KR20170052791A - Transmission for electric vehicle - Google Patents
Transmission for electric vehicle Download PDFInfo
- Publication number
- KR20170052791A KR20170052791A KR1020150154446A KR20150154446A KR20170052791A KR 20170052791 A KR20170052791 A KR 20170052791A KR 1020150154446 A KR1020150154446 A KR 1020150154446A KR 20150154446 A KR20150154446 A KR 20150154446A KR 20170052791 A KR20170052791 A KR 20170052791A
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- gear
- input shaft
- shaft
- gear pair
- counter shaft
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/02—Arrangements for synchronisation, also for power-operated clutches
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
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- 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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
According to an aspect of the present invention, there is provided an electric vehicle transmission including: a first input shaft receiving power directly from a motor; A second input shaft installed to receive power from the motor through the clutch; A counter shaft disposed parallel to the first input shaft and the second input shaft; A first gear pair and a second gear pair provided on the first input shaft and the counter shaft so as to form different gear ratios; A first synchronizing device for selecting either the first gear pair or the second gear pair and transmitting the power of the first input shaft to the counter shaft; A one-way clutch installed to allow power transmission from the motor only in one direction toward the counter shaft via the first synchronizing device; A third gear pair and a fourth gear pair provided on the second input shaft and the counter shaft so as to form different gear ratios; And a second synchronizing device for selecting any one of the third gear pair and the fourth gear pair and transmitting the power of the second input shaft to the counter shaft.
Description
BACKGROUND OF THE
By using a transmission in an electric vehicle, it is possible to reduce the capacity of the motor that is the driving source of the electric vehicle, while securing the desired power performance in the vehicle.
As described above, in order to satisfy the power performance required for the vehicle while reducing the cost by reducing the capacity of the motor, it is required that the structure of the transmission is as simple as possible, has high power transmission efficiency, and has excellent shifting quality .
It is to be understood that the foregoing description of the inventive concept is merely for the purpose of promoting an understanding of the background of the present invention and should not be construed as an admission that it is a prior art already known to those skilled in the art. Will be.
SUMMARY OF THE INVENTION The present invention has been made in view of the above-described needs, and it is an object of the present invention to provide a motor vehicle having a simple structure and high power transmission efficiency and excellent shift quality, So that the performance of the electric vehicle can be met.
According to an aspect of the present invention, there is provided an electric vehicle transmission including:
A first input shaft receiving power directly from the motor;
A second input shaft installed to receive power from the motor through the clutch;
A counter shaft disposed parallel to the first input shaft and the second input shaft;
A first gear pair and a second gear pair provided on the first input shaft and the counter shaft so as to form different gear ratios;
A first synchronizing device for selecting either the first gear pair or the second gear pair and transmitting the power of the first input shaft to the counter shaft;
A one-way clutch installed to allow power transmission from the motor only in one direction toward the counter shaft via the first synchronizing device;
A third gear pair and a fourth gear pair provided on the second input shaft and the counter shaft so as to form different gear ratios;
A second synchronizing device for selecting any one of the third gear pair and the fourth gear pair and transmitting the power of the second input shaft to the counter shaft;
And,
The first gear pair and the second gear pair having a relatively low gear ratio and the third gear pair and the fourth gear pair having a relatively high gear ratio having the same gear ratio.
The second input shaft is concentric with the first input shaft and may be a hollow shaft inserted outside the first input shaft.
Wherein the first gear pair is engaged with a first-stage drive gear of the first input shaft and a first-stage driven gear of the counter shaft to form one short-side gear;
Wherein the second gear pair is formed by meshing a main two-speed driven gear of the first input shaft and a main two-stage driven gear of the counter shaft to form a two-
The third gear pair is engaged with the second second-stage drive gear of the second input shaft and the second-stage driven gear of the counter shaft to form the same transmission ratio as the second-stage side gear;
The third gear pair of the second input shaft and the three-gear driven gear of the counter shaft are meshed with each other to form a three-gear short gear;
The one short side to three short side speeds may be constituted so as to form a series of speed change stages in which the speed change ratio is successively reduced.
