CN202867723U - Two-gear automatic transmission for electric vehicle - Google Patents
Two-gear automatic transmission for electric vehicle Download PDFInfo
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- CN202867723U CN202867723U CN 201220616789 CN201220616789U CN202867723U CN 202867723 U CN202867723 U CN 202867723U CN 201220616789 CN201220616789 CN 201220616789 CN 201220616789 U CN201220616789 U CN 201220616789U CN 202867723 U CN202867723 U CN 202867723U
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Abstract
The utility model discloses a two-gear automatic transmission for an electric vehicle. The two-gear automatic transmission for the electric vehicle comprises two electromagnetic clutches, and two two-stage speed-reduction ordinary gear trains, wherein the two groups of ordinary gear trains are the same in work principle, power is transmitted to a former pair of gears through a driving motor to complete first-stage speed reduction, the electromagnetic clutches are controlled to work, and the power is transmitted to a later pair of gears to complete second-stage speed reduction. Switching over between two gears is achieved by controlling different combinations of the work states of the two electromagnetic clutches. Due to the fact that the two electromagnetic clutches are used as a gear-shift element of the two-gear automatic transmission, the two-gear automatic transmission for the electric vehicle is small in gear-shift impact, simple in form, compact in structure, small in size, and light in weight, thereby according with the principles of high efficiency and light weight.
Description
Technical field:
The utility model relates to a kind of used for electric vehicle two-shift automatic variable speed device.
Background technique:
Petroleum resources crisis and motor vehicle exhaust emission become the two large technical problems that automobile was faced take internal-combustion engine as power, and motor-dom certainly will will be sought the vehicle of low emission, the comprehensive utilization energy.Therefore, the electric vehicle with these characteristics becomes the focus of various countries' research, and it is the important channel that solves energy crisis and environmental pollution, is the important new green environment protection traffic tool of 21 century.
At present, the electric vehicle on the market does not have automatic transmission, but has adopted single reduction gear, and the main rotating speed of control drive motor self that relies on is realized speed change.So just provide higher instantaneous torque so that drive motor can't satisfy simultaneously at Heng Zhuanjuqu, provide higher motion speed at Heng Gongshuaiqu.The problems such as driving motor for electric automobile inefficiency, vehicle continual mileage be short have been caused.
Existing electric vehicle two speed transmission mainly contains: the AMT structure that " distortion " comes according to the fuel-engined vehicle automatic transmission and DCT structure.When adopting the AMT structure, need to use synchronizer, this moment, shifting shock was larger; And when adopting the DCT structure, needing to use double clutch, this moment, cost of production was larger.
Therefore the mechanical transmission according to a kind of suitable electric vehicle needs of characteristic model utility of the characteristic of drive motor and electric vehicle itself is very necessary.
Summary of the invention:
For overcoming the defective of prior art, the purpose of this utility model is to provide a kind of used for electric vehicle two-shift automatic variable speed device, adopts the ripe single clutch of domestic technique as gear-changing component, compares with the AMT structure, and shifting shock is less; Compare with the DCT structure, cost of production is lower.
The utility model technical solution problem adopts following technological scheme:
A kind of used for electric vehicle two-shift automatic variable speed device:
Described two-shift automatic variable speed device is made of the first transmission system and the second transmission system parallel connection, and described the first transmission system and the second transmission system are not worked simultaneously; That is to say that the second transmission system is not worked when the first transmission system is worked, when the second transmission system was worked, the first transmission system was not worked.
Described the first transmission system is fixed axis gear transmission system, and overall structure is the distribution form of three parallel axes, is respectively: motor and motor shaft, upper axle, output shaft; On described motor shaft, be fixed with the first gear by key, be connected on the described upper axle by key with the second gear of described the first gear engagement, and be connected by key on the axle on described the coiler part of the first magnetic clutch is housed, the armature part of described the first magnetic clutch is connected by screw and the 3rd gear, described the 3rd gear by bearings on described on the axle, and with the 4th gear engagement that is connected in by key on the described output shaft;
Described the second transmission system is fixed axis gear transmission system, and overall structure is the distribution form of three parallel axes, is respectively: motor and motor shaft, lower shaft, output shaft; On described motor shaft, be fixed with the first gear by key, be connected on the described lower shaft by key with the 5th gear of described the first gear engagement, and on described lower shaft, be connected by key the coiler part of the second magnetic clutch is housed, the armature part of described the second magnetic clutch is connected by screw and the 6th gear, described the 6th gear by bearings on described lower shaft, and with the 7th gear engagement that is connected in by key on the described output shaft; Two transmission systems are by described output shaft outputting power and torque.
Compared with the prior art, the beneficial effects of the utility model are embodied in:
1, the utility model adopts single clutch as gear-changing component, compares with the AMT structure, and shifting shock is less; Compare with the DCT structure, cost of production is lower.Therefore its combination property is better, is easy to realize industrialized development.
