201130703 六、發明說明： 【發明所屬之技術領域】 本發明係有關一種電動車傳動系統，特別是指一種雙動力 輸入之電動車傳動糸統’其兼具高傳動效率且換槽平順、提升 能源使用效率、回收煞車能量及可靠度高等優點及功钕。 【先前技術】 目前輕型汽油引擎汽、機車傳動系統分為有段變速與無段 變速兩大類。機車變速器大部分為橡膠皮帶式無段變速系統201130703 VI. Description of the Invention: [Technical Field] The present invention relates to an electric vehicle transmission system, and more particularly to an electric vehicle transmission system with dual power input, which has high transmission efficiency, smooth groove change, and improved energy Benefits of use efficiency, recovery of braking energy and high reliability. [Prior Art] At present, the gasoline and locomotive transmission systems of light gasoline engines are divided into two categories: segmented and stepless. Most of the locomotive transmissions are rubber belt type stepless transmission systems.
(無段變速系統，Continuous Variable Transmission，簡稱 CVT) 及齒輪式有段變速器兩種，汽車有段變速以齒輪式^主，盔段 變速則為金屬皮帶式。 ^ 橡膠皮帶式無段變速系統變速滑順，無遲滯現象，但效率 不佳’金屬皮帶式則需要配合油壓系統’成本較高；而齒輪式 有段變速器具有較咼之傳動效率，缺點為動力匹配性及操作性 比無段變速系統差。 μ 現有市售電動機車的傳動系統共有三類，包括：皮帶式一 段減速、齒輪式兩段變速及傳統汽油引擎速克達機車的無段變 速系統(CVT)。其中皮帶式-段減速系统無法兼顧機車在起步 的高扭矩及高極速的速度比需求’也就是說，一段減速必然無 法與馬達有良好的匹配，使馬達無法在各種路況下皆運作於高 效率區；齒輪式兩段變速器比一段減速系統具有較好與馬達的 匹配的自由度’缺點為有段變速使操控及舒適性較差；橡 帶式無段魏系統魏滑順，無遲滞縣，與馬達的匹配容 易，但傳動效率很低，並不適合電動機車使用。 另一種作法乃將馬達直接安裝於輪轂上，一方面可減少 ί件if及f動效*敎’另—方面可節省空間，供電池擺 馬達承受較A的振動衝擊力，懸吊^統與刹車系 佈置設計’而且輪穀馬達亦僅用齒輪式-段減速傳 这，的情況下’仍然無法使馬達在各種路況下運作於高 201130703 效率區。 消耗以Ϊί市時’約有1/3的能量 【發=容】有必要研發新產品’以解決上述缺點及問題。 高傳_統’其兼具 可靠度高#伽《 ^ #开驗用效率、回收煞車能量及 率且換檔平順及^知技術無法兼具高傳動效 系統本決上制題之技術手段倾供—種電動車傳動 二第一動力部，用以產生一第一動力； 一第二動力部，用以產生一第二動力； 二行星齒輪機構，其係具有一第一輸入 動；一控制器’用以控制該第—動力部及該第二動力部之作 藉此’利用該控制器控制該第一動力部及二 輪機構，使崎出部輸出_第三動力 細說；s述解不難從下述所選用實施例之詳 茲以下列實施例並配合圖式詳細說明本發明於後： 【實施方式】 ' 系統請ί:τ、第二及第三圖，本發明係為一種電動車傳動 一第=動力部10，用以產生一第一動力； 一第二動力部20’用以產生一第二動力；該第一動力部[ 4 201130703 10及該第二動力部2〇係為馬達/發電機； —行星齒輪機構30 ’其係具有一第一輸入部311A、一第 一輸入部321A及一輸出部33，該第一輸入部311A及該第二 輸入部321A係分別用以承接該第一動力與該第二動力，而該 輸出部33係用以帶動一車輪連動機構7〇(請參閱第四及第五 圖）； 控制器40，用以控制該第一動力部及該第二動力部 2〇之作動； 藉此，利用該控制器40控制該第一動力部1〇及該第二動 力邰20帶動該行星齒輪機構3〇，使該輸出部33輸出一第三 動力而帶動該車輪連動機構7〇。 第一、第二及第三圖係為本發明之行星齒輪機構第一實施 2其中，該行星齒輪機構3〇係具有一第一連動組3丨及一第 二連動組32;該第一動力部10係具有一第一軸部n，該第二 ，力部20係具有-第二軸部2卜而該輸出部％係具有則固 杯部331及一輸出端332，該輸出端332係用以連動該車輪連 動機構70 ; 該第一連動組31係具有一第一齒輪311、一環齒輪組312 N個行星齒輪313，該第一輸入部31 ία係設於該第一齒輪 11上；該第一齒輪311係具有一第一嚙合部311B，該環齒輪 、、且312係具有一外嚷合部312A、一内嗜合部312B及一貫穿孔 ，而母一行星齒輪313係具有一行星齒輪樞接部313八及 星齒輪嚙合部313B;該第一軸部u係連接該第一輸入部 A，該第一响合部311B係與該外喃合部312A响合，該内 j合部312B係與該行星齒輪嚙合部313B嚙合，而該輸出部 之桿部331係樞接於該行星齒輪枢接部313A ; 該第二連動組32係具有一第二齒輪321、一連動齒輪 連動杯323及一太陽齒輪324，該第二輸入部321A係 设於該第二齒輪321上；該第二齒輪321係具有一第二嚙合部 321B ’該連動齒輪322係具有一連動齒輪嚙合部322A及一連 t 201130703 ^齒輪連接部遍’而該太陽齒輪324係具有一太陽齒輪連 f ί 324A及一太陽齒輪喊合部324B ;該第二軸部21係連接 該第二輸人部321A，該第二齡部321B係與該連動齒輪嗔合 部322A齡’該連動桿323係樞設於該貫穿孔31兀，且該連 動桿323之兩端係分別連接該連動齒輪連接部322B及該太陽 齒輪連接部324A’而該太陽齒輪喷合部324B係與每一 | 輪313之行星齒輪嚙合部313B喝合。 ' 回 關於該輸出部33與鱗輪軸機構％之連細係， 依傳動之需求而設計成不同方叙軸，本發明侧 種方式作為說明： +一 M齒輪傳動。該車輪連動機構7〇係具有一輸入齒輪及一 傳動齒輪，而該輸出部33係連接輪入齒輪，用以帶 齒輪而使車輪機。 [b] 皮帶傳動鏈輪。該車輪連動機構7〇係具有一輸入 輪及一傳動鏈輪，而該輸出部33係連接該輸入鍵輪， $輪係利用-傳動皮帶來帶動該傳動鏈輪，進而達到車輪轉 [c] 鏈條傳動鏈輪。該車輪連動機構7〇係具有一輸入鍵 及:傳動鍵輪，而該輸出部33係連接該輸入鏈輪， ^ 輪係利用一傳動鏈條來帶動該傳動鏈輪，進而達到車輪轉動。 本發明係用一般之電動車或電動機車上，當然，在車 之車輪傳動機構70上，係又設有一差速器，差速器係一 技術之應用’在此不做詳述。