KR101284325B1 - Tracked transmission system of hybrid electric vehicle - Google Patents

Abstract

PURPOSE: A power transmission device of a tracked hybrid electric vehicle is provided to prevent a vehicle from being not entirely operated by individually operating two traction motors when one traction motor is broken down. CONSTITUTION: A power transmission device of a tracked hybrid electric vehicle comprises an engine (10), a clutch (30), a propeller shaft (40), first and second planet gears (70,80), first and second traction motors (90,100), a composite planet gear (110), a steering motor (120), and a controller (200). The engine generates the driving power due tom combustion of fuel. The clutch performs selective power transmission by transmitting the output of the engine to a generator (20). The propeller shaft transmits the output of the engine thought the clutch. The first and second planet gears transmit output shafts (50,60) by transmitting power through both sides of the propeller shaft. The first and second traction motors are installed on one side of the first and second planet gears and are engaged with the first and second planet gears. The composite planet gear is located between the first and second planet gears and transmits the power to the first and second planet gears. The steering motor is located between the first planet gear and the composite planet gear and supplies the steering power. The controller is connected to the generator and controls the first and second traction motors and the steering motor.

Description

Tracked Transmission System of Hybrid Electric Vehicle

The present invention relates to a power transmission device for a tracked hybrid electric vehicle, and more particularly, in a hybrid electric vehicle having a motor and an engine, the series and parallel driving is freely performed, and the reaction torque of the straight and the steering is free. It eliminates unbalance and improves rotational inertia and steering performance against vehicle disturbances.

Generally, hybrid vehicles using engines and motors as power sources among various vehicles have been proposed. Hybrid vehicles mainly use electric motors as power sources during normal driving, and do not cause noise or air pollution.

However, the drawback of electric vehicles is that the driving distance after charging of the battery is insufficient, and since the generated torque is small, there are drawbacks such as rapid starting, high load driving, and high speed driving, which can be solved to some extent by using a fuel engine together. Therefore, it is attracting attention in recent years.

In a hybrid vehicle, the engine is driven by rotating the engine in a predetermined state, and the motor is rotated by the electric energy generated by the power generation of the generator, and the series and the output of the engine and the motor are transmitted to the driving wheels, respectively. There is a parallel type that travels by selectively using either or both of them while being connected to the wheels, and a series / parallel type which combines such a serial type and a parallel type.

In general, a hybrid vehicle of a series type tends to have a lower driving efficiency at high speeds, and a parallel hybrid vehicle tends to have a lower driving efficiency at low speeds. Moreover, the series / parallel hybrid vehicle which combines these has the advantage that the outstanding drive efficiency is acquired in the travel condition between low speed travel and high speed travel.

As an example of a patent document disclosed for a conventional hybrid vehicle, an electric drive system, a gear unit, and a vehicle having a differential steering unit for a vehicle disclosed in Korean Patent Application Publication No. 10-2008-14993 (hereinafter referred to as "Patent Document 1") However, when looking at the patent document 1, by using a carrier as an output shaft using two electric motors and two planetary gears, the structure to share the ring gear and the sun gear of the opposite planetary gears to be symmetrical to each other.

Two electric motors (first and second electric motors) are connected to the ring gear, respectively, and are responsible for propulsion and steering at the same time. In addition, the structure of the power transmission system can be used in series electric vehicles or electric vehicles.

The driving system of Patent Document 1 assumes that only one electric motor operates and that the vehicle is driving straight, with the same load torque applied to the left and right output shafts, and the reaction torque acting on the simple planetary gears on the left and right sides is symmetrical. At this time, since the electric motor disposed on one side of the left side is in operation, it is possible to provide reaction force torque as drive torque to the ring gear of the left planetary gear, but the electric motor on the opposite side cannot provide reaction force torque. Therefore, the power generated by the left electric motor by the no-load rotation of the right electric motor exits to the right electric motor, it is impossible to transmit power to either output shaft.

Thus, if either of the two electric motors, which are responsible for both propulsion and steering, fails to operate, the vehicle is inoperable.

