KR100756696B1 - Power train of an hybrid electric vehicle and manipulating method thereof - Google Patents

Power train of an hybrid electric vehicle and manipulating method thereof Download PDF

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KR100756696B1
KR100756696B1 KR1020060055306A KR20060055306A KR100756696B1 KR 100756696 B1 KR100756696 B1 KR 100756696B1 KR 1020060055306 A KR1020060055306 A KR 1020060055306A KR 20060055306 A KR20060055306 A KR 20060055306A KR 100756696 B1 KR100756696 B1 KR 100756696B1
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South Korea
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motor generator
clutch
planetary gear
gear
mode
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KR1020060055306A
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Korean (ko)
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조성태
이장무
김남욱
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현대자동차주식회사
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/04Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/30Control strategies involving selection of transmission gear ratio
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/266Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators with two coaxial motors or generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00Type of vehicle
    • B60Y2200/90Vehicles comprising electric prime movers
    • B60Y2200/92Hybrid vehicles

Abstract

A dual mode power train of a hybrid electric vehicle and a manipulating method thereof are provided to use a motor generator having relatively small capacity by reducing a first motor generator and the maximum mechanical load applied to the first motor generator. A dual mode power train of a hybrid electric vehicle comprises a first planetary gear set(11), a second planetary gear set(23), a first clutch(25), and a second clutch(27). The first planetary gear set has a first sun gear(3), a first ring gear(7) connected to a second motor generator(5), and a first carrier(9). The second planetary gear set has a second sun gear(13), a second carrier(17) connected to a first motor generator(15), and a second ring gear(21) connected to driving wheels(19). The first clutch connects or disconnects the first sun gear of the first planetary gear set with the second sun gear of the second planetary gear set. The second clutch switches the second sun gear into the fixed state or a rotary state.

Description

하이브리드 전기차용 듀얼모드 파워트레인 및 그 작동방법{power train of an hybrid electric vehicle and manipulating method thereof} Dual-mode powertrain for hybrid electric vehicle and its operation method {power train of an hybrid electric vehicle and manipulating method

도 1은 본 발명에 따른 하이브리드 전기차용 듀얼모드 파워트레인의 구성을 도시한 도면,1 is a view showing the configuration of a dual-mode powertrain for a hybrid electric vehicle according to the present invention,

도 2는 도 1의 파워트레인이 제1모드로 작동하는 상태를 도시한 도면,2 is a view illustrating a state in which the powertrain of FIG. 1 operates in a first mode;

도 3은 도 1의 파워트레인이 제2모드로 작동하는 상태를 도시한 도면,3 is a view illustrating a state in which the powertrain of FIG. 1 operates in a second mode;

도 4는 도 1의 파워트레인의 레버해석도,4 is a lever analysis of the powertrain of FIG.

도 5는 제1모드에서 가능한 한 개의 미케니컬포인트를 형성하는 상태를 설명한 레버해석도,5 is a lever analysis diagram illustrating a state in which one mechanical point is formed in the first mode as much as possible;

도 6은 제2모드에서 가능한 두 개의 미케니컬포인트를 형성하는 상태를 설명한 레버해석도,6 is a lever analysis diagram illustrating a state in which two mechanical points are formed in the second mode;

도 7은 본 발명의 제어방법에 따라 제어하게 되는 경우의 변속비에 따른 파워트레인의 효율을 도시한 그래프이다. 7 is a graph showing the efficiency of the power train according to the transmission ratio in the case of controlling according to the control method of the present invention.

