CN202242966U - Driving system of electric vehicle - Google Patents
Driving system of electric vehicle Download PDFInfo
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- CN202242966U CN202242966U CN 201120284507 CN201120284507U CN202242966U CN 202242966 U CN202242966 U CN 202242966U CN 201120284507 CN201120284507 CN 201120284507 CN 201120284507 U CN201120284507 U CN 201120284507U CN 202242966 U CN202242966 U CN 202242966U
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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
- F16H3/087—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 characterised by the disposition of the gears
- F16H3/091—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 characterised by the disposition of the gears including a single countershaft
- F16H3/0915—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 characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
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Abstract
The utility model relates to a driving system of an electric vehicle. The driving system comprises a driving motor, a transmission, and a hydraulic system, wherein the transmission is provided with an input shaft, a middle shaft, an output shaft, a first speed-changing unit, a first clutch, a second speed-changing unit and a second clutch; the driving motor is connected with the input shaft, and the input shaft is connected with the middle shaft so as to transfer the power of the driving motor to the middle shaft; the first speed-changing unit is connected between the middle shaft and the output shaft, the second speed-changing unit is connected between the middle shaft and the output shaft, and the first clutch is used for connecting or cutting off power transmission between the middle shaft and the first speed-changing unit; and the second clutch is used for connecting or cutting off the power transmission between the middle shaft and the second speed-changing unit, and a first transmission ratio of the first speed-changing unit is greater than a second transmission ratio of the second speed-changing unit. The driving system of the electric vehicle provided by the utility model can reasonably match torque and speed characteristic of the driving motor, and can effectively improve the efficiency of the driving motor under various running conditions.
Description
Technical field
The utility model relates to automobile technical field, especially relates to a kind of drive system of elec. vehicle.
Background technology
Along with the problem of environmental pollution that rise and traditional fuel combustion vehicle of fuel price causes, elec. vehicle more and more comes into one's own.Elec. vehicle as propulsion source, by drive motor drives, thereby has been broken away from the restriction that driving engine brings with electrokinetic cell, has reduced the pollution to environment.
Traditionally, elec. vehicle is driven by drive motor and a fixed conveyor ratio speed reducer.Be known that drive motor moment of torsion output when slow speed of revolution is bigger, but efficient is low.Along with the raising of drive motor rotating speed, efficient improves gradually, but moment of torsion output is little.For the fixedly ratio speed reducer of elec. vehicle, trend high pulling torque design-calculated retarder, along with the increase efficient raising of drive motor rotating speed is very slow, energy consumption is bigger during high vehicle speeds; And tend to high rotating speed design-calculated retarder, though along with the increase of rotating speed, it is fast that efficient improves; But because the retarder transmitting ratio is less, the moment of torsion that is delivered to wheel is also less, can not satisfy vehicle start, climbing; Therefore the accelerating ability of vehicle is poor, and energy consumption was big when the vehicle rotating speed was low.For example, for the city e-bus, parking and starting-up to speed are very frequent, cause drive motor efficient low.Therefore, the actuating device of conventional electric vehicle can't satisfy two kinds of operating modes of low speed and high speed simultaneously, and the efficient of drive motor is low; Under battery energy storage unmodified situation; Directly cause the continual mileage of elec. vehicle to shorten, thus, the conventional electric vehicle can't be fit to complex road condition.
The utility model content
The utility model is intended to one of solve the problems of the technologies described above at least.For this reason, a purpose of the utility model is to propose a kind of drive system of elec. vehicle, and moment of torsion and rotary speed property that this drive system can the rational Match drive motor improve the efficient of drive motor under various driving cycles effectively.
Drive system according to the elec. vehicle of the utility model comprises: drive motor; Change-speed box; Said change-speed box has input shaft, tween drive shaft, output shaft, first variable-speed unit, first clutch, second variable-speed unit and second clutch; Wherein said drive motor links to each other with said input shaft; Said input shaft links to each other with said tween drive shaft so that give said tween drive shaft with the transmission of power of said drive motor; Said first variable-speed unit is connected between said tween drive shaft and the said output shaft with transferring power between said tween drive shaft and said output shaft; Said second variable-speed unit is connected between said tween drive shaft and the said output shaft with transferring power between said tween drive shaft and said output shaft; Said first clutch is located on the said tween drive shaft and links to each other with said first variable-speed unit combining or to cut off the transmission of power between said tween drive shaft and said first variable-speed unit, and said second clutch is located on the said tween drive shaft and links to each other with combination with said second variable-speed unit or cut off the transmission of power between said tween drive shaft and said second variable-speed unit, and said first variable-speed unit has first transmitting ratio; Said second variable-speed unit has second transmitting ratio, and said first transmitting ratio is greater than said second transmitting ratio; And hydraulic efficiency pressure system, said hydraulic efficiency pressure system and said first clutch link to each other and combine or separate and said hydraulic efficiency pressure system links to each other with said second clutch and combines or separate to drive said second clutch to drive said first clutch.
Drive system according to the elec. vehicle of the utility model; Change-speed box has first and second variable-speed units, and the transmitting ratio of first variable-speed unit is greater than the transmitting ratio of second variable-speed unit, so drive motor can be through optionally arriving wheel through first variable-speed unit and second variable-speed unit with transmission of power; For example when low speed, select first variable-speed unit; Can export big moment of torsion, select second variable-speed unit during high speed, select the variable-speed unit of different drive ratios thus according to different working conditions; The moment of torsion and the rotary speed property that have reasonably mated drive motor; Improve the efficient of drive motor, improved the service efficiency of electrokinetic cell, satisfied the complicated operating mode of elec. vehicle.
In addition, the drive system according to the elec. vehicle of the utility model can also have following additional technical characterictic:
In an embodiment of the utility model, said input shaft is provided with first gear, and said tween drive shaft is provided with second gear with said first gear mesh, and said input shaft links to each other through said first and second gears with said tween drive shaft.
In an embodiment of the utility model, said first variable-speed unit comprise the 3rd gear that is located on the said tween drive shaft be located on the said output shaft and with the 4th gear of said the 3rd gear mesh.
In an embodiment of the utility model; Said the 3rd gear rotatably is sleeved on the said tween drive shaft; Said the 4th gear is fixed on the said output shaft; The A end of said first clutch is fixed on the said tween drive shaft, and the secondary part of said first clutch is connected with said the 3rd gear.
In an embodiment of the utility model, said second variable-speed unit comprise the 5th gear that is located on the said tween drive shaft be located on the said output shaft and with the 6th gear of said the 5th gear mesh.
