CN108980337B - Two-gear automatic transmission and control method thereof - Google Patents

Two-gear automatic transmission and control method thereof Download PDF

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Publication number
CN108980337B
CN108980337B CN201810752291.8A CN201810752291A CN108980337B CN 108980337 B CN108980337 B CN 108980337B CN 201810752291 A CN201810752291 A CN 201810752291A CN 108980337 B CN108980337 B CN 108980337B
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China
Prior art keywords
gear
speed
synchronizer
power receiving
automatic transmission
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CN201810752291.8A
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CN108980337A (en
Inventor
石刚
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Lvchuan (Beijing) Automotive Technology Co.,Ltd.
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G Edrive Beijing Technology Co ltd
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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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a two-gear automatic transmission with a single clutch, which can be used for an electric automobile and comprises a power receiving part, a power output part and a speed ratio conversion part, wherein the speed ratio conversion part comprises a one-way bearing and a two-gear clutch; and in the engaged state of the two-gear clutch, the rotary driving force is transmitted to the power output part at a second rotation speed ratio, and at the moment, if the rotation speed of the power receiving part reaches or is less than a second gear shifting rate, the two-gear clutch is disengaged, and the one-way bearing is automatically engaged. According to the invention, two gears can be realized by only controlling one clutch, and oil pump support is not needed during the first gear and the reverse gear, so that the oil pumping loss is reduced, and the endurance mileage is improved.

Description

Two-gear automatic transmission and control method thereof
Technical Field
The present invention relates to an automatic transmission of an automobile, and a control method of the automatic transmission. The invention relates to an automatic transmission, belonging to a single-clutch automatic transmission, which is mainly applied to electric automobiles.
Background
At present, a pure electric vehicle is mainly selected to be provided with a single-gear speed reducer, and the pure electric vehicle has the advantages of simple structure, small volume, light weight, low cost and the like, but has the following defects. First, the performance requirements for the drive motor are high. Because the driving motor is generally a high-speed motor, in order to balance the contradiction between the requirements of climbing and acceleration performance at medium and low speeds and the highest speed, the driving motor is required to have higher driving torque, so that the volume and the cost of the driving motor are increased; second, the efficiency of the motor operating region is low under some conditions. On the premise of meeting dynamic requirements, the single transmission ratio is difficult to ensure that the motor works in a high-efficiency area for a long time, and particularly under the conditions of highest speed, lowest speed and low load, the efficiency of the driving motor can be greatly reduced, so that the vehicle-mounted electric energy is seriously wasted, and the endurance mileage is reduced. Therefore, the dynamic property and the economical efficiency of the pure electric vehicle can be improved by increasing the gear number, the performance requirement on the driving motor is reduced, and the endurance mileage is increased.
At present, the mainstream two-gear automatic transmission of the pure electric vehicle mainly has two forms, the first form is the two-gear automatic transmission in the form of the AMT, the two-gear automatic transmission in the form has the advantages of low cost, high efficiency, no need of a hydraulic oil pump and the like, but the two-gear automatic transmission has the fatal defects of power interruption, poor gear shifting smoothness, high requirement on a motor and the like in gear shifting, and therefore the two-gear automatic transmission cannot be popularized and used on the pure electric passenger vehicle. The second type is a DCT or AT type two-gear automatic transmission, and the two-gear automatic transmission has the advantages of no power interruption during gear shifting, good gear shifting smoothness, simple matching with a motor, good durability and the like. But the defect is that a high-power electronic oil pump is needed, the electronic oil pump has long working time and large power consumption, and the endurance mileage of the pure electric vehicle is reduced.
Disclosure of Invention
Technical problem to be solved
The invention aims to provide a single-clutch two-gear automatic transmission for an electric automobile, and aims to solve the problem that the dynamic property and the economical efficiency of a single-gear reducer cannot be considered at the same time.
(II) technical scheme
In order to solve the above technical problems, the present invention provides a two-gear automatic transmission, including a power receiving portion, a power output portion and a speed ratio conversion portion, wherein the power receiving portion is configured to receive a rotational driving force from outside, the speed ratio conversion portion is configured to transmit the rotational driving force to the power output portion at a first speed ratio or a second speed ratio, the power output portion is configured to output the rotational driving force transmitted by the speed ratio conversion portion to a wheel axle of an automobile, the speed ratio conversion portion includes a one-way bearing coupled to the power receiving portion and a two-gear clutch, and in an engaged state of the one-way bearing, the rotational driving force is transmitted to the power output portion at the first speed ratio, and at this time, if a rotational speed of the power receiving portion reaches or is higher than the first shift speed, the two-gear clutch is engaged, and the one-way bearing; when the two-gear clutch is in an engaged state, the rotary driving force is transmitted to the power output part at a second rotation speed ratio, and at the moment, if the rotation speed of the power receiving part reaches or is smaller than a second gear shifting speed, the two-gear clutch is disengaged, and the one-way bearing is automatically engaged; the second shift rate is less than the first shift rate.
According to a preferred embodiment of the present invention, the engagement force of the two clutch is provided by an oil pressure provided by an oil pump, and the oil pressure provided by the oil pump is higher as the torque of the power output portion is higher.
According to a preferred embodiment of the invention, the oil pump is a mechanical oil pump.
In accordance with a preferred embodiment of the present invention, engagement and disengagement of the two-gear clutch is controlled by an electro-hydraulic control assembly.
According to a preferred embodiment of the present invention, the speed ratio shifting portion further includes a synchronizer, the power output portion includes an engaging ring gear, and the synchronizer is capable of engaging or disengaging the power receiving portion with or from the engaging ring gear.
According to a preferred embodiment of the present invention, when the synchronizer engages the power receiving portion with the engaging ring gear and the power receiving portion rotates in reverse, the engaging ring gear drives the power output portion to rotate synchronously with the power receiving portion, and reverse gear is formed.
