CN201925421U - Dual-clutch automatic transmission of electric vehicle - Google Patents

Abstract

The utility model provides a dual-clutch automatic transmission for an electric vehicle, which includes a dual clutch, a low-speed gear set, a high-speed gear set and a power output shaft, and the power of the motor of the electric vehicle is transmitted to the low-speed gear set through the double clutch Or the high-speed gear set, and output through the power take-off shaft. The dual clutch automatic transmission of the electric vehicle also includes: a torsional shock absorber, the torsional shock absorber is installed on the driven plate of the dual clutch; and an electric actuation mechanism, the output end of the electric actuation mechanism Connected with the release bearing of the dual clutch. Adopting the dual-clutch automatic transmission of the electric vehicle of the present invention, the torsional vibration damper can effectively prevent the transmission system from resonating, so that the resonance can be shifted out of the normal working range of the motor, and the impact on the motor can be eased; at the same time, the torsional vibration can be reduced or even eliminated, thereby Protect the motor.

Description

Dual-clutch automatic transmission for electric vehicles

technical field

The utility model relates to a dual-clutch automatic transmission for an electric vehicle.

Background technique

As the whole society attaches great importance to environmental and energy issues, electric vehicles have been widely valued as a green transportation tool.

The original intention of the existing dual-clutch technology is to reduce the shock and power interruption during the shifting process, so as to achieve the goal of improving fuel economy and comfort. Existing dual clutches do not possess the function of neutral gear, nor can the function of shifting gears be realized by dual clutches, and existing dual clutches are all developed for internal combustion engine vehicles.

The inventor of the utility model combines the dual clutch on the electric vehicle to obtain the dual clutch automatic transmission of the electric vehicle, and realizes gear shifting through the dual clutch.

However, how to prevent transmission system resonance during the operation of electric vehicles is an important aspect to protect the motor of the transmission and improve the service life of electric vehicles.

Utility model content

The utility model provides a dual-clutch automatic transmission for an electric vehicle, which can effectively prevent resonance and alleviate impact.

The utility model proposes a dual-clutch automatic transmission for an electric vehicle, which includes a dual clutch, a low-speed gear set, a high-speed gear set and a power output shaft, and the power of the motor of the electric vehicle is delivered to the low-speed gear set through the dual clutch Or the high-speed gear set, and output through the power output shaft, the dual-clutch automatic transmission of the electric vehicle also includes: a torsional shock absorber, and the torsional shock absorber is installed on the driven plate of the dual-clutch and an electric actuation mechanism, the output end of the electric actuation mechanism is connected with the release bearing of the double clutch.

Further, the electric actuation mechanism includes an actuation motor, an electromagnetic locking device, an input gear, and a transmission member; wherein, the transmission member is a sector gear with a handle, and the sector gear with a handle includes a handle and a sector The outer circumference of the fan-shaped part is provided with a tooth surface, the tooth surface is formed with teeth, and the shank extends from the side of the fan-shaped part opposite to the tooth surface in a direction away from the tooth surface Formed, the end of the handle away from the tooth surface has a groove on the side, and the output shaft of the corresponding clutch actuator of the dual clutch is nested in the groove of the handle; the fixed end of the electromagnetic locking device fixed on the actuator motor, the moving end of the electromagnetic locking device is connected to the output shaft of the actuator motor; the output shaft of the actuator motor passes through the shaft center of the input gear; the input The teeth of the gear mesh with the teeth of the transmission member.

Adopting the dual-clutch automatic transmission of the electric vehicle of the present invention, the torsional vibration damper can effectively prevent the transmission system from resonating, so that the resonance can be shifted out of the normal working range of the motor, and the impact on the motor can be eased; at the same time, the torsional vibration can be reduced or even eliminated, thereby Protect the motor.

