CN108443434B - Single-actuator gear shifting actuating mechanism for electric automobile transmission and transmission - Google Patents
Single-actuator gear shifting actuating mechanism for electric automobile transmission and transmission Download PDFInfo
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- CN108443434B CN108443434B CN201810490002.1A CN201810490002A CN108443434B CN 108443434 B CN108443434 B CN 108443434B CN 201810490002 A CN201810490002 A CN 201810490002A CN 108443434 B CN108443434 B CN 108443434B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 149
- 230000007246 mechanism Effects 0.000 title claims abstract description 42
- 230000009977 dual effect Effects 0.000 claims description 28
- 229910000831 Steel Inorganic materials 0.000 claims description 26
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- 238000000926 separation method Methods 0.000 claims description 3
- 230000009471 action Effects 0.000 abstract description 8
- 239000012530 fluid Substances 0.000 description 8
- 238000003825 pressing Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 3
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- 230000000694 effects Effects 0.000 description 2
- 230000033001 locomotion Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000009987 spinning Methods 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000000712 assembly 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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/46—Gearings having only two central gears, connected by orbital gears
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
Abstract
The invention relates to a single-actuator gear shifting executing mechanism for an electric automobile transmission, which comprises the following components: the device comprises a first executing element, a second executing element and an actuator; the actuator is respectively connected with the first executing element and the second executing element through connecting pieces and is used for controlling the first executing element and the second executing element to be combined or separated in a linkage mode, so that the first rotating element and the second rotating element are interlocked in a linkage mode. Compared with the prior art, the invention can control the two gear shifting execution elements to carry out gear shifting action in a linkage way through the single actuator, so that the whole structure of the transmission is simplified and compact, the gear shifting time of the two execution elements is easy to control, the cost is reduced, the stability of the gear shifting time difference is ensured by a machine during the gear lifting, and the impact and the damage of the gear shifting execution mechanism caused by the misoperation control of a plurality of execution mechanisms can be effectively avoided.
Description
Technical Field
The invention relates to the field of electric automobile transmissions, in particular to a single-actuator interlocking type gear shifting actuating mechanism and a transmission provided with the single-actuator interlocking type gear shifting actuating mechanism.
Background
A transmission is a mechanism for adjusting the transmission ratio between the power mechanism and the drive wheels of an automobile. In the field of electric vehicles, a transmission is also provided between a drive motor and a drive wheel for adjusting the transmission ratio between the drive motor and the drive wheel. The traditional electric automobile transmission mostly adopts a planetary gear train and a plurality of gear shifting executing elements (such as a clutch, a one-way clutch or a brake) capable of controlling working states to realize a gear shifting and speed changing function. And the change of the state of the gear shifting actuator is realized by the acting force of an external actuator (a force output device). Wherein, the working principles of the multi-disc clutch and the multi-disc brake are similar, and the multi-disc clutch and the multi-disc brake are combined or separated into 2 working states. The existing multi-disc clutch or multi-disc brake is in a certain working state (combined/separated) under the action of a return spring; while the force of the hydraulic actuator overcomes the pressure spring and is in the opposite working state (separation/combination). When oil pressure exists in the left cavity of the piston, the piston moves rightwards against the spring force of the return spring, the friction plate and the steel sheet are pressed, the clutch is combined, and power is transmitted from the input shaft to the output shaft; when the left cavity of the piston is relieved, the piston moves leftwards under the action of spring force, no pressing force exists between the friction plate and the steel sheet, the clutch is separated, and power cannot be transmitted from the input shaft to the output shaft.
To make the transmission more compact, common companies have proposed dual clutch modules and the like when the planetary train requires more clutches or brakes in the transmission. The 2 clutches are in an engaged or disengaged state under the action of respective pressure spring forces and pressure controlled piston thrust forces (hydraulic brakes). In this conventional design, the dual clutch assembly requires 2 sets of pressure control pistons and spring return means to effect the shift operation. In order to further simplify the mechanism, in the patent number CN201420528597.2, the name of the wet double clutch is that the same pressing disc is shared on the mechanism, so that the aim of reliably and complementarily working the two clutches is fulfilled. In the patent number CN201680041789.2, which is a multi-gear transmission, a combination sleeve and 2 multi-plate clutch structures are disclosed to realize that the power of an input shaft is transmitted to a first sun gear, a first planet carrier or a second sun gear, that is, the switching of power transmission needs to control the working states of 1 combination sleeve and 2 clutches simultaneously.
