KR101251647B1

KR101251647B1 - Power Delivery System Of Hybrid Vehicle

Info

Publication number: KR101251647B1
Application number: KR1020060042931A
Authority: KR
Inventors: 조성태
Original assignee: 현대자동차주식회사
Priority date: 2006-05-12
Filing date: 2006-05-12
Publication date: 2013-04-05
Also published as: KR20070120204A

Abstract

According to the present invention, the vehicle is driven to a branching region which is a positive region at a critical speed at which a ratio of electrical energy generated from a battery or driving motor unit of a hybrid vehicle to mechanical energy generated from an engine becomes zero. The present invention relates to a power transmission system of a hybrid vehicle capable of efficient driving.

Planetary gear part, drive motor part, clutch part, torque, branch area

Description

Power Delivery System of Hybrid Vehicle

1 is a view showing the configuration of a power transmission system of a hybrid vehicle according to the present invention.

2 is a view showing a state when the power transmission system of the hybrid vehicle according to the present invention is operated in the output branch mode.

3 is a view showing a state when the power transmission system of the hybrid vehicle according to the present invention is operated in the compound branch mode.

4A to 4B are views illustrating a state when the power transmission system of the hybrid vehicle according to the present invention is operated in a motor mode and an engine mode, and FIGS. 4C to 4D are power transmission systems of the hybrid vehicle according to the present invention. A diagram showing the state when operated in regenerative braking mode in this output branching mode and the compound branching mode.

5 is a graph showing the system efficiency according to the transmission ratio of the power transmission system of a hybrid vehicle according to the present invention.

6A to 6B are graphs showing changes in speed and torque of a first motor unit according to a gear ratio of a power transmission system of a hybrid vehicle according to the present invention.

7A to 7B are graphs illustrating changes in speed and torque of a second motor unit according to a gear ratio of a power transmission system of a hybrid vehicle according to the present invention.

Description of the Related Art [0002]

2: transaxle housing 10: planetary gear

12, 14, 16: 1,2,3 planetary gear 20: drive motor

22,24: 1st and 2nd motor part 30: clutch part

32,34: 1st and 2nd clutch 40: controller

In general, a hybrid vehicle refers to a vehicle driven using two power sources. The above-mentioned hybrid vehicle means a vehicle that can use two power sources, a gasoline engine and an electric motor, a hydrogen engine and a fuel cell, a natural gas and a gasoline engine, a diesel engine and an electric motor, and mainly uses a gasoline engine and an electric motor together. I use a lot.

Most of the hybrid vehicles currently being researched are powered by series type or parallel type.

Compared with the parallel type, the series type has a simpler structure and a simpler control logic. However, the efficiency of energy conversion is required because the mechanical energy from the engine must be stored in a battery and the vehicle must be driven again using a motor. There were disadvantages in terms of aspect.

On the other hand, the parallel type has the disadvantage that the structure and the control logic are relatively more complicated than the serial type. It is becoming a trend.

The biggest problem of the hybrid vehicle driven by the above-described series or parallel power transmission method is that the energy circulation is generated as the speed of the vehicle increases, and the efficiency of the system is drastically lowered. There is a trend to study the power transmission method to complement.

The present invention has been made to solve the above problems, the power transmission structure of the hybrid vehicle to change the power transmission structure to improve the power transmission efficiency of the hybrid vehicle to prevent the circulation of energy, the power transmission of the hybrid vehicle to run in the branch area The purpose is to provide a system.

The present invention for achieving the above object is disposed in the transaxle housing of the hybrid vehicle, the planetary gear unit including a first planetary gear, a second planetary gear, a third planetary gear is installed, the first, second, third Planetary gears are installed to allow power transmission to each other.

The first planetary gear is directly connected to the engine and configured to receive power generated by the engine.

A first motor unit connected to the third planetary gear so as to transmit power, and the hybrid vehicle transfers power to a drive shaft through a second planetary gear at the time of departure, enabling the vehicle to be driven, and the first motor unit And a driving motor part including a second motor part provided to support the engine in a starting state to operate the driving shaft together with the power generated from the engine.

