Patent ID: 12203536

DETAILED DESCRIPTION

Hereinafter, embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings, and the same or similar elements are given the same and similar reference numerals, so duplicate descriptions thereof will be omitted.

The terms “module” and “unit” used for the elements in the following description are given or interchangeably used in consideration of only the ease of writing the specification, and do not have distinct meanings or roles by themselves.

In describing the embodiments disclosed in the present specification, when the detailed description of the relevant known technology is determined to unnecessarily obscure the gist of the present disclosure, the detailed description may be omitted. Furthermore, the accompanying drawings are provided only for easy understanding of the embodiments disclosed in the present specification, and the technical spirit disclosed herein is not limited to the accompanying drawings, and it should be understood that all changes, equivalents, or substitutes thereof are included in the spirit and scope of the present disclosure.

Terms including an ordinal number such as “first”, “second”, or the like may be used to describe various elements, but the elements are not limited to the terms. The above terms are used only for the purpose of distinguishing one element from another element.

In the case where an element is referred to as being “connected” or “coupled” to any other element, it should be understood that another element may be provided therebetween, as well as that the element may be directly connected or coupled to the other element. In contrast, in the case where an element is “directly connected” or “directly coupled” to any other element, it should be understood that no other element is present therebetween.

A singular expression may include a plural expression unless they are definitely different in a context.

As used herein, the expression “include” or “have” are intended to specify the existence of mentioned features, numbers, steps, operations, elements, components, or combinations thereof, and should be construed as not precluding the possible existence or addition of one or more other features, numbers, steps, operations, elements, components, or combinations thereof.

For reference,FIG.1illustrates a basic configuration of a universal driving device according to the present disclosure, and shows an example with one gear train1to explain the principle of the universal driving device, andFIG.2shows an example with three gear trains1.

Referring toFIGS.1to10, the universal driving device (U) according to the present disclosure includes a ring gear (R), a sun gear (S) installed to have a variable inter-axis distance with respect to the rotation shaft of the ring gear (R), a gear train1connecting the sun gear (S) and the ring gear (R), and multiple links configured to accommodate a change in the inter-axis distance between the sun gear (S) and the ring gear (R), and connected to be relatively rotatable with respect to each other to continuously maintain the power transmission state between the sun gear (S) and the ring gear (R), the multiple links supporting the rotation shafts of gears constituting the gear train1.

The rotation shafts of the gears are formed by alternately arranging a rotation shaft having both ends fixed to the link and a rotation shaft having only one end fixed to the link along the power transmission path of the gear train1.

Therefore, excellent workability of the assembly work of coupling the gears constituting the gear train1to the link can be ensured, and a stable and smooth operating state of the gears constituting the gear train1can be secured.

When both ends of the rotation shafts of the gears constituting the gear train1are fixed to the link, there is a high probability that easy assembly of the gears substantially becomes difficult, and after assembly, an interlock situation occurs, making smooth rotation impossible, due to tolerances caused by the location or size of the hole formed for inserting the rotation shafts into the link, and the location or size of the pinhole for inserting a pin for fixing the rotation shafts to the link.

However, as in the present disclosure, when the rotation shafts of the gears constituting the gear train1are formed by alternately arranging a structure having both ends fixed to the link and a structure having only one end fixed to the link, the assembly failures and interlock situations, as described above, may be prevented, so that smooth and easy assembly of the universal driving device (U) and smooth and reliable power transmission performance can be ensured.

In the present embodiment, the link includes a first link3, one end of which supports the rotation shaft of the sun gear (S), and a second link5rotatably connected to the first link3.

For reference, it is understood that the “linkage structure” of the present disclosure refers to a structure in which gears constituting the gear train1and having a rotation shaft fixed to the links, the first link3, and the second link5are connected to each other.

In the present embodiment, the gear train1includes a first intermediate gear7engaged with the sun gear (S), a joint gear9engaged with the first intermediate gear7, the rotation shaft of the joint gear9serving as a rotation shaft between the first link3and the second link5, a second intermediate gear11engaged with the joint gear9, and a final gear13engaged with the second intermediate gear11and engaged with the ring gear (R).

The rotation shaft of the first intermediate gear7and the rotation shaft of the joint gear9are fixed to the first link3, the rotation shaft of the joint gear9, the rotation shaft of the second intermediate gear11, and the rotation shaft of the final gear13are fixed to the second link5, and the rotation shaft of the final gear13is supported by a carrier (C) constrained in relative motion with the ring gear (R).

The number of teeth of each of the sun gear (S) and the joint gear9is formed to be the same as the number of teeth of the final gear13.

That is, the sun gear (S), the joint gear9, and the final gear13all have the same number of teeth.

