CN115388135A - 4 shelves AMT electric drive system - Google Patents

4 shelves AMT electric drive system Download PDF

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Publication number
CN115388135A
CN115388135A CN202210972285.XA CN202210972285A CN115388135A CN 115388135 A CN115388135 A CN 115388135A CN 202210972285 A CN202210972285 A CN 202210972285A CN 115388135 A CN115388135 A CN 115388135A
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China
Prior art keywords
gear
shaft
clutch
output
power take
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Pending
Application number
CN202210972285.XA
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Chinese (zh)
Inventor
耿小虎
雷雨龙
刘卫东
李兴忠
付尧
王彬宇
温官正
王杰
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Jilin University
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Jilin University
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Publication date
Application filed by Jilin University filed Critical Jilin University
Priority to CN202210972285.XA priority Critical patent/CN115388135A/en
Publication of CN115388135A publication Critical patent/CN115388135A/en
Pending legal-status Critical Current

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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
    • F16H3/08—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
    • F16H3/10—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 one or more one-way clutches as an essential feature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/06—Auxiliary drives from the transmission power take-off
    • 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
    • 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
    • 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
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a 4-gear AMT electric drive system, which comprises: the shell of the input clutch is connected with the output shaft of the driving motor; a transmission input shaft connected with the input clutch; the first gear is arranged on an input shaft of the gearbox; the first hollow shaft is sleeved on the input shaft of the gearbox and is connected with the shell of the input clutch; the second gear is arranged on the first hollow shaft; an output clutch which is a dual clutch; the gearbox output shaft is connected to the shell of the output clutch; a main shaft connected to the output clutch; the third gear is arranged on the main shaft; the second hollow shaft is sleeved on the main shaft in a hollow way and is connected with the output clutch; the fourth gear is arranged on the second hollow shaft; the fifth gear is meshed with the second gear; the overrunning clutch is connected between the intermediate shaft and the fifth gear; and the sixth gear, the seventh gear and the eighth gear are respectively arranged on the intermediate shaft and are respectively meshed with the first gear, the third gear and the fourth gear.