如第四圖所示，其係本 ^ 於一電動機車之實施例，其中，該車輪傳動機構7〇係^ = 輸入鏈輪71、一傳動鏈輪72及一鏈條73 ,該輸出部33 接該輸入鏈輪71 ,並利用該鍵條73連動該傳動鏈輪72 傳動車輪；如第五圖所示，其係本發明應用於一電動汽之 施例，其中，該車輪傳動機構7〇係包括一輸入齒輪％ ，輪75及一差速器76，該輸出部33係連接該輸入齒 ，(Continuous Variable Transmission, CVT for short) and gear-type transmission with two types of transmissions. The car has a step-variable transmission with a gear type, and the helmet section is a metal belt. ^ Rubber belt type stepless speed change system has smooth shifting speed and no hysteresis, but the efficiency is not good. 'Metal belt type needs to match the hydraulic system'. The cost is higher. The gear type transmission has lower transmission efficiency. The disadvantage is The power matching and operability are worse than the stepless shifting system. μ There are three types of drive systems for commercially available electric motor vehicles, including belt-type one-stage reduction, gear-type two-stage transmission, and the stepless speed change system (CVT) of the conventional gasoline engine. Among them, the belt type-segment deceleration system can't take into account the high torque and high speed speed of the locomotive at the start. Compared with the demand, that is, a deceleration must not match the motor well, so that the motor can not operate in high efficiency under various road conditions. The gear-type two-stage transmission has better freedom of matching with the motor than the one-stage deceleration system. The shortcoming is that the step-variable shifting makes the handling and comfort poor; the rubber-belt-free Wei system is smooth and smooth, and there is no delay in the county. The matching with the motor is easy, but the transmission efficiency is very low, which is not suitable for the electric motor vehicle. Another method is to install the motor directly on the hub. On the one hand, it can reduce the if and f motion effects. 敎 'Others can save space, and the battery pendulum motor can withstand the vibration impact of A, suspension and The brake system layout design 'and the wheel valley motor only use the gear type - section to reduce the transmission, in the case of 'still can not make the motor operate in the high 201130703 efficiency zone under various road conditions. When you consume Ϊί市, you have about 1/3 of the energy. [Fa] = It is necessary to develop new products to solve the above shortcomings and problems.高传_统's both have high reliability. #伽" ^ #Open inspection efficiency, recovery of brake energy and rate and smooth shifting and knowing technology can not have a high transmission efficiency system Providing an electric vehicle drive two first power parts for generating a first power; a second power part for generating a second power; and a second planetary gear mechanism having a first input motion; a control The device is configured to control the first power unit and the second power unit to control the first power unit and the second wheel mechanism by the controller, so that the output portion of the output unit is _third power detail; The present invention will be described in detail below with reference to the following embodiments, in conjunction with the drawings, in which: FIG. 1 is a system, and the second and third figures are The electric vehicle transmits a first power unit 10 for generating a first power; a second power unit 20' is for generating a second power; the first power unit [4 201130703 10 and the second power unit 2〇 Is