The first synchronizing device is installed on the counter shaft between the first stage driven gear and the main second driven gear;
The second synchronizing device may be installed on the counter shaft between the sub second-stage driven gear and the third-stage driven gear.
The one-way clutch may be installed between the hub of the first synchronizing device and the counter shaft so that power can be transmitted only from the hub toward the counter shaft.
Wherein the one-way clutch is provided between the first input shaft and the first-stage drive gear, and between the first input shaft and the second-stage drive gear, The power can be transmitted only in the direction of the vehicle.
The one-way clutch may be disposed between the motor and the first input shaft so that power is transmitted only in a direction from the motor toward the first input shaft.
An output gear for withdrawing power from the counter shaft may be integrally provided on the counter shaft.
In the electric-vehicle transmission according to the present invention,
A first input shaft receiving power directly from the motor;
A second input shaft installed to receive power from the motor through the clutch;
A counter shaft disposed parallel to the first input shaft and the second input shaft;
A first gear pair and a second gear pair provided on the first input shaft and the counter shaft so as to form different gear ratios;
A first synchronizing device for selecting either the first gear pair or the second gear pair and transmitting the power of the first input shaft to the counter shaft;
A one-way clutch installed to allow power transmission from the motor only in one direction toward the counter shaft via the first synchronizing device;
A third gear pair provided on the second input shaft and the counter shaft so as to form the same transmission ratio as the second gear pair;
A second synchronizing device for selecting the third gear pair and transmitting the power of the second input shaft to the counter shaft;
A propeller shaft disposed concentrically with the first input shaft and configured to receive power from the counter shaft;
A third synchronizing device provided for directly connecting or disconnecting the first input shaft and the propeller shaft;
And,
The speed ratio of the second gear pair and the third gear pair is larger than 1 and smaller than the speed ratio of the first gear pair.
An output gear for withdrawing power from the counter shaft;
The propelling shaft may be provided with a take-out gear which is engaged with the output gear to draw power.
The present invention has a simple structure and a high power transmission efficiency, and is excellent in the quality of shifting, thereby making it possible to reduce the motor capacity of the electric vehicle and to reduce the cost, while satisfying the power performance required by the vehicle.
1 is a view showing the structure of a first embodiment of a transmission for an electric vehicle according to the present invention,
2 to 10 are views for explaining a shift process of the transmission of FIG. 1,
Figure 11 illustrates an embodiment in which the transmission of Figure 1 implements a reverse shift stage,
12 is a view showing a structure of a second embodiment of a transmission for an electric vehicle according to the present invention,
13 is a view showing a structure of a third embodiment of a transmission for an electric vehicle according to the present invention,
14 is a view showing the structure of a fourth embodiment of a transmission for an electric vehicle according to the present invention,
15 is a view showing the structure of a fifth embodiment of a transmission for an electric vehicle according to the present invention.
Referring to FIG. 1, an embodiment of a transmission for an electric vehicle of the present invention includes a first input shaft IN1 receiving power directly from a motor M; A second input shaft IN2 installed to receive power from the motor M through the clutch C; A counter axis CN disposed parallel to the first input shaft IN1 and the second input shaft IN2; A first gear pair GP1 and a second gear pair GP2 provided on the first input shaft IN1 and the counter shaft CN so as to form different gear ratios; A first synchronizing device (not shown) provided to select one of the first gear pair GP1 and the second gear pair GP2 and to transmit the power of the first input shaft IN1 to the counter shaft CN S1); A one-way clutch (OWC) installed to allow power transmission from the motor (M) to the counter shaft (CN) via the first synchronizer (S1) only in one direction; A third gear pair GP3 and a fourth gear pair GP4 provided on the second input shaft IN2 and the counter shaft CN so as to form different gear ratios; A second synchronizing device (not shown) provided to select one of the third gear pair GP3 and the fourth gear pair GP4 and to transmit the power of the second input shaft IN2 to the counter shaft CN S2.
