JP2012225363A - Electronic vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve hill climb capability/acceleration performance and high-speed performance by striking a balance between both performances, irrespective of properties of an electric motor, while power consumption is suppressed.SOLUTION: Power is supplied to an electromagnetic clutch 9 and the side of a clutch case 14 is brought into a non-connected state, power input to a low-speed transmission gear 19 from an input shaft 11 is transmitted to an output shaft 17 via a low-speed gear 16 and a one-way clutch 20, the side of the clutch case 14 is brought into a connected state by stopping the supply of power to the electromagnetic clutch 9, power from the input shaft 11 input to a high-speed transmission gear 18 from a high-speed gear 15 is transmitted to the output shaft 17, and the hill climb capability and acceleration performance achieved by a low-speed stage and high-speed performance achieved by a high-speed stage are made compatible by a drive system while power is not supplied to the electromagnetic clutch 9 at the side of the high-speed stage which is high in the frequency of traveling, thus suppressing the power consumption.

Description

  The present invention relates to an electric vehicle including a transmission.

  An automobile (electric vehicle) using an electric motor as a driving source for traveling has been put into practical use. The electric vehicle uses a speed reduction mechanism in which the reduction ratio is fixed to one stage, and ascending / acceleration performance and high speed performance are secured by the performance of the electric motor. For this reason, the climbing / acceleration performance and the high-speed performance depend on the performance of the electric motor. In order to improve the climbing / acceleration performance and the high-speed performance at the same time, it is necessary to improve the performance of the electric motor.

  In order to improve the climbing / acceleration performance, it is necessary to make the gear ratio large, and in order to improve the high speed performance, it is necessary to make the gear ratio small. Therefore, there is a limit to improving the contradictory functions at the same time only by improving the performance of the electric motor.

  Under such circumstances, a high-speed gear train with a small gear ratio and a low-speed gear train with a large gear ratio are provided between the input shaft and the output shaft, and the high-speed gear train and the input shaft are connected via an electromagnetic clutch. Conventionally, an electric vehicle including a transmission that switches between a low speed gear and a high speed gear by connecting and disconnecting has been proposed (see Patent Document 1).

  Conventionally proposed electric vehicles are configured to connect a high-speed gear train and an input shaft by supplying electric power to an electromagnetic clutch to achieve a high-speed gear stage. For this reason, by switching the gear position of the transmission, it is possible to achieve both climbing / acceleration performance and high speed performance by the drive system without depending on the performance of the electric motor.

  When the vehicle is driven, the frequency of the high-speed side gear stage during normal driving is generally higher than that of the low-speed side gear stage that performs uphill driving or acceleration driving. For this reason, the technique proposed in Patent Document 1 is configured to achieve a high-speed shift stage by connecting the electromagnetic clutch by supplying electric power, and thus consumes electric power for connecting the electromagnetic clutch. However, there is a limit to reducing power consumption. In an electric vehicle, it is important to reduce the power consumption and increase the travel distance by one charge. However, if the power consumption cannot be suppressed, there is a limit in increasing the travel distance.

Japanese Utility Model Publication No. 60-61548

  The present invention has been made in view of the above situation, and provides an electric vehicle capable of improving both climbing / acceleration performance and high-speed performance regardless of the performance of the electric motor while suppressing power consumption. Objective.

  In order to achieve the above object, an electric vehicle according to a first aspect of the present invention is an electric vehicle including a transmission to which an output of an electric motor is input and drive wheels to which the output of the transmission is transmitted. The transmission includes an input shaft connected to the output side of the electric motor, an output shaft connected to the drive wheel side, an electromagnetic clutch provided on the input shaft, and the output side being in a disconnected state when electric power is supplied. A high speed gear on the output side of the electromagnetic clutch, a low speed gear on the low speed stage provided on the input shaft, a high speed transmission gear provided on the output shaft and meshing with the high speed gear, and the low speed gear A low-speed transmission gear meshing with a gear, and a one-way clutch interposed between the output shaft and the low-speed transmission gear, and when the electromagnetic clutch is in a disconnected state by the one-way clutch, When the power of the vehicle is transmitted to the low speed transmission gear and the electromagnetic clutch is in the connected state, the low speed transmission from the low speed gear is caused by the rotation of the output shaft via the high speed transmission gear by the power from the high speed gear. The transmission of power to the gear is prevented.