According to a preferred embodiment of the present invention, when the synchronizer engages the power receiving portion with the engaging ring gear but the power receiving portion rotates in the forward direction, the engaging ring gear drives the power output portion to rotate synchronously with the power receiving portion, so that a first gear is formed.
According to a preferred embodiment of the present invention, when the power receiving portion is rotating in the forward direction and the rotation speed is increased to the first synchronizer speed, the synchronizer disengages the power receiving portion from the engaging ring gear; the synchronizer engages rotation of the power receiving portion with the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed drops to a second synchronizer speed.
According to a preferred embodiment of the present invention, engagement and disengagement of the synchronizer with the engaged ring gear is controlled by an electronic shift assembly.
According to a preferred embodiment of the invention, the second synchronizer rate is smaller than the first synchronizer rate.
According to a preferred embodiment of the invention, the first synchronizer rate is less than the first shift rate and the second synchronizer rate is less than the second shift rate.
According to a preferred embodiment of the present invention, the power output portion includes a first gear driving gear and a second gear driving gear, the first gear driving gear is fixedly connected to an outer ring of the one-way bearing, and the engaging gear ring is fixedly connected to the first gear driving gear; the second gear driving gear is fixedly connected with the driven end of the second gear clutch.
According to a preferred embodiment of the present invention, the power receiving portion is a rotary shaft on which the first gear drive gear and the second gear drive gear are freely supported.
According to a preferred embodiment of the present invention, the power output portion further includes a first-stage driven gear and a second-stage driven gear that are respectively meshed with the first-stage driving gear and the second-stage driving gear as transmission gears.
According to a preferred embodiment of the present invention, the power output portion further includes an output gear that rotates in synchronization with the first-gear driven gear and the second-gear driven gear.
According to a preferred embodiment of the present invention, the output gear, the first driven gear and the second driven gear are all fixed to a single intermediate shaft.
Meanwhile, the invention also provides a corresponding control method of the two-gear automatic transmission, the two-gear automatic transmission comprises a power receiving part, a power output part and a speed ratio conversion part, the speed ratio conversion part comprises a one-way bearing and a two-gear clutch, the one-way bearing and the two-gear clutch are coupled with the power receiving part, and the method comprises the following steps:
the power receiving portion receives a rotational driving force from the outside; the speed ratio conversion portion transmits the rotational driving force to the power output portion at a first speed ratio or a second speed ratio, wherein: under the engaging state of the one-way bearing, if the rotating speed of the power receiving part reaches or is higher than the first gear shifting speed, the two-gear clutch is engaged, and the one-way bearing is automatically disengaged; and under the engaging state of the two-gear clutch, if the rotating speed of the power receiving part reaches or is less than the second gear shifting speed, the two-gear clutch is disengaged, and the one-way bearing is automatically engaged. The power output portion outputs the rotational driving force transmitted by the speed ratio conversion portion to an axle of the automobile.
According to a preferred embodiment of the invention, the engagement and disengagement of the two-gear clutch is controlled by an electro-hydraulic control unit.
According to a preferred embodiment of the present invention, the speed ratio shifting portion further includes a synchronizer, and the power output portion includes an engaging ring gear, and the power receiving portion is engaged with or disengaged from the engaging ring gear by controlling movement of the synchronizer.
According to a preferred embodiment of the present invention, when the synchronizer engages the power receiving portion with the engaging ring gear and the power receiving portion rotates in reverse, the engaging ring gear drives the power output portion to rotate synchronously with the power receiving portion, and reverse gear is formed.
According to a preferred embodiment of the present invention, when the synchronizer engages the power receiving portion with the engaging ring gear but the power receiving portion rotates in the forward direction, the engaging ring gear drives the power output portion to rotate synchronously with the power receiving portion, so that a first gear is formed.
According to a preferred embodiment of the present invention, when the power receiving portion is rotating in the forward direction and the rotation speed is increased to the first synchronizer speed, the synchronizer disengages the power receiving portion from the engaging ring gear; the synchronizer engages rotation of the power receiving portion with the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed drops to a second synchronizer speed.
In accordance with a preferred embodiment of the present invention, engagement and disengagement of the synchronizer with the engaged ring gear is controlled by an electronic shift assembly.
According to a preferred embodiment of the invention, the second synchronizer rate is smaller than the first synchronizer rate.
According to a preferred embodiment of the invention, the first synchronizer rate is less than the first shift rate and the second synchronizer rate is less than the second shift rate.
(III) advantageous effects
Compared with the prior art, the invention has the following beneficial effects:
(1) the invention realizes two speed ratios, so that the first gear has stronger power, and the rotating speed of the motor is lower when the second gear is at a high speed, so that the working efficiency of the motor is higher, and the endurance mileage of the pure electric vehicle is improved.
(2) The invention adopts a single clutch and a combination of a synchronizer and a one-way bearing, thereby having low cost.
(3) The invention adopts a structure of combining the single clutch, the synchronizer and the one-way bearing for use, so that the working support of an oil pump is not needed during the first gear and the reverse gear. The efficiency loss of oil pump oil is reduced, and the endurance mileage of the pure electric vehicle is improved.
(4) According to the hydraulic control system, two gears can be achieved by only controlling 1 clutch, the electronic control strategy is simpler, the hydraulic control system is simpler, and the cost is lower.
(5) According to the invention, only one clutch needs to be supported by an oil pump, so that the volume and power loss of an oil pump are reduced, the working oil quantity is reduced, and the working efficiency of the automatic transmission of the pure electric vehicle is improved, thereby increasing the endurance mileage of the pure electric vehicle.
(6) When the oil pump fails, the pure electric vehicle can still run in the first gear and the reverse gear, and the safe running is ensured to return to a maintenance station.
(7) When most electronic systems have faults, the pure electric vehicle can still run in the first gear and the reverse gear, and the safe running is ensured to return to a maintenance station.
Drawings
FIG. 1 is a component layout view of an embodiment of a two speed automatic transmission of the present invention;
fig. 2 is a flowchart of a control method of the embodiment of fig. 1.