However, in the prior art (such as popular company), in structural design, a transmission equipped with 2 actuators needs to use 2 sets of oil channels, pressure-controlled pistons and spring return devices to realize gear shifting. Therefore, the requirements on the machining and assembling process are high, the manufacturing cost is high, and 2 external control pistons are required to be controlled accurately in time difference during gear lifting, otherwise, the gear shifting actuating mechanism is impacted, damaged and the like.
In the patent No. CN201420528597.2, a wet dual clutch is named, the platen is structurally shared, but the design of the double oil passages may be in a relatively balanced position due to the external force applied to both the left and right 2 ends of the platen. This equilibrium position may cause 2 clutches to fail to effectively engage or one clutch to be in a semi-slip state and fail early. In addition, 2 sets of oil duct assemblies and pistons are used, and the cost is high.
In the patent CN201680041789.2, entitled a multi-speed transmission, the multi-plate clutch is disposed inside a transmission gear assembly, a fluid is required to act on a piston through a central shaft, and a corresponding rotary seal member is required to be disposed on the fluid assembly. For this reason, the cost is increased and there is also a risk of seal failure. In addition, the power gear can be switched only by simultaneously controlling 3 gear shifting elements, and the control system is complex and high in cost.
Disclosure of Invention
Therefore, an existing transmission for an electric automobile needs to be improved and a new implementation scheme is provided for solving the technical problems of high requirements on the assembly process, high manufacturing cost and high requirements on the gear shift control accuracy of the existing transmission for the electric automobile.
In order to achieve the above object, the present inventors have provided a single-actuator shift actuator for an electric automobile transmission for executing gear shift of the transmission;
the single-actuator gear shifting actuating mechanism comprises: the device comprises a first executing element, a second executing element, a connecting piece and an actuator; the first executing element and the second executing element are one of a brake and a clutch, and comprise two states of combination or separation;
the connecting piece is connected with the power input shaft in a key way, a first rotating element in the transmission is connected with the connecting piece through the first executing element, and a second rotating element in the transmission is connected with the connecting piece through the second executing element;
the actuator is connected with the first executing element and the second executing element through the connecting piece respectively and is used for interlocking control the first rotating element to be combined with the connecting piece, the second rotating element to be separated from the connecting piece or interlocking control the first rotating element to be separated from the connecting piece, and the second rotating element to be combined with the connecting piece.
Further, the device also comprises a first transmission piece and a second transmission piece;
one end of the first transmission piece is connected with the first executing element, and the other end of the first transmission piece is connected with the first rotating element;
one end of the second transmission piece is connected with the second executing element, and the other end of the second transmission piece is connected with the second rotating element.
Further, the actuator is one of a pneumatic actuator, a hydraulic actuator, an electromagnetic actuator or an electromechanical transmission actuator.
Further, the connecting piece comprises a thrust bearing and a transmission shaft;
one end of the transmission shaft is connected with the actuator through the thrust bearing, the other end of the transmission shaft is at least provided with a first connecting part and a second connecting part, the first connecting part is connected with the first executing element, and the second connecting part is connected with the second executing element;
the actuator interlocks the first and second actuators via the thrust bearing and drive shaft.
Further, the transmission shaft is of a hollow structure, and the transmission shaft is sleeved on a power input shaft of the transmission and is fixedly connected with the power input shaft;
the first connecting part and the second connecting part are concentric rings with different diameters, and the concentric rings are arranged on the end face of the transmission shaft;
the end part of the driving piece of the first execution element is connected to the annular inner side surface of the first connecting part, and the end part of the driven piece of the first execution element is connected to the first transmission piece;
the end part of the driving piece of the second executing element is connected with the annular inner side surface of the second connecting part, and the end part of the driven piece of the second executing element is connected with the second transmission piece.
