KR100756715B1 - 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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Publication number
KR100756715B1
KR100756715B1 KR1020060057419A KR20060057419A KR100756715B1 KR 100756715 B1 KR100756715 B1 KR 100756715B1 KR 1020060057419 A KR1020060057419 A KR 1020060057419A KR 20060057419 A KR20060057419 A KR 20060057419A KR 100756715 B1 KR100756715 B1 KR 100756715B1
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South Korea
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clutch
motor generator
sun gear
mode
power train
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KR1020060057419A
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Korean (ko)
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조성태
이장무
양호림
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현대자동차주식회사
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Priority to KR1020060057419A priority Critical patent/KR100756715B1/en
Priority to US11/633,602 priority patent/US7691021B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT 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
    • B60K6/00—Arrangement 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
    • B60K6/20—Arrangement 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
    • B60K6/22—Arrangement 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
    • B60K6/38—Arrangement 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT 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
    • B60K6/00—Arrangement 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
    • B60K6/20—Arrangement 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
    • B60K6/22—Arrangement 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
    • B60K6/26—Arrangement 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
    • B60K2006/266—Arrangement 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid 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 adjusting efficiency of the power train effectively and reducing the maximum mechanical load applied to first and second motor generators. 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) connected to a first motor generator(1), a first ring gear(7) connected to an engine(5), and a first carrier(9). The second planetary gear set has a second carrier(15) connected with driving wheels(13), a second ring gear(19) connected to a second motor generator(17), and a second sun gear(21). The first clutch connects or disconnects the first sun gear with the second sun gear. 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 미케니컬포인트를 형성하는 상태를 설명한 레버해석도,5 is a lever analysis diagram illustrating a state of forming a mechanical point possible in the first mode;

도 6은 제2모드에서 가능한 미케니컬포인트를 형성하는 상태를 설명한 레버해석도,6 is a lever analysis diagram illustrating a state in which possible 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; 제1모터제너레이터 3; 제1선기어One; A first motor generator 3; First gear

5; 엔진 7; 제1링기어5; Engine 7; 1st ring gear

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

13; 구동륜 15; 제2캐리어13; Drive wheel 15; 2nd carrier

17; 제2모터제너레이터 19; 제2링기어17; Second motor generator 19; 2nd ring gear

21; 제2선기어 23; 제2유성기어세트21; Second sun 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

제1모터제너레이터에 연결된 제1선기어와, 엔진에 연결된 제1링기어와, 제1캐리어를 구비한 제1유성기어세트와;A first planetary gear set having a first sun gear connected to the first motor generator, a first ring gear connected to the engine, and a first carrier;

상기 제1캐리어에 연결되고 구동륜에 연결된 제2캐리어와, 제2모터제너레이 터에 연결된 제2링기어와, 제2선기어를 구비한 제2유성기어세트와;A second planetary gear set including a second carrier connected to the first carrier and connected to a driving wheel, a second ring gear connected to a second motor generator, and a second sun gear;

상기 제1선기어와 제2선기어 사이를 연결 및 단절시키도록 설치된 제1클러치와;A first clutch installed to connect and disconnect the first sun gear and the second sun gear;

상기 제2선기어를 고정된 상태와 회전가능 상태로 전환하도록 설치된 제2클러치;A second clutch installed to switch the second sun gear 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 제1모터제너레이터(1)에 연결된 제1선기어(3)와, 엔진(5)에 연결된 제1링기어(7)와, 제1캐리어(9)를 구비한 제1유성기어세트(11)와; 상기 제1캐리어(9)에 연결되고 구동륜(13)에 연결된 제2캐리어(15)와, 제2모터제너레이터(17)에 연결된 제2링기어(19)와, 제2선기어(21)를 구비한 제2유성기어세트(23)와; 상기 제1선기어(3)와 제2선기어(21) 사이를 연결 및 단절시키도록 설치된 제1클러치(25)와; 상기 제2선기어(21)를 고정된 상태와 회전가능 상태로 전환하도록 설치된 제2클러치(27)를 포함하여 구성된다.Referring to FIG. 1, the power train according to the embodiment of the present invention includes a first sun gear 3 connected to the first motor generator 1, a first ring gear 7 connected to the engine 5, and a first carrier 9. A first planetary gear set 11 having a); A second carrier 15 connected to the first carrier 9 and connected to the driving wheel 13, a second ring gear 19 connected to the second motor generator 17, and a second sun gear 21. A second planetary gear set 23; A first clutch (25) installed to connect and disconnect the first sun gear (3) and the second sun gear (21); And a second clutch 27 installed to switch the second sun gear 21 into a fixed state and a rotatable state.

본 실시예에서, 상기 제2클러치(27)는 파워트레인케이스(29)와 상기 제2유성기어세트(23)의 제2선기어(21) 사이에 설치되어, 상기 제2선기어(21)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 second sun gear 21 of the second planetary gear set 23 to power the second sun gear 21. 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 제2선기어(21) 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 second sun gear 21.