In an embodiment of the utility model; Said the 5th gear rotatably is sleeved on the said tween drive shaft; Said the 6th gear is fixed on the said output shaft; The A end of said second clutch is fixed on the said tween drive shaft, and the secondary part of said second clutch is connected with said the 5th gear.
In an embodiment of the utility model; Said change-speed box also comprises the 3rd variable-speed unit and three-clutch; Said the 3rd variable-speed unit is connected between said tween drive shaft and the said output shaft with transferring power between said tween drive shaft and said output shaft; Said three-clutch is located on the said tween drive shaft and links to each other with said the 3rd variable-speed unit to combine or to cut off the transmission of power between said tween drive shaft and said the 3rd variable-speed unit; Wherein said hydraulic efficiency pressure system links to each other with said three-clutch to drive said three-clutch combination or to separate, and said the 3rd variable-speed unit has the 3rd transmitting ratio, and said second transmitting ratio is greater than said the 3rd transmitting ratio.
In an embodiment of the utility model, said the 3rd variable-speed unit comprises the 7th gear that is located on the said tween drive shaft and is located on the said output shaft and with the octadentate of said the 7th gear mesh takes turns.
In an embodiment of the utility model; Said the 7th gear rotatably is sleeved on the said tween drive shaft; Said octadentate wheel is fixed on the said output shaft; The A end of said three-clutch is fixed on the said tween drive shaft, and the secondary part of said three-clutch is connected with said the 7th gear.
In an embodiment of the utility model, the shared A end of said second clutch and said three-clutch.
In an embodiment of the utility model, said first is liquid clutch to three-clutch.
In an embodiment of the utility model, the axis of said input shaft and the axis of said output shaft are on same straight line, and the parallel axes of the axis of said tween drive shaft and said input shaft and said output shaft.
In an embodiment of the utility model, said hydraulic efficiency pressure system comprises: fuel tank; First and second power-transfer clutchs that are connected in parallel to each other drive the loop; Said first clutch drives the loop and comprises that first drives the hydraulic actuating cylinder and first apportioning valve; Said first apportioning valve links to each other with said fuel tank with the said first driving hydraulic actuating cylinder respectively; The piston of the said first driving hydraulic actuating cylinder links to each other with the A end of said first clutch; Said second clutch drives the loop and comprises that second drives the hydraulic actuating cylinder and second apportioning valve, and said second apportioning valve links to each other with said fuel tank with the said second driving hydraulic actuating cylinder respectively, and the piston of the said second driving hydraulic actuating cylinder links to each other with the A end of said second clutch; Internal pump, said internal pump is driven by said tween drive shaft, and the inlet of said internal pump links to each other with said fuel tank and said built-in delivery side of pump links to each other with said first and second apportioning valves respectively; First check valve, said first check valve is connected on the outlet side of said internal pump; External pump, said external pump are by the external pump motor-driven, and the inlet of said external pump links to each other with said fuel tank and said external delivery side of pump links to each other with said first and second apportioning valves respectively; With second check valve; Said second check valve is connected on the outlet side of said external pump, and wherein series connected said first check valve and said internal pump and series connected said second check valve and said external pump are connected in parallel between said fuel tank and said first and second apportioning valves.
In an embodiment of the utility model, said hydraulic efficiency pressure system also comprises three check valve parallelly connected with said internal pump.
In an embodiment of the utility model; Said hydraulic efficiency pressure system also comprises first and second filters; Said first filter is connected between the inlet and said fuel tank of said internal pump and said external pump, and said second filter is connected between said first and second check valves and said first and second apportioning valves.
In an embodiment of the utility model, said hydraulic efficiency pressure system also comprises by pass valve, and said by pass valve and series connected said first check valve and said internal pump and series connected said external pump and said second check valve are parallelly connected.
In an embodiment of the utility model, said hydraulic efficiency pressure system also comprises the energy storage that is connected between said first and second check valves and said first and second apportioning valves.
In an embodiment of the utility model; Said first clutch drives the loop and also comprises first energy disperser that is connected between said first apportioning valve and the said first driving hydraulic actuating cylinder, and said second clutch drives the loop and also comprises second energy disperser that is connected between said second apportioning valve and the said second driving hydraulic actuating cylinder.
In an embodiment of the utility model; Said hydraulic efficiency pressure system also comprises pressure regulating valve and the 4th check valve; Said pressure regulating valve is parallelly connected with said internal pump to be used to said drive system provides lubricating oil, and said the 4th check valve is connected between said pressure regulating valve and the said built-in delivery side of pump.
Additional aspect of the utility model and advantage part in the following description provide, and part will become obviously from the following description, or recognize through the practice of the utility model.
Description of drawings
Above-mentioned and/or additional aspect of the utility model and advantage obviously with are easily understood becoming the description of embodiment from combining figs, wherein:
Fig. 1 is the scheme drawing according to the drive system of the elec. vehicle of the utility model embodiment;
Fig. 2 is the structural representation of the change-speed box of drive system shown in Figure 1; With
Fig. 3 is the scheme drawing according to the hydraulic efficiency pressure system of the drive system of the elec. vehicle of the utility model embodiment.
The specific embodiment
Describe the embodiment of the utility model below in detail, the example of said embodiment is shown in the drawings, and wherein identical from start to finish or similar label is represented identical or similar elements or the element with identical or similar functions.Be exemplary through the embodiment that is described with reference to the drawings below, only be used to explain the utility model, and can not be interpreted as restriction the utility model.
In the description of the utility model; It will be appreciated that; The orientation of indications such as term " " center ", " vertically ", " laterally ", " on ", D score, " preceding ", " back ", " left side ", " right side ", " vertically ", " level ", " top ", " end " " interior ", " outward " or position relation are for based on orientation shown in the drawings or position relation; only be to describe with simplifying for the ease of describing the utility model; rather than the device or the element of indication or hint indication must have specific orientation, with specific azimuth configuration and operation, therefore can not be interpreted as restriction to the utility model.In addition, term " first ", " second " only are used to describe purpose, and can not be interpreted as indication or hint relative importance or the implicit quantity that indicates indicated technical characterictic.Thus, one or more a plurality of these characteristics can be shown or impliedly comprised to the characteristic that is limited with " first ", " second " clearly.In the description of the utility model, except as otherwise noted, the implication of " a plurality of " is two or more.