a motor/generator; - the planetary gear mechanism 30' has a first The input unit 311A, the first input unit 321A and the output unit 33, wherein the first input unit 311A and the second input unit 321A are respectively configured to receive the first power and the second power, and the output unit 33 For driving a wheel linkage mechanism 7 (refer to the fourth and fifth figures); the controller 40 is configured to control the actuation of the first power portion and the second power portion 2; thereby utilizing the controller 40. The first power unit 1〇 and the second power unit 20 drive the planetary gear mechanism 3〇, and the output unit 33 outputs a third power to drive the wheel linkage mechanism 7〇. The first, second and third figures are the first embodiment 2 of the planetary gear mechanism of the present invention. The planetary gear mechanism 3 has a first linkage group 3丨 and a second linkage group 32; the first power The portion 10 has a first shaft portion n, and the second portion has a second shaft portion 2 and the output portion % has a solid cup portion 331 and an output end 332. The first interlocking group 31 has a first gear 311, a ring gear set 312 N planetary gears 313, and the first input portion 31 ία is disposed on the first gear 11; The first gear 311 has a first meshing portion 311B, the ring gear, and the 312 has an outer merging portion 312A, an inner fitting portion 312B and a consistent perforation, and the female one planetary gear 313 has a planet. a gear pivoting portion 313 and a star gear meshing portion 313B; the first shaft portion u is coupled to the first input portion A, and the first sounding portion 311B is coupled to the outer merging portion 312A. The portion 312B is meshed with the planetary gear meshing portion 313B, and the rod portion 331 of the output portion is pivotally connected to the planetary gear pivoting portion 313. The second linkage group 32 has a second gear 321 , a linkage gear linkage cup 323 and a sun gear 324 . The second input portion 321A is disposed on the second gear 321 ; the second gear 321 is There is a second meshing portion 321B'. The interlocking gear 322 has a linkage gear meshing portion 322A and a pair of 201130703^the gear connecting portion ” and the sun gear 324 has a sun gear connection f ί 324A and a sun gear The second shaft portion 21 is connected to the second input portion 321A, and the second intermediate portion 321B is pivotally disposed on the through hole 31兀 with the interlocking gear engagement portion 322A. The two ends of the interlocking lever 323 are respectively connected to the interlocking gear connecting portion 322B and the sun gear connecting portion 324A', and the sun gear spraying portion 324B is engaged with the planetary gear meshing portion 313B of each of the wheels 313. The structure of the output unit 33 and the scale shaft mechanism % is designed to be different according to the requirements of the transmission. The side mode of the present invention is explained as follows: +-M gear transmission. The wheel linkage mechanism 7 has an input gear and a transmission gear, and the output portion 33 is coupled to the wheel-in gear for carrying the gear to the wheel machine. [b] Belt