KR100820418B1 - A regenerative braking apparatus in hybrid electric vehicle - Google Patents

Abstract

The present invention uses a regenerative braking device that recovers the rotational force of the engine to the motor used as a generator when braking the vehicle, so that the rotational speed applied to the motor is limited to a certain range even if the rotational speed of the engine is increased to prevent vibration and excessive power generation. A regenerative braking apparatus for a hybrid vehicle, which is to be prevented, in a connection structure connecting an internal combustion engine and a generator of a hybrid vehicle, the first pulley (10a) and the motor (2) provided on the drive shaft of the motor (2) A second pulley 10b having a diameter larger than that of the first pulley 10a and a circular shape which is installed on a driving shaft of the motor 2 and installed close to the rear surface of the first pulley 10a. The first friction plate 20a of the circular second friction plate 20b installed on the drive shaft of the motor 2, but installed close to the rear of the second pulley 10b, one end of the first pulley 10a After A first centrifugal friction plate 30a, the other end of which is in contact with the outer circumferential surface of the first friction plate 20a, one end of which is installed by a rotation shaft on a rear surface of the second pulley 10b, and the other end of which is It consists of the 2nd centrifugal friction plate 30b which contacts the inner peripheral surface of the 2nd friction plate 20b.

Vehicle, hybrid engine, motor, regenerative braking system, rev

Description

A REGENERATIVE BRAKING APPARATUS IN HYBRID ELECTRIC VEHICLE}

BRIEF DESCRIPTION OF THE DRAWINGS The flowchart which shows the structure of the regenerative braking method of the hybrid vehicle by a prior art.

Figure 2a is a diagram showing the configuration of a generator connection structure of the regenerative braking apparatus for a hybrid vehicle according to the present invention.

FIG. 2B is a detailed view of part A of FIG. 2A;

Figure 3a is a plan view showing a connection state of the regenerative braking device of a hybrid vehicle according to the present invention.

Figure 3b is a front view showing a connection state of the regenerative braking apparatus of the hybrid vehicle according to the present invention.

Figure 4 is a side view showing in detail the connection state of the regenerative braking device of a hybrid vehicle according to the present invention.

5A and 5B are views showing the configuration of a stopped state of the regenerative braking apparatus of the hybrid vehicle according to the present invention.

6A and 6B are views showing an operating state of the regenerative braking apparatus of the hybrid vehicle in a state where the engine speed is low.

7A and 7B are views showing an operating state of the regenerative braking device of the hybrid vehicle when the engine speed is increased.

8A, 8B and 8C are graphs comparing the effects of the prior art with the prior art.

<Explanation of symbols for the main parts of the drawings>

10a: first pulley 10b: second pulley

20a: first friction plate 20b: second friction plate

30a: 1st centrifugal friction plate 30b: 2nd centrifugal friction plate

40a: first tension spring 40b: second tension spring

The present invention relates to a hybrid vehicle, in particular, in the use of a regenerative braking device that recovers the rotational force of the engine to the motor used as a generator when braking the vehicle, so that the number of revolutions applied to the motor is limited within a predetermined range even if the engine revolutions are increased. The present invention relates to a regenerative braking device for a hybrid vehicle to prevent vibration and prevent excessive power generation.

By adding a motor, which is another power source, to an existing internal combustion engine, that is, a system powered by gasoline or diesel, the operating area of the internal combustion engine is placed at the highest efficiency point, and the power required for acceleration or deceleration is imposed through the motor. In order to reduce fuel consumption and exhaust gas, a hybrid electeic vehicle has been used and used.

That is, in the hybrid power transmission system, a motor is installed between the engine and the transmission to reduce the burden on the engine by imposing power required for acceleration or deceleration by placing the operating area of the internal combustion engine at the highest efficiency point.

At this time, when operating the brake while driving the vehicle to recover the energy to charge the battery of the vehicle to store the power required for the operation of the motor. Therefore, in the hybrid vehicle, the design of the regenerative braking system is a very important problem, and the design of the regenerative braking system is mainly focused on improving the performance of the friction brake. In other words, research is mainly focused on increasing the power to the regenerative braking system by reducing the braking amount of the friction brake.

1 is a flowchart illustrating a configuration of a regenerative braking method for a hybrid vehicle disclosed in Patent Application No. 2002-37936, which includes checking a brake pedal opening amount and a vehicle speed, and a generator based on the brake pedal opening amount and the vehicle speed. Calculating the regenerative braking energy absorbed; calculating the regenerative braking energy stored in the battery corresponding to each transmission ratio based on the regenerative braking energy absorbed by the generator; and corresponding to the respective transmission ratios calculated as described above. Selecting a transmission ratio having a maximum value among the regenerative braking energies stored in the battery, and shifting when braking at the selected transmission ratio, thereby determining a transmission ratio so that the generator can perform generation of maximum efficiency during regenerative braking. Thus, the regenerative braking energy can be absorbed to the maximum.

In the above technology, the transmission shaft and the motor shaft acting as a generator are directly connected. When the vehicle is regenerative braking at low speed, the rotation of the generator is weak and the power generation effect is insignificant. There was a problem that the amount of rotation is increased durability is lowered.

