KR102209798B1 - Automotive transmission assembly for electric car - Google Patents

Abstract

Disclosed is a transmission for an electric vehicle. The transmission for an electric vehicle according to the present invention is characterized by comprising: a clutch (300) of which one side is coupled to an engine motor (30); a drive shaft (312) coupled to the clutch (300) and having a plurality of male screw threads (310) formed in a longitudinal direction; a shift control shaft (33) in which a hollow hole (320) of a cylindrical shape is formed in a longitudinal direction, and a female screw thread (322) geared with the male screw threads (310) of the drive shaft (312) is formed on the inner surface of the hollow hole (320), and which slides along the drive shaft (312); three first shift control gears (330, 332, 334) which are installed after being individually spaced apart by the distance of 3T on the outer circumferential surface of the shift control shaft (32) when the thickness of the gear is T; a shift control terminal (34) which is coupled to one end of the shift control shaft (33) so as to allow the shift control shaft (33) to be slid by 1T when the speed is changed by one step to allow the first shift control gears (330, 332, 334) to be slid; second shift control gears (350, 352, 354) which are sequentially engaged with the first shift control gears (330, 332, 334) while being installed after being individually spaced apart by the distance of 2T as the shift control terminal (34) slides; and an output driving shaft (35) constituting the rotary shaft of the second shift control gears (350, 352, 354), so as to operate the output side by the rotation of the second shift control gears (350, 352, 354). Therefore, energy efficiency can be improved.

Description

Transmission device for electric vehicle {Automotive transmission assembly for electric car}

The present invention relates to a transmission for a vehicle, and in particular to a transmission suitable for an electric vehicle.

In general, an electric vehicle refers to an eco-friendly vehicle that does not emit exhaust gas at all as it uses electricity as a power source unlike a gasoline vehicle or a diesel vehicle using gasoline or heavy oil. However, electric vehicles have a structure in which the engine shaft rotates only when the accelerator is stepped on and a reducer is installed.The power source of such an electric vehicle is a high-voltage battery, such as nickel cadmium, nickel hydrogen and lithium ion batteries that can be recharged and increased Secondary batteries are being adopted.

Briefly looking at the power transmission configuration and operation of an electric vehicle, it is connected to an inverter that converts DC power output from a battery into AC power, a motor that generates rotational force by receiving AC power from the inverter, and an input shaft extending from the motor. It is configured to include a reducer that transmits or blocks rotational force to the drive wheel side and serves as a shift, and an output shaft having an output gear of the reducer transmits power to a drive shaft having a drive wheel to drive the electric vehicle.

The speed reducer is a transmission part capable of a two-speed transmission, and requires two friction clutches for two-speed transmission, and thus, has a disadvantage of increasing the volume of the transmission, causing an increase in manufacturing cost. Therefore, the conventional electric vehicle has a structure in which a motor and a reducer are directly engaged without a drive shaft. Accordingly, the conventional electric vehicle has a problem in that energy efficiency is limited because the number of revolutions of the engine motor increases proportionally when driving at high speed.

In order to solve this problem, Korean Patent Publication No. 10-2013-0013283 published on February 6, 2013 discloses a two-speed transmission for an electric vehicle, and its main structure is shown in FIG.

As shown in FIG. 1, the two-speed transmission for an electric vehicle disclosed in the disclosed patent enables two-speed shifting by using one friction clutch and two one-way clutches or one two-way clutch.

The transmission includes an input shaft connected to a shaft of a motor for driving an electric vehicle; A first-stage input gear and a second-stage input gear mounted parallel to the input shaft; A first-stage output gear engaged with the first-stage input gear; A two-stage output gear engaged with the two-stage input gear; A power transmission shaft rotatably inserted into the center of the first and second output gears and arranged parallel to the input shaft; A first-stage power connection means mounted at the center of the first-stage output gear and transmitting or releasing the power of the first-stage output gear to a power transmission shaft; A two-stage power connection means mounted on the side and the center of the two-stage output gear and transmitting or releasing the power of the two-stage output gear to a power transmission shaft; A power transmission medium gear mounted between a first bearing supporting the other end of the power transmission shaft and a first stage power transmission means; An output shaft having an output gear meshed with the power transmission mediated gear; Consists of