In addition, as another patent document, referring to the transmission drive system disclosed in US Patent Application Publication No. US2007 / 0213160 A1 (hereinafter referred to as "Patent Document 2"), the structure of the drive system is symmetrical and shiftable, and a plurality of electric motors are used. As a result, the size of the motor can be reduced, and at the same time, the motor can be operated at an efficient operating point, thereby increasing the overall efficiency.

In addition, mechanical power regeneration is stable since power is not received from the propulsion motor and the steering motor during the turning.

It is also possible to minimize the volume of the device generating the steering reaction force to reduce the overall size in the radial direction.

However, the structure of the drive system is complicated, and the space occupied by the clutch for shifting and the hydraulic device are required.

In addition, although applicable to electric vehicles or series hybrid electric vehicles, in order to transform into a parallel hybrid electric vehicle system, a device sharing both traction motor shafts that are responsible for towing the vehicle is required, and between two traction motors. There is a planetary gear train that is in charge of steering, which makes it difficult to transform a parallel hybrid electric vehicle system.

Republic of Korea Patent Publication No. 10-2008-14993 (Published Date: 2008.2.15) US published patent US2007 / 0213160 A1 published on September 9, 2007

Therefore, the present invention has been invented to solve the conventional problems as described above, the object of the present invention is to provide two or more traction motors to be operated independently, if any one of the traction motors fail to operate due to failure, etc. Even if the vehicle does not become inoperable as a whole, mechanical power can be regenerated when turning, free conversion between series and parallel type is possible, so that the overall efficiency can be increased, and the space required is compact. It is to provide a power transmission device of a track-type hybrid electric vehicle to achieve this.

Solution to Problem The present invention for achieving the above object comprises an engine for generating a driving force by the combustion of fuel; A clutch for allowing the output of the engine to selectively transmit power via a generator; A propulsion shaft provided to transmit an output of the engine through the clutch; First and second planetary gear stages configured to transmit power through both sides of the propulsion shaft and transmit the power to the output shaft; A first and second towing motors which are provided at one side of the first and second planetary gear stages and are coupled to be driven simultaneously with the first and second planetary gear stages; A complex planetary gear stage positioned between the first and second planetary gear stages and configured to transmit power to the first and second planetary gear stages; A steering motor positioned between the first planetary gear stage and the composite planetary gear stage and providing a steering force; And a controller to be connected to and control the first and second towing motors and the steering motor.

In addition, the first and second planetary gear stages are coupled to the first and second towing motors are integrally coupled with the first and second towing motors while receiving power from the propulsion gears formed on both sides of the propulsion shaft, and engaged with the inside of the ring gear. The transmission includes a planetary gear that is transmitted, a sun gear that receives power while being engaged with the planetary gear, and a carrier coupled to the output shaft while being interlocked and interlocked between the planetary gears.

The composite planetary gear stage may further include a ring gear fixed to the inside of the housing, a composite planetary gear portion engaged with the ring gear, a sun gear, a steering motor, and a steering shaft of the first planetary gear stage engaged with the composite planetary gear portion. It is connected to the sun gear to be connected to and connected to the composite planetary gear portion, and is configured to include a carrier that is connected via the sun gear and the shaft of the second planetary gear stage to receive power.

The composite planetary gear stage may further include a multi-plate clutch provided on an outer circumferential surface of the carrier.

In addition, the composite planetary gear part is made of a first and second planetary gear, and is a structure consisting of a connection carrier that is coupled to the carrier while connecting the first and second planetary gear.

As such, the present invention is provided with two traction motors (first and second towing motors) of the electric motor to be operated independently, even if any one of the traction motors fail to operate due to a failure or the like. There is no effect.

Further, by providing a propulsion shaft sharing two traction motors, the traction torque and power transmitted to the ring gears of the two left and right planetary gear stages (first and second planetary gear stages) can be evenly distributed.

In addition, the clutch and the propulsion shaft can be freely converted between the serial and parallel type, and mechanical power divergence and regeneration are possible when turning, improving overall efficiency and safety.

In addition, the present invention is equipped with a multi-plate clutch in the compound planetary gear stage, when driving and steering straight, reducing the disturbance of the reaction torque of the steering device, can match the rotational inertia with the sun gear connected to the steering motor can solve the unbalance.

In addition, by placing all the electric motors (first and second towing motor and steering motor) in the planetary gear stage, it is possible to achieve a compact configuration while reducing the required space compared to the conventional device.

