KR20170012829A - Transmission for electric vehicle - Google Patents

Transmission for electric vehicle Download PDF

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Publication number
KR20170012829A
KR20170012829A KR1020150105242A KR20150105242A KR20170012829A KR 20170012829 A KR20170012829 A KR 20170012829A KR 1020150105242 A KR1020150105242 A KR 1020150105242A KR 20150105242 A KR20150105242 A KR 20150105242A KR 20170012829 A KR20170012829 A KR 20170012829A
Authority
KR
South Korea
Prior art keywords
gear
planetary gear
sun
ring gear
sun gear
Prior art date
Application number
KR1020150105242A
Other languages
Korean (ko)
Inventor
허재훈
오세훈
신재원
Original Assignee
디와이 주식회사
중앙대학교 산학협력단
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 디와이 주식회사, 중앙대학교 산학협력단 filed Critical 디와이 주식회사
Priority to KR1020150105242A priority Critical patent/KR20170012829A/en
Publication of KR20170012829A publication Critical patent/KR20170012829A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears

Abstract

A transmission for an electric vehicle according to the present invention is a transmission for an electric vehicle, which is coupled to a driving motor and is driven to rotate depending on the rotation of a rotary shaft of the driving motor. The transmission includes a first inner gear and a second A ring gear having an inner gear; A first planetary gear engaged with the first inner peripheral gear and capable of rotating or revolving according to rotation of the ring gear; A first sun gear disposed inside the ring gear with the first planetary gear interposed therebetween, the first sun gear being rotated in engagement with the first planetary gear; A second planetary gear engaged with the second inner gear and capable of rotating or revolving according to rotation of the ring gear;
A second sun gear disposed inside the ring gear with the second planetary gear interposed therebetween in rotation with the second planetary gear; A carrier rotating with respect to the ring gear at a revolution speed of the first planetary gear or the second planetary gear; And a shift control portion for selectively fixing the first sun gear or the second sun gear, wherein the drive motor forms a structure directly connected to the ring gear without a clutch.

Description

[0001] Transmission for electric vehicle [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a transmission used in an electric vehicle, and more particularly, to a transmission used in an electric vehicle for an ultra-small vehicle running near a city center.

Generally, an automobile includes a body constituting a skeleton, an engine provided in the body for generating kinetic energy, a transmission for transmitting kinetic energy generated from the engine to the wheels of the vehicle, a suspension for absorbing and mitigating shock applied to the vehicle, And a steering device for adjusting the traveling direction of the vehicle and the vehicle.

Traditionally, internal combustion engines that generate power by burning liquid fossil fuels such as gasoline or light oil have been widely employed in vehicle engines. However, recently global environmental problems have become a global concern, and environmental regulations are being strengthened internationally. Regulation of exhaust gas and regulation of fuel efficiency are increasing. In accordance with this tendency, there is an increasing interest in an electric vehicle in which the noise is small and the exhaust gas is not discharged at all. An electric vehicle is an engine that employs a motor that converts electric energy into kinetic energy.

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a transmission for use in a compact electric vehicle newly developed for a short distance in an electric vehicle. The transmission is a device that transmits the power to the wheels of the vehicle by converting the torque and the rotational speed of the rotational kinetic energy of the motor rotating at a high speed. An example of such a transmission is disclosed in Korean Patent Publication No. 2014-0081051. Generally, a conventional transmission generally employs a clutch as a device for opening and closing the power of the engine and the transmission. However, in the case of an automatic transmission, a structure such as a torque converter is adopted and a mechanical clutch structure is not employed. However, since the structure of the torque converter itself is a very complicated structure, the structure of the automatic transmission generally has a structure in which a clutch The structure is complicated. In addition, although a transmission adopting a dual clutch structure has been developed and commercialized as disclosed in the above-mentioned Laid-open Patent Application No. 2014-0081051, the conventional structure is complicated as compared with the conventional transmission, and the manufacturing cost is high, have. In addition, in the conventional transmission, there is a clutch structure between the engine and the transmission, so that a power loss due to friction and a shift shock due to the difference between the engine speed and the rotation speed of the transmission due to the clutch intermittence are generated, .

It is an object of the present invention to solve the above-mentioned problems, and it is an object of the present invention to provide a small-sized electric motor having a simple structure and remarkably reducing a shift shock, And a transmission for an automobile.

