CN201925421U - Dual-clutch automatic transmission of electric vehicle - Google Patents
Dual-clutch automatic transmission of electric vehicle Download PDFInfo
- Publication number
- CN201925421U CN201925421U CN2011200235526U CN201120023552U CN201925421U CN 201925421 U CN201925421 U CN 201925421U CN 2011200235526 U CN2011200235526 U CN 2011200235526U CN 201120023552 U CN201120023552 U CN 201120023552U CN 201925421 U CN201925421 U CN 201925421U
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 53
- 230000007246 mechanism Effects 0.000 claims abstract description 17
- 230000009977 dual effect Effects 0.000 claims description 8
- 238000000926 separation method Methods 0.000 description 8
- 238000000034 method Methods 0.000 description 4
- 230000007935 neutral effect Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000009194 climbing Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
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Abstract
The utility model provides a dual-clutch automatic transmission of an electric vehicle, which comprises a double clutch, a low-speed gear set, a high-speed gear set and a power output shaft, wherein the power of a motor of the electric vehicle is transmitted to the low-speed gear set or the high-speed gear set through the double clutch and output through the power output shaft; the dual-clutch automatic transmission of the electric vehicle further comprises a tortional vibration damper and an electric actuating mechanism; the tortional vibration damper is installed on a driven disc of the double clutch; and the output terminal of the electric actuating mechanism is connected with a release bearing of the double clutch. In the dual-clutch automatic transmission of the electric vehicle, the resonance phenomenon in the transmission system can be effectively avoided through the tortional vibration damper, the common operating range of the motor is transferred out during the resonance, and the impact on the motor is cushioned; and meanwhile, the torsional vibration phenomenon can be reduced and even eliminated, so that the motor is protected.
Description
Technical Field
The utility model relates to an electric automobile's two separation and reunion automatic gearbox.
Background
With the importance of the whole society on environmental and energy problems, electric vehicles are widely regarded as green vehicles.
The primary objective of prior art dual clutch technology is to reduce shock and power interruption during the shifting process to achieve the goals of improved fuel economy and comfort. The existing double clutches do not have the neutral position function and can not realize the gear shifting function through the double clutches, and the existing double clutches are developed for internal combustion engine automobiles.
The utility model discloses an inventor combines the double clutch on electric automobile, obtains electric automobile's two separation and reunion automatic gearbox, realizes the gear shift through the double clutch.
However, how to prevent the resonance of the transmission system during the operation of the electric vehicle is an important aspect of protecting the motor of the transmission and prolonging the service life of the electric vehicle.
SUMMERY OF THE UTILITY MODEL
The utility model provides an electric automobile's two separation and reunion automatic gearbox effectively prevents resonance, relaxs the impact.
The utility model provides an electric automobile's two separation and reunion automatic gearbox, including double clutch, low-speed gear train, high-speed gear train and power output shaft, the power of electric automobile's motor passes through the double clutch is carried low-speed gear train perhaps high-speed gear train, and pass through power output shaft output, electric automobile's two separation and reunion automatic gearbox still includes: the torsional damper is mounted on a driven plate of the double clutch; and the output end of the electric actuating mechanism is connected with the release bearing of the double clutch.
Further, the electric actuating mechanism comprises an actuating motor, an electromagnetic locking device, an input gear and a transmission piece; the transmission part is a sector gear with a handle, the sector gear with the handle comprises a handle part and a sector part, the outer circumference of the sector part is provided with a tooth surface, teeth are formed on the tooth surface, the handle part extends from one side of the sector part opposite to the tooth surface along the direction far away from the tooth surface, one end, far away from the tooth surface, of the handle part is provided with a groove on the side surface, and the output shaft of the corresponding clutch actuator of the double clutch is nested in the groove of the handle part; the fixed end of the electromagnetic locking device is fixed on the actuating motor, and the moving end of the electromagnetic locking device is connected with the output shaft of the actuating motor; an output shaft of the actuating motor penetrates through the axis of the input gear; the teeth of the input gear mesh with the teeth of the transmission member.
