WO2020130358A1 - Convertisseur de couple à sec pour véhicule électrique et son procédé de commande - Google Patents

Convertisseur de couple à sec pour véhicule électrique et son procédé de commande Download PDF

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Publication number
WO2020130358A1
WO2020130358A1 PCT/KR2019/015370 KR2019015370W WO2020130358A1 WO 2020130358 A1 WO2020130358 A1 WO 2020130358A1 KR 2019015370 W KR2019015370 W KR 2019015370W WO 2020130358 A1 WO2020130358 A1 WO 2020130358A1
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WIPO (PCT)
Prior art keywords
lock
gear
electric vehicle
torque converter
eddy current
Prior art date
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PCT/KR2019/015370
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English (en)
Korean (ko)
Inventor
김정진
Original Assignee
주식회사 카펙발레오
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Publication of WO2020130358A1 publication Critical patent/WO2020130358A1/fr

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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
    • 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
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • F16D43/18—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members with friction clutching members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • 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
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/06—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like
    • 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
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • 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
    • F16D43/00—Automatic clutches
    • F16D43/30—Systems of a plurality of automatic clutches
    • 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
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0293—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being purely mechanical
    • F16H61/0295—Automatic gear shift control, e.g. initiating shift by centrifugal forces
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14—Control of torque converter lock-up clutches
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H02K49/043—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type with a radial airgap
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • 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
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0618—Details of blocking mechanism comprising a helical spring loaded element, e.g. ball
    • 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
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • F16D2043/145—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members the centrifugal masses being pivoting
    • 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
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/04—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a freewheel
    • 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
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • 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
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2066—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using one freewheel mechanism
    • 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
    • F16H2200/2094—Transmissions using gears with orbital motion using positive clutches, e.g. dog clutches
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/09—Machines characterised by the presence of elements which are subject to variation, e.g. adjustable bearings, reconfigurable windings, variable pitch ventilators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a dry torque converter for an electric vehicle and a control method thereof, and more particularly, to a dry torque converter for an electric vehicle and its control to transmit power of a driving motor to a reducer using an electromagnetic force and a planetary gear. It's about how.
  • a torque converter is installed between a vehicle's engine and a transmission to transmit the driving force of the engine to the transmission using fluid.
  • a torque converter an impeller rotating by receiving the driving force of the engine, a turbine rotated by oil discharged from the impeller, and a reactor that increases the rate of torque change by directing the flow of oil refluxing to the impeller in the rotational direction of the impeller ( Also known as'stator'.
  • the torque converter is equipped with a lock-up clutch (also called a'damper clutch'), which is a means of directly connecting the engine and the transmission because the power transmission efficiency may decrease when the load acting on the engine increases.
  • the lock-up clutch is disposed between the turbine and the front cover directly connected to the engine, so that the rotational power of the engine can be directly transmitted to the turbine.
  • an eco-friendly vehicle that can substantially replace an internal combustion engine vehicle is required, and such an eco-friendly vehicle is usually an electric vehicle driven by a fuel cell or electricity as a power source.
  • the electric vehicle uses the driving force generated by using a driving motor in place of the engine and transmission, so it is difficult to apply a conventional torque converter that operates using a flow of fluid.
  • the first stage reduction gear is mainly applied to the electric vehicle due to the initial high torque of the driving motor and the convenience of control. Recently, in order to reduce the motor size and increase fuel efficiency, development of a multi-stage reducer is underway.
  • the multi-stage reducer has a problem in that the cost is increased because additional electric components such as a clutch actuator, a gear actuator, and a transmission control unit (TCU) are additionally required.
  • additional electric components such as a clutch actuator, a gear actuator, and a transmission control unit (TCU) are additionally required.
  • the present invention was invented to solve the problems as described above, and the problem to be solved by the present invention is advantageous because it does not add electrical equipment, and can reduce the size of the drive motor and inverter of the electric vehicle. , To provide a dry torque converter for electric vehicles and a control method for reducing the current consumption of the driving motor during initial driving.
  • another object of the present invention is to perform all of the functions of a conventional fluid-type torque converter by performing both torque multiplication using a planetary gear, speed ratio increase using an eddy current, and direct transmission of a driving force using a lock-up mechanism. It is intended to provide a dry torque converter for a vehicle and a control method thereof.
  • a dry torque converter for an electric vehicle for achieving this object is connected to an input shaft as a first element, connected to an output shaft as a second element, and a planetary element variably connected to a fixed part as a third element Gear; At least one eddy current torque generator provided between the first element and the second element and generating an eddy current to be controlled by the speed of the output shaft; A back cover integrally connected to the input shaft and the first element, coupled to a front cover incorporating the planetary gear, and disposed close to the output shaft; A one-way clutch that intermittently connects the third element and the fixing part in one direction and is connected to each other; And a lock-up mechanism connected to the second element and being engaged with a lock-up gear mounted inside the bag cover by a centrifugal force transmitted according to the rotational speed of the output shaft, and directly connecting the input shaft and the output shaft. It includes.