<도면의 주요 부분에 대한 부호의 간단한 설명><Brief description of symbols for the main parts of the drawings>

1; 엔진 3; 제1선기어One; Engine 3; First gear

5; 제2모터제너레이터 7; 제1링기어5; Second motor generator 7; 1st ring gear

9; 제1캐리어 11; 제1유성기어세트9; First carrier 11; 1st planetary gear set

13; 제2선기어 15; 제1모터제너레이터13; Second sun gear 15; 1st Motor Generator

17; 제2캐리어 19; 구동륜17; Second carrier 19; Driving wheel

21; 제2링기어 23; 제2유성기어세트21; Second ring gear 23; 2nd planetary gear set

25; 제1클러치 27; 제2클러치25; First clutch 27; Second clutch

29; 파워트레인케이스 29; Powertrain case

본 발명은 하이브리드 전기차용 듀얼모드 파워트레인 및 그 작동방법에 관한 것으로서, 보다 상세하게는 차량의 변속비에 따라 파워트레인의 보다 효율적인 동력전달이 이루어질 수 있도록 하는 기술에 관한 것이다.The present invention relates to a dual-mode powertrain for hybrid electric vehicles and a method of operating the same, and more particularly, to a technology for more efficient power transmission of a powertrain according to a vehicle transmission ratio.

유성기어세트와 모터제너레이터 2개를 사용하는 하이브리드 동력 전달장치는 별도의 변속기 없이 상기 모터제너레이터의 속도를 제어함으로써 전기적으로 작동하는 무단변속기의 역할을 수행할 수 있으며, 상기 모터제너레이터의 속도를 제어함으로써 모터모드, 엔진모드, 하이브리드모드 및 회생제동모드 등을 구현할 수 있고, 필요에 따라 엔진의 온/오프 제어가 가능하여 연비를 더욱 향상시킬 수 있으며, 제동시 마찰브레이크의 사용을 최소화하여 회생제동효율을 높일 수 있다.A hybrid power transmission device using a planetary gear set and two motor generators can serve as an continuously actuated continuously variable transmission by controlling the speed of the motor generator without a separate transmission, and controlling the speed of the motor generator. Motor mode, engine mode, hybrid mode, and regenerative braking mode can be implemented, and the engine can be controlled on and off as needed to further improve fuel economy, and regenerative braking efficiency by minimizing the use of friction brakes during braking. Can increase.

종래 모터제너레이터 2개를 사용하는 하이브리드 전기자동차용 파워트레인으로서 널리 사용되고 있는 방식은, 두 모터제너레이터 중 어느 한 모터제너레이터가 출력축에 고정적으로 직결되어 있는 입력분기식(input split type) 구조를 가지 고 있다.Conventionally, a method widely used as a power train for a hybrid electric vehicle using two motor generators has an input split type structure in which one of the two motor generators is fixedly connected to the output shaft. .

상기와 같은 구조의 파워트레인은 출력축에 직결되지 않은 나머지 모터제너레이터의 속도가 0가 되는 미케니컬포인트(Mechanical point)를 형성하는 변속비에서 효율이 가장 좋고, 이를 기준으로 변속비가 증가하거나 감소하면 효율이 떨어지기 시작하며, 변속비가 감소하는 경우의 효율의 저하가 변속비가 증가하는 경우에 비해 급격히 커진다.The power train having the above structure has the best efficiency at the gear ratio which forms a mechanical point at which the speed of the remaining motor generator, which is not directly connected to the output shaft, becomes zero. This starts to fall, and the decrease in efficiency when the speed ratio decreases is sharply larger than when the speed ratio increases.

즉, 변속비가 상기 미케니컬포인트를 넘어서 작아짐에 따라(차속이 증가함에 따라) 파워트레인의 효율이 급격히 저하되는 문제점을 가지고 있다. That is, as the speed ratio decreases beyond the mechanical point (as the vehicle speed increases), there is a problem in that the efficiency of the power train decreases rapidly.

본 발명은 상기한 바와 같은 문제점에 착안하여 안출된 것으로서, 파워트레인의 효율이 좋은 변속비 영역을 보다 넓게 확보할 수 있도록 함과 아울러, 변속비의 변화에 따라 파워트레인을 상대적으로 효율이 좋은 상태로 작동시킬 수 있도록 한 하이브리드 전기차용 듀얼모드 파워트레인 및 그 작동방법을 제공함에 그 목적이 있다.The present invention has been devised in view of the above-described problems, and it is possible to secure a wider speed ratio range of the power train more efficiently, and operate the power train in a relatively efficient state according to the change of the speed ratio. The purpose of the present invention is to provide a dual mode powertrain for hybrid electric vehicles and a method of operating the same.

