Hybrid vehicle transmission electromagnetic gear shifting mechanism
By employing a clamp clutch and electromagnet components in the hybrid vehicle transmission, rapid and low-power gear shifting is achieved, solving the problems of large size of wet clutches and high cost of hydraulic systems, and is suitable for P13 configuration hybrid transmissions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHONGQING CHANGAN AUTOMOBILE CO LTD
- Filing Date
- 2023-03-03
- Publication Date
- 2026-06-26
AI Technical Summary
Existing hybrid vehicle transmissions suffer from problems such as large size and difficulty in integration of wet clutches, high processing difficulty and cost of hydraulic systems, and large power transmission losses. A simple and easy-to-control shifting mechanism is needed to replace wet clutches.
It employs a clamp clutch assembly and an electromagnet assembly, and uses current control to achieve multi-gear switching of the torque transmission path. The electromagnet drives the axial movement of the active component, adjusts the relative position of the driven component, and realizes the switching of engine power between different gears.
It achieves fast shift response, low power consumption and easy control of gear shifting, replacing the shortcomings of traditional wet clutches, and is suitable for P13 configuration hybrid transmissions.
Smart Images
Figure CN116292878B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to hybrid electric vehicles, specifically to an electromagnetic shifting mechanism for a hybrid electric vehicle transmission. It is particularly suitable for P13 configuration hybrid transmissions where the engine directly drives the vehicle in multiple gears. Background Technology
[0002] Currently, many hybrid electric vehicles (HEVs) employ a P13 transmission configuration, where the drive motor drives the vehicle at a single speed ratio. At low to medium speeds, the drive motor is typically used for propulsion, achieving good fuel economy and power. However, at medium to high speeds, the motor torque decreases, necessitating direct engine drive. The earlier the engine engages in direct drive, the more pronounced its power advantage. Therefore, the engine drive path in HEVs is trending towards multiple gears. In this path, a wet clutch is typically used for gear shifting. However, wet clutches are bulky and difficult to integrate. A hydraulic system is also required for propulsion, but hydraulic systems suffer from drawbacks such as complex oil passage manufacturing, high cost, and significant power transmission losses. Therefore, there is a need for further improvement in the shifting mechanisms of existing HEV transmissions.
[0003] CN202612594U discloses an "automatic electromagnetic shifting device for electric vehicles," comprising an input shaft and an output shaft. An output gear, a second-gear driven gear, and a first-gear driven gear are coaxially and sequentially arranged on the output shaft. A synchronizer sleeve is provided between the first-gear and second-gear driven gears. A shift fork is mounted on the synchronizer sleeve, and a shift fork shaft is provided at the upper end of the shift fork. The shift fork shaft is connected to an electromagnetic shifting mechanism. Its structure is simple, gear shifting is flexible and reliable, operational stability is good, failure rate is low, and service life is long. It is suitable for use in automatic transmissions of pure electric vehicles and hybrid electric vehicles.
[0004] CN202719121U describes an electric vehicle electromagnet automatic gear shifting device. A synchronizer slide drum is mounted on the output shaft, connected to the output shaft via a spline. A synchronizer sleeve is fitted around the outer ring of the synchronizer slide drum, and the synchronizer slide drum is connected to the synchronizer slide drum sleeve via a spline. The synchronizer slide drum sleeve can move axially relative to the synchronizer slide drum. The output shaft also features driven gears with different numbers of teeth, which can rotate freely on the output shaft. A small output shaft gear is fixed on the output shaft, transmitting power to the large differential gear.
[0005] The technical solutions disclosed in the two patent documents mentioned above are both beneficial attempts in the aforementioned technical fields. Summary of the Invention
[0006] The purpose of this invention is to provide an electromagnetic shifting mechanism for a hybrid vehicle transmission, which can replace a wet clutch to achieve multi-gear switching in the torque transmission path. It not only has fast shifting response and low power consumption, but also has a simple structure and is easy to control.