drive sprocket. The wheel linkage mechanism 7 has an input wheel and a transmission sprocket, and the output portion 33 is connected to the input key wheel, and the $ wheel train drives the transmission sprocket with the transmission belt to achieve the wheel rotation [c] Chain drive sprocket. The wheel linkage mechanism 7 has an input button and a transmission key wheel, and the output portion 33 is connected to the input sprocket. The wheel train utilizes a drive chain to drive the drive sprocket to achieve wheel rotation. The present invention is applied to a general electric vehicle or an electric motor vehicle. Of course, a differential is provided on the wheel transmission mechanism 70 of the vehicle, and the application of the differential system is not described in detail herein. As shown in the fourth figure, it is an embodiment of an electric motor vehicle, wherein the wheel transmission mechanism 7 is an input sprocket 71, a transmission sprocket 72 and a chain 73, and the output portion 33 is connected. The input sprocket 71 uses the key strip 73 to interlock the drive sprocket 72 to drive the wheel; as shown in the fifth figure, the present invention is applied to an electric steam embodiment, wherein the wheel drive mechanism 7 An input gear %, a wheel 75 and a differential 76 are connected, and the output portion 33 is connected to the input tooth.
r* 1 2* J 藉此帶動該傳動齒輪75，再透過該差速器76，達到兩車 6 201130703 傳動。 在行S細二上種 部1〇之輸出ϋίϋ作動模式改變’將該第一動力 率區。 率（尸第'動力之輸Α)控制在一預定之最佳效 =發=以電動車之三種行餘況進行說明： 10在最隹^J賴式··當電動車運轉之負載高於第-動力部 轉速將該ί -動=；^^控制114(Η_定扭力及 該第二動力邻20批在丨^出功率控制於最佳效率區，並將 行進。 式紅變逮錢’使電動車以設定之加速曲線 且分別假設該行星齒輪313之數量係為兩個， 上輪312上之第一位置P1及一第二位置打 也，動一第一預定角度外而該太陽齒⑽4 tiTl3 第二動力部本發明係顧該第—動力部10及 312與該^陽音私^動力輸出，使該輸出部33在該環齒輪組 : 4之雙重帶動下輸出該第三動力。 將單=4固定減〒速比運帶轉動時該第一動力部川 亦為鎖力f20鎖定時，該太陽齒輪324 -、田該娘齒輪組312轉動時，係帶動該行星齒輪f 夢 201130703 3】3係環繞該太陽齒輪324移私 形成不同之減速比），因此，在減速效果(依齒數設計而 可维持最佳效輕之輸=縣在，\=低時，該第—動力部10 減逮來達到該輸出部33所需之= 利用如星齒輪機構30之 Φ 力部如細發额方式運辦該第二動 ====㈣，鄉-細卩1 如第七A圖所示，假設該行星 且分別位於該_輪組312上之第:係為兩個， 上；如第七B圖所示，守产去於 置1及一第二位置P2 此可知，在負載過低時，本發明仍 由 輸出’且該第二動力部2。之反向輸 另外，在車_車時，車輛之運輪她由料輪 ，70及該行星齒輪機構30，使該第一動力部i〇 力部20反轉驅動，轉成電能回充至電瓶。 β 陽齒輪324 ’該輸出部33係具有Ν個桿部331及一龄屮 332 ;該行星齒輪313係分別响合該*陽齒輪324及該^ 35，該桿部331係樞接於該行星齒輪313，而該輸出端^ 用以連動該車輪連動機構70 ;本實施例中，該第一動力部1〇 ς 201130703 2^:?rr :二(停此7!=之：：332係連接-輸人·= 综J· i傳動鏈輪72，進而傳動車輪）。 ϋ _f述，本發明之優點及功效可歸納為： 高之!I動楷平順。齒輪式有段變速器雖具有較 段變速^ 力f配性及操作性較差，而橡膠皮帶式無 liiit; ir月係利用兩個電動馬達/發電機搭配一行星 30，藉㈣控制器40的控制形成高效率的電子無段 特性’。、、、’同時具有齒輪的高傳動效率及無段變速之平順換檔 率及ϋ升率。本㈣充純職輪的高傳動效 ’可使馬賴f雖於堆佳操作 卩触轉轉於最舰輕），以提升 =回收煞車能量。一般車輛在市區交通繁 力大為提^ 轉4電如充’使電動車之續航能 輪弋係由錄紙喊，但不需一般齒 又變速斋之離合减制動帶，在結構上較為簡單且可靠 度馬。 以上僅是藉由較佳實施例詳細說明本發明，對於該實施 所做的任何，單修改與變化’料麟本㈣之精神與範圍。 由以上詳細說明，可使熟知本項技藝者明瞭本發明 達成前述目的’實已符合專利法之規定’爰提出發 【圖式簡單說明】 第一圖係本發明之電動車傳動系統之分解示意圖 第二圖係本發明之行星齒輪機構之示意圖r* 1 2* J drives the transmission gear 75 and then transmits the differential 76 to reach the two vehicles 6 201130703 transmission. In the row S, the output of the seed ϋ ϋ ϋ ϋ ϋ ϋ ϋ ϋ 将该 将该 将该 the first power rate zone. The rate (the corpse 'power transmission') is controlled at a predetermined best effect = hair = the following three conditions of the electric vehicle: 10 in the most 隹 ^ J Lai · · when the electric vehicle running load is higher than The first-power part speed is controlled by the ί-动=;^^ control 114 (Η_ fixed torque and the second power neighboring 20 batches are controlled in the optimal efficiency zone, and will travel. 