KR101339188B1 - Power Transmission Device for Infinitely Variable Transmission of Vehicle - Google Patents

Power Transmission Device for Infinitely Variable Transmission of Vehicle Download PDF

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KR101339188B1
KR101339188B1 KR1020120039208A KR20120039208A KR101339188B1 KR 101339188 B1 KR101339188 B1 KR 101339188B1 KR 1020120039208 A KR1020120039208 A KR 1020120039208A KR 20120039208 A KR20120039208 A KR 20120039208A KR 101339188 B1 KR101339188 B1 KR 101339188B1
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South Korea
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power source
vehicle
rotational power
rotational
planetary gear
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KR1020120039208A
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Korean (ko)
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KR20130116636A (en
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서광모
최형진
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최형진
서광모
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

기존의 클러치와 유압식 자동변속장치 없이도 공회전에서부터 오버드라이브(Over Drive)까지 무한 변속시키는 것을 가능하게 함으로써 차량의 동력전달장치를 간소화할 수 있고, 클러치 및 자동변속장치의 구동을 위한 별도의 에너지 손실이 없으며, 차량의 주행 부하시 회전동력원의 출력을 단계적으로 상승시킬 수 있도록 하여 차량의 등판능력, 가속성 및 최고속도의 성능을 향상시킬 수 있는 차량의 무한변속 동력전달장치를 제공하는데 목적이 있다.
본 발명의 차량의 무한변속 동력전달장치는, 제1 회전동력원은 유성기어조립체의 선기어와 연동하도록 연결하고, 제2 회전동력원은 유성기어조립체의 캐리어와 연동하도록 연결하고, 차륜은 유성기어조립체의 링기어와 연동하도록 연결하여 이루어지며, 제1 회전동력원은 차량의 부하에 따라 회전수가 단계적으로 변경되도록 제어되고, 제2 회전동력원은 제1 회전동력원의 단계적으로 변경된 회전수에 따라 아이들링(공회전) 회전수가 변경되고, 제2 회전동력원의 회전수를 아이들링 회전수로부터 가속 또는 감속시키는 것에 의해 링기어를 정,역방향으로 회전시키도록 된 것에 특징이 있다.Infinitely shifting from idling to overdrive without the need for conventional clutches and hydraulic automatic transmissions can simplify the vehicle's power train and reduce energy consumption for driving clutches and automatic transmissions. It is also an object of the present invention to provide an infinitely variable power transmission apparatus for improving the climbing capacity, acceleration, and maximum speed performance of a vehicle by gradually increasing the output of a rotational power source during a vehicle's running load.
Infinitely variable power transmission device of the present invention, the first rotational power source is connected to interlock with the sun gear of the planetary gear assembly, the second rotational power source is connected to interlock with the carrier of the planetary gear assembly, the wheels of the planetary gear assembly The first rotational power source is controlled to be changed in steps according to the load of the vehicle, and the second rotational power source is idled according to the stepwise changed rotational speed of the first rotational power source. The rotation speed is changed, and the ring gear is rotated in the forward and reverse directions by accelerating or decelerating the rotation speed of the second rotational power source from the idling rotation speed.

Description

차량의 무한변속 동력전달장치{Power Transmission Device for Infinitely Variable Transmission of Vehicle}Power Transmission Device for Infinitely Variable Transmission of Vehicle

본 발명은 차량의 무한변속 동력전달장치에 관한 것으로, 더욱 상세하게는 2개의 회전동력원과 1개의 유성기어조립체를 이용하여 클러치나 복잡한 유압식 자동변속장치 없이도 아이들링(공회전)에서부터 오버드라이브(Over Drive)까지 무한변속을 구현할 수 있고 또한 차량의 등판능력, 가속성 및 최고속도의 성능을 향상시킬 수 있는 차량의 무한변속 동력전달장치에 관한 것이다.The present invention relates to an infinitely variable power transmission device of a vehicle, and more particularly, using two rotary power sources and one planetary gear assembly, from over idle to idling (idling) without clutch or complicated hydraulic automatic transmission. The present invention relates to an infinitely variable power transmission apparatus capable of realizing infinitely variable speed and improving performance of a vehicle's climbing ability, acceleration, and maximum speed.