  • the eddy current torque generating unit is a permanent magnet connected to the first element; And a centrifugal body disposed opposite to the permanent magnet, having conductivity, connected through a hinge arm hinged to the outer circumferential surface of the second element, and controlled by the speed of the output shaft. It may include.
  • the permanent magnet is disposed at a predetermined interval along the circumferential direction from the radially inner side of the front cover, and the centrifugal body can be connected to the second element through an elastic member.
  • N poles and S poles may be repeatedly disposed along the inner circumference of the front cover.
  • the lock-up mechanism comprises: a lock-up cover fixed to the second element corresponding to the back cover with respect to the axial direction; A shift fork movably coupled to the lock-up cover in the axial direction; A plurality of rollers interposed between the lock-up cover and the shift fork, and moving the shift fork toward the back cover while being moved from the inside to the outside by a centrifugal force generated according to the rotational speed of the output shaft; A sleeve disposed on the back cover side and mounted on the shift fork to rotate in the axial direction while rotating together with the shift fork, and a sleeve gear formed around an inner circumferential surface; A sync hub connected to the lock-up gear between the shift fork and the lock-up gear so as to be rotatable on the inner circumferential surface of the sleeve; And when the sleeve is rotatably disposed between the synchro hub and the lock-up gear, and when the sleeve is moved axially toward the lock-
  • the synchro hub includes at least one mounting groove formed on an outer circumferential surface; A ball which is movably mounted inside the mounting groove and which protrudes into the inner circumferential surface of the synchro hub in rolling contact with the sleeve gear; And a ball spring interposed between the mounting groove and the ball to provide elasticity to the ball inside the mounting groove. It may include.
  • the mounting grooves may be respectively formed at positions spaced apart at a set angle along the circumferential direction on the outer circumferential surface of the synchro hub.
  • a ball groove may be formed from the inner side to the outer side in the radial direction along the circumference of the inner circumferential surface of the sleeve gear so that the ball is in rolling contact with the part inserted.
  • the synchronizer ring may be mounted on the mounting portion through at least one support ring to enable free rotation in the mounting portion formed on the lock-up gear.
  • the shift fork is formed in a ring shape, and one surface facing the lock-up cover may be formed as an inclined surface inclined toward the back cover.
  • the inclined surface may be formed to be inclined toward the lock-up cover side from the lower portion toward the center of rotation of the first element to the upper portion toward the radially outer side.
  • the roller may move the shift fork to the back cover side while moving in a rolling contact with the inclined surface from the radially inner side to the outer side by centrifugal force generated according to the rotational speed of the output shaft.
  • a plurality of guide protrusions along the circumferential direction may be protruded from the inclined surface toward the lock-up cover at a spaced apart position.
  • At least one bolt hole is formed in the lock-up cover so that a bolt is mounted, and the bolt can fasten the lock-up cover to a hinge shaft rotatably supporting the hinge arm so that the lock-up cover is fixed to the second element.
  • the lock-up gear may be mounted in a mounting groove formed in the inner surface of the back cover.
  • the eddy current torque generating unit may separate the first element and the second element according to the speed of the output shaft, or transmit power with eddy current torque.
  • the first element may be a sun gear
  • the second element may be a carrier
  • the third element may be a ring gear
  • the eddy current torque generating units may be provided with a plurality of spaced apart at equal intervals along the circumferential direction of the second element.
  • the control method for a dry torque converter for an electric vehicle includes a first element connected to an input shaft, a second element connected to an output shaft, a third element variably connected to a fixed portion, and speed by a set gear ratio
  • the third element is fixedly controlled by the operation control of the one-way clutch provided between the third element and the fixed portion to control the torque output to the second element.
  • a first step of multiplying; The first element and the second element are generated by the eddy current by controlling the operation of the eddy current torque generating unit provided between the first element and the second element at a speed ratio higher than the gear ratio according to the speed increase of the output shaft.
  • the eddy current torque generating unit and the lock-up mechanism may be inoperatively controlled.
  • the first step may multiply the torque output to the output shaft through the second element through the operation of the planetary gear due to the non-operation of the eddy current torque generating unit.
  • the one-way clutch and the lock-up mechanism may be inoperatively controlled.
  • the second step may transmit the torque of the input shaft to the output shaft through the second element and the eddy current torque generator due to the operation of the eddy current torque generator.
  • the one-way clutch is inoperatively controlled due to the operation of the lock-up mechanism, and the eddy current torque generator is inoperatively controlled.
  • the third step controls the operation of the lock-up mechanism, the non-operation of the one-way clutch, and the non-operation of the eddy current torque generating unit, and connects the second element to the back cover through operation of the lock-up mechanism to input the shaft.
  • the input shaft and the output shaft can be directly connected so that the rotational speed of the output shaft is 1:1.
  • an eddy current torque generator is provided between the first element (sun gear) and the second element (carrier) of the planetary gear, and the output shaft
  • Non-occurrence of eddy currents due to the rotational speed or eddy current torques generated by eddy currents to transfer power to unconnected or eddy current torques of the first and second elements, and the third element (ring gear) and the fixed part are one-way Since the clutch is fixed or one-way rotation control, the torque is multiplied at the speed ratio by the gear ratio, and the eddy current torque is output at a speed ratio higher than the gear ratio.
