CN204592165U - pure electric bus drive system - Google Patents
pure electric bus drive system Download PDFInfo
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- CN204592165U CN204592165U CN201520175694.2U CN201520175694U CN204592165U CN 204592165 U CN204592165 U CN 204592165U CN 201520175694 U CN201520175694 U CN 201520175694U CN 204592165 U CN204592165 U CN 204592165U
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Abstract
The utility model discloses pure electric bus drive system, this drive system mainly comprises TCU, the permanent magnet drive motor and three of integration keeps off double-clutch speed changers, wherein automatically controlledly be connected three with the permanent magnet drive motor of motor integration and keep off double-clutch speed changer, TCU controls three gear double-clutch speed changers.This driving system structure is simple, lightweight, volume is little, efficiency is high and stable and reliable for performance, is effectively applicable to pure Electric Transit big bus.
Description
Technical field
The utility model relates to power transmission system, is specifically related to the power transmission system of pure electric bus.
Background technique
Automobile is the traffic tool that the mankind are indispensable, but increasing the weight of along with environmental pollution, the continuous minimizing of non-renewable resources, people more and more favor the R and D in electric vehicle.
It is power that electric vehicle (EV) refers to vehicle power, drives wheels travel with motor, meets the vehicle of road traffic, Safety regulations requirements.Due to less relative to orthodox car to environmetal impact, obtain the support energetically of government and street levels.
Drive system provides the power needed for operation for whole big bus, is the core component of electric vehicle.But existing electric bus driving system structure is complicated, volume is large, Heavy Weight, and operational efficiency difference energy consumption is high, gearshift poor performance, thus limits the electric vehicle particularly further development of Electric Transit big bus and popularization.
Model utility content
For the problem existing for existing pure Electric Transit big bus drive system, the purpose of this utility model is to provide a kind of lightweight, volume is little, efficiency is high and stable and reliable for performance pure electric bus drive system.
In order to achieve the above object, the utility model adopts following technological scheme:
Pure electric bus drive system, described drive system mainly comprises TCU, it also comprises permanent magnet drive motor and the three gear double-clutch speed changers of integration, and the permanent magnet drive motor of described integration connects three gear double-clutch speed changers, and described TCU controls three gear double-clutch speed changers.
In preferred version, described TCU is by three gear double-clutch speed changers of CAN control connection.
Further, described three gear double-clutch speed changers comprise a double clutch and one three gear gear, described double clutch and three gear gears are controlled by TCU, odd number clutch wherein in double clutch is connected with one in shifting-position mechanism, three Transmitted chainss kept off, and even number clutch and two in speed change structure keep off Transmitted chains and are connected.
Further, the odd number clutch in described double clutch is normal close type clutch, and even number clutch is open type.
Further, described three gear gears mainly comprise the first input shaft, the second input shaft, second gear gear, first gear driving gear, first gear driven gear, synchronizer, output shaft, output gear, output flange, countershaft, second gear driven gear and final gear, the input end of described output shaft is provided with output gear, and its output terminal arranges output flange; The input end of described second input shaft is connected with even number driven by clutches, hollow in it, and output terminal is provided with second gear gear; Described first input shaft is located in the second input shaft, and its input end is connected with odd number driven by clutches, and output terminal is combined with the output gear on first gear driving gear or output shaft respectively by synchronizer; Described second gear driven gear, first gear driven gear, final gear are successively set on countershaft, and are meshed with second gear gear, first gear driving gear and output gear respectively.
Further, when described speed changer is in a gear, odd number gear clutch in double clutch closes, even number gear clutch separation, now synchronizer and first gear driving gear engage, and power exports via odd number clutch, the first input shaft, first gear driving gear, first gear driven gear, countershaft, final gear, output gear, output shaft, output flange successively.
Further, when described speed changer is in two gears, odd number gear clutch separation in double clutch, even number gear clutch closes, now may there be three kinds of states synchronizer position: engage with first gear driving gear joint, neutral position and output gear, position is determined by motor speed, and wherein, first power keep off clutch by even number and be delivered to the second input shaft, second gear gear, second gear driven gear, countershaft, final gear, output gear, output shaft, output flange output.