As described above, when the sun gear (S), the joint gear9, and the final gear13have the same number of teeth, the relative phase of the sun gear (S) and ring gear (R) remains constant with respect to the relative motion of the rotation shafts of the sun gear (S) and the ring gear (R) in the up, down, left, and right directions.

As shown inFIGS.3and4, the relative phase of the sun gear (S) and the ring gear (R), which remains constant with respect to the relative motion thereof, can be expressed as the rotational phase of the points (PS, PR) respectively marked on the sun gear (S) and ring gear (R), which remains constant even when the ring gear (R) moves up and down or moves left and right with respect to the sun gear (S).

That is, when the sun gear (S), the joint gear9, and the final gear13have the same number of teeth, relative rotation between the sun gear (S) and ring gear (R) occurring due to a change in the inter-axis distance between the sun gear (S) and ring gear (R) is prevented.

Therefore, the power transmitted from the sun gear (S) is transmitted to the ring gear (R) at a constant speed, regardless of the change in the inter-axis distance between the sun gear (S) and the ring gear (R). Accordingly, when the power generated by a motor (M) is transmitted from the sun gear (S) to the wheel (W) via the ring gear (R) in a vehicle to which the universal driving device (U) of the present disclosure is applied, stable control of output torque through the motor (M) is achieved since the phase of the motor (M) connected to the sun gear (S) and the phase of the wheel (W) connected to the ring gear (R) remain unchanged even if the ring gear (R) and the wheel (W) move up and down or move left and right with respect to the rotation shaft of the motor (M) or sun gear (S), ensuring stable driving of the vehicle.

If any one of the sun gear (S), the joint gear9, and the final gear13has a different number of teeth, failing to satisfy the condition described above, relative rotation between the sun gear (S) and ring gear (R) may occur since the ring gear (R) and wheel (W) may move up, down, left and right with respect to the sun gear (S) and motor (M) even if the motor (M) rotates at a constant speed as described above. As a result, the vehicle may experience vibration, that is, surging, depending on the vehicle's driving direction.

FIG.5depicts an example the embodiment ofFIG.2applied to a vehicle, showing a comparison of the sun gear (S) and ring gear (R) positions relative to changes in the road surface. In this illustration, the central wheel is used as a reference point: on the left side, the road surface is relatively lower, resulting in the wheel being in a lowered position, while on the right side, the road surface is relatively higher, causing the wheel to be in a raised position. It is noteworthy that despite these changes in the wheel's position, the height of the sun gear (S) remains consistently constant.

FIG.6illustrates that the universal driving device (U) of the present disclosure can be used as a driving device for a vehicle by connecting the rotation shaft of the motor (M) to the sun gear (S), and connecting the wheel (W) to the ring gear (R).

In this case, the power input to the sun gear (S) is decelerated and output to the ring gear (R), thereby ensuring excellent uphill and acceleration performance of the vehicle.

In addition, the motor (M) may be installed separately outside the wheel (W), which is subject to severe shock and vibration, rather than being installed inside the wheel (W), thereby improving the durability of the motor (M) and securing excellent riding comfort due to the reduced unsprung mass of the vehicle, compared to the in-wheel motor driving device.

In addition, as described above, constant power transmission is possible while allowing the ring gear (R) connected to the wheel (W) to be raised and lowered with respect to the sun gear (S) connected to the power source, so that continuous power transmission from the power source is possible in response to the up-down and left-right movements of the wheel (W) without using conventional constant velocity joints, etc. Accordingly, the space between the power source and the wheels (W) is reduced, ultimately making it possible to manufacture a vehicle with excellent utilization of the space between the left wheel (W) and the right wheel (W).

FIG.7illustrates a linkage structure that can be used in the universal driving device (U) as described above, and the separated linkage structure can be illustrated as shown inFIGS.8and9.

FIG.8illustrates the first link3in which the sun gear (S), the first intermediate gear7, and the joint gear9are sequentially engaged, andFIG.9illustrates the second link5in which the joint gear9, the second intermediate gear11, and the final gear13are sequentially engaged.

For reference, the joint gear9is illustrated in bothFIGS.8and9for convenience of understanding, and the final gear13is engaged with the ring gear (R) in the universal driving device (U).

In the example of the linkage structure ofFIGS.7to9, only the upper end of the rotation shaft of the joint gear9is fixed to the second link5with a pin (P), both ends of the rotation shaft of the first intermediate gear7are fixed to the first link3with pins (P), and both ends of the rotation shaft of the second intermediate gear11are fixed to the second link5with pins (P).

Here, only the upper end of the rotation shaft of the final gear13is fixed to the carrier (C) with a pin (P). However,FIGS.7and9illustrate only the pin (P) connected to the upper end of the rotation shaft of the final gear13with the carrier (C) omitted therein.