In the description of the utility model, need to prove that only if clear and definite regulation and qualification are arranged in addition, term " installation ", " linking to each other ", " connection " should be done broad understanding, for example, can be captive joint, also can be to removably connect, or connect integratedly; Can be mechanical connection, also can be to be electrically connected; Can be directly to link to each other, also can link to each other indirectly through intermediary, can be the connection of two element internals.For those of ordinary skill in the art, can particular case understand the concrete implication of above-mentioned term in the utility model.
Drive system according to the elec. vehicle of the utility model embodiment is described with reference to the drawings below.
Drive system according to the elec. vehicle of the utility model embodiment shown in Fig. 1-3 comprises drive motor 1, change-speed box and hydraulic efficiency pressure system.
Particularly, change-speed box has input shaft 2, tween drive shaft 13, output shaft 5, the first variable-speed unit B1, first clutch 15, the second variable-speed unit B2 and second clutch 11.Drive motor 1 links to each other with input shaft 2 and rotates to drive input shaft 2.In a concrete example, drive motor 1 links to each other with input shaft 2 through spline, and is as shown in Figure 2, but the utility model is not limited to this, and drive motor 1 can directly link to each other with input shaft 2 through other modes.Drive motor 1 directly links to each other with input shaft 2, adopts the vehicle of driving engine different with tradition, between drive motor and the input shaft 2 power-transfer clutch and turbine transformer can be set, therefore can improve power transmission efficiency and simplified structure.
Input shaft 2 links to each other with tween drive shaft 13 so that give tween drive shaft 13 with the transmission of power of drive motor 1.For example, in a concrete example, input shaft 2 links to each other with tween drive shaft 13 through gear pair; This gear pair comprises first gear 3 and second gear 8; First gear 3 is installed on the input shaft 2, and second gear 8 is installed on the tween drive shaft 13, and first gear 3 and second gear 8 are engaged with each other.
The first variable-speed unit B1 is connected between tween drive shaft 13 and the output shaft 5 with transferring power between tween drive shaft 13 and output shaft 5.The second variable-speed unit B2 is connected between tween drive shaft 13 and the output shaft 5 with transferring power between tween drive shaft 13 and output shaft 5.
First clutch 15 is located on the tween drive shaft 13 and links to each other with the transmission of power between combination or the cut-out tween drive shaft 13 and the first variable-speed unit B1 with the first variable-speed unit B1; In other words, first clutch 15 is used to combine or cut off the transmission of power between tween drive shaft 13 and the output shaft 5.
Second clutch 11 is located on the tween drive shaft 13 and links to each other with the transmission of power between combination or the cut-out tween drive shaft 13 and the second variable-speed unit B2 with the second variable-speed unit B2; In other words, second clutch 11 is used to combine or cut off the transmission of power between tween drive shaft 13 and the output shaft 5.The first variable-speed unit B1 has first transmitting ratio, and the second variable-speed unit B2 has second transmitting ratio, and first transmitting ratio is greater than second transmitting ratio.
Said hydraulic efficiency pressure system is continuous to drive first clutch 15 combinations or to separate with first clutch 15, and said hydraulic efficiency pressure system also links to each other with second clutch 11 to drive second clutch 11 combinations or to separate.
Drive system according to the electronic elec. vehicle of the utility model embodiment; Change-speed box has first and second variable-speed units, and the transmitting ratio of first variable-speed unit is greater than the transmitting ratio of second variable-speed unit, moment of torsion and rotary speed property that therefore can the rational Match drive motor; Improve the work efficiency under the various operating modes of drive motor when vehicle ' effectively; More energy-conservation, the continual mileage of raising vehicle, and drive system is simple in structure.More specifically, when the elec. vehicle low speed driving, for example start, climb or when quickening; Required output torque is big, and said hydraulic efficiency pressure system can combine first clutch 15, in other words; Vehicle switches to first gear that advances, and the transmission of power of drive motor 1 is given input shaft 2, and input shaft 2 passes to tween drive shaft 13 through first gear 3 and second gear 8; Tween drive shaft 13 passes to output shaft 5 through the first clutch 15 and the first variable-speed unit B1, and then passes to wheel WH, because the first variable-speed unit B1 has big transmitting ratio; Therefore the moment of torsion that is delivered to wheel WH is big, has satisfied the requirement of low vehicle speeds to high pulling torque.When the speed of a motor vehicle improved, required torque was little, and said hydraulic efficiency pressure system is broken off first clutch 15; In conjunction with second clutch 11, promptly vehicle switches to second gear that advances, thereby power is delivered to output shaft 5 from tween drive shaft 13 through the second clutch 11 and the second variable-speed unit B2; Because the second variable-speed unit B2 has less transmitting ratio; The moment of torsion that is delivered to wheel reduces, and wheel WH rotating speed improves, and has satisfied the high-revolving requirement of little moment of torsion.
When vehicle need fall back, drive motor 1 counter-rotating, said hydraulic efficiency pressure system is broken off second clutch 11; In conjunction with first clutch 15; In other words, vehicle switches to backing car gear, and power is transferred to wheel WH through the first clutch 15 and the first variable-speed unit B1; Because reversing needs big output torque, thereby therefore select to combine first clutch 15 through having the first variable-speed unit B1 transfer motion power of big speed ratio.
To sum up; Through selecting suitable variable-speed unit; Rational Match the moment of torsion and the rotary speed property of drive motor 1, optimized the work efficiency when drive motor 1 goes under the various operating modes of vehicle, thereby reached energy-saving and cost-reducing; Increase the effect of the continual mileage of elec. vehicle, be similar to the characteristic that tradition is used the vehicle of driving engine thereby elec. vehicle is had.
The drive system of above-described elec. vehicle according to the utility model embodiment has the first variable-speed unit B1 and second unit B 2, and promptly vehicle has two advance gear and backing car gears.It is understandable that the utility model is not limited to this, can have the variable-speed unit of suitable quantity, for example three or four variable-speed units according to the drive system of electric motor vehicle of the utility model embodiment.
Shown in Fig. 1-3, in a specific embodiment of the utility model, said change-speed box also comprises the 3rd variable-speed unit B3 and three-clutch 10.The 3rd variable-speed unit B3 is connected between tween drive shaft 13 and the output shaft 5 with transferring power between tween drive shaft 13 and output shaft 5; Three-clutch 10 is located on the tween drive shaft 13 and links to each other with the transmission of power between combination or cut-out tween drive shaft 13 and the 3rd variable-speed unit B3 with the 3rd variable-speed unit B3; In other words, three-clutch 10 is used to combine or break off the transmission of power between tween drive shaft 13 and the output shaft 5.Said hydraulic efficiency pressure system links to each other with three-clutch 10 to drive three-clutch 10 combinations or to separate, and the 3rd variable-speed unit B3 has the 3rd transmitting ratio, and wherein second transmitting ratio is greater than the 3rd transmitting ratio.