  In the first aspect of the present invention, when power is supplied to the electromagnetic clutch and the output side is disconnected, the power of the input shaft is not transmitted to the high speed gear on the high speed stage side, and the low speed gear and the one-way clutch are used. The power from the input shaft is transmitted to the output shaft to the transmission gear. When the supply of power to the electromagnetic clutch is stopped and the output side is connected, the power from the input shaft is transmitted from the high speed gear to the high speed transmission gear to the output shaft, and the low speed transmission gear is relative to the output shaft by the one-way clutch. Therefore, the transmission of power from the low speed gear is prevented.

  As a result, electric power is not supplied to the electromagnetic clutch on the high speed stage side where the traveling frequency is high, and power consumption can be suppressed even if both the climbing / acceleration performance and the high speed performance are achieved by the drive system. As a result, it is possible to improve both the climbing / acceleration performance and the high speed performance regardless of the performance of the electric motor while suppressing power consumption.

  The electric vehicle according to a second aspect of the present invention is the electric vehicle according to the first aspect, wherein the electromagnetic clutch is configured such that the input shaft and the output side are connected to each other when the stacked plates are pressed against each other. A multi-plate type electromagnetic clutch that biases the stacked plates against each other to bring the input shaft and the output side into a connected state; An electromagnetic coil for releasing the pressing of the stacked plates against the urging force of the fixed spring member to bring the input shaft and the output side into a disconnected state is provided.

  In the present invention according to claim 2, in a state where the electromagnetic coil is not excited, the plates laminated by the fixed spring member are pressed against each other, the output side is connected, and the power from the input shaft is transferred from the high speed gear to the high speed transmission gear. It is transmitted to the output shaft. When the electromagnetic coil is excited, the pressing of the laminated plates against the urging force of the fixed spring member is released, the output side is disconnected, the high-speed gear on the high-speed stage is free to rotate, and the low-speed The power from the input shaft is transmitted to the output shaft to the low speed transmission gear via the gear and the one-way clutch.

  According to a third aspect of the present invention, there is provided the electric vehicle according to the second aspect, wherein the electromagnetic clutch is in a connected state by an urging force of the fixed spring member in a state where no electric power is supplied. A pilot clutch, and a pressing cam mechanism that operates by connecting the pilot clutch and generates a pressing force on the stacked plates by the rotational force of the input shaft.

  In the present invention according to claim 3, when the electromagnetic coil is not excited, the pilot clutch is connected by the urging force of the fixed spring member, and the pressing cam mechanism is operated by the rotational force of the input shaft, and the pressing force is applied to the stacked plates. Will occur. For this reason, even if it is a fixed spring member with a small urging | biasing force, pressing force can be generated to the laminated board.

  According to a fourth aspect of the present invention, there is provided the electric vehicle according to any one of the first to third aspects, wherein the input shaft and the output shaft are supported in parallel with each other in the same direction. The electromagnetic clutch is provided on the input shaft on one side of the transmission case, and the output shaft between the high speed transmission gear and the low speed transmission gear is provided on the drive wheel side. Is provided with an output gear for outputting power.

  In the present invention according to claim 4, since the electromagnetic clutch is provided on one side of the transmission case, the positions of the high speed transmission gear and the low speed transmission gear are different in the axial direction of the input shaft. The position of the output gear to the side can be shifted in the axial direction of the input shaft. For this reason, the restriction of the space of the gear train for transmitting power to the electromagnetic clutch and the drive wheel side is suppressed, and the respective performances can be designed individually.

  For example, the clutch plate can be set to a large diameter in order to improve the connection performance of the electromagnetic clutch without being affected by the space of the gear train, and without being affected by the space of the electromagnetic clutch. The gear ratio can be arbitrarily set by selecting the gear diameter.

  An electric vehicle according to a fifth aspect of the present invention is the electric vehicle according to the fourth aspect, wherein the synchronizing ring member provided on the output shaft on the other side of the transmission case, the synchronizing ring member, A fixed gear that is coaxially fixed to the other side of the transmission case, and a synchronization sleeve that meshes and engages the synchronization ring member and the fixed gear when fixing the rotation of the output shaft; It is provided with.

