CN102700407A - Horizontal power-driven device based on two-gear mechanical automatic transmission for pure electric automobile - Google Patents

Abstract

The invention relates to a power drive device of a pure electric vehicle based on a mechanical automatic transmission. The unit consists of an electric motor, a two-speed mechanical automatic transmission, a dry clutch, final drive and differential. The two-speed mechanical automatic transmission is composed of a meshing gear pair consisting of gears A, B, E, and F, a meshing sleeve T, an input shaft M, and an output shaft N. The meshing gear pair A and B form the first gear, the gear pair E and F form the second gear, and the gear pair G and H form the final reducer. The driven point of the clutch is rigidly connected with the gear E. Manipulate the engaging sleeve T and the clutch to realize the conversion of the gear. The invention has the advantages of being able to effectively utilize the high-efficiency operating area of the electric motor; no power interruption when shifting gears; good climbing ability; and being suitable for horizontal arrangement.

Description

Transverse power drive device for pure electric vehicles with 2-speed mechanical automatic transmission

technical field

The invention relates to a power drive device of a pure electric vehicle based on a mechanical automatic transmission, which belongs to a power drive device of a walking machine. the

Background technique

How to reduce the energy consumption and environmental pollution of automobiles has become the main theme of the current automobile industry development. The Ministry of Science and Technology of China stated that vigorously developing electric vehicles to promote the transformation of transportation energy has become the focus of government support in China and major developed countries in the world. The development of electric vehicles has triggered a global industrial transformation, which is related to the future of the global automobile industry. It is more related to the sustainability of the future development of human society. In the past two years, my country's pure electric vehicles have developed rapidly. Many companies have launched pure electric vehicles on the market, and pure electric vehicles have entered industrialization. Pure electric vehicles offer many advantages over traditional internal combustion engine vehicles, such as zero emissions, high efficiency, independence from petroleum, and quiet and smooth operation. the

There are many kinds of drive mechanisms for pure electric vehicles, such as traditional drive trains with multi-speed transmissions and clutches, single-speed transmissions without clutches, two independent electric motors, and fixed-speed transmissions with drive shafts. The traditional drive system with multi-gear transmission and clutch has good acceleration performance in multiple gears, but there is power interruption when shifting gears; the single-gear transmission without clutch can realize continuously variable speed, but the acceleration and climbing ability are poor. The efficiency of the motor is not fully utilized; two independent motors and a fixed gear transmission with a drive shaft have a large number of motors, a complex structure, and poor acceleration. the

The present invention has an electric motor and a second-speed mechanical automatic transmission, which not only has a simple structure and is more convenient to arrange, but also has relatively high acceleration and climbing ability. The clutch is different from the traditional arrangement, and the transmission efficiency of the dry clutch is higher. Operating the clutch can realize uninterrupted power when shifting gears, and the power performance is more prominent, thereby improving the comprehensive performance of the pure electric vehicle. the

The horizontal type can shorten the overall length of the car, plus canceling the influence of factors such as the drive shaft, the material consumption of the car is significantly reduced, which reduces the curb weight; the horizontal type can reduce the front cabin and maximize the driving space. The vertical space occupied by the horizontal type is small, which can greatly shorten the longitudinal space of the front cabin, in exchange for a spacious driving space, especially the space for the legs of the front passengers to expand. This is especially important for compact cars with limited dimensions. The vertical space occupied by the horizontal type is small, so more energy-absorbing space can be reserved in the front cabin. In the event of a collision, it can ensure that the motor and transmission are not easy to invade the cockpit, so that the front passengers have a higher safety factor . It is the most suitable choice for ordinary family cars to use the transverse type. the

Generally speaking, front-drive compact cars, most mid-level cars and a few high-end cars adopt a transverse arrangement. the

For passenger cars, adopting the rear transverse type can increase the wheelbase of the vehicle, increase the effective standing area in the vehicle, make the space utilization rate in the middle and rear of the vehicle higher, and the area of the low floor area is larger, so as to improve the ride comfort of the vehicle. the