Description of drawings

Fig. 1 is the structural representation of the dual-clutch automatic transmission of electric vehicle in the utility model embodiment;

Fig. 2 is a schematic structural view of an electric actuator in Fig. 1;

Fig. 3 is a partial sectional view along line A-A in Fig. 2 .

Detailed ways

Below in conjunction with accompanying drawing, the utility model is further described.

The utility model provides a dual-clutch automatic transmission for an electric vehicle, which includes a dual-clutch, a low-speed gear set, a high-speed gear set, a power output shaft, a torsional shock absorber and an electric actuating mechanism. It is transmitted to the low-speed gear set or high-speed gear set, and output through the power output shaft. The torsional shock absorber is installed on the driven plate of the double clutch; the output end of the electric actuator is connected with the release bearing of the double clutch.

Electric vehicles use the motor as the power source. The torsional shock absorber installed in the dual clutch can effectively prevent the resonance of the transmission system, making the resonance shift out of the normal working range of the motor and easing the impact on the motor; at the same time, it can also reduce or even eliminate the torsional vibration. Thus protecting the motor.

The separation force of the dual clutch comes from the electric actuation mechanism, and the function of automatic gear shifting is realized by controlling the electric actuation mechanism.

The technical solutions of the present utility model are described below in conjunction with specific embodiments.

Referring to Fig. 1, in this embodiment, a dual-clutch automatic transmission for 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 shock absorber 7 and an electric actuator 8 .

In this embodiment, the power of the motor 1 of the electric vehicle is directly input to the dual clutch 3 through the motor output shaft 2, or input to the dual clutch 3 through other transmission mechanisms such as reduction gears. By adopting the dual-clutch automatic transmission of the electric vehicle of this embodiment, the control of two forward gears, one reverse gear and one neutral gear can be realized. In this embodiment, two separate dry clutches are used for the dual clutches respectively, and two separate wet clutches can also be used respectively based on the same principle. The low gear set and the high gear set have different gear ratios. The control system not shown in the figure judges the switching of the gear position according to the specific situation and provides power to control the disengagement and engagement of the dual clutch.

Wherein, dual clutch 3 comprises clutch driving part 31, first clutch driven disc 32, second clutch driven disc 33, thin rod 34, the first diaphragm spring 35 that is fixedly connected with thin rod 34 such as welding together, the second Two diaphragm springs 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 driven disc 32 are arranged on the first transmission input shaft 41, wherein the driving gear 91 of the low speed gear set 4 is fixedly connected with the first transmission input shaft 41, the first A clutch driven disc 32 is splined to the first transmission input shaft 41 .

The driving gear 93 of the high-speed gear set 5 and the second clutch driven disc 33 are arranged on the second transmission input shaft 42, wherein the driving gear 93 of the high-speed gear set 5 is fixedly connected with the second transmission input shaft 42, and the second clutch driven The disc 33 is splined to the second transmission input shaft 42 .

The first clutch driven disc 32 and the second clutch driven disc 33 can move axially along the first transmission input shaft 41 and the second transmission input shaft 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. There is clearance fit between the first clutch release bearing 39 and the second clutch release bearing 40 .

The second transmission input shaft 42 is a hollow shaft, which is sleeved on the outer surface of the first transmission input shaft 41 in a clearance fit manner. Thus, the movements between the first transmission input shaft 41 and the second transmission input shaft 42 are independent of each other.

The structure and working principle of the electric actuation mechanism of the double clutch are similar, and in this embodiment, only one of the electric actuation mechanisms is taken as an example for illustration. Referring to FIG. 2 and FIG. 3 , the electric actuation mechanism 8 includes an actuation motor 81 , an electromagnetic locking device 82 , an input gear 83 and a transmission member 84 .

