Automobile speed variator
阅读说明：本技术 汽车变速器 (Automobile speed variator ) 是由 蔡民浩 申容旭 鱼顺基 权纯星 金千玉 于 2018-11-09 设计创作，主要内容包括：本发明提供一种汽车变速器,所述汽车变速器可以包括：第一行星齿轮组,其具有第一旋转元件、第二旋转元件和第三旋转元件；输入轴,其与所述第一行星齿轮组的第一旋转元件接合；输出轴,其与所述第一行星齿轮组的第二旋转元件接合；以及套筒部件,其沿着所述第一行星齿轮组的轴向方向线性滑动,以选择性地切换至第一状态、第二状态或空挡状态,第一状态中,第三旋转元件固定至所述变速器壳体；第二状态中,第三旋转元件与另一个旋转元件接合；空挡状态中,第三旋转元件不固定至所述变速器壳体、不与变速器壳体或所述另一个旋转元件接合。(The present invention provides an automotive transmission that may include: a first planetary gear set having a first rotating element, a second rotating element, and a third rotating element; an input shaft engaged with a first rotating element of the first planetary gear set; an output shaft engaged with a second rotating element of the first planetary gear set; and a sleeve member that slides linearly in an axial direction of the first planetary gear set to be selectively switched to a first state in which a third rotating element is fixed to the transmission case, a second state, or a neutral state; in the second state, the third rotating element is engaged with the other rotating element; in the neutral state, the third rotating element is not fixed to the transmission case, and is not engaged with the transmission case or the other rotating element.)
1. An automotive transmission arrangement comprising:
a first planetary gear set having a first rotating element, a second rotating element, and a third rotating element;
an input shaft connected to a first rotating element of the first planetary gear set;
an output shaft fixed to a second rotary element of the first planetary gear set, wherein a first rotary element of the first planetary gear set is engaged with a second rotary element of the first planetary gear set; and
a sleeve member slidably mounted to the first planetary gear set to selectively shift an automotive transmission device to a first state in which a third rotating element, which is engaged to the second rotating element, is fixed to a transmission case, a second state, or a neutral state; in the second state, the third rotating element is engaged with one of the first rotating element and the second rotating element; in the neutral state, the third rotating element is not fixed to the transmission case, and is not engaged with the transmission case or one of the first rotating element and the second rotating element.
2. The automotive transmission device according to claim 1, wherein a brake device is installed between the transmission housing and the sleeve member to selectively restrict rotation of the sleeve member by frictional force by selectively connecting the sleeve member to the transmission housing.
3. The automotive transmission device of claim 2, wherein the sleeve member is operative to sequentially shift the automotive transmission device between a first state, a neutral state, and a second state during sliding of the sleeve member.
4. The automotive transmission arrangement of claim 3,
the sleeve member being operative to sequentially shift the automotive transmission device between a first state, a neutral state, a second state and a third state during sliding movement of the sleeve member;
the brake device is engaged with the sleeve member in a first state, a neutral state, and a second state, and the brake device is disengaged from the sleeve member in a third state.
5. The automotive transmission arrangement of claim 4, wherein the first rotational element is a first sun gear, the second rotational element is a first carrier, and the third rotational element is a first ring gear.
6. The automotive transmission arrangement of claim 5, wherein the one rotating element is a first carrier.
7. An automotive transmission arrangement as claimed in claim 6, wherein in the second state of the sleeve member the first carrier is engaged with the first ring gear.
8. The automotive transmission device according to claim 4, wherein the sleeve member is provided with internal splines on an inner circumferential surface of the sleeve member for engagement with the transmission housing and the first carrier, and wherein the sleeve member is provided with external splines on an outer circumferential surface of the sleeve member for engagement with the brake device and the first ring gear.
9. The automotive transmission device according to claim 1, wherein a second planetary gear set is engaged with the second rotary element of the first planetary gear set to decelerate the drive power of the automotive transmission device.
10. The automotive transmission arrangement of claim 9,
the second planetary gear set includes a fourth rotating element, a fifth rotating element, and a sixth rotating element;
the fourth rotary element of the second planetary gear set is connected to the second rotary element of the first planetary gear set.
11. The automotive transmission arrangement of claim 10,
the fifth rotating element of the second planetary gear set is engaged with the fourth rotating element of the second planetary gear set;
the sixth rotating element of the second planetary gear set is fixed to the transmission case, and the sixth rotating element of the second planetary gear set is engaged with the fifth rotating element of the second planetary gear set.
12. The automotive transmission arrangement of claim 11, wherein the fourth rotating element is a second sun gear, the fifth rotating element is a second planet carrier, and the sixth rotating element is a second ring gear.