Contents of the invention

The technical problem of the present invention is to provide a horizontal power drive device for a pure electric vehicle based on a mechanical automatic transmission, which has a compact structure, can shift gears, and can ensure uninterrupted power. the

In order to solve the above technical problems, the present invention provides a transverse power drive device for a pure electric vehicle based on a mechanical automatic transmission. The device includes an electric motor 1 , a two-speed mechanical automatic transmission, a dry clutch 28 , final drive and differential 31 . The two-speed mechanical automatic transmission is composed of a meshing gear pair consisting of gears A5, B36, E9, and F30, and a meshing sleeve T7, an input shaft M38, and an output shaft N34. The meshing gear pair A5 and B36 form the first gear, the gear pair E9 and F30 form the second gear, and the gear pair G35 and H32 form the main reducer. The engaging sleeve T7 engages or disengages with the engaging teeth of the gear A5 on the transmission input shaft M38. When shifting gears, the gears are shifted without power interruption by manipulating the meshing teeth and the clutch. When the first gear is shifted to the second gear, the clutch 28 is gradually combined, and the torque of the meshing sleeve T7 is completely taken over, the engaging teeth of the meshing sleeve T7 and the gear A5 are separated, and the first gear is reversed, and the clutch 28 is gradually fully combined again, thus completing a cycle. Shift to second gear. When shifting from the second gear to the first gear, the clutch 28 is gradually disengaged, and the speed of the motor 1 is increased at the same time. When the speed of the gear A5 and the meshing sleeve T7 are the same, the meshing sleeve T7 and the engaging teeth of the gear A5 are engaged, and the first gear is engaged. , Then the clutch 28 is completely separated again, and the second gear is completed and changed to the first gear. Both ends of the input shaft M38 of the transmission are supported in the transmission housing through angular contact ball bearings 3 and 22 . Gears A5 and E9 are respectively sleeved on the transmission input shaft M38 through needle bearings. The two ends of the gear E9 are respectively supported in the transmission casing and the flywheel through angular contact ball bearings 11 and 23 . Flywheel 16 is bolted to flange 20 . The gear B36 is integrated with the output shaft N34, and the gears G35 and F30 are respectively connected with the output shaft N34 through flat keys. Both ends of the output shaft N34 are supported in the transmission case by angular contact ball bearings 29 and 33 . The composition of the clutch release bearing device: the inner ring rotary release bearing 24 is empty on the gear E9, the bearing cover 27 is connected to the release sleeve 26 and the outer ring of the inner ring rotary release bearing 24, and the wave spring 25 is close to the inner ring rotary release The right side of the bearing 24 outer ring and the left side of the bearing housing 27. Manipulate the clutch release fork 12 to push the release sleeve 26 to move axially to the right, the release sleeve 26 pushes the outer ring of the inner ring rotary release bearing 24, the outer ring pushes the ball, and the ball pushes the inner ring of the inner ring rotary release bearing 24, thereby The diaphragm spring 15 is pushed to close the clutch 28 . The driven disc 17 of the clutch 28 is rigidly connected to the gear E9 through the driven disc hub 19, and the flywheel 16 is rigidly connected to the input shaft M38 of the transmission through the splines on the flange 20. Interrupt driven. the

The invention has the advantages of being able to effectively utilize the high-efficiency operating area of the motor; no power interruption when shifting gears; good climbing ability; simple structure, high transmission efficiency by using a dry clutch; and suitable for horizontal arrangement. The main reducer, differential and transmission are installed in one housing, and the powertrain structure is compact; there is no need to set a drive shaft between the transmission and the final reducer, the power transmission distance is short, and the direction of power transmission does not change, effectively controlling the The energy loss in the process of power transmission improves the efficiency of power transmission, so the transmission efficiency is very high. At the same time, it can solve the problem of insufficient driving space of the car, and shorten the longitudinal space of the front cabin. the

The mechanical automatic transmission is set into two gears, the purpose is to improve the acceleration performance and climbing ability of the car, so that the electric motor always runs in the high-efficiency zone. The structure of the two-speed transmission is simple and compact. the

The opening in the transmission housing is for the electric drive of the shift actuator. the