In addition, since the steering gear is shared in the sun gear which requires the smallest torque in two planetary gear stages, the steering motor capacity can be reduced.

In addition, two traction motors are integrally coupled to the ring gears of the first and second planetary gear stages that require the smallest torque after the sun gears of the two left and right planetary gear stages. The towing motor is mounted on the outside of the ring gear so that the size of the towing motor can be sufficiently enlarged in the radial direction as needed.

In addition, the carrier and the output shaft of the two planetary gear stages are coupled to each other, and the carrier has a very advantageous effect of outputting power because the torque of the sun gear and the ring gear are combined.

Figure 1a is a schematic diagram showing the configuration of a power transmission device according to an embodiment of the present invention.
FIG. 1B is a view along line AA of FIG. 1A.
Figure 2 is an enlarged view showing the structure of a composite planetary gear stage forming a steering device of the power transmission device according to an embodiment of the present invention.
3 is a schematic power transmission flowchart when driving the power transmission apparatus according to an embodiment of the present invention.
4 is a schematic power transmission flowchart during pivoting of a power transmission device according to an embodiment of the present invention.
5 is a schematic power transmission flowchart of a large radius turning of the power transmission apparatus according to an embodiment of the present invention.
6 is a schematic power transmission flowchart of a small radius turning of the power transmission apparatus according to an embodiment of the present invention.
FIG. 7 is a schematic diagram of a power transmission at the time of steering of a single track of a power train according to an exemplary embodiment of the present invention. FIG.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

It should be understood that the term "stage" in the description of the specific technology according to an embodiment of the present invention is used to mean "group" or "group".

The vehicle to which the power transmission device according to an embodiment of the present invention is applied may be, for example, a caterpillar combat vehicle. However, the present invention is not limited thereto and can be applied to other various kinds of vehicles.

1A and 1B, a power transmission device according to an embodiment of the present invention includes an engine 10 generating a driving force by combustion of fuel, and an output of the engine 10 is a generator 20. It consists of a clutch 30 to enable selective power transmission via a) and a propulsion shaft 40 provided to transmit the output of the engine 10 through the clutch (30).

In addition, the power transmission device according to an embodiment of the present invention, the power transmission is made through both of the propulsion shaft 40 is transmitted to the output shaft 50, 60, the first and second planetary gear stage 70, 80 And the first and second towing motors 90 provided at one side of the first and second planetary gear stages 70 and 80 and coupled to be driven simultaneously with the first and second planetary gear stages 70 and 80. (100) and the composite planetary gear stage 110, which is positioned between the first and second planetary gear stages 70 and 80, and the power transmission is performed with the first and second planetary gear stages 70 and 80; A steering motor 120 positioned between the first planetary gear stage 70 and the composite planetary gear stage 110 to provide steering power, and the first and second towing motors connected to the generator 20. 90) has a structure including a controller 200 to control the 100 and the steering motor 120.

In addition, the propulsion shaft 40 is provided with propulsion gears 41 and 42 at both ends, respectively, and one propulsion gear 42 meshes with a transmission gear 31 connected to the clutch 30 to transmit power. It has a structure.

In addition, the first and second planetary gear stages 70 and 80 receive power from the propulsion gears 41 and 42 formed on both sides of the propulsion shaft 40 and the first and second towing motors 90 and 100. Ring gears 71 and 81 which are integrally coupled with and interlocked with each other, planetary gears 72 and 82 that receive power while being engaged with the ring gears 71 and 81, and the planetary gears 72. (74) (83) coupled to the output shaft (50) and (60) while interlocked with the sun gear (73) (83) and the planetary gear (72) (82) to be transmitted to the mesh (82). 84).

In other words, the ring gears 71 and 81 have teeth on the outer circumferential surface and the inner circumferential surface such that the propelling gears 41 and 42 and the planetary gears 72 and 82 are engaged with each other. It is a structure that is integrally coupled with the rotors 91 and 101 of the 1,2-traction motors 90 and 100.

The outer peripheral surfaces of the rotors 91 and 101 of the first and second towing motors 90 and 100 have stators 92 and 102 provided therein.