2, the transmission gear setting type is simple, compact structure, and volume is little, weight is little, meets the principle of automotive light weight technology.
Description of drawings:
Fig. 1 is structural representation of the present utility model.
Number in the figure: 1 motor, 2 first gears, 3 second gears, 4 the 3rd gears, 5 the 4th gears, 6 the 5th gears, 7 the 6th gears, 8 the 7th gears, I are motor shaft, II is upper axle, III is lower shaft, and IV is output shaft, and C1 is the first magnetic clutch, and C2 is the second magnetic clutch.
Below pass through embodiment, and the utility model is described in further detail by reference to the accompanying drawings.
Embodiment:
Embodiment: in conjunction with Fig. 1, the used for electric vehicle two-shift automatic variable speed device of the present embodiment is made of the first transmission system and the second transmission system parallel connection, and the first transmission system and the second transmission system are not worked simultaneously; That is to say that the second transmission system is not worked when the first transmission system is worked, when the second transmission system was worked, the first transmission system was not worked.
The first transmission system is fixed axis gear transmission system, and overall structure is the distribution form of three parallel axes, is respectively: the input shaft of motor 1 and motor shaft I(the first transmission system also is the wheel shaft of the first gear), upper axle II, output shaft IV; On motor shaft I, be fixed with the first gear 2 by key, be connected on the upper axle II by key with the second gear 3 of the first gear 2 engagements, and at upper axle II) upward be connected by key the coiler part of the first magnetic clutch C1 is housed, the armature part of the first magnetic clutch C1 is connected by screw and the 3rd gear 4, the 3rd gear 4 by bearings on upper axle II, and with the 4th gear (5) engagement that is connected in by key on the output shaft IV.
The second transmission system is fixed axis gear transmission system, and overall structure is the distribution form of three parallel axes, is respectively: motor 1 and motor shaft I, lower shaft III, output shaft IV; On motor shaft I, be fixed with the first gear 2 by key, be connected on the lower shaft III by key with the 5th gear 6 of the first gear 2 engagements, and on lower shaft III, be connected by key the coiler part of the second magnetic clutch C2 is housed, the armature part of the second magnetic clutch C2 is connected by screw and the 6th gear 7, the 6th gear 7 by bearings on described lower shaft III, and with the 7th gear 8 engagement that is connected in by key on the output shaft IV; Two transmission systems are by output shaft IV outputting power and torque.
In the work, motor 1 clockwise wheel shaft with certain speed and moment of torsion drive motor axle I(the first gear 2) rotation, when the second magnetic clutch C2 engages, and when the first magnetic clutch C1 does not work, this moment, power was finished primary speed-down by drive motor through ground gear 2 and the 5th gear 6, finish double reduction through the 6th gear 7 and the 7th gear 8 again, last power is by output IV output, and this moment, speed changer was in the D1 file location; When the first magnetic clutch C1 engages, and when the second magnetic clutch C2 does not work, this moment, power was finished primary speed-down by drive motor through the first gear 2 and the second gear 3, finish double reduction through the 3rd gear 4 and the 4th gear 5 again, last power is by output shaft IV output, and this moment, speed changer was in the D2 file location; When the input motor rotates with certain speed and moment of torsion drive motor axle I counterclockwise, the second magnetic clutch C2 engages, and when the first magnetic clutch C1 does not work, this moment, power was finished primary speed-down by drive motor through the first gear 2 and the 5th gear 6, finish double reduction through the 6th gear 7 and the 7th gear 8 again, last power is by output shaft IV output, and this moment, speed changer was in the R file location.
Thus, by the various combination of two single magnetic clutchs of control system, thereby can realize two forward gearss and a reverse gear.
Take actual development type pure electric automobile as example, the selected gear number is two, and one grade of velocity ratio is 11.74, and the second gear velocity ratio is 4.83.Gear is joined tooth, and to calculate the number of teeth of each gear as shown in table 1.
Table 1 gear table of gear tooth number
As shown in Figure 1, this two-shift automatic variable speed device has used two gear shift executive components: two magnetic clutchs.
The executive component of each gear is as shown in table 2.
Table 2 gear shift executive component worksheet
Annotate: "●" represents combination in the table, and " zero " represents to separate;
The explanation of each grade power transmission line is in conjunction with Fig. 1 and table 2.
1, neutral gear---N position
During the N position, the first magnetic clutch C1 and the second magnetic clutch C2 all do not work, and this moment, motor can't be with transmission of power to output shaft IV, and vehicle relies on inertia traveling or comes to a halt.
2, forward gears---D position (motor clockwise rotates)
(1) advance one grade (D1 shelves)
During the D1 shelves, the second magnetic clutch C2 work, the first magnetic clutch C1 does not work.