For example, when the speed of vehicle further improved, hydraulic efficiency pressure system was broken off first clutch 15 and second clutch 11; In conjunction with three-clutch 10, promptly vehicle switches to the 3rd gear that advances, thereby power is delivered to output shaft 5 from tween drive shaft 13 through the 3rd variable-speed unit B3; Because the 3rd variable-speed unit B3 compares with the first variable-speed unit B1 with the second variable-speed unit B2 and has littler transmitting ratio, the moment of torsion of output is littler, but rotating speed is higher; Thereby when car speed further improves; Through three-clutch 10 and the 3rd variable-speed unit B3 transfer motion power, can further improve the efficient of drive motor 1, cut down the consumption of energy.
Advantageously, first clutch 15, second clutch 11 and three-clutch 10 can be liquid clutch.In a preferred embodiment of the utility model; As illustrated in fig. 1 and 2; The axis of the axis of input shaft 2 and output shaft 5 on same axis, the parallel axes of the axis of tween drive shaft 13 and input shaft 2 and output shaft 5, thus can reduce the size of change-speed box; Speed changer structure is compact, saves installing space.
As illustrated in fig. 1 and 2, preferably, therefore second clutch 11 and three-clutch 10 shared A ends, can further reduce the size of change-speed box, simplify the structure of change-speed box, reduce manufacturing cost.In embodiment illustrated in figures 1 and 2; The first clutch 15 and the first variable-speed unit B1 are nearest apart from wheel WH; Three-clutch 10 and the 3rd variable-speed unit B3 apart from wheel WH farthest, the second clutch 11 and the second variable-speed unit B2 are between first clutch 15 and three-clutch 10.But, it will be appreciated that above-mentioned layout is a preferred implementation, those skilled in the art can arrange according to concrete application.
As illustrated in fig. 1 and 2; In some embodiment of the utility model; The first variable-speed unit B1 comprise the 3rd gear 14 that is located on the tween drive shaft 13 be located on the output shaft 5 and with the 3rd gear 14 ingears the 4th gear 7; The 3rd gear 14 and the 4th gear 7 can be cylindrical wheel, and thus, the first variable-speed unit B1's is simple in structure.The 3rd gear 14 rotatably is sleeved on the output shaft 5, and the 4th gear 7 is fixed on the output shaft 5, and the A end of first clutch 15 is fixed on the tween drive shaft 13, and the secondary part of first clutch 15 is connected with the 3rd gear 14.
The second variable-speed unit B2 comprise the 5th gear 12 that is located on the tween drive shaft 13 be located on the output shaft 5 and with the 5th gear 12 ingears the 6th gear 6.The 5th gear 12 rotatably is sleeved on the tween drive shaft 13, and the 6th gear 6 is fixed on the output shaft 5, and the A end of second clutch 11 is fixed on tween drive shaft 13, and the secondary part of second clutch 11 is connected with the 5th gear 12.
The 3rd variable-speed unit B3 comprise the 7th gear 9 that is located on the tween drive shaft 13 be located on the output shaft 5 and with the 7th gear 9 ingear octadentates wheel 4.The 7th gear 9 rotatably is sleeved on the tween drive shaft 13, and octadentate wheel 4 is fixed on the output shaft 5, and the A end of three-clutch 10 is fixed on the tween drive shaft 13, and the secondary part of three-clutch 10 is connected with the 7th gear 9.
The hydraulic efficiency pressure system of describing according to the drive system of electric motor vehicle of the utility model embodiment with reference to figure 3 below.
As shown in Figure 3; Said hydraulic efficiency pressure system comprises fuel tank 16, is used to drive the first clutch driving loop L1 of first clutch 15, is used to drive the second clutch driving loop L2 of second clutch 11, is used to drive the three-clutch driving loop L3 of three-clutch 10; Internal pump 18; Be connected on first check valve 23 of the outlet side of internal pump 18, external pump 20 is connected on second check valve 22 of the outlet side of external pump 20.
It is understandable that, when change-speed box only has the first variable-speed unit B1 and the second variable-speed unit B2, need not to be provided with three-clutch and drive loop L3, when change-speed box has more a plurality of variable-speed unit, can correspondingly increase power-transfer clutch and drive the loop.
As shown in Figure 3, first clutch drives loop L1, second clutch drives loop L2 and three-clutch driving loop L3 is connected in parallel to each other.
First clutch drives loop L1 and comprises that first drives the hydraulic actuating cylinder 151 and first apportioning valve 32, and for example first apportioning valve 32 can be two-position three way magnetic valve.In a preferred embodiment, first clutch driving loop L1 also comprises first energy disperser 38 that is connected between first apportioning valve 32 and the first driving hydraulic actuating cylinder 151.Alternatively, between first energy disperser 38 and first apportioning valve 32, can be provided with and be used to measure first oil pressure sensor 35 that first clutch drives the oil pressure of loop L1.
Similarly, second clutch driving loop L2 comprises that second drives the hydraulic actuating cylinder 111 and second apportioning valve 31.Between second apportioning valve 31 and the second driving hydraulic actuating cylinder 111, be connected with second energy disperser 37.Between second energy disperser 37 and second apportioning valve 31, can be provided with and be used to measure second oil pressure sensor 34 that second clutch drives the oil pressure of loop L2.
Three-clutch drives loop L3 and comprises that the 3rd drives hydraulic actuating cylinder 101 and the 3rd apportioning valve 30.Between the 3rd apportioning valve 30 and the 3rd driving hydraulic actuating cylinder 101, also be connected with the 3rd energy disperser 36.Between the 3rd energy disperser 36 and the 3rd apportioning valve 30, can be provided with and be used to measure the 3rd oil pressure sensor 33 that three-clutch drives the oil pressure of loop L3.
As shown in Figure 3; First apportioning valve 32 links to each other with fuel tank 16 with the first driving hydraulic actuating cylinder 151 respectively; Second apportioning valve 31 links to each other with fuel tank 16 with the second driving hydraulic actuating cylinder 111 respectively; The 3rd apportioning valve 30 links to each other with fuel tank 16 with the 3rd driving hydraulic actuating cylinder 101 respectively, and the piston of the first driving hydraulic actuating cylinder 151 links to each other with the A end of first clutch 15 to drive first clutch 15 combinations or to separate.The piston of the second driving hydraulic actuating cylinder 111 links to each other with the A end of second clutch 11 to drive second clutch 11 combinations or to separate.The piston of the 3rd driving hydraulic actuating cylinder 101 links to each other with the A end of three-clutch 10 to drive three-clutch 10 combinations or to separate.