  According to the fifth aspect of the present invention, the rotation of the output shaft can be fixed and the rotation on the drive wheel side can be fixed by meshing engagement of the synchronization ring member and the fixed gear with the synchronization sleeve. it can. As the synchronization ring member, a synchronization mechanism is used in which the rotational speed difference is made equal by a frictional force corresponding to the fitting of the synchronization sleeve. For this reason, the function of a parking brake can be given to the transmission using the synchronization mechanism.

  The electric vehicle according to a sixth aspect of the present invention is the electric vehicle according to the fifth aspect, wherein the low-speed transmission gear is provided on the output shaft adjacent to the synchronizing ring member, and the synchronizing ring member The low speed transmission gear is provided with a reverse gear, and when the output shaft is reversely rotated, the synchronous ring member and the reverse gear are engaged with each other by the synchronous sleeve. Features.

  In the present invention according to claim 6, by using the synchronizing sleeve for fixing the rotation of the output shaft, the synchronizing ring member and the reverse gear are brought into meshing engagement state, so that the input shaft rotated in the reverse direction is obtained. The rotation can be transmitted to the output shaft. That is, the reverse stage can be achieved by using the synchronization mechanism.

  The electric vehicle of the present invention can improve both climbing and accelerating performance and high-speed performance at the same time regardless of the performance of the electric motor while suppressing power consumption.

It is a structure conceptual diagram showing the principal part of the electric vehicle which concerns on one Example of this invention. It is a schematic block diagram of the specific mechanism of an electromagnetic clutch. It is explanatory drawing of a power transmission condition. It is explanatory drawing of a power transmission condition. It is explanatory drawing of a power transmission condition. It is explanatory drawing of a power transmission condition.

  FIG. 1 shows a structural concept representing an essential part of an electric vehicle according to an embodiment of the present invention, and FIG. 2 shows an example of a specific mechanism of an electromagnetic clutch.

  As shown in FIG. 1, the electric vehicle 1 of the present invention includes a transmission 3 to which an output of an electric motor 2 is input, and a left and right drive to which an output from the transmission 3 is transmitted via a differential (difference) 4. And a ring 5. The transmission 3 includes a high-speed gear train 7 on the high-speed gear side with a small gear ratio and a low-speed gear train 8 on the low-speed gear side with a large gear ratio, and the power transmission path is switched by the operation of the electromagnetic clutch 9. . The low-speed gear train 8 is provided with a reverse gear mechanism, and a parking mechanism 10 for fixing the output to the differential 4 is provided in the case 6 (transmission case) of the transmission 3.

  The electric vehicle is an automobile using an electric motor as a driving source for traveling, and the electric vehicle includes an electric vehicle (EV) and a hybrid vehicle (HV).

  The configuration of the transmission 3 will be specifically described.

  An input shaft 11 extending in the vehicle width direction (left-right direction in the figure) is rotatably supported on the case 6 of the transmission 3, and the output side of the electric motor 2 is connected to the input shaft 11. An electromagnetic clutch 9 is provided at the end of the input shaft 11 (one end of the case 6: the left end in the figure). Although a specific example will be described later, the electromagnetic clutch 9 includes a plurality of input side clutch plates 12 attached to the input shaft 11 side, and an output side clutch plate 13 is disposed between the input side clutch plates 12. That is, the multi-plate electromagnetic clutch 9 is formed by laminating a large number of clutch plates.

  The electromagnetic clutch 9 is in a state in which the input side clutch plate 12 and the output side clutch plate 13 are connected in a state where electric power is not supplied (a state where an electromagnetic coil described later is not excited), and the input shaft 11 rotates. It is transmitted to the output side clutch plate 13 side. In addition, the input side clutch plate 12 and the output side clutch plate 13 are disconnected from each other when power is supplied (a state where an electromagnetic coil described later is excited), and the rotation of the input shaft 11 causes the output side clutch plate to rotate. The rotation is made free without being transmitted to the side 13.

  The output side clutch plate 13 is attached to the clutch case 14, and a high speed gear 15 (on the high speed stage side) constituting the high speed gear train 7 is provided near the electric motor 2 of the clutch case 14. The input shaft 11 between the high speed gear 15 and the electric motor 2 is provided with a low speed gear 16 (on the low speed stage side) constituting the low speed gear train 8.