  • the present invention can reduce the size of the drive motor and the inverter connected to the input shaft because the torque multiplication factor is large, and enters a high-speed and high-efficiency area through high-speed rotation of the drive motor during initial driving to reduce the current consumption of the drive motor. It also works.
  • the present invention has the effect of reducing the manufacturing cost by controlling the output torque by increasing and rotating up to 0.8 of the input/output speed ratio by centrifugal force of the output speed without a separate actuator.
  • the present invention is a torque ratio using a planetary gear, and a speed ratio increase function using an eddy current, and the torque of the drive motor can be directly transferred to a transmission through the application of a lock-up mechanism, so that the input and output speeds are 1:1. It can be transmitted, and also has the effect of implementing all the functions of a conventional fluid-type torque converter.
  • FIG. 1 is a block diagram of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is a cross-sectional view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG 3 is a side view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 4 is an exploded perspective view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 5 is an exploded partially cut-away perspective view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 6 is a perspective view of a lock-up mechanism applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 7 is a cross-sectional view taken along line A-A in FIG. 6.
  • FIG. 8 is an exploded perspective view of a lock-up mechanism according to an embodiment of the present invention.
  • FIGS. 9 to 11 are views showing a planetary gear operation applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention, an eddy current torque generating unit inoperative, and a non-operating state of a lockup mechanism.
  • FIGS. 12 to 13 are views showing a planetary gear non-operation applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention, an operation of an eddy current torque generating unit, and a non-operational state of a lock-up mechanism.
  • FIG. 14 to 16 are views showing a planetary gear operation applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention, an inaction of an eddy current torque generator, and an operation state of a lock-up mechanism.
  • 17 is a table showing the operation of the eddy current torque generating unit, the lock-up mechanism and the one-way clutch controlled by the control method of the dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 18 is a table showing the operation of the planetary gear elements controlled by the control method of the dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • the planetary gear when one of the three elements is a fixed element, the planetary gear operates as the input element and the output element, and has a gear ratio set between the input element and the output element.
  • the planetary gear has a characteristic in which the torque sum of the input element and the output element and the fixed element becomes zero, and can transmit the normal torque only at the speed ratio by the set gear ratio.
  • FIG. 1 is a configuration diagram of a dry torque converter for an electric vehicle according to an embodiment of the present invention
  • FIG. 2 is a cross-sectional view of a dry torque converter for an electric vehicle according to an embodiment of the present invention
  • FIG. 3 is an embodiment of the present invention
  • FIGS. 4 and 5 are an exploded perspective view and a partially cut exploded perspective view of a dry torque converter for an electric vehicle according to an embodiment of the present invention
  • FIG. 7 is a cross-sectional view taken along line AA of FIG. 6, and
  • FIG. 8 is a lock-up mechanism applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention. It is an exploded perspective view.
  • a dry torque converter for an electric vehicle is configured between a drive motor M and a gearbox (GB) in a power train of an electric vehicle.
  • the dry torque converter for an electric vehicle is configured to connect both between the drive motor M and the reducer GB to transfer the output torque of the drive motor M to the reducer GB.
  • the dry torque converter is connected to the drive motor (M) as an input shaft (1), is connected to the reducer (GB) as an output shaft (2), the drive motor input to the input shaft (1) ( The torque of M) is multiplied and transmitted and output to the reducer GB.
  • the dry torque converter configured as described above is provided with a first element 11, a second element 12, and a third element 13, and the planetary gear 10 connected to the input shaft 1 and the output shaft 2 is provided. ).
  • the first element 11 is connected to the input shaft 1
  • the second element 12 is connected to the output shaft 2
  • the third element 13 is It is variably connected to the fixing part 14.
  • the first element 11 is a sun gear S
  • the second element 12 is a carrier C connecting pinion gears P
  • the third element 13 is a ring gear R.
  • the first element (sun gear (S): 11) is connected to the input shaft 1
  • the second element (carrier (C): 12) is connected to the output shaft (2).
  • the third element (ring gear (R): 13) is variably connected to the fixing part (14).
  • the fixing part 14 may be a power train of an electric vehicle or a body of an electric vehicle.
  • the dry torque converter according to the embodiment of the present invention may further include an eddy current torque generator 21, a one-way clutch 23, a back cover 24, and a lock-up mechanism 40.
  • the eddy current torque generating unit 21 is composed of a non-operational or non-contact electromagnetic coupling operated by an electromagnetic force generated by the eddy current.
  • the eddy current torque generating unit 21 is not operated due to a lack of a set centrifugal force when the output shaft 2 is rotated at a low speed, and does not generate eddy current, and is operated by securing a set centrifugal force when the output shaft 2 is rotated at a high speed. Generate torque.
  • the eddy current torque generator 21 is between the first element 11 connected to the input shaft 1 and the second element 12 connected to the output shaft 2. Is placed on.
  • a plurality of such eddy current torque generators 21 may be spaced apart at equal intervals along the circumferential direction of the second element 12.
  • the eddy current torque generating unit 21 may include a permanent magnet 211 facing each other on both sides (radial reference) and a centrifugal body 212 having conductivity.