In some embodiment of the utility model; Said hydraulic efficiency pressure system also comprises and is connected first check valve 23 and second check valve 22 and first to the 3rd apportioning valve 32; Energy storage 29 between 31,30 and being used to is measured the main oil pressure sensor 28 of the oil pressure in the working connection L of hydraulic efficiency pressure system.
Preferably, hydraulic efficiency pressure system also comprises by pass valve 21, and by pass valve 21 and series connected first check valve 23 and internal pump 18 and series connected external pump 20 and second check valve 22 are parallelly connected, so that the hydraulic oil in the working connection L is overflowed to fuel tank 16.In some embodiment of the utility model, said hydraulic efficiency pressure system also comprises pressure regulating valve 26, and pressure regulating valve 26 and internal pump 18 be parallelly connected to be used to drive system for example each gear pair, the bearing of change-speed box provide lubricating oil.Be provided with the 4th check valve 24 between the outlet of pressure regulating valve 26 and internal pump 18, be used for when internal pump 18 counter-rotatings, pressure regulating valve 26 being produced back suction.Pressure regulating valve 26 is in series with two damping piece 25A and 25B; After vehicle plays; The oil mass that internal pump 18 is supplied with increases gradually, hydraulic oil through damping piece 25A and 25B effect and after having replenished the slight leakage that pressure regulating valve 26 possibly exist, the pressure fast rise that working connection is interior.。
In a preferred embodiment of the utility model, internal pump 18 also is parallel with the 3rd check valve 19, inhales empty when being used to prevent internal pump 18 back suctions (for example reversing).
Below the simple operation of describing according to the hydraulic efficiency pressure system of the drive system of the utility model embodiment.
As shown in Figure 2; After hydraulic efficiency pressure system starts; Internal pump 18 and/or external pump 20 are passed through filter 17 from fuel tank 16 interior oil suctions; Hydraulic oil gets into working connection L, gets into first clutch driving loop L1, second clutch driving loop L2 and three-clutch then and drives one of loop L3, promptly drives the first driving hydraulic actuating cylinder 151, second and drives one of hydraulic actuating cylinder 111 and the 3rd driving hydraulic actuating cylinder 101.
For convenience, be that example is described to drive the first driving hydraulic actuating cylinder 151 below, it is understandable that these operations are suitable for second clutch equally and drive loop L2 and three-clutch driving loop L3.First drives the effect lower compression pull back spring of the piston of hydraulic actuating cylinder 151 at oil pressure; The A end that promotes first clutch 15 combines with secondary part; Thereby realize that power is delivered to output shaft 5 by tween drive shaft 13 through first clutch 15 (promptly through the 3rd gear 14 and the 4th gear 7), and then pass to wheel WH.When first clutch 15 separates; Hydraulic oil and fuel tank 16 are connected; First drives hydraulic actuating cylinder 151 interior oil pressure reduces fast, and the piston of the first driving hydraulic actuating cylinder 151 moves hydraulic oil flow oil sump tank 16 rapidly under the promotion of pull back spring; The A end of first clutch 15 separates with secondary part, cuts off the transmission of power between tween drive shaft 13 and the output shaft 5.
Drive system according to the utility model embodiment; Usually adopt internal pump 18 fuel feeding; Internal pump 18 is driven by tween drive shaft 13 and rotates, and first check valve 23 only allows hydraulic oil to flow to first to three-clutch driving loop L1, L2 and L3 from internal pump 18; So that the compression shock of anti-locking system influences the running of internal pump 18, the hydraulic oil of anti-locking system flows backwards.
According to the utility model embodiment, the 3rd check valve 19 only allows hydraulic oil to flow from the outlet side of fuel tank 16 towards internal pump 18, inhales empty in the time of can preventing internal pump 18 back suctions; For example, when reversing, internal pump 18 contrarotations; This moment, the outlet of internal pump 10 can be led to the 3rd check valve 19 from fuel tank 16 interior oil suctions; Avoid damaging internal pump 18, promptly between fuel tank 16, first filter 17, the 3rd check valve 19 and internal pump 18, form oil circulation, it is empty to avoid internal pump 18 to inhale.
The 4th check valve 24 only allows hydraulic oil to flow towards pressure regulating valve 26 from internal pump 18, can prevent that the oil that is used to lubricate from flowing backwards.
According to the utility model embodiment; Under the too small situation of internal pump 18 oil pressure, start the external pump motor M to drive external pump 20, external pump 20 can be replenished oil pressure in the working connection L of hydraulic efficiency pressure system; Second check valve 22 only allows hydraulic oil to flow to first to three-clutch driving loop L1 from external pump 20; L2 and L3 can prevent that the compression shock of locking system influences the running of external pump 20, prevent that intrasystem hydraulic oil from flowing backwards.
In above-mentioned hydraulic efficiency pressure system, lubricating oil is provided for the lubricating system of vehicle through pressure regulating valve 26.
According to the utility model embodiment, hydraulic oil is provided by external pump motor M external pump 20 that drives and the internal pump 18 that tween drive shaft 13 drives.Through external pump 20 is set, at the elec. vehicle prestart, external pump 20 can be given first clutch 15 fuel feeding; First clutch 15 is engaged, thereby realize zero rotating speed starting, do not have idling operation; Reduce the waste of power of elec. vehicle, improved the utilization ratio of electric energy.
As stated, energy storage 29 is used for energy storage, and pressure regulating valve 26 can be used to regulate oil pressure.When elec. vehicle is static, internal pump 18 does not move when not having flow, and pressure regulating valve 26 cuts out.When elec. vehicle starting, the oil mass of internal pump 18 slowly increases, and hydraulic oil receives the 25A of pressure regulating valve 26 with 25B effect and after the slight leakage that replenishes pressure regulating valve 26, interior rising of the pressure short time in the working connection L.In the elec. vehicle driving process, after the pressure in working connection L rises, lubricated required oil mass is provided gradually.After pressure in the working connection L rose to certain pressure, hydraulic oil flow had reduced filter 17 workloads to the inlet of internal pump 18.
In the vehicle ' process, too much energy is stored in the energy storage 29, and the energy of storage can carry out gear shift operation, improves transmission efficiency.