However, the two-speed transmission for an electric vehicle as described above has a limitation in that the structure of the device is complicated and that only the two-speed transmission on the reducer is supported. On the other hand, when a vehicle with an internal combustion engine is started, the engine is always operated and the engine shaft is kept in a rotating state. The rotating engine shaft engages the mission and shifts as needed, whereas in general electric vehicles, unlike an internal combustion engine, the motor is driven only when the accelerator is stepped on. There is a problem that energy efficiency is low because the number must be lowered.

The present invention is to solve the above problems, and the technical problem to be achieved by the present invention is that the motor is driven only when the accelerator is stepped on, unlike an internal combustion engine, and in order to accelerate at high speed, the number of rotations of the motor is increased and A transmission for electric vehicles that can improve energy efficiency by applying a drive shaft and shifting up to 3 gears according to the driving speed by solving the problem of the conventional electric vehicle transmission that has low energy efficiency because the number of rotations of the motor must be reduced. To provide.

The transmission for an electric vehicle according to the present invention for achieving the above object,

A clutch 300 coupled to one side of the engine motor 30;

A drive shaft 312 coupled to the clutch 300 and having a plurality of male threads 310 formed in the longitudinal direction;

Inside, a cylindrical hollow 320 is formed in the longitudinal direction, and a female thread 322 engaged with the male thread 310 of the drive shaft 312 is formed on the inner surface of the hollow 320, and the drive shaft 312 ) And a shift control shaft 33 that slides along;

Three first shift control gears (330, 332, 334) that are installed on the outer circumferential surface of the shift control shaft 32 by a distance of 3T, respectively, when the thickness of the gear is T;

A shift control stage 34 that is coupled to one end of the shift control shaft 33 and slides the shift control shaft 33 by 1T at the time of the first shift to slide the first shift control gears 330, 332 and 334;

Second shift control gears 350, 352, 354 which are sequentially engaged with the first shift control gears 330, 332, and 334 as the shift control stage 34 slides and are installed spaced apart by a distance of 2T, respectively; And

And an output drive shaft 35 that drives the output side according to the rotation of the second shift control gears 350, 352, 354, and constitutes a rotation shaft of the second shift control gears 350, 352, and 354. do.

In addition, it is preferable that the hollow 320 is filled with gear oil.

The transmission for an electric vehicle according to the present invention as described above requires that the motor is driven only when the accelerator is stepped on the accelerator, unlike an internal combustion engine in a general electric vehicle. By solving the problem of the conventional electric vehicle transmission that has low energy efficiency, it is possible to change gears in three stages from low to high speed, thereby improving energy efficiency.

1 is a power transmission system diagram showing the structure of a conventional two-speed transmission for an electric vehicle,
2 is a schematic diagram showing a one-way clutch structure applied to the transmission of FIG. 1;
3 is a perspective view showing the structure of a transmission device for an electric vehicle according to an embodiment of the present invention,
Figure 4 is a plan view of Figure 3,
5 is a partial cross-sectional view of I-I';
6 is a perspective view showing an example of a power generation device using a running wind to which the transmission according to the present invention can be applied,
7 is a view showing a cross section of FIG. 6;
8 is a view showing an example of a power generation device using a running wind to which the transmission device according to the present invention is applied;
9 is a view for explaining the blade structure of the wind power generator applied to the present invention, and
10 is a graph showing the result of an experiment of the power coefficient according to the relief in the blade structure of the wind power generator applied to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

3 is a perspective view showing the structure of a transmission for an electric vehicle according to an embodiment of the present invention, and FIG. 4 is a plan view of FIG. 3.

3 and 4, the transmission device for an electric vehicle according to the present invention includes a clutch 300 having one side coupled to the engine motor 30, and a plurality of male threads coupled to the clutch 300 in the longitudinal direction. It has a drive shaft 312 is formed (310).