일반적인 하이브리드 차량은, 2개의 서로 다른 회전동력원, 즉 엔진과 전기모터를 회전동력원으로 하여 에너지를 효율적으로 사용할 수 있도록 개발된 것으로, 구동방식에 따라 병렬형과 직렬형이 알려져 있다.In general, a hybrid vehicle is developed to use energy efficiently using two different rotation power sources, that is, an engine and an electric motor as rotation power sources, and a parallel type and a series type are known according to a driving method.

도 1은 종래의 병렬형 하이브리드 차량의 동력전달장치를 개략적으로 나타낸 것으로, 엔진(1) 또는 전기모터(2)의 동력을 변속기(3)에 전달할 수 있도록 연결하고, 주행상태에 따라 엔진(1) 또는 전기모터(2)의 동력을 변속기(3)에 전달하여 차륜(4)을 구동하는 방식이다.1 schematically shows a power transmission device of a conventional parallel hybrid vehicle, and connects the power of the engine 1 or the electric motor 2 to the transmission 3 so as to transfer the power of the engine 1 according to the driving state. Or by transmitting the power of the electric motor 2 to the transmission 3 to drive the wheels 4.

이러한 방식의 병렬형 하이브리드 차량은, 차량의 시동부터 일정속도 도달 전까지는 배터리(5)의 전력을 이용해 전기모터(2)를 구동하여 변속기(3)에 동력을 전달하고, 정속주행시는 엔진(1)의 출력을 이용하여 변속기(3)에 동력을 전달하고, 최고속도로 가속할 때에는 엔진(1)과 전기모터(2)의 동력을 함께 이용하는 등 에너지를 효율적으로 사용함으로써 연비를 높일 수 있고, 엔진(1)의 구동에 의해 배터리(5)가 충전되기 때문에 외부 충전이 따로 필요 없는 특징이 있다.The parallel hybrid vehicle of this type transmits power to the transmission 3 by driving the electric motor 2 using the power of the battery 5 from the start of the vehicle until the constant speed is reached. By using the output of the power transmission to the transmission (3), and when accelerating at the highest speed, the fuel efficiency can be increased by efficiently using energy, such as using the power of the engine 1 and the electric motor (2) together, Since the battery 5 is charged by the driving of (1), there is a feature that external charging is not necessary separately.

도 2는 종래의 직렬형 하이브리드 차량의 동력전달장치를 개략적으로 나타낸 것으로, 엔진(10)은 발전기(20)와 연결되어 단지 배터리(30)를 충전시키는 역할만 수행하고, 엔진(10)에 인해 충전된 배터리(30)의 전력으로 전기모터(40)를 가동하여 발생한 동력을 변속기(50)로 전달함으로써 차륜(60)을 구동시키는 방식이다.2 schematically shows a power transmission device of a conventional series hybrid vehicle, in which an engine 10 is connected to a generator 20 and only serves to charge a battery 30, and due to the engine 10 The wheel 60 is driven by transmitting power generated by operating the electric motor 40 with the power of the charged battery 30 to the transmission 50.

이러한 방식의 직렬형 하이브리드 차량은, 엔진(10)으로부터의 기계적 에너지를 발전기(20)를 통해 전기적 에너지로 변환하여 배터리(30)에 저장하였다가 배터리(30)의 전력으로 전기모터(40)를 가동하여 발생한 동력을 이용하여 차륜(60)을 구동하여야 하기 때문에 에너지 변환에 따른 에너지 효율 측면에서 불리하다는 단점이 있으나, 병렬형에 비하여 상대적으로 구조가 간단하고, 제어로직이 간단하다는 특징이 있다. In this type of series hybrid vehicle, the mechanical energy from the engine 10 is converted into electrical energy through the generator 20, stored in the battery 30, and the electric motor 40 is driven by the power of the battery 30. Since the wheel 60 must be driven using the generated power, it is disadvantageous in terms of energy efficiency due to energy conversion. However, the structure is relatively simple and the control logic is simple as compared with the parallel type.

그러나, 상기한 종래의 하이브리드 차량은, 엔진(1,10) 또는 전기모터(2,40)의 동력을 차륜(4,60)에 전달하기 위한 변속기(3,50)가, 복잡한 구성의 클러치와 유압식 자동변속장치로 구성되어 있기 때문에, 차량의 제조비용을 상승시킬 뿐만 아니라, 자동변속장치를 구동하기 위한 유압장치 및 제어시스템 등의 부가 구성이 필요하여 차량의 동력전달장치가 복잡해지고 사이즈가 커지는 단점이 있으며, 클러치 및 자동변속장치를 구동을 위해 별도의 에너지가 손실되는 문제가 있었다.However, the above-described conventional hybrid vehicle has a transmission 3,50 for transmitting the power of the engine 1,10 or the electric motor 2,40 to the wheels 4,60. It is composed of hydraulic automatic transmission, which not only increases the manufacturing cost of the vehicle, but also requires additional configuration such as a hydraulic system and a control system for driving the automatic transmission. There is a disadvantage, there is a problem that a separate energy is lost for driving the clutch and the automatic transmission.