The arrangement form of the clutch of the present invention is different from the traditional clutch, the clutch 28 is connected with the output shaft N34 through a pair of gear sets (gear E9, gear F30). The driving part of the clutch is connected with the input shaft M38 of the transmission by a spline, and the driven part is connected with the gear E9 through a spline hub. It can realize driving without power interruption when shifting gears. the

When starting, connect to the first gear, and the motor 1 drives to start. When the gear is accelerated, the clutch 28 is gradually combined, and the torque of the meshing sleeve T7 is completely taken over, the meshing sleeve T7 is separated from the coupling teeth of the gear A5, and the first gear is reversed, and the clutch 28 Then gradually fully combine, so that the first gear is changed to the second gear. When shifting from the second gear to the first gear, the clutch 28 is gradually disengaged, and the speed of the motor 1 is increased at the same time. When the speed of the gear A5 and the meshing sleeve T7 are the same, the meshing sleeve T7 and the engaging teeth of the gear A5 are engaged, and the first gear is engaged. , and then the clutch 28 is completely disengaged gradually. Complete the second gear shift to first gear. In this way, the non-power interruption driving of the automobile can be realized. Improve the acceleration and dynamics of the car. the

In addition, the motor 1 can rotate in forward and reverse directions, and when reversing, the motor 1 can rotate in the reverse direction in the first gear to realize the reverse driving. the

Braking energy recovery is carried out during braking, that is, the output end is the original input end, that is, the motor; the input end is the original output end, that is, the speed of the wheel, and the motor changes from the driving state to the power generation state, and the energy is transferred from the wheel to the motor. Realize braking energy recovery. the

Description of drawings

Fig. 1 is a schematic diagram of the present invention;

Fig. 2 is the overall structural diagram of the present invention;

Figure 3 is a partial enlarged view of the clutch;

Figure 4 is the power transmission route of the first gear drive;

Figure 5 is the power transmission route of the second gear drive;

Figure 6 is the power transmission route of the first gear brake;

Figure 7 is the power transmission route of the second gear brake;

Fig. 8 is the process of changing the power transmission route from the first gear to the second gear;

Fig. 9 is the process of changing the power transmission route from the second gear to the first gear;

Figure 10 is the schematic diagram of the structure of Scheme 2;

Figure 11. Scheme 2 first gear drive;

Figure 12. Scheme 2 and 2nd gear drive;

Figure 13. Scheme 2, first gear braking;

Figure 14. Scheme 2 and 2nd gear braking;

Figure 15. Scheme 2 is the power transmission route change process from the first gear to the second gear;

Fig. 16. The power transmission route change process from the second gear to the first gear in the second scheme. the

In the figure: Among them: 38-transmission input shaft M, 5-gear A, 7-engagement sleeve T, 9-gear E, 28-clutch, 34-transmission output shaft N, 36-gear B, 35-gear G, 32 - gear H, 30 - gear F, 31 - differential. the

In the figure: 1-motor, 2-rubber oil seal, 3, 22-angular contact ball bearing, 4-transmission case, 5-gear A, 6-needle bearing, 7-meshing sleeve T, 8-sleeve, 9 -Gear E, 10, 23-angular contact ball bearing, 11-rubber oil seal, 12-clutch release fork, 13-clutch housing, 14-diaphragm spring, 15-pressure plate, 16-flywheel, 17-driven disc , 18-shock absorbing spring, 19-driven disc hub, 20-flange, 21-sleeve, 24-inner ring rotary release bearing, 25-wave spring, 26-separation sleeve, 27-bearing cover, 28 -clutch, 29, 33-angular contact ball bearing, 30-gear F, 31-differential, 32-gear H, 34-transmission output shaft N, 35-gear G, 36-gear B, 37-bearing cover, 38-Transmission input shaft M

Detailed ways

Referring to the accompanying drawings, the present invention is further described. the

