DE112009002196T5 - An automatic transmission for electric vehicles - Google Patents

Abstract

The invention relates to an automatic transmission which has an input shaft and an output shaft, as well as a gear system between the input shaft and the output shaft. The gear system consists of two continuously variable gears, one for the torque distribution with the planetary gears, and the other for the torque connection. Opposite the complications of the torque converter, the planetary gear and its clutch, brakes as well as the hydraulic control system, the sensors and the microcomputer, a new technical structure with simplified planetary gear was developed. It is a continuously variable transmission, the constant power of which makes the output torque suitable for the anti-torque, thus increasing the output speed to the maximum.

Description

technical area

This invention belongs to the engineering sector. It relates to an automatic transmission for electric cars, in particular to a mechanical transmission system only with gears, which consists of the subsystem with a continuously variable transmission, and whose output speed changes with the load. Apparently, this is also a continuously variable automatic transmission with gears.

Background Art

In operation and life, the output of the prime mover is first set, then powered by the treadmill to regulate the various load systems of the treadmill. Therefore, the transmission, whose performance, adaptability and cost have a major impact on the machine, plays a major role in the power system.

The gearboxes used are divided into 2 types: those with steps and stepless ones.

By the combination change of the different wheel diameters with direct gear transmission or the transmission of chains, straps and rings, the gearshift with stages is realized. In principle this is a definition of the extent of the change in load with stages. The continuous load requires a gear ratio with stages. Thus, the power of the engine is not yet sufficiently exploited.

The used continuously variable transmission (s. "Mechanical Continuously Variable Transmission", ISBN 7-111-08743-7, Youqiang ZHOU, Machinery Publishing, EA June, 2001 ) have a variety of structures, and realize almost all, except for the hydraulic coupling and the hydraulic torque converter, by the radius change of the gearshift. However, there are problems in the transmission power, the operating time and the load capacity, because they not only the chain and wheel shape, and the special gear teeth, but also the load transfer by the friction or the oil film possess. Some continuously variable transmissions, z. As the chain and wheel-shaped, must not have high speed of the input shaft, otherwise they can damage the machine or shorten the life of the machine.

These are the main structures of the stepless wagon gearbox (s. "Wagenstruktur", Automotive Engineering at Jilin University, Jiarui CHEN, Communications Publishing House in China, 5th Edition, ISBN 978-7-114-05710-6, pp. 74-112 ), z. B. automatic transmission (AT, hydraulic torque converter, continuously, p. 74-106), continuously variable transmission (CVT, p. 106-112) and so on. It contains the core components of the hydraulic torque converters with the complicated structure. They must be produced in a fine manufacturing process. Its torque has a small change scope. This makes it inefficient and subject to greater wear. Under certain circumstances, it may stall on trips (see 76-88); the core element of CVT is friction, so the torque has to be driven by the friction. At the same time, wear on the machines due to friction and wear is to be avoided. These are the typical structural defects of these transmissions.

In the meantime, these transmissions can not usually adapt to the present requirements regardless of the load on changes in the larger frame. And they are often used as core components and have to achieve the step change of speed with a number of planetary gears together as a necessary auxiliary system, through the brakes and the clutch, etc. in the auxiliary system (pp. 75-76, 88-93 in the above-mentioned book), and then only when they together with a complex hydraulic controls, sensors, microcomputers, etc. (pages 93 to 106 in the above-mentioned book), form a control system that controls the substructure, their real applications can be achieved.

As a result, there are some limitations in the continuously variable transmission, which is used. The core components which produce the non-class velocity and implementing the implementation value of the minor structure contributing to this core component, as well as the control system of the core components all have significant limitations.

invention

The invention deals with the idea that the change of the gear ratio does not depend on the change of the contact radius (number of teeth, sprocket radius or friction radius). And by simultaneously employing some such subsystems, after the various simple speed changes, each subsystem in overloads of different sizes can translate overload and protect it from one. Viewed as a whole, they are composed of a new technical concept. And thus an automatic adjustment to the load of the initial speed is realized.

The invention relates to an automatic transmission having an input shaft, an output shaft and a Zahnrädersystem between the input shaft and the output shaft. This sprocket system consists of two continuously variable transmissions, one for torque distribution with the planetary gear, and the other for the torque connection.

In one listed embodiment, in which the continuously variable transmission will receive the power from position of the star wheel, distributed by the two central wheels, then it is reconnected to the torque connecting system. The force will enter through the position of the star wheel and a central wheel, and then go out through the other central wheel.

There are two different torque directions in the continuously variable transmission torque connection system. Furthermore, many continuously variable transmissions can be used in a torque system, or only a continuously variable transmission can be used.

If the force increases, and at the same time no change in the load is made, it means that the load is relatively reduced.

This invention is reliable with a simple engineering structure.

