CN210034305U - Two-gear automatic gearbox for electric vehicle - Google Patents
Two-gear automatic gearbox for electric vehicle Download PDFInfo
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- CN210034305U CN210034305U CN201920360061.7U CN201920360061U CN210034305U CN 210034305 U CN210034305 U CN 210034305U CN 201920360061 U CN201920360061 U CN 201920360061U CN 210034305 U CN210034305 U CN 210034305U
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Abstract
The utility model discloses an electric motor car is with two automatic gearbox that keep off belongs to electric vehicle transmission technical field, advances to keep off to prior art and switches reverse gear and switch the in-process that advances the fender and accompany freewheel clutch's impact, influences the travelling comfort of shifting and has shortened freewheel clutch life's problem. Two keep off automatic gearbox and convert the process of shifting into the automatic process that combines of getting rid of a clutch, when having eliminated the power interruption of the in-process of shifting, through having eliminated the impact of freewheel clutch at the in-process of shifting in the process of laminating in advance, improve the travelling comfort and the ride comfort of vehicle shift process. The utility model discloses based on gear pair transmission power, transmission efficiency is high. And because two forward gears are provided, the possibility that the motor works in a high-efficiency interval is improved, the energy utilization rate is high, and the endurance mileage of the vehicle is improved under the same condition.
Description
Technical Field
The utility model belongs to the technical field of electric vehicle transmission, concretely relates to two keep off automatic gearbox for electric motor car.
Background
The development of pure electric vehicles in China is rapid, large-scale pure electric vehicles appear in the market, and the pure electric vehicles enter a large-scale production stage.
The pure electric vehicles have various driving forms, and the existing pure electric vehicles are usually in a clutch-free single-gear direct-drive form. The driving mode that the motor directly drives the wheels through the fixed reduction ratio device has the advantage of good transmission smoothness, but the performance requirements of the power system on the motor and the battery are very high, and in order to take the high-speed cruise characteristic into consideration, the acceleration performance and the climbing capacity of the vehicle are difficult to avoid, and the working efficiency of the motor is low. Another typical drive type is a conventional drive train equipped with a multi-gear transmission, which has the advantages of good acceleration, strong climbing capability, high motor operation efficiency, and the like.
Unlike a conventional internal combustion engine, the efficient operation range of the electric motor is wider. Therefore, the pure electric vehicle has low requirements on the gear number of the gearbox, and the second gear is a proper gear. Moreover, the requirements on the transmission efficiency and the gear shifting comfort of the gearbox are high. At present, the transmission schemes of speed change without gear shifting power interruption include a Continuously Variable Transmission (CVT), a dual-clutch automatic transmission (DCT) and the like, and wet clutches or transmission belts are adopted in the schemes, so that the mechanical structure is complex, the cost is high, and the transmission efficiency is low. The AMT has the advantage of high transmission efficiency, but the traditional gear shifting process of the AMT has power interruption, so that the running smoothness of a vehicle is influenced. In addition, the operating mechanism of the conventional mechanical automatic transmission includes a shift fork and a shift fork shaft, which increases the size of the transmission and increases the cost. Therefore, it is necessary to develop a simple, efficient and power-interruption-free gear shifting special gearbox specially applied to an electric vehicle.
The Chinese invention patent (CN 105864368A) discloses an electric vehicle unpowered interruption gear shifting gearbox and a gear shifting control method thereof, wherein two forward gears and one reverse gear are provided for the power output of a single driving motor through the coupling of a controllable overrunning clutch and a dry clutch. The power assisting is provided in the gear shifting process by utilizing the principle of clutch sliding wear, so that unpowered interruption in the gear shifting process is realized. However, the reverse gear power of the device is transmitted through the two-gear pair, so that the reverse gear torque is small, the vehicle speed is high, and the use requirement cannot be well met; on the other hand, the scheme adopts the clutch control mechanism to realize forward gear shifting control, and has the advantages of complex structure, large volume and high cost. In chinese patent (CN 107489741 a), by using the bidirectional overrunning clutch, it is possible to realize that the reverse power of the vehicle is transmitted through the first gear pair while eliminating the interruption of the shift power during the forward process of the two-gear transmission, and the reverse performance is improved. But due to the operating characteristics of its bidirectional overrunning clutch: a gap exists between the forward and backward force-transmission wedge surfaces and the roller during switching. Therefore, the impact of the overrunning clutch is accompanied in the processes of switching the forward gear to the reverse gear and switching the reverse gear to the forward gear, so that the gear shifting comfort is influenced, and the service life of the overrunning clutch is shortened. On the other hand, the scheme of the patent operates gear shifting action in the advancing process through a clutch control mechanism, and has the characteristics of complex structure, high cost and high requirement on gear shifting control.
Disclosure of Invention
Aiming at the defects in the prior art, the utility model provides a two-gear automatic gearbox for an electric vehicle; the gear shifting device is composed of a box body 1, an input shaft 2, a first gear pair, a second gear pair, a throwing block clutch, an output shaft 6, a gear shifting control mechanism and a motor controller.