본 발명은 상기와 같은 종래의 문제점을 해결하기 위한 것으로, 그 목적은 기존의 클러치와 유압식 자동변속장치 없이도 공회전에서부터 오버드라이브(Over Drive)까지 무한변속이 가능하게 함으로써 동력전달장치의 구성을 간소화하여 제조비용을 낮출 수 있고, 사이즈를 작게 하여 차량의 탑재가 용이하며, 클러치 및 유압식 자동변속장치의 구동을 위한 별도의 에너지 손실이 없어 에너지 효율 및 경제성을 향상시킨 차량의 무한변속 동력전달장치를 제공하는데 있다.The present invention is to solve the conventional problems as described above, the purpose is to simplify the configuration of the power transmission device by allowing infinitely shifting from idle to overdrive without the existing clutch and hydraulic automatic transmission. It can reduce the manufacturing cost, make the vehicle easy to mount by reducing the size, and provide the infinitely variable power transmission device of the vehicle, which improves energy efficiency and economic efficiency by eliminating extra energy loss for driving the clutch and the automatic automatic transmission. It is.

또한, 본 발명은 차량의 주행중 부하에 대응하여 회전동력원의 출력을 단계적으로 상승시킬 수 있도록 함으로써 차량의 등판능력, 가속성 및 최고속도의 성능을 향상시킬 수 있는 차량의 무한변속 동력전달장치를 제공하는데 있다. In addition, the present invention provides an infinitely variable power transmission apparatus for improving the climbing capacity, acceleration and maximum speed performance of the vehicle by gradually increasing the output of the rotational power source corresponding to the load while the vehicle is running. have.

상기의 목적을 달성하기 위하여 본 발명은, 제1 회전동력원은 유성기어조립체의 선기어와 연동하도록 연결하고, 제2 회전동력원은 상기 유성기어조립체의 캐리어와 연동하도록 연결하고, 차륜은 상기 유성기어조립체의 링기어와 연동하도록 연결하여 이루어지며, 상기 제1 회전동력원은 차륜에 걸리는 부하에 대응하여 회전수가 단계적으로 변경되도록 제어되고, 상기 제2 회전동력원은 상기 제1 회전동력원의 단계적으로 변경된 회전수에 따라 아이들링(공회전) 회전수가 변경되고, 상기 제2 회전동력원의 회전수를 아이들링 회전수로부터 가속 또는 감속시키는 것에 의해 상기 링기어와 연결된 차륜을 정,역방향으로 회전시키도록 된 차량의 무한변속 동력전달장치에 특징이 있다.In order to achieve the above object, the present invention, the first rotational power source is connected to interlock with the sun gear of the planetary gear assembly, the second rotational power source is connected to interlock with the carrier of the planetary gear assembly, the wheel is the planetary gear assembly The first rotational power source is controlled to be changed in stages in response to the load applied to the wheels, and the second rotational power source is changed in stages of the first rotational power source. The idling (idle) rotation speed is changed, and the infinitely variable power of the vehicle is configured to rotate the wheel connected to the ring gear in the forward and reverse directions by accelerating or decelerating the rotation speed of the second rotational power source from the idling rotation speed. It is characterized by the delivery device.

이때, 상기 제1 및 제2 회전동력원은 발전기를 구비한 엔진 또는 전기모터로 구성된다. In this case, the first and second rotational power source is composed of an engine or an electric motor having a generator.

