TW201313508A - Drive system and electric vehicle having the same - Google Patents
Drive system and electric vehicle having the same Download PDFInfo
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本發明涉及汽車技術領域，尤其是涉及一種電動車輛及其驅動系統。
The invention relates to the technical field of automobiles, and in particular to an electric vehicle and a drive system thereof.
隨著燃油價格的上漲以及傳統燃油車輛引起的環境污染問題，電動車輛越來越受到重視。電動車輛以動力電池作為動力源，由驅動電機驅動，從而擺脫了發動機帶來的限制，減小了對環境的污染。
傳統上，電動車輛由驅動電機和一個固定傳動比減速器驅動。已知的是，驅動電機在低轉速時扭矩輸出較大，但是效率低。隨著驅動電機轉速的提高，效率逐漸提高，但是扭矩輸出小。對於電動車輛的固定比減速器，趨向大扭矩設計的減速器，隨著驅動電機轉速的增加效率提高很慢，車輛高速行駛時能耗較大；而趨向高轉速設計的減速器，雖然隨著轉速的增加，效率提高快，但由於減速器傳動比較小，傳遞到車輪的扭矩也較小，不能滿足車輛起步、爬坡，因此車輛的加速性差，車輛轉速較低時能耗大。例如，對於城市電動公交客車，停車和起步加速非常頻繁，導致驅動電機效率低。因此，傳統電動車輛的驅動裝置無法同時滿足低速和高速兩種工況，驅動電機的效率低，在電池儲能不變的情況下，直接導致電動車輛的續駛里程縮短，由此，傳統電動車輛無法適合複雜路況。
With the rise in fuel prices and the environmental pollution caused by traditional fuel vehicles, electric vehicles are receiving more and more attention. The electric vehicle uses a power battery as a power source and is driven by a drive motor, thereby getting rid of the limitations imposed by the engine and reducing environmental pollution.
Traditionally, electric vehicles have been driven by a drive motor and a fixed ratio reducer. It is known that the drive motor has a large torque output at low rotational speeds, but is inefficient. As the speed of the drive motor increases, the efficiency gradually increases, but the torque output is small. For the fixed ratio reducer of electric vehicles, the speed reducer that tends to be designed with high torque has a very slow efficiency as the speed of the drive motor increases, and the energy consumption of the vehicle is high when driving at a high speed; The increase of the speed increases the efficiency, but because the transmission of the reducer is relatively small, the torque transmitted to the wheel is also small, which can not meet the starting and climbing of the vehicle. Therefore, the acceleration of the vehicle is poor, and the energy consumption is large when the vehicle speed is low. For example, for urban electric buses, parking and starting acceleration are very frequent, resulting in inefficient drive motors. Therefore, the driving device of the conventional electric vehicle cannot simultaneously satisfy the two conditions of low speed and high speed, and the efficiency of the driving motor is low, and the driving range of the electric vehicle is directly shortened under the condition that the battery energy storage is constant, thereby, the conventional electric motor Vehicles cannot accommodate complex road conditions.
本發明旨在至少解決上述技術問題之一。為此，本發明的一個目的在於提出一種電動車輛的驅動系統，該驅動系統可以合理匹配驅動電機的扭矩與轉速特性，有效地提高驅動電機在各種行駛工況下的效率。
本發明的另一個目的在於提出一種具有上述驅動系統的電動車輛。
根據本發明第一方面實施例的電動車輛的驅動系統，包括：驅動電機；變速器，所述變速器具有輸入軸、中間軸、輸出軸、第一變速單元、第一離合器、第二變速單元和第二離合器，其中所述驅動電機與所述輸入軸相連，所述輸入軸與所述中間軸相連以便將所述驅動電機的動力傳遞給所述中間軸，所述第一變速單元連接在所述中間軸和所述輸出軸之間以在所述中間軸與所述輸出軸之間傳遞動力，所述第二變速單元連接在所述中間軸和所述輸出軸之間以在所述中間軸與所述輸出軸之間傳遞動力，所述第一離合器設在所述中間軸上且與所述第一變速單元相連以結合或切斷所述中間軸與所述第一變速單元之間的動力傳遞，所述第二離合器設在所述中間軸上且與所述第二變速單元相連以結合或切斷所述中間軸與所述第二變速單元之間的動力傳遞，所述第一變速單元具有第一傳動比，所述第二變速單元具有第二傳動比，所述第一傳動比大於所述第二傳動比；和液壓系統，所述液壓系統與所述第一離合器相連以驅動所述第一離合器結合或分離且所述液壓系統與所述第二離合器相連以驅動所述第二離合器結合或分離。
根據本發明實施例的電動車輛的驅動系統，變速器具有第一和第二變速單元，第一變速單元的傳動比大於第二變速單元的傳動比，因此驅動電機可以通過選擇性地通過第一變速單元和第二變速單元將動力傳遞到車輪，例如在低速時選擇第一變速單元，可以輸出大的扭矩，高速時選擇第二變速單元，由此根據不同的工況選擇不同傳動比的變速單元，合理地匹配了驅動電機的扭矩與轉速特性，提高了驅動電機的效率，提高了動力電池的使用效率，滿足了電動車輛複雜的工況。
另外，根據本發明上述實施例的電動車輛的驅動系統還可以具有如下附加的技術特徵：
在本發明的一個實施例中，所述輸入軸上設有第一齒輪，所述中間軸上設有與所述第一齒輪嚙合的第二齒輪，所述輸入軸和所述中間軸通過所述第一和第二齒輪相連。
在本發明的一個實施例中，所述第一變速單元包括設在所述中間軸上的第三齒輪和設在所述輸出軸上且與所述第三齒輪嚙合的第四齒輪。
在本發明的一個實施例中，所述第三齒輪可旋轉地套裝在所述中間軸上，所述第四齒輪固定在所述輸出軸上，所述第一離合器的主動部分固定在所述中間軸上，所述第一離合器的從動部分與所述第三齒輪連接。
在本發明的一個實施例中，所述第二變速單元包括設在所述中間軸上的第五齒輪和設在所述輸出軸上且與所述第五齒輪嚙合的第六齒輪。
在本發明的一個實施例中，所述第五齒輪可旋轉地套裝在所述中間軸上，所述第六齒輪固定在所述輸出軸上，所述第二離合器的主動部分固定在所述中間軸上，所述第二離合器的從動部分與所述第五齒輪連接。
在本發明的一個實施例中，所述變速器還包括第三變速單元和第三離合器，所述第三變速單元連接在所述中間軸和所述輸出軸之間以在所述中間軸與所述輸出軸之間傳遞動力，所述第三離合器設在所述中間軸上且與所述第三變速單元相連以結合或切斷所述中間軸與所述第三變速單元之間的動力傳遞，其中所述液壓系統與所述第三離合器相連以驅動所述第三離合器結合或分離，所述第三變速單元具有第三傳動比，所述第二傳動比大於所述第三傳動比。
在本發明的一個實施例中，所述第三變速單元包括設在所述中間軸上的第七齒輪和設在所述輸出軸上且與所述第七齒輪嚙合的第八齒輪。
在本發明的一個實施例中，所述第七齒輪可旋轉地套裝在所述中間軸上，所述第八齒輪固定在所述輸出軸上，所述第三離合器的主動部分固定在所述中間軸上，所述第三離合器的從動部分與所述第七齒輪連接。
在本發明的一個實施例中，所述第二離合器與所述第三離合器共用一個主動部分。
在本發明的一個實施例中，所述第一至第三離合器均為濕式離合器。
在本發明的一個實施例中，所述輸入軸的軸線與所述輸出軸的軸線在同一直線上，且所述中間軸的軸線與所述輸入軸和所述輸出軸的軸線平行。
在本發明的一個實施例中，所述液壓系統包括：油箱；彼此並聯的第一和第二離合器驅動迴路，所述第一離合器驅動迴路包括第一驅動液壓缸和第一比例閥，所述第一比例閥分別與所述第一驅動液壓缸和所述油箱相連，所述第一驅動液壓缸的活塞與所述第一離合器的主動部分相連，所述第二離合器驅動迴路包括第二驅動液壓缸和第二比例閥，所述第二比例閥分別與所述第二驅動液壓缸和所述油箱相連，所述第二驅動液壓缸的活塞與所述第二離合器的主動部分相連；內置泵，所述內置泵由所述中間軸驅動，且所述內置泵的入口與所述油箱相連且所述內置泵的出口分別與所述第一和第二比例閥相連；第一單向閥，所述第一單向閥串聯在所述內置泵的出口側；外置泵，所述外置泵由外置泵電機驅動，所述外置泵的入口與所述油箱相連且所述外置泵的出口分別與所述第一和第二比例閥相連；和第二單向閥，所述第二單向閥串聯在所述外置泵的出口側，其中串聯的所述第一單向閥和所述內置泵與串聯的所述第二單向閥與所述外置泵並聯在所述油箱與所述第一和第二比例閥之間。
在本發明的一個實施例中，所述液壓系統還包括與所述內置泵並聯的第三單向閥。
在本發明的一個實施例中，所述液壓系統還包括第一和第二篩檢程式，所述第一篩檢程式連接在所述內置泵和所述外置泵的入口與所述油箱之間，所述第二篩檢程式連接在所述第一和第二單向閥與所述第一和第二比例閥之間。
在本發明的一個實施例中，所述液壓系統還包括溢流閥，所述溢流閥與串聯的所述第一單向閥和所述內置泵以及串聯的所述外置泵和所述第二單向閥並聯。
在本發明的一個實施例中，所述液壓系統還包括連接在所述第一和第二單向閥與所述第一和第二比例閥之間的蓄能器。
在本發明的一個實施例中，所述第一離合器驅動迴路還包括連接在所述第一比例閥與所述第一驅動液壓缸之間的第一緩衝器，所述第二離合器驅動迴路還包括連接在所述第二比例閥與所述第二驅動液壓缸之間的第二緩衝器。
在本發明的一個實施例中，所述液壓系統還包括調壓閥和第四單向閥，所述調壓閥與所述內置泵並聯用於為所述驅動系統提供潤滑油，所述第四單向閥連接在所述調壓閥與所述內置泵的出口之間。
根據本發明第二方面實施例的電動車輛，包括根據本發明第一方面實施例的電動車輛的驅動系統。
本發明的附加方面和優點將在下面的描述中部分給出，部分將從下面的描述中變得明顯，或通過本發明的實踐瞭解到。
The present invention aims to solve at least one of the above technical problems. Accordingly, it is an object of the present invention to provide a drive system for an electric vehicle that can reasonably match the torque and speed characteristics of the drive motor, effectively improving the efficiency of the drive motor under various driving conditions.