Further, when described speed changer is in three gears, odd number gear clutch in double clutch closes, even number gear clutch separation, output gear now on synchronizer and output shaft engages, power first by odd number keep off clutch be delivered to the first input shaft, then by the first input shaft directly by transmission of power to output shaft, finally exported by output flange.
Relative to existing drive system of electric motor vehicle, this programme tool has the following advantages:
1, CAN communication modes, information sharing, signal stabilization;
2, the automatic control system through policy optimization guarantees drive-train efficiency, stability and shifting comfort;
3, leading two clutch technology greatly shorten shift time, smoothness during lifting vehicle gear shift;
4, the permagnetic synchronous motor of electric machine controller and motor integration, its specific power is high, lightweight, volume is little, efficiency is high;
5, at the initiative use dual-clutch transmission of large Palestine and China, the gearshift performance excellent gearshift time is less than 400Ms;
6, this drive system is stable and reliable for performance, and energy consumption is low, is applicable to the pure electric bus of 10-12m.
Accompanying drawing explanation
The utility model is further illustrated below in conjunction with the drawings and specific embodiments.
Fig. 1 be in the utility model three gear double-clutch speed changers and motors coordinate schematic diagram;
Fig. 2 is the schematic diagram that the utility model realizes a gear driving;
Fig. 3 is that the utility model realizes the schematic diagram driven that reverses gear;
Fig. 4 is the schematic diagram that the utility model realizes two gears drivings;
Fig. 5 is the schematic diagram that the utility model realizes three gears drivings.
Embodiment
The technological means realized to make the utility model, creation characteristic, reaching object and effect is easy to understand, below in conjunction with concrete diagram, setting forth the utility model further.
The pure electric bus drive system that the utility model provides mainly comprises permanent magnet drive motor, three gear double-clutch speed changer and TCU tri-parts of integration.Wherein, the permanent magnet drive motor of integration drives connection three to keep off double-clutch speed changer, and TCU control connection three keeps off double-clutch speed changer, controls the automatic switchover of gear.
The permanent magnet drive motor of integration that this drive system adopts, its electric machine controller and permanent magnet synchronous electric machine integrated, whole motor is lightweight, volume is little, and efficiency is high.
Moreover this drive system is equipped with three gear double-clutch speed changers, and the automatic switchover controlling gear by TCU, different road conditions can be adapted to, under ensureing that motor always works in most effective, that performance is best state.No matter the speed of a motor vehicle is low to moderate 15km/h, or up to 80km/h, motor can ensure in the running of high efficiency interval, thus the target realizing reducing energy consumption, extend course continuation mileage.
As required system also in can also set up the function of Brake energy recovery, the recover kinetic energy of vehicle during braking can be stored.In the city operating mode of repeatedly starting and stopping, the energy conservation characteristic of vehicle can be improved further.
Wherein, the three gear double-clutch speed changers configured in drive system mainly comprise two engaging and disengaging gear and three pairs of gear pairs, wherein the three pairs of gear pairs formation one or three that matches keeps off gear, and one, three Transmitted chainss kept off that the odd number clutch and three in two engaging and disengaging gear keeps off in gear are connected, even number clutch and three keeps off two in gear and keeps off Transmitted chains and be connected.Wherein odd number clutch is normal close type clutch, and even number clutch is open type, in order to avoid two groups of clutches closed damages caused simultaneously in situation outside.
The three gear double-clutch speed changer transmitting torques formed thus are large, and rationally, under TCU controls, realize accurately gearshift by Electro-hydraulic drive, the gearshift time is short, is the optimal selection of pure Electric Transit big bus in speed ratio configuration.
See Fig. 1, it is depicted as the structural representation of the pure electric bus drive system formed based on above-mentioned principle.As seen from the figure, this pure electric bus drive system mainly comprises motor coupling shaft 1, double clutch 2, first input shaft 3, second input shaft 4, first gear driving gear 5, synchronizer 6, second gear gear 7, output shaft 8, output gear 9, output flange 10, countershaft 11, second gear driven gear 12, first gear driven gear 13, final gear 14, integrated permanent magnet drive motor (integrative permanent magnet synchronous motor and electric machine controller) 15 and TCU (not shown).