이러한 특징적 구성을 가지는 본 발명에 의하면, 제1 회전동력원은 유성기어조립체의 선기어와 연결하고, 제2 회전동력원은 상기 유성기어조립체의 캐리어와 연결하고, 차륜은 상기 유성기어조립체의 링기어와 연결함에 따라, 제1 회전동력원을 일정한 회전수로 회전시킬 때, 차륜과 연결된 링기어의 회전수가 0이 되는 차량의 정지상태에서 제2 회전동력원은 일정한 회전수로 공회전하는 아이들링 상태를 유지할 수 있고, 이러한 아이들링 상태에서 제2 회전동력원의 회전수를 아이들링 회전수로부터 가속 또는 감속시키는 것에 의해 차륜을 정,역방향으로 회전시켜 전진주행 또는 후진주행을 할 수 있게 된다.According to the present invention having such a characteristic configuration, the first rotary power source is connected to the sun gear of the planetary gear assembly, the second rotary power source is connected to the carrier of the planetary gear assembly, and the wheel is connected to the ring gear of the planetary gear assembly Accordingly, when the first rotational power source is rotated at a constant rotational speed, the second rotational power source can maintain an idling state idling at a constant rotational speed in a stationary state of the vehicle where the rotational speed of the ring gear connected to the wheel becomes zero, By accelerating or decelerating the rotational speed of the second rotational power source from the idling rotational speed in such an idling state, the wheels can be rotated in the forward and reverse directions to drive forward or backward.

따라서, 종래에 구비되었던 변속기나 복잡한 유압식 자동변속장치 없이도 차량의 아이들링 및 변속 주행이 가능함은 물론, 제2 회전동력원의 회전수를 설정하는 것에 따라 공회전에서부터 오버드라이브(Over Drive)까지 무한변속시킬 수 있게 되므로, 차량의 동력전달장치를 간소화할 수 있고, 유압식 자동변속장치의 구동을 위한 별도의 에너지 손실이 없어 에너지 효율과 경제성을 높이는 효과가 있다.Therefore, the vehicle can be idled and shifted without requiring a conventional transmission or a complicated hydraulic automatic transmission, as well as infinitely shifting from idling to overdrive by setting the rotational speed of the second rotational power source. Therefore, the power transmission device of the vehicle can be simplified, and there is no separate energy loss for driving the hydraulic automatic transmission, thereby improving energy efficiency and economy.

또한 본 발명은 제1 회전동력원의 회전수가 차륜의 부하에 대응하여 단계적으로 변경되고, 제2 회전동력원의 아이들링 회전수도 단계적으로 변경됨에 따라, 차량 주행중 부하 정도에 대응하여 차륜을 구동하기 위한 제2 회전동력원의 출력을 단계적으로 조절되므로, 차량의 등판능력, 가속성 및 최고속도의 성능을 향상시킬 수 있는 유용한 발명인 것이다.In addition, according to the present invention, the rotational speed of the first rotational power source is changed in stages corresponding to the load of the wheel, and the idling rotational speed of the second rotational power source is also changed in stages, so that the second drive for driving the wheel in response to the degree of load while the vehicle is running is performed. Since the output of the rotational power source is adjusted step by step, it is a useful invention that can improve the performance of the climbing capacity, acceleration and top speed of the vehicle.

도 1은 종래의 병렬형 하이브리드 차량의 동력전달장치를 개략적으로 나타낸 블럭 구성도.
도 2는 종래의 직렬형 하이브리드 차량의 동력전달장치를 개략적으로 나타낸 블럭 구성도.
도 3은 본 발명의 제1 실시예에 따른 차량의 무한변속 동력전달장치를 나타낸 구성도.
도 4는 본 발명의 제2 실시예에 따른 차량의 무한변속 동력전달장치를 나타낸 구성도.1 is a block diagram schematically showing a power transmission device of a conventional parallel hybrid vehicle.
Figure 2 is a block diagram schematically showing a power transmission device of a conventional series hybrid vehicle.
3 is a configuration diagram showing an infinitely variable power transmission device for a vehicle according to a first embodiment of the present invention.
Figure 4 is a block diagram showing an infinitely variable power transmission device for a vehicle according to a second embodiment of the present invention.

이하, 본 발명에 따른 바람직한 실시예를 첨부도면에 의거하여 상세하게 설명한다.Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

도 3은 본 발명의 제1 실시예를 나타낸 것으로, 도시된 바와 같이 본 실시예에 따른 차량의 무한변속 동력전달장치는, 2개의 제1 및 제2 회전동력원과 1개의 유성기어조립체(130)로 이루어지며, 제1 회전동력원으로는 액체연료로 구동하는 엔진(110)을 사용하고, 제2 회전동력원으로는 전력으로 구동하는 전기모터(120)를 사용한다.Figure 3 shows a first embodiment of the present invention, as shown in the infinitely variable power transmission device of the vehicle, two first and second rotational power source and one planetary gear assembly 130 The first rotational power source is composed of an engine 110 driven by liquid fuel, and the second rotational power source uses an electric motor 120 driven by electric power.