The first gear pair is formed by meshing and driving a first gear small gear 31 and a first gear big gear 32, the first gear small gear 31 is fixedly connected on the input shaft 2, and the first gear big gear 32 is arranged on the output shaft 6;
the second gear pair is formed by meshing and driving a second gear pinion 41 and a second gear bull gear 42, the second gear pinion 41 is rotatably sleeved on the input shaft 2 through a bearing, and the second gear bull gear 42 is fixedly connected on the output shaft 6;
the flail clutch is a centrifugal flail clutch and consists of a flail clutch outer ring 51, a flail clutch inner ring 52, a friction block 53 and a return spring 54;
the inner ring 52 of the flail clutch is connected with the second gear pinion 41, and the two rotate synchronously; the flail clutch outer ring 51 is connected with the input shaft 2, and the flail clutch outer ring and the input shaft rotate synchronously; the friction block 53 is arranged between the throwing block clutch outer ring 51 and the throwing block clutch inner ring 52 and is fixed on the throwing block clutch inner ring 52 through a return spring 54, and the friction block 53 and the throwing block clutch inner ring 52 synchronously rotate; the flail clutch controls the combination and separation of the friction block 53 and the flail clutch outer ring 51 through the rotating speed of the flail clutch inner ring 52;
when the rotation speed of the two-gear pinion 41 is high enough, the friction block 53 connected to the inner ring 52 of the throwing block clutch overcomes the pulling force of the return spring 54 under the centrifugal action, moves outwards along the radial direction, so that the friction block 53 is in contact action with the inner surface of the outer ring 51 of the throwing block clutch, and transmits torque, so that the outer ring 51 of the throwing block clutch rotates synchronously with the inner ring under the action of the friction force, namely the clutch is combined; when the rotation speed of the two-gear pinion 41 is not high enough, the centrifugal action of the friction block 53 is not enough to overcome the pulling force of the return spring 54, and the friction block 53 contracts inwards in the radial direction, so that the friction block 53 is separated from the inner surface of the outer ring 51 of the flail clutch, no torque is transmitted, and the rotation speed difference between the inner ring and the outer ring of the clutch, namely the clutch separation is allowed.
The gear shifting control mechanism comprises a control gear pair, a control overrunning clutch 72 and a first gear overrunning clutch 73.
The control gear pair is formed by meshing, transmitting and connecting a control pinion 711 and a control bull gear 712; the control pinion 711 is arranged on the input shaft 2 through the control overrunning clutch 72, and the control gearwheel 712 is fixedly connected on the output shaft 6; the transmission ratio of the control gear pair is greater than that of the first gear pair; the control overrunning clutch 72 is arranged so that the control gear set is active when the transmission is operating in reverse and so that the control gear set is inactive when the transmission is operating in forward.
The first-gear overrunning clutch 73 is composed of a first-gear overrunning clutch outer ring 735, a first-gear overrunning clutch inner ring 731, a roller retainer 732, rollers 733, a pre-tightening spring 734, a control pressure plate 741, a control friction plate 742 and a wave spring 743. The first-gear overrunning clutch 73 is a bidirectional overrunning clutch to realize forward driving in the first gear and reverse driving in the first gear;
the first-gear overrunning clutch outer ring 735 is fixed on the inner ring of the first-gear big gear 32, and the first-gear overrunning clutch inner ring 731 is fixedly connected on the output shaft 6; the inner surface of the first-gear overrunning clutch outer ring 735 is provided with a plurality of locking plates, the inner surface of the first-gear overrunning clutch outer ring 735 is matched with the outer surface of the first-gear overrunning clutch inner ring 731 to form a plurality of wedge-shaped spaces which are uniformly distributed around the circumference, two opposite wedge-shaped locking surfaces are arranged at two ends of each single wedge-shaped space, one end of each single wedge-shaped space is a first-gear running locking surface, and the other end of each single wedge-shaped space is a reverse gear running locking surface; the end face of one end of the roller retainer 732 is provided with a plurality of ball grooves for mounting the rollers 733, and the end face of the other end is provided with a plurality of grooves; the roller holder 732 pre-tensions the roller 733 in a first-gear operation locking surface of the wedge-shaped space through a pre-tensioning spring 734; the control friction plate 742 is fixed in a groove on the end face of the roller retainer 732 through a bulge on the outer edge of the control friction plate, and the control friction plate and the roller retainer 732 rotate synchronously; the end face of the control gearwheel 712 is provided with an annular groove, and the edge of the annular groove is also provided with a plurality of semi-circular small grooves; the wave spring 743 is installed in the annular groove, the control pressure plate 741 is installed between the control friction plate 742 and the wave spring 743, is fixed in the small semicircular groove at the edge of the end face of the control large gear 712 through the protrusion at the edge of the wave spring, rotates synchronously with the wave spring, and is axially pre-tightened through the wave spring 743, so that the control pressure plate 741 is tightly attached to the control friction plate, and the friction force obtained by pre-tightening the wave spring 743 can drive the roller holder 732 to move along the same movement trend as the roller holder.
On the basis of the structure, the utility model provides an electric motor car is with two fender automatic gearbox can gain the low-speed fender (one fender) that advances, and the high-speed fender (two keep off) that advances and reverse gear three work keeps off the position, and each keeps off a position power transmission route as follows:
in the first-gear forward operating state, the rotation speed of the second-gear pinion 41 is low, the flail clutch is in a separated state, the roller 733 is attached to a first-gear operation locking surface in the first-gear overrunning clutch outer ring 735, and the first-gear overrunning clutch locks and transmits torque. The power input by the driving motor is transmitted to the first-gear pinion 31 through the input shaft 2, and is transmitted to the first-gear large gear 32 through the first-gear pair, the first-gear large gear 32 transmits the power to the first-gear overrunning clutch inner ring 731 through the roller 733 attached to the first-gear operation locking surface in the first-gear overrunning clutch outer ring 735, and the power is transmitted to the output shaft 6 through the first-gear overrunning clutch inner ring 731.
