CN112343981A - Pure electric vehicles does not have power interruption two and keeps off derailleur - Google Patents
Pure electric vehicles does not have power interruption two and keeps off derailleur Download PDFInfo
- Publication number
- CN112343981A CN112343981A CN202010980681.8A CN202010980681A CN112343981A CN 112343981 A CN112343981 A CN 112343981A CN 202010980681 A CN202010980681 A CN 202010980681A CN 112343981 A CN112343981 A CN 112343981A
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- Prior art keywords
- gear
- auxiliary
- clutch
- driving
- synchronizer
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of 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
- 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
- F16H61/02—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
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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
- F16H61/04—Smoothing ratio shift
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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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention relates to a pure electric automobile two-gear transmission without power interruption, which comprises an input shaft, an intermediate shaft, an output shaft, a first-gear driving gear, a second-gear driving gear, an auxiliary-gear driving gear and a clutch which are sequentially arranged on the input shaft, a main reducer driving gear, a first-gear driven gear, a synchronizer, a second-gear driven gear and an auxiliary-gear driven gear which are sequentially arranged on the intermediate shaft, and a main reducer driven gear and a differential mechanism which are sequentially arranged on the output shaft, the auxiliary gear can perform power compensation when the transmission shifts, realizes unpowered interrupted shifting by accurately controlling the actions of the clutch and the synchronizer, has the minimum transmission ratio of the auxiliary gear, the gear shifting can be realized in the sliding mode state of the clutch, the clutch does not need to be completely engaged, and the gear shifting comfort is further improved.
Description
Technical Field
The invention belongs to the technical field of automobile transmissions, and particularly relates to a pure electric automobile two-gear transmission without power interruption.
Background
With the increasing energy crisis and environmental pollution, countries around the world are beginning to develop pure electric vehicles with relatively small dependence on energy and environmental impact. At present, most of power systems of pure electric vehicles adopt a combination mode of matching a driving motor with a speed reducer with a fixed speed ratio, and although the combination mode is simple in structure and small in control difficulty, the requirements on the driving motor are high, and the dynamic property and the economical efficiency of the vehicle are poor. And the combination mode of the driving motor matched with the two-gear transmission not only can reduce the requirement on the driving motor, but also can effectively improve the dynamic property and the economical efficiency of the automobile. The traditional mechanical automatic transmission has the advantages of strong power performance, good economical efficiency and low manufacturing cost, and the two-gear mechanical automatic transmission developed on the basis of the traditional mechanical automatic transmission is an important development direction of the automatic transmission of the pure electric vehicle in the future.
The two-gear mechanical automatic transmission has the defects that power interruption is generated in the gear shifting process, so that the dynamic property of an automobile is insufficient, and the comfort is poor. Therefore, in order to overcome the problem of power interruption in the gear shifting process, improve the power performance and comfort of the automobile, and research and develop the non-power-interruption two-gear mechanical automatic transmission, the power interruption two-gear mechanical automatic transmission becomes the focus of attention in the technical field of the automatic transmission of the pure electric automobile.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a pure electric vehicle two-gear transmission without power interruption.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a pure electric automobile two-gear transmission without power interruption comprises an input shaft, an intermediate shaft and an output shaft, wherein a first gear driving gear, a second gear driving gear and an auxiliary gear driving gear are sequentially connected to the input shaft, the right end of the input shaft is connected with the auxiliary gear driving gear through a clutch, a main reducer driving gear, a synchronizer and an auxiliary gear driven gear are sequentially connected to the intermediate shaft, a first gear driven gear and a second gear driven gear are respectively sleeved on two sides of the synchronizer on the intermediate shaft, the synchronizer can axially move along the intermediate shaft left and right and is respectively combined with the first gear driven gear and the second gear driven gear, the first gear driving gear is meshed with the first gear driven gear, the second gear driving gear is meshed with the second gear driven gear, the auxiliary gear driving gear is meshed with the auxiliary gear driven gear, and a main reducer driving gear and a differential are sequentially connected to the, the driving gear of the main speed reducer is meshed with the driven gear of the main speed reducer, and the driven gear of the main speed reducer is connected with the differential mechanism.