Further, the first executing element and the second executing element are clutches and comprise a plurality of friction plates and dual steel plates which are arranged oppositely;
the friction plate of the first execution element is embedded on the first transmission part through internal teeth, and the dual steel sheet of the first execution element is embedded on the annular inner side surface of the first connecting part of the transmission shaft through external teeth;
the friction plate of the second execution element is embedded on the second transmission piece through internal teeth, and the dual steel sheet of the second execution element is embedded on the annular inner side surface of the second connecting part of the transmission shaft through external teeth;
the first actuating element further comprises a pressure spring and a pressure plate, one end of the pressure spring is fixed, and the other end of the pressure spring is in transmission connection with the dual steel sheet of the first actuating element through the pressure plate and is used for pushing the dual steel sheet to compress the friction plate.
Further, the fixed end of the pressure spring is fixedly arranged on the pressure spring supporting plate, the other end of the pressure spring is connected with the pressure plate, and the pressure plate is fixedly connected with the front end of the second connecting part.
In order to solve the technical problem, the invention also provides a single-actuator interlocking transmission for an electric automobile, which comprises: the gear shifting device comprises a shell, a transmission mechanism and a gear shifting executing mechanism;
the transmission mechanism comprises a first rotating element and a second rotating element which are arranged in the shell, the gear shifting executing mechanism is the single-actuator interlocking gear shifting executing mechanism according to any one of the technical schemes, the first executing element of the gear shifting executing mechanism is connected with the first rotating element, and the second executing element is connected with the second rotating element;
and the actuator of the gear shifting executing mechanism controls the state switching of the first rotating element and the second rotating element in a linkage way through the first executing unit and the second executing unit to switch gears.
Further, the transmission mechanism comprises a power input shaft, a power output shaft, a first planetary gear train and a second planetary gear train;
the first planetary gear train and the second planetary gear train are coaxially arranged front and back, a planet carrier of the first planetary gear train is connected with a gear ring of the second planetary gear train, the gear ring of the first planetary gear train is connected with a planet carrier of the second planetary gear train, the power input shaft is connected with a sun gear of the first planetary gear train, and the power output shaft is connected with a planet carrier of the second planetary gear train;
the first actuating element of the gear shifting actuating mechanism is connected to a sun gear of a first planetary gear train through a first transmission piece, and the second actuating element is connected to a planet carrier of the first planetary gear train and a gear ring of a second planetary gear train through a second transmission piece.
Further, the power input shaft is connected to the housing through a support bearing, and an end cover oil seal assembly is arranged at the front end of the support bearing.
Compared with the prior art, the technical scheme has the advantages that the two shifting execution elements can be controlled in a linkage way through the single actuator, so that the states of the first rotary element and the second rotary element are interlocked and switched, gear switching is realized, and at least one actuator is omitted compared with the prior art by using the single actuator, so that the whole structure of the transmission is simplified and compact, and the cost is reduced; and the state switching of the two execution elements has no time difference (or can be set to be a fixed time difference), so that the gear shifting time of the two execution elements is easier to control, the stability of gear up-shifting switching is improved, and the impact and damage of the gear shifting execution mechanism caused by misoperation control of a plurality of execution mechanisms can be effectively avoided.