In addition, although not shown in detail in the drawing, the power transmission device according to an embodiment of the present invention is provided with a separate battery, the battery is the first and second towing motor 90, 100 and the steering motor 120 ) To supply power. The battery is also connected to the generator 20 to be charged.

In addition, as shown in FIG. 2, the compound planetary gear stage 110 includes a ring gear 112 fixed to the inside of the housing 111, and a compound planetary gear part engaged with the ring gear 112. 113 and the sun gear 114 meshed with the composite planetary gear portion 113 and connected to the sun gear 73 and the steering motor 120 and the steering shaft 121 of the first planetary gear stage 70 so as to be interlocked with each other. A carrier 115 connected to the planetary gear unit 113 and connected via the sun gear 83 and the transmission shaft 83a of the second planetary gear stage 80 to receive power; and an outer circumferential surface of the carrier 115. The structure is composed of a multi-plate clutch 116 is provided.

The composite planetary gear unit 113 is composed of the first and second planetary gears 113a and 113b and connects the first and second planetary gears 113a and 113b to be coupled with the carrier 115 to be interlocked with each other. 113c).

In addition, the multi-plate clutch 116 may be controlled by the controller 200 or operated by hydraulic pressure. The multi-plate clutch 116 serves to hold the carrier 115 when driving straight and releases the carrier 115 when steering. Play a role.

FIG. 1B is a view showing the arrangement relationship between the housing 111, the ring gear 112, the compound planetary gear 113, and the sun gear 114 constituting the propulsion shaft 40 and the compound planetary gear stage 110. In FIG. 1A, although it appears as though penetrating or overlapping the ring gear 112 of the compound planetary gear stage 110 in FIG. 1A, it has a structure located on the side (left) of the drawing at intervals.

In an embodiment of the present invention, the first and second planetary gear stages 70 and 80 have a structure provided in the housing, but a detailed description thereof is omitted for convenience.

Power transmission device according to an embodiment of the present invention having such a configuration is made by the driving force of the first and second pull-in motors 90, 100 at the time of starting and acceleration on a flat surface, a lot of load such as a ramp Under the applied condition, the first and second tow motors 90 and 100 and the engine 10 are driven by the driving force.

According to one embodiment of the present invention, as shown in FIG. 1A, the clutch 30 is connected and provided between the propulsion shaft 40 and the engine 10 to implement both power transmission methods in series and in parallel. have.

More specifically, in the case of the serial type, the power of the engine 10 is converted into electrical energy through the generator 20 mounted on the engine output shaft in a state in which the clutch 30 is disconnected and stored in a battery (not shown). Then, the stored electric energy is transmitted to the first and second towing motors 90 and 100 and the steering motor 120.

In addition, in the case of the parallel type, the clutch 30 is connected and the power of the engine 10 is directly transmitted to the propulsion shaft 40 and at the same time, the first and second dogs through the electric energy stored using the generator 20. The motors 90 and 100 and the steering motor 120 are driven.

In addition, the steering power transmission can be made through the composite planetary gear stage 110, as shown in Figure 2, the gear ratio (gear gear ratio) of the ring gear 112 and the sun gear 114 is made of 1: 0.5. The composite planetary gear stage 110 serves as a differential device.

In addition, the planetary gear stage 110 has a ring gear 112 fixed to the housing 111 to be integrally provided, and the -1 gear ratio and steering reaction force is implemented by the compound planetary gear 113.

The -1 gear ratio means that the rotational directions of the sun gear 114 and the carrier 115 constituting the composite planetary gear stage 110 are opposite to each other.

The multi-plate clutch 116 reduces disturbance of the steering apparatus, which may occur due to left and right road surface changes, and may adjust rotational inertia with the sun gear 114 connected to the steering motor 120, so that the steering motor 120 may be steered during steering. Unbalance of rotational inertia that can occur during acceleration can be minimized, thereby improving the straightening and steering performance of the vehicle.

In other words, the multi-plate clutch 116 may have a different reaction force torque between the sun gear 114 and the carrier 115 of the compound planetary gear stage 110 due to left and right road surface changes, such as to reduce disturbance and maintain torque balance. Can be. Rotational inertia can be matched with the sun gear 114 connected to the steering motor 120, thereby minimizing unbalance of rotational inertia that may occur when the steering motor 120 is accelerated during steering, thereby improving the straightening and steering performance of the vehicle. .