Description

4 shelves AMT electric drive system
Technical Field
The invention belongs to the technical field of automobile gearboxes, and particularly relates to a 4-gear AMT electric drive system.
Background
At present, an AMT electric drive system with multiple gears mainly adopts a meshing sleeve or a sliding gear to shift gears, when the gear shifting is carried out, the gear can be engaged only when the peripheral speed of the meshing sleeve or the sliding gear is consistent with the peripheral speed of a gear to be engaged, the gear is successfully engaged, and if the peripheral speeds of the meshing sleeve and the sliding gear are not consistent, the gear is forcibly engaged, so that impact and noise can be caused between the meshing sleeve or the sliding gear and the gear to be engaged, the service life of the gear is influenced, and even the gear is broken.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, a gear shifting mode of an engaging sleeve or a sliding gear is cancelled, and a 4-gear AMT electric drive system is provided.
The invention is provided with the preposed force taking interface and the postpositive force taking interface, the preposed force taking interface outputs high rotating speed and small torque, and the postpositive force taking interface outputs large torque and low rotating speed, thereby being capable of meeting the force taking requirements of various working conditions.
The technical scheme provided by the invention is as follows:
a 4-gear AMT electric drive system comprising:
the shell of the input clutch is fixedly connected with the output shaft of the driving motor;
the gearbox input shaft is connected with the input clutch and is connected with or separated from the output shaft of the driving motor through the input clutch;
a first gear fixedly mounted on the transmission input shaft;
the first hollow shaft is sleeved on the input shaft of the gearbox and is fixedly connected with the shell of the input clutch;
a second gear fixedly mounted on the first hollow shaft;
an output clutch which is a dual clutch;
one end of the output shaft of the gearbox is fixedly connected to the shell of the output clutch, and the other end of the output shaft of the gearbox extends to the outside of the gearbox;
the main shaft is connected with the output clutch and is connected with or separated from the output shaft of the gearbox through the output clutch;
a third gear fixedly mounted on the main shaft;
the second hollow shaft is sleeved on the main shaft in an empty mode; the second hollow shaft is connected with the output clutch, and is connected with or separated from the output shaft of the gearbox through the output clutch;
the fourth gear is fixedly arranged on the second hollow shaft;
an intermediate shaft;
a fifth gear meshed with the second gear;
an overrunning clutch connected between the intermediate shaft and the fifth gear for effecting engagement or disengagement of the intermediate shaft and the fifth gear;
a sixth gear fixedly mounted on the intermediate shaft and meshed with the first gear;
a seventh gear fixedly mounted on the intermediate shaft and meshed with the third gear;
an eighth gear fixedly mounted on the intermediate shaft and meshed with the fourth gear.
Preferably, the 4 th-gear AMT electric drive system further includes:
the front power take-off driving gear is fixedly arranged on the shell of the input clutch;
one end of the front power take-off shaft is rotatably supported in the gearbox shell, and the other end of the front power take-off shaft extends to the outside of the gearbox and is connected with a front power take-off interface;
and the front power take-off driven gear is fixedly arranged on the front power take-off shaft and is meshed with the front power take-off driving gear.
Preferably, the 4 th-gear AMT electric drive system further includes:
the rear power take-off driving gear is fixedly arranged on the shell of the output clutch;
one end of the front power take-off shaft is rotatably supported in the gearbox, and the other end of the front power take-off shaft extends to the outside of the gearbox and is connected with a rear power take-off interface;
and the rear power take-off driven gear is fixedly arranged on the rear power take-off shaft and is meshed with the rear power take-off driving gear.
Preferably, the outer ring of the overrunning gear is fixedly connected with the fifth gear, and the inner ring of the overrunning gear is fixedly connected with the intermediate shaft.
Preferably, the transmission ratio of the second gear to the fifth gear is K1, and the transmission ratio of the first gear to the sixth gear is K2;
wherein K1 is less than K2.
Preferably, the first hollow shaft and the second hollow shaft are each mounted in the gearbox housing by means of a bearing.
Preferably, both ends of the intermediate shaft are supported in the transmission case through bearings, respectively.
Preferably, the output shaft is supported on the transmission housing by a bearing.
Preferably, the first gear is connected to the gearbox input shaft by splines.
The beneficial effects of the invention are:
