JPS59219547A - Automatic speed change gear for electric automobile - Google Patents

Abstract

PURPOSE:To lighten speed change shock by switching a planetary gear unit in a speed change gear to low gear side or high gear side by switching a clutch and controlling an electric motor according to the deviation of the number of revolutions of the clutch and an output shaft. CONSTITUTION:The rotary shaft 12 of an electric motor 10 is linked with the input shaft 16 of a speed-change gear installed in parallel to said rotary shaft through gears 20 and 18, and an output shaft 24 is installed coaxially to the input shaft 16, permitting relative revolution. A sun gear 26, ring gear 30, and a planetary gear unit C including planetary gear 32 are arranged onto the output shaft 24, and a cone clutch 34 for switching the planetary gear unit C to low gear side or high gear side is installed. Each output of the first revolution-number sensor 60 for detecting the number of revolutions of the cone clutch 34 and the second revolution-number sensor 61 for detecting the number of revolutions of the output shaft 24 is compared by a comparator 62, and the revolution of the electric motor 10 is controlled through a motor controller 63, according to the deviation.

Description

[Detailed description of the invention] The present invention relates to an automatic transmission for an electric vehicle.

Electric vehicles equipped with electric motors that have relatively ideal torque characteristics also require a transmission in order to achieve both pitching performance and maximum vehicle speed. Moreover, considering the low noise of the electric motor and the fact that it is difficult to manually adjust the timing of shifting (2), and the fact that it is frequently used in transmissions, an automatic transmission is preferable. desirable.

Incidentally, since automatic transmissions change gears regardless of the will of the driver/C-bar, it is important to minimize the shock of shifting. In normal automobiles whose drive source is a torque converter, the shift shock is also alleviated by the slip of the torque converter. There is a problem in terms of efficiency when using a torque converter that causes loss of power (tn).

The present invention has been made based on such considerations, and an object thereof is to provide an efficient automatic transmission for an electric vehicle that controls the output of an electric motor during gear shifting to alleviate gear shifting shock.

The automatic transmission for an electric vehicle according to the present invention includes an input shaft (3) connected to the rotating shaft of an electric motor so as to be capable of transmitting power, an output shaft (3) connected to the input shaft so as to be relatively rotatable. The input shaft is physically provided with a ring gear and the input shaft is rotatably provided with a ring gear and the sun gear. ．．
A planetary gear unit 41' from a carrier rotatably supporting a mating puller planetary key 1;
1J' is spline-coupled to enable axial movement in the axial direction of the gear + (selectively engaging the fixed member or the ring gear 61 to switch the planetary gear unit to the low gear or high gear side). 1, Reaction force that acts on the sun gear when the sun gear is engaged with the cone clutch fixing member and while the cone clutch is moving to avoid engaging the ring gear. a one-way clutch, and a control device that automatically controls the operation of the cone clutch according to the driving state of the vehicle, and a first rotation speed sensor that detects the rotation speed of the cone clutch; The second rotation speed sensor detects the rotation speed of the output shaft, and the outputs from both rotation speed sensors are converted into F/V. a motor controller that operates according to the output from the first rotational speed sensor and is inoperative according to the output from the J-shaft to cut off or reduce the input applied to the electric motor by a predetermined amount during operation; It is equipped with electric and Iili control equipment.

As a result, in the present invention, when switching from the 11-gear side to the high gear side of the planetary gear or unit,
The input applied to the electric motor can be cut off or reduced by a predetermined amount by the motor controller, and the output of the electric motor can be stopped or reduced from the time when the cone clutch starts to engage the ring gear until the cone clutch ends to engage the ring gear. Therefore, the cone clutch and ring gear can be engaged smoothly.

Since this operation is instantaneous, the shift shock can be efficiently alleviated.

An embodiment of the present invention will be described below based on the drawings. FIG. 1 shows a power transmission device for an electric vehicle including an automatic transmission according to the present invention. In this case, the transmission according to the present invention is connected in parallel with an electric motor (5) It is provided. Electric motor】Ot
Yo, high o on input 10? Is it possible to follow il'3 at i degree? A rotary shaft 1 having a gear motor and a gear at the tip;
1 is attached to the casing 14.

It is provided parallel to the Vi1'1 rotating shaft 12 of the input shaft 0 of the transmission, and is rotatably attached to the casing 14. It consists of a small-diameter shaft I~1611 spline-coupled to this, and a large-diameter shaft 168 and a gear 18.
It is connected to a gear 12a of an electric motor 10 via an input gear 1B consisting of an itrageet 20 and an itrageet 20.