In addition, the electric vehicle transmission has a cylindrical hollow 320 formed therein in the longitudinal direction, and a female thread 322 meshed with the male thread 310 of the drive shaft 312 on the inner surface of the hollow 320 ) Is formed and is installed to be spaced apart by a distance of 3T when the thickness of the gear is T on the outer circumferential surface of the shift control shaft 33 sliding along the drive shaft 312 The first shift control gears 330, 332, and 334 are provided, and the hollow 320 is filled with gear oil.

In addition, the transmission device for an electric vehicle is coupled to one end of the shift control shaft 33 to slide the shift control shaft 33 by 1T when the shift control shaft 33 is shifted to the first shift control gear (330, 332, 334). As the shift control stage 34 and the shift control stage 34 are slid, the first shift control gears 330, 332, and 334 are sequentially meshed with the second shift control gears that are installed at a distance of 2T, respectively. 350, 352, 354, and the output drive shaft 35 that drives the output side according to the rotation of the second shift control gears 350, 352, 354, which constitute the rotation shaft of the second shift control gears 350, 352, 354 ).

5 shows a cross-sectional view of a portion Ⅰ-Ⅰ' in FIG. 3. Referring to FIG. 5, a plurality of male threads 310 are formed in the drive shaft 312, and a cylindrical hollow 320 is formed inside the drive shaft 312 so as to surround the drive shaft 312. The shift control shaft 33 sliding along the shaft 312 is coupled.

The female thread 322 formed on the inner surface of the transmission control shaft 33 and the hollow 320 is engaged with the male thread 310 of the drive shaft 312 so that when the drive shaft 312 rotates, the transmission control shaft 33 is the same. It rotates at the rotational speed. Due to the gear ratio of the first shift control gear (330, 332, 334) of the shift control shaft (33) and the second shift control gear (350, 352, 354) of the output drive shaft (35) in the principle of gear shifting, Shifting is made.

That is, the gear 330 and the gear 350 are meshed at the lower stage of the first stage, the gear 332 and the gear 352 are meshed at the middle speed stage of the second stage, and the gear 334 and the gear ( 354) are engaged.

For example, in the process of shifting from 1st gear to 2nd gear, if you first step on the clutch pedal (not shown) when you want to shift to the 2nd gear 332 while the 1st gear 330 corresponding to the left side of the drawing is engaged. When the rotation of the drive shaft 312 is stopped by the clutch 300 and the shift control stage 34 is driven, the shift control shaft 33 slides to the left along the drive shaft 312 and the shift control shaft 33 The first gear 330 is removed and the second gear 352 of the output drive shaft 35 is coupled to the second gear 332.

In addition, in the process of shifting from 2nd to 3rd gear, if you want to shift to the 3rd gear 334 while the 2nd gear 332 in the middle of the drawing is engaged, if you first step on the clutch pedal (not shown) When the rotation of the drive shaft 312 is stopped by the clutch 300 and the shift control stage 34 is driven, the shift control shaft 33 slides further to the left along the drive shaft 312 and the second gear ( 332 is removed and the third gear 354 of the output drive shaft 35 is coupled to the third gear 334 of the shift control shaft 33.

The transmission structure as described above keeps the gears engaged even when the shift control shaft 33 and the output drive shaft 35 rotate due to inertia due to the operation of the clutch 300 when a gear shift is required. Since the gears of the gears are sequentially meshed, the shift shock is small, and the structure of the transmission required for shifting is also simple.

In addition, the transmission for an electric vehicle according to the present invention as described above, unlike an internal combustion engine in a general electric vehicle, the motor is driven only when the accelerator is stepped on. Since it has to be lowered, it is possible to reduce the number of required parts by solving the problem of the conventional electric vehicle transmission, which is low in energy efficiency, and has an effect of improving energy efficiency by enabling a three-speed gear shift.

The transmission according to the present invention as described above can be applied to the "wind power generation device using lift mounted on an electric vehicle" of Korean Patent No. 10-1851102, and the detailed structure thereof is incorporated herein by reference.