  • the permanent magnet 211 is connected to the first element 11.
  • the permanent magnets 211 are arranged at a predetermined interval along the circumferential direction from the radially inner side of the front cover 22 connected to the first element 11.
  • N poles and S poles may be repeatedly disposed along the circumference of the inner circumferential surface of the front cover 22.
  • the centrifugal body 212 is connected via a hinge arm 311 that is hinged to the outer circumferential surface of the second element 12 and can be controlled by the speed of the output shaft 2.
  • the hinge arm 311 is provided in plural, is disposed at equal intervals along the circumferential direction in the second element 12, and is mounted through the hinge shaft 312 configured in the second element 12. . These hinge arms 311 are connected via an elastic member 313 at different positions of the second element 12 adjacent to one side.
  • the front cover 22 is integrally connected to the input shaft 1 and the first element 11, and may incorporate the planetary gear 10.
  • the front cover 22 is coupled to the back cover 24 disposed close to the output shaft 2, the planetary gear 10, the eddy current torque generating unit 21, the one-way clutch 23, and The lock-up mechanism 40 may be incorporated.
  • the hinge arm 311 centers the hinge shaft 312 by the tensile force provided from the elastic member 313. In the radially inwardly maintained state, the centrifugal body 212 is moved away from the permanent magnet 211.
  • the input torque may be increased to the normal torque due to the gear ratio of the planetary gear 10 and transmitted to the reduction gear GB.
  • the hinge arm 311 may be rotated radially outward around the hinge axis 312 to allow the centrifugal body 212 to approach the permanent magnet 211.
  • an eddy current is generated between the centrifugal body 212 and the permanent magnet 211, and an eddy current torque is generated by the eddy current and transmitted to the first and second elements 11 and 12.
  • the eddy current is the permanent magnet 211 is provided with the front cover 22 and the centrifugal body 211 is rotated at different speeds, the rotational speed of the permanent magnet 211 and the centrifugal body 212 It is the current generated by the interaction by the difference.
  • power may be transmitted to the first and second elements 11 and 12 with eddy current torque. That is, when an eddy current torque is generated, the speed ratio of the input shaft 1 and the output shaft 2 is increased to a speed ratio higher than or equal to that of a gear.
  • the eddy current torque generated between the centrifugal body 212 and the permanent magnet 211 may be larger as the relative speed difference is larger.
  • the dry torque converter for an electric vehicle can implement the function of a conventional fluid torque converter. .
  • the eddy current torque generating unit 21 configured as described above is a magnetic force formed between the permanent magnet 211 and the centrifugal body 212 by eddy current torque to mutually move the permanent magnet 211 and the centrifugal body 212 to each other. It can be separated, or can be powered by eddy current torque.
  • the eddy current torque generating unit 21 separates the first element 11 and the second element 12 from each other, or transmits power with eddy current torque.
  • the one-way clutch 23 may be disposed between the third element 13 and the fixing part 14.
  • the one-way clutch 23 interrupts the one-way connection between the third element 13 and the fixing part 14.
  • the one-way clutch 23 can rotatably connect the third element 13 in one direction (eg, forward direction) and block rotation in the opposite direction (eg, reverse direction).
  • the one-way clutch 23 when the eddy current torque generating unit 21 is not operated, the one-way clutch 23 is operated to stop the third element 13. On the contrary, when the eddy current torque generating unit 21 is operated, the one-way clutch 23 may be deactivated such that the eddy current torque generating unit 21 and the third element 13 are rotated in the forward direction. .
  • the third element 13 is fixed by the operation control of the one-way clutch 23, and the output of the second element 12 is torque multiplied normally. At this time, the eddy current torque generating unit 21 is not operated, thereby enabling normal control of the planetary gear 10.
  • the eddy current torque generated by the eddy current is generated by the operation of the eddy current torque generating unit 21. Accordingly, the first element 11 and the second element 12 transmit eddy current torque, and the output of the second element 12 transmits torque.
  • the eddy current torque may increase the speed ratio more than the speed ratio by the gear ratio, and the one-way clutch 23 will be deactivated so that the third element 13 of the planetary gear 10 rotates in the forward direction. Can.
  • the lock-up mechanism 40 is connected to the second element 12. That is, the lock-up mechanism 40 can be selectively operated by centrifugal force transmitted according to the rotational speed of the output shaft 2.
  • the lock-up mechanism 40 is engaged with the lock-up gear 47 mounted inside the back cover 24 based on the axial direction by centrifugal force transmitted according to the rotational speed of the output shaft 2, while the input shaft ( 1) and the output shaft (2) are directly connected.
  • the lock-up mechanism 40 as shown in Figures 5 to 8, the lock-up cover 41, the shift fork 42, a plurality of rollers 43, sleeve 44, the synchro hub 45 And a synchronizer ring 46.
  • the lock-up cover 41 is fixed to the second element 12 in correspondence with the back cover 24 based on the axial direction.
  • At least one bolt hole 41a is formed in the lock-up cover 41 so that the bolt B is mounted.