According to an aspect of the present invention, there is provided a transmission for an electric vehicle,

A ring gear having a first inner gear disposed on an inner circumferential surface thereof and a second inner gear disposed at a position spaced apart from the first inner gear, the ring gear being coupled to the drive motor and being dependent on rotation of the rotation shaft of the drive motor;

A first planetary gear engaged with the first inner peripheral gear and capable of rotating or revolving according to rotation of the ring gear;

A first sun gear disposed inside the ring gear with the first planetary gear interposed therebetween, the first sun gear being rotated in engagement with the first planetary gear;

A second planetary gear engaged with the second inner gear and capable of rotating or revolving according to rotation of the ring gear;

A second sun gear disposed inside the ring gear with the second planetary gear interposed therebetween in rotation with the second planetary gear;

A carrier rotating with respect to the ring gear at a revolution speed of the first planetary gear or the second planetary gear; And

And a transmission control unit for selectively fixing the first sun gear or the second sun gear,

The drive motor is characterized in that the ring gear is directly connected to the ring gear without a clutch.

Preferably, the drive motor and the ring gear are directly meshed with gears.

Preferably, the carrier is rotatably coupled to the ring gear, the first sun gear, and the second sun gear via a ball bearing.

It is preferable that the shift control portion includes any one of a friction clutch, an electromagnetic clutch, and a magnetic fluid clutch.

It is preferable that the shifting is performed at a time point when the rotation of one of the sun gears that is not fixed in the course of power transmission from the ring gear to the carrier is physically stopped when any one of the first sun gear and the second sun gear is fixed .

And the rotary shafts of the first sun gear and the second sun gear are disposed on the same axis.

The transmission for an electric automobile according to the present invention provides a transmission for a miniature electric vehicle in which the structure is simple, the shift shock is remarkably reduced, and the manufacturing cost is reduced by constructing the clutch structure between the motor and the transmission, Lt; / RTI >

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing the main components of a transmission for an electric vehicle according to a preferred embodiment of the present invention. Fig.
2 is a sectional view taken along the line II-II shown in Fig.
3 is a sectional view taken along the line III-III shown in Fig.
4 is a partial sectional view taken along the line IV-IV shown in Fig.
5 is a partial sectional view showing the internal structure of the automotive transmission shown in Fig.
6 is a view seen in the X direction shown in Fig.
7 is a view seen from the Y direction shown in Fig.

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

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing the main components of a transmission for an electric vehicle according to a preferred embodiment of the present invention. Fig. 2 is a sectional view taken along the line II-II shown in Fig. 3 is a sectional view taken along the line III-III shown in Fig. 4 is a partial sectional view taken along the line IV-IV shown in Fig. 5 is a partial sectional view showing the internal structure of the automotive transmission shown in Fig. 6 is a view seen in the X direction shown in Fig. 7 is a view seen from the Y direction shown in Fig.

1 to 7, a transmission for an electric vehicle according to a preferred embodiment of the present invention is a device for changing the speed of an electric vehicle. The device includes a ring gear 20, a first planetary gear 30, A first sun gear 40, a second planetary gear 50, a second sun gear 60, and a speed change control section 90. For reference, the transmission 10 for an electric vehicle according to the present invention includes various housings, fastening members and the like in addition to the components specifically described below, but only the main components that realize the operation and effect of the present invention are specifically described, The components may be easily understood by those skilled in the art, so detailed description will be omitted. The components for which the description is omitted can be easily adopted from a known transmission structure.

The ring gear 20 is coupled to the drive motor 500. The ring gear 20 rotates depending on the rotation of the rotation shaft of the drive motor 500. [ More specifically, the ring gear 20 is a generally cylindrical structure. The outer peripheral surface of the ring gear 20 is provided with an outer peripheral gear 22 for forming a direct coupling structure with the driving motor 500. The ring gear 20 is directly connected to the drive motor 500 through the outer gear 22 without a clutch. Therefore, the ring gear 20 rotates at the same rotational speed as the rotational speed of the output shaft of the drive motor 500. Although the ring gear 20 and the drive motor 500 can be directly coupled to each other by gears as in the preferred embodiment of the present invention, the direct coupling structure is not limited to such a structure. For example, the ring gear 20 and the drive motor 500 may be directly coupled to each other through a friction disc structure, or may be coupled to each other via a belt or a chain.

