JP6804667B2 - Two-speed transmission, main drive system and sub drive system for electric vehicles - Google Patents

Description

The present invention relates to a transmission transmission system for an automobile, and particularly to a two-speed transmission, a main drive system for an electric vehicle, and an auxiliary drive system for a four-wheel drive electric vehicle.

With the stricter enforcement of energy-saving and emission reduction regulations and the growing environmental awareness of consumers, the number of various technologies and new models is increasing, and pure electric vehicles are one of them.

There are mainly two types of designs for the gear stages of pure electric vehicles currently on the market. The first is that the gearbox has only one gear ratio. In this case, it is often necessary to combine high power motors in order to satisfy the performance of the entire vehicle. Further, it is necessary to give the motor a high maximum rotation speed, but as the rotation speed increases, the demand for bearings, oil seals, gear noise, accuracy level, etc. also increases. The second is a two-speed shift, which is usually realized by using two clutches or synchronizers as control targets. However, in this case, it is necessary to drive and control the clutch or synchronizer to shift gears, and it is essential to design a control module for the gearbox and a corresponding hydraulic or electromechanical execution system. Therefore, the entire system becomes complicated, and the performance of the entire vehicle deteriorates due to the impact of the gear shift process.

Patent Document 1 discloses a two-speed AMT rear axle assembly of an electric vehicle including a transmission assembly. The transmission assembly includes a two-speed AMT transmission transmission system and a two-speed AMT transmission gear shift mechanism. The two-stage AMT transmission transmission system includes a front casing, high-speed stage drive gear, input shaft, high-speed stage driven gear, center shaft, main deceleration driven gear, differential gear unit, left half shaft, right half shaft, synchronizer unit and low speed. Includes step driven gear. The two-speed AMT transmission transmission system of the present invention is realized by a synchronizer, and the entire structure of the transmission transmission system is complicated.

Therefore, there is a need for a two-speed transmission system that has a simple structure and does not require additional control.

Chinese Patent Application No. 2016105959988. No. X

In view of the above-mentioned drawbacks of the prior art, the present invention provides a two-speed transmission and a main drive for an electric vehicle in order to solve the problem that the speed change transmission system for an electric vehicle in the prior art has a complicated structure. It is an object of the present invention to provide an auxiliary drive system for a system and a four-wheel drive electric vehicle.

In order to achieve the above object and other purposes, the present invention presents a first drive gear that meshes with an input shaft and an output shaft provided in parallel and an idle shaft arranged between the input shaft and the output shaft. And a first driven gear, and a first drive gear or a first one-way clutch that cooperates with the first driven gear, the first drive gear is arranged on the input shaft, and the first driven gear is arranged on the output shaft. The first transmission mechanism, the second drive gear arranged on the input shaft, the second driven gear arranged on the output shaft, the idle gear arranged on the idle shaft, and the second drive gear and the idle gear. Alternatively, a second transmission mechanism including a second one-way clutch that cooperates with the second driven gear, in which the idle gear is arranged between the second drive gear and the second driven gear and meshes with the second driven gear and the second driven gear. The reduction ratio of the first transmission mechanism is larger than the reduction ratio of the second transmission mechanism, and the first one-way clutch and the second one-way clutch cooperate with the first transmission mechanism and the second transmission. Provided is a two-speed transmission that selectively uses the mechanism as a shift execution mechanism.

Preferably, the two-speed transmission further includes a casing that encloses the input shaft, the output shaft and the idle shaft, the first transmission mechanism and the second transmission mechanism, and the casing is the input shaft. A shaft hole for inserting each output shaft is provided.

Preferably, the input shaft is connected to a drive motor located outside the casing.

Preferably, the drive motor is connected to the input shaft via a differential.

Preferably, a drive motor is provided in the casing, and the drive motor is connected to the input shaft.

Preferably, the second speed change mechanism further includes a locking mechanism that locks the second one-way clutch.

The present invention further provides a main drive system for an electric vehicle using the two-speed transmission and including a locking mechanism in which the second transmission mechanism of the two-speed transmission locks the second one-way clutch.

The present invention further provides an auxiliary drive system for a four-wheel drive electric vehicle that uses the above-mentioned two-speed transmission.