The planetary gears are capable of traveling to a diverging region, which is a positive region, at a critical speed at which a ratio of electrical energy generated from a battery or a driving motor unit of the hybrid vehicle to mechanical energy generated from an engine is zero. It is provided with a clutch unit connected to the floating to control the power.

A controller for controlling the operation state of the driving motor unit and the clutch unit is installed according to the driving state of the hybrid vehicle.

The first motor unit of the driving motor unit is connected to the third sun gear provided in the third planetary gear, and the second motor unit is connected to the second ring gear provided in the second planetary gear so as to transmit power.

The clutch unit is connected to and operated between the second planetary gear and the third planetary gear of the planetary gear unit, the first clutch being operated to transmit power generated from the engine and the first and second motor units to the drive shaft, and one end of the clutch unit. The second clutch is connected to the third planetary gear and the other end is connected to the inner side of the transaxle housing, and the second clutch is operated to increase the torque of the first motor unit required for initial driving of the hybrid vehicle.

When the hybrid vehicle is driven in the regenerative braking mode, the braking and inertial energy generated in the hybrid vehicle is transmitted to the second motor unit through the first planetary gear.

An embodiment of a power transmission system for a hybrid vehicle according to the present invention configured as described above will be described with reference to the drawings.

1 is a view showing the configuration of a power transmission system of a hybrid vehicle according to the present invention, Figure 2 is a view showing a state when the power transmission system of the hybrid vehicle according to the present invention is operated in the output branch mode, 3 is a view showing a state when the power transmission system of the hybrid vehicle according to the present invention is operated in the compound branch mode, Figures 4a to 4b is a motor mode, the engine of the power transmission system of the hybrid vehicle according to the present invention 4C to 4D are diagrams illustrating a state when operating in the mode, and FIG. 4C to FIG. 4D show the power transmission system of the hybrid vehicle according to the present invention when the regenerative braking mode is operated in the output branching mode and the compound branching mode. It is a figure which shows the state.

Referring to FIG. 1, a planetary gear unit disposed in a transaxle housing 2 of a hybrid vehicle and including a first planetary gear 12, a second planetary gear 14, and a third planetary gear 16. 10 is installed.

The first planetary gear 12 includes a first ring gear 12a, a first sun gear 12b, and a first carrier 12c, and the second planetary gear 14 includes a second ring gear 14a. ), The second sun gear 14b and the second carrier 14c, and the third planetary gear 16 includes the third ring gear 16a, the third sun gear 16b, and the third carrier 16c. It is installed including.

The first planetary gear 12 is installed to be directly connected to the engine 1 to receive power generated from the engine 1, and is preferably connected to the first carrier 12c.

The first carrier 12c is connected to the second sun gear 14b of the second planetary gear 14 so as to transmit power, and the second carrier 14c is a third carrier of the third planetary gear 16. It is installed in connection with 16c.

The driving motor unit 20 includes a first motor unit 22 connected to the third planetary gear 16 so as to transmit power, and a driving shaft through the second planetary gear 14 when the hybrid vehicle starts. 4) to drive the vehicle by transmitting power to support the engine (1) in the starting state with the first motor unit 22 to operate the drive shaft (4) together with the power generated from the engine (1) It is configured to include a second motor unit 24 provided to.

The first motor part 22 of the driving motor part 20 is connected to the third sun gear 16b provided in the third planetary gear 16, and the second motor part 24 is the second planetary gear ( It is configured to be connected to the second ring gear (14a) provided in 14).

Positive (Plus) at a critical speed at which the ratio between the electric energy generated from the battery (not shown) or the driving motor unit 20 of the hybrid vehicle and the mechanical energy generated from the engine 1 becomes zero. A clutch unit 30 connected to the planetary gear unit 10 so as to be able to travel to a branching area that is an area to control power; And a controller 40 for controlling the operating states of the driving motor unit 20 and the clutch unit 30 according to the driving state of the hybrid vehicle.