Detailed Description
In general, the present invention provides a two-speed automatic transmission having two forward speeds, i.e., "first speed" and "second speed", the first speed being a low speed and the second speed being a high speed. Of course, in particular implementations, the automatic transmission of the present invention may also achieve "reverse gear".
Although the present invention is preferably applied to a pure electric vehicle, it does not mean that the present invention cannot be applied to a vehicle that is not pure electric, such as a hybrid electric vehicle or a conventional fuel-powered vehicle, and the present invention is not excluded because the present invention does not limit what kind of engine is used to provide the rotating power. In addition, the present invention is not limited to vehicles with four or more wheels, and actually, the present invention does not have any technical obstacles in being applied to three-wheel, two-wheel or unicycle. That is, the automatic transmission of the present invention can be applied to virtually any vehicle that requires two forward gears to be provided.
The automatic transmission of the present invention may include, in terms of functional parts, a power receiving portion for receiving a rotational driving force from the outside, a power output portion for transmitting the rotational driving force to the power output portion, and a speed ratio changing portion for outputting the rotational driving force transmitted by the speed ratio changing portion to an axle of an automobile. Since the present invention is a two-speed automatic transmission, the speed ratio conversion portion can transmit the rotational driving force at the first speed ratio or the second speed ratio. The "first rotation speed ratio" and the "second rotation speed ratio" herein refer to a rotation speed ratio between the power output portion and the power receiving portion, or referred to as a drive ratio. In the description of the present invention, it may be defined that the "first rotation speed ratio" is greater than the "second rotation speed ratio", that is, it corresponds to "first gear" and "second gear", respectively.
The power receiving portion and the power output portion of the present invention are both single. The power receiving portion is not particularly limited, and any member that can receive the rotational driving force and whose rotation speed varies with the driving member may be used as the power receiving portion. However, generally, the power receiving portion is implemented as one rotating shaft that receives a rotational driving force from, for example, an electric motor. However, the present invention is not limited to a specific structure of the rotating shaft.
The key innovation of the present invention is to provide an innovative structure of the speed ratio conversion part, specifically, it includes a one-way bearing coupled to the power receiving part and a second clutch, wherein the second clutch is the only clutch for converting between the first gear and the second gear, so the present invention can be called as a single clutch structure.
The structure of the one-way bearing is known technology, and the working principle is as follows: the torque can only be transmitted from the inner ring to the outer ring in one way, but not from the outer ring to the inner ring, the inner ring is fixedly connected with the power receiving part, and the outer ring is fixedly connected with the power output part. Therefore, when the torque direction is such that the inner ring drives the outer ring (or is called engagement), the inner ring and the outer ring rotate synchronously and torque transmission is achieved; when the torque direction causes the outer ring to drive the inner ring (not really driven, but only inclined), the inner ring and the outer ring form a free rotation relationship (or called disengagement), namely, torque transmission cannot be realized. According to the present invention, in the one-way bearing engaged state, the rotational driving force received by the power receiving portion is transmitted to the power output portion at the first speed ratio, i.e., "first gear". At this time, if the rotating speed of the power receiving part reaches or is higher than the first gear shifting speed, the second gear clutch is engaged, the one-way bearing is automatically disengaged, and the automatic conversion from the first gear to the second gear is completed. And in the engaged state of the second gear clutch, the rotary driving force is transmitted to the power output part at a second rotation speed ratio, namely the second gear, and at the moment, if the rotation speed of the power receiving part reaches or is less than a second gear shifting rate, the second gear clutch is disengaged, the one-way bearing is automatically engaged, and the automatic conversion from the second gear to the first gear is completed.
In view of the efficiency of the shift operation during actual driving, it is preferable that the second shift rate be smaller than the first shift rate.
The principle of realizing the gear conversion is that the one-way bearing and the two-gear clutch are matched with each other. Therefore, the invention only needs to control the engagement of the clutch of the second gear, the rotating speed of the power receiving part is reduced, at the moment, the rotating speed of the inner ring of the one-way bearing is reduced, when the torque direction is changed from driving the outer ring by the inner ring to driving the inner ring by the outer ring, the inner ring and the outer ring are disengaged, and the automatic conversion from the first gear to the second gear is completed. In contrast, when the two-gear clutch is controlled to be disengaged, the rotating speed of the power receiving part is increased, the rotating speed of the inner ring of the one-way bearing is changed, when the torque direction is changed from that the inner ring is driven by the outer ring to that the outer ring is driven by the inner ring, the inner ring and the outer ring are engaged, and the automatic conversion from the two-gear to the first-gear is completed.
Therefore, the invention can automatically shift gears by controlling the engagement and the disengagement of the two-gear clutch. The control of the second clutch can be realized by the prior art, so that the invention has compact structure and strong reliability. In the present invention, preferably, the engagement and disengagement of the two-gear clutch are provided by hydraulic pressure, specifically, oil pressure can be provided by an oil pump, and by coupling the oil pump to the power output part (or any rotating shaft in the transmission capable of providing rotating speed), the higher the torque of the power output part is, the higher the oil pressure provided by the oil pump is. Preferably, the oil pump is a mechanical oil pump, thereby making the structure simple and reducing the cost.
According to a preferred embodiment of the invention, the two-speed transmission can additionally realize reverse gears. Thus, the speed ratio shifting portion of the present invention preferably further includes a synchronizer, and the power output portion further includes an engaging ring gear. The power receiving part is connected with or separated from the joint gear ring through the synchronizer, and when the power receiving part is connected with or separated from the joint gear ring, the power and the power output part rotate synchronously, so that driving in reverse gear is realized. In addition, when the reverse gear is performed, the rotation direction of the rotational driving force is reversed, and the one-way bearing is automatically disengaged. And the two-gear clutch is also controlled to be in a disengaged state at the moment. That is, when the synchronizer engages the power receiving portion with the engaging ring gear and the power receiving portion rotates in reverse, the engaging ring gear drives the power output portion to rotate synchronously with the power receiving portion, and the power receiving portion is in a reverse gear operating state.