In the case of the wind power generator using lift installed in the electric vehicle described in the above patent, the problem of not rotating the shaft of the generator occurs because the wind pressure is insufficient when traveling at a low speed, and the transmission device as in the present invention is applied.

6 is a perspective view showing an example of a power generation device using a running wind to which the transmission device according to the present invention can be applied, and FIG. 7 shows a cross-sectional structure of FIG. 6. Referring to FIGS. 6 and 7, in a wind power generator installed in an electric vehicle, it is installed in a longitudinal direction at the air inlet at the bottom of the front bumper of the vehicle, and the vehicle travels from right to left, so that the driving wind goes from left to right. When formed, when viewed from the front of the vehicle, it is installed to be positioned substantially parallel to the air inlet at the upper side of the elongated air inlet in the horizontal direction, and the air introduced through the air inlet is the front side where the front bumper is fixed. When exiting through the lower part of the bumper fixing part, the rotation shaft located at the upper side at a certain interval from the lower part of the front bumper fixing part is used as an input shaft by connecting the output drive shaft '35' in Figs. 3 and 4, and a motor is installed. A generator is installed in the place where it is used. In addition, it is elongately fixed to be parallel to the rotation axis and forms an angle of 90 degrees with respect to the rotation axis. The leading edge faces the outside of the rotation axis and the trailing edge faces the rotation axis, and the thickness in the rotation direction is the thickness on the opposite side It includes four blades made thicker, and the rotation shaft and the four blades are disposed inside a pair of wheelhouses, and when viewed from the rear side of the blade, the angle formed by the flat surface in the opposite direction of rotation and the thick surface in the rotation direction When is α, the α value consists of 6 degrees to 10 degrees.

8 shows an example of a power generation device using a running wind to which a transmission device according to the present invention is applied, as described with reference to FIGS. 6 and 7. Referring to FIG. 8, the blade rotation shaft used for power generation using running wind is connected to the output drive shaft '35' described with reference to FIGS. 3 and 4 to be used as an input shaft, and a generator is installed in the place where the electric motor was mounted. do.

In the first low-speed gear, the gear 830 and the gear 850 are meshed and corresponds to when the vehicle is traveling at a low speed, and in the second-stage mid-speed, when the vehicle is traveling at medium speed, the gear 832 and the gear 852 are It is in a meshed state, and the gear 834 and the gear 854 are in a meshed state in the high-speed stage of the third stage.

9 shows a view for explaining the blade structure of the wind power generator applied to the present invention. Referring to FIG. 7, in the blade structure of the wind power generator applied to the present invention, the value of α is designed to be 6 degrees to 10 degrees when the relief angle is α. FIG. 10 is a graph showing the result of an experiment of the power coefficient according to the relief in the blade structure of the wind power generator applied to the present invention. Referring to FIG. 8, in the blade structure of the wind power generator applied to the present invention, when the angle of relief is α, when the value of α exceeds 15 degrees, the drag coefficient increases rapidly. The α value is made of less than 15 degrees, most preferably 6 degrees to 10 degrees. If the embossing is less than 6 degrees, the frequency of failure of starting rotation increases when the power generation capacity of the generator is high due to insufficient lift, and if it is implemented above 10 degrees, the propeller's support shaft deformation occurs near the rotating shaft. There may be various modifications to obtain maximum power generation efficiency with respect to the blade's airfoil. As described above, the wind power generator applied to the wind power electric vehicle using lift according to the present invention maximizes power generation efficiency in generating power by running wind, as well as minimizes wind resistance when driving the vehicle, and applies a transmission. Smooth power generation is achieved even at low driving speeds.

The "wind power generation device using lift mounted on an electric vehicle" to which the transmission according to the present invention is applied as described above is driven by supporting the blades for power generation to rotate smoothly at low speeds and to rotate faster at medium and high speeds. Power generation using wind can be made more smoothly.

Meanwhile, in the above embodiments, the shift control stage 34 and the clutch 300 have been separately described in order to clearly explain the principle of the transmission apparatus according to the present invention, but the shift control stage 34 and the clutch ( It would be more desirable to integrate 300) to be automatically controlled simultaneously.