In addition, according to an embodiment of the present invention, even if the two first and second towing motors 90 and 100 are driven at the same time, the rotation direction of the propulsion shaft 40 may be the same without any disruption to power transmission.

FIG. 2 is an enlarged view of the composite planetary gear stage 110. The composite planetary gear stage 110 is located in the center from the sun gears 73 and 83 of the first and second planetary gear stages 70 and 80 on both sides. Torque in the same direction is required toward the sun gear 114 and the carrier 115 of the planetary gear stage 110.

In FIG. 2, the arrow shows the direction of rotation torque at the time of a straight run, and the direction of rotation of the 1st, 2nd, and second towing motors 90 and 100 at the time of a straight run is the same direction.

Accordingly, power is transmitted through the output shafts 50 and 60 according to the rotation of the first and second towing motors 90 and 100, while the driving force of the first towing motor 90 is controlled through the steering shaft 121. It is transmitted to the sun gear 114 of the compound planetary gear stage 110, the driving force of the second towing motor 110 is transmitted to the carrier 115 of the compound planetary gear stage 110 through the transmission shaft 83a, straight Since the rotation directions of the first and second towing motors 90 and 100 are the same when the vehicle is driven, the rotational force in the same direction is transmitted to the sun gear 114 and the carrier 115, respectively, but the sun gear 114 and the carrier 115 are respectively rotated. The rotational direction is switched to the opposite direction by the composite planetary gear unit 113 and the ring gear 112 fixed to the housing 111 as the gear ratio, and becomes a locked state having a stopped state.

In addition, during steering, the first and second tow motors 90 and 100, as well as the steering motor 120 are driven, and the power of the steering motor 120 is driven through the steering shaft 121. Simultaneously with 70, power is transmitted to the composite planetary gear stage 110.

At this time, while the power of the steering motor 120 is transmitted to the sun gear 114 of the composite planetary gear stage 110, the carrier 115 starts to rotate in the opposite direction by -1 gear ratio with the sun gear 114. Accordingly, while the carrier 84 of the second planetary gear stage 80 is rotated, the ring gear 71 of the first planetary gear stage 70 and the ring gear 81 of the second planetary gear stage 80 are rotated. The difference in the rotational speed is caused by the steering motor 120 to change the rotational speed of the output shaft (50, 60) while driving forward and reverse, depending on the left or right turn steering.

Here, in the power transmission device according to an embodiment of the present invention, the same torque must be made to both the sun gear 114 and the carrier 115 of the compound planetary gear stage 110, the correct straight running is possible, according to the present invention In the composite planetary gear stage 110, the ring gear 112 is fixed to the housing 111, and the torque of the composite planetary gear stage 110 may be achieved by providing a -1 gear ratio and reaction torque.

In addition, in the steering power transmission structure shown in Figure 2, since it is constant speed, it can be used as an effective power transmission device.

On the other hand, since the road surface state of the left and right tracks may be different when the vehicle is actually driven on the road, the reaction torque required for the sun gear 114 and the carrier 115 of the compound planetary gear stage 110 may be different.

Therefore, in this case, the torque balance is not achieved, so that the sun gear 114 and the carrier 115 of the compound planetary gear stage 110 are unbalanced without forming the same torque, and therefore, the steering from the compound planetary gear stage 110 is reversed. Power to rotate the motor 1120 may be transmitted to make it difficult for the vehicle to go straight ahead.

In order to prepare for such disturbance, the multi-plate clutch 116 is provided on the carrier 115 of the composite planetary gear stage 110. Since the multi-plate clutch 116 is supported when driving in a straight line, accurate straight maintenance is possible.

In addition, there is an advantage in that the clutch torque capacity can be increased by attaching the multi-plate clutch 116 to the carrier 115 having a large radius.

Moreover, according to one embodiment of the present invention, even if any one of the two first and second towing motors 90 and 100 fails, there is no problem in operation.

In other words, if the left first tow motor 90 in FIG. 1A is broken, the second tow motor 100 is instructed by the controller 200 when the power transmission sequence generated from the engine 10 is viewed. Receiving and driving the ring gear 81 of the second planetary gear stage 80 is rotated.

