely, the rotary load applying mechanism rotates along with the clutch disc, so that friction is generated between the rotary load applying mechanism and the wheel driving piece, abrasion is generated, and the service life of the transmission device is shortened.

On the other hand, when the mower is driven by the motor to move forward, if the motor is cut off and then the motor is not stopped quickly, if the mower is driven on the ground with high resistance (such as dense grasslands, high grasslands, slopes and the like), the phenomenon that the clutch cannot be disengaged easily occurs.

Accordingly, there is a need for improvements over the prior art described above to address the above-described problems.

Disclosure of Invention

The object of the utility model is to provide an optimized transmission for a vehicle comprising: a prime mover; a driving member driven by the prime mover; a driven member rotationally driven by the driving member; a wheel drive that drives wheels of the vehicle; a clutch mechanism, comprising: a clutch disc rotatably mounted on the wheel driving member and axially movably mounted in a direction approaching and separating from the driven member; a mating member rotatably coupled with the wheel driving member; a rotary load applying mechanism which contacts and presses the outer periphery of the clutch disc in a first state to enable the clutch disc to be far away from the driven member so as to be coupled with the matching piece, and enables the driven member to drive the wheel driving piece to rotate through the clutch mechanism; in a second state, disengaged from the outer periphery of the clutch disc; and a controller controlling the rotary load applying mechanism to enter the second state after being in the first state for a predetermined time.

As a specific embodiment of the present utility model, a reset member is provided between the clutch disc and the mating member, the reset member causing the clutch disc to have a tendency to move away from the mating member.

In one embodiment of the present utility model, the rotary load applying mechanism includes a push rod that moves in a direction toward the clutch disc under a first force in a first state and moves in a direction away from the clutch disc under a second force in a second state.

As a specific embodiment of the present utility model, the rotational load applying mechanism further includes an elastic member that restricts movement of the push rod in a direction approaching the clutch disc, the push rod being restricted from movement in the direction approaching the clutch disc against the elastic member by a first urging force in a first state to form a contact press on an outer peripheral edge of the clutch disc, the push rod losing the first urging force in a second state and returning to an initial position by a restoring force of the elastic member.

As a specific embodiment of the present utility model, the rotary load applying mechanism further includes a coil and an armature, the elastic member is a spring, the push rod is disposed on the armature, the coil is energized in a first state, the magnetic force generated by the coil pushes the push rod against the spring limit to move toward the clutch disc so that the push rod forms a contact press on the outer periphery of the clutch disc, the coil is de-energized in a second state, and the armature loses the magnetic force and pulls the push rod to return to the initial position under the action of the restoring force of the spring.

As a specific embodiment of the present utility model, the armature is integrally provided with the push rod.

As a specific embodiment of the present utility model, the rotary load applying mechanism further includes a rotary load applying member; the rotational load applying mechanism forms a contact abutment on the outer periphery of the clutch disc by the rotational load applying member.

As a specific embodiment of the present utility model, the rotational load applying member is configured as a friction plate which forms a curved portion at a free end thereof to be in tangential contact with an outer peripheral edge of the clutch disc.

As a specific embodiment of the present utility model, the controller is configured to energize the coil and de-energize the coil after delaying the predetermined time.

As a specific embodiment of the present utility model, the rotational load applying mechanism includes a rotational load applying member that applies rotational resistance to the clutch plate, and an actuating member that drives the rotational load applying member to act.

As a specific embodiment of the present utility model, the rotary load applying member is configured as a cam, and the actuating member is configured as a steering engine.

As a specific embodiment of the present utility model, the rotary load applying member is configured to perform translational movement; an included angle alpha is formed between the movement direction of the rotary load applying piece and the normal direction of the working plane, and the alpha is more than or equal to 10 degrees and less than or equal to 20 degrees; wherein the working plane refers to a plane determined by the wheels of the vehicle.

As a specific embodiment of the present utility model, the rotary load applying member is configured to perform a rotary motion; an included angle alpha is formed between the extending direction of a connecting line from the rotation center of the rotary load applying part to the rotation center of the wheel driving part and the normal direction of the working plane, and the included angle alpha is more than or equal to 10 degrees and less than or equal to 20 degrees; wherein the working plane refers to a plane determined by the wheels of the vehicle.

The utility model also provides a vehicle equipped with the transmission device.

As a specific embodiment of the present utility model, the vehicle is a mower.

Another object of the present utility model is to provide an optimized transmission system for a vehicle, including a transmission and a rotation stopping module, the transmission including: a prime mover; a driving member driven by the prime mover; a driven member rotationally driven by the driving member; a wheel drive that drives wheels of the vehicle; a controller; a clutch mechanism, comprising: a clutch disc rotatably mounted on the wheel driving member and axially movably mounted in a direction approaching and separating from the driven member; a mating member rotatably coupled with the wheel driving member; a rotary load applying mechanism that selectively or permanently provides resistance to the clutch plates; the anti-rotation module is configured to cause the prime mover to be braked when the prime mover is closed.

As a specific embodiment of the present utility model, the prime mover is an electric motor; the anti-rotation module comprises a motor short circuit loop.

As a specific embodiment of the present utility model, the reversing module is further configured to reverse the prime mover for a second predetermined time when the prime mover is turned off.