The clutch unit 30 is connected to and operated between the second planetary gear 14 and the third planetary gear 16 of the planetary gear unit 10, and operates the engine 1 and the first and second motor units 22 and 24. ) Is provided with a first clutch 32 which is operated to transmit power generated by the drive shaft 4 to one end thereof, and has one end connected to the third ring gear 16a of the third planetary gear 16 and the other end of which is The second clutch 34 connected to the inside of the transaxle housing 2 and operated to increase the torque of the first motor unit 22 required for initial driving is configured.

When the hybrid vehicle is driven in the regenerative braking mode, the braking and inertial energy generated in the hybrid vehicle may be configured to be transmitted to the second motor unit 24 through the first planetary gear 12.

The operating state of the power transmission system of the hybrid vehicle according to the present invention configured as described above will be described in detail with reference to the drawings.

2 is a view illustrating a state when the power transmission system of the hybrid vehicle according to the present invention is operated in the output branch mode, which will be described in detail with reference to the accompanying drawings.

The output branching mode refers to a mode in which one of the first and second driving motors of the planetary gear unit's input shaft or the driving motor is connected to the same shaft or the clutch unit.

When the first hybrid vehicle (not shown) starts, the engine 1 is in a stopped state, and an operation signal is transmitted to the driving motor unit 20 by the controller 40 to enable the vehicle to travel.

When the hybrid vehicle is initially driven, since the driving force (torque) generated in the second motor unit 24 is not output as much as desired, the first clutch 32 is operated in a released state, and the second clutch 34 is operated. By operating in a coupled state to output the transmission ratio output from the planetary gear unit 10 in a high shift state.

By the operation of the second clutch 34, the third planetary gear 16 is operated as a reducer, and compensates for the insufficient drive torque of the hybrid vehicle.

As shown in FIG. 2, the motor torque generated in the first motor unit 22 is transmitted to the second motor unit 22 through the planetary gear unit 10 so that the ratio of electrical energy and mechanical energy is zero. The hybrid vehicle can be driven to a branching area of zero).

The torque generated by the operation of the first and second motor parts 22 and 24 while the vehicle is traveling in the above state is transmitted to the engine 1 through the first planetary gear 12 and the drive shaft 4. The engine 1, which has received the driving force, is started on and is switched to the engine mode, and the first and second motor parts 22 and 24 are adapted to the speed of the hybrid vehicle by the controller 40. Rotation speed and torque are controlled.

The first and second motor parts 22 and 24 control the speed of the engine 1 as described above to assist the power of the engine 1 and to serve as an electric continuously variable transmission.

3 is a view illustrating a state when the power transmission system of the hybrid vehicle according to the present invention is operated in the compound branch mode, which will be described in detail with reference to the accompanying drawings.

In the compound branching mode, four operating points constitute two or more planetary gears, and the driving shafts 4, the first and second motor parts 22 and 24, and the input shafts of the engine 1 are connected to each operating point. Means driving.

In the compound branch mode, the first clutch 32 is operated in the engaged state and the second clutch 34 is operated in the released state by the controller 40.

As the first clutch 32 is operated in a coupled state, both the second planetary gear 14 and the third planetary gear 16 are operated, and the first planetary gear 12 is the second motor part 12 and the engine. Driven by (1), all of the planetary gear units 10 composed of 3 sets are operated.

The mechanical energy generated in the engine 1 is transmitted to the second motor part 24 and the drive shaft 4 through the first planetary gear 12, and the electrical energy generated in the second motor part 24 is the first. By the coupling operation of the clutch 32, the first planetary gear 12 and the second planetary gear 14 are transferred to the first motor part 22 through the third planetary gear 16.

The electrical energy transferred to the first motor unit 22 is combined with the torque of the first motor unit 22 to form the third planetary gear 16, the second planetary gear 14, and the first planetary gear 12. The vehicle travels by driving the drive shaft 4 by a gear (not shown) or a chain (not shown) which is transmitted to the drive shaft 4 and installed between the drive shaft 4 and the first carrier 12c.

The first motor unit 22 supports insufficient torque of the engine 1 so that the hybrid vehicle is driven in a branched state, and the second motor unit 24 includes the engine 1 and the first motor. It operates organically with the unit 22 and transmits power to the driving point of the engine and the drive shaft 4.