'Making the electric vehicle with the set acceleration curve and assuming that the number of the planetary gears 313 is two, respectively, the first position P1 and the second position on the upper wheel 312 are also hit, and the first predetermined angle is moved outside the sun. Teeth (10) 4 tiTl3 second power unit The present invention is directed to the first power unit 10 and 312 and the power output, so that the output unit 33 outputs the third power under the double gear of the ring gear set: 4. When the single-four fixed-down idle speed ratio belt is rotated, the first power part is also locked by the locking force f20, and when the sun gear 324 - and the Tian-niang gear set 312 rotate, the planetary gear f is driven. 201130703 3] 3 series around the sun gear 324 to move differently to form different reduction ratios), therefore, in the deceleration effect (depending on the number of teeth) In the meantime, if the county is at a low level, the first power unit 10 is reduced to reach the output portion 33. The use of the Φ force portion such as the star gear mechanism 30 is fine. The second action ====(4), the township-fine 卩1, as shown in Figure 7A, assuming that the planets are respectively located on the _ wheel set 312: two, upper; As shown in the seventh diagram B, the production is going to be set to 1 and a second position P2. It can be seen that when the load is too low, the present invention is still outputted by the second power unit 2. _ car, the wheel of the vehicle from the wheel, 70 and the planetary gear mechanism 30, the first power unit i force unit 20 reverse drive, converted into electrical energy back to the battery. β male gear 324 ' The output portion 33 has a plurality of rod portions 331 and a first-degree crucible 332; the planetary gears 313 are respectively coupled to the * male gear 324 and the 35, the rod portion 331 is pivotally connected to the planetary gear 313, and the output is The end ^ is used to interlock the wheel linkage mechanism 70; in this embodiment, the first power unit 1〇ς201130703 2^:?rr: two (stop this 7!=:: 332 series connection-input·= comprehensive J· i drive sprocket 72 And then drive the wheel). ϋ _f stated that the advantages and effects of the present invention can be summarized as follows: High! I is smooth and smooth. The gear type transmission has a relatively high speed and low operability, and rubber. The belt type has no liiit; the ir month system uses two electric motors/generators with one planet 30, and (4) the controller 40 controls to form a high-efficiency electronic segmentless characteristic '., , ' with high gear transmission efficiency and The smooth shifting rate and the soaring rate of the stepless shifting speed. The high transmission efficiency of the (4) pure professional wheel can make the Ma Lai f turn to the lightest in the best operation, so as to improve the recovery of the braking energy. . In general, the traffic of the vehicles in the urban area is greatly improved. The power of the electric vehicle is recharged. The locomotive of the electric vehicle is