13. The automotive transmission arrangement of claim 1, wherein the input shaft is fixed to an electric machine.
Technical Field
The present invention relates to an automotive transmission, and more particularly, to an automotive transmission that provides driving force using a motor.
Background
Generally, a hybrid vehicle or an electric vehicle is driven with power from an electric motor, and has a simple speed reducer or a 2-3 speed transmission between the electric motor and a driving wheel to secure appropriate driving force required for the vehicle while reducing the capacity of the electric motor.
Preferably, such a transmission has a simple structure with less transmission loss during running of the vehicle, thereby ensuring high power transmission efficiency.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and may not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
Various aspects of the present invention are directed to provide an automotive transmission having a simple structure, which has less transmission loss during the running of a vehicle, ensures higher power transmission efficiency and thus improves fuel efficiency and the mileage of the vehicle.
In various aspects of the present invention, according to one aspect, the various aspects of the present invention are directed to provide an automobile transmission including: a first planetary gear set having a first rotating element, a second rotating element, and a third rotating element; an input shaft engaged with a first rotating element of the first planetary gear set; an output shaft engaged with a second rotating element of the first planetary gear set; and a sleeve member that slides linearly in an axial direction of the first planetary gear set to be selectively switched to a first state in which a third rotating element is fixed to the transmission case, a second state, or a neutral state; in the second state, the third rotating element is engaged with the other rotating element; in the neutral state, the third rotating element is not fixed to the transmission case, and is not engaged with the transmission case or the other rotating element.
A braking device may be disposed between the transmission housing and the sleeve member to limit rotation of the sleeve member with frictional forces.
The sleeve member is operable to sequentially switch between a first state, a neutral state, and a second state during linear sliding thereof.
The sleeve member is operable during linear sliding thereof to sequentially switch between a first state, a neutral state, a second state and a third state, wherein the brake device is engaged with the sleeve member only in the first state, the neutral state and the second state and disengaged from the sleeve member in the third state.
The first rotating element may be a sun gear, the second rotating element may be a first planet carrier, and the third rotating element may be a first ring gear.
In the second state of the sleeve member, the first carrier may be engaged with the first ring gear.
The sleeve member may be provided with internal splines on an inner circumferential surface thereof for engagement with the transmission case and the first carrier, and may be provided with external splines on an outer circumferential surface thereof for engagement with the brake device and the first ring gear.
The second planetary gear set may be additionally engaged with the second rotating element of the first planetary gear set to decelerate the speed of the driving power.
According to an exemplary embodiment of the present invention, the automobile transmission has a simple structure, has a small transmission loss during the running of the vehicle, ensures a high power transmission efficiency and thus improves fuel efficiency and the mileage of the vehicle.
The method and apparatus of the present invention have other features and advantages which will be apparent from or are set forth in detail in the accompanying drawings and the following detailed description, which are incorporated herein, and which together serve to explain certain principles of the invention.
Drawings
Fig. 1 is a schematic diagram showing the structure of an automotive transmission according to an exemplary embodiment of the present invention.
Fig. 2 is a schematic view showing a sleeve member of the transmission shown in fig. 1 in a neutral state.
Fig. 3 is a schematic view showing the sleeve member in the first state where the first speed stage is formed.
Fig. 4 is a schematic diagram illustrating power flow in the first speed gear shown in fig. 3.
FIG. 5 is a schematic view illustrating the sleeve member being shifted to a neutral state prior to changing from the first speed gear to the second speed gear illustrated in FIG. 3.
Fig. 6 is a schematic view showing the sleeve member in the second state where the second speed range is formed.
Fig. 7 is a schematic diagram showing a power flow in the second speed gear shown in fig. 6.
Fig. 8 is a schematic diagram showing the sleeve member in a third state forming a 2D speed gear.
Fig. 9 is a schematic structural view showing a transmission for an automobile according to various exemplary embodiments of the present invention.
It should be understood that the drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific design features disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular application and environment in which it is used.
In the drawings, like numerals refer to like or equivalent parts throughout the several views of the drawings.
Detailed Description
Reference will now be made in detail to various specific embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the present invention will be described in conjunction with the exemplary embodiments of the present invention, it will be appreciated that this description is not intended to limit the invention to those exemplary embodiments. On the other hand, the present invention is intended to cover not only exemplary embodiments of the present invention, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the present invention as defined by the appended claims.
Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Referring to fig. 1, 2 and 3, an automotive transmission according to an exemplary embodiment of the present invention includes: a first planetary gear set PG1 having a first rotary element, a second rotary element, and a third rotary element, an input shaft IN, an output shaft OUT, and a
Further, a brake device B1 is provided between the transmission case CS and the sleeve member SB to restrict rotation of the sleeve member SB by frictional force.