제1 회전동력원인 엔진(110)은 발전기(111)를 일체로 구비한 것을 사용하는 것이 바람직하고, 발전기(111)에서 발생된 전기는 제2 회전동력원인 전기모터(120)를 구동하기 위한 밧데리(150)에 충전되도록 구성한다. 엔진(110)은 일정한 회전수로 회전하되, 일정한 회전수를 복수단계, 예를 들면 1000rpm, 2000rpm, 3000rpm의 복수 단계로 설정하여 두고, 이 중에서 가속페달(160)의 조작과 차륜에 걸리는 부하 정도에 따라 전자제어유닛(170)에서 출력 단계를 자동 제어할 수 있도록 구성한다.It is preferable to use the engine 110 which is the first rotational power source integrally provided with the generator 111, and the electricity generated from the generator 111 is a battery for driving the electric motor 120 which is the second rotational power source. It is configured to be charged to 150. The engine 110 rotates at a constant rotational speed, but sets a predetermined rotational speed in a plurality of stages, for example, a plurality of stages of 1000 rpm, 2000 rpm, and 3000 rpm, among which the operation of the accelerator pedal 160 and the load applied to the wheels are performed. According to the electronic control unit 170 is configured to automatically control the output stage.

제2 회전동력원인 전기모터(120)는 밧데리(150)의 전력으로 구동되고, 가속페달(160)의 조작 정도에 따라 0∼4500rpm의 범위 내에서 회전하도록 모터콘트롤러(180)에 의해 제어되도록 구성한다.The electric motor 120, which is the second rotational power source, is driven by the power of the battery 150 and is configured to be controlled by the motor controller 180 to rotate within a range of 0 to 4500 rpm depending on the operation degree of the accelerator pedal 160. do.

또한, 엔진(110)은 유성기어조립체(130)의 선기어(131)와 연동하도록 연결된 것으로, 도면에는 엔진(110)의 축에 고정한 원동기어(112)와 선기어(131)의 축에 고정한 종동기어(113)를 1:1의 회전비로 이 맞물림시켜 연동하도록 구성하였지만, 이에 한정하는 것은 아니고, 엔진(110)의 축을 선기어(131)에 직접 연결하여도 무방하다.In addition, the engine 110 is connected to interlock with the sun gear 131 of the planetary gear assembly 130. In the drawing, the primary gear 112 fixed to the shaft of the engine 110 and the driven gear fixed to the shaft of the sun gear 131 are shown. Although the 113 is configured to interlock and interlock at a rotation ratio of 1: 1, the present invention is not limited thereto, and the shaft of the engine 110 may be directly connected to the sun gear 131.

전기모터(120)는 유성기어조립체(130)의 유성기어(132)가 배치된 캐리어(133)와 연동하도록 연결된 것으로, 캐리어(133)는 선기어(131) 주위에 배치된 복수개의 유성기어(132)가 선기어(131)의 주위로 회전할 수 있도록 구성된 것이다.The electric motor 120 is connected to interlock with the carrier 133 in which the planetary gear 132 of the planetary gear assembly 130 is disposed. The carrier 133 is a plurality of planetary gears 132 disposed around the sun gear 131. ) Is configured to rotate around the sun gear 131.

도면에 도시된 바와 같이, 캐리어(133)는 그 바깥둘레면에 기어이(133a)를 형성하고, 기어이(133a)와 전기모터(120)의 축에 고정된 구동기어(121)를 이 맞물림시켜 구성하는 것이 좋고, 이 경우, 캐리어(133)와 구동기어(121)의 회전비는 전기모터(120)의 회전수가 최적의 회전효율을 유지할 수 있도록 설정한다.As shown in the figure, the carrier 133 is formed by forming a gear 133a on the outer circumferential surface thereof, and engaging the gear 133a with the drive gear 121 fixed to the shaft of the electric motor 120. In this case, the rotation ratio of the carrier 133 and the drive gear 121 is set so that the rotation speed of the electric motor 120 can maintain the optimum rotational efficiency.

한편, 유성기어조립체(130)의 링기어(134)는 차륜(140)과 연동하도록 연결된다.On the other hand, the ring gear 134 of the planetary gear assembly 130 is connected to interlock with the wheel 140.

