TRANSMISSION FOR ELECTRIC VEHICLE

• US 20190315332A1
• Filed: 07/16/2018
• Published: 10/17/2019
• Est. Priority Date: 04/11/2018
• Status: Active Grant

• Current Assignee: Hyundai Motor Company (Hyundai Motor Group), Kia Motors Corporation (Kia Corp.)
• Original Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Inventors: Kang, Ma Ru, Kwon, Sun Sung, Shin, Yong Uk, Ji, Seong Wook, Eo, Soon Ki, Kim, Chon Ok, Yoo, Il Han, Chae, Min Ho, Choi, Yong Sug, Kim, Ki Tae
• Granted Patent: US 10,668,915 B2
• Time in Patent Office: Days
• CPC Class Codes: B60K 2006/381 characterized by driveline brakes
• CPC Class Codes: B60K 2006/4816 Electric machine connected or connectable to gearbox internal shaft
• CPC Class Codes: B60K 2006/4841 the gear provides shifting between multiple ratios
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/111 with separate change-speed gear trains arranged in series
• CPC Class Codes: B60W 20/14 in conjunction with braking regeneration
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: F16D 2023/123 Clutch actuation by cams, ramps or ball-screw mechanisms
• CPC Class Codes: F16D 23/04 with an additional friction clutch synchro rings per se F16D23/025
• CPC Class Codes: F16D 23/12 Mechanical clutch-actuating mechanisms arranged outside the clutch as such specific for combined clutches F16D21/00; mechanisms specific for synchronisation F16D23/02
• CPC Class Codes: F16H 2003/0811 using unsynchronised clutches
• CPC Class Codes: F16H 2003/0818 comprising means for power-shifting
• CPC Class Codes: F16H 2061/0407 by control of clutch in parallel torque path
• CPC Class Codes: F16H 2061/0422 by an electric machine, e.g. by accelerating or braking the input shaft
• CPC Class Codes: F16H 2200/0021 specially adapted for electric vehicles
• CPC Class Codes: F16H 2200/0039 the gear ratios comprising three forward speeds
• CPC Class Codes: F16H 3/089 : all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
• CPC Class Codes: F16H 37/046 : with an additional planetary gear train, e.g. creep gear, overdrive
• CPC Class Codes: F16H 61/0403 : Synchronisation before shifting
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles

Abstract

A transmission for an electric vehicle, may include a concentric deceleration device for receiving power from a motor shaft and for decelerating; an output shaft disposed in parallel with the input shaft; a hollow shaft rotatably provided on the input shaft; a clutch device provided to switch the transmission state of power from the input shaft to the hollow shaft; a first synchronizer having a hub fixed to the input shaft; a second synchronizer having a hub fixed to the hollow shaft; a plurality of driving gears having different sizes and provided on the input shaft and the hollow shaft to be engaged with at least one of the first synchronizer and the second synchronizer; and a plurality of driven gears provided on the output shaft to be engaged with the plurality of driving gears to form different shift ratios, respectively.

Claims

1. A transmission apparatus for a vehicle, including:

a deceleration device coupled to a motor shaft and an input shaft and receiving power from the motor shaft and decelerating a rotation speed of the motor shaft and outputting the power to the input shaft;

an output shaft disposed in parallel with the input shaft;

a hollow shaft provided on the input shaft and rotatable with respect to the input shaft;

a clutch device provided to selectively switch a transmission state of the power from the input shaft to the hollow shaft;

a first synchronizer fixed to the input shaft;

a second synchronizer fixed to the hollow shaft;

a plurality of driving gears having different sizes and rotatably provided on the input shaft and the hollow shaft to be engaged with at least one of the first synchronizer and the second synchronizer; and

a plurality of driven gears fixedly provided on the output shaft to be engaged with the plurality of driving gears to form different shift ratios, respectively.

2. The transmission apparatus for the vehicle according to claim 1, wherein the deceleration device includes a single pinion planetary gear set having a ring gear which is stationary.

3. The transmission apparatus for the vehicle according to claim 1, wherein the plurality of driving gears includes:

a first-stage driving gear rotatably provided on the input shaft to be selectively engaged with the first synchronizer;

a second-stage driving gear rotatably provided on the hollow shaft to be selectively engaged with the first synchronizer or the second synchronizer; and

a third-stage driving gear rotatably provided on the hollow shaft to be selectively engaged with the second synchronizer.

4. The transmission apparatus for the vehicle according to claim 3, wherein the plurality of driven gears includes a first-stage driven gear engaged with the first-stage driving gear to form a first-stage shift ratio, a second-stage driven gear engaged with the second-stage driving gear to form a second-stage shift ratio, and a third-stage driven gear engaged with the third-stage driving gear to form a third-stage shift ratio.

5. The transmission apparatus for the vehicle according to claim 3, wherein a first clutch gear to be engaged with the first synchronizer is integrally provided on a side of the second-stage driving gear, and a second clutch gear to be engaged with the second synchronizer is integrally provided on a second side of the second-stage driving gear.

6. The transmission apparatus for the vehicle according to claim 1, wherein the clutch device includes:

a frictional clutch disposed between the hollow shaft and the input shaft and configured to receive a linear displacement along an axial direction of the input shaft from an outside thereof and configured to allow a frictional force generated in a clutch disk provided on the hollow shaft to vary in proportion to the linear displacement; and

an actuator coupled to the frictional clutch and configured to provide, to the frictional clutch, the linear displacement along the axial direction of the input shaft.

7. The transmission apparatus for the vehicle according to claim 6, wherein the actuator includes:

a housing;

a ball screw device, wherein a screw of the ball screw device is engaged with a ball nut and the ball screw device is provided in the housing to provide the linear displacement to the frictional clutch by the ball nut selectively moving linearly along a predetermined direction of the input shaft;

a control motor connected to the screw of the ball screw and provided in the housing to drive the screw of the ball screw device; and

a self-locking mechanism provided in the housing to support the ball nut, which is in an advanced state toward the frictional clutch by interlocking therebetween with a rotation of the screw, to prevent a reverse movement of the ball nut.

8. The transmission apparatus for the vehicle according to claim 7, wherein the self-locking mechanism includes:

a wedge piston provided in the housing to linearly move in a direction perpendicular to the predetermined direction of the input shaft while being in contact with an inclined surface of the ball nut by an inclined surface of the wedge piston; and

an interlocking device engaged with the wedge piston and provided to move the wedge piston linearly by receiving a rotational force of the screw.

9. The transmission apparatus for the vehicle according to claim 8, wherein the interlocking device includes:

a rack gear formed on a portion of the wedge piston and rotatably mounted to the housing;

a pinion engaged with the rack gear; and

an interlocking gear connected to the pinion and configured to be gear-engaged with a portion of the screw.