  An output shaft 17 extending in the same direction parallel to the input shaft 11 is rotatably supported on the case 6 of the transmission 3, and a high speed transmission gear 18 that meshes with the high speed gear 15 is provided on the output shaft 17. The output shaft 17 is provided with a low-speed transmission gear 19 that meshes with the low-speed gear 16 via a one-way clutch 20. In the one-way clutch 20, when the electric motor 2 rotates forward, the rotation of the low-speed transmission gear 19 input from the low-speed gear 16 is transmitted to the output shaft 17, and the reverse rotation is not transmitted.

  That is, when the input-side clutch plate 12 and the output-side clutch plate 13 of the electromagnetic clutch 9 are in the connected state (when electric power is not supplied to the electromagnetic clutch 9), the rotation of the input shaft 11 causes the output-side clutch plate 13 to rotate. The output shaft 17 rotates through the clutch case 14, the high speed gear 15 and the high speed transmission gear 18, and a high speed stage is achieved. In this case, the low-speed transmission gear 19 is allowed to be relatively reversely rotated by the one-way clutch 20, and the rotation of the low-speed transmission gear 19 is not transmitted to the output shaft 17.

  When the input side clutch plate 12 and the output side clutch plate 13 of the electromagnetic clutch 9 are not connected (when electric power is supplied to the electromagnetic clutch 9), the rotation of the input shaft 11 causes the output side clutch plate to rotate. The clutch case 14, the high speed gear 15 and the high speed transmission gear 18 are free to rotate without being transmitted to the 13th side. In this case, the rotation of the low-speed transmission gear 19 is transmitted to the output shaft 17 via the one-way clutch 20, and the output shaft 17 rotates via the low-speed transmission gear 19 to achieve the low speed stage.

  An output gear 30 that meshes with the input gear 21 of the differential 4 is provided on the output shaft 17 between the high-speed transmission gear 18 and the low-speed transmission gear 19, that is, on the output shaft 17 that is located at the central portion of the case 6 of the transmission 3. Is provided. The power of the electric motor 2 transmitted to the output shaft 17 is transmitted to the differential 4 via the output gear 30 and the input gear 21, and the drive wheel 5 is driven to rotate.

  Therefore, no electric power is supplied to the electromagnetic clutch 9 on the high speed stage side where the traveling frequency is high. Even if the driving system achieves both climbing / acceleration performance by achieving the low speed stage and high speed performance by achieving the high speed stage, Consumption can be suppressed. As a result, it is possible to improve both the climbing / acceleration performance and the high-speed performance regardless of the performance of the electric motor 2 with the power consumption suppressed.

  Further, an electromagnetic clutch 9 is provided at one end of the case 6, and a gear train that transmits power to the differential 4 side via a high-speed gear train 7 on the high-speed gear side and a low-speed gear train 8 on the low-speed gear side. Is positioned at the central portion of the case 6 of the transmission 3, the electromagnetic clutch 9 and the gear train for transmitting power to the drive wheels 5 are offset in the vehicle width direction.

  For this reason, the space between the electromagnetic clutch 9 and the gear train that transmits power to the drive wheel 5 is not limited. That is, the clutch plate can be set to a large diameter in order to improve the connection performance of the electromagnetic clutch 9 without being affected by the space of the gear train. Further, the gear ratio can be arbitrarily set by selecting the gear diameter of the gear train without being affected by the space of the electromagnetic clutch 9.

  In addition, an electromagnetic clutch 9 is provided at one end of the case 6 of the transmission 3, and the gear train for transmitting power to the differential 4 side is positioned at the central portion of the case 6. Another functional member, for example, the parking mechanism 10 can be provided at the end, and the degree of freedom in designing the function in the transmission 3 can be improved.

  The parking mechanism 10 will be described.