Drawings
FIG. 1 is a schematic structural view of a single-actuator shift actuator for an electric vehicle transmission according to an embodiment;
FIG. 2 is a schematic diagram of an embodiment of the shift actuator of FIG. 1 on a CR-CR planetary gear train;
FIG. 3 is a schematic illustration of an external control thrust source for a single actuator shift actuator according to an embodiment;
FIG. 4 is a schematic illustration of a single-actuator shift actuator including clutches and brakes in an embodiment;
FIG. 5 is a schematic illustration of a single actuator shift actuator without a thrust bearing in an embodiment;
FIG. 6 is a schematic view of a structure of the transmission shaft according to the embodiment;
reference numerals illustrate:
100. a single-actuator gear shifting executing mechanism;
1. a housing; 101. an end cap oil seal assembly; 110. a first actuator;
120. a second actuator; 130. an actuator; 140. a first transmission member;
150. a second transmission member; 160. a power input shaft; 1220. a pressure spring;
1230. a spring support plate; 110-1, a plurality of dual steel plates of a first clutch C1;
120-1, a plurality of dual steel plates of a second clutch C2;
1301. a pipeline; 1310. a thrust bearing; 1320. a transmission shaft;
1320-1, front of drive shaft; 1320-2, a first connection; 1320-3, a second connection;
200. CR-CR planetary gear train;
210. a first planetary gear train; 220. a second planetary gear train; 2101. a first sun gear;
2102. a first planet; 2103. a first ring gear; 2201. a second sun gear;
2202. a second planet wheel; 2203. a second ring gear;
Detailed Description
In order to describe the technical content, constructional features, achieved objects and effects of the technical solution in detail, the following description is made in connection with the specific embodiments in conjunction with the accompanying drawings.
Referring to fig. 1 to 5, the present embodiment provides a single-actuator gear shift actuator for an electric automobile transmission, which is used for executing a gear shift action of the transmission.
As shown in fig. 1, the single-actuator shift actuator includes: the actuator assembly includes a first actuator 110, a second actuator 120, a transmission member, and an actuator 130. The first actuator 110 and the second actuator 120 are one of a brake and a clutch, and include both engaged and disengaged states. The first actuator 110 is used for controlling the state switching of a first rotating element in the transmission, and the second actuator 120 is used for controlling the state switching of a second rotating element in the transmission. Specifically, the first actuator 110 and the second actuator 120 may both be clutches; or the first and second actuators may both be brakes; or one of the first executing element and the second executing element is a clutch, and the other is a brake. In the gear shift actuator shown in fig. 1, the first actuator 110 and the second actuator 120 are clutches (i.e., a dual clutch structure), and in the gear shift actuator shown in fig. 4 and 5, the first actuator 110 is a brake and the second actuator 120 is a clutch.
The first and second rotating elements may be power input shafts, power output shafts, gears, ring gears, carriers, etc. provided in the transmission, and have a freely rotatable state or a locked state (i.e., a non-rotatable state). The first rotating element is connected with the connecting piece through the first executing element 110, and the second rotating element is connected with the connecting piece through the second executing element 120; the connecting piece is also connected with a power input shaft of the speed changer in a key way, and the power input shaft drives the connecting piece to rotate at the same speed. Specifically, as shown in FIG. 1, the coupling includes a thrust bearing 1310 and a drive shaft 1320. One end of the transmission shaft 1320 is connected to the actuator 130 through the thrust bearing 1310, and the first actuator 110 and the second actuator 120 are disposed at the other end of the transmission shaft 1320. The transmission shaft 1320 has a hollow structure, and an inner ring thereof is provided with a spline, and is connected to the power input shaft 160 through the spline, can rotate at the same speed as the power input shaft, and can axially slide along the power input shaft under the action of the actuator 130.
When the first actuator 110 is coupled, the first rotating element may be controlled to couple with the transmission shaft 1320 such that the first rotating element rotates at the same speed as the transmission shaft 1320; conversely, when the first actuator 110 is disengaged, the first rotating element may be disengaged from the drive shaft and in a free-spinning state. When the second actuator 120 is coupled, the second rotating element may be controlled to be coupled to the transmission shaft 1320 such that the second rotating element rotates at the same speed as the transmission shaft 1320; conversely, when the second actuator 120 is disengaged, the second rotating element may be disengaged from the drive shaft 1320, in a free-spinning state.
The actuator 130 is a driving mechanism of the first actuator 110 and the second actuator 120, and provides a driving force for switching states for the first actuator 110 and the second actuator 120. Specifically, the actuator is coupled to the first actuator 110 and the second actuator 120 through the thrust bearing 1310 and the transmission shaft 1320, so as to control the first actuator 110 and the second actuator 120 to be coupled to or decoupled from each other in a coordinated manner, so that the first rotating element and the second rotating element always present an interlocking state (i.e., when the first rotating element is coupled to the transmission shaft 1320, the second rotating element is decoupled from the transmission shaft, whereas when the first rotating element is decoupled from the transmission shaft 1320, the second rotating element is coupled to the transmission shaft), thereby achieving a gear shift of the transmission.