[0007] The present invention discloses an electromagnetic shifting mechanism for a hybrid electric vehicle transmission, comprising a clamp clutch assembly and an electromagnet assembly mounted on the transmission input shaft. The clamp clutch assembly includes a driving component, a first driven component, a second driven component, and a second gear. The driving component is splined to the transmission input shaft, with its right side closely abutting the left side of the electromagnet assembly. A bushing is provided on the left side of the first driven component, which is fitted onto the transmission input shaft. A first return spring and a second return spring are provided between the right side of the first driven component and the driving component. The second driven component is fitted onto the right side of the bushing on the left side of the first driven component, and a needle roller bearing is provided between the second driven component and the first driven component. The second gear is engaged with the left side of the bushing on the left side of the first driven component.
[0008] Furthermore, the driving component has a left end face gear ring and an outer circular gear ring; the first driven component has a right end face gear ring; the right end face gear ring meshes with the left end face gear ring of the driving component.
[0009] Furthermore, the second driven component has an inner toothed ring; the inner toothed ring meshes with the outer toothed ring of the driving component.
[0010] Furthermore, the first return spring is a helical spring, which is located between the circumferences of the edges of the driving component and the first driven component.
[0011] Furthermore, the second return spring is also a helical spring, located between the centers of the driving component and the first driven component.
[0012] Furthermore, the helical diameter of the first return spring is larger than that of the second return spring, and the two have different elastic stiffnesses.
[0013] Furthermore, the second gear is connected to the left side of the bushing on the left side of the first driven component via a spline engagement.
[0014] Furthermore, the needle roller bearing is a flat needle roller bearing.
[0015] Furthermore, the transmission is a P13 hybrid transmission, whose input shaft is connected to the output end of the engine via a flange.
[0016] Furthermore, the second gear meshes with the driven gear on the intermediate shaft of the P13 configuration hybrid transmission.
[0017] Since the electromagnet shifting mechanism has an electromagnet assembly and a caliper clutch assembly, a current control method is used to implement gear switching of the electromagnet shifting mechanism, thereby realizing the switching of two driving gears in the driving path.
[0018] By controlling the current through the electromagnet assembly, the electromagnet drives the active component to move axially, adjusting its relative position with the second and first driven components, thus realizing the connection and disconnection between the active component and the second and first driven components. This allows the power transmitted by the engine to be transferred, resulting in fast shifting response, low power consumption, and easy control. Attached Figure Description
[0019] Figure 1 This is an exploded view of the present invention;
[0020] Figure 2 This is a cross-sectional view of the structure of the present invention;
[0021] Figure 3 This is a schematic diagram of the active component.
[0022] Figure 4 This is a schematic diagram of the structure of the first driven component;
[0023] Figure 5 This is a schematic diagram of the structure of the second driven component;
[0024] Figure 6 This is a schematic diagram of the present invention installed on a P13 configuration hybrid transmission;
[0025] Figure 7 This is a graph showing the actuation force curve of the electromagnet of the present invention under the current range and shift stroke.
[0026] In the diagram (the markings refer to the technical features):
[0027] 1—caliper-type clutch mechanism;
[0028] 10—Active component; 101—Left end face gear ring; 102—Outer circular gear ring;
[0029] 11—First driven component, 111—Right end face gear ring;
[0030] 12—Second driven component; 121—Inner gear ring;
[0031] 13—Second gear; needle roller bearing;
[0032] 14—First return spring;
[0033] 15—Second return spring;
[0034] 16—Needle roller bearing;
[0035] 2—Electromagnet assembly. Detailed Implementation
[0036] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings.