4A to 4B are views illustrating a state when the power transmission system of the hybrid vehicle according to the present invention is operated in the motor mode and the engine mode, and will be described with reference to the accompanying drawings.

Referring to FIG. 4A, when the hybrid vehicle is initially driven, the motor shaft of the second motor unit 24 provided in the drive motor unit 20 (see FIG. 1) by the controller 40 (see FIG. 1). It is rotated and transmits a driving force to the second planetary gear 14 connected to the second motor unit 24. The driving force transmitted to the second planetary gear 14 is transmitted to the drive shaft 4 through the first planetary gear 12 to drive the hybrid vehicle. At this time, the first motor unit 22 maintains a charged state for the overall balance of the hybrid vehicle.

4B is a diagram illustrating a state in which the hybrid vehicle is to be operated in the engine mode.

Referring to FIG. 4B, the hybrid vehicle driven in the state of FIG. 4A includes a first planetary gear 12 in which power is transmitted to the second planetary gear 14 by the continuous operation of the second motor unit 24. Is started and the engine 1 is started. With the start of the engine 1, the engine torque output from the engine 1 and the motor torque output from the driving motor unit 20 are combined and transmitted to the driving shaft 4.

4C to 4D are diagrams showing a state when the power transmission system of the hybrid vehicle according to the present invention is operated in regenerative braking mode in an output branch mode and a compound branch mode.

Referring to FIG. 4C, the power transmission system by the hybrid vehicle operates in regenerative braking mode as the vehicle speed is decelerated by the driver's brake pedal (not shown) when the vehicle is driven in the output branch mode.

The braking and inertial energy due to the decrease in the speed of the hybrid vehicle is transmitted to the first ring gear 12a of the first planetary gear 12 through the drive shaft 4, and is engaged with the first ring gear 12a. It is transmitted to the second planetary gear 14 via the carrier 12c. The braking and inertial energy delivered to the second planetary gear 14 is transferred to the second motor unit 24 to perform regenerative braking.

The second motor unit 24 receives braking and inertial energy and operates as a generator, and charges the generated energy in a battery (not shown).

Therefore, the energy generated by the deceleration of the hybrid vehicle is converted into electrical energy and stored in the battery, and then the motor mode may be used again when the driving of the driving motor unit 20 is required.

Referring to FIG. 4D, the power transmission system by the hybrid vehicle is operated in regenerative braking mode as the vehicle speed is decelerated by the driver's brake pedal (not shown) when driving in the compound branch mode. When driving in the compound branch mode, the first motor unit 22 is mainly operated to perform regenerative braking.

5 is a graph illustrating system efficiency according to a gear ratio of a power transmission system of a hybrid vehicle according to the present invention.

Referring to FIG. 5, the X axis shows the speed ratio of transmission, and the Y axis shows the efficiency of system, and the intersection point shown in the graph represents the critical speed.

The driving mode is switched at a critical speed at which the ratio between the mechanical energy generated in the engine 1 and the electrical energy generated in the battery or the driving motor unit 20 becomes zero. In the state, the vehicle has the efficiency as shown in the drawing and the vehicle is traveling, and the vehicle is driven in the branched state by switching to the compound branch mode in the section where the efficiency becomes 1 (Efficency).

As shown in the figure, the vehicle is driven by switching to the compound branch mode, and driving is performed in a state of higher efficiency than the output branch mode state.

6A to 6B are graphs showing changes in speed and torque of the first motor unit according to the gear ratio of the power transmission system of the hybrid vehicle according to the present invention.

6A shows the speed ratio of transmission, and the Y axis shows the speed of the first motor unit.

The first hybrid vehicle travels in the output branching mode and then changes the mode from the threshold speed to the composite branching mode, thereby reducing the speed of the first motor unit 22. If the hybrid vehicle continues to run in the output branch mode, the volume of the first motor unit 22 is increased, and the area installed in the vehicle body is increased, which is called in terms of overall vehicle efficiency and increases in price. As shown, it is preferable to perform mode conversion to the composite branch mode.