The technical scheme of the invention is further improved as follows: the clutch and the synchronizer adopt electric actuating mechanisms.
The technical scheme of the invention is further improved as follows: the transmission ratio between the auxiliary gear driving gear and the auxiliary gear driven gear is smaller than the transmission ratio between the second gear driving gear and the second gear driven gear.
The technical scheme of the invention is further improved as follows: the clutch is a dry friction clutch.
Due to the adoption of the technical scheme, the invention has the technical progress that:
on the basis of a two-gear transmission, an auxiliary gear is added, power compensation can be performed on the auxiliary gear during gear shifting of the transmission, and unpowered interrupted gear shifting is achieved by accurately controlling actions of a clutch and a synchronizer; the auxiliary gear has the smallest transmission ratio, the gear shifting operation can be realized in a slip film state of the dry clutch, the clutch does not need to be completely engaged, and the gear shifting comfort is further improved.
Drawings
FIG. 1 is a schematic structural diagram of a pure electric vehicle two-gear transmission without power interruption;
the driving device comprises a driving motor 1, a driving motor 2, an input shaft 3, a first gear driving gear, a second gear driving gear 4, a second gear driving gear 5, an auxiliary gear driving gear 6, a clutch 7, a main reducer driving gear 8, a first gear driven gear 9, a synchronizer 10, a second gear driven gear 11, an auxiliary gear driven gear 12, an intermediate shaft 13, a main reducer driven gear 14, a differential mechanism 15 and an output shaft.
Detailed Description
The present invention will be described in further detail with reference to the following examples:
a pure electric automobile unpowered interruption two-gear transmission comprises an input shaft 2, an intermediate shaft 12 and an output shaft 15, wherein a first gear driving gear 3, a second gear driving gear 4 and an auxiliary gear driving gear 5 are sequentially connected onto the input shaft 2, the right end of the input shaft 2 is connected with the auxiliary gear driving gear through a clutch 6, a main reducer driving gear 7, a synchronizer 9 and an auxiliary gear driven gear 11 are sequentially connected onto the intermediate shaft 12, a first gear driven gear 8 and a second gear driven gear 10 are respectively sleeved on two sides of the synchronizer 9 on the intermediate shaft 12, the synchronizer 9 can move along the left and right axial direction of the intermediate shaft 12 and is respectively combined with the first gear driven gear 8 and the second gear driven gear 10, the first gear driving gear 3 is engaged with the first gear driven gear 8, the second gear driving gear 4 is engaged with the second gear driven gear 10, the auxiliary gear driving gear 5 is engaged with the auxiliary gear driven gear 11, a main reducer driving gear 13 and, the driving gear 7 of the main speed reducer is meshed with the driven gear 13 of the main speed reducer, the driven gear of the main speed reducer is connected with a differential mechanism, the clutch 6 and the synchronizer 9 both adopt electric actuating mechanisms, the transmission ratio between the auxiliary gear driving gear 5 and the auxiliary gear driven gear 11 is smaller than the transmission ratio between the two gear driving gear 4 and the two gear driven gear 10, and the clutch can adopt a dry friction clutch.
A neutral gear state: when the synchronizer 9 is placed in the neutral position and the clutch 6 is disengaged, the transmission is in a neutral gear, in which case the transmission does not transmit torque.
A first gear state: when the synchronizer 9 is engaged with the first-gear driven gear 8 and the clutch 6 is in the disengaged state, the transmission is in the first-gear, and the output torque of the drive motor 1 is transmitted to the intermediate shaft 12 through the first-gear drive gear 3 and the first-gear driven gear 8.
A second-gear state: when the synchronizer 9 is engaged with the second-gear driven gear 10 and the clutch 6 is in a disengaged state, the transmission is in the second-gear, and at this time, the output torque of the driving motor 1 is transmitted to the intermediate shaft 12 through the second-gear driving gear 4 and the second-gear driven gear 10.