상기한 바와 같은 목적을 달성하기 위한 본 발명 하이브리드 전기차용 듀얼모드 파워트레인은The dual mode powertrain for a hybrid electric vehicle of the present invention for achieving the above object is

엔진에 연결된 제1선기어와, 제2모터제너레이터에 연결된 제1링기어와, 제1캐리어를 구비한 제1유성기어세트와;A first planetary gear set having a first sun gear connected to the engine, a first ring gear connected to the second motor generator, and a first carrier;

상기 제1링기어에 연결된 제2선기어와, 제1모터제너레이터에 연결된 제2캐 리어와, 구동륜에 연결된 제2링기어를 구비한 제2유성기어세트와;A second planetary gear set including a second sun gear connected to the first ring gear, a second carrier connected to a first motor generator, and a second ring gear connected to a driving wheel;

상기 제1유성기어세트의 제1캐리어와 상기 제2유성기어세트의 제2링기어 사이를 연결 및 단절시키도록 설치된 제1클러치와;A first clutch arranged to connect and disconnect between the first carrier of the first planetary gear set and the second ring gear of the second planetary gear set;

상기 제1캐리어를 고정된 상태와 회전가능 상태로 전환하도록 설치된 제2클러치;A second clutch installed to switch the first carrier into a fixed state and a rotatable state;

를 포함하여 구성된 것을 특징으로 한다.Characterized in that configured to include.

또한, 본 발명 하이브리드 전기차용 듀얼모드 파워트레인의 작동방법은 In addition, the operating method of the dual mode powertrain for a hybrid electric vehicle of the present invention

상기 제1모터제너레이터의 속도가 0이 되는 미케니컬포인트를 기준으로 변속비가 높은 영역에서는 상기 제1클러치를 단절시키고 제2클러치를 연결시키며, 변속비가 낮은 영역에서는 상기 제1클러치를 연결시키고 제2클러치를 단절시키는 것을 특징으로 한다.The first clutch is disconnected and the second clutch is connected in a region where the speed ratio is high based on the mechanical point at which the speed of the first motor generator becomes zero. In the region where the speed ratio is low, the first clutch is connected and It is characterized by disconnecting two clutches.

이하, 첨부된 도면을 참조하여 본 발명의 바람직한 실시예를 설명하면 다음과 같다.Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

도 1을 참조하면, 본 발명 실시예의 파워트레인은 엔진(1)에 연결된 제1선기어(3)와, 제2모터제너레이터(5)에 연결된 제1링기어(7)와, 제1캐리어(9)를 구비한 제1유성기어세트(11)와; 상기 제1링기어(7)에 연결된 제2선기어(13)와, 제1모터제너레이터(15)에 연결된 제2캐리어(17)와, 구동륜(19)에 연결된 제2링기어(21)를 구비한 제2유성기어세트(23)와; 상기 제1유성기어세트(11)의 제1캐리어(9)와 상기 제2유성기어세트(23)의 제2링기어(21) 사이를 연결 및 단절시키도록 설치된 제1클러치(25)와; 상기 제1캐리어(9)를 고정된 상태와 회전가능 상태로 전환하도록 설치 된 제2클러치(27)를 포함하여 구성된다.Referring to FIG. 1, the powertrain of the embodiment of the present invention includes a first sun gear 3 connected to the engine 1, a first ring gear 7 connected to the second motor generator 5, and a first carrier 9. A first planetary gear set 11 having a); A second sun gear 13 connected to the first ring gear 7, a second carrier 17 connected to the first motor generator 15, and a second ring gear 21 connected to the driving wheel 19. A second planetary gear set 23; A first clutch (25) provided to connect and disconnect between the first carrier (9) of the first planetary gear set (11) and the second ring gear (21) of the second planetary gear set (23); And a second clutch 27 installed to switch the first carrier 9 into a fixed state and a rotatable state.