The rotation shaft of the final gear13may be fixed to the second link5with a pin (P) instead of being fixed to the carrier (C) with a pin (P) as described above.

For reference, both ends of the rotation shaft of the sun gear (S) in this case are not fixed to the first link (3) with pins (P).

Accordingly, in the linkage structure ofFIG.7, both ends of the rotation shaft of the first intermediate gear7are fixed to the link, only the upper end of the rotation shaft of the joint gear9is fixed to the link, both ends of the rotation shaft of the second intermediate gear11are fixed to the link, and the upper end of the final gear13is fixed to the carrier (C), so that rotation shafts of the gears constituting the gear train1are formed by alternately arranging a shaft having both ends fixed to the link and a shaft having one end fixed to the link.

InFIG.7, the up and down arrows displayed on a portion of the link express the possibility of movement in the direction of the rotation shaft of the gear because the link is not bound to the rotation shaft of the gear in the portion, and accordingly, the movement possibility structurally secured between the gear and the link provides smooth and easy assembly and smooth and stable operation of the linkage structure, as described above.

FIG.10is a Table summarizing various examples in which the rotation shafts of gears constituting a linkage structure of the present disclosure are fixed to a link.

For example, the example of the linkage illustrated inFIGS.7to9corresponds to the 4th example inFIG.10.

Referring toFIG.10, as shown in the 1st to 4th examples, only one end of the rotation shaft of the joint gear9may be fixed to the link with a pin (P); each of the rotation shaft of the first intermediate gear7and the rotation shaft of the second intermediate gear11may have both ends fixed to the link with pins (P); and only one end of the rotation shaft of the final gear13may be fixed to the link with a pin (P).

In addition, as shown in 5th to 8th examples, each of the rotation shaft of the joint gear9and the rotation shaft of the final gear13may have both ends fixed to the link with pins (P); and each of the rotation shaft of the first intermediate gear7and the rotation shaft of the second intermediate gear may have only one end fixed to the link with a pin (P).

For reference, the links are arranged in pairs at both ends of the gears, and as illustrated inFIG.8, the first link3may represent both links placed on both upper and lower ends of the sun gear (S), the first intermediate gear7, and the joint gear9, and as illustrated inFIG.9, the second link5may represent both links placed on both upper and lower ends of the joint gear9, the second intermediate gear11, and the final gear13.

In addition, inFIG.10, the mark O in a top section indicates that the rotation shaft of the gear is fixed to the upper link with a pin (P), the mark O in a bottom section indicates that the rotation shaft of the gear is fixed to the lower link with a pin (P), the mark X in a top section indicates that the rotation shaft of the gear is not fixed to the upper link, and the mark X in a bottom section indicates that the rotation shaft of the gear is not fixed to the lower link.

The linkage structure of the present disclosure to which is applicable to the universal driving device (U) as described above may include: a gear train1including at least four gears sequentially engaged; multiple links configured to support the rotation shafts of the gears; and a pin (P) configured to fix the rotation shafts of the gears to the link.

The pin (P) may be installed such that, among the rotation shafts of the gears, two non-adjacent rotation shafts have both ends fixed to the link and one of adjacent rotation shafts has only one end fixed to the link.

That is, the rotation shafts of the gears constituting the gear train1are formed by alternately arranging e a shaft having both ends fixed to the link with the pins (P) and a shaft having only one end fixed to the link with the pin (P).

The link comprises at least two links connected to be relatively rotatable about the rotation shaft of any one of the gears.

The 1st to 4th examples ofFIG.10represent that the gear having a rotation shaft to which the two links are connected to be relatively rotatable is the joint gear9; and when only one end of the rotation shaft of the joint gear9is fixed to the link with the pin (P), the rotation shafts of the gears connected to the joint gear9disposed therebetween have both ends connected to the link with the pins (P).

That is, when only one end of the rotation shaft to which the two links are connected to be relatively rotatable is fixed to the link with the pin (P), at least one of the rotation shafts of the gears for every two links has both ends fixed with the pins (P).

The 5th to 8th examples ofFIG.10represent that the gear having a rotation shaft to which the two links are connected to be relatively rotatable is the joint gear9; and when both ends of the rotation shaft of the joint gear9are fixed to the link with the pins (P), one of the rotation shafts of the gears connected to the joint gear9has both ends fixed to the link with the pins (P).

That is, when both ends of the rotation shaft to which the two links are connected to be relatively rotatable are fixed to the link with the pins (P), only one of the two links is fixed to both ends of one of the rotation shafts of the gears with the pins (P).

Although the present disclosure has been described and illustrated in conjunction with particular embodiments thereof, it will be apparent to those skilled in the art that various improvements and modifications may be made to the present disclosure without departing from the technical idea of the present disclosure defined by the appended claims.