An auxiliary gear state: when the clutch 6 is in the engaged state, the transmission is in the auxiliary gear position, and the output torque of the drive motor 1 is transmitted to the intermediate shaft 12 via the clutch 6, the auxiliary gear drive gear 5, and the auxiliary gear driven gear 11.
The torque transmitted to the intermediate shaft 12 is transmitted to the output shaft 15 via the final drive gear 7, the final drive driven gear 13, and the differential 14.
The transmission upshift process is as follows:
1) the clutch 6 is engaged, the transmission enters a state of transition from a first gear to an auxiliary gear, and the output torque of the driving motor 1 is transmitted by the clutch 6 and the synchronizer 9;
2) as the clutch 6 is gradually engaged, its transmitted torque gradually increases, and the torque transmitted by the synchronizer 9 gradually decreases;
3) when the torque transmitted by the synchronizer 9 is reduced to zero, the synchronizer 9 and the first-gear driven gear 8 are separated, the first gear is disengaged, and the transmission is in an auxiliary gear;
4) continuing to engage the clutch 6, and enabling the transmission to enter a state of transition from the auxiliary gear to the second gear;
5) when the second-gear driven gear 10 and the intermediate shaft 12 synchronously rotate, the second-gear engaging is completed by combining the synchronizer 9 and the second-gear driven gear 10;
6) a disconnect clutch 6, which transmits a gradually decreasing torque, and a synchronizer 9, which transmits a gradually increasing torque;
7) when the clutch 6 is completely disengaged, the output torque of the drive motor 1 is completely transmitted by the synchronizer 9 and the upshift process is ended.
The transmission downshift process is as follows:
1) the clutch 6 is engaged, the transmission enters a state of transition from a second gear to an auxiliary gear, and the output torque of the driving motor 1 is transmitted by the clutch 6 and the synchronizer 9;
2) as the clutch 6 is gradually engaged, its transmitted torque gradually increases, and the torque transmitted by the synchronizer 9 gradually decreases;
3) when the torque transmitted by the synchronizer 9 is reduced to zero, the synchronizer 9 and the second-gear driven gear 10 are separated, the second gear is completely picked, and the transmission is in an auxiliary gear;
4) the rotating speed of the driving motor 1 is increased, the clutch 6 is gradually separated, and the transmission enters a state that an auxiliary gear shifts to a first gear;
5) when the first-gear driven gear 8 and the intermediate shaft 12 synchronously rotate, the first-gear engaging is completed by combining the synchronizer 9 and the first-gear driven gear 8;
6) the clutch 6 is continuously disengaged, the torque transmitted by it gradually decreases, while the torque transmitted by the synchronizer 9 gradually increases;
7) when the clutch 6 is completely disengaged, the output torque of the drive motor 1 is completely transmitted by the synchronizer 9 and the downshift process is ended.
Claims (4)
1. The utility model provides a pure electric vehicles does not have power interruption two and keeps off derailleur which characterized in that: the transmission device comprises an input shaft (2), an intermediate shaft (12) and an output shaft (15), wherein a first gear driving gear (3), a second gear driving gear (4) and an auxiliary gear driving gear (5) are sequentially connected to the input shaft (2), the right end of the input shaft (2) is connected with the auxiliary gear driving gear through a clutch (6), a main reducer driving gear (7), a synchronizer (9) and an auxiliary gear driven gear (11) are sequentially connected to the intermediate shaft (12), a first gear driven gear (8) and a second gear driven gear (10) are respectively sleeved on two sides of the synchronizer (9) on the intermediate shaft (12), the synchronizer (9) can axially move along the intermediate shaft (12) and is respectively combined with the first gear driven gear (8) and the second gear driven gear (10), the first gear driving gear (3) is engaged with the first gear driven gear (8), the second gear driving gear (4) is engaged with the second gear driven gear (10), auxiliary gear driving gear (5) and auxiliary gear driven gear (11) meshing, main reducer driving gear (13) and differential mechanism (14) connect gradually on output shaft (15), main reducer driving gear (7) and main reducer driven gear (13) meshing, main reducer driven gear (13) are connected with differential mechanism (14).
2. The pure electric vehicle two-gear transmission without power interruption of claim 1, characterized in that: the clutch (6) and the synchronizer (9) both adopt electric actuating mechanisms.