As a specific embodiment of the present utility model, the prime mover is an electric motor, and the reversing module includes an H-bridge circuit.

As a specific embodiment of the present utility model, the prime mover is a motor, and the reversing module includes a motor forward circuit, a motor reverse circuit, a relay and a switch, where the relay controls the switch to switch the motor forward circuit and the motor reverse circuit.

As a specific implementation mode of the utility model, the reversing module further comprises a MOS tube, and when the motor positive loop is communicated, the MOS tube is conducted; when the motor forward circuit is switched to the motor reverse circuit, the MOS tube is closed for a third preset time and then is conducted.

As a specific embodiment of the present utility model, the rotary load applying mechanism selectively provides resistance to the clutch disc, and in the first state, the rotary load applying mechanism contacts and presses on the outer periphery of the clutch disc to make the clutch disc far away from the driven member to be coupled with the mating member, so that the driven member drives the wheel driving member to rotate through the clutch mechanism; in the second state, the rotary load applying mechanism is disengaged from the outer periphery of the clutch disc; the controller controls the rotary load applying mechanism to enter a second state after being in the first state for a first predetermined time.

As a specific embodiment of the present utility model, the rotary load applying member is configured as a friction plate, and the actuating member is configured as an electromagnet.

The utility model also provides a vehicle equipped with the transmission system.

As a specific embodiment of the present utility model, the vehicle is a mower.

The utility model has the beneficial effects of improving the working stability and the service life of the transmission device and the transmission system.

Drawings

FIG. 1 is a schematic diagram of an assembled transmission according to an embodiment of the present utility model.

Fig. 2 is an exploded view of a transmission according to an embodiment of the present utility model.

FIG. 3-1 is an exploded schematic view of a transmission according to an embodiment of the present utility model; fig. 3-2 are cross-sectional views of a transmission according to an embodiment of the utility model.

Fig. 4 is a front view of a fitting according to an embodiment of the present utility model.

Fig. 5 is a schematic view of another view of a fitting according to an embodiment of the present utility model.

Fig. 6 is a schematic view of another view of a fitting according to an embodiment of the present utility model.

Fig. 7 is a schematic view of another view of a fitting according to an embodiment of the present utility model.

Fig. 8 is a front view of a clutch disc according to an embodiment of the present utility model.

Fig. 9 is a schematic diagram of another view of a clutch disc according to an embodiment of the present utility model.

Fig. 10 is a schematic view of a clutch disc according to another embodiment of the present utility model from another perspective.

Fig. 11 is a front view of a follower in accordance with one embodiment of the present utility model.

Fig. 12 is a schematic view of another view of a follower in accordance with one embodiment of the utility model.

Fig. 13 is a schematic view of another view of a follower in accordance with one embodiment of the utility model.

Fig. 14 is a schematic view of a transmission according to an embodiment of the present utility model in an initial state.

Fig. 15 is a cross-sectional view of a transmission according to an embodiment of the present utility model in an initial state.

Fig. 16 is a schematic illustration of the side of the actuator and clutch disc in an initial state of a transmission according to an embodiment of the present utility model.

Fig. 17 is a schematic view of a transmission during start-up according to an embodiment of the present utility model.

Fig. 18 is a cross-sectional view of a transmission during start-up according to an embodiment of the present utility model.

Fig. 19 is a schematic side view of an actuator and clutch disc during start-up of a transmission according to an embodiment of the utility model.

Fig. 20 is a schematic view of a transmission during driving according to an embodiment of the present utility model.

Fig. 21 is a cross-sectional view of a transmission during driving in accordance with an embodiment of the present utility model.

FIG. 22 is a schematic view of a friction plate of a transmission according to an embodiment of the present utility model.

Fig. 23 is a schematic view of a steering engine and cam as a rotary load applying mechanism of a transmission according to an embodiment of the present utility model.

Fig. 24 is a schematic view showing another state of the rotary load applying mechanism of the transmission device according to an embodiment of the present utility model, in which the steering engine and the cam are in the same state.

Fig. 25 is a cross-sectional view of a rotary load applying mechanism of a transmission according to an embodiment of the present utility model, the steering engine and the cam.

Fig. 26 is a schematic view of another example of a transmission according to an embodiment of the present utility model.

Fig. 27 is a cross-sectional view of another example of a transmission of an embodiment of the present utility model.

Fig. 28 is a schematic circuit diagram of a transmission according to an embodiment of the present utility model.

Fig. 29 is a schematic diagram of an actuator control circuit according to an embodiment of the present utility model.

FIG. 30 is a schematic diagram of a transmission control circuit according to an embodiment of the present utility model.

FIG. 31 is a schematic diagram of a transmission control circuit according to another embodiment of the present utility model.

FIG. 32 is a schematic diagram of a transmission control circuit according to yet another embodiment of the present utility model.

Fig. 33 is a schematic view of a transmission according to yet another embodiment of the utility model.

Fig. 34 is a schematic view of a transmission according to yet another embodiment of the utility model.

Fig. 35 is a schematic view of a transmission according to yet another embodiment of the present utility model.

Detailed Description

The present utility model will be described in detail below with reference to embodiments shown in the drawings. However, these embodiments are not intended to limit the present utility model, and structural or functional modifications thereof by those skilled in the art are intended to be included within the scope of the present utility model.