When the first rotating element and the second rotating element are used for gear shifting of the transmission, the object of state change is needed to be controlled in the transmission. In various embodiments, the first rotating element and the second rotating element are different components within the transmission. For example, in some embodiments, the first rotating element is a sun gear or a power input shaft in a planetary gear train, and the second rotating element is a power output shaft, or a carrier or a ring gear in a planetary gear train.
As shown in fig. 1, the single-actuator gear shifting actuator is a schematic structural diagram of a single-actuator gear shifting actuator with a clutch as both the first actuator 110 and the second actuator 120, and a gear shifting process and a principle of the double-clutch gear shifting actuator are specifically described below by taking the double-clutch gear shifting actuator as an example.
The single-actuator shift actuator includes a first clutch C1 (i.e., the first actuator 110), a second clutch C2 (i.e., the second actuator 120), a pressure controlled piston (i.e., the actuator 130), a thrust bearing 1310, a drive shaft 1320 (the thrust bearing and the drive shaft being the driving members), a first connecting member 140, a power input shaft 160, a pressure spring 1220, and a second connecting member 150. Wherein, the power input shaft 160 is connected to the housing 1 through a support bearing, and the front end of the support bearing is provided with an end cover oil seal assembly 101.
The first clutch C1 and the second clutch C2 are respectively provided with a friction plate and a dual steel plate; the transmission shaft 1320 is provided with 3 splines, the first spline is arranged at the front part 1320-1 of the transmission shaft and is used for being matched with the power input shaft 160, the second spline and the third spline are arranged at the tail part of the transmission shaft, the second spline is used for being matched with the first clutch C1 steel sheet, and the third spline is used for being matched with the second clutch C2 steel sheet. One end of the transmission shaft 1320 is connected to the actuator 130 through the thrust bearing, and is sleeved with the power input shaft 160 through the first spline, so that the transmission shaft can slide axially along the power input shaft under the action of the piston, the other end of the transmission shaft 1320 is provided with a first connecting portion 1320-2 and a second connecting portion 1320-3, the second spline is arranged on the first connecting portion 1320-2, and the third spline is arranged on the second connecting portion 1320-3. The fixed end of the pressure spring 1220 is fixedly arranged on the pressure spring supporting plate 1230, the other end of the pressure spring is connected with the pressure plate, and the pressure plate is fixedly connected with the front end of the second connecting part.
As shown in fig. 6, the plurality of dual steel plates 110-1 of the first clutch C1 are embedded in the first connecting portion 1320-2 of the transmission shaft 1320 through external teeth to rotate at the same speed as the transmission shaft 1320, and the plurality of friction plates are embedded in the first connecting member through internal teeth to rotate at the same speed as the first connecting member; the plurality of dual steel plates 120-1 of the second clutch C2 are embedded into the second connection part of the transmission shaft through external teeth to have the same rotation speed as the transmission shaft, and the plurality of friction plates are embedded into the second connection part through internal teeth to have the same rotation speed as the second connection part 10. The second connecting piece is fixedly connected with a pressure plate of the second clutch C2. The pressure spring assembly comprises a pressure spring and a pressure plate, one end of the pressure spring is fixed, and the other end of the pressure spring is in transmission connection with the dual steel sheets of the first executing element through the pressure plate and is used for pushing the dual steel sheets of the first clutch C1 to compress the friction sheets so as to enable the friction sheets to be combined.
The single actuator shift actuator shown in fig. 1 has 2 operating states:
(1) The first clutch C1 is engaged and the second clutch C2 is disengaged: when the high-pressure fluid is discharged from the pipe 1301 (fluid passage) of the actuator, the pressure spring 1220 moves the transmission shaft 1320 to the left, so that no pressing force exists between the friction plate and the dual steel plate in the second clutch C2, and power cannot be transmitted from the power input shaft 160 to the connecting member 150 via the transmission shaft, that is, the second clutch C2 is in a disengaged state; at the same time, the transmission shaft 1320 moves the first clutch C1 to the left as the platen moves, thereby combining the friction plate and the dual steel plate assembly of the first clutch C1, such that the pressing force between the friction plate and the dual steel plate in the first clutch C1 transmits the power from the power input shaft 160 to the connection member 140, i.e., the first clutch C1 is combined.