이러한 구성으로 이루어진 본 발명의 작용을 설명하면 다음과 같다. 먼저 제1 회전동력원인 엔진(110)의 단계적인 회전수를 예를 들면 1000rpm, 2000rpm, 3000rpm의 3단계로 설정하고, 처음 시동을 걸어 엔진(110)을 1단계인 1000rpm으로 회전시키게 되면, 엔진(110)과 1:1로 연동하도록 된 유성기어조립체(130)의 선기어(131)가 1000rpm으로 회전하고, 선기어(131)의 회전에 연동하여 복수개의 유성기어(132)가 배치된 캐리어(133)도 회전하게 된다.Referring to the operation of the present invention made of such a configuration as follows. First, the stepwise rotational speed of the engine 110, which is the first rotational power source, is set in three stages of, for example, 1000 rpm, 2000 rpm, and 3000 rpm. When the engine 110 is rotated to the first stage, 1000 rpm, the engine is first started. Carrier 133 in which the sun gear 131 of the planetary gear assembly 130, which is interlocked with the 110, rotates at 1000 rpm, and the plurality of planetary gears 132 are disposed in association with the rotation of the sun gear 131. ) Will also rotate.

선기어(131)와 링기어(134)의 기어비가 1:3일 때, 링기어(134)가 정지 상태의 선기어(131)와 캐리어(133)의 회전비는 4:1이므로, 1000rpm으로 회전하는 선기어(131)에 대하여 캐리어(133)는 250rpm으로 회전하게 된다.When the gear ratio of the sun gear 131 and the ring gear 134 is 1: 3, the rotation gear ratio of the sun gear 131 and the carrier 133 in which the ring gear 134 is stationary is 4: 1, so the sun gear rotates at 1000 rpm. The carrier 133 rotates at 250 rpm with respect to 131.

이러한 캐리어(133)의 회전은, 유성기어(132)를 통해 링기어(134)에 전달되고, 이때의 회전력이, 정지되어 있는 차륜(140)을 회전시키기 위한 힘보다 클 경우, 차륜(140)을 구동하여 차량을 주행시킬 수 있지만, 정지되어 있는 차륜(140)을 회전시키기 위한 힘보다 작을 경우는, 링기어(134) 및 차륜(140)은 회전하지 않고 정지한 상태로 있게 된다.The rotation of the carrier 133 is transmitted to the ring gear 134 through the planetary gear 132, and when the rotational force at this time is greater than the force for rotating the stationary wheel 140, the wheel 140 Although the vehicle can be driven to drive the vehicle, the ring gear 134 and the wheel 140 remain in a stopped state without rotation when they are smaller than a force for rotating the stationary wheel 140.

또한 링기어(134)가 정지한 상태에서는 유성기어(132)가 링기어(134)를 따라 선기어(131) 주위로 회전하게 되고, 복수개의 유성기어(132)가 배치된 캐리어(133)는 선기어(131)의 축을 중심으로 회전하게 된다.In addition, when the ring gear 134 is stopped, the planetary gear 132 rotates around the sun gear 131 along the ring gear 134, and the carrier 133 in which the plurality of planetary gears 132 are disposed is a sun gear. It rotates about the axis of 131.

즉 이러한 상태는, 엔진(110)은 1000rpm으로 일정하게 회전하지만, 차륜(140)은 정지하고 있는 아이들링(공회전) 상태로서, 기존의 클러치 없이도, 이러한 아이들링 상태를 유지할 수 있다.That is, in this state, the engine 110 constantly rotates at 1000 rpm, but the wheel 140 is in an idling (idle) state in which it is stopped, and this idling state can be maintained without a conventional clutch.

따라서, 엔진(110)의 1단계 회전수 1000rpm은 상기와 같은 아이들링(공회전) 상태를 유지할 수 있도록 설정된 것으로, 차량의 무게 등, 차량이 정지한 상태에서 차륜(140)에 걸리는 하중을 감안하여 설계변경될 수 있다. 또한 이러한 차량의 아이들링 상태에서 캐리어(133)의 회전은 구동기어(121)를 통해 전기모터(120)에 전달되는 것으로, 캐리어(133)와 구동기어(121)의 회전비를 1:3으로 설정하게 되면, 전기모터(120)의 회전수는 750rpm이 되므로, 전기모터(120)를 특성에 적합하고 회전효율을 높일 수 있는 회전수로 회전시킬 수 있게 된다.Accordingly, the one-stage rotation speed 1000 rpm of the engine 110 is set to maintain the idling (idle idling) state as described above, and is designed in consideration of the load applied to the wheel 140 while the vehicle is stopped, such as the weight of the vehicle. can be changed. In addition, the rotation of the carrier 133 is transmitted to the electric motor 120 through the drive gear 121 in the idling state of the vehicle, so that the rotation ratio of the carrier 133 and the drive gear 121 is set to 1: 3. When the rotational speed of the electric motor 120 is 750 rpm, the electric motor 120 can be rotated at a rotational speed suitable for the characteristics and to increase the rotational efficiency.