The rotor 101 constituting the second towing motor 100 and the ring gear 81 of the second planetary gear stage 80 are integrally coupled, so that the rotor 101 of the second towing motor 100 is integrally formed. As it rotates, the ring gear 81 of the second planetary gear stage 80 also rotates at the same time.

Here, the ring gear 81 is a planetary gear 82 and the propulsion gear 42 of the propulsion shaft 40 is engaged to the inner surface and the outer surface, respectively, and transmits power, and the planetary gear meshed to the inside of the ring gear 81. As the gear 82 rotates, the carrier 84 is driven to transmit a driving force to the output shaft 60. At this time, the sun gear 83 is connected to the carrier 115 of the compound planetary gear stage 110 through the transmission shaft (83a), to maintain the stopped state by the -1 gear ratio of the compound planetary gear stage 110 The planetary gear 82 on its outer circumferential surface rotates and the carrier 84 rotates to transmit power to the output shaft 60.

On the other hand, the power of the ring gear 81 is transmitted to the propulsion shaft 40 by the propulsion gear 42 engaged to the outside of the ring gear 81, and through the propulsion gear 41 formed on the opposite end of the propulsion shaft 40 1 ring gear 71 of the planetary gear stage 70 is rotated by receiving power.

As the ring gear 71 receives power and rotates, the planetary gear 72, the carrier 74, and the sun gear 73 engaged with the inner surface of the ring gear 71 also receive power, and the carrier 74 Power is transmitted and rotated through the output shaft 50 connected to the), thereby transmitting a driving force to the output shaft 50. At this time, the sun gear 73 of the first planetary gear stage 70 is connected to the sun gear 114 of the compound planetary gear stage 110 through the steering shaft 121, -1 of the compound planetary gear stage 110 It maintains the state stopped by the gear ratio, rotates the carrier 74 while the planetary gear 72 on its outer circumference rotates, and transmits power to the output shaft 50.

In addition, FIG. 3 is a view schematically illustrating a power flow in a straight line, in which power from the first and second towing motors 90 and 100 is branched to the left and right output shafts 50 and 60. The ring planet 112 and the sun gear 114 of the planetary gear stage 110 have a gear ratio (gear tooth ratio) of 1: 0.5. The planetary gear stage 110 having a gear ratio of 1 and 0.5 can drive straight with a gear ratio and steering reaction force. .

Furthermore, a multi-plate clutch 116 is provided between the housing 111 and the carrier 115 so that the sun gear 114 and the carrier 115 of the compound planetary gear stage 110 according to the road surface state are required when the vehicle goes straight. The reaction torque may be different, and the multi-plate clutch 116 fixes the carrier 115 to maintain the torque balance against the disturbance as described above.

In addition, since the steering reaction force is provided to the carriers 74 and 84 on both left and right sides, the operation of the steering motor 120 can be minimized.

4 is a diagram schematically illustrating the power flow during the pivoting, in the case of the pivot only the steering motor 120 is driven, the first and second towing motors 90 and 100 do not operate. The power from the steering motor 120 is branched to the left and right output shafts 50 and 60 and transmitted in half.

5 is a view schematically showing the power flow when turning a large radius, and FIG. 6 is a view schematically showing the power flow when turning a small radius, the first and second towing motors 90, 100 and the steering motor ( 120 is driven together.

More power is transmitted to the outer output shaft 50 than the inner output shaft 60 when the large radius turns, and the rotational speed of the outer output shaft is greater than the rotational speed of the inner output shaft.

In addition, in the case of the small radius turning shown in FIG. 6, power is input from the ground in the inner output shaft 60 to transfer a large power to the outer output shaft 50, and the rotation speed of the outer output shaft 51 is inward. The number of rotations of the output shaft 61 is greater.

In addition, since the carriers 74 and 84 of the left and right planetary gear stages 70 and 80 and the composite planetary gear stage 110 of the center are mechanically closed, the circulation and regeneration of power is performed. This is very stable.

FIG. 7 is a diagram schematically illustrating the power flow during one-track steering, in which the first and second towing motors 90 and 100 and the steering motor 120 are driven together.