As described above, the two-speed transmission, the main drive system for an electric vehicle, and the sub drive system for a four-wheel drive electric vehicle in the present invention have the following beneficial effects. That is, the two one-way clutches realize the selective use of two transmission mechanisms. That is, switching between the two gear ratios is realized. Since neither of the two one-way clutches requires active control, it is not necessary to add a clutch control and execution system, and the structure of the gearbox is simplified.

It is a figure which shows the 1st Example of the two-speed transmission in this invention. It is a figure which shows the 2nd Embodiment of the 2 speed transmission device in this invention. It is a figure which shows the 3rd Example of the two-speed transmission in this invention. It is a figure which shows the 4th Example of the two-speed transmission in this invention. It is a figure which shows the 5th Example of the two-speed transmission in this invention. It is a figure which shows the sixth embodiment of the two-speed transmission in this invention.

Hereinafter, embodiments of the present invention will be described with reference to specific specific examples. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in the present specification.

See FIGS. 1 to 6. The structures, ratios, dimensions, etc. described in the drawings of the present specification are all for understanding and reading by those skilled in the art in combination with the contents disclosed in the specification, and are limited conditions that can be implemented in the present invention. There is no practical technical significance because it does not specify. Any structural supplements, ratio changes or dimensional adjustments are all within the scope of the technical content disclosed in the present invention, provided that they do not affect the effects and achievable objectives obtained by the present invention. In addition, terms such as "top", "bottom", "left", "right", "middle", and "one" cited in this specification are also for the purpose of clarifying the description. The scope of the invention is not limited. Therefore, the modification or adjustment of the relative relationship is also regarded as a feasible category in the present invention on the premise that the technical content is not substantially altered.

As shown in FIGS. 1 to 6, the present invention provides a two-speed transmission including an input shaft 6, an output shaft 3, and an idle shaft 9 provided in parallel. The idle shaft 9 is arranged between the input shaft 6 and the output shaft 3. Further, the first transmission mechanism includes a first drive gear 5 and a first driven gear 2 that mesh with each other, and a first one-way clutch 4 that cooperates with the first drive gear 5 or the first driven gear 2. The first drive gear 5 is arranged on the input shaft 6, and the first driven gear 2 is arranged on the output shaft 3. Further, the second transmission mechanism includes a second drive gear 7 arranged on the input shaft 6, a second driven gear 10 arranged on the output shaft 3, an idle gear 8 arranged on the idle shaft 9, and the like. It includes a second one-way clutch 11 that cooperates with a second drive gear 7, an idle gear 8, or a second driven gear 10. The idle gear 8 is arranged between the second drive gear 7 and the second driven gear 10 and meshes with the second drive gear 7 and the second driven gear 10. The reduction ratio of the first transmission mechanism is larger than the reduction ratio of the second transmission mechanism. In addition, the first speed change mechanism and the second speed change mechanism are selected and used as the speed change execution mechanism by the cooperation of the first one-way clutch 4 and the second one-way clutch 11.

The present invention realizes selective use of two transmission mechanisms by two one-way clutches (that is, the first one-way clutch 4 and the second one-way clutch 11). That is, switching between two gear ratios is realized. Both of the two one-way clutches do not require active control, and two-stage selection is realized only by realizing different operating states of the two one-way clutches by the forward rotation and the reverse rotation of the drive motor. Therefore, it is not necessary to add a clutch control and execution system, and the structure of the gearbox is simplified.

The two one-way clutches may be provided in the drive gear or the driven gear, if necessary. That is, as the mounting positions of the two one-way clutches in the present invention, four types of combinations are possible as shown in FIGS. 1, 2, 3 and 4, respectively.

As shown in FIG. 1, in the first embodiment of the present invention, both the first one-way clutch 4 and the second one-way clutch 11 are arranged on the output shaft 3. That is, it is used in cooperation with the first driven gear 2 and the second driven gear 10, respectively. In the present embodiment, the locking direction of the first one-way clutch 4 is the reverse rotation of the output shaft, the locking direction of the second one-way clutch 11 is the forward rotation of the output shaft, and so on, the first one-way clutch and the second one-way clutch By simply installing in the opposite direction, selective use of the first transmission mechanism and the second transmission mechanism is realized.