Power drives the first gear 2 through motor shaft and turns clockwise, the first gear 2 drives the 5th gear 6 again and is rotated counterclockwise, finish primary speed-down, because the second magnetic clutch C2 work, so that the 6th gear 7 is connected by the second magnetic clutch C2 with lower shaft III, power is passed to lower shaft III by the 5th gear 6, be passed to again the second magnetic clutch C2, be passed to again the 6th gear 7, make it to be rotated counterclockwise, the 6th gear 7 drives the 7th gear 8 and turns clockwise, and finishes double reduction, the final output shaft IV outputting power that turns clockwise.These shelves are middle bottom gear, are mainly used in middle low speed driving and climbing etc.
(2) second gear (D2 shelves) that advances
During the D2 shelves, the first magnetic clutch C1 work, the second magnetic clutch C2 does not work.
Power drives the first gear 2 through motor shaft and turns clockwise, the first gear 2 drives the second gear 3 again and is rotated counterclockwise, finish primary speed-down, because the first magnetic clutch C1 work, so that the 3rd gear 4 is connected by the first magnetic clutch C1 with upper axle II, power is passed to upper axle II by the second gear 3, be passed to again the first magnetic clutch C1, be passed to again the 3rd gear 4, make it to be rotated counterclockwise, the 3rd gear 4 drives the 4th gear 5 and turns clockwise, and finishes double reduction, the final output shaft IV outputting power that turns clockwise.These shelves are top gear, are mainly used in running at high speed.
3, reverse gear---R position (motor rotates counterclockwise)
During the R shelves, the second magnetic clutch C2 work, the first magnetic clutch C1 does not work.
Power transmission line is identical with the D1 shelves, because motor rotates counterclockwise, final output shaft IV is rotated counterclockwise outputting power.
Claims (1)
1. used for electric vehicle two-shift automatic variable speed device is characterized in that:
Described two-shift automatic variable speed device is made of the first transmission system and the second transmission system parallel connection, and described the first transmission system and the second transmission system are not worked simultaneously;
Described the first transmission system is fixed axis gear transmission system, and overall structure is the distribution form of three parallel axes, is respectively: motor (1) and motor shaft (I), upper axle (II), output shaft (IV); Upward be fixed with the first gear (2) by key at described motor shaft (I), be connected on the described upper axle (II) by key with second gear (3) of described the first gear (2) engagement, and upper being connected by key of axle (II) is equipped with the coiler part of the first magnetic clutch (C1) on described, the armature part of described the first magnetic clutch (C1) is connected by screw and the 3rd gear (4), described the 3rd gear (4) by bearings on described on the axle (II), and with the 4th gear (5) engagement that is connected in by key on the described output shaft (IV);
Described the second transmission system is fixed axis gear transmission system, and overall structure is the distribution form of three parallel axes, is respectively: motor (1) and motor shaft (I), lower shaft (III), output shaft (IV); Upward be fixed with the first gear (2) by key at described motor shaft (I), be connected on the described lower shaft (III) by key with the 5th gear (6) of described the first gear (2) engagement, and upper being connected by key of described lower shaft (III) coiler part of the second magnetic clutch (C2) is housed, the armature part of described the second magnetic clutch (C2) is connected by screw and the 6th gear (7), described the 6th gear (7) by bearings on described lower shaft (III), and with the 7th gear (8) engagement that is connected in by key on the described output shaft (IV); Two transmission systems are by described output shaft (IV) outputting power and torque.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220616789 CN202867723U (en) | 2012-11-20 | 2012-11-20 | Two-gear automatic transmission for electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220616789 CN202867723U (en) | 2012-11-20 | 2012-11-20 | Two-gear automatic transmission for electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202867723U true CN202867723U (en) | 2013-04-10 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201220616789 Expired - Fee Related CN202867723U (en) | 2012-11-20 | 2012-11-20 | Two-gear automatic transmission for electric vehicle |
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| Country | Link |
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| CN (1) | CN202867723U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102943846A (en) * | 2012-11-20 | 2013-02-27 | 合肥工业大学 | Two-gear automatic transmission for electric automobile |
| CN103438172A (en) * | 2013-08-31 | 2013-12-11 | 西南大学 | Planetary gear train two-gear speed control system |
-
2012
- 2012-11-20 CN CN 201220616789 patent/CN202867723U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102943846A (en) * | 2012-11-20 | 2013-02-27 | 合肥工业大学 | Two-gear automatic transmission for electric automobile |
| CN103438172A (en) * | 2013-08-31 | 2013-12-11 | 西南大学 | Planetary gear train two-gear speed control system |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20130410 Termination date: 20181120 |
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| CF01 | Termination of patent right due to non-payment of annual fee |