[0037] See Figures 1 to 5 The electromagnetic shifting mechanism of a hybrid electric vehicle transmission shown includes a clamp clutch assembly 1 and an electromagnet assembly 2 mounted on the transmission input shaft. The clamp clutch assembly 1 includes a driving component 10, a first driven component 11, a second driven component 12, and a second gear 13. The driving component 10 is splined to the transmission input shaft and its right side is in close contact with the left side of the electromagnet assembly 2. A bushing is provided on the left side of the first driven component 11 and is fitted onto the transmission input shaft. A first return spring 14 and a second return spring 15 are provided between the right side of the first driven component 11 and the driving component 10. The second driven component 12 is fitted onto the right side of the bushing on the left side of the first driven component 11. A needle roller bearing 16 is provided between the second driven component 12 and the first driven component 11. The second gear 13 is engaged with the left side of the bushing on the left side of the first driven component 11.
[0038] The driving component 10 has a left end face gear ring 101 and an outer circular gear ring 102; the first driven component 11 has a right end face gear ring 111; the right end face gear ring 111 meshes with the left end face gear ring 101 of the driving component 10. That is, the connection of the two driving positions is realized.
[0039] The second driven component 12 has an inner toothed ring 121; the inner toothed ring 121 meshes with the outer toothed ring 102 of the driving component 10. This achieves the connection for driving a gear.
[0040] The first return spring 14 is a helical spring, which is located between the circumference of the edge of the active component 10 and the first driven component 11.
[0041] The second return spring 15 is also a helical spring, located between the circumference of the center of the driving component 10 and the center of the first driven component 11.
[0042] The helix diameter of the first return spring 14 is larger than that of the second return spring 15, and the two have different elastic stiffnesses. This enables current control of the electromagnet assembly, causing the electromagnet assembly to generate actuating force, which pushes the active component to overcome the elastic forces of the first and second return springs.
[0043] The second gear 13 is connected to the left side of the bushing on the left side of the first driven component 11 via a spline connection.
[0044] The needle roller bearing 16 is a flat needle roller bearing.
[0045] See Figure 6 The transmission is a P13 hybrid transmission, whose input shaft (not shown in the figure) is connected to the output end of the engine via a flange.
[0046] The second gear 13 meshes with the driven gear on the intermediate shaft of the P13 configuration hybrid transmission.
[0047] See Figure 7 The control of the electromagnetic shifting mechanism of the hybrid vehicle transmission is achieved by adjusting the electromagnet current I during the neutral, first, and second gear shifts respectively.
[0048] When the electromagnet current I is zero, that is, when the active component has not moved, the left end face gear ring 101 of the active component 10 does not contact the right end face gear ring 111 of the first driven component 11, and the outer circular gear ring 102 of the active component 10 does not contact the inner circular gear ring 121 of the second driven component 12. They do not transmit power to each other and are in neutral, that is, the N position.
[0049] When the electromagnet current I gradually increases in interval 1, the actuating force of the electromagnet component 2 is greater than the elastic force of the second return spring 15, pushing the active component 10 to move. During the movement stroke of the active component 10, the second return spring 15 is compressed. At the same time, the outer toothed ring 102 of the active component 10 and the inner toothed ring 121 of the second driven component 12 mesh, thus realizing the connection of drive position 1. During the connection of drive position 1, the maximum actuating force generated by the current interval 1 is balanced with the combined elastic force of the first return spring 14 and the second return spring 15, so as to realize the active component 10 is stable in the drive position 1. At this time, the drive path can stably realize the power transmission of drive position 1.
[0050] When the electromagnet current I gradually increases in interval 2, the actuating force of the electromagnet assembly 2 overcomes the sum of the elastic forces of the first return spring 14 and the second return spring 15, pushing the active component 1 to continue moving from the position of drive gear 1. The active component 10 compresses the first return spring 14 and the second return spring 15. At the same time, the outer toothed ring 102 of the active component 10 and the inner toothed ring 121 of the second driven component 12 separate, the drive path is interrupted, and the maximum electromagnetic actuating force generated in current interval 1 is balanced with the elastic forces of the first return spring 14 and the second return spring 15, that is, dynamic N gear. At this time, the drive path does not transmit power.