As shown in FIG. 2, in the second embodiment of the present invention, the first one-way clutch 4 and the second one-way clutch 11 are not arranged coaxially. The first one-way clutch 4 is arranged on the output shaft 3 and cooperates with the first driven gear 2, while the second one-way clutch 11 is arranged on the input shaft 6 and cooperates with the second drive gear 7 and is used. In this embodiment, the first one-way clutch and the second one-way clutch are reversed, such that the lock direction of the first one-way clutch is the reverse rotation of the input shaft and the lock direction of the second one-way clutch is the forward rotation of the input shaft. The selective use of the first transmission mechanism and the second transmission mechanism can be realized only by installing them in the orientation.

As shown in FIG. 3, in the third embodiment of the present invention, both the first one-way clutch 4 and the second one-way clutch 11 are arranged on the input shaft 6, and the first one-way clutch 4 cooperates with the first drive gear 5. On the other hand, the second one-way clutch 11 is used in cooperation with the second drive gear 7.

As shown in FIG. 4, in the fourth embodiment of the present invention, the first one-way clutch 4 and the second one-way clutch 11 are not arranged coaxially. The first one-way clutch 4 is arranged on the input shaft 6 and cooperates with the first drive gear 5, while the second one-way clutch 11 is arranged on the output shaft and cooperates with the second driven gear 10 for use.

When the first one-way clutch and the second one-way clutch in the present invention are provided on the input shaft, the two-speed transmission is required to have a higher rotation speed and a lower torque. On the other hand, when the first one-way clutch and the second one-way clutch are provided on the output shaft, the two-speed transmission is required to have a lower rotation speed and a higher torque.

The second one-way clutch of the second transmission mechanism in the present invention may be provided on the idle shaft and cooperate with the idle gear to realize selective use of the second transmission mechanism. As shown in FIG. 5, in the fifth embodiment of the present invention, the first one-way clutch 4 is arranged on the output shaft 3 and cooperates with the first driven gear 2, while the second one-way clutch 11 is arranged on the idle shaft 9. It is used in cooperation with the idle gear 8. Further, as shown in FIG. 6, in the sixth embodiment of the present invention, the first one-way clutch 4 is arranged on the input shaft 6 and cooperates with the first drive gear 5, while the second one-way clutch 11 is an idle shaft 9. It is arranged in and used in cooperation with the idle gear 8.

In the present invention, the locking directions of the two one-way clutches may be set according to the installation positions of the first one-way clutch 4 and the second one-way clutch 11. When the first one-way clutch 4 and the second one-way clutch 11 are positioned coaxially, that is, when both are located on the output shaft 3 (see the first embodiment), or when both are located on the input shaft 6. (See the third embodiment), the locking directions of the first one-way clutch 4 and the second one-way clutch 11 are opposite to each other. That is, when the input shaft 6 rotates in the forward direction when using the two-speed transmission, the first one-way clutch 4 is engaged, while the second one-way clutch 11 is separated. At this time, the first speed change mechanism realizes a speed change to one stage as a transmission system. Further, at this time, the second drive gear 7 of the second transmission mechanism only idles the idle gear 8 and the second driven gear. On the other hand, when the input shaft rotates in the reverse direction, the first one-way clutch 4 is separated, while the second one-way clutch 11 is engaged. At this time, the second speed change mechanism realizes a speed change to two stages as a transmission system. Since the structure of this embodiment is simple and the selective use of the first stage and the second stage is determined by two one-way clutches in which the locking directions are set in opposite directions, it is not necessary to add a control execution system such as a synchronizer. ..

When the first one-way clutch 4 and the second one-way clutch 11 are not provided coaxially, that is, the first one-way clutch 4 is located on the input shaft 6 and the second one-way clutch 11 is the output shaft 3 as in the fourth embodiment. Or when the first one-way clutch 4 is located on the output shaft 3 and the second one-way clutch 11 is located on the input shaft 6 as in the second embodiment, or when the fifth embodiment and the fifth embodiment are located. When the first one-way clutch 4 is located on the input shaft 6 or the output shaft 3 and the second one-way clutch 11 is located on the idle shaft 9, as in the sixth embodiment, the locking directions of the two one-way clutches are the same. To do. In these embodiments, by setting the locking directions of the two one-way clutches to be the same, selective use of the first transmission mechanism and the second transmission mechanism is realized based on the rotation direction of the input shaft. That is, the selective use of the first stage and the second stage is determined. Therefore, it is not necessary to add a control execution system such as a synchronizer.