the 4-gear AMT electric drive system provided by the invention cancels a gear shifting mode of an engaging sleeve or a sliding gear, the input part adopts a single clutch and an overrunning clutch to mutually cooperate to switch a power route, and the output part adopts a double-clutch to switch the power route, so that the power of the 4-gear AMT electric drive system can be separated or combined at any time.
According to the 4-gear AMT electric drive system, the power taking end is divided into the front power taking interface and the rear power taking interface, the front power taking interface outputs high rotating speed and small torque, the rear power taking interface outputs large torque and low rotating speed, and power taking requirements of various different working conditions can be met.
Drawings
FIG. 1 is a schematic diagram of a 4-gear AMT electric drive system according to the present invention.
Fig. 2 is a three-dimensional structure diagram of a 4-gear AMT electric drive system according to the present invention.
Fig. 3 is a schematic structural diagram of the overrunning clutch of the invention.
FIG. 4 is a flowchart illustrating the operation of the 4-gear AMT electric drive system according to the present invention.
Fig. 5 is a 1-gear power transmission route diagram according to the present invention.
Fig. 6 is a 2-gear power transmission route diagram according to the present invention.
Fig. 7 is a 3-gear power transmission route diagram according to the present invention.
Fig. 8 is a 4-gear power transmission route diagram according to the present invention.
Fig. 9 is a power transmission route diagram of the front power takeoff according to the present invention.
Fig. 10 is a power transmission route diagram of the rear power takeoff according to the present invention.
Fig. 11 is a reverse power transmission route pattern according to the invention.
Detailed Description
The present invention is described in further detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
As shown in fig. 1, the present invention provides a 4-gear AMT electric drive system, including: the transmission comprises a driving motor 1, a driving motor output shaft 2, an input clutch shell 3, an input clutch steel sheet 4, an input clutch friction sheet 5, a first hollow shaft 6, a transmission input shaft 7, a second gear 8, a first gear 9, a main shaft 10, a third gear 11, a fourth gear 12, a second hollow shaft 13, a first output clutch friction sheet 14, an output clutch steel sheet 15, a second output clutch friction sheet 16, a transmission output shaft 17, an output clutch shell 18, a rear power take-off driving gear 19, a rear power take-off interface 20, a rear power take-off shaft 21, a rear power take-off driven gear 22, an eighth gear 23, a seventh gear 24, an intermediate shaft 25, a sixth gear 26, a fifth gear 27, an overrunning clutch 28, a front power take-off driven gear 29, a front power take-off driving gear 30, a front power take-off shaft 31, a front power take-off interface 32 and a transmission case 33.
As shown in fig. 2, the drive motor 1 includes a drive motor stator 101 and a drive motor rotor 102. The driving motor stator 101 is fixedly connected with the transmission housing 33 through bolts, the driving motor rotor 102 is fixedly connected with the driving motor output shaft 2, the driving motor output shaft 2 is mounted on the transmission housing 33 through a bearing 401, the driving motor output shaft 2 is connected with one end of the input clutch housing 3 through a spline 501, the other end of the input clutch housing 3 is connected with the first hollow shaft 6 through a spline 503, the inner wall of the input clutch housing 3 is fixedly connected with the input clutch steel sheet 4, the input clutch friction plate 5 is connected with one end of the transmission input shaft 7 through a spline 502, and the other end of the transmission input shaft 7 is in floating connection with the main shaft 10. The first hollow shaft 6 is hollow on the transmission input shaft 7, and the first hollow shaft 6 is mounted on the inner wall of the transmission housing 33 via a bearing 402.
Second gear 8 is mounted to input first hollow shaft 6 by splines 504 and first gear 9 is mounted to transmission input shaft 7 by splines 505.
The engagement of the input clutch discs 4 with the input clutch discs 5 represents that the input clutch is in an engaged state, and the disengagement of the input clutch discs 4 from the input clutch discs 5 represents that the input clutch is in a disengaged state.
When the input clutch is in the disengaged state, power from the drive motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6. When the input clutch is in an engaged state, power from the driving motor 1 is transmitted to the input clutch housing 3 and then transmitted to the second gear 8 through the first hollow shaft 6; at the same time, power from the drive motor 1 is transmitted to the first gear 9 via the transmission input shaft 7.
The intermediate shaft 25 is mounted on the inner wall of the transmission case 33 through a bearing 407 and a bearing 408, the eighth gear 23, the seventh gear 24, and the sixth gear 26 are fixedly mounted on the intermediate shaft 25, respectively, and the fifth gear 27 is connected to the intermediate shaft 25 through an overrunning clutch 28.