(2) The first clutch C1 is disengaged and the second clutch C2 is engaged: when the high pressure fluid flows into the line 1301 (fluid passage) of the actuator, the left side of the pressure controlled piston is forced to move right by the external pressure and drives the transmission shaft 1320 to move right by the thrust bearing 1310. In this way, the transmission shaft 1320 moves to the right to press the pressure spring 1220 to push the disc compression pressure spring assembly to the right, thereby separating the friction disc and the dual steel disc assembly of the first clutch C1 without pressing force therebetween, and power cannot be transmitted from the power input shaft 160 to the first connecting member 140 through the transmission shaft, i.e., the first clutch C1 is in a separated state. At the same time, the piston right-hand movement will compress the friction plates and the dual steel plates in the second clutch C2, and power can be transmitted from the input shaft 160 to the second transmission 150 via the transmission shaft, i.e., the first clutch C2 is in an engaged state.
The first transmission member 140 and the second transmission member 150 are connected with corresponding rotating elements of the transmission, so that gear shifting of the transmission can be controlled.
As shown in fig. 2, a single-actuator interlocking transmission for an electric vehicle is provided, which employs the above-described shift actuator, wherein double rows of planetary gears in the transmission are connected by CR-CR. The transmission includes the single-actuator shift actuator 100 described above and a CR-CR planetary gear train 200, with double-row planetary gears including a first planetary gear train 210 (i.e., a first planetary gear train) and a second planetary gear train 220 (i.e., a second planetary gear train). The CR-CR connection is that the first planet carrier is connected with the second gear ring, and the front gear ring is connected with the rear row planet carrier and outputs. The first planetary gear train includes: a first sun wheel 2101; a first planet 2102, a first ring gear 2103; the second planetary gear train includes a second sun gear 2201, a second planet gear 2202, and a second ring gear. The number of teeth of each gear member may be: front row sun gear Z S1 =26; front row inner gear ring Z R1 =62; rear row sun gear Z S2 =42; rear row inner gear ring Z R3 ＝73。
The first transmission member 140 in fig. 2 is coupled to the first sun gear 2101, and the second transmission member 150 is coupled to the first planet carrier and the second ring gear 2203. When the second sun gear 2201 is fixed, the single actuator is used for air intake and exhaust or pressure oil intake and exhaust, and the like, so that 2 gears can be realized. Such as:
(1) Gear 1 when actuator 130 line 1301 is in a state of exhausting high pressure fluid, the dual clutch of fig. 2 is in a state of C1 engaged, C2 disengaged in linkage. Thus, the first sun gear is the power input, the first gear ring/rear row planet carrier is the power output, and the second sun gear is fixed, i.e. the transmission ratio is:
(2) Gear 2: when the passage is in the high pressure fluid state, the dual clutch of fig. 3 is in the C1 disengaged, C2 engaged state in linkage. The first gear ring/rear row planet carrier being the power take-off, the second sun gear being fixed, i.e. n S2 =0, the gear ratio is:
in addition to the above two gears, the single-actuator interlocking transmission for electric vehicles also has a reverse mode, namely: the first clutch C1 is combined, the second clutch C2 is separated, the driving motor rotates reversely, the transmission input shaft rotates reversely, and the automobile is driven to reverse.
Table 1 below is a comparison of a conventional control strategy scheme for a 2-speed transmission and the present invention;
TABLE 1
According to the embodiment, the two gear shifting execution elements can be controlled in a linkage manner through the single actuator to carry out gear shifting action, so that the whole structure of the transmission is simplified and compact, the gear shifting time of the two execution elements is easy to control, the cost is reduced, the stability of the gear shifting time difference is ensured by a machine during gear lifting, and the impact and damage of the gear shifting execution elements caused by misoperation control of multiple execution mechanisms can be effectively avoided.