In addition, input gear 1-16 and input gear 1B
A known 1-1 damper mechanism 13 is interposed between them. In addition, an oil pump 22 driven by a shaft with a diameter of 6 A is attached to the input shaft. 11: At the right end of the octopus implant 1-shaft 16, an Arnotop Shaft I 24 is connected coaxially and in relative rotation (+l event (6).
, and is rotatably attached to the casing 14.

The sun gear 26, which is rotatably assembled to the imposto shaft 1i6J-, and the spline on the input shaft 16 are installed at the connection between the indeno I shaft 16 and the output shaft 24. Combined carrier 2B and output shaft 1-
The ring gear 30 is fixed to the flange 24a'' of 24, and the ring gear 30 is rotatably supported by the carrier 2B.
A second planetary gear (not shown) is rotatably supported by the carrier 28 and meshes with the sun gear 26 and the first planetary gear 32. The operation of this planetary gear unit C is controlled (low gear side: deceleration, high gear side: same speed) by a cone clutch 34 attached to the cylindrical portion 26a of the sun gear 26 and a one-way clutch 3G.

The cone clutch 34 is spline-coupled to the upper right side of the cylindrical portion 2 (7) 6a of the sun gear 26 so as to be movable in the axial direction 6L, and is connected to a screw 1 connected to the pole via a flange 38.
40 and this piston O to the left in the figure)
It is configured to be moved in the axial direction by a spring 42. The screws 1 to 40 are configured to slide to the right against the spring 2 when a predetermined hydraulic pressure is applied in the chamber 411 R. For this reason, cone clutch 3
4-', when oil pressure is not applied in the oil chamber R, the spring 420 is pressed against and engaged with the outer race seat 4 fixed in the casing 14 to hold the planetary gear unit C on the low gear side, When a predetermined hydraulic pressure is applied to , it is moved to the right and press-fitted into engagement with the ring gear 30, thereby switching the planetary gear': +-knit C to the high gear side. Further, the supply and discharge of pressure oil into the oil chamber R is automatically performed by a hydraulic control device shown in FIG. 2 according to the operating condition of the vehicle. Note that the one-way clutch 36 is configured to receive a reaction force acting on the sun gear 30.

(8) As shown in FIG. 2, the hydraulic control device includes a manual valve 50. Regulator valve 5I, accelerator valve 52
．． Pilot valve 53 and first solenoid valve 5
4 and an accumulator 55. A shift valve 56 and a second solenoid valve 57 are provided.

The manual valve 50 has a spool 50a that is held at the position shown in the figure when the vehicle is moving forward, and is pushed a predetermined amount to the left in the figure and held at that position when the vehicle is moving backward. Even if the rotational direction of the oil pump 22 changes during forward or backward movement, the oil is controlled so as to always flow toward the regulator valve 51 side. The regulator valve 51 receives oil pressure from the pilot valve 53 applied to the oil chamber 51a through the orifice 01, oil pressure from the oil pump 22 applied to the oil chamber 51b through the orifice 02, and a spring 51C.

The oil pump 22 has a spool 51f whose operation is controlled by a spool 51e which is moved in the - direction by hydraulic pressure from an accelerator valve 52 applied to the oil chamber 51d.
The pressure of the supplied oil is regulated and the line pressure is input to the pyrosothohalf 53, accumulator 55, and soft valve 56, respectively.

Note that part of the line pressure is applied to the lubricated portion 5B of the power transmission device through the orifice 03 at 1fflL, and is supplied to the portion 58 as lubricating oil.

The accelerator valve 52 has a spring 52I attached to the plunger 52a which is pushed in response to the depression of the accelerator pedal.
It has a sliding spool 52C that engages through
) Regulator valve 5 controls the hydraulic pressure to be
] to the oil chamber 51d of the regulator valve 51 (-t'i).

Pi Nisso 1 - Valve 53 is orifice r) 4 wo 3
mL is provided in the oil chamber 53a and the first solenoid valve 5
4, and a spool 53c controlled by a spring 53b. When the first solenoid hull (10) 54 is open and the oil pressure in the oil chamber 53a is low, the illustrated At the same time, the supply of line pressure to the accelerator valve 52 is cut off and the accelerator valve 52 is communicated with the drain boat 53d, and the line pressure is applied to the oil chamber 51a of the regulator valve 51 through the orifice 01, and the first solenoid pulp 54 When it is closed and the oil pressure in the oil chamber 53a is high, the supply of line pressure to the oil chamber 51a is cut off, the oil chamber 51a is communicated with the drain boat 53d, and the line pressure is applied to the accelerator valve 52.