It is to be noted that the gear ratio of the first gear pair GP1 and the second gear pair GP2 is relatively small and the gear ratio of the third gear pair GP3 and the fourth gear pair GP4 is relatively large Speed ratio.
In this embodiment, as will be described later, the second gear pair GP2 and the third gear pair GP3 are configured to have a two-speed gear ratio that is the same gear ratio.
That is, the present invention includes one power transmission path for shifting and outputting from the motor M, which is the driving source of the vehicle, through the first input shaft IN1 and the counter shaft CN and a second input shaft IN2, And the other power transmission path is configured to be able to implement different speed change ratios and to implement the same speed change ratio.
One of the two power transmission paths is provided with the one-way clutch OWC and the other is provided with the clutch C.
The second input shaft IN2 is concentric with the first input shaft IN1 and is formed of a hollow shaft inserted outside the first input shaft IN1.
The first gear pair GP1 is formed by meshing a first driven gear D1 of the first input shaft IN1 and a first driven gear P1 of the counter shaft CN to form one short side gear, The two gear pair GP2 is formed by meshing the main two-stage driven gear MD2 of the first input shaft IN1 with the main two-stage driven gear MP2 of the counter shaft CN, The third gear pair GP3 meshes the second two-stage short-drive gear SD2 of the second input shaft IN2 and the second two-stage driven gear SP2 of the counter shaft CN to form the same speed ratio as the two- The third gear pair D3 of the second input shaft IN2 and the third gear driven gear P3 of the counter shaft CN are meshed with each other to form a three- The one short side to three short side ends constitute a series of gear stages in which the speed ratio is successively reduced.
The first synchronizing apparatus S1 is installed on a counter axis CN between the first stage driven gear P1 and the main second stage driven gear MP2 and the second synchronizing apparatus S2 is provided on the counter shaft CN between the sub- And is disposed on the counter shaft CN between the driven gear SP2 and the driven gear P3.
An output gear (OG) for withdrawing power is integrally provided on the counter shaft (CN). The output gear OG is engaged with a differential ring gear (not shown) to be used in a front engine front drive (FF) vehicle, or as a fourth embodiment in FIG. 14, IG) and is configured to draw power to the propulsion shaft (PS), so that it can be used in FR (front engine rear drive) vehicles.
For reference, the above configuration is common to the second to fourth embodiments of Figs. 12 to 14. Fig.
In the first embodiment of FIGS. 1 to 11, the one-way clutch OWC is provided between the hub H of the first synchronous machine S1 and the counter shaft CN, CN so that the power can be transmitted only in a direction toward the CN.
12, the one-way clutch OWC is provided between the first input shaft IN1 and the first-stage drive gear D1 and between the first input shaft IN1 and the second- And only in the direction from the first input shaft IN1 to the first stage drive gear D1 and in the direction from the first input shaft IN1 to the second main drive gear MD2, And the like.
13, the one-way clutch OWC is provided between the motor M and the first input shaft IN1, and the one-way clutch OWC is provided between the motor M and the first input shaft IN1, So that power is transmitted only in the direction from the first input shaft IN1 to the first input shaft IN1.
In the fourth embodiment of FIG. 14, the other structure is the same as that of the first embodiment, except that a separate propulsion shaft PS is provided so that power is transmitted from the output gear OG and the take- As shown in FIG.
In the fifth embodiment shown in FIG. 15, the other components are substantially the same as those of the fourth embodiment, and the fourth gear pair GP4 is removed from the fourth embodiment, and the first input shaft IN1 and the propeller shaft PS, So that the three-stage speed change stage can be formed.