For ease of mounting and use, the two-speed transmission according to the present invention further includes an input shaft 6, the output shaft 3, the idle shaft 9, and a casing 1 that encloses the first transmission mechanism and the second transmission mechanism. .. Moreover, the casing 1 is provided with a shaft hole for inserting the input shaft 6 and the output shaft 3, respectively. Bearing housings are provided at both ends of the input shaft 6, the output shaft 3, and the idle shaft 9. By providing the casing 1, the two-speed transmission of the present invention constitutes a gearbox and can be used by mounting the entire gearbox.

The input shaft 6 of the present invention is connected to a drive motor arranged outside the casing 1. In order to adapt to the difference in drive, the drive motor is connected to the input shaft 6 via a main reduction gear and a differential device.

In the present invention, a drive motor may be provided inside the casing 1 to connect the drive motor and the input shaft 6. This allows the invention to be used as one comprehensive drive.

As shown in FIGS. 1, 3, 4, 5, and 6, the second transmission mechanism locks the second one-way clutch 11 so that the two-speed transmission according to the present invention can be used as the main drive. The mechanism 12 is further included. Although the lock mechanism is not provided in FIG. 2, a lock mechanism that locks the second one-way clutch 11 may be added if necessary. The lock mechanism 12 may be an electromagnetic clutch or a reverse lock mechanism composed of another mechanical transmission mechanism. By providing the lock mechanism 12, the two-speed transmission of the present invention can realize the reverse function. In the present invention, the first one-way clutch 4 is in a separated state when the drive motor rotates in the forward direction. Further, when the lock mechanism 12 is locked, the second one-way clutch 11 is in the engaged state, and the reverse function is realized.

The present invention further provides a main drive system for an electric vehicle. The main drive system uses the above-mentioned two-speed transmission. The two-speed transmission includes an input shaft 6 and an output shaft 3 provided in parallel, an idle shaft 9 arranged between the input shaft 6 and the output shaft 3, and the first transmission mechanism and the second transmission mechanism. .. Further, since it is necessary to realize the reverse function as the main drive system, the second transmission mechanism of the two-speed transmission includes a lock mechanism 12 that locks the second one-way clutch 11. For the main drive system of the present invention, the two-speed transmission described in any one of the above six embodiments can be selected. In the main drive system, a drive motor and a two-stage transmission may be selected as necessary and arranged in the same casing, or the two-stage transmission may be arranged independently in the casing while driving. The motors may be installed separately, such as placed outside the casing. In the present invention, the first transmission mechanism and the second transmission mechanism are selectively used by changing the rotation direction of the drive motor. That is, the selection of 1 step and 2 steps is realized. Moreover, the reverse function is also realized by adding the lock mechanism 12. Refer to Table 1 for the selection of specific functions.

As shown in Table 1, the main drive system for an electric vehicle provided in the present invention only needs to control the forward and reverse rotation of the drive motor when selecting the gear stage at the time of forward movement, and needs to control the two-stage transmission. There is no. It also controls the lock mechanism during reverse. The specific operation is as follows.

The first one-way clutch is engaged by controlling the lock mechanism to be in a separated state and rotating the drive motor in the forward direction. Then, the first transmission mechanism of the two-speed transmission becomes a shift execution mechanism, and the second one-way clutch is separated. At this time, the second drive gear, the second driven gear, and the idle gear of the second transmission mechanism are in the idling state. Further, when the drive motor rotates in the reverse direction, the first one-way clutch is separated, the second one-way clutch is engaged, and the second transmission mechanism of the two-speed transmission becomes a shift execution mechanism. At this time, the first drive gear and the first driven gear of the first transmission mechanism are in the idling state.

When the lock mechanism is controlled to be in the coupled state and the drive motor rotates in the forward direction, the reduction ratio of the first transmission mechanism is larger than the reduction ratio of the second transmission mechanism. 2 The shift mechanism becomes the shift execution mechanism. Further, since the idle gear exists, at this time, the first drive gear and the first driven gear of the first transmission mechanism are in the idling state.