The ring gear 20 includes a first inner peripheral gear 24 and a second inner peripheral gear 26.

The first inner peripheral gear 24 is provided on the inner peripheral surface of the ring gear 20. The first inner peripheral gear 24 may be formed of a spur gear or a helical gear. The second inner peripheral gear 26 is formed on the inner peripheral surface of the ring gear 20. The second inner peripheral gear 26 is disposed at a position spaced apart from the first inner peripheral gear 24. The first inner peripheral gear 24 and the second inner peripheral gear 26 may be formed to have the same number of teeth and have different tooth numbers.

The first planetary gear 30 is a gear that meshes with the first inner gear 24 and rotates. The first planetary gear 30 can rotate or revolve according to the rotation of the ring gear 20. The rotation axis of the first planetary gear 30 is rotatably coupled to the carrier 70 described later. Accordingly, the first planetary gear 30 is rotatable with respect to the carrier 70 and can be rotated together with the carrier 70. A plurality of the first planetary gears 30 may be provided. In the present embodiment, three first planetary gears 30 are provided.

The first sun gear 40 is a gear meshed with the first planetary gear 30. The first sun gear 40 rotates by having a separate rotation axis. The first sun gear 40 is provided so as to be rotatable without revolving. The first sun gear 40 is disposed inside the ring gear 20 with the first planetary gear 30 interposed therebetween. Therefore, when the ring gear 20 rotates, the first planetary gear 30 rotates at the same time as the first planetary gear 30 rotates. When the first planetary gear 30 rotates only, the first sun gear 40 also rotates. On the other hand, when the first planetary gear 30 rotates and revolves at the same time, the first sun gear 40 can be physically stopped. That is, there may occur a case where the first planetary gear 30 does not transmit power to the first sun gear 40. Such a case can be useful for determining a shift point.

The second planetary gear 50 is a gear that meshes with the second inner peripheral gear 26 and rotates. The second planetary gear 50 can rotate or revolve according to the rotation of the ring gear 20. The rotation axis of the second planetary gear 50 is rotatably coupled to the carrier 70 described later. Accordingly, the second planetary gear 50 is rotatable with respect to the carrier 70, which will be described later, and can be rotated together with the carrier 70. The second planetary gear 50 is disposed at a position spaced apart from the first planetary gear 30.

The second sun gear 60 is a gear meshed with the second planetary gear 50. The second sun gear 60 has a separate rotation axis to rotate. The second sun gear 60 is provided so as to be rotatable without revolving. The second sun gear 60 is disposed inside the ring gear 20 with the second planetary gear 50 interposed therebetween. Accordingly, when the ring gear 20 rotates, the second planetary gear 50 revolves at the same time as it rotates or rotates. When the second planetary gear 50 rotates only, the second sun gear 60 also rotates. On the other hand, when the second planetary gear 50 rotates and revolves at the same time, the second sun gear 60 can be physically stopped. That is, the second planetary gear 50 may not transmit power to the second sun gear 60. Such a case can be useful for determining a shift point.

The rotary shafts of the first sun gear 40 and the second sun gear 60 may be arranged on the same axis.

The purpose of shifting can be achieved by selectively fixing either the first sun gear 40 or the second sun gear 60 when the ring gear 20 is rotated by the drive motor 500. [ That is, by fixing the first sun gear 40, the first planetary gear 30 rotates and revolves simultaneously with the rotation of the ring gear 20, and the carrier 70, which will be described later, (30). By fixing the second sun gear 60, the second planetary gear 50 rotates and revolves simultaneously with the rotation of the ring gear 20, and the carrier 70, which will be described later, Is rotated at the same speed as the revolution speed of the rotor (50).