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 입력분기모드(input split mode)인 제1모드와 출력분기모드(output split mode)인 제2모드로 작동될 수 있다.The power train configured as described above includes a first mode that is an input split mode and a second mode that is an output 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(1)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 gear ratio which forms the mechanical point M1-1 in which the speed of the first motor generator 1 is zero.

한편, 본 모드에서 상기 제2모터제너레이터(17)의 속도가 0인 경우는 출력이 0이 되는 경우로서 의미가 없으므로 설명 및 그 도시를 생략한다.On the other hand, in this mode, when the speed of the second motor generator 17 is 0, the output is 0, which is meaningless, and thus description and illustration thereof are omitted.

따라서, 본 발명의 파워트레인이 제1모드인 상태에서는 변속비의 변화에 따라 도 5에 표시된 1개의 미케니컬포인트(M1-1)을 가지게 되며; 상기 제1모터제너레이터(1)와 제2모터제너레이터(17) 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.Therefore, in the state where the powertrain of the present invention is in the first mode, it has one mechanical point M1-1 shown in FIG. The battery is not interposed between the first motor generator 1 and the second motor generator 17, and electricity generated on one side is consumed on the other side, so that the sum of the amount of power generated and the 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 미케니컬포인트(M1-1)를 나타내는 것이며, 모드변환점으로 표시된 위치의 우측에서는 후술하는 제2모드보다 효율이 우수하고, 좌측에서는 효율이 저하되는 것을 확인할 수 있다.In FIG. 7, the curve representing the efficiency of the first mode is illustrated as having a maximum value of 1, where the efficiency is the maximum value of the mechanical point M1-1 of the power train in the first mode. On the right side of the position indicated by the mode change point, the efficiency is better than the second mode described later, and on the left side, the efficiency decreases.

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 112006045099962-pat00001
, MG2가 O로부터 떨어져 있는 거리를
Figure 112006045099962-pat00002
라 할 때, 제1모드에서
Figure 112006045099962-pat00003
=-2.5,
Figure 112006045099962-pat00004
=0에 위치하고, 제2모드에서
Figure 112006045099962-pat00005
=-2.5,
Figure 112006045099962-pat00006
=1에 위치한다. 이와 같이 상기 제1모드는
Figure 112006045099962-pat00007
가 제로(0)로서 제2모터제너레이터(17)가 출력축과 직결된 상태이므로 입력분기모드임을 알 수 있고, 상기 제2모드는
Figure 112006045099962-pat00008
가 1 로서 제2모터제너레이터(17)가 입력축과 직결된 것과 다름이 없는 상태이므로 출력분기모드임을 알 수 있다.The distance that MG1 is
Figure 112006045099962-pat00001
, The distance MG2 is from O
Figure 112006045099962-pat00002
In the first mode,
Figure 112006045099962-pat00003
= -2.5,
Figure 112006045099962-pat00004
Is located at = 0, in the second mode
Figure 112006045099962-pat00005
= -2.5,
Figure 112006045099962-pat00006
Is located at = 1. Thus, the first mode is
Figure 112006045099962-pat00007
Since the second motor generator 17 is directly connected to the output shaft as zero (0), it can be seen that it is the input branch mode, and the second mode is
Figure 112006045099962-pat00008
As 1, the second motor generator 17 is in the same state as the output shaft mode since it is directly connected to the input shaft.

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 112006045099962-pat00009
Figure 112006045099962-pat00009

여기서,

Figure 112006045099962-pat00010
는 파워트레인 효율,here,
Figure 112006045099962-pat00010
Powertrain efficiency,

Figure 112006045099962-pat00011
,
Figure 112006045099962-pat00012
는 각 모드별로 상기의 값,
Figure 112006045099962-pat00011
,
Figure 112006045099962-pat00012
Is the above value for each mode,

Figure 112006045099962-pat00013
는 변속비
Figure 112006045099962-pat00013
Speed ratio

Figure 112006045099962-pat00014
,
Figure 112006045099962-pat00015
는 상기 제1모터제너레이터(1)와 제2모터제너레이터(17)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 112006045099962-pat00014
,
Figure 112006045099962-pat00015
Is the efficiency when the first motor generator 1 and the second motor generator 17 are charged and discharged (dissipated), respectively, where the values of 0.949 and 1 / 0.954 are 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 6은 상기 제1모터제너레이터(1)의 속도가 0인 미케니컬포인트(M2-1)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. FIG. 6 shows the case of a transmission ratio forming a mechanical point M2-1 in which the speed of the first motor generator 1 is zero.

한편, 본 모드에서 상기 제2모터제너레이터(17)의 속도가 0인 경우는 입력도 0인 경우로서 의미가 없으므로 설명 및 그 도시를 생략한다.On the other hand, in this mode, when the speed of the second motor generator 17 is 0, the input is also 0, which is meaningless, and thus description and illustration thereof are omitted.