The present invention further provides an auxiliary drive system for a four-wheel drive electric vehicle. The auxiliary drive system uses the above-mentioned two-speed transmission. The two-speed transmission includes an input shaft 6 and an output shaft 3 provided in parallel, an idle shaft 9 arranged between the input shaft 6 and the output shaft 3, and the first transmission mechanism and the second transmission mechanism. .. Since it is not necessary to realize the reverse function as the auxiliary drive system, it is not necessary to add the lock mechanism as shown in FIG. For the auxiliary drive system, the two-speed transmission described in any one of the other embodiments can be selected. Table 2 shows the operating states of the auxiliary drive system of the present invention.

As shown in Table 2, the auxiliary drive system for a four-wheel drive electric vehicle provided in the present invention can realize gear stage selection only by controlling the forward rotation and the reverse rotation of the drive motor. Therefore, it is not necessary to design the control for the two-speed transmission. The first one-way clutch is engaged by the forward rotation of the drive motor. Then, the first transmission mechanism of the two-speed transmission becomes a shift execution mechanism, and the second one-way clutch is separated. At this time, the second drive gear, the second driven gear, and the idle gear of the second transmission mechanism are in the idling state. Further, when the drive motor rotates in the reverse direction, the first one-way clutch is separated, the second one-way clutch is engaged, and the second transmission mechanism of the two-speed transmission becomes a shift execution mechanism. At this time, the first drive gear and the first driven gear of the first transmission mechanism are in the idling state.

As described above, the two-speed transmission, the main drive system for an electric vehicle, and the auxiliary drive system for a four-wheel drive electric vehicle in the present invention realize the selective use of two transmission mechanisms by two one-way clutches. That is, switching between two gear ratios is realized. Since neither of the two one-way clutches requires active control, it is not necessary to add a clutch control and execution system, and the structure of the gearbox is simplified. Therefore, the present invention effectively eliminates various drawbacks in the prior art and has a high level of industrial utility value.

It should be noted that the above examples are merely for exemplifying the principles and effects of the present invention, and are not intended to limit the present invention. Any person familiar with the art can supplement or modify the above embodiment on the premise that it does not deviate from the spirit and category of the present invention. Accordingly, any equivalent supplement or modification made by one of ordinary skill in the art on the premise that it does not deviate from the spirit and technical ideas disclosed in the present invention is included in the claims of the present invention.

1 Casing 2 1st driven gear 3 Output shaft 4 1st one-way clutch 5 1st drive gear 6 Input shaft 7 2nd drive gear 8 Idle gear 9 Idle shaft 10 2nd driven gear 11 2nd one-way clutch 12 Lock mechanism

Claims (8)

Input shafts and output shafts provided in parallel, and idle shafts arranged between the input shaft and the output shaft,
A first drive gear is arranged on the input shaft and includes a first drive gear and a first driven gear that mesh with each other, and a first one-way clutch that cooperates with the first drive gear or the first driven gear. With the first transmission mechanism arranged on the output shaft,
Second driving gear disposed on said input shaft, a second driven gear disposed on the output shaft, an idle gear disposed on said idle shaft, and includes a second one-way clutch to work with A Idorugi ya, idle The gear includes a second transmission mechanism that is arranged between the second drive gear and the second driven gear and meshes with the second drive gear and the second driven gear.
The reduction ratio of the first transmission mechanism is larger than the reduction ratio of the second transmission mechanism, and the first transmission mechanism and the second transmission mechanism are shifted by the cooperation of the first one-way clutch and the second one-way clutch. A two-speed transmission characterized by being selectively used as. The two-speed transmission further includes a casing for enclosing the input shaft, the output shaft and the idle shaft, the first transmission mechanism and the second transmission mechanism, and the casing includes an input shaft and an output shaft. The two-speed transmission according to claim 1, further comprising a shaft hole for inserting each of them. The two-speed transmission according to claim 2, wherein the input shaft is connected to a drive motor arranged outside the casing. The two-speed transmission according to claim 3, wherein the drive motor is connected to the input shaft via a differential device. The two-speed transmission according to claim 2, wherein a drive motor is provided in the casing, and the drive motor is connected to an input shaft. The two-speed transmission according to claim 1, wherein the second transmission mechanism further includes a lock mechanism for locking the second one-way clutch. A main drive system for an electric vehicle, characterized in that shifting transmission is realized by using the two-speed transmission according to claim 6. An auxiliary drive system for a four-wheel drive electric vehicle, characterized in that shifting transmission is realized by using the two-speed transmission according to any one of claims 1 to 5.

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