For convenience of description, the forward direction of the mower in normal operation is defined as "forward" and the reverse direction is defined as "rear". The direction of rotation of the wheel drive 3 when the mower is in "forward" operation is defined as the first direction of rotation. The plane defined by the wheels of the mower is defined as the working plane, which is the plane in which the ground is located when the mower is traveling on a flat ground.

Embodiment one.

The present embodiment provides a transmission device for a vehicle, specifically, as shown in fig. 1-22, which is a transmission device for a self-propelled mower, and the transmission device comprises a prime mover, a driving member 1, a driven member 2 rotationally driven by the driving member 1, a wheel driving member 3 driving wheels, a controller 8 and a clutch mechanism 4.

The driving element 1 is driven by a prime mover 5, in particular in the present embodiment the prime mover is an electric motor 5, in other embodiments the prime mover may also be an internal combustion engine. The motor 5 transmits power to the driving member 1 through a gear structure to drive the driving member 1 to rotate. The driving member 1 is engaged with the driven member 2, and the driving member 1 drives the driven member 2 to rotate, thereby transmitting power to the driven member 2. In the present embodiment, the rotation direction of the driving member 1 and the rotation direction of the driven member 2 are perpendicular to each other, wherein the rotation axis of the driving member 1 is perpendicular to the working plane. The driving piece 1 and the driven piece 2 are specifically constructed to be of a worm and gear structure, wherein the driving piece 1 is a worm and the driven piece 2 is a worm wheel; in other embodiments, the rotation direction of the driving member 1 may be parallel to the rotation direction of the driven member 2, and the transmission portion may be a spur gear, a belt or a chain.

In the present embodiment, the rotational axis of the wheel drive 3 is parallel to the working plane. The wheel drive 3 is composed of three sections, namely a first wheel axle 3A, a second wheel axle 3B and a third wheel axle 3C. The diameter of the first wheel axle 3A is smaller than that of the second wheel axle 3B and the third wheel axle 3C, two ends of the first wheel axle 3A are respectively inserted into the end parts of the second wheel axle 3B and the third wheel axle 3C, and a distance L is reserved between the two end parts of the second wheel axle 3B and the third wheel axle 3C, which are close to each other. The follower 2 is provided with a through follower central through hole 21, the thickness of the follower central through hole 21 being substantially equal to the distance L. That is, the second wheel shaft 3B and the third wheel shaft 3C clamp and fix the driven member 2 near both ends of the first wheel shaft 3A so as to be immovable in the axial direction of the wheel driving member 3, and the driven member 2 is rotationally fixed to the first wheel shaft 3A through the center through hole 21. The clutch mechanism 4 includes a clutch disc 41, a mating member 42, and a rotational load applying mechanism 43, and the clutch mechanism 4 has a pair, respectively disposed on both sides of the driven member 2. Through holes are formed in the middle of the clutch disc 41 and the mating member 42, namely a clutch disc center hole 414 and a mating member center hole 423, specifically, the clutch disc 41 is mounted on a portion where the second wheel shaft 3B and the first wheel shaft 3A overlap, the mating member 42 is mounted on the second wheel shaft 3B and the third wheel shaft 3C, and the mating member 42 is rotationally coupled with the second wheel shaft 3B or the third wheel shaft 3C, that is, the mating member 42 and the wheel driving member 3 rotate synchronously. While the clutch disc 42 is provided between the driven member 2 and the mating member 42, is rotatably mounted on the second wheel shaft 3B or the third wheel shaft 3C, and is mounted so as to be axially movable in directions approaching and moving away from the driven member 2.

The rotational load applying mechanism 43 has a first state in which rotational resistance is applied to the clutch disc 41 and a second state in which rotational resistance is not applied to the clutch disc 41. In the present embodiment, in the first state, the rotational load applying mechanism 43 contacts and presses on the outer periphery of the clutch disc 41 to cause the clutch disc 41 to be away from the driven member 2 and to be coupled with the mating member 42, so that the driven member 2 drives the second wheel shaft 3B and the third wheel shaft 3C to rotate through the clutch mechanism 4; in the second state, the rotary load applying mechanism 43 is disengaged from the outer peripheral edge of the clutch disc 41. The rotational load applying mechanism 43 enters the second state after being in the first state for a predetermined time.

In the present embodiment, fig. 11 to 13 are schematic views of the follower 2. The driven member 2 has a body portion 24, and the body portion 24 of the driven member is constructed in a worm wheel structure, and the body portion 24 of the driven member 2 has a central shaft hole 21 disposed concentrically with the rotational axis thereof for the first wheel shaft 3A to pass through. And two ends of the driven piece 2 are respectively inserted into the second wheel shaft 3B and the third wheel shaft 3C. The body portion 24 of the follower is recessed inwardly on both sides to form a receiving cavity 23, the receiving cavity 23 having a jaw 22 therein, the jaw 22 being disposed about the axis of rotation of the follower 2. Specifically, the claw 22 extends outward from the housing chamber 23 and protrudes out of the housing chamber 23. The direction of extension of the jaws 22 is substantially parallel to the direction of extension of the rotation axis of the follower 2. The jaw 22 has a jaw side 221. In this embodiment, the opposite end faces of the follower 2 are symmetrically provided with the claws 22.