The inner output shaft 60 connected to the fixed ring gear by rotating the ring gear of one planetary gear stage by a separate brake device has no rotation speed when turning, and there is no power in and out between the device and the ground. Power is circulated through the carrier 115 of 110 to pass through the first planetary gear stage 70 to the outer output shaft 50.

In the steering shown in FIGS. 4 to 7, the multi-plate clutch 116 holding the carrier 115 of the compound planetary gear stage 110 is maintained in an released state.

As such, the present invention is merely illustrative of the technical idea, and a person of ordinary skill in the art to which the present invention pertains can make various modifications, changes, and substitutions without departing from the essential characteristics of the present invention. It will be possible. Accordingly, the embodiments disclosed in the present invention and the accompanying drawings are not intended to limit the technical spirit of the present invention, but to describe the present invention, and the scope of the technical idea of the present invention is not limited based on the embodiments and the accompanying drawings. . The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

10: Engine
20: generator
30: clutch
31: transmission gear
40: propulsion shaft
41,42: Propulsion Gear
50,60: output shaft
70,80: 1st, 1st planetary gear
71,81: Ring Gears
72,82: Planetary Gear
73,83: Sun Gear
83a: transmission shaft
74,84 carrier
90,100: 1st and 2nd towing motor
91,101: rotor
92,102: Stator
110: compound planetary gear stage
111: housing
112: ring gear
113: compound planetary gear unit
113a, 113b: First and second planetary gears
113c: connection carrier
114: sun gear
115: carrier
116: multi-plate clutch
120: steering motor
121: steering shaft
200: controller

Claims (5)

An engine 10 generating a driving force by combustion of fuel;
A clutch 30 allowing the output of the engine 10 to selectively transmit power via the generator 20;
A propulsion shaft 40 provided to transmit an output of the engine 10 through the clutch 30;
First and second planetary gear stages 70 and 80 which transmit power to both of the propulsion shafts 40 and transmit the power to the output shafts 50 and 60;
The first and second towing motors 90 and 100 which are provided at one side of the first and second planetary gear stages 70 and 80 and are coupled to be driven simultaneously with the first and second planetary gear stages 70 and 80. Wow;
A composite planetary gear stage 110 positioned between the first and second planetary gear stages 70 and 80 to transmit power to the first and second planetary gear stages 70 and 80;
A steering motor 120 positioned between the first planetary gear stage 70 and the composite planetary gear stage 110 to provide a steering force;
Power transmission of the track-type hybrid electric vehicle, characterized in that it comprises a controller 200 to be connected to the generator 20 and to control the first and second towing motors 90, 100 and the steering motor 120. Device.
The method according to claim 1,
The first and second planetary gear stages 70 and 80 are integral with the first and second towing motors 90 and 100 while receiving power from the propulsion gears 41 and 42 formed on both sides of the propulsion shaft 40. Ring gears 71 and 81 which are coupled to and interlocked with each other, planetary gears 72 and 82 that receive power while being engaged with the ring gears 71 and 81, and the planetary gears 72 ( 82 and carriers 74 and 84 coupled to the output shafts 50 and 60 while interlocked with the sun gears 73 and 83 that are engaged with and coupled to the planetary gears 72 and 82. Power transmission device for a track-type hybrid electric vehicle comprising a.
The method according to claim 1,
The compound planetary gear stage 110 includes a ring gear 112 fixed to the inside of the housing 111, a compound planetary gear portion 113 engaged with the ring gear 112, and the compound planetary gear portion 113. And a sun gear 114 connected to the sun gear 73 and the steering motor 120 and the steering shaft 121 of the first planetary gear stage 70 and interlocked with each other, and are connected to the complex planetary gear part 113. Power transmission device for a track-type hybrid electric vehicle, characterized in that it comprises a carrier (115) connected to the sun gear (83) and the shaft (83a) of the second planetary gear stage (80) to receive power.
The method according to claim 3,
The composite planetary gear stage 110 further includes a multi-plate clutch 116 on the outer circumferential surface of the carrier 115.
The method according to claim 3,
The composite planetary gear unit 113 is composed of first and second planetary gears 113a and 113b, and is connected to and coupled with the carrier 115 while connecting the first and second planetary gears 113a and 113b. Power transmission device for a track-type hybrid electric vehicle, characterized in that consisting of (113c).

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