[0051] As the electromagnet current I gradually increases in interval 3, the actuating force of the electromagnet assembly 2 overcomes the sum of the elastic forces of the first return spring 14 and the second return spring 15, pushing the active component 10 to continue moving from the dynamic N position. The left end face gear ring 101 of the active component 1 and the right end face gear ring 111 of the first driven component 11 mesh, thus realizing the connection of drive position 2. During the connection of drive position 2, the actuating force generated by the electromagnet assembly 2 in the current interval 3 is much greater than the sum of the elastic forces of the first return spring 14 and the second return spring 15. The left end face gear ring 101 of the active component 10 and the right end face gear ring 111 of the first driven component 11 are fully meshed, so that the active component 10 is stably in the drive position 2. At this time, the drive path can stably realize the power transmission of drive position 2.
[0052] By controlling the current through the electromagnet assembly, the electromagnet drives the active component to move axially, adjusting its relative position with the second and first driven components, thereby realizing the connection and disconnection between the active component and the second and first driven components. The power transmitted by the engine can be selectively transmitted to the first gear, the second gear, or interrupted, to achieve the switching between neutral, first gear, and second gear.
Claims
1. An electromagnetic shifting mechanism for a hybrid electric vehicle transmission, comprising a clamp clutch assembly (1) and an electromagnet assembly (2) mounted on the transmission input shaft, characterized in that: The clamp clutch assembly (1) includes a driving component (10), a first driven component (11), a second driven component (12), and a second gear (13). The driving component (10) is connected to the transmission input shaft via a spline connection and its right side is in close contact with the left side of the electromagnet assembly (2). A bushing is provided on the left side of the first driven component (11), which is fitted onto the transmission input shaft. A first return spring (14) and a second return spring (15) are provided between the right side of the first driven component (11) and the driving component (10). The second driven component (12) is fitted onto the right side of the bushing on the left side of the first driven component (11). A needle roller bearing (16) is provided between the second driven component (12) and the first driven component (11). The second gear (13) is connected to the left side of the bushing on the left side of the first driven component (11). When the electromagnet current I gradually increases in interval 1, the actuating force of the electromagnet assembly (2) is greater than the elastic force of the second return spring (15), which pushes the active component (10) to move. During the movement stroke of the active component (10), the second return spring (15) is compressed. At the same time, the outer toothed ring (102) of the active component (10) meshes with the inner toothed ring (121) of the second driven component (12), thus realizing the connection of drive position 1. When the electromagnet current I gradually increases in interval 2, the actuating force of the electromagnet assembly (2) overcomes the sum of the elastic forces of the first return spring (14) and the second return spring (15), pushing the active component (10) to continue moving from the position of drive gear 1. The active component (10) compresses the first return spring (14) and the second return spring (15). At the same time, the outer toothed ring (102) of the active component (10) and the inner toothed ring (121) of the second driven component (12) separate, and the drive path is interrupted.
2. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 1, characterized in that: The driving component (10) has a left end face gear ring (101) and an outer circular gear ring (102); the first driven component (11) has a right end face gear ring (111); the right end face gear ring (111) meshes with the left end face gear ring (101) of the driving component (10).
3. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 1, characterized in that: The first return spring (14) is a helical spring, which is located between the circumference of the edge of the active component (10) and the first driven component (11).
4. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 3, characterized in that: The second return spring (15) is also a helical spring, located between the center of the active component (10) and the center of the first driven component (11).
5. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 4, characterized in that: The first return spring (14) has a larger helical diameter than the second return spring (15), and the two have different elastic stiffnesses.
6. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 5, characterized in that: The second gear (13) is connected to the left side of the bushing on the left side of the first driven component (11) by a spline engagement.
7. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 6, characterized in that: The needle roller bearing (16) is a flat needle roller bearing.
8. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 7, characterized in that: The transmission is a P13 hybrid transmission, whose input shaft is connected to the output end of the engine via a flange.
9. The electromagnetic shifting mechanism for a hybrid electric vehicle transmission according to claim 8, characterized in that: The second gear (13) meshes with the driven gear on the intermediate shaft of the P13 configuration hybrid transmission.