In the present embodiment, fig. 8 to 10 are schematic views of the clutch disc 41. The clutch disc has a clutch disc central hole 414 arranged concentric with its rotational axis for penetration of the second or

third wheel axle

3B, 3C. The clutch disc 41 has a clutch disc outer peripheral surface 411 and an opposite clutch disc end surface. The two clutch disc end faces are provided with tooth crowns which extend outwards. One of the clutch disc faces is provided with a clutch disc inner crown 412 and the opposite other clutch disc face is provided with a clutch disc outer crown 413, both the clutch disc inner crown 412 and the clutch disc outer crown 413 being arranged around the rotational axis of the clutch disc.

The clutch disc inner crown 412 has a first ramp 4121 disposed against the first rotational direction and a first side 4122, wherein the first ramp 4121 extends obliquely outwardly from a clutch disc end face in the first rotational direction and the first side 4122 extends outwardly from the outer end of the first ramp 4121 in a direction generally parallel to the rotational axis of the clutch disc.

The clutch disc outer crown 413 is configured as a helical tooth having a second ramp 4131 disposed opposite the first rotational direction and a second flank 4132 disposed toward the first rotational direction. Wherein the second ramp surface 4131 extends diagonally outward from the other clutch disc end face in the first rotational direction and the second side surface 4132 extends outwardly from the other clutch disc end face in the first rotational direction.

In the present embodiment, fig. 4 to 7 are schematic views of the mating member 42. The mating member 42 has a mating member center hole 423 concentric with its rotation axis for the second wheel shaft 3B or the third wheel shaft 3C to penetrate. The mating member 42 is fixedly mounted to the second axle 3B or the third axle 3C for synchronous rotation. Specifically, as shown in fig. 5 and 7, one end surface of the mating member 42 has a groove 422 perpendicular to the rotation axis thereof, and the second wheel shaft 3B and the third wheel shaft 3C have positioning holes thereon, and a pin 424 is received in the groove 422 and inserted into the positioning hole of the second wheel shaft 3B or the third wheel shaft 3C, thereby fixing the mating member 42 to the second wheel shaft 3B or the third wheel shaft 3C. The other end surface of the fitting 42 is provided with serrations 421 annularly along its outer periphery. The saw tooth 421 is configured as a slanted trapezoidal tooth having a third inclined surface 4211 disposed toward the first rotation direction and a third side surface 4212 opposite to the first rotation direction. Wherein the third chamfer 4211 extends obliquely outwardly from the other end face of the mating member 42 against the first rotational direction and the third side 4212 extends outwardly from the other end face of the mating member 42 in a direction generally parallel to the rotational axis of the mating member 42, as shown in fig. 6.

The rotational load applying mechanism 43 includes a rotational load applying member 4302 that applies rotational resistance to the clutch disc 41, and an actuating member 4301 that drives the rotational load applying member to operate. In the present embodiment, the rotational load applying mechanism 43 is parallel to the extending direction of the output shaft of the motor 5. In the present embodiment, the actuating member 4301 employs an electromagnet, a coil 433 is wound around the armature 434, the armature 434 is connected to the push rod 431, or the armature 434 is integrally provided with the push rod 431, and a rotary load applying member 4302 is configured as a friction plate 435 under the push rod 431. The friction plate 435 is in an arch bridge shape and has a relatively flat connection portion 4351, a first arm 4352 and a second arm 4353 extending downward and outward are disposed on two sides of the connection portion 4351, a curved portion 4354 is formed at a free end of the first arm 4352 and a free end of the second arm 4353 so as to be in contact with the outer peripheral surface 411 of the clutch disc, a mounting hole 4355 is formed in the connection portion 4351, and the push rod 431 is connected through the mounting hole 4355 by a threaded fastener (not shown). The friction plate 435 is located directly above the clutch disk outer peripheral surface 411.

The rotational load applying mechanism 43 further includes an elastic member 432, and the elastic member 432 causes the push rod 431 to have a tendency to move in a direction away from the clutch disc 41. The push rod 431 has a first state in which contact pressing on the clutch disc outer peripheral surface 411 moves the clutch disc 41 away from the driven member 2 to couple with the mating member 42, and a second state in which the driven member 2 rotates the wheel drive member 3 through the clutch mechanism 4. In the second state it is out of contact with the clutch disc outer peripheral surface 411.

Specifically, a pressing piece 436 is fixed to the top end of the push rod 431 for restricting the position of the elastic member 432, and the elastic member 432 is configured as a spring. In the first state, the coil 433 is energized, and the armature 434 pushes the push rod 431 against the spring restriction by the magnetic force generated by the coil 433 to move toward the clutch disc 41 so that the push rod 431 is brought into contact pressing on the clutch disc outer peripheral surface 411. In the second state, the coil 433 is de-energized, the armature 434 loses the magnetic force and pulls the push rod 431 back to the original position by the spring restoring force, and is out of contact with the clutch disc outer peripheral surface 411. In another embodiment, the friction plate 435 is not needed, and the push rod 431 can directly press the outer peripheral surface 411 of the clutch disc, so that the corresponding effect can be achieved.