따라서, 본 발명의 파워트레인이 제2모드인 상태에서는 변속비의 변화에 따라 도 6에 표시된 1개의 미케니컬포인트(M2-1)를 가지게 되며; 상기 제1모터제너레이터(1)와 제2모터제너레이터(17) 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.Therefore, in the state in which the powertrain of the present invention is in the second mode, it has one mechanical point M2-1 shown in FIG. 6 in accordance with the change of the speed ratio; The battery is not interposed between the first motor generator 1 and the second motor generator 17, and electricity generated on one side is consumed on the other side, so that the sum of the amount of power generated and the 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 제2모드의 효율을 나타내는 곡선은 1번 최대치인 1을 가지는 상태로 도시되어 있고, 상기 효율이 최대치인 위치가 파워트레인이 제2모드에서 가지는 한 개의 미케니컬포인트(M2-1)를 나타내는 것이며, 이 위치는 상기 제1모드에서의 미케니컬포인트(M1-1)와 일치하며, 본 발명에서 모드를 전환하는 모드변환점이 된다.In FIG. 7, the curve representing the efficiency of the second mode is illustrated as having a maximum value of 1, and the position where the efficiency is the maximum value is one mechanical point M2-1 of the power train in the second mode. This position coincides with the mechanical point M1-1 in the first mode, and is a mode change point for switching modes in the present invention.

여기서, 제2모드의 효율은 상기 모드변환점의 좌측에서는 상기 제1모드보다 효율이 우수하고, 우측에서는 효율이 다소 떨어지는 것을 알 수 있다.Here, it can be seen that the efficiency of the second mode is superior to the first mode on the left side of the mode change point, and the efficiency is slightly lower on the right side.

한편, 상기 모드변환점은 상기 제1모드에서 제1모터제너레이터(1)의 속도가 0가 되는 변속비에 상응하고, 상기 제2모드에서도 상기 제1모터제너레이터(1)의 속도가 0인 변속비에 상응한다.Meanwhile, the mode change point corresponds to a speed ratio in which the speed of the first motor generator 1 becomes zero in the first mode, and corresponds to a speed ratio in which the speed of the first motor generator 1 is zero in the second mode. do.

따라서, 본 발명에서는 상기 제1모터제너레이터(1)의 속도가 0이 되는 미케 니컬포인트인 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 connected 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 1 becomes zero. In the first mode, and in the low speed ratio region, the first clutch 25 is connected and the second clutch 27 is disconnected and operated in the second mode, thereby making the transmission ratio region having a good power train more efficient. In addition to ensuring this, the powertrain can be operated in a relatively efficient state as the speed ratio changes.

즉, 상기 제1모드는 차량의 속도가 비교적 저속이어서 파워트레인의 고변속비가 요구되는 구간에서 사용되고, 상기 제2모드는 차량의 속도가 비교적 고속이어서 파워트레인의 저변속비가 요구되는 구간에서 사용되는 것이다.That is, the first mode is used in a section where a high speed ratio of a power train is required because the speed of the vehicle is relatively low, and the second mode is used in a section where a low speed ratio of the power train is required because the speed of the vehicle is relatively high. will be.

상기 제1모드 및 제2모드에서 상기 제1모터제너레이터(1)와 제2모터제너레이터(17)는 파워트레인의 변속비에 따라 충전 및 방전을 교대로 수행하게 되고, 상기 제1모터제너레이터(1) 또는 제2모터제너레이터(17)에서 발생된 동력은 엔진(5)의 동력에 합쳐져서 구동륜(13)에 제공된다.In the first mode and the second mode, the first motor generator 1 and the second motor generator 17 alternately perform charging and discharging according to the speed ratio of the power train, and the first motor generator 1 Alternatively, the power generated by the second motor generator 17 is combined with the power of the engine 5 and provided to the drive wheels 13.

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 제2모터제너레이터가 최대로 감당해야 할 기계 적 부하를 줄일 수 있어서 상대적으로 용량이 작은 모터제너레이터를 사용할 수 있도록 한다.In addition, as described above, by selecting and operating a state in which the power train has good efficiency, the mechanical load that the first motor generator and the second motor generator have to deal with can be reduced. Make it available.

Claims (4)

제1모터제너레이터에 연결된 제1선기어와, 엔진에 연결된 제1링기어와, 제1캐리어를 구비한 제1유성기어세트와;A first planetary gear set having a first sun gear connected to the first motor generator, a first ring gear connected to the engine, and a first carrier; 상기 제1캐리어에 연결되고 구동륜에 연결된 제2캐리어와, 제2모터제너레이터에 연결된 제2링기어와, 제2선기어를 구비한 제2유성기어세트와;A second planetary gear set including a second carrier connected to the first carrier and a drive wheel, a second ring gear connected to a second motor generator, and a second sun gear; 상기 제1선기어와 제2선기어 사이를 연결 및 단절시키도록 설치된 제1클러치와;A first clutch installed to connect and disconnect the first sun gear and the second sun gear; 상기 제2선기어를 고정된 상태와 회전가능 상태로 전환하도록 설치된 제2클러치;A second clutch installed to switch the second sun gear 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 제2유성기어세트의 제2선기어 사이에 설치된 것The second clutch is installed between the power train case and the second sun gear of the second 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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