  A synchronization ring member 22 is provided on the output shaft 17 on the other side of the case 6 of the transmission 3 (opposite side of the electromagnetic clutch 9: right side in the figure), and the case of the transmission 3 is coaxial with the synchronization ring member 22. A fixed gear 23 is fixed to the inner wall on the other side of 6. The synchronization ring member 22 is provided with a synchronization sleeve 24 that moves to the fixed gear 23 side. When the synchronization sleeve 24 moves to the fixed gear 23 side, the synchronization ring member 22 and the fixed gear 23 are meshed and engaged. The

  The synchronizing ring member 22 is, for example, a member provided with a synchronizing hub and a synchronizing ring, and the synchronizing sleeve 24 equalizes the rotational speed difference between the synchronizing ring member 22 and the fixed gear 23 by a frictional force, that is, the synchronizing ring. This is a mechanism in which the rotation of the member 22 (rotation of the output shaft 17) is fixed. That is, the parking brake function is provided in the transmission 3. The movement of the synchronization sleeve 24 is performed in conjunction with the operation of the driver by an electric motor or a rope.

  The reverse gear mechanism will be described.

  A surface of the low-speed transmission gear 19 on the side of the synchronization ring member 22 is provided with a reverse gear 25 so as to face the synchronization ring member 22, and the synchronization sleeve 24 can also move to the reverse gear 25 side. Yes. When the synchronization sleeve 24 moves to the reverse gear 25 side, the synchronous ring member 22 and the reverse gear 25 are meshed and engaged. When the electric motor 2 is reversely rotated to reverse the vehicle, electric power is supplied to the electromagnetic clutch 9 and the synchronization sleeve 24 is engaged with and engaged with the synchronization ring member 22 and the reverse rotation gear 25.

  Thereby, the reverse rotation of the input shaft 11 is not transmitted to the output side clutch plate 13 side, and the clutch case 14, the high speed gear 15 and the high speed transmission gear 18 are freely rotated. Then, the one-way clutch 20 is allowed to rotate in the reverse direction of the low-speed transmission gear 19, and the output shaft 17 rotates in the reverse direction via the reverse gear 25 and the synchronizing ring member 22, thereby achieving the reverse gear.

  As described above, since the rotation of the output shaft 17 can be fixed by meshing engagement of the synchronization ring member 22 and the fixed gear 23 by the synchronization sleeve 24, the transmission 3 has a function of a parking brake. Can be made. Further, by using the synchronizing sleeve 24 for fixing the rotation of the output shaft 17 and engaging the synchronizing ring member 22 and the reverse gear 25, the reverse stage can be achieved.

  An example of a specific mechanism of the electromagnetic clutch 9 will be described based on FIG. FIG. 2 shows the configuration of an electromagnetic clutch for explaining the mechanism. An input side clutch plate 12 of the electromagnetic clutch 9 shown in FIG. 1 is arranged from the radially outer side toward the center side, and a clutch case 14 is shown. Corresponds to the output-side shaft of FIG. 2, and the output-side clutch plate 13 is arranged outward from the radial center side. The same members or the same function members as those of the electromagnetic clutch 9 shown in FIG.

  As shown in FIG. 2, a casing 31 is provided on the input shaft 11, and a plurality of input side clutch plates 12 are provided inside the casing 31. Further, the output side shaft 32 (corresponding to the clutch case 14 in FIG. 1) is provided with a plurality of output side clutch plates 13, and the input side clutch plates 12 and the output side clutch plates 13 are arranged alternately, and each of them is axially arranged. It is supposed to be movable.

  A cam mechanism 34 with a ball 33 interposed is provided at the end of the electromagnetic clutch, and the cam mechanism 34 operates when a pilot clutch 35 is connected. That is, when the pilot clutch 35 is connected and the input shaft 11 rotates, the cam mechanism 34 is expanded and the input side clutch plate 12 is pressed against the output side clutch plate 13. Thereby, an electromagnetic clutch is made into a connection state. The electromagnetic clutch is provided with a compression coil spring 36 that urges the pilot clutch 35 to a connected state, and the pilot clutch 35 is connected by the compression coil spring 36 when the electromagnetic coil 37 is not excited. .

  The electromagnetic clutch is provided with an electromagnetic coil 37. When the electromagnetic coil 37 is excited, the pilot clutch 35 is disconnected from the urging force of the compression coil spring 36. When the pilot clutch 35 is brought into the disconnected state, the pressing action of the input side clutch plate 12 by the cam mechanism 34 is released, the connection state between the input side clutch plate 12 and the output side clutch plate 13 is released, and the input shaft 11 is released. However, the rotation of the output side shaft 32 is free.