The illustrated transmission also includes a stationary housing carried by the wheel chassis of the mower. The box is preferably assembled from two half-shells, an upper shell 6 and a lower shell 7, by screw connection. The housing chamber formed by the upper housing 6 and the lower housing houses the driving member 1, the driven member 2 and the clutch mechanism 4. The upper cover 6 is fixedly connected with the motor housing 51, and the upper cover 6 is provided with an actuator housing 61 in which the actuator 43 is mounted.

The working principle of the transmission will be described in detail as shown in fig. 14 to 21. Since the left and right sides of the follower 2 are identical, the left side of the follower 2 will be described as an example.

The driven member 2 is rotatably coupled to the first wheel shaft 3A, a mating member 42 and a wheel (not shown) are fixed to the second wheel shaft 3B, and a clutch disc 41 is installed between the driven member 2 and the mating member 42, the clutch disc 41 being movable in the axial direction toward and away from the driven member 2.

When the motor 5 is not activated, the clutch mechanism 4 is in a disabled state and rotation of the wheels is not transmitted to the follower 2 when the mower is travelling forward, i.e. the follower 2 does not rotate following the wheels. Referring to fig. 14 to 16, when the wheel rotates forward, the engaging member 42 rotates in the first rotational direction at the same angular velocity as the wheel, the third inclined surface 4211 biases the second inclined surface 4131, and the clutch disc 41 is urged in the direction of the driven member 2 due to the inclined surface engagement, so that the clutch disc 41 is kept in a separated state from the engaging member 42, and the clutch disc 41 approaches the driven member 2. The inner tooth crown 412 of the clutch disc is staggered with the claw 22 of the driven piece 2, the inner tooth crown 412 of the clutch disc extends into the accommodating cavity 23, and a gap is reserved between the outer tooth crown 413 of the clutch disc and the saw teeth 421. The friction plate 435 is located directly above the clutch disk outer peripheral surface 411 with a small gap therebetween, i.e., the friction plate 435 is not in contact with the clutch disk outer peripheral surface 411. At this time, the wheel is free to rotate forward or backward.

When the motor 5 is started, the driving member 1 drives the driven member 2 to rotate along the first rotation direction, the claw 22 of the driven member 2 interferes with the first inclined surface 4121, and presses the first inclined surface 4121 to push the clutch disc 42 to rotate, as shown in fig. 17 to 18. Simultaneously, the controller 8 sends out a signal to energize the coil 433, the energized coil generates a magnetic field, and the armature 434 is magnetically attracted to the armature 434 to push the push rod 431 to move in a direction approaching the outer peripheral surface 411 of the clutch disc against the elastic force of the spring 432. At this time, the rotational load applying mechanism 43 is in the first state, and the curved portion 4354 of the friction plate 435 is brought into contact with the clutch disc outer peripheral surface 411 and is pressed against it, as shown in fig. 19. Under the pressing action of the friction plate 435, the clutch plate 41 receives a first urging force, and the clutch plate 41 is decelerated by the first urging force, and the clutch plate 41 moves away from the driven member 2 and toward the mating member 42 due to the action between the claw 22 and the first inclined surface 4121. The clutch disc 41 is gradually increased in distance from the driven member 2, gradually decreased in distance from the driven member 2, and the clutch mechanism 4 is transited from the failure state to the transmission state. The rotational load applying mechanism 43 operates during the time that the clutch plate 41 is adjacent to and engaged with the mating member 42, which is preset in the controller 8 as a preset time effective to ensure that the actuator 43 automatically de-energizes and resets back to the second state after the clutch plate 42 is engaged with the mating member 42.

As shown in fig. 20 and 21, the rotation direction indicated by the arrow in the drawing is the first rotation direction. When the clutch disc 41 is engaged with the mating member 42, the clutch mechanism 4 is in a transmission state. The driving member 1 transmits power to the wheel driving member 3 via the clutch mechanism 4 to drive the wheels forward. Specifically, the pawl side 221 of the pawl 22 presses against the first side 4122 of the clutch disc 41, thereby urging the clutch disc 41 to rotate; the clutch disc 41 is engaged with the mating member 42, the second inclined surface 4131 of the clutch disc 41 is engaged with the third inclined surface 4212 of the mating member 42, the second side surface 4132 of the clutch disc 41 presses the third side surface 4212 of the mating member 42 to excite the mating member 42 to rotate, and the second wheel shaft 3B can rotate in the same direction.

When the rotational speed of the second wheel shaft 3B in the first rotational direction is greater than the rotational speed of the driven member 2 in the first rotational direction, i.e. the rotational speed of the mating member 42 in the first rotational direction is greater than the rotational speed of the clutch disc 41 in the first rotational direction, typically when the second wheel shaft 3B is rotated in the first rotational direction while the driven member 2 is stopped or rotated in a direction opposite to the first rotational direction, the third inclined surface 4211 of the mating member 42 excites the second inclined surface 4131 of the clutch disc 41, pushing the clutch disc 41 away from the mating member 42 for axial movement, the clutch mechanism is brought into a deactivated state, and the second wheel shaft 3B can be freely rotated in any direction.