3. The pure electric vehicle two-gear transmission without power interruption of claim 1, characterized in that: the transmission ratio between the auxiliary gear driving gear (5) and the auxiliary gear driven gear (11) is smaller than the transmission ratio between the secondary driving gear (4) and the secondary driven gear (10).
4. The pure electric vehicle two-gear transmission without power interruption of claim 1, characterized in that: the clutch (6) is a dry friction clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010980681.8A CN112343981A (en) | 2020-09-17 | 2020-09-17 | Pure electric vehicles does not have power interruption two and keeps off derailleur |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010980681.8A CN112343981A (en) | 2020-09-17 | 2020-09-17 | Pure electric vehicles does not have power interruption two and keeps off derailleur |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112343981A true CN112343981A (en) | 2021-02-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010980681.8A Pending CN112343981A (en) | 2020-09-17 | 2020-09-17 | Pure electric vehicles does not have power interruption two and keeps off derailleur |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112343981A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113090728A (en) * | 2021-04-23 | 2021-07-09 | 杨升 | Two-gear gearbox with speed change compensation for electric automobile |
| CN113775708A (en) * | 2021-08-04 | 2021-12-10 | 一汽奔腾轿车有限公司 | Automatic gear shifting two-gear speed reducer matched with new energy pure electric automobile |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102392885A (en) * | 2011-06-24 | 2012-03-28 | 重庆大学 | Automatic transmission of pure electromobile double clutch |
| JP2012197912A (en) * | 2011-03-23 | 2012-10-18 | Ntn Corp | Motor drive device for vehicle, and motor vehicle |
| CN204610712U (en) * | 2015-03-18 | 2015-09-02 | 李翔晟 | A kind of novel all electric power failure-free automatic speed changer for machine |
| US20160084350A1 (en) * | 2014-09-23 | 2016-03-24 | Hyundai Motor Company | Transmission for vehicle |
| CN205605747U (en) * | 2016-04-07 | 2016-09-28 | 上海中科深江电动车辆有限公司 | Be used for electric automobile two to keep off derailleur |
| CN208900649U (en) * | 2018-08-30 | 2019-05-24 | 苏州格特钠汽车技术有限公司 | A kind of two gear formula electric gear shift(ing)s of no shifting power interruption |
| CN209925527U (en) * | 2019-04-30 | 2020-01-10 | 厦门理工学院 | Three-gear gearbox of pure electric vehicle and gear shifting control system thereof |
-
2020
- 2020-09-17 CN CN202010980681.8A patent/CN112343981A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012197912A (en) * | 2011-03-23 | 2012-10-18 | Ntn Corp | Motor drive device for vehicle, and motor vehicle |
| CN102392885A (en) * | 2011-06-24 | 2012-03-28 | 重庆大学 | Automatic transmission of pure electromobile double clutch |
| US20160084350A1 (en) * | 2014-09-23 | 2016-03-24 | Hyundai Motor Company | Transmission for vehicle |
| CN204610712U (en) * | 2015-03-18 | 2015-09-02 | 李翔晟 | A kind of novel all electric power failure-free automatic speed changer for machine |
| CN205605747U (en) * | 2016-04-07 | 2016-09-28 | 上海中科深江电动车辆有限公司 | Be used for electric automobile two to keep off derailleur |
| CN208900649U (en) * | 2018-08-30 | 2019-05-24 | 苏州格特钠汽车技术有限公司 | A kind of two gear formula electric gear shift(ing)s of no shifting power interruption |
| CN209925527U (en) * | 2019-04-30 | 2020-01-10 | 厦门理工学院 | Three-gear gearbox of pure electric vehicle and gear shifting control system thereof |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113090728A (en) * | 2021-04-23 | 2021-07-09 | 杨升 | Two-gear gearbox with speed change compensation for electric automobile |
| CN113775708A (en) * | 2021-08-04 | 2021-12-10 | 一汽奔腾轿车有限公司 | Automatic gear shifting two-gear speed reducer matched with new energy pure electric automobile |
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| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20210209 |