Another object of the present invention is to provide an electric vehicle having the above drive system.
A drive system for an electric vehicle according to an embodiment of the first aspect of the present invention includes: a drive motor; a transmission having an input shaft, an intermediate shaft, an output shaft, a first shifting unit, a first clutch, a second shifting unit, and a a second clutch, wherein the drive motor is coupled to the input shaft, the input shaft is coupled to the intermediate shaft to transmit power of the drive motor to the intermediate shaft, and the first shifting unit is coupled to the Between the intermediate shaft and the output shaft to transmit power between the intermediate shaft and the output shaft, the second shifting unit being coupled between the intermediate shaft and the output shaft to be at the intermediate shaft Transmitting power with the output shaft, the first clutch being disposed on the intermediate shaft and coupled to the first shifting unit to couple or cut between the intermediate shaft and the first shifting unit Power transmission, the second clutch is disposed on the intermediate shaft and coupled to the second shifting unit to combine or cut off power transmission between the intermediate shaft and the second shifting unit, the first The speed unit has a first gear ratio, the second gear unit has a second gear ratio, the first gear ratio is greater than the second gear ratio, and a hydraulic system coupled to the first clutch The first clutch is driven to engage or disengage and the hydraulic system is coupled to the second clutch to drive the second clutch to engage or disengage.
According to a driving system of an electric vehicle according to an embodiment of the present invention, the transmission has first and second shifting units, and a transmission ratio of the first shifting unit is larger than a gear ratio of the second shifting unit, so that the driving motor can selectively pass the first shifting speed The unit and the second shifting unit transmit power to the wheel, for example, selecting the first shifting unit at a low speed, outputting a large torque, and selecting the second shifting unit at a high speed, thereby selecting a shifting unit of a different gear ratio according to different operating conditions. The torque and speed characteristics of the driving motor are reasonably matched, the efficiency of the driving motor is improved, the use efficiency of the power battery is improved, and the complicated working condition of the electric vehicle is satisfied.
Further, the drive system of the electric vehicle according to the above embodiment of the present invention may further have the following additional technical features:
In an embodiment of the invention, the input shaft is provided with a first gear, and the intermediate shaft is provided with a second gear that meshes with the first gear, and the input shaft and the intermediate shaft pass through The first and second gears are connected.
In one embodiment of the invention, the first shifting unit includes a third gear disposed on the intermediate shaft and a fourth gear disposed on the output shaft and meshing with the third gear.
In an embodiment of the invention, the third gear is rotatably fitted on the intermediate shaft, the fourth gear is fixed on the output shaft, and an active portion of the first clutch is fixed at the On the intermediate shaft, the driven portion of the first clutch is coupled to the third gear.
In one embodiment of the invention, the second shifting unit includes a fifth gear disposed on the intermediate shaft and a sixth gear disposed on the output shaft and meshing with the fifth gear.
In an embodiment of the invention, the fifth gear is rotatably fitted on the intermediate shaft, the sixth gear is fixed on the output shaft, and an active portion of the second clutch is fixed at the On the intermediate shaft, the driven portion of the second clutch is coupled to the fifth gear.
In an embodiment of the invention, the transmission further includes a third shifting unit and a third clutch, the third shifting unit being coupled between the intermediate shaft and the output shaft to be in the intermediate shaft Transmitting power between the output shafts, the third clutch is disposed on the intermediate shaft and connected to the third shifting unit to combine or cut off power transmission between the intermediate shaft and the third shifting unit And wherein the hydraulic system is coupled to the third clutch to drive the third clutch to engage or disengage, the third shifting unit has a third gear ratio, and the second gear ratio is greater than the third gear ratio.
In one embodiment of the invention, the third shifting unit includes a seventh gear disposed on the intermediate shaft and an eighth gear disposed on the output shaft and meshing with the seventh gear.
In an embodiment of the invention, the seventh gear is rotatably fitted on the intermediate shaft, the eighth gear is fixed on the output shaft, and an active portion of the third clutch is fixed at the On the intermediate shaft, the driven portion of the third clutch is coupled to the seventh gear.
In one embodiment of the invention, the second clutch shares an active portion with the third clutch.
In an embodiment of the invention, the first to third clutches are both wet clutches.
In one embodiment of the invention, the axis of the input shaft is in line with the axis of the output shaft, and the axis of the intermediate shaft is parallel to the axes of the input shaft and the output shaft.
In one embodiment of the invention, the hydraulic system includes: a fuel tank; first and second clutch drive circuits connected in parallel with each other, the first clutch drive circuit including a first drive hydraulic cylinder and a first proportional valve, a first proportional valve is coupled to the first drive hydraulic cylinder and the fuel tank, a piston of the first drive hydraulic cylinder is coupled to an active portion of the first clutch, and a second clutch drive circuit includes a second drive a hydraulic cylinder and a second proportional valve, the second proportional valve being respectively connected to the second driving hydraulic cylinder and the oil tank, wherein a piston of the second driving hydraulic cylinder is connected to an active portion of the second clutch; a pump, the internal pump is driven by the intermediate shaft, and an inlet of the internal pump is connected to the oil tank and an outlet of the internal pump is respectively connected to the first and second proportional valves; a first check valve The first check valve is connected in series on the outlet side of the built-in pump; the external pump is driven by an external pump motor, the inlet of the external pump is connected to the oil tank and the outer Pump outlet Not connected to the first and second proportional valves; and a second one-way valve connected in series on the outlet side of the external pump, wherein the first one-way valve and the series are connected in series The internal pump and the second one-way valve in series are connected in parallel with the external pump between the oil tank and the first and second proportional valves.
In an embodiment of the invention, the hydraulic system further includes a third one-way valve in parallel with the internal pump.
In an embodiment of the invention, the hydraulic system further includes first and second screening programs, the first screening program being coupled to the inlet of the internal pump and the external pump and the fuel tank The second screening program is coupled between the first and second one-way valves and the first and second proportional valves.
In an embodiment of the invention, the hydraulic system further includes a relief valve, the relief valve and the internal one-way valve and the internal pump connected in series, and the external pump and The second check valve is connected in parallel.
In one embodiment of the invention, the hydraulic system further includes an accumulator coupled between the first and second one-way valves and the first and second proportional valves.
In an embodiment of the invention, the first clutch drive circuit further includes a first buffer connected between the first proportional valve and the first drive hydraulic cylinder, and the second clutch drive circuit further A second bumper coupled between the second proportional valve and the second drive cylinder is included.
In an embodiment of the invention, the hydraulic system further includes a pressure regulating valve and a fourth one-way valve, the pressure regulating valve being connected in parallel with the built-in pump for supplying lubricating oil to the driving system, A four-way valve is coupled between the pressure regulating valve and an outlet of the internal pump.
An electric vehicle according to an embodiment of the second aspect of the present invention includes the drive system of the electric vehicle according to the embodiment of the first aspect of the present invention.
The additional aspects and advantages of the invention will be set forth in part in the description which follows.