본 실시예에서, 상기 제2클러치(27)는 파워트레인케이스(29)와 상기 제1유성기어세트(11)의 제1캐리어(9) 사이에 설치되어, 상기 제1캐리어(9)를 파워트레인케이스(29)에 대하여 고정된 상태와 회전이 가능한 상태를 전환할 수 있도록 하고 있다.In the present embodiment, the second clutch 27 is installed between the power train case 29 and the first carrier 9 of the first planetary gear set 11 to power the first carrier 9. The train case 29 can be switched between the fixed state and the rotatable state.

물론, 상기 제2클러치(27)는 상기 파워트레인케이스(29) 이외의 별도의 차체부위 등과 상기 제1캐리어(9) 사이에 설치될 수도 있다.Of course, the second clutch 27 may be installed between a vehicle body part other than the power train case 29 and the first carrier 9.

상기 제1유성기어세트(11), 제2유성기어세트(23)는 싱글피니언유성기어로 이루어져 있다.The first planetary gear set 11 and the second planetary gear set 23 are composed of a single pinion planetary gear.

상기한 바와 같이 구성된 파워트레인은 상기 제1클러치(25)와 제2클러치(27)의 상태에 따라 출력분기모드(output split mode)인 제1모드와 복합분기모드(compound split mode)인 제2모드로 작동될 수 있다.The power train configured as described above includes a first mode that is an output split mode and a second compound split mode according to the states of the first clutch 25 and the second clutch 27. Can be operated in mode.

이하에서는 도 2와 같이 제1클러치(25)가 단절상태이고 제2클러치(27)가 연결상태인 경우를 제1모드로 칭하고, 도 3과 같이 상기 제1클러치(25)가 연결상태이고 상기 제2클러치(27)가 단절상태인 경우를 제2모드로 칭한다.Hereinafter, as shown in FIG. 2, the first clutch 25 is in a disconnected state and the second clutch 27 is in a connected state as a first mode. As shown in FIG. 3, the first clutch 25 is in a connected state. The case where the second clutch 27 is in the disconnected state is referred to as a second mode.

상기 파워트레인을 레버해석도로 표현하면 도 4와 같고, 상기 파워트레인이 제1모드로 작동되는 경우 중의 일부 상태를 레버해석도로 표현하면 도 5와 같다. 도 5는 제1모터제너레이터(15)의 속도가 0인 미케니컬포인트(M1-1)를 형성하는 변속비의 경우를 도시하고 있다.The power train is expressed in lever analysis as shown in FIG. 4, and a part of the state in which the power train is operated in the first mode is shown in FIG. 5. FIG. 5 shows the case of the speed ratio in which the mechanical point M1-1 at which the speed of the first motor generator 15 is zero is formed.

한편, 본 모드에서 상기 제2모터제너레이터(5)의 속도가 0인 경우는 입력이 0인 경우로서 의미가 없으므로 설명 및 그 도시를 생략한다.On the other hand, in this mode, when the speed of the second motor generator 5 is 0, since the input is 0, there is no meaning, so description and illustration thereof are omitted.

즉, 본 발명의 파워트레인이 제1모드인 상태에서는 변속비의 변화에 따라 도 5에 표시된 1개의 미케니컬포인트(M1-1)를 가지게 되며; 상기 제1모터제너레이터(15)와 제2모터제너레이터(5) 사이에 배터리가 개재되지 않고 어느 일측에서 발전된 전기가 타측에서 모두 소모되어 발전량과 소모량의 합이 0이 되며 모터제너레이터의 속도를 0으로 유지하기 위한 에너지손실을 무시한다는 조건하에서, 상기 미케니컬포인트에서의 효율은 최대치인 1이 되며; 이는 도 7의 변속비 변화에 따른 파워트레인의 효율 그래프에서 확인할 수 있다.That is, in the state in which the powertrain of the present invention is in the first mode, it has one mechanical point M1-1 shown in FIG. 5 in accordance with the change of the speed ratio; The battery is not interposed between the first motor generator 15 and the second motor generator 5, and electricity generated on one side is consumed on the other side, so that the sum of the amount of power generated and the amount of consumption is zero, and the speed of the motor generator is zero. Under the condition of ignoring energy loss to maintain, the efficiency at the mechanical point becomes a maximum of 1; This can be confirmed in the efficiency graph of the power train according to the shift ratio of FIG. 7.