In the drive system according to the elec. vehicle of the utility model embodiment, first clutch 15, second clutch 11 and three-clutch 10 be by said HYDRAULIC CONTROL SYSTEM, and can before vehicle launch, combine first clutch 15; Therefore the situation that does not have starting vehicle rear drive motor 1 idling; As long as drive motor 1 entry into service just can realize zero rotating speed starting with transmission of power to change-speed box; Reduce the vehicle electric energy loss, improved the degree of utilization of electric energy.And, can replenish hydraulic oil through external pump 20 when the hydraulic oil that provides when internal pump 18 is not enough, improve the performance of elec. vehicle.
Thus, the drive system according to the utility model embodiment can realize zero rotating speed starting, degree under stepping on according to pedal and speed of a motor vehicle variation; Can automatically carry out speed-change and gearshift; The moment of torsion of rational Match drive motor and rotary speed property have improved the work efficiency under the various operating modes of drive motor when vehicle ' effectively, make optimization under the various operating modes of electrical efficiency when vehicle '; Thereby reached energy-saving and cost-reducing, increased the continual mileage of elec. vehicle.For example, be particularly suitable for city bus big bus car, city bus big bus car needs frequent acceleration, slows down and parking, starts, and can adapt to the operating mode of electronic big bus car well according to the drive system of the utility model embodiment.
The operation of describing according to the drive system of the utility model embodiment with reference to figure 1 below; In the following description; Change-speed box with drive system comprises first to the 3rd variable-speed unit B1; B2 and B3 are that example describes, for persons of ordinary skill in the art may appreciate that the change-speed box according to the drive system of the utility model embodiment can comprise the variable-speed unit more than two or three.
At first, with reference to the parking retaining of figure 1 description according to the drive system of the elec. vehicle of the utility model embodiment.When elec. vehicle is in dead ship condition, be separated from each other between the A end of first clutch 15 and the secondary part; Be separated from each other between the A end of second clutch 11 and the secondary part; Be separated from each other between the A end of three-clutch 10 and the secondary part, promptly three power-transfer clutchs all are in released state, and drive motor 1 is cut off to the transmission of power of output shaft 5.
Then, with reference to first forward gear of figure 1 description according to the drive system of the elec. vehicle of the utility model embodiment.When elec. vehicle is starting or during low cruise, shifting control system separates second clutch 11 and three-clutch 10 through gearshift, and the A end and the secondary part of combination first clutch 15.So the power transmission line of first forward gear is: drive motor 1 → input shaft 2 → the first gears 3 → the second gears 8 → tween drive shaft 13 → first clutch 15 → the 3rd gears 14 → the 4th gear 7 → output shaft 5.At this moment, the rotating speed of drive motor 1 is lower, and the moment of torsion of output is maximum, and transmitting ratio is maximum, and the power that is delivered to wheel is also maximum.Shifting control system and gearshift all are known for those skilled in the art, are not described in detail here.
Next with reference to second forward gear of figure 1 description according to the drive system of the elec. vehicle of the utility model embodiment.When elec. vehicle drove at moderate speed, shifting control system separated first clutch 15 and three-clutch 10 through gearshift, and combined the A end and the secondary part of second clutch 11.For example; When first forward gear is switched to second forward gear; Shifting control system passes through relevant sensor sensing to the current running state of elec. vehicle, and then judges that vehicle gets into the gear of operation, in first clutch 15 separation; Second clutch 11 combines, thereby reaches the purpose of gearshift.Wherein, the power transmission line of second forward gear is: drive motor 1 → input shaft 2 → the first gears 3 → the second gears 8 → tween drive shaft 13 → second clutch 11 → the 5th gears 12 → the 6th gear 6 → output shaft 5.At this moment, because transmitting ratio is big more, the efficient of drive motor 1 is low more, compares with first forward gear, and the transmitting ratio of second forward gear is less, and the efficient of drive motor 2 is also higher, and capacity usage ratio is higher.
Then, with reference to three forward gear of figure 1 description according to the drive system of the elec. vehicle of the utility model embodiment.When elec. vehicle was run at high speed, shifting control system separated first clutch 15 and second clutch 11 through gearshift, and combined the A end and the secondary part of three-clutch 10.For example, when second forward gear was switched to the 3rd forward gear, with similar when first forward gear switches to second forward gear, when second clutch 11 separated, three-clutch 10 combined.The power transmission line of the 3rd forward gear is: motor 1 → input shaft 2 → the first gears 3 → the second gears 8 → tween drive shaft 13 → the three-clutch 10 → the 7th gear 9 → the octadentates wheel 4 → output shaft 5.At this moment, because transmitting ratio is big more, drive motor efficient is low more, so compare with second forward gear with first forward gear, the transmitting ratio of the 3rd forward gear is minimum, and the efficient of drive motor is also the highest, and capacity usage ratio is the highest.
At last, with reference to figure 1 reversing gear according to the drive system of the elec. vehicle of the utility model embodiment described.When vehicle reverses gear when going, shifting control system separates second clutch 11 and three-clutch 10 through gearshift, and the A end and the secondary part of combination first clutch 15.Drive motor 1 counter-rotating when certainly, reversing gear.The power transmission line that reverses gear is: drive motor 1 → input shaft 2 → the first gears 3 → the second gears 8 → tween drive shaft 13 → first clutch 15 → the 3rd gears 14 → the 4th gear 7 → output shaft 5.
Drive system according to the elec. vehicle of the utility model embodiment has adopted the change-speed box that comprises at least two variable-speed units, can satisfy the various complex working conditions of vehicle ', and is more energy-conservation, and simple in structure.
In the above-described embodiments, change-speed box provides three forward gears and one to reverse gear, and the maximum speed requirement of vehicle when flat pavement running satisfied in the bigger requirement of torque demand again when both having satisfied vehicle launch, climbing.Torque demand is bigger when vehicle launch, climbing, acceleration, and the gear of change-speed box can switch to bottom gear, i.e. first forward gear or second forward gear.Because the transmitting ratio of bottom gear is bigger, so it is also bigger to be delivered to the moment of torsion of wheel.When vehicle when the flat pavement running speed of a motor vehicle is higher, can switch to top gear, i.e. the 3rd forward gear.At this moment, the transmitting ratio of change-speed box is less, reduces though be delivered to the moment of torsion of wheel, and vehicle wheel rotational speed improves, and can reach maximum speed.Simultaneously, reasonably control gear through shifting control system and switch, rational Match drive motor moment of torsion and rotary speed property are optimized the work efficiency under the various operating modes of drive motor when vehicle ', thereby have reached energy-saving and cost-reducing, increase the elec. vehicle continual mileage.