An advantage of the invention is that the invention has a constant power. Under the condition that the drive power is greater than the resistance power, it will operate at the highest export speed after changing the load. If the load increases relatively and the imposing force does not stop the previous speed, the speed is reduced to be able to drive. Namely, the regulation process can automatically realize the largest possible speed. If the resistance decreases relatively, the speed will automatically increase. Therefore, the performance of the drive is great.

An advantage of the invention is that the invention has an overload protection function when the resistance exceeds the designed load rating. There is a constructed maximum torque at the output shaft. But due to the overload, the export wave does not turn anymore. The driving force circulates inside. It can not lead to a standstill of the diesel engine or burning of the electric machine.

Because the export speed can automatically adapt to loads, there is a certain function parameter "rigidity of the export speed". In the transmission, the rigidity of the export speed can be adjusted according to the degree of distribution of the distributor, the degree of synthesis of the synthesizer, the translation of the other part of the whole dental system.

picture Explanation

All figures in the brochure are simple construction drawings. In the figures, all the design details which, in the inventor's opinion, are not important to the explanation of the technique concept, for example, shafts, wedges, splines, lubrication, sealing parts, oil immersion are omitted. All radius plates are simplified into lines and all teeth are simplified to short lines. When the teeth are placed on the shaft, they are drawn so that the lines representing the waves pass through the two short lines.

1 is the normal design drawing of the planetary gear. The explanation will introduce the distribution and the synthesis.

2 is a variant of the planetary gear. In previous automatic transmissions, several parts are sequenced and a control system for the parts mounted and used as secondary parts together with the core parts.

3 is a design drawing for a pure toothed continuously variable transmission realized by using the distribution and synthesis functions in the limited scope of the continuously variable shifting circuit.

4 shows a schematic drawing of the automatic transmission.

The correct way to do it

The construction, effect, and advantage of the invention for the electric machine will be described in detail below with illustrations in the practice of the invention.

• 1) Wenn das Drehmoment durch Teil 11, 12 zu Teil 14 und 16 übertragen wurde, wird es zu Teil 13 und 15 weitergeleitet. In Autos verbinden sich die Teile 13 und 15 mit Antriebsrädern von links und rechts. Man kann davon ausgehen, dass das Zahnrädersystem die Antriebverteilungsfunktion hat.
• 2) Wenn zwei separate Drehmomente durch Teil 11 und 15 eingeleitet werden, wird das Drehmoment von Teil 13 ausgehen. Man kann davon ausgehen, dass das Rädersystem die Antriebzusammensetzungsfunktion hat. (Die Konstruktion von Teil 13 und 15 ist absolut symmetrisch. Sie können sich austauschen. Da es sich um den gleichen Fall handelt, wird es in dem nachfolgenden Text nicht mehr erläutert).

First, the distribution and connection of the planetary gears are shown and then the deformation of the planetary gears:
To 1 is reference character 11 Import tooth and shaft, reference numerals 12 Holder tooth, and its radius plate as a holder with the planetary gears 14 and 16 mounted, reference numerals 13 and 15 are two central wheels and their waves. It is a typical planetary gear, which is used in the car as a differential.

• 1) When the torque is through part 11 . 12 to part 14 and 16 it has become part of it 13 and 15 forwarded. In cars, the parts connect 13 and 15 with drive wheels from left and right. It can be assumed that the toothed wheel system has the drive distribution function.
• 2) If two separate torques by part 11 and 15 be initiated, the torque of part 13 out. It can be assumed that the wheel system has the drive composition function. (The construction of part 13 and 15 is absolutely symmetrical. You can exchange ideas. Since this is the same case, it will not be explained in the following text).

In 2 part 21 and 23 , the central gears (or external teeth, internal teeth), their axes 26 and 22 respectively. 24 and 29 the star wheels, shown. part 25 is the wheel of the position, part 28 and 27 are the input gear and its shaft. That's the deformation of the planetary gear in 1 , This structure is set up as standard, as a subsystem to the core components. This control system is currently widely used in automatic transmissions.

In addition, the distribution and the connection of the planetary gear or the deformation of the planetary gear system are shown. Thereafter, the shortcomings of the core components are shown for stepless change. And then I will introduce a new continuously variable transmission:

3 , has the same basic structure as 1 (including the names of the parts and the numbers). It will be the exit wheel 41 / 47 the torque distribution, the input wheel 42 / 45 the torque connection, the output shaft and its central wheel 43 , the central wheel 49 , the star wheel 44 and 48 , the diverter wheel 46 used. The radius plate of the input wheel 42 will position itself as a star wheel 44 and 48 equipped.

When the force is through the part 11 This force is absorbed by the parts 12 . 14 . 16 . 13 , and 15 on the parts 41 and 47 distributed, then on the parts 42 and 45 (through the part 46 the direction of force is changed) and then on the parts 44 . 48 and 49 transfer. Eventually the power will be back with part 43 connected. It is a continuously variable transmission with a self-contained cog wheel system.