  • the bolt hole 41a may be formed at a position spaced at equal intervals along the circumferential direction on one surface facing the second element 12.
  • the bolt holes 41a may be spaced apart at an angle of 60° to form six.
  • the bolt (B) fastens the lock-up cover (41) to a hinge shaft (312) rotatably supporting the hinge arm (311) so that the lock-up cover (41) is fixed to the second element (12). You can.
  • the shift fork 42 is slidably coupled to the lock-up cover 41 in the axial direction.
  • the shift fork 42 is formed in a ring shape, and one surface facing the lock-up cover 41 may be formed as an inclined surface 42a inclined toward the back cover 24.
  • the inclined surface 42a may be formed to be inclined toward the side of the lock-up cover 41 from the lower portion toward the center of rotation of the first element 11 to the upper portion toward the radially outer side.
  • the inclined surface 42a is formed to be inclined toward the lock-up cover 41 toward the outer side in the radial direction from the center of rotation of the shift fork 42.
  • the roller 43 is interposed between the lock-up cover 41 and the shift fork 42.
  • the roller 43 is composed of a plurality, and the shift fork 42 is moved toward the back cover 24 while being moved from the inner side to the outer side by a centrifugal force generated according to the rotational speed of the output shaft 2. I can do it.
  • rollers 43 are formed in a column shape, and may be provided at positions spaced apart at equal intervals along the circumferential direction of the shift fork 42.
  • the roller 43 configured as described above is moved from a radially inner side to an outer side in a rolling contact with the inclined surface 42a by a centrifugal force generated according to the rotational speed of the output shaft 2, thereby shifting the fork 42 ) Can be moved toward the back cover 24.
  • a plurality of guide projections 42b along the circumferential direction are formed on the inclined surface 42a to protrude toward the lock-up cover 41 at a spaced apart position.
  • the guide protrusions 42b are formed in the axial direction and the vertical direction from the center of the shift fork 42 toward the radially outer side. These guide projections 42b are moved when the roller 43 is moved toward the radially outer side in a rolling contact with the inner surface of the lock-up cover 41 and the inclined surface 42a, the movement of the roller 43 Can guide.
  • the sleeve 44 is disposed on the back cover 42 side and is mounted on the shift fork 42 so as to rotate in the axial direction while rotating with the shift fork 42.
  • a sleeve gear 44a may be formed around the inner circumferential surface of the sleeve 44.
  • the synchro hub 45 is connected to the lock-up gear 47 between the shift fork 42 and the lock-up gear 47 so as to be rotatable on the inner circumferential surface of the sleeve 44.
  • the synchro hub 45 may further include a mounting groove 45a, a ball 45b, and a ball spring 45c.
  • a plurality of mounting grooves 45a are formed at positions spaced apart at a set angle along the circumferential direction on the outer circumferential surface of the synchro hub 45.
  • Six such mounting grooves 45a may be formed at equal intervals at 60° angles along the circumferential direction of the synchro hub 45.
  • the ball 45b is movably mounted inside each of the mounting grooves 45a, and a portion protruding to the inner circumferential surface of the synchro hub 45 may be in rolling contact with the sleeve gear 44a.
  • the ball spring 45c may be interposed between the mounting groove 45a and the ball 45b to provide elastic force to the ball 45b inside the mounting groove 45a.
  • the ball 45b is elastically supported by the ball spring 45c in the mounting groove 45a, thereby maintaining a rolling contact with the sleeve gear 44a.
  • the sleeve 44 has a radius along the circumference of the inner circumferential surface in the center of the sleeve gear 44a based on the axial direction so that the protruding portion of the ball 45c is in rolling contact with the inserted portion It can be formed from inside to outside.
  • the ball groove 44b is a groove formed toward the outer side in the radial direction from the inner circumferential surface of the sleeve gear 44a, and may be formed to have a circular ring shape.
  • the ball 45b maintains the initial mounting state inserted in the ball groove 44b, so that the sleeve 44 and the synchro hub 45 are It is possible to minimize the occurrence of friction while rotating each.
  • the synchronizer ring 46 is disposed to enable free rotation between the synchro hub 45 and the lock-up gear 47.
  • the synchronizer ring 46 may be mounted through at least one support ring 46b to enable free rotation in the mounting portion 47a formed in the lock-up gear 47, and in this embodiment, the support The ring 46b may be composed of two.
  • the support ring 46b is a type of radial bearing that receives a load in an axial direction and a right angle direction, and enables free rotation of the synchronizer ring 46 with respect to the mounting portion 47a of the lock-up gear 47. It may be composed of a plain bearing (plain bearing).
  • a synchro gear 46a for guiding the movement of the gear 44a may be formed around the outer circumferential surface.
  • the synchro gear 46a is first contacted with the sleeve gear 44a, and the sleeve 44 continues to be axial. When moved to, the synchro gear 46a is engaged with the sleeve gear 44a.
  • the lock-up gear 47 is fixedly mounted to the mounting groove 24a formed on the inner surface of the back cover 24, and is rotated together with the back cover 24.
  • the centrifugal body 212 is close to the permanent magnet 211 in the eddy current torque generating unit 21.
  • the eddy current torque can be generated by the generated eddy current.