下面詳細描述本發明的實施例，所述實施例的示例在附圖中示出，其中自始至終相同或類似的標號表示相同或類似的元件或具有相同或類似功能的元件。下面通過參考附圖描述的實施例是示例性的，僅用於解釋本發明，而不能理解為對本發明的限制。
在本發明的描述中，需要理解的是，術語“中心”、“縱向”、“橫向”、“上”、“下”、“前”、“後”、“左”、“右”、“豎直”、“水準”、“頂”、“底”“內”、“外”等指示的方位或位置關係為基於附圖所示的方位或位置關係，僅是為了便於描述本發明和簡化描述，而不是指示或暗示所指的裝置或元件必須具有特定的方位、以特定的方位構造和操作，因此不能理解為對本發明的限制。此外，術語“第一”、“第二”僅用於描述目的，而不能理解為指示或暗示相對重要性或者隱含指明所指示的技術特徵的數量。由此，限定有“第一”、“第二”的特徵可以明示或者隱含地包括一個或者更多個該特徵。在本發明的描述中，除非另有說明，“多個”的涵義是兩個或兩個以上。
在本發明的描述中，需要說明的是，除非另有明確的規定和限定，術語“安裝”、“相連”、“連接”應做廣義理解，例如，可以是固定連接，也可以是可拆卸連接，或一體地連接；可以是機械連接，也可以是電連接；可以是直接相連，也可以通過中間媒介間接相連，可以是兩個元件內部的連通。對於本領域的普通技術人員而言，可以具體情況理解上述術語在本發明中的具體涵義。
下面參考附圖描述根據本發明第一方面實施例的電動車輛的驅動系統。
如第1-3圖所示根據本發明實施例的電動車輛的驅動系統包括驅動電機1、變速器和液壓系統。
具體地，變速器具有輸入軸2、中間軸13、輸出軸5、第一變速單元B1、第一離合器15，第二變速單元B2和第二離合器11。驅動電機1與輸入軸2相連以驅動輸入軸2轉動。在一個具體示例中，驅動電機1通過花鍵與輸入軸2相連，如第2圖所示，但本發明並不限於此，驅動電機1可以通過其他方式與輸入軸2直接相連。驅動電機1與輸入軸2直接相連，與傳統採用發動機的車輛不同，驅動電機與輸入軸2之間可以不設置離合器和液力變矩器，因此可以提高動力傳遞效率以及簡化結構。
輸入軸2與中間軸13相連以便將驅動電機1的動力傳遞給中間軸13。例如，在一個具體示例中，輸入軸2通過齒輪副與中間軸13相連，該齒輪副包括第一齒輪3和第二齒輪8，第一齒輪3安裝在輸入軸2上，第二齒輪8安裝在中間軸13上，第一齒輪3和第二齒輪8彼此嚙合。
第一變速單元B1連接在中間軸13和輸出軸5之間以在中間軸13與輸出軸5之間傳遞動力。第二變速單元B2連接在中間軸13和輸出軸5之間以在中間軸13與輸出軸5之間傳遞動力。
第一離合器15設在中間軸13上且與第一變速單元B1相連以結合或切斷中間軸13與第一變速單元B1之間的動力傳遞，換言之，第一離合器15用於結合或切斷中間軸13與輸出軸5之間的動力傳遞。
第二離合器11設在中間軸13上且與第二變速單元B2相連以結合或切斷中間軸13與第二變速單元B2之間的動力傳遞，換言之，第二離合器11用於結合或切斷中間軸13與輸出軸5之間的動力傳遞。第一變速單元B1具有第一傳動比，第二變速單元B2具有第二傳動比，第一傳動比大於第二傳動比。
所述液壓系統與第一離合器15相連以驅動第一離合器15結合或分離，所述液壓系統還與第二離合器11相連以驅動第二離合器11結合或分離。
根據本發明實施例的電動電動車輛的驅動系統，變速器具有第一和第二變速單元，第一變速單元的傳動比大於第二變速單元的傳動比，因此可以合理匹配驅動電機的扭矩與轉速特性，有效地提高驅動電機在車輛行駛時的各種工況下的工作效率，更加節能，提高車輛的續駛里程，且驅動系統的結構簡單。更具體而言，當電動車輛低速行駛時，例如起動、爬坡或加速時，所需輸出扭矩大，所述液壓系統可以結合第一離合器15，換言之，車輛切換到第一前進檔位，驅動電機1的動力傳遞給輸入軸2，輸入軸2通過第一齒輪3和第二齒輪8傳遞給中間軸13，中間軸13通過第一離合器15和第一變速單元B1傳遞給輸出軸5，進而傳遞給車輪WH，由於第一變速單元B1具有大的傳動比，因此傳遞到車輪WH的扭矩大，滿足了車輛低速行駛對大扭矩的要求。當車速提高時，所需扭矩小，所述液壓系統斷開第一離合器15，結合第二離合器11，即車輛切換到第二前進檔位，從而動力從中間軸13通過第二離合器11和第二變速單元B2傳遞到輸出軸5，由於第二變速單元B2具有較小的傳動比，傳遞到車輪的扭矩減小，車輪WH轉速提高，滿足了對小扭矩高轉速的要求。
當車輛需要倒退時，驅動電機1反轉，所述液壓系統斷開第二離合器11，結合第一離合器15，換言之，車輛切換到倒車檔位，動力通過第一離合器15和第一變速單元B1傳動到車輪WH，由於倒車需要大的輸出扭矩，因此選擇結合第一離合器15從而通過具有大傳動比的第一變速單元B1傳動動力。
綜上，通過選擇合適的變速單元，合理匹配了驅動電機1的扭矩與轉速特性，優化了驅動電機1在車輛各種工況下行駛時的工作效率，從而達到了節能降耗，增加電動車輛的續駛里程的效果，從而使電動車輛具有類似於傳統使用發動機的車輛的特性。
上面描述的根據本發明實施例的電動車輛的驅動系統具有第一變速單元B1和第二單元B2，即車輛具有兩個前進檔位和一個倒車檔位。可以理解的是，本發明並不限於此，根據本發明實施例的電動車驅動系統可以具有合適數量的變速單元，例如三個或四個變速單元。
如第1-3圖所示，在本發明的一個具體實施例中，所述變速器還包括第三變速單元B3和第三離合器10。第三變速單元B3連接在中間軸13和輸出軸5之間以在中間軸13與輸出軸5之間傳遞動力，第三離合器10設在中間軸13上且與第三變速單元B3相連以結合或切斷中間軸13與第三變速單元B3之間的動力傳遞，換言之，第三離合器10用於結合或斷開中間軸13與輸出軸5之間的動力傳遞。所述液壓系統與第三離合器10相連以驅動第三離合器10結合或分離，第三變速單元B3具有第三傳動比，其中第二傳動比大於第三傳動比。
例如，當車輛的速度進一步提高時，液壓系統斷開第一離合器15和第二離合器11，結合第三離合器10，即車輛切換到第三前進檔位，從而動力從中間軸13通過第三變速單元B3傳遞到輸出軸5，由於第三變速單元B3與第二變速單元B2和第一變速單元B1相比具有更小的傳動比，輸出的扭矩更小，但是轉速更高，從而在車輛速度進一步提高時，通過第三離合器10和第三變速單元B3傳動動力，可以進一步提高驅動電機1的效率，降低能耗。
有利地，第一離合器15，第二離合器11和第三離合器10可以均為濕式離合器。在本發明的一個優選實施例中，如第1和2圖所示，輸入軸2的軸線與輸出軸5的軸線在同一軸線上，中間軸13的軸線與輸入軸2和輸出軸5的軸線平行，從而可以減小變速器的尺寸，變速器結構緊湊，節省安裝空間。
如第1和2圖所示，優選地，第二離合器11與第三離合器10共用一個主動部分，因此，可以進一步減小變速器的尺寸，簡化變速器的結構，降低製造成本。在第1圖和第2圖所示的實施例中，第一離合器15和第一變速單元B1距離車輪WH最近，第三離合器10和第三變速單元B3距離車輪WH最遠，第二離合器11和第二變速單元B2位於第一離合器15和第三離合器10之間。但是，需要理解的是，上述佈置是優選實施方式，本領域的技術人員可以根據具體應用進行佈置。
如第1和2圖所示，在本發明的一些實施例中，第一變速單元B1包括設在中間軸13上的第三齒輪14和設在輸出軸5上且與第三齒輪14嚙合的第四齒輪7，第三齒輪14和第四齒輪7可以為圓柱齒輪，由此，第一變速單元B1的結構簡單。第三齒輪14可旋轉地套裝在輸出軸5上，第四齒輪7固定在輸出軸5上，第一離合器15的主動部分固定在中間軸13上，第一離合器15的從動部分與第三齒輪14連接。
第二變速單元B2包括設在中間軸13上的第五齒輪12和設在輸出軸5上且與第五齒輪12嚙合的第六齒輪6。第五齒輪12可旋轉地套裝在中間軸13上，第六齒輪6固定在輸出軸5上，第二離合器11的主動部分固定在中間軸13，第二離合器11的從動部分與第五齒輪12連接。
第三變速單元B3包括設在中間軸13上的第七齒輪9和設在輸出軸5上且與第七齒輪9嚙合的第八齒輪4。第七齒輪9可旋轉地套裝在中間軸13上，第八齒輪4固定在輸出軸5上，第三離合器10的主動部分固定在中間軸13上，第三離合器10的從動部分與第七齒輪9連接。
下面參考第3圖描述根據本發明實施例的電動車驅動系統的液壓系統。
如第3圖所示，所述液壓系統包括油箱16、用於驅動第一離合器15的第一離合器驅動迴路L1，用於驅動第二離合器11的第二離合器驅動迴路L2，用於驅動第三離合器10的第三離合器驅動迴路L3，內置泵18，串聯在內置泵18的出口側的第一單向閥23，外置泵20，串聯在外置泵20的出口側的第二單向閥22。
可以理解的是，當變速器僅具有第一變速單元B1和第二變速單元B2時，無需設置第三離合器驅動迴路L3，當變速器具有更多個變速單元時，可以相應地增加離合器驅動迴路。
如第3圖所示，第一離合器驅動迴路L1、第二離合器驅動迴路L2和第三離合器驅動迴路L3彼此並聯。
第一離合器驅動迴路L1包括第一驅動液壓缸151和第一比例閥32，例如第一比例閥32可以為二位三通電磁閥。在優選的實施例中，第一離合器驅動迴路L1還包括連接在第一比例閥32與第一驅動液壓缸151之間的第一緩衝器38。可選地，在第一緩衝器38與第一比例閥32之間可以設有用於測量第一離合器驅動迴路L1的油壓的第一油壓感測器35。
類似地，第二離合器驅動迴路L2包括第二驅動液壓缸111和第二比例閥31。在第二比例閥31與第二驅動液壓缸111之間連接有第二緩衝器37。在第二緩衝器37與第二比例閥31之間可以設有用於測量第二離合器驅動迴路L2的油壓的第二油壓感測器34。
第三離合器驅動迴路L3包括第三驅動液壓缸101和第三比例閥30。在第三比例閥30與第三驅動液壓缸101之間還連接有第三緩衝器36。在第三緩衝器36與第三比例閥30之間可以設有用於測量第三離合器驅動迴路L3的油壓的第三油壓感測器33。
如第3圖所示，第一比例閥32分別與第一驅動液壓缸151和油箱16相連，第二比例閥31分別與第二驅動液壓缸111和油箱16相連，第三比例閥30分別與第三驅動液壓缸101和油箱16相連，第一驅動液壓缸151的活塞與第一離合器15的主動部分相連以驅動第一離合器15結合或分離。第二驅動液壓缸111的活塞與第二離合器11的主動部分相連以驅動第二離合器11結合或分離。第三驅動液壓缸101的活塞與第三離合器10的主動部分相連以驅動第三離合器10結合或分離。
內置泵18由中間軸13驅動，外置泵20由外置泵電機M驅動。內置泵18和外置泵20的入口與油箱16相連，優選地，在內置泵18和外置泵20的入口與油箱16之間設有第一篩檢程式17。內置泵18和外置泵20的出口分別與第一比例閥32、第二比例閥31和第三比例閥30相連，優選地，內置泵18和外置泵20的出口與第一比例閥32、第二比例閥31和第三比例閥30之間設有第二篩檢程式27，第二篩檢程式27的過濾精度高於第一篩檢程式17的過濾精度，從而進一步提高進入第一至第三比例閥32，31，30內的液壓油的潔淨程度。
內置泵18與外置泵20並聯，第一單向閥23串聯在內置泵18的出口側，第二單向閥22串聯在外置泵20的出口側，且串聯的第一單向閥23和內置泵18與串聯的第二單向閥22和外置泵20並聯在油箱16與所述第一至第三比例閥32，31，30之間。
在本發明的一些實施例中，所述液壓系統還包括連接在第一單向閥23和第二單向閥22與第一至第三比例閥32，31，30之間的蓄能器29以及用於測量液壓系統的主油路L內的油壓的主油壓感測器28。
優選地，液壓系統還包括溢流閥21，溢流閥21與串聯的第一單向閥23和內置泵18以及串聯的外置泵20和第二單向閥22並聯，以將主油路L內的液壓油溢流到油箱16。在本發明的一些實施例中，所述液壓系統還包括調壓閥26，調壓閥26與內置泵18並聯用於為驅動系統例如變速器的各個齒輪副、軸承提供潤滑油。調壓閥26與內置泵18的出口之間設有第四單向閥24，用於在內置泵18反轉時對調壓閥26產生反吸。調壓閥26串聯有兩個阻尼件25A和25B，當車輛起到後，內置泵18供給的油量逐漸增加，液壓油通過阻尼件25A和25B的作用且在補充了調壓閥26可能存在的輕微洩露後，主油路內的壓力快速上升。
在本發明的一個優選實施例中，內置泵18還並聯有第三單向閥19，用於防止內置泵18反吸（例如倒車）時吸空。
下面簡單描述根據本發明實施例的驅動系統的液壓系統的操作。
如第2圖所示，液壓系統啟動後，內置泵18和/或外置泵20通過篩檢程式17從油箱16內吸油，液壓油進入主油路L，然後進入第一離合器驅動迴路L1、第二離合器驅動迴路L2和第三離合器驅動迴路L3之一，即驅動第一驅動液壓缸151、第二驅動液壓缸111和第三驅動液壓缸101之一。
為了描述方便，下面以驅動第一驅動液壓缸151為例進行描述，可以理解的是，這些操作同樣適於第二離合器驅動迴路L2和第三離合器驅動迴路L3。第一驅動液壓缸151的活塞在油壓的作用下壓縮回位彈簧，推動第一離合器15的主動部分與從動部分結合，從而實現動力由中間軸13經第一離合器15（即通過第三齒輪14和第四齒輪7）傳遞到輸出軸5，進而傳遞給車輪WH。第一離合器15分離時，液壓油與油箱16接通，第一驅動液壓缸151內的油壓快速降低，第一驅動液壓缸151的活塞在回位彈簧的推動下迅速移動，液壓油流回油箱16，第一離合器15的主動部分與從動部分分離，切斷中間軸13與輸出軸5之間的動力傳遞。
根據本發明實施例的驅動系統，通常採用內置泵18供油，內置泵18由中間軸13帶動轉動，第一單向閥23僅允許液壓油從內置泵18流向第一至第三離合器驅動迴路L1,L2和L3，以便防止系統的壓力衝擊影響內置泵18的運轉，防止系統的液壓油倒流。
根據本發明實施例，第三單向閥19僅允許液壓油從油箱16朝向內置泵18的出口側流動，可以防止內置泵18反吸時吸空，例如，在倒車時，內置泵18反向旋轉，此時內置泵10的出口可以通第三單向閥19從油箱16內吸油，避免損壞內置泵18，即在油箱16、第一篩檢程式17、第三單向閥19和內置泵18之間形成油路迴圈，避免內置泵18吸空。
第四單向閥24僅允許液壓油從內置泵18朝向調壓閥26流動，可以防止用於潤滑的油倒流。
根據本發明實施例，在內置泵18油壓過小的情況下，啟動外置泵電機M以驅動外置泵20，外置泵20可以向液壓系統的主油路L內補充油壓，第二單向閥22僅允許液壓油從外置泵20流向第一至第三離合器驅動迴路L1,L2和L3，可以防止系統的壓力衝擊影響外置泵20的運轉，防止系統內的液壓油倒流。
內置泵18在液壓系統需要油量情況下供油，剩餘油量進入潤滑或者回油箱16。通過設置蓄能器29連接，可以使外置泵20可以間隙性的工作，如上所述，溢流閥21起溢流作用。
在上述液壓系統中，通過調壓閥26給車輛的潤滑系統提供潤滑油。
根據本發明實施例，液壓油由外置泵電機M驅動的外置泵20和中間軸13驅動的內置泵18提供。通過設置外置泵20，在電動車輛起動前，外置泵20可以給第一離合器15供油，使第一離合器15接合，從而實現零轉速起動，沒有怠速工況，減少電動車輛的能量損耗，提高了電能的利用效率。