이어서, 상기한 아이들링 상태에서 운전자가 가속페달(160)을 밟아 전기모터(120)의 회전수를 증가시키게 되면, 이와 연동하는 캐리어(133)의 회전이 가속되어 링기어(134)에 작용하는 유성기어(132)의 회전력을 증가시키게 되므로, 증가된 회전력이 차륜(140)을 회전시키기 위한 힘보다 크게 되면, 링기어(134)와 이에 연동하는 차륜(140)을 회전시켜 차량을 전진 주행시킬 수 있게 된다.Subsequently, when the driver steps on the accelerator pedal 160 to increase the rotational speed of the electric motor 120, the rotation of the carrier 133 linked thereto is accelerated to act on the ring gear 134. Since the rotational force of the gear 132 is increased, when the increased rotational force is greater than the force for rotating the wheels 140, the ring gear 134 and the wheels 140 interlocking with the wheels 134 may be rotated to move the vehicle forward. Will be.

가속페달(160)의 조작 정도에 따라 모터콘트롤러(180)에 의해 전기모터(120)의 회전수가 제어되므로, 차량의 주행속도를 변속시킬 수 있게 되며, 전기모터(120)의 회전수를 최대 4500rpm까지 설정하여 캐리어(133)의 회전수를 선기어(131)의 회전수보다 높게 가속시키면 오버드라이브를 구현할 수 있다.Since the rotation speed of the electric motor 120 is controlled by the motor controller 180 according to the operation degree of the accelerator pedal 160, the driving speed of the vehicle can be changed, and the rotation speed of the electric motor 120 can be up to 4500 rpm. If the speed of the carrier 133 is set to be higher than the speed of the sun gear 131, the overdrive may be implemented.

또한, 본 발명은 차량의 주행중, 급가속이나 오르막길 또는 지면의 마찰저항이 클 때에는 차량에 큰 부하가 걸려 주행성능이 크게 저하된다. 이때에는 전자제어유닛(170)이 가속페달(160)의 조작 및 차륜의 주행 부하 정도에 대응하여 엔진(110)의 회전수를 단계적으로 제어하여 출력을 높이게 된다.In addition, according to the present invention, when the vehicle is running, when the rapid acceleration, the uphill road, or the frictional resistance of the ground is large, a large load is applied to the vehicle, and driving performance is greatly reduced. At this time, the electronic control unit 170 increases the output by controlling the rotation speed of the engine 110 in response to the operation of the accelerator pedal 160 and the driving load degree of the wheel.

즉, 엔진(110)이 1000rpm으로 회전하고 있는 상태에서 회전수를 2단계인 2000rpm으로 증가시키게 되면, 아이들링 상태에서의 전기모터(120) 회전수가 750rpm에서 1500rpm으로 증가하게 되고, 가속페달(160)을 조작하여 증가된 아이들링 회전수로부터 전기모터(120)의 회전수를 가속시킬 수 있게 되므로, 차륜(140)을 주행시키기 위한 출력도 커지게 되며, 엔진(110)의 회전수를 3000rpm으로 증가시키는 경우, 출력을 더 높게 할 수 있다.That is, when the engine 110 is rotating at 1000 rpm and the rotation speed is increased to 2000 rpm of two stages, the rotation speed of the electric motor 120 in the idling state is increased from 750 rpm to 1500 rpm, and the accelerator pedal 160. Since it is possible to accelerate the rotational speed of the electric motor 120 from the increased idling rotational speed, the output for driving the wheel 140 is also increased, increasing the rotational speed of the engine 110 to 3000rpm In this case, the output can be made higher.

이와 같이 차량을 주행시키기 위한 출력이 가속페달(160)의 조작과 차륜에 걸리는 부하에 대응하여 단계적으로 조절되므로, 차량의 등판능력, 가속성 및 최고속도의 성능을 최적으로 유지할 수 있다.In this way, since the output for driving the vehicle is adjusted step by step in response to the operation of the accelerator pedal 160 and the load on the wheels, it is possible to optimally maintain the performance of the climbing capacity, acceleration and maximum speed of the vehicle.