In the second forward operating state, the rotation speed of the second pinion 41 is high, the thrower clutch is in a combined state, the roller 733 is attached to the first gear operation locking surface in the first gear overrunning clutch outer ring 735, but the first gear overrunning clutch overruns and torque is not transmitted because the rotation speed of the first gear overrunning clutch inner ring 731 is greater than that of the first gear overrunning clutch outer ring 735. The power input by the driving motor is transmitted to the flail clutch outer ring 51 through the input shaft 2, and is transmitted to the flail clutch inner ring 52 by utilizing the friction force between the friction block 53 and the flail clutch outer ring 51, and is transmitted to the second gear pinion 41, and is transmitted to the second gear bull gear 42 through the second gear pair, and the power is transmitted to the output shaft 6 through the second gear bull gear 42.
When the reverse gear is in a working state, the input rotating speed of the driving motor is low, the rotating speed of the second gear pinion 41 is low, the flail clutch is in a separated state, the roller 733 is attached to the reverse gear operation locking surface in the first gear overrunning clutch outer ring 735 due to the reverse rotation of the input shaft 2, the first gear overrunning clutch 73 is locked reversely, and torque is transmitted. The power input by the driving motor is transmitted to the first gear pinion 31 through the input shaft 2, and is transmitted to the first gear large gear 32 through the first gear pair, the first gear large gear 32 transmits the power to the first gear overrunning clutch inner ring 731 through the roller 733 attached to the reverse gear operation locking surface in the first gear overrunning clutch outer ring 735, and the power is transmitted to the output shaft 6 through the first gear overrunning clutch inner ring 731. And when the reverse gear works, the driving motor controller limits the maximum working rotating speed of the reverse gear of the driving motor, and prevents the combination of the flail block clutch in the reverse gear process.
A gear shifting control method of a two-gear automatic gearbox of a pure electric vehicle comprises mutual switching between a first-gear forward gear and a reverse gear and mutual switching between a first-gear forward gear and a second-gear forward gear.
Two fender automatic gearbox of electric motor car keep off from one keep off go forward the fender switch to the working process of reversing gear as follows:
when the first forward gear is finished, the rotation speed of the second pinion 41 is low, the throwing block clutch is in a separated state, and the roller 733 is attached to a first gear running locking surface in the first overrunning clutch outer ring 735 under the action of the flap spring; and after receiving a gear signal of a reverse gear of a driver, the driving motor controller controls the driving motor to rotate reversely by the fitting angle A and identifies the reverse working angle of the shaft of the driving motor through an encoder on the driving motor.
The fitting angle a is obtained by the following relationship:
in the formula (1), a is an included angle between roller binding points on a reverse gear operation locking surface of a first gear operation locking surface in the outer ring 735 of the first gear overrunning clutch; i.e. i1Is to control the transmission ratio of the gear pair; i.e. i2Is the gear ratio of the first gear pair).
And when the driving motor controller recognizes that the driving motor input shaft 2 rotates reversely by the angle A through the motor encoder, the current is stopped being applied to the driving motor, and the gear engaging action is finished. At this time, the roller 733 is pressed against the reverse operation locking surface of the first-stage overrunning clutch outer 735 against the elastic force of the flap spring 743 by the frictional force of the control friction plate 742. When a driver steps on an accelerator pedal, the driving motor rotates reversely, reverse power of the driving motor can be directly transmitted to the output shaft 6 through the first gear pair and the roller 733 to drive a vehicle, no roller idle stroke exists, and initial impact of reverse gear operation caused by a roller gap when a first gear is switched to a reverse gear is eliminated.
Electric motor car two keeps off automatic gearbox switches as follows to the working process that advances to keep off from reversing gear and keep off before:
at the end of the reverse gear operation, the rotation speed of the second gear pinion 41 is low, the dog clutch is in a disengaged state, and the roller 733 is attached to the reverse gear operation locking surface of the first gear overrunning clutch outer ring 735 against the elastic force of the flap spring 743 by the friction force of the control friction plate 742. After receiving a gear signal of a driver for engaging a forward gear, the driving motor controller controls the driving motor to rotate forward to the fitting angle A, and identifies the forward working angle of the driving motor shaft through an encoder on the driving motor.
And when the driving motor controller identifies that the driving motor input shaft rotates forwards by the angle A through the motor encoder, the current is stopped being applied to the driving motor, and the gear engaging action is finished. At this time, the roller 733 is brought into contact with the first-stage operation locking surface of the first-stage overrunning clutch outer 735 by the flap spring 743. When a driver steps on an accelerator pedal, the driving motor rotates forwards, forward power of the driving motor can be directly transmitted to the output shaft 6 through the first gear pair and the roller 733 to drive a vehicle, no roller idle stroke exists, and initial first-gear working impact caused by a roller gap when a reverse gear is switched to a first gear to advance is eliminated.