如上所述，蓄能器29用於儲能，調壓閥26可以用於調節油壓。當電動車輛靜止，內置泵18不運行沒有流量時,調壓閥26關閉。當電動車輛起動，內置泵18的油量緩慢增加，液壓油受到調壓閥26的25A和25B作用且在補充調壓閥26的輕微洩露後，主油路L 內的壓力短時間內上升。在電動車輛行駛過程中，在主油路L內的壓力上升後，逐漸提供潤滑所需油量。主油路L內的壓力上升至一定壓力後，液壓油流向內置泵18的入口，減少了篩檢程式17工作負荷。
在車輛行駛過程中，過多的能量存儲在蓄能器29內，存儲的能量可以進行換擋操作，提高變速器效率。
在根據本發明實施例的電動車輛的驅動系統中，第一離合器15、第二離合器11和第三離合器10均由所述液壓系統控制，並且可在車輛起動前結合第一離合器15，因此不存在起動車輛後驅動電機1怠速的情況，只要驅動電機1開始運轉，就可以將動力傳遞到變速器，實現零轉速起步，減少車輛電能損耗，提高了電能的利用率。並且，當內置泵18提供的液壓油不足時可以通過外置泵20補充液壓油，提高了電動車輛的性能。
由此，根據本發明實施例的驅動系統能夠實現零轉速起步，根據踏板踏下的程度和車速變化，可以自動地進行變速換檔，合理匹配驅動電機的扭矩與轉速特性，有效地提高了驅動電機在車輛行駛時的各種工況下的工作效率，使電機效率在車輛行駛時的各種工況下最優化，從而達到了節能降耗，增加電動車輛的續駛里程。例如，特別適合於城市公交大巴車，城市公交大巴車需要頻繁的加速，減速和停車，啟動，根據本發明實施例的驅動系統可以很好地適應電動大巴車的工況。
下面參考第1圖描述根據本發明實施例的驅動系統的操作，在下面的描述中，以驅動系統的變速器包括第一至第三變速單元B1,B2和B3為例進行說明，對於本領域的普通技術人員可以理解，根據本發明實施例的驅動系統的變速器可以包括兩個或三個以上的變速單元。
首先，參考第1圖描述根據本發明實施例的電動車輛的驅動系統的停車擋。當電動車輛處於停車狀態時，第一離合器15的主動部分與從動部分之間相互分離；第二離合器11的主動部分與從動部分之間相互分離；第三離合器10的主動部分與從動部分之間相互分離，即三個離合器均處於分離狀態，驅動電機1向輸出軸5的動力傳遞被切斷。
接著，參考第1圖描述根據本發明實施例的電動車輛的驅動系統的第一前進擋。當電動車輛在啟動或低速運行時，換擋控制系統通過換擋機構分離第二離合器11和第三離合器10，並結合第一離合器15的主動部分與從動部分。於是，第一前進擋的動力傳遞路線為：驅動電機1→輸入軸2→第一齒輪3→第二齒輪8→中間軸13→第一離合器15→第三齒輪14→第四齒輪7→輸出軸5。此時，驅動電機1的轉速較低，輸出的扭矩最大，傳動比最大，傳遞到車輪的動力也最大。換擋控制系統和換擋機構對於本領域的技術人員都是已知的，這裏不再詳細描述。
接下來參考第1圖描述根據本發明實施例的電動車輛的驅動系統的第二前進擋。當電動車輛中速行駛時，換擋控制系統通過換擋機構分離第一離合器15和第三離合器10，且結合第二離合器11的主動部分與從動部分。例如，在將第一前進擋切換到第二前進擋時，換擋控制系統通過相關感測器感應到電動車輛當前的運行狀態，進而判斷車輛進入運行的擋位，在第一離合器15分離的同時，第二離合器11結合，從而達到換擋的目的。其中，第二前進擋的動力傳遞路線為：驅動電機1→輸入軸2→第一齒輪3→第二齒輪8→中間軸13→第二離合器11→第五齒輪12→第六齒輪6→輸出軸5。此時，由於傳動比越大，驅動電機1的效率越低，與第一前進擋相比，第二前進擋的傳動比較小，驅動電機2的效率也較高，能量利用率較高。
接著，參考第1圖描述根據本發明實施例的電動車輛的驅動系統的第三前進擋。當電動車輛高速行駛時，換擋控制系統通過換擋機構分離第一離合器15和第二離合器11，且結合第三離合器10的主動部分與從動部分。例如，在將第二前進擋切換到第三前進擋時，與從第一前進擋切換到第二前進擋時類似，在第二離合器11分離的同時，第三離合器10結合。第三前進擋的動力傳遞路線為：電機1→輸入軸2→第一齒輪3→第二齒輪8→中間軸13→第三離合器10→第七齒輪9→第八齒輪4→輸出軸5。此時，由於傳動比越大，驅動電機效率越低，所以與第一前進擋和第二前進擋相比，第三前進擋的傳動比最小，驅動電機的效率也最高，能量利用率最高。
最後，參考第1圖描述根據本發明實施例的電動車輛的驅動系統的倒擋。當車輛倒擋行駛時，換擋控制系統通過換擋機構分離第二離合器11和第三離合器10，且結合第一離合器15的主動部分與從動部分。當然，倒擋時驅動電機1反轉。倒擋的動力傳遞路線為：驅動電機1→輸入軸2→第一齒輪3→第二齒輪8→中間軸13→第一離合器15→第三齒輪14→第四齒輪7→輸出軸5。
根據本發明實施例的電動車輛的驅動系統採用了包括至少兩個變速單元的變速器，可以滿足車輛行駛的各種複雜工況，更加節能，且結構簡單。
在上述實施例中，變速器提供了三個前進擋和一個倒擋，既滿足了車輛啟動、爬坡時扭矩需求較大的要求，又滿足了車輛在平路行駛時的最高車速要求。車輛啟動、爬坡、加速時扭矩需求較大，變速器的擋位可以切換到低速擋，即第一前進擋或第二前進擋。由於低速擋的傳動比較大，所以傳遞到車輪的扭矩也較大。當車輛在平路行駛車速較高時，可以切換到高速擋，即第三前進擋。此時，變速器的傳動比較小，傳遞到車輪的扭矩雖然減小，但是車輪轉速提高，可以達到最高車速。同時，通過換擋控制系統合理地控制擋位元切換，合理匹配驅動電機扭矩與轉速特性，優化驅動電機在車輛行駛時的各種工況下的工作效率，從而達到了節能降耗，增加電動車輛續駛里程。
根據本發明實施例中的變速器的三個前進擋之間相互獨立，擋位切換均通過控制各個離合器的主動部分與從動部分的分離與結合實現。而且，本領域的技術人員可以通過換擋控制系統合理地控制，使在換擋過程中幾乎不存在動力中斷，因此換擋時不會沒有明顯的減速感產生。與傳統的自動變速器相比，根據本發明實施例的驅動系統的變速器結構簡單。
此外，第二離合器與第三離合器共用一個離合器主動部分，使變速器的結構更加緊湊，節省了其所占的空間。而且，由於輸入軸和輸出軸共線佈置，從而以結構簡單的平行同軸式結構實現結構複雜的旋轉軸(例如行星齒輪)式的變速器的效果，使得根據本發明實施例的電動車輛的驅動系統結構更加緊湊，成本更低。
根據本發明實施例的驅動系統，在電動車輛起步前，可以首先由外置泵驅動第一離合器實現第一前進擋，之後控制驅動電機1啟動，從而實現車輛零起步。
根據本發明第二方面實施例的電動車輛，包括根據本發明第一方面實施例的電動車輛的驅動系統。
在本說明書的描述中，參考術語“一個實施例”、“一些實施例”、“示例”、“具體示例”、或“一些示例”等的描述意指結合該實施例或示例描述的具體特徵、結構、材料或者特點包含於本發明的至少一個實施例或示例中。在本說明書中，對上述術語的示意性表述不一定指的是相同的實施例或示例。而且，描述的具體特徵、結構、材料或者特點可以在任何的一個或多個實施例或示例中以合適的方式結合。
儘管已經示出和描述了本發明的實施例，本領域的普通技術人員可以理解：在不脫離本發明的原理和宗旨的情況下可以對這些實施例進行多種變化、修改、替換和變型，本發明的範圍由申請專利範圍及其等同物限定。The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are intended to be illustrative of the invention and are not to be construed as limiting.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "back", "left", "right", " The orientation or positional relationship of the indications of "upright", "level", "top", "bottom", "inside", "outside", etc. is based on the orientation or positional relationship shown in the drawings, for convenience of description of the present invention and simplification. It is to be understood that the invention is not to be construed as a limitation Moreover, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include one or more of the features either explicitly or implicitly. In the description of the present invention, "a plurality" has two or more meanings unless otherwise stated.
In the description of the present invention, it should be noted that the terms "installation", "connected", and "connected" are to be understood broadly, and may be fixed or detachable, for example, unless otherwise explicitly defined and defined. Connected, or integrally connected; can be mechanical or electrical; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of the two components. The specific meaning of the above terms in the present invention can be understood by those skilled in the art in a specific case.
A drive system of an electric vehicle according to an embodiment of the first aspect of the present invention will be described below with reference to the drawings.
A drive system of an electric vehicle according to an embodiment of the present invention as shown in FIGS. 1-3 includes a drive motor 1, a transmission, and a hydraulic system.
Specifically, the transmission has an input shaft 2, an intermediate shaft 13, an output shaft 5, a first shifting unit B1, a first clutch 15, a second shifting unit B2, and a second clutch 11. The drive motor 1 is coupled to the input shaft 2 to drive the input shaft 2 to rotate. In a specific example, the drive motor 1 is coupled to the input shaft 2 by splines, as shown in Fig. 2, but the invention is not limited thereto, and the drive motor 1 may be directly connected to the input shaft 2 by other means. The drive motor 1 is directly connected to the input shaft 2. Unlike a conventional vehicle using an engine, a clutch and a torque converter may not be provided between the drive motor and the input shaft 2, thereby improving power transmission efficiency and simplifying the structure.
The input shaft 2 is connected to the intermediate shaft 13 to transmit the power of the drive motor 1 to the intermediate shaft 13. For example, in one specific example, the input shaft 2 is coupled to the intermediate shaft 13 via a gear pair that includes a first gear 3 and a second gear 8, the first gear 3 being mounted on the input shaft 2 and the second gear 8 being mounted On the intermediate shaft 13, the first gear 3 and the second gear 8 mesh with each other.
The first shifting unit B1 is coupled between the intermediate shaft 13 and the output shaft 5 to transmit power between the intermediate shaft 13 and the output shaft 5. The second shifting unit B2 is coupled between the intermediate shaft 13 and the output shaft 5 to transmit power between the intermediate shaft 13 and the output shaft 5.