According to the preferred embodiment of the invention, when the electric vehicle is stationary, the transmission cannot predict whether the driver will engage forward or reverse gear. In order to make the reverse gear shift quicker, the invention controls the synchronizer to engage the power receiving portion with the engaged ring gear in advance when the power receiving portion rotates in the forward direction and the rotation speed is within a certain range (usually below a certain value). Thus, when the driver engages the forward gear from a static state or a low speed, the electric automobile can drive in the first gear when the power receiving part rotates in the forward direction; when the driver puts in reverse gear from rest or low speed, the electric automobile can run in reverse gear when the power receiving part rotates reversely. The electric automobile can be started in a forward or reverse mode more quickly without waiting for the engagement process of the gear ring and the power receiving part.
In one specific embodiment, the synchronizer disengages the power receiving portion from the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed is increasing to a first synchronizer speed; the synchronizer engages rotation of the power receiving portion with the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed drops to a second synchronizer speed. Engagement and disengagement of the synchronizer with the engaged ring gear may be controlled by an electronic shift assembly. The second synchronizer rate may be set to be smaller than the first synchronizer rate in consideration of optimization of practical operation efficiency.
Further, the reverse gear requires the synchronizer to be always in an engaged state due to the characteristic that the one-way bearing cannot reversely transmit the torque, and therefore the reverse gear and the first gear share the output portion of the power output, and therefore the first synchronizer rate should be set to be smaller than the first shift rate and the second synchronizer rate should be smaller than the second shift rate.
For the power output part, because the invention is designed with two forward gears, and the output part of the reverse gear can preferably share the output part of the first gear, the power output part of the invention is preferably provided with two driving gears, namely a first-gear driving gear and a second-gear driving gear, the first-gear driving gear is fixedly connected with the outer ring of the one-way bearing, and the joint gear ring is fixedly connected with the first-gear driving gear; the second gear driving gear is fixedly connected with the driven end of the second gear clutch. Thus, the first-gear driving gear can be driven forward by the unidirectional bearing outer ring when the driving portion rotates forward, and can be driven backward by the engaging gear ring when the driving portion rotates backward. The second gear driving gear is driven by the second gear clutch when the second gear is in the second gear. Preferably, the first gear drive gear and the second gear drive gear are both freely supported on a rotating shaft as a power receiving portion.
In addition, as a preferred embodiment, the power output portion of the present invention has a first-gear driven gear and a second-gear driven gear that mesh with the first-gear driving gear and the second-gear driving gear, respectively, as transmission gears. The power output end can also comprise an output end gear which synchronously rotates with the first gear driven gear and the second gear driven gear, the output end gear is meshed with the differential gear, and the structures from the differential to the wheel axle are all the prior art, and the detailed description is omitted in the specification. The output end gear, the first gear driven gear and the second gear driven gear can be fixedly connected to a middle shaft, and therefore synchronous rotation of the output end gear, the first gear driven gear and the second gear driven gear is achieved.
Of course, in order to accommodate the above-mentioned components of the transmission of the present invention, the transmission may further have a housing, and both the rotating shaft as the power receiving portion and the intermediate shaft as the intermediate power transmitting portion may be supported on the housing and may freely rotate with the housing.
In order that the objects, technical solutions and advantages of the present invention will become more apparent, the present invention will be further described in detail with reference to the accompanying drawings in conjunction with the following specific embodiments.
Fig. 1 is a component layout view of an embodiment of a two speed automatic transmission of the present invention. As shown in fig. 1, the embodiment is implemented as an automatic transmission of a pure electric vehicle, and includes an input shaft 1, a first gear driving gear 2, a second gear driving gear 3, an intermediate shaft 4, a second gear driven gear 5, an output gear 6, a differential gear 7, a first gear driven gear 8, a differential assembly 9, a second gear clutch driving end 16, a second gear clutch driven end 17, a one-way bearing 12, a synchronizer assembly 13, a spline hub 14, an engaging ring gear 15, a mechanical oil pump assembly 18, a housing 19, an electronic shift assembly 20, and an electro-hydraulic control assembly 21.
The input shaft 1 is connected with a driving motor of an external pure electric vehicle through a spline, and two ends of the input shaft 1 are supported on the shell 19 through bearings and form a free rotation relation with the shell 19. The housing of the mechanical oil pump assembly 18 is fixedly connected with the transmission housing 19 through bolts. The rotor inside the mechanical oil pump assembly 18 is unidirectionally connected with the input shaft 1 through a unidirectional bearing. When the external driving motor is in the positive rotation direction, the input shaft 1 drives the internal rotor of the mechanical oil pump assembly 18 to synchronously rotate. When the external driving motor is in the reverse rotation direction, the internal rotor of the oil pump assembly 18 and the input shaft 1 form a free rotation relationship.
The engaging ring gear 15 and the first gear drive gear 2 are fixedly connected by integral processing or welding. The spline hub 14 is fixedly connected with the input shaft 1 through a spline and rotates synchronously with the input shaft 1. Synchronizer assembly 13 is movable under the control of electronic shift assembly 20 whereby it connects splined hub 14 and mating ring gear 15 together in a synchronized rotational relationship.
The inner ring of the one-way bearing 12 is fixedly connected with the input shaft 1 in an interference fit manner and synchronously rotates along with the input shaft 1. The outer ring of the one-way bearing 12 is fixedly connected with the first gear driving gear 2 in an interference fit manner. The one-way bearing 12 is a product known in the market at present, and the working principle of the one-way bearing is that torque is transmitted from the inner ring to the outer ring in one way. When the torque direction is that the inner ring drives the outer ring, the inner ring and the outer ring synchronously rotate and can realize torque transmission; when the torque direction is that the outer ring drives the inner ring, the inner ring and the outer ring are separated and form a free rotation relation, and the torque transmission cannot be realized.