Two keep off automatic gearbox of electric motor car keep off from one keep off the work progress that the fender was shifted to two keep off and is kept off as follows:
when the forward gear starts to work, the rotation speed of the second gear pinion 41 is synchronous with the vehicle speed, the rotation speed is low, the friction block 53 is separated from the throwing block clutch outer ring 51 under the action of the return spring 54, the throwing block clutch is in a separated state, the roller 733 is attached to a first gear running locking surface in the first gear overrunning clutch outer ring 735 under the action of the folding spring 734, at the moment, the gearbox works in a first gear state, and the rotation speed of the first gear overrunning clutch outer ring 735 is higher than that of the first gear overrunning clutch inner ring 731; along with the increase of the vehicle speed, the rotating speed of the two-gear pinion 41 is synchronously increased, the throwing block clutch inner ring 52 is synchronously driven, the rotating speed of the friction block 53 is increased, and the centrifugal action borne by the friction block 53 is increased along with the rotating speed. When the vehicle speed is increased to the gear shifting vehicle speed, the rotating speed of the input shaft 2 is also increased to the gear shifting rotating speed, at the moment, when the pulling force of a return spring 54 borne by a friction block 53 in the throwing block clutch cannot generate enough centripetal force, the friction block 53 moves outwards along the radial direction, so that the friction block 53 is abutted against the inner surface of the outer ring 51 of the throwing block clutch, the friction force generated by contact has the tendency of driving the outer ring 51 of the throwing block clutch and the inner ring 52 of the throwing block clutch to rotate synchronously, and the input power of the driving motor is gradually distributed to the two gear pairs by the throwing block clutch from the transmission of all the input power through the first gear pair. With the further increase of the vehicle speed, the friction force between the friction block 53 of the flail clutch and the outer ring 51 of the flail clutch continues to increase until the outer ring 51 of the flail clutch and the inner ring 52 of the flail clutch synchronously rotate, all the input power of the driving motor is transmitted through the two-gear pair, and the first-gear overrunning clutch 73 enters an overrunning state and does not transmit power. The vehicle completes the gear shifting process from the first gear to the second gear.
Two fender automatic gearbox of electric motor car keep off from keeping off to keep off the working process who keeps off the fender that gos forward as follows:
when the two-gear clutch works in the two-gear state, the rotation speed of the two-gear pinion 41 is synchronous with the vehicle speed, the rotation speed is high, the friction block 53 overcomes the acting force of the return spring 54 and is combined with the outer ring, the throwing clutch is in a combined state, and the rotation speed of the inner ring 52 of the throwing clutch is synchronous with the rotation speed of the outer ring 51 of the throwing clutch. The first-gear controllable overrunning clutch works in an overrunning state and does not transmit torque. Along with the reduction of the vehicle speed, the rotating speed of the two-gear pinion 41 is reduced, the throwing block clutch inner ring 52 is driven synchronously, the rotating speed of the friction block 53 is reduced, and the centrifugal action borne by the friction block 53 is reduced. When the vehicle speed is reduced to the gear shifting vehicle speed, the rotating speed of the input shaft 2 is also reduced to the gear shifting rotating speed, at the moment, when enough centripetal force can be generated by the pulling force of the return spring 54 applied to the friction block 53 in the throwing block clutch, the friction block 53 moves inwards along the radial direction, so that the friction block 53 is separated from the inner surface of the outer ring 51 of the throwing block clutch, the generated friction force is gradually reduced, and the rotating speed difference gradually occurs between the outer ring 51 of the throwing block clutch and the inner ring 52 of the throwing block clutch. As the vehicle speed further decreases, the friction between the flail clutch pads and the outer race continues to decrease until the pads 53 are fully disengaged from the inner surface of the flail clutch outer race 51. Meanwhile, the roller 733 is attached to a first-gear running locking surface in the first-gear overrunning clutch outer ring 735 under the action of the folding spring 734, power starts to be transmitted by the first-gear pair, and the gearbox works in a first-gear state. The vehicle completes the gear shifting process from the second gear to the first gear.
Compared with the prior art, the beneficial effects of the utility model reside in that:
1. benefit from the use of getting rid of a piece clutch, two keep off automatic gearbox can shift suitable fender position according to the speed of a motor vehicle from the line selection, do not need additional clutch control mechanism and shift controller. The structure is simple, and the cost is obviously reduced;
2. according to the gear shifting switching method provided by the utility model, the forward gear shifting reverse gear in the prior art is eliminated, the initial impact when the forward gear is shifted in the reverse gear shifting is eliminated, the comfort of the vehicle is improved, and the service life of the bidirectional overrunning clutch is prolonged;
3. two keep off automatic gearbox and convert the process of shifting into the automatic process that combines of getting rid of a clutch, eliminated the power interruption of the in-process of shifting, improve the travelling comfort and the ride comfort of vehicle process of shifting.
4. Two keep off automatic gearbox based on gear pair transmission power, transmission efficiency is high. In addition, because two forward gears are provided, the possibility that the motor works in a high-efficiency region is improved, the energy utilization rate is high, and the endurance mileage of the vehicle is improved under the same condition;
5. two keep off automatic gearbox can reverse gear power through a gear pair transmission, improved the moment of torsion of the during operation of reversing gear, reduced the speed of a motor vehicle of reversing gear.
When unpowered automatic gear shifting is realized in the forward process, the forward gear shifting clutch executing mechanism and the gear shifting controller are simplified. The gear shifting impact of the bidirectional overrunning clutch when the forward gear is switched in the reverse gear is eliminated while the forward gear and the reverse gear are switched by the first-gear pair. The climbing capability, the high-speed cruising capability and the battery energy utilization rate of the assembled vehicle are improved.