Referring to FIG. 1 , the present invention provides a power drive device for a pure electric vehicle based on a mechanical automatic transmission. The device includes an electric motor 1 , a two-speed mechanical automatic transmission, a dry clutch 28 , final drive and differential 31 . The two-speed mechanical automatic transmission is composed of a meshing gear pair consisting of gears A5, B36, E9, F30, G35, and H32, and a meshing sleeve T7, an input shaft M38, and an output shaft N34. The meshing gear pair A5 and B36 form the first gear, the gear pair E9 and F30 form the second gear, and the gear pair G35 and H32 form the main reducer. Manipulating the engaging sleeve T7 and the clutch 28 realizes the conversion of the gear position. The meshing sleeve T7 engages or disengages the engaging teeth of the gear A5 on the transmission input shaft M38. Both ends of the input shaft M38 of the transmission are supported in the transmission housing through angular contact ball bearings 3 and 22 . Gears A5 and E9 are respectively sleeved on the transmission input shaft M38 through needle bearings. The two ends of the gear E9 are respectively supported in the transmission casing and the flywheel through angular contact ball bearings 11 and 23 . Flywheel 16 is connected with flange 20 with bolts. The gear B36 is integrated with the output shaft N34, and the gears G35 and F30 are respectively connected with the output shaft N34 through flat keys. Both ends of the output shaft N34 are supported in the transmission case by angular contact ball bearings 29 and 33 . The composition of the clutch release bearing device: the inner ring rotary release bearing 24 is empty on the gear E9, the bearing cover 27 is connected to the release sleeve 26 and the outer ring of the inner ring rotary release bearing 24, and the wave spring 25 is close to the inner ring rotary release The right side of the bearing 24 outer ring and the left side of the bearing housing 27. Manipulate the clutch release fork 12 to push the release sleeve 26 to move axially to the right, the release sleeve 26 pushes the outer ring of the release bearing 24, the outer ring pushes the ball, and the ball pushes the inner ring of the release bearing 26 to push the diaphragm spring 15 to realize the clutch 28 closures. The driven disc 17 of the clutch 28 is connected with the gear E9 through the driven disc hub 19, and the flywheel 16 is connected with the input shaft M38 of the transmission through the spline on the flange 20, the purpose is to operate the clutch 28 during gear shifting to realize the non-power interruption driving . the

The mechanical automatic transmission is set into two gears, the purpose is to improve the acceleration performance and climbing ability of the car, so that the electric motor always runs in the high-efficiency zone. The structure of the two-speed transmission is simple and compact. the

The present invention can realize the following working modes through the two-speed transmission. the

First gear drive: refer to Figure 4, when the first gear is driven, the meshing sleeve T7 is combined to the left, and the power transmission route is shown in the thick solid line in the figure: through gear A5, gear B36, gear G35, gear H32, differential 31, by half shaft output. The electric motor 1 can rotate in forward and reverse directions, and reverse driving can be realized when rotating in the reverse direction. the

Second gear drive: Refer to Figure 5, when the second gear is driven, the meshing sleeve T7 is combined to the right, and the power transmission route is shown by the thick solid line in the figure: through gear E9, gear F30, gear G35, gear H32, differential 31, by half shaft output. the

When braking, the car works in braking mode, and the wheels drive the motor to generate electricity to charge the battery. There are two situations:

First-gear braking: When the car is driving in first gear, step on the brake pedal to brake. The power transmission route is shown in the thick solid line in Figure 4: through the half shaft, differential 31, gear H32, gear G35, Gear B36, gear A5, motor 1, drag the motor to generate electricity. When the battery is fully charged, switch to mechanical braking. the

Second gear braking: when the car is driving in second gear, step on the brake pedal to brake. The power transmission route is shown in the thick solid line in Figure 5: through the half shaft, differential 31, gear H32, gear G35, gear F30, gear E9, motor 1, drag the motor to generate electricity. When the battery is fully charged, switch to mechanical braking. the