It should be noted that there are internal torque relationships in the planetary gear system. Therefore, due to the current structure, a suitable gear speed ratio should be calculated. When the torque of the anti-power at the output shaft part 43 With a certain size increased, the speed will drop to a standstill. This will be an overload protection at part 43 occur. When the input power at part 11 enlarged, the output shaft becomes part 43 carry the Antikraft, continue to turn the output shaft again to the highest speed. It is a continuously variable transmission with the self-contained cog wheel system. This continuously variable transmission with the self-contained gear system can replace the hydraulic clutch and it can also replace the clutch in the car.

The following is an automatic transmission with the self-contained Zahnrädersystem (continuously variable transmission of the Zahnrädersystems, named in this invention as a subsystem) is shown:
As in 4 , are the rectangles 501 and 506 identical to the subsystem in 3 (rectangles are used for the sake of simplicity); the part 504 is the input shaft, the part 503 is the input gear; the part 509 is the output shaft, the part 510 is the output gear; the parts 502 . 505 . 507 and 512 are the transmission gears; the parts 508 and 511 are the transition gears. By changing the between the transition gears and their toothed gear, the different ratio can be realized. This allows the subsystems 501 and 506 turn or overload protection according to the different loads. The power can be through the subsystem 501 or the subsystem 506 go out or at the same time through the subsystem 501 and 506 go out when the loads are shifted from the force. These are the automatic transmissions with the self-contained gear system in this invention.

In fact, the subsystems can 501 and 506 be used simultaneously in a transmission system. The loads can be distributed as larger or smaller in different gear systems. The efficiency is thereby increased.

In fact, this deformation structure of 2 used to get a compressed gear. The overload protection causes the sprocket system to rotate at the input while the output shaft rotates or stops at a slow speed. For example, the continuously variable transmission 501 turn, subsequently the output wheel becomes 510 rotate at high speed. The gear 507 will rotate with the relative hyper-speed, and out of the sub-system 506 will be a hypercoupling. The gear wheels for the reverse and neutral are quite simple, so they will not be described here.

example

When this invention is applied to a 5-speed automatic transmission when the stage is changed from the 5-class to the 1-class, the efficiency is further reduced. The new invention is used in the electric car with a 2-speed automatic transmission.

In the electric car, the constant power electric motor is used as a continuously variable transmission whose speed increases itself and whose torque reduces itself. It has a different starting characteristic compared to the traditional engine. For example, there is a localized electric car whose acceleration is 0 to 100 km / h 17 seconds, it takes twice as long as a conventional vehicle. At the same time, the maximum speed can no longer be achieved. When the invention is used for the automatic transmission, these present problems are improved. The better engineering structure with the simple system and its higher efficiency is shown below.

First, the self-performance of the planetary gear:
As in 1 when the power torque through the parts 11 . 12 in the parts 14 and 16 passes, and the part 15 not at the same time with the part 12 turns, then the power of part 13 out. It is the 1 circuit.

Furthermore, if the output torque from the part 13 big enough, the subsystem will be in 3 and a speed-reduced diverter wheel with the parts 13 and 15 , composed. If the over-torque (at the same time the direction changes) of the anti-torque on part 15 is overlooked, the part will be 15 turn direction, and their speed of the part 15 is part of 13 superimposed. Turn the part 15 faster, the acceleration is back from part 13 superimposed. Then the repetition of the present changes is represented until equilibrium has been established in the gear-wheel system. That's the self-performance in the cog wheel system. It is the 2 circuit.

The directional turning system is known as clutch with idler wheels (drive-wheel system), ratchet (rear-wheel system in bicycle) and so on. For simplicity, no further example is given here.

If the 3 circuit is replaced, the present structures will repeat for the 2 circuit. The translation rate between the part 15 and the Geschwindigkeitssenkendem Umlenkungsrad must be adjusted appropriately.

Through 5 years of theoretical research and 3 model examinations, I came to the present invention. The enclosed figures are only for explanation.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• "Mechanical Stepless Transmission", ISBN 7-111-08743-7, Youqiang ZHOU, Machinery Publishing, EA June, 2001 [0005]
• "Wagenstruktur", Automotive Engineering at Jilin University, Jiarui CHEN, Communications Publishing House in China, 5th Edition, ISBN 978-7-114-05710-6, pp. 74-112 [0006]

Claims (5)

An automatic transmission for electric cars, including input shaft, output shaft, and gear system between input shaft and output shaft; characterized in that the gear wheel system consists of two planetary gear, one for torque distribution, and the other for torque connection. Automatic transmission according to claim 1, characterized in that the torque distribution system of the continuously variable transmission, the power is received by the position of the star wheel, distributed by two Zentralrads, then again connects the torque connection system. Thus, the power will go through the position of the star wheel and a central wheel, and then go out through the other central wheel Automatic transmission according to claim 2, characterized in that in the torque system of the continuously variable transmission there are two different directions of torque. Automatic transmission according to claim 2, characterized in that in the continuously variable transmission many torque system are set up. Automatic transmission according to claim 2, characterized in that the continuously variable transmission only one torque system is set up.

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