In order to realize stable control of the rotary load applying mechanism 43, referring to fig. 29, the present embodiment discloses a control circuit including a voltage detection module 811 and a constant voltage control module 812 electrically connected to the controller 8. The controller 8 is configured to detect that the power supply voltage VCC is U1 through the voltage detection module 811, and stabilize U1 to the rated voltage U2 of the rotary load applying mechanism 43 through PMW signal modulation of the MOS transistor Q11, thereby supplying power to the rotary load applying mechanism 43.

Since the actuator 43 is disengaged from the clutch disc outer peripheral surface 411 in the activated state of the transmission, the actuator 43 does not press the clutch disc outer peripheral surface 411 at all in the deactivated state, friction is not generated, resistance in the running process is increased, and the operating current of the motor 5 is increased.

Embodiment two.

The present embodiment differs from the first embodiment in that an electromagnet of a different structure is used as the actuating member. In this embodiment, the electromagnet is provided with two coils, and the elastic member 432 is not required. When the first coil is energized, the push rod 431 is pushed to be downward close to the clutch disc 41, so that the bending part 4354 of the friction plate 435 tangentially contacts the outer peripheral surface 411 of the clutch disc and generates abutting pressure, when the push rod 431 is kept in the first state for a preset time, the clutch disc 41 and the matching piece 42 are mutually meshed, the first coil is de-energized, the second coil is automatically energized, and the push rod 431 is pulled to move upwards under the action of magnetic force, so that the push rod 431 is separated from the clutch disc 41 to enter the second state.

Embodiment three.

Referring to fig. 23 to 25, the present embodiment differs from the first embodiment in that the rotational load applying mechanism 43 includes a steering gear 4371 and a cam 4372, wherein the steering gear 4371 is used as an actuator, and the cam 4372 is used as a rotational load applying member. Specifically, the steering engine 4371 drives the cam 4372 to rotate, the controller 8 may preset the rotation angle of the cam, so that the cam may press against the clutch disc 41, and the clutch disc 41 is close to the mating member 42 and is fully engaged within a preset time of delay, and then the cam may automatically rotate and reset.

Example four.

Referring to fig. 26, the present embodiment differs from the first embodiment in that the rotary load applying mechanism 43 simultaneously drives two rotary load applying members using only one electromagnet as an actuating member. Specifically, the lower end of the push rod 431 of the electromagnet is connected with the two friction plates 435 through a bracket 438. The bracket 438 is configured as a "pi" and includes a cross bar 438a and a longitudinal bar 438b extending downwardly from opposite ends of the cross bar 438 a. The push rod 431 is connected at its lower end to the cross bar 438a and the two friction plates 435 are connected to the two longitudinal bars 438b, respectively.

Example five.

Referring to fig. 27, the present embodiment differs from the third embodiment in that the rotary load applying mechanism 43 simultaneously drives two cams 4372 using only one steering engine 4371 as an actuator.

Example six.

The present embodiment provides a transmission system of a vehicle, specifically a transmission system of a self-walking mower, including any one of the transmission devices of the first to fifth embodiments, and further including a first motor rotation stopping module as shown in fig. 28. When the motor 5 is turned off, the motor 5 is braked by the first motor rotation stopping module, and the first motor rotation stopping module rapidly stops the motor 5, so that the clutch mechanism 4 is ensured to be rapidly changed from the engagement state to the failure state.

In this embodiment, specifically, the first motor rotation stopping module is provided with a motor short circuit loop and a single-pole double-throw switch K1, the switch contacts S1 and S2 are connected to the motor power supply loop, the switch contact S3 is connected to the motor short circuit loop, the S1 and S2 are normally open contacts, and the S1 and S3 are normally closed contacts.

When the motor 5 is started, the S1 and S2 are turned on, the S1 and S3 are turned off, and the controller 8 controls the rotary load applying mechanism 43 to act on the clutch mechanism 4, the clutch mechanism 4 becomes an engaged state, and the wheels 9 are rotated by the motor 5. After the rotational load applying mechanism 43 acts on the clutch mechanism 4 for a predetermined time T1, the controller 8 controls the rotational load applying mechanism 43 to cancel the action on the clutch mechanism 4. In the present embodiment, the first predetermined time T1 is 1s to 4s, preferably T1 is 3s.

When the mowing operation is completed, the switch K1 is operated to disconnect S1 and S2 and immediately cut off the power supply of the motor, and at the same time, S1 and S3 are turned on to short-circuit the motor 5, so that the motor 5 rotating at high speed rapidly releases energy to rapidly stop rotating, and further the rotational speeds of the driving member 1 and the driven member 2 are rapidly reduced, ensuring that the clutch mechanism 4 is rapidly changed from the engaged state to the disabled state.

Example seven.

This embodiment provides a vehicle transmission system substantially identical to the sixth embodiment. The difference from the sixth embodiment is that the second motor rotation stopping module shown in fig. 30 is adopted in this embodiment.

In this embodiment, specifically, the second motor rotation stopping module is provided with a motor short circuit loop and a double pole double throw switch K2, S1-S2 and S4-S5 are normally open contacts, and S1-S3 and S4-S6 are normally closed contacts.