  • the sleeve 44 rotates while the inner circumferential surface of the ball 45b provided in the synchro hub 45 is in cloud contact, and moves toward the lock-up gear 47 mounted on the back cover 24. , The sleeve gear 44a is engaged with the lock-up gear 47.
  • the synchronizer ring 46 may guide the movement of the sleeve gear 44a such that the sleeve gear 44a is smoothly meshed between the lock-up gear 47a.
  • the eddy current torque generator 21 is not operated, and the lock-up mechanism 40 is operated, so that a lock-up function can be performed.
  • the lock-up mechanism 40 configured as described above is connected to the second element 12 connected to the output shaft 2 and can be operated by centrifugal force transmitted according to the rotational speed of the output shaft 2.
  • the lock-up mechanism 40 may directly connect the input shaft 1 and the output shaft 2 by directly connecting the first and second elements 11 and 12 during operation.
  • FIGS. 9 to 11 are diagrams showing a planetary gear operation applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention, a non-operation of an eddy current torque generating unit, and a non-operational state of a lock-up mechanism
  • FIGS. 12 to 13 Is a diagram showing a planetary gear non-operation applied to a dry torque converter for an electric vehicle, an operation of an eddy current torque generating unit, and a non-operational state of a lock-up mechanism according to an embodiment of the present invention
  • FIGS. 14 to 16 are embodiments of the present invention
  • the hinge arm 311 is rotated radially inward around the hinge shaft 312 by the tensile force provided from the elastic member 313. To maintain. Accordingly, the centrifugal body 212 maintains an initial state away from the permanent magnet 211.
  • the one-way clutch 23 is operated to stop the third element 13 as the eddy current torque generating unit 21 is not operated.
  • the input torque may be increased to the normal torque due to the gear ratio of the planetary gear 10 and transmitted to the reduction gear GB.
  • the hinge arm 311 may be rotated radially outward around the hinge axis 312 to allow the centrifugal body 212 to approach the permanent magnet 211.
  • the eddy current torque generating unit 21 is operated (A2) to generate an eddy current between the centrifugal body 212 and the permanent magnet 211, and the eddy current torque generated by the eddy current is the first, And second elements 11, 12.
  • power may be transmitted to the first and second elements 11 and 12 with eddy current torque. That is, when an eddy current torque is generated, the speed ratio of the input shaft 1 and the output shaft 2 is increased to a speed ratio higher than or equal to that of a gear.
  • the eddy current torque generated between the centrifugal body 212 and the permanent magnet 211 may be larger as the relative speed difference is larger.
  • the eddy current torque increases the speed ratio of the centrifugal body 212 and the permanent magnet 211 to a set value (eg, 0.8 or more), so the dry torque converter for electric vehicles functions as a conventional fluid torque converter. Can be implemented.
  • the one-way clutch 23 is deactivated so that the eddy current torque generating unit 21 and the third element 13 are rotated in the forward direction. Can.
  • the lock-up mechanism 40 is the sleeve 44 is moved by the rollers 43 moved radially outward in a state of rolling contact with the inclined surface 42a due to an increase in the centrifugal force of the output shaft 2.
  • the shift fork 43 is moved in the axial direction by a predetermined distance toward the lock-up gear 47 mounted on the inner surface of the back cover 24.
  • the sleeve 44 is the synchro gear 46a ), and by keeping a certain distance between the lock-up gear 45 and not meshing, it may be deactivated.
  • the hinge arm 311 is rotated radially outward around the hinge axis 312 to bring the centrifugal body 212 closer to the permanent magnet 211.
  • rollers 43 of the lock-up mechanism 40 are moved to the radially outer side (upper side based on FIGS. 15 and 16) in a rolling contact with the inclined surface 42a of the shift fork 42.
  • the synchronizer gear 46a when the sleeve 44 is moved in the axial direction, the synchronizer gear 46a is first contacted with the sleeve gear 44a, and the sleeve 44 continues to be axial. When moved to, the synchro gear 46a is engaged with the sleeve gear 44a.
  • the lock-up mechanism 40 is engaged as described above, and the lock-up gear 47 is engaged with the sleeve gear 44a of the sleeve 44 moved axially with the shift fork 42, The second element 12 can be locked up to the back cover 24.
  • the lock-up mechanism 40 when the lock-up mechanism 40 is operated (A3), the lock-up mechanism 40 directly connects the input shaft 1 and the output shaft 2 through the back cover 24. At this time, in the eddy current torque generating unit 21, as the back cover 24 is integrally rotated, generation of eddy current is stopped.
  • the dry torque converter for an electric vehicle may be integrally mounted on the driving motor M or integrally mounted on the reduction gear GB.
  • the dry torque converter for an electric vehicle configured as described above includes an input assembly, an output assembly, and a reactor assembly.
  • the input assembly includes the input shaft 1, the first element 11 connected to the input shaft 1, the front cover 22, and the permanent magnet 211 installed on the front cover 22. can do.
  • the output assembly is disposed on the output shaft 2, the second element 12 connected to the output shaft 2, and the pinion gear P, and the second element 12, and the permanent magnet 211 It may include the centrifugal body 212 facing the, and the lock-up mechanism 40.