The first clutch 15 is disposed on the intermediate shaft 13 and is coupled to the first shifting unit B1 to combine or cut off power transmission between the intermediate shaft 13 and the first shifting unit B1, in other words, the first clutch 15 is used for coupling or cutting. Power transmission between the intermediate shaft 13 and the output shaft 5.
The second clutch 11 is disposed on the intermediate shaft 13 and connected to the second shifting unit B2 to combine or cut off the power transmission between the intermediate shaft 13 and the second shifting unit B2, in other words, the second clutch 11 is used for coupling or cutting. Power transmission between the intermediate shaft 13 and the output shaft 5. The first shifting unit B1 has a first gear ratio, and the second shifting unit B2 has a second gear ratio, the first gear ratio being greater than the second gear ratio.
The hydraulic system is coupled to the first clutch 15 to drive the first clutch 15 to engage or disengage, and the hydraulic system is also coupled to the second clutch 11 to drive the second clutch 11 to engage or disengage.
According to the driving system of the electric electric vehicle according to the embodiment of the invention, the transmission has the first and second shifting units, and the transmission ratio of the first shifting unit is larger than the transmission ratio of the second shifting unit, so that the torque and the rotational speed characteristics of the driving motor can be reasonably matched The utility model can effectively improve the working efficiency of the driving motor under various working conditions when the vehicle is running, is more energy-saving, improves the driving range of the vehicle, and has a simple structure of the driving system. More specifically, when the electric vehicle is traveling at a low speed, such as starting, climbing or accelerating, the required output torque is large, the hydraulic system can be combined with the first clutch 15, in other words, the vehicle is switched to the first forward gear, driving The power of the motor 1 is transmitted to the input shaft 2, and the input shaft 2 is transmitted to the intermediate shaft 13 through the first gear 3 and the second gear 8, and the intermediate shaft 13 is transmitted to the output shaft 5 through the first clutch 15 and the first shifting unit B1, thereby Passed to the wheel WH, since the first shifting unit B1 has a large gear ratio, the torque transmitted to the wheel WH is large, which satisfies the demand for high torque of the vehicle at low speed. When the vehicle speed is increased, the required torque is small, the hydraulic system disconnects the first clutch 15, in combination with the second clutch 11, that is, the vehicle switches to the second forward gear, so that the power passes from the intermediate shaft 13 through the second clutch 11 and The two shifting unit B2 is transmitted to the output shaft 5. Since the second shifting unit B2 has a small gear ratio, the torque transmitted to the wheel is reduced, and the rotational speed of the wheel WH is increased, which satisfies the requirement for a small torque and a high rotational speed.
When the vehicle needs to be reversed, the drive motor 1 is reversed, the hydraulic system is disconnected from the second clutch 11, in combination with the first clutch 15, in other words, the vehicle is switched to the reverse gear position, and the power is passed through the first clutch 15 and the first shifting unit B1. Driven to the wheel WH, since the reverse requires a large output torque, the combination of the first clutch 15 is selected to transmit power through the first shifting unit B1 having a large gear ratio.
In summary, by selecting the appropriate shifting unit, the torque and speed characteristics of the driving motor 1 are reasonably matched, and the working efficiency of the driving motor 1 under various working conditions of the vehicle is optimized, thereby achieving energy saving and increasing the electric vehicle. The effect of the driving range is such that the electric vehicle has characteristics similar to those of a conventional engine.
The drive system of the electric vehicle according to the embodiment of the present invention described above has the first shifting unit B1 and the second unit B2, that is, the vehicle has two forward gear positions and one reverse gear position. It is to be understood that the present invention is not limited thereto, and the electric vehicle drive system according to the embodiment of the present invention may have a suitable number of shifting units, for example, three or four shifting units.
As shown in Figures 1-3, in one embodiment of the invention, the transmission further includes a third shifting unit B3 and a third clutch 10. The third shifting unit B3 is coupled between the intermediate shaft 13 and the output shaft 5 to transmit power between the intermediate shaft 13 and the output shaft 5, and the third clutch 10 is disposed on the intermediate shaft 13 and coupled to the third shifting unit B3 to be coupled. Alternatively, the power transmission between the intermediate shaft 13 and the third shifting unit B3 is cut off, in other words, the third clutch 10 is used to combine or disengage the power transmission between the intermediate shaft 13 and the output shaft 5. The hydraulic system is coupled to the third clutch 10 to drive the third clutch 10 to engage or disengage, and the third shifting unit B3 has a third gear ratio, wherein the second gear ratio is greater than the third gear ratio.
For example, when the speed of the vehicle is further increased, the hydraulic system disconnects the first clutch 15 and the second clutch 11 in combination with the third clutch 10, that is, the vehicle is switched to the third forward gear, so that the power is passed from the intermediate shaft 13 through the third shifting The unit B3 is transmitted to the output shaft 5, and since the third shifting unit B3 has a smaller gear ratio than the second shifting unit B2 and the first shifting unit B1, the output torque is smaller, but the rotational speed is higher, thereby at the vehicle speed. Further, when the power is transmitted through the third clutch 10 and the third shifting unit B3, the efficiency of the drive motor 1 can be further improved, and the power consumption can be reduced.