Separate between three forward gears according to the change-speed box among the utility model embodiment, gear switches all separating of A end and secondary part through controlling each power-transfer clutch and combines realization.And those skilled in the art can reasonably control through shifting control system, makes in shift process, to have power interruption hardly, and the sense of can significantly not slowing down when therefore shifting gears produces.Compare with traditional automatic transmission with hydraulic torque converter, simple according to the speed changer structure of the drive system of the utility model embodiment.
In addition, the shared power-transfer clutch A end of second clutch and three-clutch makes the structure of change-speed box compact more, has saved its shared space.And; Because input shaft and output shaft conllinear are arranged; Thereby effect with the change-speed box of complicated S. A. (for example planetary wheel) formula of parallel coaxial formula structure implementation structure simple in structure; Make according to the driving system structure of the elec. vehicle of the utility model embodiment compactly more, cost is lower.
According to the drive system of the utility model embodiment, before the elec. vehicle starting, can at first drive first clutch and realize first forward gear by external pump, controlling and driving motor 1 starts afterwards, thereby realizes vehicle zero starting.
In the description of this specification sheets, the description of reference term " embodiment ", " some embodiment ", " example ", " concrete example " or " some examples " etc. means the concrete characteristic, structure, material or the characteristics that combine this embodiment or example to describe and is contained among at least one embodiment or example of the utility model.In this manual, the schematic statement to above-mentioned term not necessarily refers to identical embodiment or example.And concrete characteristic, structure, material or the characteristics of description can combine with suitable manner in any one or more embodiment or example.
Although illustrated and described the embodiment of the utility model; Those having ordinary skill in the art will appreciate that: under the situation of principle that does not break away from the utility model and aim, can carry out multiple variation, modification, replacement and modification to these embodiment, the scope of the utility model is limited claim and equivalent thereof.
Claims (19)
1. the drive system of an elec. vehicle is characterized in that, comprising:
Drive motor;
Change-speed box; Said change-speed box has input shaft, tween drive shaft, output shaft, first variable-speed unit, first clutch, second variable-speed unit and second clutch; Wherein said drive motor links to each other with said input shaft; Said input shaft links to each other with said tween drive shaft so that give said tween drive shaft with the transmission of power of said drive motor; Said first variable-speed unit is connected between said tween drive shaft and the said output shaft with transferring power between said tween drive shaft and said output shaft; Said second variable-speed unit is connected between said tween drive shaft and the said output shaft with transferring power between said tween drive shaft and said output shaft; Said first clutch is located on the said tween drive shaft and links to each other with said first variable-speed unit combining or to cut off the transmission of power between said tween drive shaft and said first variable-speed unit, and said second clutch is located on the said tween drive shaft and links to each other with combination with said second variable-speed unit or cut off the transmission of power between said tween drive shaft and said second variable-speed unit, and said first variable-speed unit has first transmitting ratio; Said second variable-speed unit has second transmitting ratio, and said first transmitting ratio is greater than said second transmitting ratio; With
Hydraulic efficiency pressure system, said hydraulic efficiency pressure system and said first clutch link to each other and combine or separate and said hydraulic efficiency pressure system links to each other with said second clutch and combines or separate to drive said second clutch to drive said first clutch.
2. the drive system of elec. vehicle according to claim 1; It is characterized in that; Said input shaft is provided with first gear, and said tween drive shaft is provided with second gear with said first gear mesh, and said input shaft links to each other through said first and second gears with said tween drive shaft.
3. the drive system of elec. vehicle according to claim 1 is characterized in that, said first variable-speed unit comprise the 3rd gear that is located on the said tween drive shaft be located on the said output shaft and with the 4th gear of said the 3rd gear mesh.
4. the drive system of elec. vehicle according to claim 3; It is characterized in that; Said the 3rd gear rotatably is sleeved on the said tween drive shaft; Said the 4th gear is fixed on the said output shaft, and the A end of said first clutch is fixed on the said tween drive shaft, and the secondary part of said first clutch is connected with said the 3rd gear.
5. the drive system of elec. vehicle according to claim 1 is characterized in that, said second variable-speed unit comprise the 5th gear that is located on the said tween drive shaft be located on the said output shaft and with the 6th gear of said the 5th gear mesh.
6. the drive system of elec. vehicle according to claim 5; It is characterized in that; Said the 5th gear rotatably is sleeved on the said tween drive shaft; Said the 6th gear is fixed on the said output shaft, and the A end of said second clutch is fixed on the said tween drive shaft, and the secondary part of said second clutch is connected with said the 5th gear.
7. the drive system of elec. vehicle according to claim 1; It is characterized in that; Said change-speed box also comprises the 3rd variable-speed unit and three-clutch; Said the 3rd variable-speed unit is connected between said tween drive shaft and the said output shaft with transferring power between said tween drive shaft and said output shaft; Said three-clutch is located on the said tween drive shaft and links to each other with said the 3rd variable-speed unit to combine or to cut off the transmission of power between said tween drive shaft and said the 3rd variable-speed unit; Wherein said hydraulic efficiency pressure system links to each other with said three-clutch to drive said three-clutch combination or to separate, and said the 3rd variable-speed unit has the 3rd transmitting ratio, and said second transmitting ratio is greater than said the 3rd transmitting ratio.
8. the drive system of elec. vehicle according to claim 7 is characterized in that, said the 3rd variable-speed unit comprises the 7th gear that is located on the said tween drive shaft and is located on the said output shaft and with the octadentate of said the 7th gear mesh takes turns.
9. the drive system of elec. vehicle according to claim 8; It is characterized in that; Said the 7th gear rotatably is sleeved on the said tween drive shaft; Said octadentate wheel is fixed on the said output shaft, and the A end of said three-clutch is fixed on the said tween drive shaft, and the secondary part of said three-clutch is connected with said the 7th gear.
10. the drive system of elec. vehicle according to claim 7 is characterized in that, the shared A end of said second clutch and said three-clutch.
11. the drive system of elec. vehicle according to claim 7 is characterized in that, said first is liquid clutch to three-clutch.
12. the drive system of elec. vehicle according to claim 1 is characterized in that, the axis of said input shaft and the axis of said output shaft are on same straight line, and the parallel axes of the axis of said tween drive shaft and said input shaft and said output shaft.