The carrier 70 can be rotated with respect to the ring gear 20 at the revolution speed of the first planetary gear 30 or the second planetary gear 50. [ The carrier (70) is disposed inside the ring gear (20). The carrier 70 is rotatably mounted on the ring gear 20. For example, the carrier 70 may be rotatably coupled to the ring gear 20, the first sun gear 40, and the second sun gear 60 via a ball bearing 80. The carrier 70 is rotatably coupled to the rotation shaft of the first planetary gear 30 and the rotation shaft of the second planetary gear 50. Therefore, when the first planetary gear 30 and the second planetary gear 50 rotate but do not perform idle motion, the carrier 70 does not rotate but stops. When the first planetary gear 30 or the second planetary gear 50 performs idle motion, the carrier 70 is rotated in the direction of the first planetary gear 30 or the second planetary gear 50, Rotates at a revolution speed. The carrier 70 serves to output the rotational motion of the driving motor 500 to the outside of the transmission 10. [ The carrier 70 has a driven gear 72 so that the driven gear 72 is coupled to the output gear 100 connected to the wheels of the vehicle, for example. The primary speed ratio is determined by the gear ratios of the drive motor 500 and the ring gear 20 and the ratio of the gear ratio of the ring gear 20 to the first planetary gear 30 and the first sun gear 40 The secondary speed ratio is determined by the gear ratios of the ring gear 20, the second planetary gear 50 and the second sun gear 60. In addition, the third gear ratio is determined by the gear ratio of the driven gear 72 and the output gear 100. Accordingly, the final speed ratio can be obtained by multiplying the primary and secondary tertiary speed ratios.

As described above, one carrier 70 may be provided, but two carriers 70 may be provided. When two carriers 70 are provided, one may be coupled to the first planetary gear 30 and the other one may be coupled to the second planetary gear 50.

The transmission control unit 90 selectively fixes the first sun gear 40 or the second sun gear 60. [ The shift control portion 90 can be automatically controlled by the vehicle control unit or manually controlled by the driver. The transmission control section 90 may include, for example, any one of a friction clutch, an electromagnetic clutch and a magnetic fluid clutch of a known structure. The transmission control unit 90 may be configured such that either one of the first sun gear and the second sun gear is fixed so that the rotation of the other sun gear not being fixed in the course of power transmission from the ring gear to the carrier is physically stopped So that the shifting operation can be performed. When the shift is performed at such a point in time, there is an advantage that the shift shock hardly occurs.

As described above, in the transmission 10 for an electric vehicle according to the present invention, the drive motor 500 forms a structure directly connected to the ring gear 20 without a clutch. Accordingly, since the driver does not need to perform a separate clutch operation, the efficiency of operation is improved and the clutch structure is not mediated between the drive motor 500 and the transmission 10, so that the power loss is reduced, Is implemented.

Hereinafter, the operation and effect of the transmission 10 for an electric vehicle having the above-described components will be described in detail.

The operation and effect of the electric vehicle transmission 10 according to the present invention will be described with reference to FIGS. 2 to 5 as an example of the process of transmitting power.

First, the idling state will be described.

The driver drives the drive motor 500 of the electric vehicle using the start key or the start button. At this time, the shift control unit 90 does not arrest both the first sun gear 40 and the second sun gear 60. The driving motor 500 rotates. As the drive motor 500 rotates, the ring gear 20 rotates. As the ring gear 20 rotates, the first planetary gear 30 and the second planetary gear 50 rotate. The first sun gear 40 and the second sun gear 60 can be freely rotated without being fixed at the initial start time so that the first planetary gear 30 and the second planetary gear 50 rotate only . In this case, since the carrier 70 does not rotate, no driving force is transmitted to the wheels of the vehicle.

Now, the process of one-speed shifting will be explained.

In the idling state, the shift control portion 90 fixes the first sun gear 40. The rotational force of the ring gear 20 rotating through the driving motor 500 is transmitted to the first planetary gear 30 and the second planetary gear 50 when the first sun gear 40 is fixed. do. The first planetary gear 30 rotates along the outer periphery of the first sun gear 40 while rotating. The carrier 70 rotates at the same speed as the first planetary gear 30. Since the rotational force transmitted to the second planetary gear 50 is in a state in which the second sun gear 60 can freely rotate, the rotational force of the carrier 70 is transmitted to the first planetary gear 30, Of the time. As the carrier 70 rotates, rotational force is transmitted to the wheels of the vehicle through the output gear 100 meshing with the carrier 70, so that the vehicle travels in the first stage.

Now, the process of two-speed shifting will be explained.

In a state in which the vehicle is operated in the one-stage shift, the shift control portion 90 releases the first sun gear 40 and restrains the second sun gear 60. The rotational force of the driving motor 500 is transmitted to the carrier 70 through the ring gear 20 and the second planetary gear 50. [ Since the rotational force transmitted to the first planetary gear 30 is in a state in which the first sun gear 40 can freely rotate, the rotational force of the carrier 70 is transmitted only to the revolution of the second planetary gear 50 It depends. As the carrier 70 rotates, rotational force is transmitted to the wheels of the vehicle through the output gear 100 meshing with the carrier 70, so that the vehicle travels in two stages.