By adopting the double-clutch automatic transmission of the electric automobile, the torsional damper can effectively prevent the resonance of the transmission system, so that the resonance is shifted out of the common working range of the motor, and the impact on the motor is alleviated; meanwhile, the torsional vibration can be reduced or even eliminated, so that the motor is protected.
Drawings
Fig. 1 is a schematic structural diagram of a dual clutch automatic transmission of an electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of the structure of one of the electrical actuating mechanisms of FIG. 1;
fig. 3 is a partial sectional view taken along line a-a of fig. 2.
Detailed Description
The present invention will be further described with reference to the accompanying drawings.
The utility model provides a double-clutch automatic transmission of an electric automobile, which comprises a double clutch, a low-speed gear set, a high-speed gear set, a power output shaft, a torsional vibration damper and an electric actuating mechanism, wherein the power of a motor of the electric automobile is selectively transmitted to the low-speed gear set or the high-speed gear set through the double clutch and is output through the power output shaft, and the torsional vibration damper is arranged on a driven plate of the double clutch; the output end of the electric actuating mechanism is connected with a release bearing of the double clutch.
The electric automobile takes the motor as a power source, and the torsional damper arranged in the double clutches can effectively prevent the resonance of a transmission system, so that the resonance is transferred out of the common working range of the motor, and the impact on the motor is alleviated; meanwhile, the torsional vibration can be reduced or even eliminated, so that the motor is protected.
The separating force of the double clutches comes from the electric actuating mechanism, and the function of automatic gear shifting is realized by controlling the electric actuating mechanism.
The technical solution of the present invention will be described with reference to specific embodiments.
Referring to fig. 1, in the present embodiment, a dual clutch automatic transmission of an electric vehicle includes a dual clutch 3, a low-speed gear set 4, a high-speed gear set 5, a power output shaft 6, a torsional damper 7, and an electric actuator 8.
In the present embodiment, the power of the motor 1 of the electric vehicle is directly input to the double clutch 3 through the motor output shaft 2, or is input to the double clutch 3 through another transmission mechanism such as a reduction gear. By adopting the double-clutch automatic transmission of the electric automobile, the control of two forward gears, one reverse gear and one neutral gear can be realized. In the present embodiment, the dual clutches respectively employ two separate dry clutches, and in the same principle, two separate wet clutches may be respectively employed. The low speed gear set and the high speed gear set have different gear ratios. A control system not shown in the figures judges the gear shifting according to specific conditions and provides power to control the separation and the engagement of the double clutches.
The dual clutch 3 includes a clutch driving part 31, a first clutch driven plate 32, a second clutch driven plate 33, a thin rod 34, a first diaphragm spring 35 fixedly connected with the thin rod 34, for example welded together, a second diaphragm spring 36, a first clutch actuator 37, a second clutch actuator 38, a first clutch release bearing 39, a second clutch release bearing 40, a first transmission input shaft 41 and a second transmission input shaft 42.
Referring to fig. 1, the driving gear 91 of the low-speed gear set 4 and the first clutch disk 32 are disposed on the first transmission input shaft 41, wherein the driving gear 91 of the low-speed gear set 4 is fixedly connected to the first transmission input shaft 41, and the first clutch disk 32 is connected to the first transmission input shaft 41 by splines.
The drive gear 93 of the high-speed gear set 5 and the second clutch disk 33 are arranged on the second transmission input shaft 42, wherein the drive gear 93 of the high-speed gear set 5 is fixedly connected to the second transmission input shaft 42, and the second clutch disk 33 is connected to the second transmission input shaft 42 by splines.
The first and second clutch discs 32, 33 are axially movable along the first and second transmission input shafts 41, 42, respectively. The driven gears 92 and 94 of the low-speed gear set 4 and the high-speed gear set 5 are fixedly connected with the power output shaft 6 respectively. The first clutch release bearing 39 and the second clutch release bearing 40 are in clearance fit.
The second transmission input shaft 42 is a hollow shaft that is fitted over the outer surface of the first transmission input shaft 41 in a clearance fit. Thus, the movement between the first transmission input shaft 41 and the second transmission input shaft 42 is independent of each other.