Advantageously, the first clutch 15, the second clutch 11 and the third clutch 10 may both be wet clutches. In a preferred embodiment of the invention, as shown in Figures 1 and 2, the axis of the input shaft 2 is on the same axis as the axis of the output shaft 5, the axis of the intermediate shaft 13 and the axis of the input shaft 2 and the output shaft 5 Parallel, which can reduce the size of the transmission, the transmission is compact and saves installation space.
As shown in FIGS. 1 and 2, preferably, the second clutch 11 and the third clutch 10 share one active portion, and therefore, the size of the transmission can be further reduced, the structure of the transmission can be simplified, and the manufacturing cost can be reduced. In the embodiments shown in Figs. 1 and 2, the first clutch 15 and the first shifting unit B1 are closest to the wheel WH, and the third clutch 10 and the third shifting unit B3 are furthest from the wheel WH, and the second clutch 11 The second shifting unit B2 is located between the first clutch 15 and the third clutch 10. However, it should be understood that the above arrangement is a preferred embodiment and can be arranged by a person skilled in the art according to a specific application.
As shown in FIGS. 1 and 2, in some embodiments of the present invention, the first shifting unit B1 includes a third gear 14 disposed on the intermediate shaft 13 and is disposed on the output shaft 5 and meshed with the third gear 14. The fourth gear 7, the third gear 14 and the fourth gear 7 may be cylindrical gears, whereby the structure of the first shifting unit B1 is simple. The third gear 14 is rotatably fitted on the output shaft 5, the fourth gear 7 is fixed on the output shaft 5, the active portion of the first clutch 15 is fixed on the intermediate shaft 13, the driven portion of the first clutch 15 and the third The gears 14 are connected.
The second shifting unit B2 includes a fifth gear 12 provided on the intermediate shaft 13 and a sixth gear 6 provided on the output shaft 5 and meshing with the fifth gear 12. The fifth gear 12 is rotatably fitted on the intermediate shaft 13, the sixth gear 6 is fixed to the output shaft 5, the active portion of the second clutch 11 is fixed to the intermediate shaft 13, the driven portion of the second clutch 11 and the fifth gear 12 connections.
The third shifting unit B3 includes a seventh gear 9 provided on the intermediate shaft 13 and an eighth gear 4 provided on the output shaft 5 and meshed with the seventh gear 9. The seventh gear 9 is rotatably fitted on the intermediate shaft 13, the eighth gear 4 is fixed to the output shaft 5, the active portion of the third clutch 10 is fixed to the intermediate shaft 13, and the driven portion of the third clutch 10 is seventh. The gear 9 is connected.
A hydraulic system of an electric vehicle drive system according to an embodiment of the present invention will be described below with reference to FIG.
As shown in FIG. 3, the hydraulic system includes a fuel tank 16, a first clutch drive circuit L1 for driving the first clutch 15, and a second clutch drive circuit L2 for driving the second clutch 11, for driving the third The third clutch drive circuit L3 of the clutch 10, the built-in pump 18, the first check valve 23 connected in series on the outlet side of the built-in pump 18, the external pump 20, and the second check valve 22 connected in series on the outlet side of the external pump 20 .
It can be understood that when the transmission has only the first shifting unit B1 and the second shifting unit B2, it is not necessary to provide the third clutch driving circuit L3, and when the transmission has more shifting units, the clutch driving circuit can be correspondingly increased.
As shown in Fig. 3, the first clutch drive circuit L1, the second clutch drive circuit L2, and the third clutch drive circuit L3 are connected in parallel with each other.
The first clutch drive circuit L1 includes a first drive hydraulic cylinder 151 and a first proportional valve 32. For example, the first proportional valve 32 may be a two-position three-way solenoid valve. In a preferred embodiment, the first clutch drive circuit L1 further includes a first damper 38 coupled between the first proportional valve 32 and the first drive cylinder 151. Alternatively, a first oil pressure sensor 35 for measuring the oil pressure of the first clutch drive circuit L1 may be provided between the first buffer 38 and the first proportional valve 32.
Similarly, the second clutch drive circuit L2 includes a second drive hydraulic cylinder 111 and a second proportional valve 31. A second shock absorber 37 is connected between the second proportional valve 31 and the second drive hydraulic cylinder 111. A second hydraulic sensor 34 for measuring the oil pressure of the second clutch drive circuit L2 may be provided between the second damper 37 and the second proportional valve 31.
The third clutch drive circuit L3 includes a third drive hydraulic cylinder 101 and a third proportional valve 30. A third shock absorber 36 is also connected between the third proportional valve 30 and the third drive hydraulic cylinder 101. A third hydraulic sensor 33 for measuring the oil pressure of the third clutch drive circuit L3 may be provided between the third damper 36 and the third proportional valve 30.
As shown in FIG. 3, the first proportional valve 32 is connected to the first driving hydraulic cylinder 151 and the oil tank 16, respectively, and the second proportional valve 31 is connected to the second driving hydraulic cylinder 111 and the oil tank 16, respectively, and the third proportional valve 30 is respectively The third drive cylinder 101 is coupled to the fuel tank 16 and the piston of the first drive cylinder 151 is coupled to the active portion of the first clutch 15 to drive the first clutch 15 to engage or disengage. The piston of the second drive cylinder 111 is coupled to the active portion of the second clutch 11 to drive the second clutch 11 to engage or disengage. The piston of the third drive cylinder 101 is coupled to the active portion of the third clutch 10 to drive the third clutch 10 to engage or disengage.
The internal pump 18 is driven by the intermediate shaft 13 and the external pump 20 is driven by an external pump motor M. The inlets of the internal pump 18 and the external pump 20 are connected to the oil tank 16, and preferably, a first screening program 17 is provided between the inlet of the internal pump 18 and the external pump 20 and the oil tank 16. The outlets of the internal pump 18 and the external pump 20 are connected to the first proportional valve 32, the second proportional valve 31 and the third proportional valve 30, respectively, preferably the outlet of the internal pump 18 and the external pump 20 and the first proportional valve 32. A second screening program 27 is disposed between the second proportional valve 31 and the third proportional valve 30. The filtering accuracy of the second screening program 27 is higher than the filtering accuracy of the first screening program 17, thereby further improving the first entry. The degree of cleanliness of the hydraulic oil to the third proportional valves 32, 31, 30.
The built-in pump 18 is connected in parallel with the external pump 20, the first check valve 23 is connected in series on the outlet side of the internal pump 18, the second check valve 22 is connected in series on the outlet side of the external pump 20, and the first check valve 23 and the series are connected in series. The built-in pump 18 is connected in parallel with the second check valve 22 and the external pump 20 connected in series between the oil tank 16 and the first to third proportional valves 32, 31, 30.
In some embodiments of the invention, the hydraulic system further includes an accumulator 29 coupled between the first one-way valve 23 and the second one-way valve 22 and the first to third proportional valves 32, 31, 30 And a main oil pressure sensor 28 for measuring the oil pressure in the main oil passage L of the hydraulic system.
Preferably, the hydraulic system further includes a relief valve 21 connected in parallel with the first check valve 23 and the internal pump 18 connected in series and the external pump 20 and the second check valve 22 connected in series to connect the main oil passage The hydraulic oil in L overflows to the fuel tank 16. In some embodiments of the invention, the hydraulic system further includes a pressure regulating valve 26 in parallel with the internal pump 18 for providing lubricating oil to the various gear pairs, bearings of the drive system, such as the transmission. A fourth check valve 24 is provided between the pressure regulating valve 26 and the outlet of the built-in pump 18 for generating a back suction to the pressure regulating valve 26 when the internal pump 18 is reversed. The pressure regulating valve 26 has two damper members 25A and 25B connected in series. When the vehicle is driven, the amount of oil supplied from the internal pump 18 is gradually increased, and the hydraulic oil passes through the damper members 25A and 25B and may be present in the supplemental pressure regulating valve 26. After a slight leak, the pressure in the main oil line rises rapidly.
In a preferred embodiment of the invention, the internal pump 18 is also connected in parallel with a third check valve 19 for preventing the internal pump 18 from sucking up when sucking back (e.g., reversing).
The operation of the hydraulic system of the drive system according to an embodiment of the present invention will be briefly described below.
As shown in Fig. 2, after the hydraulic system is started, the built-in pump 18 and/or the external pump 20 sucks oil from the fuel tank 16 through the screening program 17, the hydraulic oil enters the main oil passage L, and then enters the first clutch drive circuit L1. One of the second clutch drive circuit L2 and the third clutch drive circuit L3, that is, one of the first drive hydraulic cylinder 151, the second drive hydraulic cylinder 111, and the third drive hydraulic cylinder 101.
For convenience of description, the following description will be made by taking the driving of the first driving hydraulic cylinder 151 as an example, and it is understood that these operations are equally applicable to the second clutch driving circuit L2 and the third clutch driving circuit L3. The piston of the first driving hydraulic cylinder 151 compresses the return spring under the action of the oil pressure, and pushes the active portion of the first clutch 15 into engagement with the driven portion, thereby realizing the power from the intermediate shaft 13 through the first clutch 15 (ie, through the third The gear 14 and the fourth gear 7) are transmitted to the output shaft 5, which in turn is transmitted to the wheel WH. When the first clutch 15 is disengaged, the hydraulic oil is connected to the oil tank 16, the oil pressure in the first driving hydraulic cylinder 151 is rapidly lowered, and the piston of the first driving hydraulic cylinder 151 is rapidly moved by the return spring, and the hydraulic oil flows back. The oil tank 16 is separated from the driven portion by the active portion of the first clutch 15, and cuts off power transmission between the intermediate shaft 13 and the output shaft 5.