The second gear drive gear 3 is supported on the input shaft 1 through a bearing and is in a free rotational relationship with the input shaft 1. The driving end 16 of the second gear clutch is fixedly connected with the input shaft 1 into a whole by welding or bolt connection and the like, and rotates synchronously along with the input shaft 1.
Both ends of the intermediate shaft 4 are supported on a transmission case 19 through bearings, respectively, and are in a free-rotating relationship with the transmission case 19. The first-gear driven gear 8 is fixedly connected with the intermediate shaft 4 through integral processing, welding, splines or any fixed connection mode and synchronously rotates with the intermediate shaft 4. The second driven gear 5 is fixedly connected with the intermediate shaft 4 through integral processing, welding, splines or any fixed connection mode and synchronously rotates with the intermediate shaft 4. The output gear 6 is fixedly connected with the intermediate shaft 4 through integral processing, welding, splines or any fixed connection mode and synchronously rotates with the intermediate shaft 4. The differential gear 7 is fixedly connected with the differential assembly 9 through bolts and rotates synchronously with the differential assembly 9. The differential assembly 9 is supported on the transmission housing 19 by bearings and is in free rotational relationship with the transmission housing 19. The differential assembly 9 is a product known on the market today.
The right side half shaft 10 and the left side half shaft 11 of the pure electric vehicle are respectively connected with the inside of the differential assembly 9 through splines, and are driven to rotate by the differential assembly 9 according to the working principle of the differential assembly. The electronic gear shifting assembly 20 can control the synchronizer assembly 13 to move left and right according to control commands. The electro-hydraulic control assembly 21 can control the driving end 16 of the second clutch and the driven end 17 of the second clutch to close or separate from each other or form a relative sliding friction rotation relationship with a specific rotation speed according to a control command.
The operation principle of the transmission of the embodiment described below is described.
(1) First gear working principle
When the pure electric vehicle is stationary in place, the rotating speed of the input shaft 1 is zero, and the mechanical oil pump assembly 18 does not work. The electronic shift assembly 20 and the electro-hydraulic control assembly 21 do not control the synchronizer assembly 13 and the two-gear clutch master and slave terminals 16, 17, so that the synchronizer assembly 13 and the two-gear clutch master and slave terminals 16, 17 are in a default state. The two-gear automatic transmission automatically forms the first gear at the moment.
When the pure electric vehicle starts, the rotating speed of the input shaft 1 gradually rises, the mechanical oil pump assembly 18 starts to work, the flow of oil pumped by the rotation of the mechanical oil pump assembly 18 is gradually increased, but the flow is possibly too low to meet the use requirement. The electronic shift assembly 20 and the electro-hydraulic control assembly 21 do not control the synchronizer assembly 13 and the two-gear clutch master and slave terminals 16, 17, so that the synchronizer assembly 13 and the two-gear clutch master and slave terminals 16, 17 are in a default state. The two-gear automatic transmission automatically forms the first gear at the moment.
When the pure electric automobile normally runs, the rotating speed of the input shaft 1 is increased to more than 500 revolutions per minute (without limitation to 500 revolutions per minute), and the rotating speed of the mechanical oil pump assembly 18 is enough to enable the flow of oil pumped out by the rotary pump to meet the use requirement. The electronic shift assembly 20 and the electro-hydraulic control assembly 21 do not control the synchronizer assembly 13 and the two-gear clutch master and slave terminals 16, 17, so that the synchronizer assembly 13 and the two-gear clutch master and slave terminals 16, 17 are in a default state. The two-gear automatic transmission automatically forms the first gear at the moment.
When the mechanical oil pump assembly 18 fails or the oil in the transmission is insufficient, the oil flow pumped by the rotation of the mechanical oil pump assembly 18 is insufficient to meet the pressing requirements of the two-gear clutch active and passive ends 16 and 17. And the electronic shift assembly 20 does not control the synchronizer assembly 13 such that the synchronizer assembly 13 is in the default state. The two-gear automatic transmission automatically forms the first gear at the moment.
When the electronic gear shifting assembly 20 or the electro-hydraulic control assembly 21 of the two-gear automatic transmission fails, the electronic gear shifting assembly 20 and the electro-hydraulic control assembly 21 do not control the synchronizer assembly 13 and the two-gear clutch active and passive ends 16 and 17, so that the synchronizer assembly 13 and the two-gear clutch active and passive ends 16 and 17 are in a default state. The two-gear automatic transmission automatically forms the first gear at the moment.
When the two-gear automatic transmission forms a first gear, the torque transmission routes of the external driving motor are as follows in sequence: the gear shifting mechanism comprises an input shaft 1, an inner ring of a one-way bearing 12, an outer ring of the one-way bearing 12, a first-gear driving gear 2, a first-gear driven gear 8, an intermediate shaft 4, an output end gear 6, a differential gear 7, a differential assembly 9 and right and left half shafts 10 and 11.
When the two-gear automatic transmission forms a first gear, the gear ratio calculation method of the two-gear automatic transmission comprises the following steps:
Figure BDA0001725853300000111
wherein: i.e. i1A speed ratio of first gear; z is a radical of2、z8、z6、z7The gear tooth numbers of the first gear driving gear 2, the first gear driven gear 8, the output end gear 6 and the differential gear 7 are respectively.
(2) Two-gear working principle
When the pure electric automobile normally runs, the rotating speed of the input shaft 1 is increased to more than 500 revolutions per minute (without limitation to 500 revolutions per minute), and the rotating speed of the mechanical oil pump assembly 18 is enough to enable the flow of oil pumped out by the rotary pump to meet the use requirement. The electronic shift assembly 20 does not control the synchronizer assembly 13 such that the synchronizer assembly 13 is in a default state. The electro-hydraulic control assembly 21 controls the oil pressure output by the mechanical oil pump assembly 18 to press and close the two-gear clutch active and passive ends 16 and 17 mutually. The rotating speed of the input shaft 1 is gradually reduced in the closing process of the driving and driven ends 16 and 17 of the second-gear clutch, the rotating speed of the first-gear driving gear 2 is lower than that of the first-gear driven gear 8, the inner ring and the outer ring of the one-way bearing 12 form a free rotation relation, and the first-gear power transmission route is interrupted. At this time, the two-gear automatic transmission forms the second gear under the control of the electro-hydraulic control assembly 21.