Wherein, the permanent magnet drive motor 15 of integration, be the power source in whole drive system, its clutch end is connected to the input end of double clutch 2 by motor coupling shaft 1, power is reached double clutch 2, and the concrete open and-shut mode of double clutch 2 is controlled by liquid TCU.
Odd number clutch in double clutch 2 is normal close type clutch, and even number clutch is open type, avoids two groups of clutches closed damages caused simultaneously in situation outside like this.Meanwhile, this double clutch 2 is controlled by TCU, is controlled the opening and closing of double clutch 2 by it.
Wherein, the odd number clutch in double clutch 2 is normal close type clutch, and even number clutch is open type, avoids two groups of clutches closed damages caused simultaneously in situation outside like this.
The input end of this double clutch 2 is connected to the clutch end of motor of vehicle by motor coupling shaft 1, concrete open and-shut mode is controlled by hydraulic system.
Wherein the input end of output shaft 8 is provided with corresponding output gear 9, and output terminal is provided with corresponding output flange 10.
Second input shaft 4 inner hollow, its input end is connected with even number driven by clutches, and output terminal is provided with second gear gear 7.
First input shaft 3 is solid construction, it is located in the second input shaft 4, and input end is connected with odd number driven by clutches, output terminal is provided with synchronizer 6, matched with the output gear 9 on first gear driving gear 5 and output shaft 8 respectively by synchronizer, wherein first gear driving gear 5 is set on the first input shaft 3, and when synchronizer 6 engages with first gear driving gear 5, first gear driving gear 5 will be followed the first input shaft 3 and be rotated; When synchronizer 6 engages with the output gear 9 on output shaft 8, output shaft 8 rotates directly following the first input shaft 3, and first gear driving gear 5 is not followed; And the particular location of synchronizer 6 is determined by motor speed, can be respectively that first gear driving gear 5 engages, neutral position and output gear engage.
Second gear driven gear 12, first gear driven gear 13 and final gear 14 are successively set on countershaft 11, and are meshed with second gear gear 7, first gear driving gear 5 and output gear 9 respectively.
Based on always have in the pure electric bus drive system that such scheme is formed 3 forward gears, 1 reverse gear, wherein reverse gear and to be reversed when speed changer is in a gear realization by motor.
This three gears double-clutch speed changer has double clutch and two input shafts carry out power transmission to odd and even number gear respectively.
In electric automobile during traveling process, judge next gear in advance according to the speed of a motor vehicle, throttle, gear can engage the power interruption shortening the gearshift time in advance, by speed change, guarantees that motor operates in high efficiency range, saves car load power consumption further.
Concrete gearshift principle and process as follows:
The open and-shut mode of the double clutch in this speed changer and the position of synchronizer are specifically controlled by corresponding hydraulic system, and control the state of the solenoid valve on hydraulic valve by TCU, can complete the shift process of speed changer.
Wherein, the odd number gear clutch in double clutch is normally closed, and even number gear clutch often opens.Gearbox controller is not when powering on, and odd number gear clutch is in closed state, and even number gear clutch is in separated state, and synchronizer mediates simultaneously.After gearbox controller (i.e. TCU) powers on, synchronizer and first gear engage, and at this moment speed changer enters a gear state.The position of synchronizer is moved by two proportional solenoid valve control, and in valve, proportion electro-magnet produces corresponding actions according to the voltage signal of input, and make operating valve spool produce displacement, port size changes and completes the pressure proportional with input voltage with this; The pressure change of hydraulic circuit can drive the movement of shift fork, thus the position of control synchro.
When a gear shifts into second, synchronizer position can not be moved, and is still in the state engaged with first gear.Now, the solenoid valve controlling odd number gear clutch can first be opened, and the pressure in hydraulic circuit raises, promote odd number gear piston to move, thus piston driving odd number gear clutch lever moves, lever tightly withstands odd number gear clutch plate, makes odd number keep off clutch and closes.After odd number gear clutch is opened, even number gear clutch comes into action, this process is identical with the operating principle that odd number keeps off clutch, and unique difference is odd number gear clutch is normally closed, even number gear clutch often opens, so the movement of lever can make two clutches have opposite effect effect.After speed changer enters two gears, along with rotating speed rises, synchronizer position first can move to neutral position, when rotating speed continues to rise, and controller is when judging that speed changer may enter three gears, synchronizer move and and output gear joint, be that two gears change three gears and prepare.