The drive system according to the embodiment of the present invention is generally supplied with oil by a built-in pump 18, and the built-in pump 18 is rotated by the intermediate shaft 13, which only allows hydraulic oil to flow from the built-in pump 18 to the first to third clutch drive circuits. L1, L2 and L3, in order to prevent the pressure shock of the system from affecting the operation of the built-in pump 18, preventing the hydraulic oil of the system from flowing backward.
According to an embodiment of the present invention, the third check valve 19 only allows hydraulic oil to flow from the oil tank 16 toward the outlet side of the internal pump 18, and can prevent the internal pump 18 from sucking up when sucking back, for example, when reversing, the internal pump 18 is reversed. Rotating, at this time, the outlet of the built-in pump 10 can suck oil from the fuel tank 16 through the third check valve 19 to avoid damage to the built-in pump 18, that is, in the fuel tank 16, the first screening program 17, the third check valve 19, and the built-in pump. An oil circuit loop is formed between 18 to prevent the built-in pump 18 from sucking.
The fourth check valve 24 only allows hydraulic oil to flow from the internal pump 18 toward the pressure regulating valve 26, and oil backing for lubrication can be prevented from flowing back.
According to the embodiment of the present invention, when the hydraulic pressure of the built-in pump 18 is too small, the external pump motor M is activated to drive the external pump 20, and the external pump 20 can replenish the hydraulic pressure to the main oil passage L of the hydraulic system, and secondly The check valve 22 only allows hydraulic oil to flow from the external pump 20 to the first to third clutch drive circuits L1, L2 and L3, which prevents the pressure shock of the system from affecting the operation of the external pump 20 and prevents the hydraulic oil in the system from flowing backward.
The built-in pump 18 supplies oil when the hydraulic system requires oil, and the remaining amount of oil enters the lubrication or return tank 16. By providing the accumulator 29 to be connected, the external pump 20 can be operated intermittently, and as described above, the relief valve 21 acts as an overflow.
In the above hydraulic system, lubricating oil is supplied to the lubrication system of the vehicle through the pressure regulating valve 26.
According to an embodiment of the present invention, hydraulic oil is supplied from an external pump 20 driven by an external pump motor M and a built-in pump 18 driven by an intermediate shaft 13. By providing the external pump 20, before the electric vehicle is started, the external pump 20 can supply the first clutch 15 with oil, and the first clutch 15 is engaged, thereby achieving zero-speed starting, no idle condition, and reducing the energy loss of the electric vehicle. , improve the efficiency of the use of electrical energy.
As described above, the accumulator 29 is used to store energy, and the pressure regulating valve 26 can be used to regulate the oil pressure. When the electric vehicle is stationary and the built-in pump 18 is not operating without flow, the pressure regulating valve 26 is closed. When the electric vehicle is started, the amount of oil of the built-in pump 18 is slowly increased, the hydraulic oil is applied by the 25A and 25B of the pressure regulating valve 26, and after the slight leakage of the supplementary pressure regulating valve 26, the pressure in the main oil passage L rises for a short time. During the running of the electric vehicle, after the pressure in the main oil passage L rises, the amount of oil required for lubrication is gradually provided. After the pressure in the main oil passage L rises to a certain pressure, the hydraulic oil flows to the inlet of the built-in pump 18, reducing the workload of the screening program 17.
During the running of the vehicle, excess energy is stored in the accumulator 29, and the stored energy can be shifted to improve the transmission efficiency.
In the drive system of the electric vehicle according to the embodiment of the present invention, the first clutch 15, the second clutch 11, and the third clutch 10 are both controlled by the hydraulic system, and the first clutch 15 can be coupled before the vehicle is started, and thus There is a case where the driving motor 1 is idling after starting the vehicle. As long as the driving motor 1 starts to operate, the power can be transmitted to the transmission, achieving zero-speed starting, reducing vehicle power loss, and improving power utilization. Moreover, when the hydraulic oil supplied from the built-in pump 18 is insufficient, the hydraulic oil can be replenished by the external pump 20, thereby improving the performance of the electric vehicle.
Therefore, the driving system according to the embodiment of the present invention can realize zero-speed starting, and can automatically perform shifting shift according to the degree of pedal depression and the change of the vehicle speed, reasonably matching the torque and the rotational speed characteristics of the driving motor, and effectively improving the driving. The working efficiency of the motor under various working conditions when the vehicle is running makes the motor efficiency optimized under various working conditions when the vehicle is running, thereby achieving energy saving and increasing the driving range of the electric vehicle. For example, it is particularly suitable for urban bus buses, which require frequent acceleration, deceleration and parking, and start, and the drive system according to the embodiment of the present invention can be well adapted to the working conditions of the electric bus.
The operation of the drive system according to an embodiment of the present invention will be described below with reference to Fig. 1, in which the transmission includes the first to third shifting units B1, B2 and B3 as an example for the description of the art. One of ordinary skill will appreciate that a transmission of a drive system in accordance with embodiments of the present invention may include two or more shifting units.
First, a parking range of a drive system of an electric vehicle according to an embodiment of the present invention will be described with reference to FIG. When the electric vehicle is in the parking state, the active portion and the driven portion of the first clutch 15 are separated from each other; the active portion and the driven portion of the second clutch 11 are separated from each other; the active portion and the driven portion of the third clutch 10 are driven The parts are separated from each other, that is, the three clutches are in a disengaged state, and the power transmission of the drive motor 1 to the output shaft 5 is cut off.
Next, a first forward speed of a drive system of an electric vehicle according to an embodiment of the present invention will be described with reference to FIG. When the electric vehicle is running at a low speed or a low speed, the shift control system separates the second clutch 11 and the third clutch 10 by a shifting mechanism, and combines the active portion and the driven portion of the first clutch 15. Therefore, the power transmission route of the first forward gear is: drive motor 1 → input shaft 2 → first gear 3 → second gear 8 → intermediate shaft 13 → first clutch 15 → third gear 14 → fourth gear 7 → output Axis 5. At this time, the rotational speed of the drive motor 1 is low, the output torque is the largest, the transmission ratio is the largest, and the power transmitted to the wheels is also the largest. Shift control systems and shifting mechanisms are known to those skilled in the art and will not be described in detail herein.
Next, a second forward speed of the drive system of the electric vehicle according to the embodiment of the present invention will be described with reference to FIG. When the electric vehicle is traveling at a medium speed, the shift control system separates the first clutch 15 and the third clutch 10 by the shifting mechanism, and combines the active portion and the driven portion of the second clutch 11. For example, when the first forward gear is switched to the second forward gear, the shift control system senses the current running state of the electric vehicle through the relevant sensor, thereby determining that the vehicle enters the running gear, and is separated at the first clutch 15 . At the same time, the second clutch 11 is combined to achieve the purpose of shifting. The power transmission route of the second forward gear is: drive motor 1 → input shaft 2 → first gear 3 → second gear 8 → intermediate shaft 13 → second clutch 11 → fifth gear 12 → sixth gear 6 → output Axis 5. At this time, since the gear ratio is larger, the efficiency of the drive motor 1 is lower. Compared with the first forward gear, the transmission of the second forward gear is relatively small, the efficiency of the drive motor 2 is also high, and the energy utilization rate is high.
Next, a third forward speed of a drive system of an electric vehicle according to an embodiment of the present invention will be described with reference to FIG. When the electric vehicle is traveling at a high speed, the shift control system separates the first clutch 15 and the second clutch 11 by the shifting mechanism, and combines the active portion and the driven portion of the third clutch 10. For example, when the second forward gear is switched to the third forward gear, similarly to when switching from the first forward gear to the second forward gear, the third clutch 10 is engaged while the second clutch 11 is disengaged. The power transmission route of the third forward gear is: motor 1 → input shaft 2 → first gear 3 → second gear 8 → intermediate shaft 13 → third clutch 10 → seventh gear 9 → eighth gear 4 → output shaft 5. At this time, since the transmission ratio is larger, the driving motor efficiency is lower, so that the third forward gear has the smallest transmission ratio, the driving motor has the highest efficiency, and the energy utilization rate is the highest as compared with the first forward gear and the second forward gear.
Finally, a reverse of the drive system of the electric vehicle according to an embodiment of the present invention will be described with reference to FIG. When the vehicle is traveling in reverse gear, the shift control system separates the second clutch 11 and the third clutch 10 by the shifting mechanism, and combines the active portion and the driven portion of the first clutch 15. Of course, the drive motor 1 is reversed when the reverse gear is reversed. The power transmission path of the reverse gear is: drive motor 1 → input shaft 2 → first gear 3 → second gear 8 → intermediate shaft 13 → first clutch 15 → third gear 14 → fourth gear 7 → output shaft 5.
The driving system of the electric vehicle according to the embodiment of the present invention employs a transmission including at least two shifting units, which can satisfy various complicated working conditions of the vehicle, is more energy-saving, and has a simple structure.
In the above embodiment, the transmission provides three forward gears and one reverse gear, which not only meets the requirements of large torque demand when the vehicle is started and climbed, but also meets the maximum speed requirement of the vehicle when traveling on a flat road. When the vehicle starts, climbs, and accelerates, the torque demand is large, and the gear of the transmission can be switched to the low speed, that is, the first forward gear or the second forward gear. Since the transmission of the low speed gear is relatively large, the torque transmitted to the wheels is also large. When the vehicle is traveling at a higher speed on a flat road, it can be switched to the high speed, that is, the third forward speed. At this time, the transmission of the transmission is relatively small, and although the torque transmitted to the wheel is reduced, the wheel speed is increased to reach the maximum speed. At the same time, the gear shifting control system can reasonably control the gear shifting, reasonably match the torque and speed characteristics of the driving motor, optimize the working efficiency of the driving motor under various working conditions when the vehicle is running, thereby achieving energy saving and increasing electric vehicles. Driving range.
The three forward gears of the transmission according to the embodiment of the present invention are independent of each other, and the gear shifting is achieved by controlling the separation and combination of the active portion and the driven portion of each clutch. Moreover, those skilled in the art can reasonably control through the shift control system so that there is almost no power interruption during the shifting process, so that there is no significant deceleration feeling during shifting. The transmission structure of the drive system according to an embodiment of the present invention is simple in comparison with a conventional automatic transmission.