도 7에서 제1모드의 효율을 나타내는 곡선은 1번 최대치인 1을 가지는 상태로 도시되어 있고, 상기 효율이 최대치인 위치가 파워트레인이 제1모드에서 가지는 한 개의 미케니컬포인트(M1-1)를 나타내는 것이며, 모드변환점으로 표시된 위치로부터 변속비가 커지는 영역에서 후술하는 제2모드보다 효율이 우수함을 알 수 있다.In FIG. 7, the curve representing the efficiency of the first mode is illustrated as having a maximum value of 1, and one mechanical point M1-1 has the power train having the maximum value in the first mode. In the region where the speed ratio becomes large from the position indicated by the mode conversion point, it can be seen that the efficiency is superior to the second mode described later.

참고로, 도 5와 6에서, O=출력, I=입력(엔진), MG1=제1모터제너레이터, MG2=제2모터제너레이터를 각각 나타내며,For reference, in Figs. 5 and 6, O = output, I = input (engine), MG1 = first motor generator, MG2 = second motor generator, respectively,

I는 O로부터 단위거리 1만큼 떨어져 있으며, I is 1 unit distance from O,

MG1이 O로부터 떨어져 있는 거리를

Figure 112006043044522-pat00001
, MG2가 O로부터 떨어져 있는 거리를
Figure 112006043044522-pat00002
라 할 때, 제1모드에서
Figure 112006043044522-pat00003
=-0.267,
Figure 112006043044522-pat00004
=1에 위치하고, 제2모드에서
Figure 112006043044522-pat00005
=-0.267,
Figure 112006043044522-pat00006
=-0.667에 위치한다. 이와 같이 상기 제1모드는
Figure 112006043044522-pat00007
가 1로서 제2 모터제너레이터(5)가 입력축과 직결된 상태이므로 출력분기모드임을 알 수 있고, 제2모드는
Figure 112006043044522-pat00008
Figure 112006043044522-pat00009
가 제로(0)가 아니므로 복합분기모드임을 알 수 있다.The distance that MG1 is
Figure 112006043044522-pat00001
, The distance MG2 is from O
Figure 112006043044522-pat00002
In the first mode,
Figure 112006043044522-pat00003
= -0.267,
Figure 112006043044522-pat00004
Is located at = 1, in the second mode
Figure 112006043044522-pat00005
= -0.267,
Figure 112006043044522-pat00006
It is located at = -0.667. Thus, the first mode is
Figure 112006043044522-pat00007
As 1, the second motor generator 5 is directly connected to the input shaft, so it can be seen that it is an output branch mode.
Figure 112006043044522-pat00008
Wow
Figure 112006043044522-pat00009
Since is not zero, it can be seen that it is a compound branch mode.

물론, 상기 I, MG1, MG2가 상기 O로부터 떨어져 있는 거리는 실제 파워트레인에서 기어비에 상응한다.Of course, the distance that the I, MG1, MG2 is away from the O corresponds to the gear ratio in the actual powertrain.

한편, 상기 도 7의 그래프는 다음의 수학식 1에 의해 도시된다.On the other hand, the graph of Figure 7 is shown by the following equation (1).

Figure 112006043044522-pat00010
Figure 112006043044522-pat00010

여기서,

Figure 112006043044522-pat00011
는 파워트레인 효율,here,
Figure 112006043044522-pat00011
Powertrain efficiency,

Figure 112006043044522-pat00012
,
Figure 112006043044522-pat00013
는 각 모드별로 상기의 값,
Figure 112006043044522-pat00012
,
Figure 112006043044522-pat00013
Is the above value for each mode,

Figure 112006043044522-pat00014
는 변속비
Figure 112006043044522-pat00014
Speed ratio