The structure of the electric actuating mechanism of the double clutch is similar to the working principle, and in the present embodiment, only one of the electric actuating mechanisms is taken as an example for explanation. Referring to fig. 2 and 3, the electric actuator mechanism 8 includes an actuator motor 81, an electromagnetic locking device 82, an input gear 83, and a transmission member 84.
The transmission member 84 of the electric actuator 8 is a sector gear with a shank including a shank 841 and a sector 842, the outer circumference of the sector 842 being provided with a tooth face on which teeth are formed, the shank 841 being formed extending from a side of the sector 842 opposite the tooth face in a direction away from the tooth face, and an end of the shank 841 remote from the tooth face being grooved on the side; the output shaft of the corresponding clutch actuator (the first clutch actuator 37 or the second clutch actuator 38) of the dual clutch is nested in the groove of the shank 841, so that the rotation of the input gear 83 is converted into a translation (i.e., a movement in the left-right direction in the drawing) of the output shaft of the clutch actuator by the swinging of the transmission member 84.
The fixed end 821 of the electromagnetic locking device 82 is fixed on the actuating motor 81, and the moving end 822 of the electromagnetic locking device 82 is connected with the output shaft 811 of the actuating motor 81. An output shaft 811 of the actuating motor 81 passes through the axial center of the input gear 83; the teeth of the input gear 83 mesh with the teeth of the transmission member 84.
The working principle of the double-clutch automatic transmission of the electric automobile adopting the embodiment is as follows:
when the vehicle is in a parking state, the first clutch driven plate 32 for a low gear and the clutch driving part 31 are in an engaged state, and the second clutch driven plate 33 for a high gear and the clutch driving part 31 are also in an engaged state, and at the moment, the transmission of the vehicle is in a self-locking state and cannot run due to the fact that the transmission has two transmission ratios. The second clutch disk 33 is disengaged from the clutch driving portion 31 before the vehicle is started, as follows.
When the electric automobile is started, the first clutch driven plate 32 for the low gear and the clutch driving part 31 are still in an engaged state; at the same time, the control system controls the motor 1 to provide the actuating force, so that the second clutch actuator 38 pushes the second release bearing 40 to move left, the second release bearing 40 presses the lower end of the second diaphragm spring 36, the upper end of the second diaphragm spring 36 moves right, and the second clutch driven plate 33 is released, so that the second clutch driven plate 33 is separated from the clutch driving part 31.
When the vehicle is taking off in a low gear, the first clutch driven plate 32 and the clutch driving part 31 for the low gear are still in an engaged state, the second clutch driven plate 33 and the clutch driving part 31 are already separated under the control of the control system, power is transmitted to the low gear set 4 through the first transmission input shaft 41 and is output through the power output shaft 6, and the vehicle starts to run in the low gear, wherein the power transmission route is as follows: the clutch driving portion 31 → the first clutch disk 32 → the first transmission input shaft 41 → the low-speed gear set 4 → the power output shaft 6.
When the vehicle is running in a low gear, no power is transmitted because the second clutch disk 33 for a high gear is in a state of being disengaged from the clutch driving portion 31. When the vehicle accelerates to reach a shift point close to a high gear (the shift point is determined by the laws of economy and dynamics), the control system operates the first clutch actuator 37 to move the first separation bearing 39 leftward, the first separation bearing 39 presses the lower end of the first diaphragm spring 35, the upper end of the first diaphragm spring 35 moves rightward, and the thin rod 34 moves along with the upper end of the first diaphragm spring 35 due to the fixed connection of the thin rod 34 and the upper end of the first diaphragm spring 35, so that the first clutch driven plate 32 is released, and the first clutch driven plate 32 is separated from the clutch driving part 31. After the disengagement is completed, the control system controls the motor 1 to provide actuating force, so that the second clutch actuator 38 pushes the second release bearing 40 to move right, the second release bearing 40 releases the pressing force on the lower end of the second diaphragm spring 36, the upper end of the second diaphragm spring 36 moves left, pressing force is generated on the second clutch driven plate 33, so that the second clutch driven plate 33 is engaged with the clutch driving part 31, power is transmitted to the high-speed gear set 5 through the second transmission input shaft 42 and is output through the power output shaft 6, and the vehicle starts to run at a high-speed gear, wherein the power transmission route is as follows: the clutch driving portion 31 → the second clutch disk 33 → the second transmission input shaft 42 → the high-speed gear set 5 → the power output shaft 6.