The present invention is to solve the above problems, to prevent the reduction of the amount of power generation of the generator during low-speed running of the hybrid vehicle, and to reduce the number of revolutions of the generator during high-speed driving to prevent overcharge and to reduce the durability of the generator regeneration of the hybrid vehicle It is an object to provide a braking device.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

Figure 2a is a view showing the configuration of the regenerative braking apparatus for a hybrid vehicle according to the present invention, Figure 2b is a detailed view of the portion A of Figure 2a, in the connection structure for connecting the internal combustion engine and the generator of the hybrid vehicle, the motor ( The first pulley 10a installed on the drive shaft of 2), the second pulley 10b installed on the drive shaft of the motor 2 and having a larger diameter than the first pulley 10a, and the drive shaft of the motor 2. A first friction plate 20a of a circular shape, which is installed on the rear surface of the first pulley 10a (close to the right side when referring to FIG. 2b), and is installed on a drive shaft of the motor 2, wherein the second Circular second friction plate 20b installed close to the rear surface of the pulley 10b (right side when referring to FIG. 2B), one end of which is installed by a rotating shaft on the rear side of the first pulley 10a and the other end thereof. The first centrifugal friction plate 30a in contact with the outer circumferential surface of the first friction plate 20a, one end of which is The second is provided by the rotating shaft at the rear of the pulley (10b) and the other end is shown that is composed of the second centrifugal friction plate (30b) in contact with the inner peripheral surface of the second friction plate (20b).

First and second connecting the first and second centrifugal friction plates 30b and the first and second pulleys 10b at positions close to the rotational axes of the first and second centrifugal friction plates 30a and 30b. Preferably, the second tension springs 40a and 40b are additionally installed.

Preferably, the diameter of the second centrifugal friction plate 30b is larger than the diameter of the first centrifugal friction plate 30a.

Referring to the embodiment of the present invention configured as described above are as follows.

It is intended to use the present invention to increase the power generation efficiency of regenerative braking devices used in hybrid vehicles.

It is conventionally connected to the first electromagnetic clutch 50a by the pulley 4a and the first belt 60a provided on the engine drive shaft 3 of the hybrid vehicle and the drive shaft 4 of the motor 2 of the hybrid vehicle. Since the description is the same as that of the detailed description thereof will be omitted.

The present invention is connected to the motor 2 operating as a generator by the second electromagnetic clutch 50b, the second belt 60b, and the third belt 60c provided on the engine drive shaft 3 of the hybrid vehicle. To be connected, as shown in FIGS. 3A and 3B.

It can be seen that when the motor 2 is installed on the rotary shaft 4 of the motor 2 of the hybrid vehicle, the motor 2 acts as a generator.

First, when the vehicle is not traveling, that is, when both the motor 2 and the engine 1 are not operated, one end of the first centrifugal friction plate 30a is first tensioned as shown in FIGS. 4 and 5A. It is pulled by the tension force of the spring 40a, and it comes in contact with the outer peripheral surface of the 1st friction plate 20a. 4 and 5B, one end of the second centrifugal friction plate 30b is pulled by the tensile force of the second tension spring 40b to be spaced apart from the inner circumferential surface of the second friction plate 20b.

While the vehicle is traveling at constant speed, the rotational force generated by the engine 1 of the vehicle is transmitted to the driving wheel of the vehicle through the first electromagnetic clutch 50a.

If the brake of the vehicle is operated while driving, the first electromagnetic clutch 50a is turned off so that power cannot be transmitted to the driving wheel, and the second electromagnetic clutch 50b is turned on to turn on the engine ( The rotational force of 1) is transmitted to the motor 2 operating as a generator to generate a regenerative braking action that generates electricity.

At this time, it operates as follows according to the rotational force of the engine transmitted to the motor (2).

The first pulley 10a provided on the drive shaft 4 of the motor 2 is rotated by the rotational force transmitted by the second belt 60b. At this time, when the rotational speed of the rotational force transmitted is idle or 1500 RPM or less, the first centrifugal friction plate 30a, one end of which is installed on the rear surface of the first pulley 10a by the rotating shaft, is pulled by the tension of the first tension spring 40a. As shown in FIG. 6A, the other end of the first centrifugal friction plate 30a is in contact with the first friction plate 20a so that the drive shaft 4 of the motor 2 is rotated, thereby allowing the motor 2 to be rotated. ) Will act as a generator.

At this time, the second centrifugal friction plate 30b, one end of which is installed on the rear surface of the second pulley 10b by the rotating shaft, is pulled by the tension force of the second tension spring 40b in the same manner as the vehicle is stopped. As shown in FIG. 6B, the second friction plate 20b may not be contacted. Therefore, the rotational force is transmitted to the second pulley 10b via the belt in the second electromagnetic clutch 50b, but is not applied to the motor 2.

When the brake is operated while the vehicle is driving at high speed, that is, when the rotation speed of the engine is at the level of 1500 RPM to 3000 RPM during regenerative braking, the operation is performed as follows.