Figure 112006043044522-pat00015
,
Figure 112006043044522-pat00016
는 상기 제1모터제너레이터(15)와 제2모터제너레이터(5)가 각각 충전할 때와 방전(소모)할 때의 효율로서, 여기서 그 값은 0.949와 1/0.954가 사용되었으며, 충전시에는 1보다 작은 값(여기서는 0.949), 방전시에는 1보다 큰 값(여기서는 1/0.954)이 된다.
Figure 112006043044522-pat00015
,
Figure 112006043044522-pat00016
Is the efficiency when the first motor generator 15 and the second motor generator 5 are charged and discharged (consumed), respectively, where values of 0.949 and 1 / 0.954 are used, and when charging, 1 is used. A smaller value (here 0.949) and a discharge greater than 1 (here 1 / 0.954).

상기 파워트레인이 제2모드로 작동되는 경우 중의 일부 상태를 레버해석도로 표현하면 도 6과 같다. 도 6에서 상측은 제1모터제너레이터(15)의 속도가 0인 미케니컬포인트(M2-1)를 형성하는 변속비의 경우를 도시하고 있고, 하측은 제2모터 제너레이터(5)의 속도가 0인 미케니컬포인트(M2-2)를 형성하는 변속비의 경우를 도시하고 있다.Part of the state in which the powertrain is operated in the second mode is represented as shown in FIG. 6. In FIG. 6, the upper side shows a case of a transmission ratio forming a mechanical point M2-1 in which the speed of the first motor generator 15 is 0, and the lower side has a speed of 0 in the second motor generator 5. The case of the gear ratio which forms the mechanical point M2-2 is shown.

따라서, 본 발명의 파워트레인이 제2모드인 상태에서는 변속비의 변화에 따라 도 6에 표시된 2개의 미케니컬포인트(M2-1, M2-2)를 가지게 되며; 상기 제1모터제너레이터(15)와 제2모터제너레이터(5) 사이에 배터리가 개재되지 않고 어느 일측에서 발전된 전기가 타측에서 모두 소모되어 발전량과 소모량의 합이 0이 되며 모터제너레이터의 속도를 0으로 유지하기 위한 에너지손실을 무시한다는 조건하에서, 상기 두 미케니컬포인트에서의 효율은 최대치인 1이 되며; 이는 도 7의 변속비 변화에 따른 파워트레인의 효율 그래프에서 확인할 수 있다.Therefore, in the state in which the powertrain of the present invention is in the second mode, it has two mechanical points M2-1 and M2-2 shown in FIG. 6 in accordance with the change of the speed ratio; The battery is not interposed between the first motor generator 15 and the second motor generator 5, and electricity generated on one side is consumed on the other side, so that the sum of the generated amount and the consumed amount is 0, and the speed of the motor generator is zero. Under the condition of ignoring energy loss to maintain, the efficiency at the two mechanical points is a maximum of one; This can be confirmed in the efficiency graph of the power train according to the shift ratio of FIG. 7.

도 7에서 제2모드의 효율을 나타내는 곡선은 2번 최대치인 1을 가지는 상태로 도시되어 있고, 상기 효율이 최대치인 위치가 파워트레인이 제2모드에서 가지는 미케니컬포인트(M2-1, M2-2)를 나타내는 것이며, 모드변환점으로 표시된 위치에서는 상기 제1모드의 효율이 최대치임과 동시에 제2모드의 효율이 최대치인 경우로서 미케니컬포인트 M1-1와 M2-1가 서로 일치하고 있음을 알 수 있고, 제2모드의 효율은 상기 미케니컬포인트 M2-2가 위치한 상기 모드변환점의 좌측에서 상기 제1모드보다 효율이 우수한 것을 알 수 있다.In FIG. 7, the curve representing the efficiency of the second mode is shown in a state having 1, the maximum value of 2, and the mechanical point M2-1, M2 having the powertrain in the second mode has the position where the efficiency is the maximum value. 2), where the efficiency of the first mode is the maximum while the efficiency of the second mode is the maximum at the position indicated by the mode change point, and the mechanical points M1-1 and M2-1 coincide with each other. It can be seen that the efficiency of the second mode is superior to the first mode on the left side of the mode conversion point where the mechanical point M2-2 is located.