The X axis of FIG. 6B shows the speed ratio of transmission, the Y axis shows the torque of the first motor part, and the intersection point shown in the graph shows the critical speed.

Referring to FIG. 6B, as in FIG. 6A, when the hybrid vehicle travels in the output branch mode and the mode is changed from the critical speed to the complex branch mode, the torque required for the first motor unit 22 decreases, which may be advantageous. When the speed characteristic described in 6a is taken into consideration, the amount of power required for the first motor unit 22 is reduced in the compound branch mode in which the mode is changed.

7A to 7B are graphs showing changes in speed and torque of the second motor unit according to the gear ratio of the power transmission system of the hybrid vehicle according to the present invention.

The attached X axis of FIG. 7A shows the speed ratio of transmission, the Y axis shows the torque of the second motor part, and the X axis of FIG. 7B shows the speed ratio of transmission, and the Y axis shows the speed ratio of transmission. The torque of the second motor unit is shown, and the intersection point shown in the graph above represents the critical speed.

7A-7B described above are also similar to those described in FIGS. 6A-6B. That is, if the hybrid vehicle traveling at the output branch continues to run without changing the mode from the critical speed to the compound branch mode, the speed of the second motor unit 24 is increased, and as shown in FIG. 7B, the second motor unit The torque of (24) decreases and looks advantageous, but when considering the speed characteristic of the second motor portion 24, the amount of power required for the second motor portion 24 is reduced in the compound branch mode in which the mode conversion is performed. It is preferable to change the mode to the compound branch mode as shown in FIG.

On the other hand, the present invention can be variously modified by those skilled in the art without departing from the gist of the invention.

As described above, the power transmission system of the hybrid vehicle according to the present invention according to the present invention can implement a power transmission system having excellent efficiency in the entire speed ratio region, and the vehicle runs in a hybrid mode as compared to the existing power transmission system. When it is possible to secure a wide speed range is possible.

In addition, the hybrid vehicle has an effect of efficient driving is performed in parallel with the power in the middle / high speed region.

Claims

A second planetary gear disposed in the transaxle housing of the hybrid vehicle, the first planetary gear including a first ring gear, a first sun gear and a first carrier, a second ring gear, a second sun gear, and a second carrier; A third planetary gear including a third ring gear, a third sun gear, and a third carrier, wherein the first carrier is the second sun gear, the first sun gear is the second carrier, and the second carrier is A planetary gear part connected to the third carrier to enable power transmission;

A first motor unit connected to the third planetary gear so as to transmit power, the hybrid vehicle transfers power to a drive shaft through a second planetary gear at the time of departure, enabling the vehicle to be driven, and the first motor unit and A driving motor part including a second motor part provided to support the engine in a starting state and to operate a driving shaft together with power generated from the engine;

The planetary gears are capable of traveling to a diverging region, which is a positive region, at a critical speed at which a ratio of electrical energy generated from a battery or a driving motor unit of the hybrid vehicle to mechanical energy generated from an engine is zero. A clutch unit connected to a floating portion to control power; And

It includes a controller for controlling the operating state of the drive motor unit and the clutch unit according to the driving state of the hybrid vehicle,

The first motor unit of the drive motor unit is connected to the third sun gear provided in the third planetary gear, the second motor unit is connected to the second ring gear provided in the second planetary gear,

The clutch unit is connected between the second ring gear and the third ring gear of the planetary gear unit, and is operated. The second vehicle is connected to the ring gear and the other end is connected to the inner side of the transaxle housing, and the hybrid vehicle is configured to include a second clutch operated to increase the torque of the first motor portion required for initial driving. Power transmission system.

The method of claim 1,

The first carrier of the first planetary gear is installed in direct connection with the engine receives the power generated by the engine, the power transmission system of a hybrid vehicle.

delete

The method of claim 1,

When the hybrid vehicle is driven in the regenerative braking mode, the braking and inertial energy generated in the hybrid vehicle is transmitted to the first ring gear of the first planetary gear through a drive shaft, and through the first carrier engaged with the first ring gear. The power transmission system of the hybrid vehicle, characterized in that configured to be transmitted to the two motor unit via the second planetary gear.