Shifting process: when shifting from first gear to second gear, it is necessary to complete the combination of clutch 28 and the engagement sleeve T7 to withdraw from the left combination. When changing from the second gear to the first gear, actions such as separation of the clutch 28, speed regulation of the motor 1, and left coupling of the engaging sleeve T7 need to be completed. Specific actions: when the first gear is shifted to the second gear, as shown in Figure 8, the clutch 28 is gradually engaged, and the torque of the meshing sleeve T7 is fully taken over, the meshing sleeve T7 is separated from the coupling teeth of the gear A5, and the first gear is reversed, and the clutch 28 is gradually fully engaged. Combination, so that the first gear is changed to the second gear. When shifting from the second gear to the first gear, as shown in Figure 9, the clutch 28 is gradually disengaged, and the speed of the motor 1 is increased at the same time. Up a gear, then clutch 28 is fully disengaged again. Complete the second gear shift to first gear. In this way, the non-power interruption driving of the automobile can be realized. Improve the acceleration and dynamics of the car. the

The function of the clutch action is to realize the drive without power interruption during the gear shifting process and improve the power performance of the car. the

As can be seen from the above description, the positive effect of the present invention is that it can make full use of the high-efficiency operating area of the motor, reduce power loss, and can realize shifting without power interruption; The assembly structure is compact; there is no need to set a transmission shaft between the transmission and the main reducer, which shortens the transmission distance, the direction is consistent, and the transmission efficiency is high; the overall length of the vehicle is shortened, and the curb weight of the vehicle is reduced; driving space. the

This scheme is simple in structure and easy to operate. However, when the automobile is running in second gear, the clutch is closed all the time, and the control mechanism needs to be pushed all the time. The stress failure of the clutch will be accelerated and the service life will be reduced if the parts of the clutch are always in this state. In order to solve this problem, the second solution is now proposed. The structural schematic diagram is shown in Figure 10. A gear pair C8 and D29 is added between the meshing sleeve and the gear pair E and F connected to the clutch. The added gear pair As the second gear, the gear pair E and F connected with the clutch are used as a guarantee for the transmission to always output power during the shifting process. the

The specific implementation of the shifting process: when shifting from the first gear to the second gear, the clutch 28 is gradually engaged, and the torque of the meshing sleeve T7 is completely taken over. 28 is combined gradually again, and when the rotating speed of gear C8 and meshing sleeve T7 is the same, meshing sleeve T7 combines with the engagement tooth of gear C8, hangs up second gear, then clutch 28 separates again, finishes first gear and changes to second gear. When shifting from the second gear to the first gear, the clutch 28 is gradually engaged, taking over all the torque of the meshing sleeve T7, the meshing sleeve T7 is separated from the coupling teeth of the gear C8, the second gear is reversed, and the speed of the motor 1 is increased at the same time. When the rotating speed of gear A6 and meshing sleeve T7 is the same, meshing sleeve T7 engages with the engagement teeth of gear A5, hangs up first gear, then clutch 28 separates again, finishes second gear and changes to first gear. the

In the process of shifting gears, in order to enable the transmission to output power all the time, it must be ensured that the transmission ratio of the gear pair connected to the clutch is smaller than the transmission ratio of the second gear of the transmission. The speed of the motor is n _e , the speed of the driving gear A of the first gear is n _A , the speed of the driven gear B of the first gear is n _B , the speed of the driving gear C of the second gear is n _C , and the speed of the driven gear D of the second gear is n _D , the rotational speeds of the gear pairs E and F connected with the clutch are n _E and n _F respectively. The transmission ratio of the first gear is i ₁ , the transmission ratio of the second gear is i ₂ , the transmission ratio of the gear pair E and F connected with the clutch is i ₃ , i ₁ >i ₂ >i ₃ . When driving in first gear, n _A =n _e , n _B =n _A /i ₁ , n _F =n _B , n _E =n _F ×i ₃ =n _A ×i ₃ /i ₁ =n _e ×i ₃ /i ₁ , since i ₃ <i ₁ , therefore, n _E <n _e . When driving in second gear, n _C =n _e , n _D =n _C /i ₂ , n _F =n _D , n _E =n _F ×i ₃ =n _C ×i ₃ /i ₂ =n _e ×i ₃ /i ₂ , because i ₂ >i ₃ , n _E <n _e , the speed of the active part of the clutch is equal to the speed of the motor, and the speed of the driven part is equal to the speed of gear E. Therefore, when the clutch is engaged during the shifting process, the clutch's active The speed of the part is always greater than that of the driven part, and the motor can always output power to drive the car, so that there is no power interruption when shifting gears.