  In the electromagnetic clutch described above, the pilot clutch 35 is brought into the connected state by the urging force of the compression coil spring 36, and the cam mechanism 34 is operated by the rotation of the input shaft 11 so that the input side clutch plate 12 and the output side clutch plate 13 are connected. To be.

  For this reason, since the pilot clutch 35 is connected by the biasing force of the compression coil spring 36 and the input side clutch plate 12 and the output side clutch plate 13 are connected by the cam mechanism 34, the biasing force of the compression coil spring 36 is increased. Thus, the electromagnetic clutch can be surely brought into the connected state without the need to do so. Further, since it is not necessary to increase the urging force of the compression coil spring 36, the pilot clutch 35 can be disconnected from the urging force of the compression coil spring 36 by exciting the electromagnetic coil 37 with a small amount of electric power. .

  Based on FIG. 3 to FIG. 6, the transmission state of power when each shift stage is achieved and when the parking mechanism is operated will be described. FIG. 3 to FIG. 6 show the power transmission state, and the power is transmitted through the path indicated by the solid line in each figure.

  The power transmission path when the low speed stage is achieved will be described with reference to FIG.

  When the low speed stage is achieved, electric power is supplied to the electromagnetic clutch 9 with the synchronization sleeve 24 fitted only to the synchronization ring member 22. By supplying electric power to the electromagnetic clutch 9, the input side clutch plate 12 is disconnected from the output side clutch plate 13.

  When the input side clutch plate 12 and the output side clutch plate 13 are disconnected, the high speed gear 15 and the high speed transmission gear 18 are rotated freely, and the rotation of the input shaft 11 is changed from the low speed gear 16 to the low speed transmission gear 19. This is transmitted to the output shaft 17 via the one-way clutch 20. Thus, the rotational power from the low speed gear train 8 is output to the differential 4 via the output gear 30 and transmitted to the drive wheels 5 (see FIG. 1), and the low speed stage is achieved.

  The power transmission path when the high speed stage is achieved will be described with reference to FIG.

  When the high speed stage is achieved, the supply of electric power to the electromagnetic clutch 9 is stopped with the synchronization sleeve 24 fitted only to the synchronization ring member 22. When the supply of electric power to the electromagnetic clutch 9 is stopped, the input side clutch plate 12 and the output side clutch plate 13 are brought into a connected state.

  When the input side clutch plate 12 and the output side clutch plate 13 are in the connected state, the rotation of the input shaft 11 is transmitted to the output shaft 17 through the high speed gear 15 and the high speed transmission gear 18. At this time, the low-speed transmission gear 19 is allowed to be relatively reversely rotated by the one-way clutch 20, and the rotation of the low-speed transmission gear 19 is not transmitted to the output shaft 17. As a result, the rotational power from the high-speed gear train 7 is output to the differential 4 via the output gear 30 and transmitted to the drive wheels 5 (see FIG. 1), and the high-speed stage is achieved.

  A power transmission path when the reverse gear is achieved will be described with reference to FIG.

  When the reverse gear is achieved, the one-way clutch 20 is locked by moving the synchronization sleeve 24 toward the reverse gear 25 to engage and engage the synchronous ring member 22 and the reverse gear 25, and electromagnetically. Electric power is supplied to the clutch 9. By supplying electric power to the electromagnetic clutch 9, the input side clutch plate 12 is disconnected from the output side clutch plate 13.

  When the electric motor 2 rotates in the reverse direction, the reverse rotation of the input shaft 11 is not transmitted to the output side clutch plate 13 side, and the clutch case 14, the high speed gear 15 and the high speed transmission gear 18 become free. The rotation of the input shaft 11 in the reverse direction is transmitted to the output shaft 17 via the low speed gear 16, the low speed transmission gear 19, the reverse rotation gear 25, and the synchronization ring member 22. As a result, the rotational power in the reverse direction of the output shaft 17 is output to the differential 4 via the output gear 30 and transmitted to the drive wheels 5 (see FIG. 1), and the reverse gear is achieved.

  The power transmission path when the parking mechanism is operated will be described with reference to FIG.

  When the output shaft 17 is fixed by operating the parking mechanism, the synchronization ring member 22 and the fixed gear 23 are engaged with each other by moving the synchronous sleeve 24 to the fixed gear 23 side. Thereby, the rotation of the synchronizing ring member 22, that is, the rotation of the output shaft 17, is fixed, the drive wheel 5 is fixed, and the parking mechanism is activated.