The third gear 11 is connected with the main shaft 10 through a spline 506, and the fourth gear 12 is connected with the second hollow shaft 13 through a spline 507; the second hollow shaft 13 is fitted over the main shaft 10, and the second hollow shaft 13 is mounted on the inner wall of the transmission housing 33 via a bearing 403. The output clutch is a double clutch and comprises a first output clutch unit and a second output clutch unit; the first output clutch friction plate 14 arranged in the first output clutch unit is connected with the second hollow shaft 13 through a spline 508, the second output clutch friction plate 16 arranged in the second output clutch unit is connected with the main shaft 10 through a spline 509, the output clutch shell 18 is connected with the gearbox output shaft 17 through a spline 510, and the inner wall of the output clutch shell 18 is fixedly connected with the output clutch steel plate 15.
The engagement of the output clutch steel plates 15 with the first output clutch friction plates 14 represents that the first output clutch unit is in an engaged state, and the disengagement of the output clutch steel plates 15 from the first output clutch friction plates 14 represents that the first output clutch unit is in a disengaged state.
The engagement of the output clutch steel plates 15 with the second output clutch friction plates 16 represents that the second output clutch unit is in an engaged state, and the disengagement of the output clutch steel plates 15 from the second output clutch friction plates 16 represents that the second output clutch unit is in a disengaged state.
When the first output clutch unit is in an engaged state and the second output clutch unit is in a disengaged state, power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plates 14, the output clutch steel plates 15, and the output clutch outer 18.
When the first output clutch unit is in a disengaged state and the second output clutch unit is in an engaged state, power from the third gear 11 is transmitted to the transmission output shaft 17 through the main shaft 10, the second output clutch friction plates 16, the output clutch steel plates 15 and the output clutch outer 18.
The front power take-off shaft 31 is mounted to the transmission housing 33 via a bearing 410 and is free-sleeved on the countershaft 25 via a bearing 409. The front power take-off driving gear 30 is fixedly connected to the input clutch housing 3, the front power take-off driven gear 29 is connected to the front power take-off shaft 31 through a spline 512, and the front power take-off driving gear 30 is engaged with the front power take-off driven gear 29.
After power from the driving motor 1 is transmitted to the input clutch housing 3, the power is transmitted to the front power take-off shaft 31 through the front power take-off driving gear 30 and the front power take-off driven gear 29, and is output from the front power take-off interface 32.
The rear power take-off shaft 21 is mounted to the transmission housing 33 by a bearing 405 and is freely journalled to the intermediate shaft 25 by a bearing 406. The rear power take-off driving gear 19 is fixedly connected with the output clutch housing 18, the rear power take-off driven gear 22 is connected with the rear power take-off shaft 21 through a spline 511, and the rear power take-off driving gear 19 is meshed with the rear power take-off driven gear 22.
The power from the output clutch shell 18 is transmitted to the rear power take-off shaft 21 through the rear power take-off driving gear 19 and the rear power take-off driven gear 22, and is output from the rear power take-off interface 20.
As shown in fig. 3, the overrunning clutch 28 is composed of an outer ring 2801, a spring seat 2802, a pretensioned spring 2803, balls 2804, and an inner ring 2805. The overrunning clutch 28 engages and disengages the outer ring 2801 and the inner ring 2805 by the balls 2804 entering or leaving the narrower wedge-shaped area. The difference in the rotational speed between the inner ring 2805 and the outer ring 2801 determines whether the balls 2804 are in the engaged or disengaged state at this time, and the corresponding overrunning clutch 28 is in the engaged or disengaged state at this time.
Since the overrunning clutch outer ring 2801 is fixed to the fifth gear 27 and the overrunning clutch inner ring 2805 is fixed to the intermediate shaft 25, the outer ring 2801 serves as a driving member and the inner ring 2805 serves as a driven member. When the outer ring 2801 of the driving component rotates counterclockwise, the balls 2804 are wedged in a narrow wedge-shaped space, and by the self-locking principle, power is transmitted to the inner ring 2805 through the outer ring 2801, so that the inner ring 2805 is driven to rotate; conversely, when the outer ring 2801 rotates clockwise or the inner ring 2805 rotates counter-clockwise beyond the outer ring 2801, the balls 2804 will be released from the wedging space and the inner ring 2805 disengages from the outer ring 2801, and the overrunning clutch 28 is in an overrunning state and no more torque is transmitted.