Drawings
Fig. 1 is an overall schematic view of the two-gear automatic transmission according to the present invention;
fig. 2 is a schematic view of the shift control mechanism shaft side disassembly in the two-gear automatic transmission of the present invention;
fig. 3 is a schematic diagram of a combination state of a flail block clutch when the two-gear automatic transmission of the present invention is in first gear forward and reverse gear operation;
fig. 4 is a schematic view of the operating state of the first-gear overrunning clutch when the shift control mechanism of the two-gear automatic transmission of the present invention operates in the first-gear forward direction and the second-gear forward direction;
fig. 5 is a schematic view of the combination state of the flail clutch when the two-gear automatic transmission of the present invention is in two-gear forward operation;
fig. 6 is a schematic view of the operating state of the first-gear overrunning clutch when the shift control mechanism of the two-gear automatic transmission of the present invention operates in reverse gear;
fig. 7 is a schematic diagram of the working principle of the gap compensation of the shift control mechanism when the two-gear automatic transmission of the present invention is switched from the forward gear to the reverse gear;
fig. 8 is a schematic diagram of the working principle of the clearance compensation of the gear shift control mechanism when the two-gear automatic transmission of the present invention is switched from the reverse gear to the forward gear;
the gearbox comprises a box body 1, an input shaft 2, a first gear small gear 31 and a first gear large gear 32; a second pinion 41 and a second bull gear 42; a flail clutch outer ring 51, a flail clutch inner ring 52, a friction block 53 and a return spring 54; an output shaft 6; a control pinion 711 and a control bull gear 712; the control gear overrunning clutch 72, the first-gear overrunning clutch 73, the first-gear bidirectional overrunning clutch inner ring 731, the roller retainer 732, the rollers 733, the pre-tightening folding spring 734 and the bidirectional overrunning clutch outer ring 735; a control pressure plate 741, a control friction plate 742, a wave spring 743; and a bearing 8.
Detailed Description
In order to further explain the technical solution of the present invention, the technical solution of the present invention is explained and illustrated in the following by way of specific embodiments with reference to the attached drawings.
As shown in fig. 1, the utility model provides a two keep off automatic gearbox of pure electric vehicles comprises box 1, input shaft 2, a fender gear pair, two keep off the gear pair, get rid of a clutch, output shaft 6, shift control mechanism and machine controller.
The first gear pair is formed by a first gear small gear 31 fixedly connected on the input shaft 2 and a first gear big gear 32 arranged on the output shaft 6 in a meshing transmission connection way; the second gear pair 4 is formed by meshing and driving a second gear pinion 41 which is rotatably sleeved on the input shaft 2 through a bearing 8 and a second gear bull gear 42 which is fixedly connected on the output shaft;
as shown in fig. 3 and 5, the flail clutch is a centrifugal flail clutch, and the outer ring 51 of the flail clutch is connected with the input shaft 2 through a spline and transmits torque, and the flail clutch and the input shaft rotate synchronously; the inner ring 52 of the flail clutch is connected with the second gear pinion 41 in the second gear pair, and the two rotate synchronously; the friction block 53 is arranged between the inner and outer races, rotatably connected to the inner race 52, and rotated in synchronism therewith by a return spring 54, and the friction block 53 tends to separate from the outer race 51 due to the elastic force of the return spring 54. The effects are as follows: when the rotating speed of the inner ring 52, i.e. the input shaft 2, is high enough, the friction block 53 overcomes the elastic force of the return spring 54, moves outwards in the radial direction under the action of centrifugal force, contacts with the inner circular surface of the outer ring 51, and transmits torque, so that the outer ring 51 rotates synchronously with the inner ring 52 under the action of friction force, i.e. the clutch 5 is combined; when the rotation speed of the inner race 52, i.e., the input shaft 2, is not high enough, the centrifugal force of the friction blocks 53 is not enough to overcome the elastic force of the return springs 54 and contract inward in the radial direction, and the friction surfaces of the friction blocks 53 are separated from the inner surface of the outer race 51, so that no torque is transmitted, and a rotation speed difference between the inner and outer races, i.e., the clutch 5 is allowed to disengage.
As shown in fig. 1, the shift control mechanism includes a roller control mechanism that controls a gear pair, a control tooth overrunning clutch, a first-gear overrunning clutch 73, and a first-gear overrunning clutch.
The control gear pair is formed by meshing and driving a control pinion 711 arranged on the input shaft 2 through a control tooth overrunning clutch and a control bull gear 712 arranged on the output shaft 6 through a bearing, and the transmission ratio of the control gear pair is greater than that of the first gear pair. The control gear overrunning clutch is arranged to enable the control gear pair to act when the transmission works in reverse gear, and when the gearbox works in forward gear, the control gear pair does not act in idle running.
As shown in fig. 2, the first-gear overrunning clutch is a bidirectional overrunning clutch to realize forward driving in first gear and reverse driving in first gear; the first-gear overrunning clutch consists of a bidirectional overrunning clutch outer ring 735 fixed on an inner ring of the first-gear big gear 32, a first-gear overrunning clutch inner ring 731 fixedly connected on the output shaft 6, a roller retainer 732, a roller 733 and a pre-tightening spring 734; as shown in fig. 4, a plurality of wedge-shaped spaces uniformly distributed around the circumference are formed by the inner surface of the first-gear overrunning clutch outer ring 735 and the outer surface of the first-gear overrunning clutch inner ring 731, two opposite wedge-shaped locking surfaces are arranged at two ends of a single wedge-shaped space, one end is a first-gear operation locking surface, and the other end is a reverse gear operation locking surface; the roller holder 732 preloads the rollers 733 in the first-gear operation locking surface of the wedge-shaped space by a preloading spring 734.