The shifting point from the one-stage shifting to the two-stage shifting may be such that the shifting control section 90 fixes the second sun gear 60 at a time point when the second sun gear 60 does not physically rotate desirable. That is, since the second sun gear 60 is fixed in a state where no physical rotational force is applied to the second sun gear 60, there is an advantage that a shift shock due to the fixing of the second sun gear 60 can be prevented . The shifting point of time is determined by the gear ratio of the ring gear 20, the first planetary gear 30 and the first sun gear 40 and the gear ratio of the ring gear 20 and the second planetary gear 50, The gear ratio of the second sun gear 60 can be easily calculated.

As described above, the transmission for an electric automobile according to the present invention is simple in structure by not requiring a clutch structure between the motor and the transmission, and is shifted at a time when the first sun gear or the second sun gear does not physically rotate The present invention provides an effect of providing a transmission for a miniature electric vehicle in which the impact of shifting is significantly reduced and the structure is simple and the manufacturing cost is reduced.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but many variations and modifications can be made by those skilled in the art within the technical scope of the present invention. Is obvious.

10: Transmission
20: ring gear
22: Outer gear
24: First inner gear
26: 2nd inner gear
30: first planetary gear
40: 1st sun gear
50: second planetary gear
60: 2nd sun gear
70: Carrier
72: driven gear
80: Ball bearing
90:
100: Output gear
500: drive motor

Claims (6)

A transmission for an electric vehicle,
A ring gear having a first inner gear disposed on an inner circumferential surface thereof and a second inner gear disposed at a position spaced apart from the first inner gear, the ring gear being coupled to the drive motor and being dependent on rotation of the rotation shaft of the drive motor;
A first planetary gear engaged with the first inner peripheral gear and capable of rotating or revolving according to rotation of the ring gear;
A first sun gear disposed inside the ring gear with the first planetary gear interposed therebetween, the first sun gear being rotated in engagement with the first planetary gear;
A second planetary gear engaged with the second inner gear and capable of rotating or revolving according to rotation of the ring gear;
A second sun gear disposed inside the ring gear with the second planetary gear interposed therebetween in rotation with the second planetary gear;
A carrier rotating with respect to the ring gear at a revolution speed of the first planetary gear or the second planetary gear; And
And a transmission control unit for selectively fixing the first sun gear or the second sun gear,
Wherein the drive motor forms a structure directly connected to the ring gear without a clutch. The method according to claim 1,
And the drive motor and the ring gear are directly meshed with each other by a gear. The method according to claim 1,
Wherein the carrier is rotatably coupled to the ring gear, the first sun gear and the second sun gear via a ball bearing. The method according to claim 1,
Wherein the shift control portion includes any one of a friction clutch, an electromagnetic clutch, and a magnetic fluid clutch. The method according to claim 1,
Wherein the shifting is performed at a time point when the rotation of one of the sun gears that is not fixed in the course of the power transmission from the ring gear to the carrier is physically stopped when any one of the first sun gear and the second sun gear is fixed, Transmission for electric vehicles. The method according to claim 1,
And the rotation shafts of the first sun gear and the second sun gear are disposed on the same axis.
KR1020150105242A 2015-07-24 2015-07-24 Transmission for electric vehicle KR20170012829A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020150105242A KR20170012829A (en) 2015-07-24 2015-07-24 Transmission for electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020150105242A KR20170012829A (en) 2015-07-24 2015-07-24 Transmission for electric vehicle

Publications (1)

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KR20170012829A true KR20170012829A (en) 2017-02-03

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KR1020150105242A KR20170012829A (en) 2015-07-24 2015-07-24 Transmission for electric vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019194390A1 (en) * 2018-04-02 2019-10-10 드라이브텍 주식회사 Electric vehicle transmission system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019194390A1 (en) * 2018-04-02 2019-10-10 드라이브텍 주식회사 Electric vehicle transmission system
US11674567B2 (en) 2018-04-02 2023-06-13 Drivetech Co., Ltd. Electric vehicle transmission system

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