That is, the fifth embodiment of FIG. 15 includes a first input shaft IN1 receiving power directly from the motor M; A second input shaft IN2 installed to receive power from the motor M through the clutch C; A counter axis CN disposed parallel to the first input shaft IN1 and the second input shaft IN2; A first gear pair GP1 and a second gear pair GP2 provided on the first input shaft IN1 and the counter shaft CN so as to form different gear ratios; A first synchronizing device (not shown) provided to select one of the first gear pair GP1 and the second gear pair GP2 and to transmit the power of the first input shaft IN1 to the counter shaft CN S1); A one-way clutch (OWC) installed to allow power transmission from the motor (M) to the counter shaft (CN) via the first synchronizer (S1) only in one direction; A third gear pair GP3 provided on the second input shaft IN2 and the counter shaft CN so as to form the same transmission ratio as the second gear pair GP2; A second synchronizer S2 for selecting the third gear pair GP3 and transmitting the power of the second input shaft IN2 to the counter shaft CN; A propulsion shaft PS arranged concentrically with the first input shaft IN1 and configured to receive power from the counter shaft CN; And a third synchronizing device S3 provided for directly connecting or disconnecting the first input shaft IN1 and the propelling shaft PS.
Here, the speed ratio of the second gear pair GP2 and the third gear pair GP3 is greater than 1 and smaller than the gear ratio of the first gear pair GP1. That is, the first gear pair GP1 forms a one-side short gear, the second gear pair GP2 and the third gear pair GP3 form a two-gear short gear stage, and the three- S3, the first input shaft IN1 is directly connected to the propelling shaft PS.
The first to fifth embodiments have substantially the same technical idea and are modifications of a range that can be appropriately selected according to the type of vehicle to which the present invention is applied.
Hereinafter, the shifting process shown in Figs. 2 to 10 will be described with reference to the configuration of the first embodiment.
2 is a state in which the first driven gear P1 is connected to the counter shaft CN by the first synchronizer S1 to start running in a stopped state.
3 is a view showing a state in which when the motor M is driven from the state shown in Fig. 2, the rotational force of the motor M is transmitted to the first input shaft IN1, the first-stage drive gear D1, And output to the counter axis CN via the synchronizing device S1 to perform one-stage running.
Fig. 4 shows a state in which the second synchronizer S2 is operated for shifting from the state of Fig. 3 to the two short-side speeds and the sub-two-stage driven gear SP2 is coupled to the counter shaft CN.
Fig. 5 is a view obtained by coupling the clutch C from the state shown in Fig. 4, in which the power of the motor M is transmitted via the clutch C to the second input shaft IN2, the second two-stage drive gear SD2, Is outputted to the counter shaft (CN) through the gear (SP2) and the second synchronizing device (S2) and the two-stage running is performed.
At this time, the power of two stages through the second synchronizer S2 is not transmitted from the counter shaft CN to the first stage driven gear P1, Way clutch (OWC).
That is, while the one-way clutch OWC is transmitted through the second input shaft IN2 and the counter shaft CN and is transmitted, the power is transmitted to the first input shaft IN1 To the motor M via the power transmission path through the power transmission path.
Therefore, from the state of FIG. 4, only the clutch C is fastened as shown in FIG. 5, so that the transmission is smoothly shifted from the first stage to the second stage.
6 is a state in which the one-side short-circuited end which does not transmit power is released from the state of FIG. 5, and the first synchronous device S1 is switched to the neutral state.
Fig. 7 shows a state in which the main two-stage driven gear MP2 is coupled to the counter shaft CN by the first synchronizer S1 for the shift from the state of Fig. 6 to the third gear.
8 shows a state in which the clutch C is released and the second synchronizing apparatus S2 is released from the state shown in Fig. 7. In this state, the first synchronizer S1, the main two-stage short-drive gear MD2, The running state of the two stages is stably maintained by the single driven gear MP2.
FIG. 9 shows the third synchronizing device S2 connected to the counter shaft CN by a three-stage driven gear P3. This operation can be easily performed because the clutch C is released.
Fig. 10 shows a state in which the clutch C is engaged in the state of Fig. 9 and the power of the motor M through the clutch C is transmitted through the third-stage drive gear D3 and the third- And is drawn out through the counter shaft (CN), whereby the vehicle is in a three-step running state.
As described above, in the vehicle to which the present invention is applied, torque interruption, which is a chronic problem of the continuously-variable shifting mechanism, does not occur during shifting from the first-stage running state to the third-stage running state via the second- It is possible to transmit the drive torque, thereby improving the shift quality and the driving performance of the vehicle.