As shown in fig. 2, the roller control mechanism of the first-gear overrunning clutch is composed of a control pressure plate 741, a control friction plate 742 and a wave spring 743. The control friction plate 742 is fixed in a groove on the end face of the roller retainer 732 through a bulge on the outer edge and rotates synchronously with the roller retainer 732, and the wave spring 743 is installed in an annular groove on the end face of the control gearwheel 712; the control pressure plate 741 is installed between the control friction plate 742 and the wave spring 743, and is fixed in the groove of the end face of the control large gear 712 through the protrusion on the edge, and rotates synchronously with the control large gear. The control pressure plate 741 is pressed against the control friction plate 742 by axially biasing the wave spring 743, and transmits the frictional force. This enables the large control gear 712 to be able to drive the roller holder 732 to move in the same movement trend with the wave spring 743 through the friction force obtained by the pretension, and when the transmission operates in the reverse gear condition, the large control gear 712 drives the roller holder 732 to overcome the elastic force of the pretension spring 734 through the friction force generated by the friction plate 742, and shifts the rollers 733 to the reverse gear working surface.
On the basis of above-mentioned structure, the gearbox can gain the low-speed fender (one fender) that advances, and the high-speed fender (two keep off) that advances and the three work that reverses gear keeps off the position, and each keeps off position power transmission route as follows:
as shown in fig. 3 and 4, in the first-gear forward operation state, the vehicle forward speed is low, the rotation speed of the second-gear pinion 41 is low, the dog clutch is in the disengaged state, the roller 733 is bonded to the forward gear operating surface of the double overrunning clutch outer 735, and the first-gear overrunning clutch 73 locks the transmission torque. The power input by the driving motor is transmitted to the first gear small gear 31 through the input shaft 2, and is transmitted to the first gear large gear 32 through the first gear pair. The first-gear large gear 32 transmits power to the output shaft 6 via the rollers 733 attached to the forward-gear working surface in the outer race 735 of the bidirectional overrunning clutch.
As shown in fig. 4 and 5, in the second-gear forward operation state, the vehicle forward speed is high, the rotation speed of the second-gear pinion 41 is high, the dog clutch is in the engaged state, the roller 733 is attached to the forward gear operating surface of the outer race 735, the rotation speed of the inner race 731 of the double overrunning clutch is greater than the rotation speed of the outer race 735, and the first-gear overrunning clutch 73 overruns and does not transmit torque. The power input by the driving motor is transmitted to the outer ring 51 of the flail clutch through the input shaft 2, and the power is transmitted to the inner ring 52 of the flail clutch by using the friction force between the friction block 53 and the outer ring 51, and then transmitted to the second gear pinion 41, and then transmitted to the second gear bull gear 42 through the second gear pair, and the second gear bull gear 42 transmits the power to the output shaft 6.
As shown in fig. 3 and 6, in the reverse operation state, the rotation speed of the secondary pinion 41 is low, the dog clutch is in the disengaged state, and the roller 733 is attached to the reverse operation surface of the double overrunning clutch outer 735 due to the reverse rotation of the input shaft 2, and the double overrunning clutch 73 is locked and transmits the torque. The power input by the driving motor is transmitted to the first gear small gear 31 through the input shaft 2, and is transmitted to the first gear large gear 32 through the first gear pair. The first gear gearwheel 32 transfers power to the output shaft 6 via rollers engaging the reverse running surface in the outer race 735 of the overrunning clutch. And when the reverse gear works, the driving motor controller limits the maximum working rotating speed of the reverse gear of the driving motor, and prevents the power interference caused by the combination of the flail block clutch in the reverse gear process.
A gear shifting control method of a two-gear automatic gearbox of a pure electric vehicle comprises mutual switching between a first-gear forward gear and a reverse gear and mutual switching between a first-gear forward gear and a second-gear forward gear.
Two fender automatic gearbox of electric motor car keep off from one keep off go forward the fender switch to the working process of reversing gear as follows: at the end of the first forward gear operation, the rotation speed of the second pinion 41 is low, the dog clutch is in a disengaged state, and the roller 733 is brought into contact with the forward gear operating surface of the double overrunning clutch outer 735 by the action of the flap spring 734. As shown in fig. 7, after receiving a gear signal of a reverse gear shift of a driver, the driving motor controller controls the driving motor to rotate in a reverse direction by an attachment angle a, and identifies a reverse working angle of a driving motor shaft through an encoder on the driving motor. The fitting angle a is obtained by the following relationship: a = a (i 1-i 2) (where a is an angle between a forward gear working surface and a reverse gear working surface in the outer race 735 of the bi-directional overrunning clutch, and a roller abutment point; i1 is a gear ratio of the control gear pair; and i2 is a gear ratio of the first gear pair). And when the driving motor controller recognizes that the driving motor input shaft 2 rotates reversely by the angle A through the motor encoder, the current is stopped being applied to the driving motor, and the gear engaging action is finished. At this time, the roller 733 is brought into contact with the reverse operation surface of the outer race 735 of the bidirectional overrunning clutch against the elastic force of the flap spring 734 by the frictional force of the friction plate 742. When a driver steps on an accelerator pedal, the driving motor rotates reversely, reverse power of the driving motor can be directly transmitted to the output shaft 6 through the first gear pair and the roller 733 to drive a vehicle, no roller idle stroke exists, and initial impact of reverse gear operation caused by a gap between the roller 733 and the outer ring 735 when a first gear is switched to a reverse gear is eliminated.