한편, 상기 모드변환점은 상기 제1모드에서 제1모터제너레이터(15)의 속도가 0가 되는 변속비에 상응하고, 상기 제2모드에서도 상기 제1모터제너레이터(15)의 속도가 0인 변속비에 상응한다.Meanwhile, the mode change point corresponds to a speed ratio in which the speed of the first motor generator 15 becomes zero in the first mode, and corresponds to a speed ratio in which the speed of the first motor generator 15 is zero in the second mode. do.

따라서, 본 발명에서는 상기 제1모터제너레이터(15)의 속도가 0이 되는 미 케니컬포인트인 모드변환점를 기준으로 변속비가 높은 영역에서는 상기 제1클러치(25)를 단절시키고 제2클러치(27)를 연결시켜서 제1모드로 작동시키며, 변속비가 낮은 영역에서는 상기 제1클러치(25)를 연결시키고 제2클러치(27)를 단절시켜서 제2모드로 작동시킴으로써, 파워트레인의 효율이 좋은 변속비 영역을 보다 넓게 확보할 수 있도록 함과 아울러, 변속비의 변화에 따라 파워트레인을 상대적으로 효율이 좋은 상태로 작동시킬 수 있도록 한다.Therefore, in the present invention, the first clutch 25 is disconnected and the second clutch 27 is disconnected in the region where the speed ratio is high based on the mode change point, which is a mechanical point at which the speed of the first motor generator 15 becomes zero. By operating in the first mode by connecting the first clutch 25 in the low speed ratio region, and operating in the second mode by disconnecting the second clutch 27, the speed ratio region of the power train is more efficient In addition to ensuring a wide range, it also allows the powertrain to operate in a relatively efficient state as the speed ratio changes.

즉, 차속이 저속이어서 높은 변속비가 요구될 때는 제1모드로 작동되도록 하고, 차속이 고속이어서 낮은 변속비가 요구될 때에는 제2모드로 작동되도록 하는 것이다.That is, when the vehicle speed is low and high speed ratio is required, it is operated in the first mode, and when the vehicle speed is high speed and low speed ratio is required, it is operated in the second mode.

한편, 상기 제1모드 및 제2모드에서 상기 제1모터제너레이터(15)와 제2모터제너레이터(5)는 파워트레인의 변속비에 따라 충전 및 방전을 교대로 수행하게 되고, 상기 제1모터제너레이터(15) 또는 제2모터제너레이터(5)에서 발생된 동력은 엔진(1)의 동력에 합쳐져서 구동륜(19)에 제공된다.Meanwhile, in the first mode and the second mode, the first motor generator 15 and the second motor generator 5 alternately perform charging and discharging according to the speed ratio of the power train, and the first motor generator ( 15) or the power generated by the second motor generator 5 is combined with the power of the engine 1 and provided to the drive wheel 19.

이상과 같이 본 발명에 의하면, 하이브리드 차량의 파워트레인에 있어서, 파워트레인의 효율이 좋은 변속비 영역을 보다 넓게 확보할 수 있도록 함과 아울러, 변속비의 변화에 따라 파워트레인을 상대적으로 효율이 좋은 상태로 작동시킬 수 있도록 한다. As described above, according to the present invention, in a power train of a hybrid vehicle, it is possible to secure a wider speed ratio range with a good power train efficiency, and to maintain a relatively high efficiency of the power train as the speed ratio changes. Make it work.

또한, 상기한 바와 같이 파워트레인의 효율이 좋은 상태를 선택하여 조작함으로써, 상기 제1모터제네레이터와 제1모터제너레이터가 최대로 감당해야 할 기계 적 부하를 줄일 수 있어서 상대적으로 용량이 작은 모터제너레이터를 사용할 수 있도록 한다.In addition, by selecting and operating a state in which the power train has high efficiency, the mechanical load that the first motor generator and the first motor generator have to deal with can be reduced. Make it available.