  The electric vehicle 1 including the transmission 3 having the above-described configuration does not supply power to the electromagnetic clutch 9 on the high-speed stage side where the traveling frequency is high. Therefore, regardless of the performance of the electric motor 2 while suppressing power consumption, The drive system can switch between the low speed stage and the high speed stage to achieve both climbing / acceleration performance and high speed performance.

  The present invention can be used in the industrial field of electric vehicles equipped with a transmission.

1 Electric Car 2 Electric Motor 3 Transmission 4 Differential (Differential)
DESCRIPTION OF SYMBOLS 5 Drive wheel 6 Case 7 High speed gear train 8 Low speed gear train 9 Electromagnetic clutch 10 Parking mechanism 11 Input shaft 12 Input side clutch plate 13 Output side clutch plate 14 Clutch case 15 High speed gear 16 Low speed gear 17 Output shaft 18 High speed transmission gear DESCRIPTION OF SYMBOLS 19 Low-speed transmission gear 20 One-way clutch 21 Input gear 22 Synchronization ring member 23 Fixed gear 24 Synchronization sleeve 25 Reverse gear 30 Output gear 31 Casing 32 Output side shaft 33 Ball 34 Cam mechanism 35 Pilot clutch 36 Compression coil spring 37 Electromagnetic coil

Claims (6)

In an electric vehicle including a transmission to which an output of an electric motor is input and drive wheels to which the output of the transmission is transmitted,
The transmission is
An input shaft connected to the output side of the electric motor;
An output shaft connected to the drive wheel side;
An electromagnetic clutch which is provided on the input shaft and whose output side is disconnected when power is supplied;
A high-speed gear on the high-speed stage provided on the output side of the electromagnetic clutch;
A low-speed gear on the low-speed stage provided on the input shaft;
A high-speed transmission gear provided on the output shaft and meshing with the high-speed gear;
A low speed transmission gear meshing with the low speed gear;
A one-way clutch interposed between the output shaft and the low-speed transmission gear;
With the one-way clutch,
When the electromagnetic clutch is in a disconnected state, the power of the low-speed gear is transmitted to the low-speed transmission gear, and when the electromagnetic clutch is in a connected state, the power via the high-speed transmission gear is generated by the power from the high-speed gear. Transmission of power from the low-speed gear to the low-speed transmission gear is prevented by rotation of the output shaft. The electric vehicle according to claim 1,
The electromagnetic clutch is
A multi-plate electromagnetic clutch in which the input shaft and the output side are brought into a connected state by the stacked plates being pressed against each other;
A fixed spring member that urges the stacked plates to press each other to connect the input shaft and the output side;
An electromagnetic coil that releases the pressing of the stacked plates against the urging force of the fixed spring member by being supplied with electric power, thereby bringing the input shaft and the output side into a disconnected state. A featured electric car. The electric vehicle according to claim 2,
The electromagnetic clutch is
A pilot clutch that is connected by an urging force of the fixed spring member in a state in which no electric power is supplied;
An electric vehicle comprising: a pressing cam mechanism that operates when the pilot clutch is connected and generates a pressing force on the stacked plates by the rotational force of the input shaft. In the electric vehicle according to any one of claims 1 to 3,
A transmission case is provided that supports the input shaft and the output shaft in parallel with each other in the same direction,
The electromagnetic clutch is provided on the input shaft on one side of the transmission case,
The electric vehicle characterized in that the output shaft between the high-speed transmission gear and the low-speed transmission gear is provided with an output gear for outputting power to the drive wheel side. The electric vehicle according to claim 4,
A synchronizing ring member provided on the output shaft on the other side of the transmission case;
A fixed gear fixed to the other side of the transmission case coaxially with the synchronizing ring member;
An electric vehicle comprising: a synchronization sleeve that meshes and engages the synchronization ring member and the fixed gear when the rotation of the output shaft is fixed. The electric vehicle according to claim 5,
The low-speed transmission gear is provided on the output shaft adjacent to the synchronizing ring member;
A reverse gear is provided on the low-speed transmission gear so as to face the synchronization ring member,
When the output shaft is rotated in the reverse direction, the synchronizing gear and the reverse gear are engaged with each other by the synchronizing sleeve.

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