called by the paper recording, but the brakes are not required for the general teeth and the speed of the clutch. Simple and reliable. The above is only the detailed description of the present invention by the preferred embodiments, and the modifications and variations of the present invention are the spirit and scope of the invention. From the above detailed description, it will be apparent to those skilled in the art that the present invention achieves the aforementioned object 'which has been in compliance with the provisions of the patent law'. [Simplified description of the drawings] The first figure is an exploded view of the electric vehicle transmission system of the present invention. The second figure is a schematic view of the planetary gear mechanism of the present invention
C S 201130703 第三圖係本發明之之第一實施例之示意圖 第四圖係本發明應用於電動機車之示意圖 第五圖係本發明應用於電動汽車之示意圖 第六A圖係雙動力同向驅動之動作一示意圖 第六B圖係雙動力同向驅動之動作二示意圖 第七A圖係雙動力反向驅動之動作一示意圖 第七B圖係雙動力反向驅動之動作二示意圖 第八圖係本發明之第二實施例之示意圖 【主要元件符號說明】 10第一動力部 20第二動力部 30行星齒輪機構 311第一齒輪 313行星齒輪 311B第一嚙合部 312B内嚙合部 313A行星齒輪樞接部 32第二連動組 322連動齒輪 324太陽齒輪 321B第二嚙合部 322B連動齒輪連接部 324B太陽齒輪嚙合部 331桿部 35環齒輪 40控制器 71輸入鏈輪 73鏈條 75傳動齒輪 P1第一位置 11第一軸部 21第二軸部 31第一連動組 312環齒輪組 311A第一輸入部 312A外嚙合部 312C貫穿孔 313B行星齒輪嚙合部 321第二齒輪 323連動桿 321A第二輸入部 322A連動齒輪嚙合部 324A太陽齒輪連接部 33輸出部 332輸出端 70車輪連動機構 72傳動鏈輪 74輸入齒輪 76差速器 P2第二位置 201130703 P3第三位置 P5第五位置 (91第一預定角度 03第三預定角度 05第五預定角度 P4第四位置 P6第六位置 02第二預定角度 04第四預定角度 06第六預定角度The following is a schematic view of a first embodiment of the present invention. The fourth drawing is a schematic view of the present invention applied to an electric motor vehicle. The fifth embodiment of the present invention is applied to an electric vehicle. FIG. 6A is a dual-power co-directional drive. Figure 6 is a schematic diagram of the action of the dual-power co-directional drive. Figure 7 is a schematic diagram of the action of the dual-power reverse drive. The seventh diagram is the action of the dual-power reverse drive. BRIEF DESCRIPTION OF THE SECOND EMBODIMENT OF THE INVENTION [Main element symbol description] 10 first power unit 20 second power unit 30 planetary gear mechanism 311 first gear 313 planetary gear 311B first meshing portion 312B inner meshing portion 313A planetary gear pivotal connection Part 32 second interlocking group 322 interlocking gear 324 sun gear 321B second meshing portion 322B interlocking gear connecting portion 324B sun gear meshing portion 331 lever portion 35 ring gear 40 controller 71 input sprocket 73 chain 75 transmission gear P1 first position 11 First shaft portion 21 second shaft portion 31 first interlocking group 312 ring gear set 311A first input portion 312A outer meshing portion 312C through hole 313B planetary gear meshing portion 321 second Wheel 323 linkage rod 321A second input portion 322A linkage gear meshing portion 324A sun gear connection portion 33 output portion 332 output terminal 70 wheel linkage mechanism 72 transmission sprocket 74 input gear 76 differential P2 second position 201130703 P3 third position P5 Fifth position (91 first predetermined angle 03 third predetermined angle 05 fifth predetermined angle P4 fourth position P6 sixth position 02 second predetermined angle 04 fourth predetermined angle 06 sixth predetermined angle