When the motor 5 is started, the S1-S2 and S4-S5 are simultaneously turned on, and the controller 8 controls the rotary load applying mechanism 43 to act on the clutch mechanism 4, so that the clutch mechanism 4 becomes engaged, and the wheels 9 are rotated in the first direction by the motor 5. After the rotational load applying mechanism 43 acts on the clutch mechanism 4 for a predetermined time, the controller 8 controls the rotational load applying mechanism 43 to cancel the action on the clutch mechanism 4.

When the mowing operation is completed, the switch K2 is operated, the S1-S2 and the S4-S5 are simultaneously disconnected to immediately cut off the power supply of the motor, meanwhile, the S1-S3 and the S4-S6 are connected to short-circuit the motor 5, the motor 5 rotating at high speed rapidly releases energy to rapidly stop rotating, the rotating speed of the driving member 1 and the driven member 2 is rapidly reduced, the clutch mechanism 4 is ensured to be rapidly changed into a failure state from an engagement state, and the reliability of rapid failure of the clutch mechanism 4 when the motor 5 is closed is improved.

Example eight.

The present embodiment provides a transmission system of a vehicle, specifically a transmission system of a self-walking mower, including any one of the transmission devices of the first to fifth embodiments, and further including a first motor reversing module as shown in fig. 31. The first motor reversal module includes an H-bridge circuit.

When the controller 8 receives an instruction for starting the motor 5, the controller 8 controls the MOS transistors Q1 and Q4 to be conducted, and simultaneously the MOS transistors Q2 and Q3 are closed, so that the motor 5 rotates positively at this time to drive the driven member 2 to rotate along the first rotation direction.

When the controller 8 receives an instruction to stop the motor 5, the controller 8 controls the MOS transistors Q2 and Q4 to be turned on, and simultaneously the MOS transistors Q1 and Q3 are turned off, so that the motor 5 is rapidly stopped rotating due to short circuit.

When the motor 5 is completely stopped (for example, after a predetermined time after the controller 8 receives an instruction to stop the motor 5), the controller 8 controls the MOS transistors Q3 and Q2 to be turned on, and simultaneously the MOS transistors Q1 and Q4 to be turned off, and at this time, the motor 5 is reversed to drive the driven member 2 to rotate in a direction opposite to the first rotation direction, further improving the reliability of the clutch mechanism 4 that is rapidly deactivated when the motor 5 is turned off.

In the present embodiment, the circuit of the motor 5 is disconnected after the motor 5 is reversed for a second predetermined time (T2).

The above-described command to start the motor 5 and command to stop the motor 5 generally refer to a command that an operator makes to the controller 8 through a mechanical switch or a wireless terminal.

Example nine.

This embodiment provides a drive train of a vehicle that is substantially identical to embodiment eight. The difference from the eighth embodiment is that the present embodiment employs a second motor reversing module as shown in fig. 32. The second motor reversing module comprises a motor forward circuit, a motor reverse circuit, a relay J and a double-pole double-throw switch K3 controlled by the relay J.

When the controller receives an instruction for starting the motor 5, the controller 8 controls the switch K3 through the relay J, so that the S1-S2 and the S4-S5 are simultaneously connected, and meanwhile, the MOS tube Q41 is controlled to be connected, and at the moment, the motor 5 rotates positively to drive the driven piece 2 to rotate along the first rotation direction.

When the controller receives an instruction to stop the motor 5, the controller 8 controls the switch K3 through the relay J to enable the S1-S3 and the S4-S6 to be simultaneously switched on, and simultaneously controls the MOS tube Q41 to be switched off, so that the motor 5 is rapidly stopped rotating due to short circuit.

When the motor 5 is completely stopped (for example, after the controller 8 receives the instruction of stopping the motor 5 for a predetermined time), the controller 8 controls the MOS transistor Q41 to be turned on, and at this time, the motor 5 is reversed to drive the driven member 2 to rotate in a direction opposite to the first rotation direction, so that the reliability of the clutch mechanism 4 that is rapidly disabled when the motor 5 is turned off is further improved.

In the present embodiment, after the motor 5 is reversed for a third predetermined time (T3), the controller 8 controls the MOS transistor Q41 to be turned off.

Embodiment ten.

The embodiment provides a transmission system of a vehicle, which comprises a transmission device and a motor rotation stopping module. The transmission in this embodiment is similar to any of the first through fifth embodiments except that the transmission in this embodiment includes a rotational load applying member 4302 that permanently provides resistance to the clutch disc 41, and further does not include an actuating member 4301 that drives the rotational load applying member 4302 in motion. The motor rotation stopping module in this embodiment is the same as that in the sixth embodiment or the seventh embodiment.

Example eleven.

The present embodiment provides a transmission of a vehicle, which is an improvement of any one of the first to tenth embodiments. As shown in fig. 33, in the present embodiment, a return member 44 is provided between the clutch disc 41 and the mating member 42. The return member 44 is embodied as a spring which is arranged compressively between the clutch disc 41 and the counter member 42, so that the clutch disc 41 has a tendency to move away from the counter member 42, i.e. the return member 44 has a tendency to keep the clutch mechanism 4 in a deactivated state. Still further, the maximum elastic force provided by the return member 44 to the clutch disc 41 should be smaller than the axial force component that the clutch disc 41 receives when the third inclined surface 4211 applies force to the second inclined surface 4131. The use of the reset member 44 ensures that the clutch mechanism 4 remains stably in a deactivated state, and that the clutch mechanism 4 is not accidentally engaged due to axial movement of the clutch disc 41 caused by vibration or the like, thereby greatly improving the stability and safety of the transmission.