Claims (4)

엔진에 연결된 제1선기어와, 제2모터제너레이터에 연결된 제1링기어와, 제1캐리어를 구비한 제1유성기어세트와;A first planetary gear set having a first sun gear connected to the engine, a first ring gear connected to the second motor generator, and a first carrier; 상기 제1링기어에 연결된 제2선기어와, 제1모터제너레이터에 연결된 제2캐리어와, 구동륜에 연결된 제2링기어를 구비한 제2유성기어세트와;A second planetary gear set including a second sun gear connected to the first ring gear, a second carrier connected to a first motor generator, and a second ring gear connected to a driving wheel; 상기 제1유성기어세트의 제1캐리어와 상기 제2유성기어세트의 제2링기어 사이를 연결 및 단절시키도록 설치된 제1클러치와;A first clutch arranged to connect and disconnect between the first carrier of the first planetary gear set and the second ring gear of the second planetary gear set; 상기 제1캐리어를 고정된 상태와 회전가능 상태로 전환하도록 설치된 제2클러치;A second clutch installed to switch the first carrier into a fixed state and a rotatable state; 를 포함하여 구성된 것을 특징으로 하는 하이브리드 전기차용 듀얼모드 파워트레인.Dual mode powertrain for a hybrid electric vehicle, characterized in that configured to include. 청구항 1에 있어서,The method according to claim 1, 상기 제2클러치는 파워트레인케이스와 상기 제1유성기어세트의 제1캐리어 사이에 설치된 것The second clutch is disposed between the powertrain case and the first carrier of the first planetary gear set; 을 특징으로 하는 하이브리드 전기차용 듀얼모드 파워트레인.Dual mode powertrain for hybrid electric vehicles, characterized in that. 청구항 1에 있어서,The method according to claim 1, 상기 제1유성기어세트, 제2유성기어세트는 싱글피니언유성기어로 이루어진 것The first planetary gear set and the second planetary gear set are single pinion planetary gears. 을 특징으로 하는 하이브리드 전기차용 듀얼모드 파워트레인.Dual mode powertrain for hybrid electric vehicles, characterized in that. 청구항 1의 파워트레인을 제어하는 방법에 있어서,In the method of controlling the powertrain of claim 1, 상기 제1모터제너레이터의 속도가 0이 되는 미케니컬포인트를 기준으로 변속비가 높은 영역에서는 상기 제1클러치를 단절시키고 제2클러치를 연결시키며, 변속비가 낮은 영역에서는 상기 제1클러치를 연결시키고 제2클러치를 단절시키는 것The first clutch is disconnected and the second clutch is connected in a region where the speed ratio is high based on the mechanical point at which the speed of the first motor generator becomes zero. In the region where the speed ratio is low, the first clutch is connected and Breaking two clutches 을 특징으로 하는 하이브리드 전기차용 듀얼모드 파워트레인 작동방법.Dual mode powertrain operation method for a hybrid electric vehicle characterized in that.
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JP2000108693A (en) 1998-09-28 2000-04-18 Caterpillar Inc Elelctromechanical transmission
JP2000203289A (en) 1999-01-14 2000-07-25 Kyowa Gokin Kk Drive for automobile
JP2000326739A (en) 1999-05-19 2000-11-28 Kyowa Gokin Kk Driving device for automobile
JP2006062396A (en) 2004-08-24 2006-03-09 Nissan Motor Co Ltd Drive of hybrid car

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Publication number Priority date Publication date Assignee Title
JP2000108693A (en) 1998-09-28 2000-04-18 Caterpillar Inc Elelctromechanical transmission
JP2000203289A (en) 1999-01-14 2000-07-25 Kyowa Gokin Kk Drive for automobile
JP2000326739A (en) 1999-05-19 2000-11-28 Kyowa Gokin Kk Driving device for automobile
JP2006062396A (en) 2004-08-24 2006-03-09 Nissan Motor Co Ltd Drive of hybrid car

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102815194A (en) * 2011-06-08 2012-12-12 上海华普汽车有限公司 Hybrid-electric transmission and hybrid-electric vehicle
CN102815194B (en) * 2011-06-08 2015-04-01 上海华普汽车有限公司 Hybrid-electric transmission and hybrid-electric vehicle

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