In addition, the second clutch and the third clutch share a clutch active portion, which makes the structure of the transmission more compact and saves space occupied by the transmission. Moreover, since the input shaft and the output shaft are arranged in line, thereby realizing the effect of a complicated rotating shaft (for example, planetary gear) type transmission with a structurally simple parallel coaxial structure, the driving system of the electric vehicle according to the embodiment of the present invention is made. The structure is more compact and less expensive.
According to the driving system of the embodiment of the present invention, before the electric vehicle starts, the first forward gear can be first driven by the external pump to drive the first forward gear, and then the drive motor 1 is controlled to start, thereby achieving zero starting of the vehicle.
An electric vehicle according to an embodiment of the second aspect of the present invention includes the drive system of the electric vehicle according to the embodiment of the first aspect of the present invention.
In the description of the present specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. A structure, material or feature is included in at least one embodiment or example of the invention. In the present specification, the schematic representation of the above terms does not necessarily mean the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.
While the embodiments of the present invention have been shown and described, the embodiments of the invention may The scope of the invention is defined by the scope of the claims and their equivalents.
1．．．驅動電機1. . . motor
2．．．輸入軸2. . . Input shaft
3、4、6、7、8、9、12、14．．．齒輪3, 4, 6, 7, 8, 9, 12, 14. . . gear
5．．．輸出軸5. . . Output shaft
10、11、15．．．離合器10, 11, 15. . . clutch
13．．．中間軸13. . . Intermediate shaft
16．．．油箱16. . . tank
17、27．．．篩檢程式17, 27. . . Screening program
18．．．內置泵18. . . Built-in pump
19、22、23、24．．．單向閥19, 22, 23, 24. . . Check valve
20．．．外置泵20. . . External pump
21．．．溢流閥twenty one. . . Overflow valve
25A、25B．．．阻尼件25A, 25B. . . Damping member
26．．．調壓閥26. . . Pressure regulating valve
28．．．主油壓感測器28. . . Main oil pressure sensor
29．．．蓄能器29. . . Accumulator
30、31、32．．．比例閥30, 31, 32. . . Proportional valve
33、34、35．．．油壓感測器33, 34, 35. . . Oil pressure sensor
36、37、38．．．緩衝器36, 37, 38. . . buffer
101、111、151．．．驅動液壓缸101, 111, 151. . . Drive hydraulic cylinder
B1、B2、B3．．．變速單元B1, B2, B3. . . Shift unit
L．．．主油路L. . . Main oil road
L1、L2、L3．．．離合器驅動迴路L1, L2, L3. . . Clutch drive circuit
WH．．．車輪WH. . . wheel
本發明的上述和/或附加的方面和優點從結合下面附圖對實施例的描述中將變得明顯和容易理解，其中：
第1圖是根據本發明實施例的電動車輛的驅動系統的示意圖；
第2圖是第1圖所示驅動系統的變速器的結構示意圖；和
第3圖是根據本發明實施例的電動車輛的驅動系統的液壓系統的示意圖。
The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from
1 is a schematic view of a drive system of an electric vehicle according to an embodiment of the present invention;
2 is a schematic structural view of a transmission of the drive system shown in FIG. 1; and FIG. 3 is a schematic view of a hydraulic system of a drive system of an electric vehicle according to an embodiment of the present invention.
1．．．驅動電機1. . . motor
2．．．輸入軸2. . . Input shaft
3、4、6、7、8、9、12、14．．．齒輪3, 4, 6, 7, 8, 9, 12, 14. . . gear
5．．．輸出軸5. . . Output shaft
10、11、15．．．離合器10, 11, 15. . . clutch
13．．．中間軸13. . . Intermediate shaft
B1、B2、B3．．．變速單元B1, B2, B3. . . Shift unit
WH．．．車輪WH. . . wheel
Claims (20)
驅動電機；
變速器，所述變速器具有輸入軸、中間軸、輸出軸、第一變速單元、第一離合器、第二變速單元和第二離合器，其中所述驅動電機與所述輸入軸相連，所述輸入軸與所述中間軸相連以便將所述驅動電機的動力傳遞給所述中間軸，所述第一變速單元連接在所述中間軸和所述輸出軸之間以在所述中間軸與所述輸出軸之間傳遞動力，所述第二變速單元連接在所述中間軸和所述輸出軸之間以在所述中間軸與所述輸出軸之間傳遞動力，所述第一離合器設在所述中間軸上且與所述第一變速單元相連以結合或切斷所述中間軸與所述第一變速單元之間的動力傳遞，所述第二離合器設在所述中間軸上且與所述第二變速單元相連以結合或切斷所述中間軸與所述第二變速單元之間的動力傳遞，所述第一變速單元具有第一傳動比，所述第二變速單元具有第二傳動比，所述第一傳動比大於所述第二傳動比；和
液壓系統，所述液壓系統與所述第一離合器相連以驅動所述第一離合器結合或分離且所述液壓系統與所述第二離合器相連以驅動所述第二離合器結合或分離。A driving system for an electric vehicle, comprising:
motor;
a transmission having an input shaft, an intermediate shaft, an output shaft, a first shifting unit, a first clutch, a second shifting unit, and a second clutch, wherein the drive motor is coupled to the input shaft, the input shaft and The intermediate shaft is coupled to transmit power of the drive motor to the intermediate shaft, the first shifting unit being coupled between the intermediate shaft and the output shaft to be between the intermediate shaft and the output shaft Power is transmitted between the second shifting unit and the output shaft to transfer power between the intermediate shaft and the output shaft, the first clutch being disposed in the middle And coupled to the first shifting unit to couple or cut off power transmission between the intermediate shaft and the first shifting unit, the second clutch being disposed on the intermediate shaft and opposite to the first Two shifting units coupled to couple or disconnect power transmission between the intermediate shaft and the second shifting unit, the first shifting unit having a first gear ratio, and the second shifting unit having a second gear ratio, The first a gear ratio greater than the second gear ratio; and a hydraulic system coupled to the first clutch to drive the first clutch to engage or disengage and the hydraulic system coupled to the second clutch to drive the The second clutch is coupled or disengaged.
油箱；
彼此並聯的第一和第二離合器驅動回路，所述第一離合器驅動回路包括第一驅動液壓缸和第一比例閥，所述第一比例閥分別與所述第一驅動液壓缸和所述油箱相連，所述第一驅動液壓缸的活塞與所述第一離合器的主動部分相連，所述第二離合器驅動回路包括第二驅動液壓缸和第二比例閥，所述第二比例閥分別與所述第二驅動液壓缸和所述油箱相連，所述第二驅動液壓缸的活塞與所述第二離合器的主動部分相連；
內置泵，所述內置泵由所述中間軸驅動，且所述內置泵的入口與所述油箱相連且所述內置泵的出口分別與所述第一和第二比例閥相連；和
第一單向閥，所述第一單向閥串聯在所述內置泵的出口側；
外置泵，所述外置泵由外置泵電機驅動，所述外置泵的入口與所述油箱相連且所述外置泵的出口分別與所述第一和第二比例閥相連；和
第二單向閥，所述第二單向閥串聯在所述外置泵的出口側，其中串聯的所述第一單向閥和所述內置泵與串聯的所述第二單向閥與所述外置泵並聯在所述油箱與所述第一和第二比例閥之間。The driving system for an electric vehicle according to claim 1, wherein the hydraulic system comprises:
tank;
First and second clutch drive circuits connected in parallel with each other, the first clutch drive circuit including a first drive hydraulic cylinder and a first proportional valve, the first proportional valve and the first drive hydraulic cylinder and the fuel tank, respectively Connected, the piston of the first driving hydraulic cylinder is connected to the active portion of the first clutch, and the second clutch driving circuit includes a second driving hydraulic cylinder and a second proportional valve, and the second proportional valve is respectively The second driving hydraulic cylinder is connected to the oil tank, and the piston of the second driving hydraulic cylinder is connected to the active portion of the second clutch;
a built-in pump driven by the intermediate shaft, and an inlet of the internal pump is connected to the oil tank and an outlet of the internal pump is connected to the first and second proportional valves, respectively; and the first single a valve, the first check valve being connected in series on an outlet side of the built-in pump;
An external pump, the external pump being driven by an external pump motor, an inlet of the external pump being connected to the oil tank and an outlet of the external pump being respectively connected to the first and second proportional valves; a second one-way valve, the second one-way valve being connected in series at an outlet side of the external pump, wherein the first one-way valve and the internal pump connected in series with the second one-way valve in series The external pump is connected in parallel between the oil tank and the first and second proportional valves.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201110225534.0A CN102416862B (en) | 2010-09-26 | 2011-08-05 | Driving system of electric vehicle |
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| Publication Number | Publication Date |
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| TW201313508A true TW201313508A (en) | 2013-04-01 |
| TWI494232B TWI494232B (en) | 2015-08-01 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
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| TW101126599A TWI494232B (en) | 2011-08-05 | 2012-07-24 | Drive system and electric vehicle having the same |
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| TW (1) | TWI494232B (en) |
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| CN111319607A (en) * | 2019-12-27 | 2020-06-23 | 福建中维动力科技股份有限公司 | Reverse control system based on efficient hybrid power system |
| CN111319608A (en) * | 2019-12-27 | 2020-06-23 | 福建中维动力科技股份有限公司 | Backing control system based on integrated hybrid power system |
| CN111319609A (en) * | 2019-12-27 | 2020-06-23 | 福建中维动力科技股份有限公司 | Reverse control system based on compact hybrid power system |
| CN111319607B (en) * | 2019-12-27 | 2023-09-26 | 福建中维动力科技股份有限公司 | Reversing control system based on high-efficiency hybrid power system |
| CN111319609B (en) * | 2019-12-27 | 2023-09-26 | 福建中维动力科技股份有限公司 | Reversing control system based on compact hybrid power system |
| CN111319608B (en) * | 2019-12-27 | 2023-09-26 | 福建中维动力科技股份有限公司 | Reversing control system based on integrated hybrid power system |
Also Published As
| Publication number | Publication date |
|---|---|
| TWI494232B (en) | 2015-08-01 |
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