Development of Continuously Variable Power Transmission for Electric Vehicle with Solar Assisted Battery

太阳能辅助电池电动汽车无级变速传动装置的研制

• 批准号: 05555049
• 负责人: TANAKA Hirohisa
• 金额: $ 1.98万
• 依托单位: Yokohama National University
• 依托单位国家: 日本
• 项目类别: Grant-in-Aid for Developmental Scientific Research (B)
• 财政年份: 1993
• 资助国家: 日本
• 起止时间: 1993 至 1994
• 项目状态: 已结题
• 来源: https://kaken.nii.ac.jp/grant/KAKENHI-PROJECT-05555049/
• 关键词: Machine element,; Continuously Variable Transmission,; Electric Vehicle,; Power Transmission,; Traction drive,; Efficiency,; Hertzian contact.

Electric vehicles have a potential to be used in the urban-city logistics where no-emission of exhaust-gas is favorable and short range of cruising-range can be accepted. Technological issues for the power-train of the electric vehicle are how to provide smooth and quick acceleration within a limited electric energy-source and to recover the mechanical energy to electric energy at deceleration or down-hill. This project is to examine the possibility of the continuously variable power transmission, CVT, as an mechanical transmission for the electric vehicle by making a traction-drive prototype of 2.2kW power-capacity with speed-ratio range of 0.4 to 2.5. The innovative technology is to develop a speed-ratio control servomechanism consisting of a set of nut and screw and small-size rolling-elements working at a maximum Hertzian pressure of 2.5GPa. The test result is that it transmits 40N.m torques at 3000rpm with an efficiency of 85%, and the nut and screw servomechanism changes the speed-ratio quickly with a first-order time-constant of 0.2s. The CVT is applied to the electric vehicle with a dead mass of 250kg including 60kg lead-acid battery. The power train is consisted of a serially-wounded motor with 36V-80A rated-power of which output shaft is connected directly with the CVT input-shaft. The output torque of the CVT is transmitted to the wheel axle through the differential gear box with reduction-ratio of 12.5. The acceleration of the electric vehicle with CVT is improved by 10% compared to the constant-gear box.

电动汽车在城市物流中具有良好的无废气排放和短续航里程的潜力。电动汽车的动力传动系统的技术问题是如何在有限的电能源内提供平稳和快速的加速，并在减速或下坡时将机械能恢复为电能。本课题是通过制作功率容量为2.2kW、速比范围为0.4~2.5的牵引驱动样机，来考察无级变速器CVT作为电动汽车机械变速器的可能性。创新技术是开发一种由一组螺母和螺杆以及小型滚动元件组成的速比控制伺服机构，其工作压力最大为2.5GPa。试验结果表明，该系统在3000转/分时传递40Nm的扭矩，效率为85%，一阶时间常数为0.2s，速比变化迅速。无级变速器适用于电动汽车，自重250公斤，含60公斤铅酸蓄电池。传动系由额定功率为36V-80A的电动机串联而成，电动机的输出轴直接与无级变速器的输入轴相连。无级变速器的输出扭矩通过减速比为12.5的差动齿轮箱传递到轮轴。采用无级变速器的电动汽车的加速性能比采用恒速变速器的电动汽车提高了10%。

项目成果

Machida, H: "Design Principle of High Power Traction Drive CVT" SAE Paper 950675. 79-89 (1995)

Machida, H：“大功率牵引驱动 CVT 的设计原理”SAE 论文 950675. 79-89 (1995)

町田 尚: "自動車用ハーフトロイダル形トラクションドライブ式無段変速機の研究" 機械学会 論文集. 59巻560号. 1154-1160 (1993)

Takashi Machida：“汽车用半环形牵引驱动无级变速器的研究”，日本机械工程师学会学报，第 59 卷，第 560 期。1154-1160（1993 年）。

町田尚: "自動車用ハーフトロイダル形トラクションドライブ式無段変速機の研究" 機械学会論文集. 59巻560号. 1154-1160 (1993)

Takashi Machida：“汽车用半环形牵引驱动无级变速器的研究”，日本机械工程师学会学报，第 59 卷，第 560 期。1154-1160（1993 年）。

Machida,H.: "Design Principle of High Power Traction Drive CVT" SAE Paper 950675. SP-1078. 1-9 (1995)

Machida,H.：“大功率牵引驱动 CVT 的设计原理”SAE 论文 950675.SP-1078。

Machida, H.: "Design Principle of High Power Traction Drive CVT" SAE Paper. 950675. 79-89 (1995)

Machida, H.：“大功率牵引驱动 CVT 的设计原理”SAE 论文。