When the two-gear automatic transmission forms two gears, the torque transmission routes of the external driving motor are as follows in sequence: the gear type differential mechanism comprises an input shaft 1, a two-gear driving gear 3, a two-gear driven gear 5, an intermediate shaft 4, an output end gear 6, a differential gear 7, a differential assembly 9 and right and left half shafts 10 and 11.
When the two-gear automatic transmission forms two gears, the transmission ratio calculation method of the two-gear automatic transmission comprises the following steps:
Figure BDA0001725853300000121
wherein: i.e. i2The speed ratio is the second gear ratio; z is a radical of3、z5、z6、z7The gear tooth numbers of the second-gear driving gear 3, the second-gear driven gear 5, the output end gear 6 and the differential gear 7 are respectively.
(3) Working principle of reverse gear
When the pure electric vehicle is stationary in place, the rotating speed of the input shaft 1 is zero, and the mechanical oil pump assembly 18 does not work. The electro-hydraulic control assembly 21 does not control the second gear clutch master passive terminals 16, 17 so that both the second gear clutch master passive terminals 16, 17 are in a default state. The electronic shift assembly 20 controls the movement of the synchronizer assembly 13 to connect the splined hub 14 and the mating ring gear 15 together via the synchronizer assembly 13 in a synchronized rotational relationship. The two-speed automatic transmission forms a reverse gear at this time.
When the pure electric vehicle starts in a reverse gear or runs in a normal reverse gear, the external driving motor drives the input shaft 1 to rotate reversely, the rotating speed is gradually increased, and the mechanical oil pump assembly 18 can rotate freely under the action of the one-way bearing, cannot work and cannot pump oil out in a rotating mode. The electro-hydraulic control assembly 21 does not control the second gear clutch master passive terminals 16, 17 so that both the second gear clutch master passive terminals 16, 17 are in a default state. The electro-hydraulic control assembly 21 controls the movement of the synchronizer assembly 13, and the spline hub 14 and the joint gear ring 15 are connected together through the synchronizer assembly 13 to form a synchronous rotating relation. The external input motor rotates reversely, so that the pure electric vehicle runs backwards, and the two-gear automatic transmission forms a reverse gear at the moment.
When the mechanical oil pump assembly 18 fails or oil in the transmission is insufficient, the electronic shift assembly 20 can still control the synchronizer assembly 13 to move, and the spline hub 14 and the joint gear ring 15 are connected together through the synchronizer assembly 13 to form a synchronous rotating relationship. The two-speed automatic transmission forms a reverse gear at this time.
When the two-gear automatic transmission electro-hydraulic control assembly 21 fails, the electronic gear shifting assembly 20 can still control the synchronizer assembly 13 to move, and the spline hub 14 and the joint gear ring 15 are connected together through the synchronizer assembly 13 to form a synchronous rotating relation. The two-speed automatic transmission forms a reverse gear at this time.
When the two-gear automatic transmission forms a reverse gear, the torque transmission routes of the external driving motor are as follows in sequence: the gear transmission comprises an input shaft 1, a spline hub 14, a synchronizer assembly 13, an engaging gear ring 15, a first gear driving gear 2, a first gear driven gear 8, a middle shaft 4, an output end gear 6, a differential gear 7, a differential assembly 9 and right and left half shafts 10 and 11.
When the two-gear automatic transmission forms a gear to be shifted, the gear ratio calculation method of the two-gear automatic transmission comprises the following steps:
Figure BDA0001725853300000131
wherein: i.e. iRA speed ratio of first gear; z is a radical of2、z8、z6、z7The gear tooth numbers of the first gear driving gear 2, the first gear driven gear 8, the output end gear 6 and the differential gear 7 are respectively.
The control method of this embodiment of the present invention is described below with reference to fig. 2:
and S0, powering on the electric automobile, and powering on the electronic controller (comprising the electronic gear shifting assembly 20 and the electro-hydraulic control assembly 21) of the two-gear automatic transmission and entering a standby state.
And S1, judging whether the gear shifting lever is in the P or N position (P gear or N gear).
If yes, the driving motor is allowed to start; synchronizer 13 is engaged, clutch 16 is disengaged (default state); otherwise, the driving motor is not allowed to start. And returns to the state of step S0.
And S2, judging whether the gear shifting lever is hooked into the D position.
If yes, the automatic transmission enters first gear, the synchronizer 13 is engaged, and the clutch 16 is disengaged (default state); otherwise, the automatic transmission proceeds to stage S7.
S3, judging whether the vehicle speed is higher than the first synchronizer vehicle speed Va。
VaDetermining vehicle speed, V, for synchronizer stateaThe magnitude of the value being determined by the throttle, i.e. Va＝fa(throttle). Specially, at throttle of 0%, VaEqual to 50 km per hour. In the actual operation process Va＝faThe (throttle) can be any function set by the engineer.
If yes, the synchronizer 13 is disengaged; otherwise, keeping the first-gear state of the previous step.
S4, judging whether the vehicle speed is higher than the first gear shifting vehicle speed V1。
First shift vehicle speed V1Determining vehicle speed, V, for a first gear upshift and a second gear shift1The magnitude of the value being determined by the throttle, i.e. V1＝f1(throttle). Specially, the vehicle speed is V when the throttle is 20%1Equal to 75 km per hour. In the actual operation process V1F1 (throttle) can be any function set by the engineer.
If yes, the clutch 16 is engaged, and the automatic transmission enters the second gear;
otherwise, the first gear of the previous step is kept and the synchronizer 13 is disengaged.