When two gears change three gears, synchronizer position can not be moved, and at this time synchronizer has been in the state engaged with output gear.Now, even number gear clutch can first be separated, and odd number gear clutch closes again afterwards.Identical when shifting into second of the working principle of solenoid valve and a gear in this process.The solenoid valve controlling even number gear clutch and odd number gear clutch can be successively closed, thus the pressure in hydraulic circuit is reduced, and piston returns to initial position.
Based on above-mentioned gearshift principle, the transmission process of this power-driven system is as follows:
1, first gear:
See Fig. 2, it is depicted as driving schematic diagram when this power-driven system is in first gear.
As seen from the figure, when power-driven system is in first gear, the permanent magnet drive motor 15 of integration rotates forward and drives double clutch 2, when three gear double-clutch speed changers are in first gear, odd number gear clutch in double clutch 2 closes, even number gear clutch separation, now synchronizer 6 and first gear driving gear 5 engage, the permanent magnet drive motor 15 of integration rotates forward the power produced and first keeps off clutch by odd number and be delivered on the first input shaft (solid) 3 of connecting with it, because now synchronizer 6 and first gear driving gear 5 engage, first input shaft (solid) 3 will drive first gear driving gear 5, because first gear driving gear 5 engages with first gear driven gear 13, power will be passed to countershaft 11 further via first gear driving gear 5 and first gear driven gear 13, now countershaft 11 drives final gear 14, because the second moving gear 14 engages with the output gear 9 on output shaft 8, then output shaft 8 is driven, finally exported by output flange 10.
2, reverse gear:
See Fig. 3, it is depicted as power-driven system and is in driving schematic diagram when reversing gear.
As seen from the figure, power-driven system be in reverse gear time, the permanent magnet drive motor 15 of integration reverses drive speed transmission, closed, the even number gear clutch separation of odd number gear clutch in speed changer, synchronizer 6 and first gear driving gear 5 engage, first the power that permanent magnet drive motor 15 reversion of integration produces be delivered to the first input shaft (solid) 3 by odd number gear clutch, again through countershaft 11 (process is as described in a gear), finally exported (process is as described in a gear) by the output flange 10 on output shaft 8.
3, second gear:
See Fig. 4, it is depicted as driving schematic diagram when this power-driven system is in second gear.
As seen from the figure, when power-driven system is in second gear, the permanent magnet drive motor 15 of integration rotates forward and drives double clutch 2, odd number gear clutch separation in double clutch 2, even number gear clutch closes, now may there be three kinds of states synchronizer position: engage with first gear driving gear 5, neutral position and output gear 9 engage, position determines (principle is described above) by motor speed.Wherein, the permanent magnet drive motor 15 of integration rotates forward the power produced and is first delivered to the second input shaft 4 by even number gear clutch, second input shaft 4 drives second gear gear 7, second gear gear 7 is by engaging with the second gear driven gear 12 on countershaft 11, power is passed to countershaft 11 further, and now countershaft 11 drives final gear 14, because final gear 14 engages with the output gear 9 on output shaft 8, then drive output shaft 8, finally exported by output flange 10.
3, third gear:
See Fig. 5, it is depicted as driving schematic diagram when this power-driven system is in third gear.
As seen from the figure, when power-driven system is in second gear, the permanent magnet drive motor 15 of integration rotates forward and drives double clutch 2, and the odd number gear clutch in double clutch 2 closes, even number gear clutch separation, the output gear 9 now on synchronizer 6 and output shaft 8 engages.The permanent magnet drive motor 15 of integration rotates forward the power produced and first keeps off clutch by odd number and be delivered to the first input shaft 3, then the first input shaft 3 directly by transmission of power to output shaft 8, finally exported by output flange 10.
More than show and describe basic principle of the present utility model, major character and advantage of the present utility model.The technician of the industry should understand; the utility model is not restricted to the described embodiments; what describe in above-described embodiment and specification just illustrates principle of the present utility model; under the prerequisite not departing from the utility model spirit and scope; the utility model also has various changes and modifications, and these changes and improvements all fall within the scope of claimed the utility model.The claimed scope of the utility model is defined by appending claims and equivalent thereof.