Of course, since the present invention is based on the constant meshing mechanism, the power transmission efficiency is significantly higher than that of an automatic transmission using a conventional torque converter, thereby contributing to an improvement in fuel efficiency of the vehicle.
1, the reverse synchronizing device SR is further provided on the counter shaft CN so that the first-stage driven gear P1 and the second- Is connected to the counter shaft CN and then the motor M is rotated in the reverse direction, it is possible to realize the reverse shift stage.
While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.
IN1; The first input shaft
IN2; The second input shaft
CN; Counter shaft
PS; Propeller shaft
GP1; First gear pair
GP2; Second gear pair
GP3; 3rd gear pair
GP4; Fourth gear pair
C; clutch
OWC; One Way Clutch
S1; The first synchronous device
S2; The second synchronizing device
S3; Third synchronizing device
Claims (16)
A second input shaft installed to receive power from the motor through the clutch;
A counter shaft disposed parallel to the first input shaft and the second input shaft;
A first gear pair and a second gear pair provided on the first input shaft and the counter shaft so as to form different gear ratios;
A first synchronizing device for selecting either the first gear pair or the second gear pair and transmitting the power of the first input shaft to the counter shaft;
A one-way clutch installed to allow power transmission from the motor only in one direction toward the counter shaft via the first synchronizing device;
A third gear pair and a fourth gear pair provided on the second input shaft and the counter shaft so as to form different gear ratios;
A second synchronizing device for selecting any one of the third gear pair and the fourth gear pair and transmitting the power of the second input shaft to the counter shaft;
And,
The first gear pair and the second gear pair having a relatively low gear ratio and the third gear pair and the fourth gear pair having a relatively large gear ratio having the same gear ratio
And an electric motor.
Wherein the second input shaft is formed concentrically with the first input shaft and the hollow shaft inserted into the outer side of the first input shaft
And an electric motor.
Wherein the first gear pair is engaged with a first-stage drive gear of the first input shaft and a first-stage driven gear of the counter shaft to form one short-side gear;
Wherein the second gear pair is formed by meshing a main two-speed driven gear of the first input shaft and a main two-stage driven gear of the counter shaft to form a two-
The third gear pair is engaged with the second second-stage drive gear of the second input shaft and the second-stage driven gear of the counter shaft to form the same transmission ratio as the second-stage side gear;
The third gear pair of the second input shaft and the three-gear driven gear of the counter shaft are meshed with each other to form a three-gear short gear;
The one-stage short-term to three-stage short-speed stages are constituted of a series of gear stages in which the speed ratio is reduced in order
And an electric motor.
The first synchronizing device is installed on the counter shaft between the first stage driven gear and the main second driven gear;
Wherein the second synchronizing device is mounted on a counter shaft between the sub second-stage driven gear and the third-stage driven gear
And an electric motor.
Wherein the one-way clutch is provided between the hub of the first synchronous device and the counter shaft so that power can be transmitted only from the hub toward the counter shaft
And an electric motor.
Wherein the one-way clutch is provided between the first input shaft and the first-stage drive gear, and between the first input shaft and the second-stage drive gear, A structure capable of transmitting power only in a direction
And an electric motor.
Wherein the one-way clutch is disposed between the motor and the first input shaft and is configured to transmit power only in a direction from the motor toward the first input shaft
And an electric motor.
Wherein the counter shaft is integrally provided with an output gear for withdrawing power
And an electric motor.
A second input shaft installed to receive power from the motor through the clutch;
A counter shaft disposed parallel to the first input shaft and the second input shaft;
A first gear pair and a second gear pair provided on the first input shaft and the counter shaft so as to form different gear ratios;
A first synchronizing device for selecting either the first gear pair or the second gear pair and transmitting the power of the first input shaft to the counter shaft;
A one-way clutch installed to allow power transmission from the motor only in one direction toward the counter shaft via the first synchronizing device;
A third gear pair provided on the second input shaft and the counter shaft so as to form the same transmission ratio as the second gear pair;
A second synchronizing device for selecting the third gear pair and transmitting the power of the second input shaft to the counter shaft;
A propeller shaft disposed concentrically with the first input shaft and configured to receive power from the counter shaft;
A third synchronizing device provided for directly connecting or disconnecting the first input shaft and the propeller shaft;
And,
The speed ratio of the second gear pair and the third gear pair is larger than 1 and smaller than the speed ratio of the first gear pair
And an electric motor.