The transmission part 84 of the electric actuator 8 is a sector gear with a handle. The sector gear with a handle includes a handle 841 and a sector 842. The outer circumference of the sector 842 is provided with a tooth surface, and teeth are formed on the tooth surface. The handle 841 extends from the opposite side of the sector 842 to the tooth surface along the direction away from the tooth surface, and the end of the shank 841 away from the tooth surface has a groove on the side; the corresponding clutch actuator of the double clutch (the first clutch The output shaft of the actuator 37 or the second clutch actuator 38) is nested in the groove of the handle 841, so that the rotation of the input gear 83 is converted into the rotation of the output shaft of the clutch actuator through the swing of the transmission member 84. Translation (that is, movement along the left and right directions in the figure).

The fixed end 821 of the electromagnetic locking device 82 is fixed on the actuator motor 81 , and the moving end 822 of the electromagnetic locking device 82 is connected with the output shaft 811 of the actuator motor 81 . The output shaft 811 of the actuator motor 81 passes through the shaft 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 dual-clutch automatic transmission of the electric vehicle adopting the present embodiment is as follows:

When the vehicle is in a stopped state, the first clutch driven disc 32 for the low gear is engaged with the clutch active part 31, and the second clutch driven disc 33 for the high gear is also engaged with the clutch active part 31. At this time, because the gearbox has two transmission ratios at the same time, the vehicle drive train is in self-locking state and cannot travel. Therefore, the second clutch driven disc 33 is separated from the clutch driving part 31 before the vehicle is started, and the specific process is as follows.

When the electric vehicle starts, the first clutch driven disc 32 for the low gear is still in engagement with the clutch active part 31; at the same time, the control system controls the motor 1 to provide power so that the second clutch actuator 38 pushes the second The release bearing 40 moves to the left, the second release bearing 40 squeezes the lower end of the second diaphragm spring 36, and the upper end of the second diaphragm spring 36 moves to the right, so that the second clutch driven disc 33 is released, so that the second clutch is released from the The moving plate 33 is separated from the driving part 31 of the clutch.

When the vehicle starts with a low gear, the first clutch driven disc 32 and the clutch active part 31 for the low gear are still in the engaged state, and the second clutch driven disc 33 and the clutch active part 31 have been completed under the control of the control system. Separate, the power is transmitted to the low-speed gear set 4 through the first transmission input shaft 41, and output through the power output shaft 6, and the vehicle starts to run in low gear. At this time, the power transmission route is: clutch driving part 31 → first clutch driven disc 32→first transmission input shaft 41→low speed gear set 4→power output shaft 6.

When the vehicle is running in low gear, because the second clutch driven disc 33 for high gear is in the state of being separated from the clutch driving part 31, no power is transmitted. When the vehicle accelerates and reaches the shift point close to the high gear (the position of the shift point is determined by the law of economy and power), the control system manipulates the first clutch actuator 37 to make the first release bearing 39 to the left movement, the first release bearing 39 squeezes the lower end of the first diaphragm spring 35, and the upper end of the first diaphragm spring 35 moves to the right. Since the thin rod 34 is fixedly connected with the upper end of the first diaphragm spring 35, the thin rod 34 moves together with the upper end of the first diaphragm spring 35, so that the first clutch driven plate 32 is released, so that the first clutch driven plate 32 is separated from the clutch driving part 31. After the separation is completed, the control system controls the motor 1 to provide driving force, so that the second clutch actuator 38 pushes the second release bearing 40 to move to the right, and 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 to the left to generate a pressing force on the second clutch driven disc 33, so that the second clutch driven disc 33 is engaged with the clutch driving part 31, and the power is transmitted to the high speed through the second transmission input shaft 42. The gear set 5 is output through the power output shaft 6, and the vehicle starts to run in high gear. At this time, the power transmission route is: clutch driving part 31→second clutch driven disc 33→second transmission input shaft 42→high speed gear set 5 → PTO shaft 6.

If the vehicle decelerates, the control system can judge to shift into a low gear according to the relevant sensor signals. Disengagement of the part 31 and engagement of the first clutch disc 32 for the low gear with the clutch driving part 31 .