Claims (8)
1. pure electric bus drive system, described drive system mainly comprises TCU, it is characterized in that, described drive system also comprises the automatically controlled permanent magnet drive motor integrated with the permanent magnet drive motor of motor integration and three and keeps off double-clutch speed changer, the permanent magnet drive motor of described integration connects three gear double-clutch speed changers, and described TCU controls three gear double-clutch speed changers.
2. pure electric bus drive system according to claim 1, is characterized in that, described TCU is by three gear double-clutch speed changers of CAN control connection.
3. pure electric bus drive system according to claim 1, it is characterized in that, described three gear double-clutch speed changers comprise a double clutch and one three gear gear, described double clutch and three gear gears are controlled by TCU, odd number clutch wherein in double clutch is connected with one in shifting-position mechanism, three Transmitted chainss kept off, and even number clutch and two in shifting-position mechanism keep off Transmitted chains and be connected.
4. pure electric bus drive system according to claim 3, is characterized in that, the odd number clutch in described double clutch is normal close type clutch, and even number clutch is open type.
5. pure electric bus drive system according to claim 3, it is characterized in that, described three gear gears mainly comprise the first input shaft, the second input shaft, second gear gear, first gear driving gear, first gear driven gear, synchronizer, output shaft, output gear, output flange, countershaft, second gear driven gear and final gear, the input end of described output shaft is provided with output gear, and its output terminal arranges output flange; The input end of described second input shaft is connected with even number driven by clutches, hollow in it, and output terminal is provided with second gear gear; Described first input shaft is located in the second input shaft, and its input end is connected with odd number driven by clutches, and output terminal combines with the output gear on first gear driving gear or output shaft respectively by synchronizer; Described second gear driven gear, first gear driven gear, final gear are successively set on countershaft, and are meshed with second gear gear, first gear driving gear and output gear respectively.
6. pure electric bus drive system according to claim 5, it is characterized in that, when described speed changer is in a gear, odd number gear clutch in double clutch closes, even number gear clutch separation, now synchronizer and first gear driving gear engage, and power exports via odd number clutch, the first input shaft, first gear driving gear, first gear driven gear, countershaft, final gear, output gear, output shaft, output flange successively.
7. pure electric bus drive system according to claim 5, it is characterized in that, when described speed changer is in two gears, odd number gear clutch separation in double clutch, even number gear clutch closes, now may there be three kinds of states synchronizer position: engage with first gear driving gear joint, neutral position and output gear, position is determined by motor speed, wherein, power keeps off clutch by even number and is delivered to the second input shaft, second gear gear, second gear driven gear, countershaft, final gear, output gear, output shaft, output flange output.
8. pure electric bus drive system according to claim 5, it is characterized in that, when described speed changer is in three gears, odd number gear clutch in double clutch closes, even number gear clutch separation, the output gear now on synchronizer and output shaft combines, and power keeps off clutch by odd number and is delivered to the first input shaft, then by the first input shaft directly by transmission of power to output shaft, finally exported by output flange.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520175694.2U CN204592165U (en) | 2015-03-26 | 2015-03-26 | pure electric bus drive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520175694.2U CN204592165U (en) | 2015-03-26 | 2015-03-26 | pure electric bus drive system |
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| Publication Number | Publication Date |
|---|---|
| CN204592165U true CN204592165U (en) | 2015-08-26 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201520175694.2U Expired - Fee Related CN204592165U (en) | 2015-03-26 | 2015-03-26 | pure electric bus drive system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104763780A (en) * | 2015-03-26 | 2015-07-08 | 沃新动力系统（上海）有限公司 | Driving system for pure electric bus |
-
2015
- 2015-03-26 CN CN201520175694.2U patent/CN204592165U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104763780A (en) * | 2015-03-26 | 2015-07-08 | 沃新动力系统（上海）有限公司 | Driving system for pure electric bus |
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| 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: 20150826 Termination date: 20200326 |
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| CF01 | Termination of patent right due to non-payment of annual fee |