If the vehicle is decelerating, the control system may determine an upshift to a low gear based on the associated sensor signals, which is similar to the downshift to a high gear, i.e. the control system controls the electric machine to perform a disengagement of the second clutch disk 33 for the high gear from the clutch driving part 31 and an engagement of the first clutch disk 32 for the low gear with the clutch driving part 31.
When the vehicle is in neutral, the control system disengages the second clutch disk 33 for high gears from the clutch driving part 31 and the first clutch disk 32 for low gears from the clutch driving part 31, with no power take off.
When the vehicle is in reverse gear, the reverse rotation can be directly completed through the motor, at the moment, under the control of the control system, the first clutch driven plate 32 for the low gear of the electric vehicle is engaged with the clutch driving part 31, and the reverse gear is carried out by the low gear.
Due to the characteristics of the electric automobile, namely the speed regulation function of the motor, the double-clutch automatic transmission can meet the requirements. Although there are only four gears, acceleration, deceleration and torque increase can be achieved rapidly and smoothly by controlling the motor rotation speed, and therefore, the motor can cope with both acceleration and climbing freely. Meanwhile, the motor can work in a high-efficiency area as much as possible, so that the energy consumption is greatly reduced, and the economical efficiency is improved.
The above example that has two forward gears (low-speed, high-speed), neutral, reverse gear totally four gear derailleur has explained the technical scheme principle of the utility model, according to this design can realize more electric automobile derailleur gears or warp the setting completely, all belong to the utility model discloses a protection scope.
The working principle of the electric actuator is described below. Referring to fig. 2 and 3, when the control system sends a command to move the electric actuating mechanism to operate the clutch actuator, the actuating motor 81 starts to rotate, the fixed end 821 and the movable end 822 of the electromagnetic locking device 82 are in a separated state, so that the output shaft 811 of the actuating motor is driven to rotate, the input gear 83 is driven to rotate, and the clutch actuator 37 or 38 is driven to move through a series of simple mechanical transmissions (input gear 83 → transmission member 84 → clutch actuator 37 or 38). When the clutch actuator is actuated, the control system gives a command to energize the electromagnetic locking device 82 to generate a magnetic field, the movable end 822 of the electromagnetic locking device 82 is attracted by the fixed end 821, the input gear 83 stops rotating, and the process of separating the second clutch driven plate 33 for the high gear from the clutch driving part 31 or the process of separating the first clutch driven plate 32 for the low gear from the clutch driving part 31 is completed. When shifting gears, for example, from a low gear to a high gear, the first clutch actuator 37 is disengaged as described above. Correspondingly, in the electric actuating mechanism of the second clutch actuator 38, under the command of the control system, the fixed end 821 and the movable end 822 of the electromagnetic locking device 82 are disconnected, the actuating motor 81 stops rotating, the second clutch actuator 38 returns to the initial position under the restoring force of the second diaphragm spring 36, the second clutch driven plate 33 is engaged with the clutch driving part 31, and the clutch engaging process is completed, and the same is true otherwise.
Although the present invention has been described in detail and with reference to specific embodiments thereof, it will be apparent to one skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope thereof.
Claims (2)
1. A double-clutch automatic transmission of an electric automobile comprises a double clutch, a low-speed gear set, a high-speed gear set and a power output shaft, wherein the power of a motor of the electric automobile is transmitted to the low-speed gear set or the high-speed gear set through the double clutch and is output through the power output shaft,
characterized in that, electric automobile's double clutch automatic gearbox still includes:
the torsional damper is mounted on a driven plate of the double clutch; and
and the output end of the electric actuating mechanism is connected with the release bearing of the double clutch.