Note that between the oil chamber 53a and the first solenoid valve 54,
An orifice 05 is provided.

The first solenoid valve 54 is a normally closed solenoid valve, which is energized to open when the electric motor 10 is started, and is de-energized when the vehicle speed exceeds a predetermined value shown by the dashed line in FIG. 3. is configured to close.

With this configuration, in this embodiment, when the vehicle speed is equal to or less than the predetermined value shown by the dashed line in FIG. The hydraulic pressure is applied to the spool 51.
f is strongly pushed against the spring 51C, the amount of return to the oil pump 22 increases, the line pressure decreases, and the heavy speed exceeds the predetermined value shown by the dashed line in Fig. 3. When the oil pressure in the oil chamber 51a disappears, the spool 51
The sliding movement of f against the spring 51C is reduced, the amount of return to the oil pump 22 is reduced, and the line pressure is increased.

Therefore, the load on the oil pump 22 can be significantly reduced when the vehicle speed is less than the predetermined value shown by the dashed line in FIG. The driving distance per charge can be increased.

The shift valve 56 shifts the orifice 06 to the oil chamber 5.
6a and has a line pressure controlled by a second solenoid valve 57 and a spool 56c controlled by a spring 56b.When the second solenoid valve 57 is open and the oil pressure in the oil chamber 56a is low, the illustrated At the same time, the line pressure is cut off from being supplied to the oil chamber R, and the oil chamber R is drained from the drain boat 5 through the check valve ■1.
6d, and when the second solenoid valve 57 is closed and the oil pressure in the oil chamber 56a is high, the communication between the oil chamber R and the drain boat 56d is cut off, and the drain boat 56a is connected to the oil chamber R through the check valve v2 and the orifice 07. Apply line pressure. When line pressure is applied in the oil chamber R, the piston 40 moves to the right against the spring 42 to press the cone clutch 34 into engagement with the ring gear 30, as shown in FIG. Switch to high gear. At this time, the piston 55a and spring 55b of the accumulator 55 work together to control the rise characteristics of the oil pressure supplied into the oil chamber R, thereby smoothly engaging the cone clutch 34 with the ring gear 30. Furthermore, when the oil chamber R communicates with the drain boat '56d of the shift valve 56, the oil in the oil chamber R and the accumulator 55 is discharged, so the piston 40 returns due to the biasing force of the spring 42 and the cone clutch 34 to the outer race 44 (
13) Engage and switch the planetary gear unit C from the high gear side to the low gear side.

The second solenoid valve 57 is a normally closed solenoid valve, which is energized to open when the electric morph 10 is started, and is set at a preset upshift timing based on the vehicle speed and the amount of depression of the accelerator pedal (as indicated by the solid line in FIG. 3). (as shown in Figure 3), energization is stopped and closed, and in this state, when the downshift timing (as shown by the broken line in Figure 3), which is preset based on the vehicle speed and the amount of depression of the accelerator pedal, has arrived. It is configured to open when energized again.

Therefore, in this embodiment, as shown in FIG.
is placed, and the top shaft 24
A second rotation speed sensor 61 is arranged on the outer periphery of the rotor. 1st
The rotation speed sensor 60 detects the rotation speed of the cone clutch 34, and inputs an output corresponding to the rotation speed to a comparator 62 and a motor controller 63. The second rotational speed sensor 6 (14) 1 detects the rotational speed of the output shaft I.24, and inputs an output corresponding to the same rotational speed to the comparator 62. The comparator 62 has an F/V conversion function, converts the outputs from both rotational speed sensors 60 and 61 into F/V, compares them, and outputs an output when the output difference is less than a set value (approximately zero). This output is input to the motor controller 63. The motor controller 63 is interposed in the energizing circuit of the electric motor 10, operates based on the output from the first rotation speed sensor 60, and becomes inactive based on the output from the comparator 62, and is configured to control the electric motor during operation. The input 1o (corresponding to the amount of depression of the accelerator pedal) applied to the motor 10 is cut off or reduced by a predetermined amount.