When the vehicle is in neutral, the control system separates the second clutch driven disc 33 for high gear from the clutch active part 31 and the first clutch driven disc 32 for low gear from the clutch active part 31, and there is no power output .

When the vehicle is in reverse gear, it can be completed directly through the reverse rotation of the motor. At this time, under the control of the control system, the first clutch driven disc 32 for the low gear of the electric vehicle is engaged with the clutch active part 31, and the reverse is performed with the low gear. .

Due to the characteristics of electric vehicles, that is, the speed regulation function of the electric motor, this dual-clutch automatic transmission has been able to meet the demand. Although there are only four gears, by controlling the motor speed, acceleration and deceleration can be achieved quickly and smoothly, so whether it is acceleration or climbing, it can handle it freely. At the same time, the motor can be made to work in the high-efficiency area as much as possible, which greatly reduces energy consumption and improves economy.

The above just has two forward gears (low speed, high speed), neutral gear, the example of totally four gear gear speed changers of reverse gear has illustrated the technical scheme principle of the present utility model, can realize more electric vehicle speed changer gears fully according to this design Or deformation setting, all belong to the protection domain of the present utility model.

The working principle of the electric actuator is described below. Referring to Fig. 2 and Fig. 3, when the control system issues an instruction to make the electric actuating mechanism move to manipulate the clutch actuator, the actuating motor 81 starts to rotate, and the fixed end 821 and the moving end 822 of the electromagnetic locking device 82 are in a separated state, Thereby driving the actuator motor output shaft 811 to rotate, driving the input gear 83 to rotate, and driving the clutch actuator 37 or 38 to move through a series of simple mechanical transmissions (input gear 83→transmission member 84→clutch actuator 37 or 38). After the clutch actuator completes the action, the control system issues an instruction to energize the electromagnetic locking device 82 to generate a magnetic field, the moving end 822 of the electromagnetic locking device 82 is sucked by the fixed end 821, and the input gear 83 stops rotating, which is used for high-speed gears. The disengagement process of the second clutch disc 33 from the clutch drive part 31 or the disengagement process of the first clutch disc 32 for the low gear from the clutch drive part 31 is completed. When switching gear positions, such as changing from a low gear to a high gear, the first clutch actuator 37 completes the separation 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 moving end 822 of the electromagnetic locking device 82 are powered off and separated, and the actuating motor 81 also stops rotating. The second clutch actuator 38 returns to the initial position under the restoring force of the second diaphragm spring 36, and the second clutch driven plate 33 engages with the clutch driving part 31 to complete the clutch engagement process, and the other conditions are the same.

Although the utility model has been described in detail above with reference to specific embodiments, those skilled in the art can make various modifications and variations to the utility model under the teaching herein without departing from the spirit and scope of the utility model.

Claims (2)

1. A dual-clutch automatic transmission for an electric vehicle, comprising a double clutch, a low-speed gear set, a high-speed gear set and a power take-off shaft, the power of the motor of the electric vehicle is delivered to the low-speed gear set or the power output shaft through the dual clutch said high-speed gear set, and output through said power take-off shaft, It is characterized in that, the dual-clutch automatic transmission of the electric vehicle also includes: a torsional vibration damper mounted on the driven plate of the dual clutch; and An electric actuation mechanism, the output end of the electric actuation 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 actuating 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, and the sector gear with a handle includes a handle and a sector, and the outer circumference of the sector is provided with a tooth surface, and teeth are formed on the tooth surface, and the handle Extending from the side of the fan-shaped portion opposite to the tooth surface along the direction away from the tooth surface, the end of the shank away from the tooth surface has a groove on the side; the corresponding clutch actuator of the double clutch The output shaft is nested in the groove of the handle; The fixed end of the electromagnetic locking device is fixed on the actuator motor, and the moving end of the electromagnetic locking device is connected to the output shaft of the actuator motor; The output shaft of the actuator motor passes through the shaft center of the input gear; The teeth of the input gear mesh with the teeth of the transmission member.

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