2. The dual clutch automatic transmission for electric vehicles according to claim 1, wherein the electric actuator mechanism includes an actuating motor, an electromagnetic locking device, an input gear, and a transmission member; wherein,
the transmission part is a sector gear with a handle, the sector gear with the handle comprises a handle part and a sector part, the outer circumference of the sector part is provided with a tooth surface, teeth are formed on the tooth surface, the handle part extends from one side of the sector part opposite to the tooth surface along the direction far away from the tooth surface, and one end of the handle part far away from the tooth surface is provided with a groove on the side surface; the output shafts of the corresponding clutch actuators of the double clutches are nested in the grooves of the handle parts;
the fixed end of the electromagnetic locking device is fixed on the actuating motor, and the moving end of the electromagnetic locking device is connected with the output shaft of the actuating motor;
an output shaft of the actuating motor penetrates through the axis of the input gear;
the teeth of the input gear mesh with the teeth of the transmission member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011200235526U CN201925421U (en) | 2011-01-25 | 2011-01-25 | Dual-clutch automatic transmission of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011200235526U CN201925421U (en) | 2011-01-25 | 2011-01-25 | Dual-clutch automatic transmission of electric vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN201925421U true CN201925421U (en) | 2011-08-10 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN2011200235526U Expired - Fee Related CN201925421U (en) | 2011-01-25 | 2011-01-25 | Dual-clutch automatic transmission of electric vehicle |
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| CN (1) | CN201925421U (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102588527A (en) * | 2012-03-19 | 2012-07-18 | 江苏铃高电动车有限公司 | Automatic transmission for electric vehicles |
| CN103032526A (en) * | 2012-12-19 | 2013-04-10 | 冯关华 | Two-speed dual clutch transmission drive unit for pure electric vehicle |
| CN103104661A (en) * | 2012-10-15 | 2013-05-15 | 刘培生 | Automatic power speed changer |
| CN103122992A (en) * | 2013-02-16 | 2013-05-29 | 河南速达电动汽车科技有限公司 | Electric vehicle automatic shift variable speed drive system |
| CN103204059A (en) * | 2012-01-16 | 2013-07-17 | 同济大学 | Wheel-rim electric driving system of electric car |
| CN105240419A (en) * | 2015-10-13 | 2016-01-13 | 柳超 | Three-shaft compact clutch |
| CN106015500A (en) * | 2016-08-08 | 2016-10-12 | 吉孚动力技术(中国)有限公司 | Automatic gearbox for electric vehicle |
| CN107839459A (en) * | 2017-11-02 | 2018-03-27 | 奇瑞汽车股份有限公司 | Transmission system and electric automobile for electric automobile |
-
2011
- 2011-01-25 CN CN2011200235526U patent/CN201925421U/en not_active Expired - Fee Related
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103204059A (en) * | 2012-01-16 | 2013-07-17 | 同济大学 | Wheel-rim electric driving system of electric car |
| CN103204059B (en) * | 2012-01-16 | 2015-10-28 | 同济大学 | A kind of electric wheel limit power drive system |
| CN102588527A (en) * | 2012-03-19 | 2012-07-18 | 江苏铃高电动车有限公司 | Automatic transmission for electric vehicles |
| CN103104661A (en) * | 2012-10-15 | 2013-05-15 | 刘培生 | Automatic power speed changer |
| CN103032526A (en) * | 2012-12-19 | 2013-04-10 | 冯关华 | Two-speed dual clutch transmission drive unit for pure electric vehicle |
| CN103122992A (en) * | 2013-02-16 | 2013-05-29 | 河南速达电动汽车科技有限公司 | Electric vehicle automatic shift variable speed drive system |
| CN105240419A (en) * | 2015-10-13 | 2016-01-13 | 柳超 | Three-shaft compact clutch |
| CN106015500A (en) * | 2016-08-08 | 2016-10-12 | 吉孚动力技术(中国)有限公司 | Automatic gearbox for electric vehicle |
| CN107839459A (en) * | 2017-11-02 | 2018-03-27 | 奇瑞汽车股份有限公司 | Transmission system and electric automobile for electric automobile |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20110810 Termination date: 20140125 |