S5, judging whether the vehicle speed is lower than a second gear shifting vehicle speed V2。
V2Determining vehicle speed, V, for shifting gears with two gears down and one gear down2The magnitude of the value being determined by the throttle, i.e. V2＝f2(throttle). Specially, when the throttle is 0%, the vehicle speed is V2Equal to 40 km per hour. In the actual operation process V2＝f2The (throttle) can be any function set by the engineer.
If yes, the clutch 16 is disengaged, and the automatic transmission enters a first gear;
otherwise, keeping the second-gear state of the previous step.
S6, judging whether the vehicle speed is lower than the vehicle speed V of the second synchronizerb。VbDetermining vehicle speed, V, for synchronizer engagementbThe magnitude of the value being determined by the throttle, i.e. Vb＝fb(throttle). Specially, when the throttle is 0%, the vehicle speed is VbIs equal to 35 km per hour. In the actual operation process Vb＝fbThe (throttle) can be any function set by the engineer.
If yes, synchronizer 13 is engaged;
otherwise, the first gear of the previous step is kept and the synchronizer 13 is disengaged.
And S7, judging whether the gear shifting lever is engaged into the R position (reverse gear).
If yes, the automatic transmission enters the R range, the synchronizer 13 is engaged, and the clutch 16 is disengaged (default state);
if not, returning to the N or P gear state in the step S1;
and S8, judging whether the gear shifting rod exits from the R position.
If yes, returning to the N or P gear state in the step S1;
otherwise, the R range state in step S7 is maintained.
In the control method, the first synchronizer vehicle speed V is set to be lower than the first synchronizer vehicle speed VaAnd the speed V of the second synchronizerbFirst shift speed V1Second shift speed V2Corresponding to the first synchronizer speed, the second synchronizer speed, the first shift speed, and the second shift speed, respectively, at which the power receiving portion (the rotating shaft or the input shaft 1) rotates as described above. That is, the synchronizer state switching and the clutch state switching of the present invention are determined based on the vehicle speed. Whereas the above correspondence is dependent on the current rotation speed ratio and the outer diameter of the tire.
From the above description, it can be seen that the two-speed transmission proposed by the present invention has the following advantages over the prior art:
(1) the combination of the single clutch, the synchronizer and the one-way bearing is used, so that the invention gets rid of the dependence on an oil pump when in first gear and reverse gear, and the electro-hydraulic control system can realize two gears only by controlling the opening and closing state of one clutch. And under the fault conditions that an oil pump fails, oil is insufficient, an electro-hydraulic system fails and the like, the pure electric vehicle can still run by adopting the first gear and the reverse gear.
(2) And a one-way bearing is adopted, so that the torque transmission route of the first gear is automatically disengaged when the driving end and the driven end of the second-gear clutch are closed.
(3) And a mechanical oil pump with a one-way bearing is adopted, so that the mechanical oil pump does not work when the input shaft 1 rotates reversely.
(4) By adopting the synchronizer assembly structure, reverse gear can be formed when the external motor rotates reversely.
(5) The invention relates to a synchronizer state judgment vehicle speed VaWhen the vehicle speed is higher than VaWhen the vehicle speed is lower than V, the synchronizer 13 is disengagedbThe synchronizer 13 is engaged. Vehicle speed VaLess than vehicle speed Vb，VaAnd VbThe buffer matching relationship is formed, the stability of the control state of the synchronizer 13 can be maintained, and the frequent switching of the state of the synchronizer 13 is reduced.
(6) Two speed ratios make one keep off dynamic nature stronger, and the motor speed is lower when keeping off high speed, and from this, motor work efficiency is higher, has improved pure electric vehicles's continuation of the journey mileage.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are only exemplary embodiments of the present invention and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (25)

1. A two-gear automatic transmission comprises a power receiving part, a power output part and a speed ratio conversion part, wherein the power receiving part is used for receiving rotary driving force from the outside, the speed ratio conversion part is used for transmitting the rotary driving force to the power output part in a first speed ratio or a second speed ratio, and the power output part is used for outputting the rotary driving force transmitted by the speed ratio conversion part to an axle of an automobile, and is characterized in that:
the speed ratio conversion portion includes a one-way bearing and a two-gear clutch coupled to the power receiving portion, and,
under the engaging state of the one-way bearing, the rotary driving force is transmitted to the power output part at a first speed ratio, and at the moment, if the rotating speed of the power receiving part reaches or is higher than a first gear shifting speed, the two-gear clutch is engaged, and the one-way bearing is automatically disengaged;
when the two-gear clutch is in an engaged state, the rotary driving force is transmitted to the power output part at a second rotation speed ratio, and at the moment, if the rotation speed of the power receiving part reaches or is smaller than a second gear shifting speed, the two-gear clutch is disengaged, and the one-way bearing is automatically engaged;
the second shift rate is less than the first shift rate;
the joint gear ring and the first-gear driving gear are fixedly connected in an integrally machined or welded mode, the spline hub is fixedly connected with the input shaft through a spline and synchronously rotates along with the input shaft, the synchronizer assembly can move under the control of the electronic gear shifting assembly, the spline hub and the joint gear ring can be connected together to form a synchronous rotation relation, and at the moment, the two-gear automatic transmission forms a reverse gear;
and the electro-hydraulic control assembly controls the driving end of the secondary clutch and the driven end of the secondary clutch to be mutually closed and separated or form a relative sliding and rubbing rotation relation of a specific rotating speed according to the control instruction.
2. The two speed automatic transmission of claim 1,
the engagement force of the two-gear clutch is provided by oil pressure, the oil pressure is provided by an oil pump, and the higher the torque of the power output part is, the higher the oil pressure provided by the oil pump is.
3. The two speed automatic transmission of claim 2, wherein said oil pump is a mechanical oil pump.
4. A two speed automatic transmission as set forth in claim 2 wherein engagement and disengagement of said two speed clutch is controlled by an electro-hydraulic control assembly.
5. The two speed automatic transmission according to claim 1, wherein the speed ratio shifting portion further comprises a synchronizer, and the power output portion includes an engaging ring gear, the synchronizer being capable of engaging or disengaging a power receiving portion with the engaging ring gear.