That is, the transmission operates to receive power from the motor at the first rotary element of the first planetary gear set PG1 to output the power to the second rotary element, and to appropriately control the operation of the third rotary element using the sleeve member SB and the brake device B1, thereby changing the transmission speed from the above power.
The sleeve member SB operates to be switched to the first state, the neutral state, and the second state in this order when it slides linearly.
The first state is a state in which the first speed range is formed, and the second state is a state in which the second speed range is formed.
As shown in fig. 2, 3, 4, 5, 6, 7 and 8, the sleeve member SB is operable during linear sliding thereof to sequentially switch between a first state, a neutral state, a second state and a third state. The brake device B1 is engaged with the sleeve member SB only in the first state, the neutral state, and the second state, and is disengaged from the sleeve member SB in the third state.
The third state is a state in which: wherein the third state is similar to the second state because the third state forms the second speed gear, but the third state reduces unnecessary drag by being separated from the brake device B1, thereby making power transmission efficiency greater. The third state will be referred to as "2D speed range" hereinafter.
In an exemplary embodiment of the present invention, in the first planetary gear set PG1, the first rotating element is the first sun gear S1, the second rotating element is the first carrier C1, and the third rotating element is the first ring gear R1.
In the second state of the sleeve member SB, the first carrier C1 as the second rotating element is engaged with the first ring gear R1 as the third rotating element.
The sleeve member SB is provided on its inner and outer circumferential surfaces with internal splines IP for engagement with the transmission case CS and the first carrier C1, and external splines OP for engagement with the brake B1 and the first ring gear R1, respectively.
Further, a shift fork SF is mounted on the sleeve member SB to externally apply an axial operating force.
Subsequently, the operation of the automotive transmission will be described.
Fig. 3 is a schematic view showing the sleeve member SB in the first state where the first speed gear is formed, wherein the sleeve member SB is shifted leftward from the neutral state in fig. 2, forming the first speed gear.
In this state, the left side of the internal spline IP of the sleeve member SB is engaged with the transmission housing CS, and the external spline OP is engaged with the first ring gear R1 of the first planetary gear set PG1, so that the first ring gear R1 is fixed to the transmission housing CS.
Thus, as shown in fig. 4, power output from the motor to the first ring gear R1 is transmitted to the output shaft OUT through the first carrier C1 in a decelerated state, forming a first speed gear.
To shift from the first speed gear to the second speed gear of fig. 3, the brake device B1 is first engaged to restrict rotation of the sleeve member SB, and then the sleeve member SB is operated to shift to the neutral state shown in fig. 5. In this state, even when the sleeve member SB is disengaged from the transmission case CS, the brake device B1 remains in a state of restricting rotation of the first ring gear R1.
As such, when the brake B1 slips to increase the rotational speed of the first ring gear R1 and the driving rotational speed of the motor is decelerated to be synchronized with the second speed gear, the first ring gear R1 is synchronized with the speed of the first carrier C1. Here, as shown in fig. 6, the sleeve member SB is shifted to the second state so that the first ring gear R1 and the first carrier C1 are mechanically integrated with each other through the sleeve member SB, and the brake device B1 is completely separated.
Thus, as shown in fig. 7, all the rotating elements in the planetary gear set PG1 rotate together, and power from the motor is output through the output shaft OUT, forming the second speed stage.
Although the state of fig. 7 can stably and continuously maintain the second speed gear by itself, when the sleeve member SB is shifted to the third state, as shown in fig. 8, the brake device B1 is disengaged from the sleeve member SB while the sleeve member SB is engaged with the first ring gear R1 and the first carrier C1. This prevents a part of the power loss due to the dragging action from the brake device B1 while maintaining the second speed gear, thereby further improving the power transmission efficiency.
Fig. 9 is a schematic structural view showing a transmission for an automobile according to various exemplary embodiments of the present invention. The basic structure of the present exemplary embodiment of the present invention is the same as or substantially the same as that of fig. 1, except that the second planetary gear set PG2 is additionally engaged with the first carrier C1 of the first planetary gear set PG1, which is a second rotating element, to additionally decelerate the speed of the driving power.
In an exemplary embodiment of the present invention, in second planetary gear set PG2, second sun gear S2 is engaged with first carrier C1 of first planetary gear set PG1, second ring gear R2 is fixed to or integrally formed with transmission case CS, and output shaft OUT is formed at second carrier C2 (which second carrier C2 is engaged to second ring gear R2 and second sun gear S2) so that power input to second sun gear S2 is additionally decelerated and the decelerated power is output via second carrier C2.
For convenience in explanation and accurate definition in the appended claims, the terms "upper", "lower", "inner", "outer", "upper", "lower", "above", "below", "upward", "downward", "front", "rear", "back", "inner", "outer", "forward", "rearward" are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable others skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications thereof. The scope of the invention is defined by the appended claims and equivalents thereof.
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