  • the reactor assembly may include the one-way clutch 23 interconnecting the third element 13 and the fixing part 14.
  • FIG. 17 is a table showing the operation of the eddy current torque generating unit, the lock-up mechanism and the one-way clutch controlled by the control method of the dry torque converter for an electric vehicle according to an embodiment of the present invention
  • FIG. 18 is according to an embodiment of the present invention This table shows the operation of the planetary gear elements controlled by the control method of the dry torque converter for electric vehicles.
  • the method for controlling a dry torque converter for an electric vehicle provides a normal torque output to the second element 12 at a speed ratio (initial driving) by a gear ratio.
  • the first step of multiplying the second step of transmitting the torque output to the second element 12 at a speed ratio above the gear ratio (when the centrifugal force increases), and the speed ratio above the gear ratio (when the centrifugal force is further increased)
  • the input shaft (1) by directly connecting the first and second elements (11, 12) while being engaged with the lock-up gear (47) rotating with the back cover (24) by the operation control of the lock-up mechanism (40) )
  • a third step of directly connecting the output shaft 2 by directly connecting the first and second elements (11, 12) while being engaged with the lock-up gear (47) rotating with the back cover (24) by the operation control of the lock-up mechanism (40)
  • a third step of directly connecting the output shaft 2 by directly connecting the first and second elements (11, 12) while being engaged with the lock-up gear (47) rotating with the back cover (2
  • the first step is a normal ratio that is output to the second element 12 by fixedly controlling the third element 13 by operating control of the one-way clutch 23 at a speed ratio (initial driving) by a gear ratio. Multiply the torque.
  • the eddy current torque generating unit 21 and the lock-up mechanism 40 are inoperatively controlled. Due to this, the third element 13 is fixed to the fixing portion 14.
  • the eddy current is not generated due to the non-operation of the eddy current torque generating unit 21.
  • the torque output to the output shaft 2 through the second element 12 is recalled. It can be multiplied through the operation of the planetary gear (10).
  • the dry torque converter according to the embodiment of the present invention is inputted while the first element 11 is rotated in the forward direction due to the speed ratio due to the gear ratio of the planetary gear 10 during the initial driving of the electric vehicle equipped with it.
  • the input torque is multiplied by the second element 12 and output to the reducer GB.
  • the third element 13 is fixed.
  • the centrifugal body 212 since the output speed is low during the initial driving of the electric vehicle and the centrifugal force is insufficient, the centrifugal body 212 does not operate. Then, the permanent magnet 211 may maintain a state spaced apart from the centrifugal body 212 (see FIG. 9 ).
  • an eddy current is generated by the operation control of the eddy current torque generating unit 21 when the speed ratio is higher than the gear ratio according to the speed increase of the output shaft 2 (in the case of an increase in centrifugal force).
  • the eddy current generates an eddy current torque
  • the first element (sun gear: 11) and the second element (carrier: 12) generate torque of the input shaft 1 to the second element 12 and the eddy current torque generating unit. It can be transmitted to the output shaft (2) through (21).
  • the second step non-operationally controls the one-way clutch 23 and the lock-up mechanism 40 due to the operation of the eddy current torque generating unit 21. Due to this, the third element 13 can rotate in the same direction (forward) as the first and second elements 11 and 12 rotating in the forward direction.
  • the second step is due to the eddy current torque generated by the operation of the eddy current torque generating unit 21, the torque of the input shaft 1 to the second element 12 and the eddy current torque generating unit 21 It is transmitted to the output shaft (2).
  • the permanent magnets 211 and the centrifugal body 212 that are close to each other may generate eddy currents due to interaction due to a speed difference (see FIG. 12 ).
  • the third step controls the operation of the lock-up mechanism 40 connected to the second element 12 as the speed of the output shaft 2 further increases while the speed ratio is higher than the gear ratio.
  • the first and second elements 11 and 12 may be directly connected to the input shaft 1 and the output shaft 2 while being directly engaged with the mounted lock-up gear 47.
  • the one-way clutch 23 may be inoperatively controlled, and the eddy current torque generating unit 21 may be inoperatively controlled.
  • the third element 13 can rotate in the same direction (forward) as the first and second elements 11 and 12 rotating in the forward direction, and the second element 12 is the first element It can be rotated at the same speed as (11).
  • the third step controls the operation of the lock-up mechanism 40, the operation of the one-way clutch 23, and the operation of the eddy current torque generating unit 21, and the operation of the lock-up mechanism 40
  • the second element 12 By connecting the second element 12 to the back cover 24 via the input shaft 1 and the output shaft 2 so that the rotational speed of the input shaft 1 and the output shaft 2 is 1:1. Can be directly connected.
  • the torque of the drive motor M can be directly transferred to the transmission, so that the input and output speeds can be delivered 1:1.
  • the dry torque converter according to the present embodiment is mounted between the drive motor M and the speed reducer GB in a power train for an electric vehicle, and the torque of the drive motor M is normal during initial driving.
  • the torque of the drive motor M is multiplied by the gear ratio or higher by the eddy current torque and transmitted to the reducer GB.