6. The two speed automatic transmission according to claim 5, wherein when the synchronizer engages the power receiving portion with the engaging ring gear and the power receiving portion rotates in reverse, the engaging ring gear brings the power output portion to rotate synchronously with the power receiving portion, forming a reverse gear.
7. The two speed automatic transmission according to claim 5, wherein when the synchronizer engages the power receiving portion with the engaging ring gear but the power receiving portion rotates in a forward direction, the engaging ring gear brings the power output portion to rotate synchronously with the power receiving portion, forming a first speed.
8. The two speed automatic transmission of claim 7, wherein the synchronizer disengages the power receiving portion from the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed is increasing to a first synchronizer speed; the synchronizer engages rotation of the power receiving portion with the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed drops to a second synchronizer speed.
9. The two speed automatic transmission of claim 8, wherein engagement and disengagement of said synchronizer with said engaged ring gear is controlled by an electronic shift assembly.
10. The two speed automatic transmission of claim 8, wherein the second synchronizer speed is less than the first synchronizer speed.
11. The two speed automatic transmission of claim 10, wherein said first synchronizer rate is less than a first shift rate and said second synchronizer rate is less than a second shift rate.
12. The two-speed automatic transmission according to claim 5, wherein the power output portion includes a first-speed drive gear and a second-speed drive gear, the first-speed drive gear is fixedly connected to an outer race of the one-way bearing, and the engagement ring gear is fixedly connected to the first-speed drive gear; the second gear driving gear is fixedly connected with the driven end of the second gear clutch.
13. The two speed automatic transmission of claim 12, wherein said power take-off is a shaft and said first gear drive gear and said second gear drive gear are both freely supported on said shaft.
14. The two-speed automatic transmission according to claim 12, wherein the power output portion further includes a first-speed driven gear and a second-speed driven gear that mesh with the first-speed drive gear and the second-speed drive gear, respectively, as transmission gears.
15. The two speed automatic transmission of claim 14, wherein the power take off further comprises an output gear that rotates synchronously with the first and second driven gears.
16. The two speed automatic transmission of claim 15, wherein said output gear, first driven gear, second driven gear are all grounded to a countershaft.
17. A control method of a two-speed automatic transmission including a power receiving portion, a power output portion, and a speed ratio shifting portion including a one-way bearing coupled to the power receiving portion and a two-speed clutch, the method comprising:
the power receiving portion receives a rotational driving force from the outside;
the speed ratio conversion portion transmits the rotational driving force to the power output portion at a first speed ratio or a second speed ratio, wherein: under the engaging state of the one-way bearing, if the rotating speed of the power receiving part reaches or is higher than the first gear shifting speed, the two-gear clutch is engaged, and the one-way bearing is automatically disengaged; under the engaging state of the two-gear clutch, if the rotating speed of the power receiving part reaches or is smaller than a second gear shifting rate, the two-gear clutch is disengaged, and the one-way bearing is automatically engaged;
the power output part outputs the rotary driving force transmitted by the speed ratio conversion part to an axle of the automobile;
the state of the synchronizer judges the vehicle speed Va, when the vehicle speed is higher than Va, the synchronizer is disengaged, when the vehicle speed is lower than Vb, the synchronizer is engaged, the vehicle speed Va is lower than the vehicle speed Vb, Va and Vb form a buffering fit relation, the stability of the control state of the synchronizer can be maintained, and the frequent switching of the state of the synchronizer is reduced;
the joint gear ring and the first-gear driving gear are fixedly connected in an integrally machined or welded mode, the spline hub is fixedly connected with the input shaft through a spline and synchronously rotates along with the input shaft, the synchronizer assembly can move under the control of the electronic gear shifting assembly, the spline hub and the joint gear ring can be connected together to form a synchronous rotation relation, and at the moment, the two-gear automatic transmission forms a reverse gear;
and the electro-hydraulic control assembly controls the driving end of the secondary clutch and the driven end of the secondary clutch to be mutually closed and separated or form a relative sliding and rubbing rotation relation of a specific rotating speed according to the control instruction.
18. The method of controlling a two speed automatic transmission according to claim 17, wherein engagement and disengagement of said two speed clutch is controlled by an electro-hydraulic control assembly.
19. The control method of a two-speed automatic transmission according to claim 17, wherein the speed ratio shifting portion further includes a synchronizer, and the power output portion includes an engaging ring gear, and the power receiving portion is engaged with or disengaged from the engaging ring gear by controlling movement of the synchronizer.
20. The control method of a two-speed automatic transmission according to claim 19, wherein when the synchronizer engages a power receiving portion with the engaging ring gear and the power receiving portion rotates in reverse, the engaging ring gear brings a power output portion to rotate in synchronization with the power receiving portion, forming a reverse gear.
21. The control method of a two-speed automatic transmission according to claim 20, wherein when the synchronizer engages a power receiving portion with the engaging ring gear but the power receiving portion rotates in a forward direction, the engaging ring gear rotates a power output portion in synchronization with the power receiving portion to form the first speed.
22. The control method of a two speed automatic transmission according to claim 21, wherein the synchronizer disengages the power receiving portion from the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed is increased to a first synchronizer speed; the synchronizer engages rotation of the power receiving portion with the engaging ring gear when the power receiving portion is rotating in a forward direction and the rotational speed drops to a second synchronizer speed.
23. The method of controlling a two speed automatic transmission according to claim 22, wherein the engagement and disengagement of said synchronizer with said engaged ring gear is controlled by an electronic shift assembly.
24. The method of controlling a two speed automatic transmission according to claim 22, wherein said second synchronizer rate is less than said first synchronizer rate.
25. The method of controlling a two speed automatic transmission according to claim 24, wherein said first synchronizer rate is less than a first shift rate and said second synchronizer rate is less than a second shift rate.
CN201810752291.8A 2018-07-10 2018-07-10 Two-gear automatic transmission and control method thereof Active CN108980337B (en)

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