In different embodiments, the actuator may have different implementations, and may be one of a pneumatic actuator, a hydraulic actuator, an electromagnetic actuator, or an electromechanical actuator. For example, as shown in fig. 3, the actuator of the single-actuator gear shifting actuating mechanism is a mechanical transmission type actuator, and the actuator is directly controlled by external control thrust to push the actuator to move left and right; as shown in fig. 1 and 4, the actuator is an oil pressure actuator, and the piston is driven to extend and retract by external high-pressure oil. And the actuator 130 is coupled to the drive shaft 1320 via a thrust bearing 1310, the actuator 130 may be coupled to the drive shaft 1320 directly without a thrust bearing in the embodiment shown in fig. 5. The electromechanical transmission actuator comprises a motor and a transmission structure, wherein the transmission structure is used for converting circumferential rotation of a rotating shaft of the motor into axial telescopic motion so as to drive the first execution element and the second execution element to be combined or separated, and the transmission structure can be a screw assembly.
The first actuating element of the gear shifting actuating mechanism is connected to a sun gear of a first planetary gear train through a first transmission piece, and the second actuating element is connected to a planet carrier of the first planetary gear train and a gear ring of a second planetary gear train through a second transmission piece.
It should be noted that, although the foregoing embodiments have been described herein, the scope of the present invention is not limited thereby. Therefore, based on the innovative concepts of the present invention, alterations and modifications to the embodiments described herein, or equivalent structures or equivalent flow transformations made by the present description and drawings, apply the above technical solution, directly or indirectly, to other relevant technical fields, all of which are included in the scope of the invention.
Claims (9)
1. A single-actuator gear shifting executing mechanism for an electric automobile transmission, wherein the gear shifting executing mechanism is used for executing gear switching of the transmission;
the single-actuator gear shifting actuating mechanism is characterized by comprising: the device comprises a first executing element, a second executing element, a connecting piece and an actuator; the first executing element and the second executing element are one of a brake and a clutch, and comprise two states of combination or separation;
the connecting piece is connected with the power input shaft in a key way, a first rotating element in the transmission is connected with the connecting piece through the first executing element, and a second rotating element in the transmission is connected with the connecting piece through the second executing element;
the actuator is respectively connected with the first executing element and the second executing element through the connecting piece and is used for interlocking and controlling the first rotating element to be combined with the connecting piece, the second rotating element to be separated from the connecting piece or interlocking and controlling the first rotating element to be separated from the connecting piece, and the second rotating element to be combined with the connecting piece;
the single-actuator gear shifting executing mechanism further comprises a first transmission piece and a second transmission piece, one end of the first transmission piece is connected with the first executing element, the other end of the first transmission piece is connected with the first rotating element, one end of the second transmission piece is connected with the second executing element, the other end of the second transmission piece is connected with the second rotating element, the first rotating element is a sun gear of a first planetary gear train, and the second rotating element is a planet carrier of the first planetary gear train and a gear ring of a second planetary gear train;
the connecting piece comprises a thrust bearing and a transmission shaft, one end of the transmission shaft is connected with the actuator through the thrust bearing, the actuator is positioned on the left sides of the first executing element and the second executing element, and a pressure cavity is formed between the left side of the actuator and the shell.
2. The single-actuator shift actuator of claim 1, wherein the actuator is a pneumatic actuator or a hydraulic actuator.
3. The single-actuator shift actuator of claim 1, wherein at least a first connecting portion and a second connecting portion are provided at the other end of the drive shaft, the first connecting portion being connected to the first actuator, the second connecting portion being connected to the second actuator;
the actuator interlocks the first and second actuators via the thrust bearing and drive shaft.
4. The single-actuator shift actuator of claim 3, wherein the drive shaft is hollow, and the drive shaft is sleeved on the power input shaft of the transmission and is in key connection with the power input shaft;
the first connecting part and the second connecting part are concentric rings with different diameters, and the concentric rings are arranged on the end face of the transmission shaft;
the end part of the driving piece of the first execution element is connected to the annular inner side surface of the first connecting part, and the end part of the driven piece of the first execution element is connected to the first transmission piece;
the end part of the driving piece of the second executing element is connected with the annular inner side surface of the second connecting part, and the end part of the driven piece of the second executing element is connected with the second transmission piece.