When the vehicle moves forward, the driving motor 1 rotates clockwise, when the input clutch is in a separated state (the input clutch steel sheet 4 is separated from the input clutch friction plate 5), after the power from the driving motor 1 is transmitted to the input clutch shell 3, the power is transmitted to the second gear 8 through the first hollow shaft 6, so that the second gear 8 rotates clockwise, the fifth gear 27 is meshed with the second gear 8, the fifth gear 27 rotates anticlockwise, the overrunning clutch outer ring 2801 also rotates anticlockwise, the balls 2804 are wedged in a narrow wedge-shaped space, and by a self-locking principle, the power is transmitted to the inner ring 2805 through the outer ring 2801, so as to drive the inner ring 2805 and the intermediate shaft 25 to rotate anticlockwise.
When the vehicle is moving forward, the driving motor 1 rotates clockwise, and when the input clutch is in an engaged state (the input clutch steel plate 4 is engaged with the friction plate 5), the power from the driving motor 1 is transmitted to the input clutch housing 3, then transmitted to the second gear 8 through the first hollow shaft 6, and transmitted to the first gear 9 through the transmission input shaft 7, so that the second gear 8 and the first gear 9 both rotate clockwise.
The fifth gear 27 meshes with the second gear 8, the fifth gear 27 rotates counterclockwise, and the overrunning clutch outer 2801 rotates counterclockwise.
The sixth gear 26 is meshed with the first gear 9, the sixth gear 26 rotates counterclockwise, and the intermediate shaft 25 and the inner ring 2805 rotate counterclockwise.
Wherein, the transmission ratio of the seventh gear 24 to the second gear 8 is K1; the transmission ratio of the sixth gear 26 to the first gear 9 is K2; and the transmission ratio K1 < K2. Therefore, the inner ring 2805 rotates counterclockwise at a speed greater than that of the outer ring 2801, the balls 2804 will be released from the wedging spaces, the inner and outer rings 2801 will be disengaged, and the overrunning clutch 28 will be in an overrunning state and will not transmit torque.
As shown in fig. 4, the 4-gear AMT Electric Drive System (EDS) provided by the present invention is divided into three operating states, i.e. a driving mode, a reverse mode and a power-take-off mode.
Firstly, when R is larger than R _ min, the EDS enters a reverse gear mode; wherein, R represents a reverse gear switch; r _ min represents the reverse switch minimum trigger threshold.
When R is less than or equal to R _ min, checking whether Q is 0, if Q is not equal to 0, entering a power taking mode by the EDS, if Q = Q _ A, the EDS is in a front power taking state, and if Q = Q _ B, the EDS is in a rear power taking state; wherein Q represents a power take-off switch, Q =0 represents power take-off mode off; q _ A represents a front power take-off, and Q _ B represents a rear power take-off.
If Q =0, checking the D value, if D > D _ min, the EDS enters the drive mode; if D is less than or equal to D _ min and V is less than V _ min, the vehicle is static; v is larger than or equal to V _ min, and the EDS enters a driving mode. Wherein D represents an accelerator pedal opening degree; d _ min represents a minimum trigger threshold of the opening degree of an accelerator pedal; v represents a vehicle speed; v _ min represents a vehicle speed minimum.
After the EDS enters a driving mode, when V is less than V1, the EDS enters a 1-gear state, when V is less than V2, the EDS enters a 2-gear state, when V is less than V3, the EDS enters a 3-gear state, and when V is more than or equal to V3, the EDS enters a 4-gear state. Wherein V1 represents a vehicle speed at which the 1 st gear is shifted up to the 2 nd gear; v2 represents the vehicle speed at the time of 2-gear upshift by 3-gear; v3 represents the vehicle speed at the 3 rd up-shift to 4 th gear.
The working states of the gear shifting actuating element of the 4-gear AMT electric drive system are shown in the table 1.
TABLE 1 4-gear AMT electric drive system gear shift actuating element working table
Figure BDA0003796813770000081
Wherein "x" in table 1 represents separation and "v" represents engagement; c1 denotes a first clutch, C2 denotes a first output clutch unit, and C3 denotes a second output clutch unit.
As shown in fig. 5, the power transmission route for the EDS to enter the 1 st gear state is: the input clutch is in a disengaged state, the power from the driving motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6, the second gear 8 is meshed with the fifth gear 27, the power is transmitted to the fifth gear 27 through the second gear 8 by gear meshing transmission, the fifth gear 27 is transmitted to the intermediate shaft 25 through the overrunning clutch 28, and the intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.
The first output clutch unit is in an engaged state and the second output clutch unit is in a disengaged state, and power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plate 14, the output clutch steel plate 15 and the output clutch outer 18.
As shown in fig. 6, the power transmission route for entering the 2 nd gear state of the EDS is: the input clutch is engaged, and power from the drive motor 1 is transmitted to the input clutch housing 3, then to the second gear 8 via the first hollow shaft 6, and then to the first gear 9 via the transmission input shaft 7. At this point, the overrunning clutch 28 is in an overrunning state and no longer transmits torque. The first gear 9 is meshed with the sixth gear 26, and power is transmitted to the sixth gear 26 from the first gear 9 and then transmitted to the intermediate shaft 25 through gear meshing transmission, and the intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.