The working mode of the second scheme:

The first gear drive is shown in Figure 11, the second gear drive is shown in Figure 12, the first gear braking is shown in Figure 13, and the second gear braking is shown in Figure 14. the

Shift process: when shifting from the first gear to the second gear (see Figure 15), the clutch 28 is gradually engaged to take over all the torque of the meshing sleeve T7, and the engaging teeth of the engaging sleeve T7 and the gear A5 are separated, and the first gear Back gear, clutch 28 is combined gradually again, and when the rotating speed of gear C8 and engagement sleeve T7 is the same, engagement sleeve T7 combines with gear C8, hangs up second gear, then clutch 28 separates again, finishes first gear and changes to second gear. When shifting from the second gear to the first gear (as shown in Figure 16), the clutch 28 is gradually engaged, taking over all the torque of the meshing sleeve T7, the engaging teeth of the engaging sleeve T7 and the gear C8 are separated, the second gear is reversed, and the gear is up at the same time. The rotating speed of high motor 1, when the rotating speed of gear A6 and engagement sleeve T7 is identical, engagement sleeve T7 engages with the engagement tooth of gear A5, hangs up first gear, then clutch 28 separates again. Complete the second gear shift to first gear. the

The second solution not only solves the problem that the release bearing always pushes the clutch, but also ensures that the motor can always output power during the gear shifting process, and realizes no power interruption during gear shifting. the

Claims (2)

1. A horizontal power drive unit for a pure electric vehicle with a 2-speed mechanical automatic transmission, comprising an electric motor (1), a two-speed mechanical automatic transmission, a dry clutch, final drive and differential, characterized in that : the two-speed mechanical automatic transmission includes: a gear A (5) and a gear E (9) that are idle sleeved on the transmission input shaft M (38), and an engagement sleeve that is connected to the transmission input shaft M (38) by a spline T (7), the gear B (36) integrated with the transmission output shaft N (34), the gear F (30) connected with the transmission output shaft N (34) by a key, the gear A (5) and the gear B ( 36) form a first gear pair, gear E (9) and gear F (30) form a second gear pair, one end of the transmission input shaft M (38) is driven by the motor (1), and the clutch (28) is driven by the gear E(9) is mounted on the other end of the transmission input shaft M(38); The two-speed mechanical automatic transmission also includes a differential (31), a gear G (35) mounted on the transmission output shaft N (34) and a gear H (32) mounted on the differential (31). In the main reducer, the meshing sleeve T (7) engages or separates from the gear A (5) on the transmission input shaft M (38). The gear is interrupted by the power, and the power is output by the differential (31). 2. A horizontal power drive device for a pure electric vehicle with a 2-speed mechanical automatic transmission, comprising an electric motor (1), a two-speed mechanical automatic transmission, a dry clutch, a final drive and a differential, characterized in that : the two-speed mechanical automatic transmission includes: a gear A (5) and a gear E (9) that are idle sleeved on the transmission input shaft M (38), and an engagement sleeve that is connected to the transmission input shaft M (38) by a spline T (7), the gear B (36) integrated with the transmission output shaft N (34), the gear F (30) connected with the transmission output shaft N (34) by a key, the gear A (5) and the gear B ( 36) form a gear pair, one end of the transmission input shaft M (42) is driven by the motor (1), and the clutch (28) is mounted on the other end of the transmission input shaft M (42) through the gear E (9); The two-speed mechanical automatic transmission also includes a differential (31), a gear G (35) mounted on the transmission output shaft N (34) and a gear H (32) mounted on the differential (31). The main reducer consists of the gear E (9) mounted on the transmission input shaft M (38) and the gear F (30) mounted on the transmission output shaft N (34) to form a second-speed gear pair, and the meshing sleeve T (7) is in the The gear A (5) and the gear C (8) on the transmission input shaft M (38) are switched between. When shifting gears, the gear shifting without power interruption is realized by manipulating the meshing sleeve T (7) and the clutch (28). Gearbox (31) output power. the

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