5. The single-actuator shift actuator of claim 4, wherein the first and second actuators are clutches comprising a plurality of oppositely disposed friction plates and dual steel plates;
the friction plate of the first execution element is embedded on the first transmission part through internal teeth, and the dual steel sheet of the first execution element is embedded on the annular inner side surface of the first connecting part of the transmission shaft through external teeth;
the friction plate of the second execution element is embedded on the second transmission piece through internal teeth, and the dual steel sheet of the second execution element is embedded on the annular inner side surface of the second connecting part of the transmission shaft through external teeth;
the first actuating element further comprises a pressure spring and a pressure plate, one end of the pressure spring is fixed, and the other end of the pressure spring is in transmission connection with the dual steel sheet of the first actuating element through the pressure plate and is used for pushing the dual steel sheet to compress the friction plate.
6. The single-actuator shift actuator of claim 5, wherein the fixed end of the pressure spring is fixedly disposed on a pressure spring support plate, the other end of the pressure spring is connected to the pressure plate, and the pressure plate is fixedly connected to the front end of the second connecting portion.
7. A single-actuator interlocking transmission for an electric vehicle, comprising:
the gear shifting device comprises a shell, a transmission mechanism and a gear shifting executing mechanism;
the transmission mechanism comprises a first rotating element and a second rotating element which are arranged in the shell, the gear shifting executing mechanism is a single-actuator gear shifting executing mechanism according to any one of claims 1 to 6, the first executing element of the gear shifting executing mechanism is connected with the first rotating element, and the second executing element is connected with the second rotating element;
and the actuator of the gear shifting executing mechanism controls the state switching of the first rotating element and the second rotating element in a linkage way through the first executing element and the second executing element, so as to switch gears.
8. The single-actuator interlocked transmission for electric automobile of claim 7, wherein the transmission mechanism includes a power input shaft, a power output shaft, a first planetary gear train, and a second planetary gear train;
the first planetary gear train and the second planetary gear train are coaxially arranged front and back, a planet carrier of the first planetary gear train is connected with a gear ring of the second planetary gear train, the gear ring of the first planetary gear train is connected with a planet carrier of the second planetary gear train, the power input shaft is connected with a sun gear of the first planetary gear train, and the power output shaft is connected with a planet carrier of the second planetary gear train;
the first actuating element of the gear shifting actuating mechanism is connected to a sun gear of a first planetary gear train through a first transmission piece, and the second actuating element is connected to a planet carrier of the first planetary gear train and a gear ring of a second planetary gear train through a second transmission piece.
9. The single-actuator interlocked transmission for electric automobile of claim 7, wherein the power input shaft is connected to the housing through a support bearing, and an end cap oil seal assembly is provided at a front end of the support bearing.
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| CN201810490002.1A CN108443434B (en) | 2018-05-21 | 2018-05-21 | Single-actuator gear shifting actuating mechanism for electric automobile transmission and transmission |
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| CN201810490002.1A CN108443434B (en) | 2018-05-21 | 2018-05-21 | Single-actuator gear shifting actuating mechanism for electric automobile transmission and transmission |
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| CN108443434B true CN108443434B (en) | 2023-12-19 |
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| CN109695670A (en) * | 2019-02-28 | 2019-04-30 | 福建中青汽车技术有限公司 | A kind of gearbox |
| US11795862B2 (en) * | 2019-06-28 | 2023-10-24 | Horton, Inc. | Transmission system with planetary gearing operable in forward and reverse modes |
| CN211259607U (en) * | 2019-09-29 | 2020-08-14 | 湖南奕普汽车科技有限公司 | Automatic gearbox gearshift |
| CN111237403B (en) * | 2020-03-09 | 2021-06-25 | 福建中青汽车技术有限公司 | Automatic speed change device for electric automobile |
| WO2023188281A1 (en) * | 2022-03-31 | 2023-10-05 | 株式会社ダイナックス | Two-speed transmission |
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