Example twelve.

The present embodiment provides a transmission of a vehicle, which is an improvement over any one of the transmissions of the first to eleventh embodiments.

As an aspect of the present embodiment, for the solution (e.g., the friction plate 435 in the first, second and fourth embodiments) that employs the translational rotation load applying member 4302, as shown in fig. 34, the movement direction Y-Y of the rotation load applying member 4302 and the normal direction X-X of the working plane are not substantially parallel to each other, but form an angle α as in the previous embodiment.

As another aspect of this embodiment, for the solution employing a rotating rotary load applying member 4302 (e.g., the cam 4372 in the third and fifth embodiments), as shown in fig. 35, the extending direction Z-Z of the line connecting the rotation center of the rotary load applying member to the rotation center of the wheel drive member 3 is not substantially parallel to the normal direction X-X of the working plane as in the previous embodiment, but forms an angle α.

In this embodiment, 10.ltoreq.α.ltoreq.20°; preferably, α is 10-15 °; further preferably, α=13°. The provision of the included angle α can reduce the impact force in the radial direction of the rotational load applying mechanism 43 due to friction between the clutch disc 41 and the rotational load applying member 4302.

The above list of detailed descriptions is only specific to practical embodiments of the present utility model, and they are not intended to limit the scope of the present utility model, and all equivalent embodiments or modifications that do not depart from the spirit of the present utility model should be included in the scope of the present utility model.

Claims

1. A transmission for a vehicle, comprising: a prime mover; a driving member driven by the prime mover; a driven member rotationally driven by the driving member; a wheel drive that drives wheels of the vehicle; a clutch mechanism, comprising: a clutch disc rotatably mounted on the wheel driving member and axially movably mounted in a direction approaching and separating from the driven member; a mating member rotatably coupled with the wheel driving member; the clutch mechanism is characterized by comprising a rotary load applying mechanism, wherein the rotary load applying mechanism is in contact and pressing on the outer periphery of the clutch disc in a first state, so that the clutch disc is far away from the driven piece to be coupled with the matching piece, and the driven piece drives the wheel driving piece to rotate through the clutch mechanism; in a second state, disengaged from the outer periphery of the clutch disc; and a controller controlling the rotary load applying mechanism to enter the second state after being in the first state for a predetermined time.

2. A transmission for a vehicle according to claim 1, wherein a return member is provided between the clutch disc and the mating member, the return member tending to urge the clutch disc away from the mating member.

3. The transmission of a vehicle according to claim 1, characterized in that: the rotary load applying mechanism includes a push rod that moves in a direction approaching the clutch disc under a first urging force in a first state and moves in a direction separating the clutch disc under a second urging force in a second state.

4. A transmission for a vehicle according to claim 3, wherein: the rotary load applying mechanism further includes an elastic member that restricts movement of the push rod in a direction approaching the clutch disc, the push rod being restricted from movement in the direction approaching the clutch disc against the elastic member by a first urging force in a first state to form a contact press on an outer peripheral edge of the clutch disc, the push rod losing the first urging force in a second state and returning to an initial position by a restoring force of the elastic member.

5. The transmission of a vehicle according to claim 4, characterized in that: the rotary load applying mechanism further comprises a coil and an armature, the elastic piece is a spring, the push rod is arranged on the armature, the coil is electrified in a first state, the push rod is pushed to move towards the clutch disc against the limit of the spring under the action of magnetic force generated by the coil, so that the push rod forms contact pressing on the outer periphery of the clutch disc, the coil is powered off in a second state, and the armature loses the action of the magnetic force and pulls the push rod to return to an initial position under the action of restoring force of the spring.

6. The transmission of a vehicle according to claim 4, characterized in that: the rotary load applying mechanism further includes a rotary load applying member; the rotational load applying mechanism forms contact abutment on the outer periphery of the clutch disc by a rotational load applying member configured as a friction plate forming a curved portion at a free end thereof to make tangential contact with the outer periphery of the clutch disc.

7. The transmission of a vehicle according to claim 1, wherein the rotational load applying mechanism includes a rotational load applying member that applies rotational resistance to the clutch disc, and further includes an actuating member that drives the rotational load applying member.

8. The vehicle transmission of claim 7, wherein the rotary load applicator is configured for translational movement; an included angle alpha is formed between the movement direction of the rotary load applying piece and the normal direction of the working plane, and the alpha is more than or equal to 10 degrees and less than or equal to 20 degrees; wherein the working plane refers to a plane determined by the wheels of the vehicle.

9. The transmission of a vehicle according to claim 7, wherein the rotary load applying member is configured for rotational movement; an included angle alpha is formed between the extending direction of a connecting line from the rotation center of the rotary load applying part to the rotation center of the wheel driving part and the normal direction of the working plane, and the included angle alpha is more than or equal to 10 degrees and less than or equal to 20 degrees; wherein the working plane refers to a plane determined by the wheels of the vehicle.

10. A vehicle, characterized in that it is equipped with a transmission according to any one of claims 1-9.