In this embodiment configured as in Section J2, when the accelerator pedal is depressed when the vehicle is stopped, the corresponding input ■0 is applied to the electric motor 10, and the electric motor 10 outputs an output.
The output (driving force) is transmitted from gear 12a to idle gear 20.
It is transmitted to the carrier 28 of the input shaft via the input gear 18 and the torsional damper mechanism B. But 7, jiiij and accelerator pedal)? If the h-inclusion amount is within the area to the left of the solid line in Figure 3: 1, 2nd so! /noid valve S71#
The shift valve 564 is open, cutting off the line pressure supply to the oil chamber R. ? ). For this reason, the cone clutch 34 continues to be fixed to the outer race 44, the branet gear uniso l-c is held on the Vl-gear side, and the rotations of the insole gears 1 to 1 to 16 are decelerated and transmitted to the output shaft 24. . Thus, when the vehicle is traveling in the low gear side, when the lj speed and the amount of depression of the accelerator pedal reach the solid line in FIG. supplied to Therefore, the cone clutch 34 is shifted to the right and engaged with the ring gear 30, and the planetary gear unit C is automatically switched to the high gear side.
Indeno;・The rotation of shirt I/16 is transmitted to Q trowel outbuso 1-shaft I/27I at the same speed. ty, the one-way clutch 36 is the cone clutch 34 and the ring gear 30
It receives the reaction force of the sun gear 26 until it is engaged, but at the same time it becomes free. Further, in a vehicle running in a high gear as described above, when the vehicle speed and the amount of depression of the accelerator pedal reach the broken line in FIG.
The oil inside will be drained. For this reason, cone clutch 3
4 moves to the left and engages with the outer race 44, the planetary gear unit C is automatically switched to the low gear side, and the rotation of the input shaft 16 is decelerated and transmitted to the output shaft 24.

By the way, in this embodiment, when switching from the low gear side to the high gear side of the planetary gear unit C,
During the period from when the cone clutch 34 starts to engage the ring gear 30 to when it ends, the motor controller 63 can cut off or reduce the input To given to the electric motor 10 by a predetermined amount, thereby reducing the output of the electric motor 10. The cone clutch 34 and ring gear 30 can be stopped or reduced.
can be engaged smoothly. Since this action is instantaneous, it is possible to efficiently alleviate shift shock (17).

[Brief explanation of drawings]

Fig. 1 is a sectional view showing an example of a power transmission device for an electric vehicle equipped with a transmission according to the present invention; It is a graph which shows the actuation timing of both solenoid valves in the interpressure oil pressure i1i+ control device. Kano's explanation 10...Electric motor, 12...Rotating shaft, 16...
Input shaft, 24... Output shaft carrier, 30... Ring gear, 32... Planetary gear, C... Planetary gear unit, 34...
・Cone clutch, 36...One-way clutch, 4
4... Outer race, 50... Manual valve,
51...l/gurator hull, 52...accelerator valve, 53...pyrosotohalb, 54...first
Solenoid 1-Valve, 55...Accumulator, 56
...Shift valve, 57...Second solenoid valve, 6 (18) 0...First rotation speed sensor, 61...Second rotation speed sensor, 62...Comparator, 63... Morph controller. Applicant Toyota Motor Corporation Representative Patent Attorney Teru Hase − (19)

Claims (1)

[Scope of Claims] An input shaft connected to the rotating shaft of the electric motor so as to be capable of transmitting power, an output shaft connected coaxially and relatively rotatably to the input shaft, an output shaft integrally provided with the output shaft, and A planetary gear unit consisting of a carrier rotatably provided on an input shaft and a carrier rotatably supporting a planetary carrier that is integrally provided on the input shaft and meshes with the ring gear and the gear, and moves in the axial direction on the sun gear. a cone clutch that is spline-coupled to selectively engage a fixed member or the ring gear to switch the planetary gear unit to a low gear or a high gear; a cone clutch that is assembled to the sun gear so that the cone clutch engages the fixed member; A one-way clutch receives a reaction force acting on the Zang gear while the cone clutch is engaged with the ring gear ((1)), and the cone clutch is operated according to the driving condition of the vehicle. a first rotation speed sensor that detects the rotation speed of the cone clutch, a second rotation speed sensor that detects the rotation speed of the output shaft, and both rotation speed sensors 11 and 11. A comparator that performs F/V conversion on the output from the first rotation speed sensor and outputs an output when the output difference is less than a set value, and is activated by the output from the first rotation speed sensor and is inactivated by the output from the comparator. An automatic transmission for an electric vehicle, comprising an electric control device comprising a motor controller that cuts off or reduces input to the electric motor by a predetermined amount during operation.