The rotation speed of the first pulley 10a is also increased by the high rotation speed, so that the centrifugal force applied to the first centrifugal friction plate 30a provided on the first pulley 10a is higher than the tensile force of the first tension spring 40a. As it becomes large, the first centrifugal friction plate 30a and the first friction plate 20a are spaced apart from each other.

At this time, the rotation speed of the second pulley 10b is increased by the high rotation speed, and accordingly, the centrifugal force applied to the second centrifugal friction plate 30b provided on the second pulley 10b is the second tension spring 40b. Since the second centrifugal friction plate 30b and the second friction plate 20b are in contact with each other, the second friction plate 20b rotates. The driving force of the engine 1 is applied to the motor 2 by the rotation of the friction plate 20b, which causes the motor 2 to operate as a generator.

At this time, since the diameter of the second friction plate 20b is larger than the diameter of the first friction plate 20a, the rotational force is applied to the motor 2 through the first friction plate 20a and the motor through the second friction plate 20b. When the rotational force is applied at (2), the change in the rotational speed of the motor 2 does not appear much, and a constant amount of power generation can be obtained.

That is, compared with the prior art, the following use effects can be obtained.

In the case of using the conventional technique, FIG. 8A shows a case in which a constant rotation speed is applied to the motor 2 regardless of the rotation speed of the vehicle engine. The figure shows that the rotational speed of 7500 RPM is always applied to the motor 2 irrespective of the rotational speed of the vehicle engine. In this case, a sufficient amount of power generation of the generator can be obtained, but there is a problem in that the engine vibration is large and the vehicle acceleration performance is reduced.

A conventional technique is shown in FIG. 8B such that when the rotation speed of the vehicle engine increases, the rotation speed applied to the motor also increases proportionally.

When the rotation speed of the vehicle engine gradually increases, as shown in FIG. 8B, the RPM of the vehicle engine gradually increases, and thus the rotation speed applied to the motor 2 is also proportional. At this time, when the rotation speed of the engine 1 is low (500 RPM), since the rotation speed applied to the motor used as the generator is 1500 RPM, the amount of power generation is insufficient, and when the engine rotation speed is high (3000 RPM), the generator is used. Since the number of rotations applied to the motor is 13500 RPM, the amount of power generation is excessive, and the vibration is applied to increase the durability.

In the case of using the present invention, as shown in FIG. 8C, the rotation speed applied to the motor 2 increases in a predetermined range in the section A1 where the rotation speed of the engine is low. That is, when the rotation speed of the engine is 500 RPM, the rotation speed applied to the motor 2 is 4500 RPM, and when the rotation speed of the engine increases to 1000 RPM, the rotation speed applied to the motor 2 becomes 9000 RPM.

In addition, since the rotation is applied to the motor 2 through the second pulley 10b having a larger diameter than the first pulley 10a in the section A2 where the engine speed is high, the motor ( The rotation speed applied to 2) becomes low. That is, even if the engine is 1500 RPM, the rotation speed applied to the motor 2 is 4500 RPM, and even if the engine speed increases to 3000 RPM, the rotation speed applied to the motor 2 is maintained at 9000 RPM or less. Since the rotation speed of this degree is an appropriate rotation speed, it can be seen that the durability of the motor 2 operating as a generator is increased.

While the invention has been shown and described with respect to certain preferred embodiments thereof, the invention is not limited to these embodiments, and has been claimed by those of ordinary skill in the art to which the invention pertains. It includes all the various forms of embodiments that can be carried out without departing from the spirit.

In the present invention as described above, in using the regenerative braking device that recovers the rotational force of the engine to the motor used as a generator when braking the vehicle, even if the rotational speed of the engine is increased, the number of rotations applied to the motor is limited within a predetermined range to reduce vibration. It is effective to prevent and to prevent excessive power generation.

In addition, since vibration is prevented, durability is increased.

Claims (3)

In the regenerative braking device of a hybrid vehicle, The first pulley 10a installed on the drive shaft of the motor 2, the second pulley 10b installed on the drive shaft of the motor 2 and having a larger diameter than the first pulley 10a, the motor 2 Is installed on the drive shaft of the circular first friction plate (20a), which is installed on the rear of the first pulley (10a), the drive shaft of the motor (2), but close to the rear of the second pulley (10b) The second friction plate 20b of circular shape, one end of which is installed by a rotating shaft on the rear surface of the first pulley 10a and the other end of which is in contact with the outer circumferential surface of the first friction plate 20a, the first centrifugal friction plate 30a. ), One end is installed on the rear surface of the second pulley 10b by a rotating shaft and the other end includes a second centrifugal friction plate 30b contacting the inner circumferential surface of the second friction plate 20b. The first and second centrifugal friction plates 30b are located at positions close to the rotational axes of the centrifugal friction plates 30a and the second centrifugal friction plates 30b. ) And first and second tension springs 40a and 40b connecting the first and second pulleys 10b are installed, and the diameter of the second centrifugal friction plate 30b is the diameter of the first centrifugal friction plate 30a. A regenerative braking device for a hybrid vehicle, characterized in that it is formed larger. delete delete

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