Electric motor car two keeps off automatic gearbox switches as follows to the working process that advances to keep off from reversing gear and keep off before: at the end of the reverse operation, the rotation speed of the secondary pinion 41 is low, the dog clutch is in a disengaged state, and the roller 733 is brought into contact with the reverse operation surface of the double overrunning clutch outer 735 against the elastic force of the flap spring 734 by the frictional force of the friction plate 742. As shown in fig. 8, after receiving a gear signal of the forward gear engaged by the driver, the driving motor controller controls the driving motor to rotate forward by the fitting angle a, and identifies the forward working angle of the driving motor shaft through an encoder on the driving motor. The fitting angle a is obtained by the following relationship: a = a (i 1-i 2) (wherein a is an included angle between a forward gear working surface and a reverse gear working surface in the outer ring of the bidirectional overrunning clutch, and a roller abutting point; i1 is a transmission ratio of a control gear pair; and i2 is a transmission ratio of a first gear pair). And when the driving motor controller identifies that the driving motor input shaft rotates forwards by the angle A through the motor encoder, the current is stopped being applied to the driving motor, and the gear engaging action is finished. At this time, the roller 733 is brought into contact with the forward range surface of the double overrunning clutch outer 735 by the flap spring 734. When a driver steps on an accelerator pedal, the driving motor rotates forwards, forward power of the driving motor can be directly transmitted to the output shaft 6 through the first-gear pair and the roller 733 to drive a vehicle, hollow stroke of the roller 733 in the outer ring 735 is avoided, and first-gear work initial impact caused by a roller gap when a reverse gear is switched to a first gear to advance is eliminated.
Two keep off automatic gearbox of electric motor car keep off from one keep off the work progress that the fender was shifted to two keep off and is kept off as follows: when the forward gear starts to operate, the rotation speed of the second gear pinion 41 is synchronous with the vehicle speed, the rotation speed is low, the friction block 53 is separated from the outer ring 51 under the action of the return spring 54, the thrower clutch is in a separated state, the roller 733 is attached to the forward gear operation surface in the double-way overrunning clutch outer ring 735 under the action of the folding spring 734, at the moment, the transmission operates in the first gear state, and the rotation speed of the thrower clutch outer ring 51 is higher than that of the inner ring 52. With the increase of the vehicle speed, the rotation speed of the two-gear pinion 41 is increased, the throwing block clutch inner ring 52 is synchronously driven, the rotation speed of the friction block 53 is increased, and the centrifugal force applied to the friction block 53 is increased. When the vehicle speed increases to the gear shifting vehicle speed, the rotation speed of the input shaft 2 also increases to the gear shifting rotation speed, at the moment, the centrifugal force applied to the friction block 53 in the throw clutch overcomes the elastic force applied to the friction block by the return spring 54, the friction block moves outwards in the radial direction, the working surface of the friction block 53 is abutted against the inner surface of the clutch outer ring 51, the generated friction force has the tendency of driving the clutch outer ring 51 and the throw clutch inner ring 52 to rotate synchronously, and the input power of the driving motor is gradually distributed to the two gear pairs by the clutch 5 from the whole transmission through the first gear pair. With the further increase of the vehicle speed, the friction force between the friction block 53 of the flail clutch and the outer ring 51 continues to increase until the inner ring and the outer ring rotate synchronously, at this time, all the input power of the driving motor is transmitted through the secondary gear pair, and the bidirectional overrunning clutch 73 works in an overrunning state and does not transmit power. The vehicle completes the gear shifting process from the first gear to the second gear.
Two fender automatic gearbox of electric motor car keep off from keeping off to keep off the working process who keeps off the fender that gos forward as follows: when the two-gear clutch works in the two-gear state, the rotation speed of the two-gear pinion 41 is synchronous with the vehicle speed, the rotation speed is high, the friction block 53 overcomes the acting force of the return spring 54 and is combined with the outer ring 51, the throwing clutch is in a combined state, and the rotation speed of the inner ring 52 of the throwing clutch is synchronous with the rotation speed of the outer ring 51. The bi-directional controllable overrunning clutch 73 operates in an overrunning state and does not transmit torque. With the reduction of the vehicle speed, the rotating speed of the two-gear pinion 41 is reduced, the rotating speed of the inner ring 51 and the friction block 53 of the synchronous clutch is reduced, and the centrifugal force applied to the friction block 53 is reduced. When the vehicle speed is reduced to the gear shifting vehicle speed, the rotation speed of the input shaft 2 is also reduced to the gear shifting rotation speed, at the moment, the centrifugal force applied to the friction block 53 in the throw block clutch cannot overcome the elastic force applied to the friction block by the return spring 54, the friction block moves inwards in the radial direction, the working surface of the friction block 53 is separated from the inner surface of the clutch outer ring 515, the generated friction force is gradually reduced, and the rotation speed difference gradually occurs between the clutch outer 51 ring and the throw block clutch inner ring 52. As the vehicle speed further decreases, the friction between the flail clutch pads 53 and the outer race 51 continues to decrease until the pads 53 are fully disengaged from the inner surface of the outer race 51. Meanwhile, the roller 733 is attached to the forward gear face in the outer race 735 of the overrunning clutch by the flap spring 734, and power starts to be transmitted by the first gear pair, and the transmission operates in the first gear state. The vehicle completes the gear shifting process from the second gear to the first gear.