The first output clutch unit is in an engaged state and the second output clutch unit is in a disengaged state, and power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plates 14, the output clutch steel plates 15, and the output clutch housing 18.
As shown in fig. 7, the power transmission route for the EDS to enter the 3-speed state is: the input clutch is in a disengaged state, the power from the driving motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6, the second gear 8 is meshed with the fifth gear 27, the power is transmitted to the fifth gear 27 through the second gear 8 by gear meshing transmission, the fifth gear 27 is transmitted to the intermediate shaft 25 through the overrunning clutch 28, and the intermediate shaft 25 transmits the power to the third gear 11 through the seventh gear 24.
The first output clutch unit is in a disengaged state and the second output clutch unit is in an engaged state, and power from the third gear 11 is transmitted to the transmission output shaft 17 through the main shaft 10, the second output clutch friction plates 16, the output clutch steel plates 15 and the output clutch outer 18.
As shown in fig. 8, the power transmission route for entering the 4-gear state of the EDS is: the input clutch is engaged, and power from the drive motor 1 is transmitted to the input clutch housing 3, then transmitted to the second gear 8 through the first hollow shaft 6, and transmitted to the first gear 9 through the transmission input shaft 7. At this point, the overrunning clutch 28 is in an overrunning state and no longer transmits torque. The first gear 9 is meshed with the sixth gear 26, and power is transmitted to the sixth gear 26 from the first gear 9 and then transmitted to the intermediate shaft 25 through gear meshing transmission, and the intermediate shaft 25 transmits the power to the third gear 11 through the seventh gear 24.
The first output clutch unit is in a disengaged state and the second output clutch unit is in an engaged state, and power from the third gear 11 is transmitted to the transmission output shaft 17 through the main shaft 10, the second output clutch friction plates 16, the output clutch steel plates 15 and the output clutch outer 18.
As shown in fig. 9, the power transmission route of the EDS front-mounted power takeoff is: after power from the driving motor 1 is transmitted to the input clutch housing 3, the power is transmitted to the front power take-off shaft 31 through the front power take-off driving gear 30 and the front power take-off driven gear 29, and is output from the front power take-off interface 32, at this time, the input clutch is in a separation state, and the first output clutch unit and the second output clutch unit of the output clutch are in a separation state.
As shown in fig. 10, the power transmission route of the EDS rear-mounted power takeoff is: the input clutch is in a separated state, the power from the driving motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6, the second gear 8 is meshed with the fifth gear 27, the power is transmitted to the fifth gear 27 through the second gear 8 by gear meshing transmission, the fifth gear 27 is transmitted to the intermediate shaft 25 through the overrunning clutch 28, and the intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.
The first output clutch unit is in an engaged state, the second output clutch unit is in a disengaged state, and the power from the fourth gear 12 is transmitted to the output clutch case 18 through the second hollow shaft 13, the first output clutch friction plates 14, and the output clutch steel plates 15.
The power from the output clutch housing 18 is transmitted to the rear power take-off shaft 21 via the rear power take-off drive gear 19 and the rear power take-off driven gear 22, and is output from the rear power take-off interface 20.
As shown in fig. 11, the power transmission route for the EDS to enter the reverse state is: the driving motor 1 rotates reversely, the input clutch is in a separated state, the power from the driving motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6, the second gear 8 is meshed with the fifth gear 27, the power is transmitted to the fifth gear 27 through the second gear 8 by gear meshing transmission, the fifth gear 27 is transmitted to the intermediate shaft 25 through the overrunning clutch 28, and the intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.
The first output clutch unit is in an engaged state and the second output clutch unit is in a disengaged state, and power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plates 14, the output clutch steel plates 15, and the output clutch housing 18.
While embodiments of the invention have been described above, it is not intended to be limited to the details shown, described and illustrated herein, but is to be accorded the widest scope consistent with the principles and novel features herein disclosed, and to such extent that such modifications are readily available to those skilled in the art, and it is not intended to be limited to the details shown and described herein without departing from the general concept as defined by the appended claims and their equivalents.