An output gear for withdrawing power from the counter shaft;
Wherein the propeller shaft is provided with a take-out gear which is engaged with the output gear to draw power
And an electric motor.
Wherein the second input shaft is formed concentrically with the first input shaft and the hollow shaft inserted into the outer side of the first input shaft
And an electric motor.
Wherein the first gear pair is engaged with a first-stage drive gear of the first input shaft and a first-stage driven gear of the counter shaft to form one short-side gear;
Wherein the second gear pair is formed by meshing a main two-speed driven gear of the first input shaft and a main two-stage driven gear of the counter shaft to form a two-
The third gear pair is engaged with the second second-stage drive gear of the second input shaft and the second-stage driven gear of the counter shaft to form the same transmission ratio as the second-stage side gear;
Wherein the third synchronizing device directly connects the first input shaft and the propeller shaft to form a three short-axis speed stage;
The one-stage short-term to three-stage short-speed stages are constituted of a series of gear stages in which the speed ratio is reduced in order
And an electric motor.
The first synchronizing device is installed on the counter shaft between the first stage driven gear and the main second driven gear;
Wherein the second synchronizing device is mounted on a counter shaft next to the sub second stage driven gear
And an electric motor.
Wherein the one-way clutch is provided between the hub of the first synchronous device and the counter shaft so that power can be transmitted only from the hub toward the counter shaft
And an electric motor.
Wherein the one-way clutch is provided between the first input shaft and the first-stage drive gear, and between the first input shaft and the second-stage drive gear, A structure capable of transmitting power only in a direction
And an electric motor.
Wherein the one-way clutch is disposed between the motor and the first input shaft and is configured to transmit power only in a direction from the motor toward the first input shaft
And an electric motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020150154446A KR101755879B1 (en) | 2015-11-04 | 2015-11-04 | Transmission for electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020150154446A KR101755879B1 (en) | 2015-11-04 | 2015-11-04 | Transmission for electric vehicle |
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| Publication Number | Publication Date |
|---|---|
| KR20170052791A true KR20170052791A (en) | 2017-05-15 |
| KR101755879B1 KR101755879B1 (en) | 2017-07-10 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1020150154446A KR101755879B1 (en) | 2015-11-04 | 2015-11-04 | Transmission for electric vehicle |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20200080672A (en) | 2018-12-27 | 2020-07-07 | 현대트랜시스 주식회사 | Powertrain for electric vehicle and control method thereof |
| KR20200098772A (en) | 2019-02-12 | 2020-08-21 | 현대자동차주식회사 | Transmission for electric vehicle |
| KR20200098785A (en) | 2019-02-12 | 2020-08-21 | 현대자동차주식회사 | Transmission for electric vehicle |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006275116A (en) * | 2005-03-28 | 2006-10-12 | Daihatsu Motor Co Ltd | Gear type transmission |
| JP4404795B2 (en) * | 2005-03-28 | 2010-01-27 | ダイハツ工業株式会社 | Gear transmission |
| KR101428421B1 (en) * | 2013-10-17 | 2014-08-07 | 현대자동차주식회사 | Shifting apparatus for vehicle |
-
2015
- 2015-11-04 KR KR1020150154446A patent/KR101755879B1/en active IP Right Grant
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20200080672A (en) | 2018-12-27 | 2020-07-07 | 현대트랜시스 주식회사 | Powertrain for electric vehicle and control method thereof |
| KR20200098772A (en) | 2019-02-12 | 2020-08-21 | 현대자동차주식회사 | Transmission for electric vehicle |
| KR20200098785A (en) | 2019-02-12 | 2020-08-21 | 현대자동차주식회사 | Transmission for electric vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| KR101755879B1 (en) | 2017-07-10 |
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