Claims (1)
1. A two-gear automatic gearbox for an electric vehicle is characterized by comprising a box body (1), an input shaft (2), a first-gear pair, a second-gear pair, a flail block clutch, an output shaft (6), a gear shifting control mechanism and a motor controller;
the first gear pair is formed by meshing and driving connection of a first gear small gear (31) and a first gear large gear (32), the first gear small gear (31) is fixedly connected to the input shaft (2), and the first gear large gear (32) is installed on the output shaft (6);
the two-gear pair is formed by meshing and driving a two-gear pinion (41) and a two-gear gearwheel (42), the two-gear pinion (41) is rotatably sleeved on the input shaft (2) through a bearing, and the two-gear gearwheel (42) is fixedly connected on the output shaft (6);
the centrifugal flail clutch is a centrifugal flail clutch and consists of a flail clutch outer ring (51), a flail clutch inner ring (52), a friction block (53) and a return spring (54);
the inner ring (52) of the flail clutch is connected with the second gear pinion (41), and the two gears rotate synchronously; the outer ring (51) of the flail clutch is connected with the input shaft (2) and rotates synchronously; the friction block (53) is arranged between the throwing block clutch outer ring (51) and the throwing block clutch inner ring (52), and is fixed on the throwing block clutch inner ring (52) through a return spring (54), and the friction block (53) and the throwing block clutch inner ring (52) synchronously rotate; the flail clutch controls the combination and separation of the friction block (53) and the flail clutch outer ring (51) through the rotating speed of the flail clutch inner ring (52);
when the rotating speed of the two-gear pinion (41) is high enough, a friction block (53) connected to an inner ring (52) of the flail clutch overcomes the pulling force of a return spring (54) under the centrifugal action, moves outwards along the radial direction, so that the friction block (53) is in contact with the inner surface of an outer ring (51) of the flail clutch, and transmits torque, so that the outer ring (51) of the flail clutch rotates synchronously with the inner ring under the action of the friction force, namely the clutch is combined; when the rotating speed of the two-gear pinion (41) is not high enough, the centrifugal action of the friction block (53) is not enough to overcome the pulling force of the return spring (54), and the friction block (53) contracts inwards in the radial direction, so that the friction block (53) is separated from the inner surface of the outer ring (51) of the flail clutch, torque is not transmitted, and the rotating speed difference between the inner ring and the outer ring of the clutch is allowed, namely the clutch is separated;
the gear shifting control mechanism comprises a control gear pair, a control overrunning clutch (72) and a first-gear overrunning clutch (73);
the control gear pair is formed by meshing, transmitting and connecting a control pinion (711) and a control gearwheel (712); the control pinion (711) is arranged on the input shaft (2) through the control overrunning clutch (72), and the control gearwheel (712) is fixedly connected on the output shaft (6); the transmission ratio of the control gear pair is greater than that of the first gear pair; the control overrunning clutch (72) is arranged to enable the control gear pair to act when the transmission works in reverse gear, and when the gearbox works in forward gear, the control gear pair does not act in idle running;
the first-gear overrunning clutch (73) consists of a first-gear overrunning clutch outer ring (735), a first-gear overrunning clutch inner ring (731), a roller retainer (732), rollers (733), a pre-tightening spring (734), a control pressure plate (741), a control friction plate (742) and a wave spring (743); the first-gear overrunning clutch (73) is a bidirectional overrunning clutch so as to realize forward driving of a first gear and reverse driving of the first gear;
the first-gear overrunning clutch outer ring (735) is fixed on the first-gear big gear (32) inner ring, and the first-gear overrunning clutch inner ring (731) is fixedly connected on the output shaft (6); the inner surface of the first-gear overrunning clutch outer ring (735) is provided with a plurality of locking plates, the inner surface of the first-gear overrunning clutch outer ring (735) is matched with the outer surface of the first-gear overrunning clutch inner ring (731) to form a plurality of wedge-shaped spaces uniformly distributed around the circumference, two opposite wedge-shaped locking surfaces are arranged at two ends of a single wedge-shaped space, one end of the single wedge-shaped space is a first-gear running locking surface, and the other end of the single wedge-shaped space is a reverse gear running locking surface; the end face of one end of the roller retainer (732) is provided with a plurality of ball grooves for mounting the rollers (733), and the end face of the other end is provided with a plurality of grooves; the roller holder (732) pre-tensions the rollers (733) in a first-gear operation locking surface of the wedge-shaped space through a pre-tensioning spring (734); the control friction plate (742) is fixed in a groove on the end face of the roller retainer (732) through a bulge on the outer edge of the control friction plate, and the control friction plate and the roller retainer rotate synchronously; the end face of the control big gear (712) is provided with an annular groove, and the edge of the control big gear is also provided with a plurality of semi-circular small grooves; the control device is characterized in that the wave spring (743) is arranged in the annular groove, the control pressure plate (741) is arranged between the control friction plate (742) and the wave spring (743), is fixed in the small semicircular groove at the edge of the end face of the control large gear (712) through the bulge at the edge of the control pressure plate, rotates synchronously with the control large gear, and is axially pre-tightened through the wave spring (743), so that the control pressure plate (741) is tightly attached to the control friction plate, and the friction force obtained by pre-tightening the wave spring (743) can drive the roller retainer (732) to move along the same movement trend as the roller retainer.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201920360061.7U CN210034305U (en) | 2019-03-21 | 2019-03-21 | Two-gear automatic gearbox for electric vehicle |
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| CN201920360061.7U CN210034305U (en) | 2019-03-21 | 2019-03-21 | Two-gear automatic gearbox for electric vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109869448A (en) * | 2019-03-21 | 2019-06-11 | 吉林博承传动系统科技有限公司 | The electronic automobile-used two-gear automatic speed changing case of one kind and its shift control method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109869448A (en) * | 2019-03-21 | 2019-06-11 | 吉林博承传动系统科技有限公司 | The electronic automobile-used two-gear automatic speed changing case of one kind and its shift control method |
| CN109869448B (en) * | 2019-03-21 | 2023-08-22 | 吉林博承传动系统科技有限公司 | Two-gear automatic gearbox for electric vehicle and gear shifting control method of two-gear automatic gearbox |
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