Claims (9)

1. A4-gear AMT electric drive system is characterized by comprising:
the shell of the input clutch is fixedly connected with the output shaft of the driving motor;
the gearbox input shaft is connected with the input clutch and is connected with or separated from the output shaft of the driving motor through the input clutch;
a first gear fixedly mounted on the transmission input shaft;
the first hollow shaft is sleeved on the input shaft of the gearbox in an empty mode and is fixedly connected with a shell of the input clutch;
a second gear fixedly mounted on the first hollow shaft;
an output clutch which is a dual clutch;
one end of the output shaft of the gearbox is fixedly connected to the shell of the output clutch, and the other end of the output shaft of the gearbox extends to the outside of the gearbox;
the main shaft is connected with the output clutch and is connected with or separated from the output shaft of the gearbox through the output clutch;
a third gear fixedly mounted on the main shaft;
the second hollow shaft is sleeved on the main shaft in an empty mode; the second hollow shaft is connected with the output clutch, and is connected with or separated from the output shaft of the gearbox through the output clutch;
a fourth gear fixedly mounted on the second hollow shaft;
an intermediate shaft;
a fifth gear meshed with the second gear;
an overrunning clutch connected between the intermediate shaft and the fifth gear for effecting engagement or disengagement of the intermediate shaft and the fifth gear;
a sixth gear fixedly mounted on the intermediate shaft and meshed with the first gear;
a seventh gear fixedly mounted on the intermediate shaft and meshed with the third gear;
an eighth gear fixedly mounted on the intermediate shaft and meshing with the fourth gear.
2. The 4-gear AMT electric drive system according to claim 1, further comprising:
the front power take-off driving gear is fixedly arranged on the shell of the input clutch;
one end of the front power takeoff shaft is rotatably supported in the gearbox shell, and the other end of the front power takeoff shaft extends to the outside of the gearbox and is connected with a front power takeoff interface;
and the front power take-off driven gear is fixedly arranged on the front power take-off shaft and is meshed with the front power take-off driving gear.
3. The 4-gear AMT electric drive system according to claim 2, further comprising:
the rear power take-off driving gear is fixedly arranged on the shell of the output clutch;
one end of the front power take-off shaft is rotatably supported in the gearbox, and the other end of the front power take-off shaft extends to the outside of the gearbox and is connected with a rear power take-off interface;
and the rear power take-off driven gear is fixedly arranged on the rear power take-off shaft and is meshed with the rear power take-off driving gear.
4. The 4-gear AMT electric drive system of claim 3, wherein an outer ring of the overrunning gear is fixedly connected with the fifth gear and an inner ring of the overrunning gear is fixedly connected with the intermediate shaft.
5. 4-gear AMT electric drive system according to claim 3 or 4, wherein the transmission ratio of said second gear to said fifth gear is K1, the transmission ratio of said first gear to said sixth gear is K2;
wherein K1 is less than K2.
6. The 4-gear AMT electric drive system according to claim 5 wherein said first hollow shaft and said second hollow shaft are each mounted within said transmission housing by a bearing.
7. The 4-gear AMT electric drive system of claim 6, wherein both ends of said intermediate shaft are respectively supported in said gearbox housing by bearings.
8. The 4-gear AMT electric drive system according to claim 7 wherein said output shaft is supported on said transmission housing by bearings.
9. The 4-gear AMT electric drive system of claim 8, wherein the first gear is connected with the transmission input shaft by a spline.
CN202210972285.XA 2022-08-15 2022-08-15 4 shelves AMT electric drive system Pending CN115388135A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210972285.XA CN115388135A (en) 2022-08-15 2022-08-15 4 shelves AMT electric drive system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210972285.XA CN115388135A (en) 2022-08-15 2022-08-15 4 shelves AMT electric drive system

Publications (1)

Publication Number Publication Date
CN115388135A true CN115388135A (en) 2022-11-25

Family

ID=84118204

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210972285.XA Pending CN115388135A (en) 2022-08-15 2022-08-15 4 shelves AMT electric drive system

Country Status (1)

Country Link
CN (1) CN115388135A (en)

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