30: engine motor
300: clutch 310: male thread
312: drive shaft
33: shift control shaft
320: hollow 322: female thread
330, 332, 334: three first shift control gears
T: thickness of the gear
34: shift control stage
35: output drive shaft
350, 352, 354: second shift control gear

Claims (3)

One side of the clutch 300 coupled to the engine motor 30;
A drive shaft 312 coupled to the clutch 300 and having a plurality of male threads 310 formed in the longitudinal direction;
Inside, a cylindrical hollow 320 is formed in the longitudinal direction, and a female thread 322 engaged with the male thread 310 of the drive shaft 312 is formed on the inner surface of the hollow 320, and the drive shaft 312 ) The shift control shaft 33 sliding along;
Three first shift control gears (330, 332, 334) that are installed on the outer circumferential surface of the shift control shaft (33) by a distance of 3T when the thickness of the gear is T;
A shift that is coupled to one end of the shift control shaft 33 and slides the shift control shaft 33 by 1T when shifting in the first gear, so that the first shift control gears 330, 332, and 334 slide by 1T when shifting in the first gear. Control stage 34;
Second shift control gears 350, 352, 354 which are sequentially engaged with the first shift control gears 330, 332, and 334 as the shift control stage 34 slides and are installed spaced apart by a distance of 2T, respectively; And
And an output drive shaft 35 that drives the output side according to the rotation of the second shift control gears 350, 352, 354, and constitutes a rotation shaft of the second shift control gears 350, 352, and 354. Electric vehicle transmission. The transmission according to claim 1, wherein the hollow (320) is filled with gear oil. Clutch 300 coupled to one side of the generator;
A drive shaft 312 coupled to the clutch 300 and having a plurality of male threads 310 formed in the longitudinal direction;
Inside, a cylindrical hollow 320 is formed in the longitudinal direction, and a female thread 322 engaged with the male thread 310 of the drive shaft 312 is formed on the inner surface of the hollow 320, and the drive shaft 312 ) The shift control shaft 33 sliding along;
Three first shift control gears 830, 832, 834 that are installed on the outer circumferential surface of the shift control shaft 33 to be spaced apart by a distance of 3T, respectively, when the thickness of the gear is T;
A shift that is coupled to one end of the shift control shaft 33 and slides the shift control shaft 83 by 1T when shifting in the first gear, thereby sliding the first shift control gears 830, 832, 834 by 1T when shifting in the first gear Control stage 34;
Second shift control gears 850, 852 and 854 which are sequentially engaged with the first shift control gears 830, 832, and 834 as the shift control stage 34 slides and are installed spaced apart by a distance of 2T, respectively; And
Containing; an output drive shaft 35 that drives the output side according to the rotation of the second shift control gears 850, 852, 854, constituting the rotation shaft of the second shift control gear (850, 852, 854); including, the output drive shaft It is used as an input shaft by connecting the blade rotation shaft used for power generation using the running wind to (35),
It is installed in the air inlet at the bottom of the front bumper in the longitudinal direction, and when the car travels from right to left and the driving wind is formed from left to right, the air inlet is formed long horizontally when viewed from the front of the vehicle. It is installed to be located substantially parallel to the air inlet at the upper side of the air inlet, and the air introduced through the air inlet is discharged through the lower end of the front bumper fixing part to which the front bumper is fixed. It is used as an input shaft by connecting the rotation shaft located on the upper side of the shaft to the output drive shaft (35). The edge is arranged to face the rotation axis and includes 4 blades whose thickness in the rotation direction is thicker than the thickness on the opposite side in the rotation direction, and the rotation axis and the 4 blades are disposed inside a pair of wheelhouses, and at the rear side of the blade When viewed as an angle formed by a flat surface in the opposite direction of rotation and a thick surface in the rotation direction as α, the α value is a power generation device for an electric vehicle using a running wind, characterized in that consisting of 6 degrees to 10 degrees.

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