13. the drive system of elec. vehicle according to claim 1 is characterized in that, said hydraulic efficiency pressure system comprises:
Fuel tank;
First and second power-transfer clutchs that are connected in parallel to each other drive the loop; Said first clutch drives the loop and comprises that first drives the hydraulic actuating cylinder and first apportioning valve; Said first apportioning valve links to each other with said fuel tank with the said first driving hydraulic actuating cylinder respectively; The piston of the said first driving hydraulic actuating cylinder links to each other with the A end of said first clutch; Said second clutch drives the loop and comprises that second drives the hydraulic actuating cylinder and second apportioning valve, and said second apportioning valve links to each other with said fuel tank with the said second driving hydraulic actuating cylinder respectively, and the piston of the said second driving hydraulic actuating cylinder links to each other with the A end of said second clutch;
Internal pump, said internal pump is driven by said tween drive shaft, and the inlet of said internal pump links to each other with said fuel tank and said built-in delivery side of pump links to each other with said first and second apportioning valves respectively; With
First check valve, said first check valve is connected on the outlet side of said internal pump;
External pump, said external pump are by the external pump motor-driven, and the inlet of said external pump links to each other with said fuel tank and said external delivery side of pump links to each other with said first and second apportioning valves respectively; With
Second check valve; Said second check valve is connected on the outlet side of said external pump, and wherein series connected said first check valve and said internal pump and series connected said second check valve and said external pump are connected in parallel between said fuel tank and said first and second apportioning valves.
14. the drive system of elec. vehicle according to claim 13 is characterized in that, said hydraulic efficiency pressure system also comprises three check valve parallelly connected with said internal pump.
15. the drive system of elec. vehicle according to claim 14; It is characterized in that; Said hydraulic efficiency pressure system also comprises first and second filters; Said first filter is connected between the inlet and said fuel tank of said internal pump and said external pump, and said second filter is connected between said first and second check valves and said first and second apportioning valves.
16. the drive system of elec. vehicle according to claim 14; It is characterized in that; Said hydraulic efficiency pressure system also comprises by pass valve, and said by pass valve and series connected said first check valve and said internal pump and series connected said external pump and said second check valve are parallelly connected.
17. the drive system of elec. vehicle according to claim 13 is characterized in that, said hydraulic efficiency pressure system also comprises the energy storage that is connected between said first and second check valves and said first and second apportioning valves.
18. the drive system of elec. vehicle according to claim 17; It is characterized in that; Said first clutch drives the loop and also comprises first energy disperser that is connected between said first apportioning valve and the said first driving hydraulic actuating cylinder, and said second clutch drives the loop and also comprises second energy disperser that is connected between said second apportioning valve and the said second driving hydraulic actuating cylinder.
19. the drive system of elec. vehicle according to claim 13; It is characterized in that; Said hydraulic efficiency pressure system also comprises pressure regulating valve and the 4th check valve; Said pressure regulating valve is parallelly connected with said internal pump to be used to said drive system provides lubricating oil, and said the 4th check valve is connected between said pressure regulating valve and the said built-in delivery side of pump.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201120284507 CN202242966U (en) | 2010-09-26 | 2011-08-05 | Driving system of electric vehicle |
| TW101214278U TWM454345U (en) | 2011-08-05 | 2012-07-24 | Drive system and electric vehicle having the same |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201010291549.2 | 2010-09-26 | ||
| CN201010291549 | 2010-09-26 | ||
| CN 201120284507 CN202242966U (en) | 2010-09-26 | 2011-08-05 | Driving system of electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202242966U true CN202242966U (en) | 2012-05-30 |
Family
ID=46104255
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201120284507 Expired - Lifetime CN202242966U (en) | 2010-09-26 | 2011-08-05 | Driving system of electric vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN202242966U (en) |
| HK (1) | HK1163612A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102416862A (en) * | 2010-09-26 | 2012-04-18 | 比亚迪股份有限公司 | Driving system of electric vehicle |
| CN104276050A (en) * | 2014-01-30 | 2015-01-14 | 比亚迪股份有限公司 | Vehicle and brake feedback control method thereof |
| CN104494599A (en) * | 2014-01-30 | 2015-04-08 | 比亚迪股份有限公司 | Vehicle and glide feedback control method thereof |
| US9421966B2 (en) | 2014-10-20 | 2016-08-23 | Byd Company Limited | Hybrid vehicle and shifting control method and power transmission system thereof |
| US9568081B2 (en) | 2014-01-30 | 2017-02-14 | Byd Company Limited | Power transmission system for vehicle and vehicle comprising the same |
| US9568082B2 (en) | 2014-01-30 | 2017-02-14 | Byd Company Limited | Power transmission system for vehicle and vehicle comprising the same |
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| CN107499120A (en) * | 2015-12-22 | 2017-12-22 | 陈杰 | A kind of electric automobile gear drive mechanism |
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-
2011
- 2011-08-05 CN CN 201120284507 patent/CN202242966U/en not_active Expired - Lifetime
-
2012
- 2012-05-03 HK HK12104314.7A patent/HK1163612A1/en unknown
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| CN102416862B (en) * | 2010-09-26 | 2015-04-22 | 比亚迪股份有限公司 | Driving system of electric vehicle |
| CN102416862A (en) * | 2010-09-26 | 2012-04-18 | 比亚迪股份有限公司 | Driving system of electric vehicle |
| US9568080B2 (en) | 2014-01-30 | 2017-02-14 | Byd Company Limited | Power transmission system for vehicle and vehicle comprising the same |
| US9566978B2 (en) | 2014-01-30 | 2017-02-14 | Byd Company Limited | Vehicle and drive control method for the same |
| CN104276050B (en) * | 2014-01-30 | 2015-08-26 | 比亚迪股份有限公司 | Vehicle and feedback braking control method |
| CN104494599B (en) * | 2014-01-30 | 2015-11-25 | 比亚迪股份有限公司 | Vehicle and slide back-feed control method |
| US10670123B2 (en) | 2014-01-30 | 2020-06-02 | Byd Company Limited | Power transmission system for vehicle and vehicle comprising the same |
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| US10363806B2 (en) | 2014-01-30 | 2019-07-30 | Byd Company Limited | Power transmission system for vehicle and vehicle comprising the same |
| CN104276050A (en) * | 2014-01-30 | 2015-01-14 | 比亚迪股份有限公司 | Vehicle and brake feedback control method thereof |
| CN104494599A (en) * | 2014-01-30 | 2015-04-08 | 比亚迪股份有限公司 | Vehicle and glide feedback control method thereof |
| US9944165B2 (en) | 2014-01-30 | 2018-04-17 | Byd Company Limited | Power transmission system for vehicle and vehicle comprising the same |
| US9919699B2 (en) | 2014-01-30 | 2018-03-20 | Byd Company Limited | Vehicle and method for controlling synchronizer of the same |
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| HK1163612A1 (en) | 2012-09-14 |
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20120530 Effective date of abandoning: 20150422 |