  • the input shaft 1 and the output shaft 2 are directly connected to the first and second elements 11 and 12 through the operation of the lock-up mechanism 40. ), the input and output speeds can be delivered 1:1.
  • the dry torque converter for an electric vehicle and a control method thereof generate the eddy current torque between the first element (11: sun gear) and the second element (12: carrier) of the planetary gear 10 Equipped with a part 21 to the non-occurrence of the eddy current caused by the rotational speed of the output shaft 2 or the eddy current torque generated by the eddy current to the non-connected or eddy current torque of the first and second elements 11 and 12 Transmission power, and the third element (13: ring gear) and the fixing part 14 are fixed or controlled in one direction by the one-way clutch 23 to increase the torque at the speed ratio by the gear ratio, and to the gear ratio.
  • the eddy current torque can be output at or above the speed ratio.
  • the present invention can reduce the size of the drive motor (M) and the inverter connected to the input shaft (1) because the torque multiplication factor is large, fast and high efficiency through high-speed rotation of the drive motor (M) during initial driving
  • the current consumption of the driving motor M may be reduced by entering the region.
  • the present invention can reduce manufacturing cost by controlling the output torque by increasing and rotating up to 0.8 of the input/output speed ratio by centrifugal force of the output speed without a separate actuator.
  • the present invention the torque multiplication using the planetary gear 10, and the speed ratio increase function using the eddy current of the eddy current torque generating unit 21, the drive motor through the application of the lock-up mechanism 40 ( Since the torque of M) can be directly transmitted to the transmission, the input and output speeds can be transmitted 1:1, and all the functions of the conventional fluid torque converter can be implemented.

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Abstract

La présente invention concerne un convertisseur de couple à sec pour un véhicule électrique et son procédé de commande. Le convertisseur de couple à sec pour un véhicule électrique, selon un mode de réalisation de la présente invention, comprend : un engrenage planétaire relié à un arbre d'entrée au moyen d'un premier élément, relié à un arbre de sortie au moyen d'un deuxième élément, et relié de manière variable à une pièce de fixation au moyen d'un troisième élément ; au moins une unité de génération de couple par courants de Foucault disposée entre le premier élément et le deuxième élément, et générant un courant de Foucault de manière à pouvoir être commandée par une vitesse de rotation de l'arbre de sortie ; un couvercle arrière relié en un seul bloc à l'arbre de sortie et au premier élément, couplé à un couvercle avant avec l'engrenage planétaire intégré à l'intérieur, et disposé près de l'arbre de sortie ; des embrayages unidirectionnels reliés les uns aux autres de manière à accoupler ou désaccoupler une liaison unidirectionnelle entre le troisième élément et la pièce de fixation ; un mécanisme de verrouillage qui est relié au deuxième élément et est mis en prise avec un engrenage de verrouillage monté à l'intérieur du protège-sac au moyen d'une force centrifuge transmise en fonction de la vitesse de rotation de l'arbre de sortie, et en même temps, relie directement l'arbre d'entrée et l'arbre de sortie.
PCT/KR2019/015370 2018-12-19 2019-11-12 Convertisseur de couple à sec pour véhicule électrique et son procédé de commande WO2020130358A1 (fr)

Applications Claiming Priority (2)

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KR1020180165676A KR20200076525A (ko) 2018-12-19 2018-12-19 전기 자동차용 건식 토크 컨버터 및 그 제어방법
KR10-2018-0165676 2018-12-19

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WO2020130358A1 true WO2020130358A1 (fr) 2020-06-25

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KR (1) KR20200076525A (fr)
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8622859B2 (en) * 2009-06-10 2014-01-07 Czero Holding Company, Llc Systems and methods for hybridization of a motor vehicle using hydraulic components
JP2015122952A (ja) * 2009-03-10 2015-07-02 エディ・カーレント・リミテッド・パートナーシップ ブレーキング機構の改良およびそれに関する改善
JP2016065601A (ja) * 2014-09-25 2016-04-28 富士重工業株式会社 車両の駆動力配分装置
KR101858187B1 (ko) * 2017-12-14 2018-06-27 주식회사 카펙발레오 차량용 토크 컨버터 및 그 제어방법
KR101897759B1 (ko) * 2017-12-14 2018-09-12 주식회사 카펙발레오 차량용 토크 컨버터 및 그 제어방법

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015122952A (ja) * 2009-03-10 2015-07-02 エディ・カーレント・リミテッド・パートナーシップ ブレーキング機構の改良およびそれに関する改善
US8622859B2 (en) * 2009-06-10 2014-01-07 Czero Holding Company, Llc Systems and methods for hybridization of a motor vehicle using hydraulic components
JP2016065601A (ja) * 2014-09-25 2016-04-28 富士重工業株式会社 車両の駆動力配分装置
KR101858187B1 (ko) * 2017-12-14 2018-06-27 주식회사 카펙발레오 차량용 토크 컨버터 및 그 제어방법
KR101897759B1 (ko) * 2017-12-14 2018-09-12 주식회사 카펙발레오 차량용 토크 컨버터 및 그 제어방법

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