한편, 차량을 후진시킬 때에는, 차량이 정지한 아이들링 상태에서 구동스위치(190)를 전진모드에서 후진모드로 조작한 후, 가속페달(160)을 조작하게 되면, 모터콘트롤러(180)는 무부하 회전하고 있는 전기모터(120)의 회전수를 아이들링 회전수로부터 감속시키도록 제어하게 되고, 이로 인해 이와 연동하는 캐리어(133)가 아이들링 회전수인 750rpm보다 낮은 회전수로 감속되면, 유성기어(132)는 전진주행시와는 반대로 링기어(134)를 역회전시키게 되므로, 차륜(140)도 역회전하여 차량을 후진시킬 수 있게 된다.On the other hand, when reversing the vehicle, when the driving switch 190 is operated from the forward mode to the reverse mode in the idling state where the vehicle is stopped, and the accelerator pedal 160 is operated, the motor controller 180 rotates without load. When the rotational speed of the electric motor 120 is controlled to decelerate from the idling rotational speed, and thus the carrier 133 linked thereto is decelerated to a rotational speed lower than the idling rotational speed of 750 rpm, the planetary gear 132 is Since the ring gear 134 is reversely rotated as opposed to when driving forward, the wheel 140 may also be reversely rotated to reverse the vehicle.

도 4는 본 발명의 제2 실시예를 나타낸 것으로, 제2 실시예에 따른 차량의 무한변속 동력전달장치는, 제1 회전동력원으로서 밧데리(150)의 전력으로 구동하는 전기모터(210)를 사용한 것이고, 모터콘트롤러(180)에 의해 회전수가 단계적으로 제어되도록 한 구성 외에는 전술한 제1 실시예의 발명과 구성이 동일하다.Figure 4 shows a second embodiment of the present invention, the infinitely variable power transmission device of the vehicle according to the second embodiment, using the electric motor 210 to drive at the power of the battery 150 as a first rotational power source The invention is identical in construction to the above-described first embodiment except for the configuration in which the rotation speed is controlled stepwise by the motor controller 180.

따라서, 동일부분에 대하여 동일부호를 부여하고 상세한 구성 및 작용 설명은 생략하며, 이러한 제2 실시예의 발명에 의해서도, 전술한 제1 실시예의 구성과 동일한 작용효과를 발휘한다.Therefore, the same reference numerals are assigned to the same parts, and detailed configurations and descriptions of operations are omitted, and the invention of the second embodiment also exhibits the same effects as the configuration of the first embodiment.

또한, 도시하지는 않았지만, 제1 및 제2 회전동력원 모두 발전기를 구비한 엔진을 사용하여도 좋고, 제1 실시예의 경우와는 반대로, 제1 회전동력원은 전기모터를 사용하고, 제2 회전동력원은 발전기를 구비한 엔진을 사용하여도 좋다.In addition, although not shown, both the first and second rotational power sources may use an engine provided with a generator. In contrast to the case of the first embodiment, the first rotational power source uses an electric motor, and the second rotational power source is used. An engine equipped with a generator may be used.

지금까지 설명된 실시예는 본 발명의 바람직한 실시예를 설명한 것에 불과하고, 본 발명의 권리범위는 설명된 실시예에 한정되는 것은 아니며, 본 발명의 기술적 사상과 특허청구범위 내에서 이 분야의 당업자에 의하여 다양한 변경, 변형 또는 치환이 가능할 것이며, 그와 같은 실시예들은 본 발명의 범위에 속하는 것으로 이해되어야 한다.It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to be illustrative of the present invention and not to be construed as limiting the scope of the present invention as defined by the appended claims. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

110 : 엔진 120,210 : 전기모터
130 : 유성기어조립체 131 : 선기어
132 : 유성기어 133 : 캐리어
134 : 링기어 140 : 차륜
150 : 밧데리 160 : 가속페달
170 : 전기제어유닛 180 : 모터콘트롤러110: engine 120,210: electric motor
130: planetary gear assembly 131: sun gear
132: planetary gear 133: carrier
134: ring gear 140: wheel
150: battery 160: accelerator pedal
170: electric control unit 180: motor controller

Claims (2)

제1 회전동력원은 유성기어조립체의 선기어와 연동하도록 연결하고, 제2 회전동력원은 상기 유성기어조립체의 캐리어와 연동하도록 연결하고, 차륜은 상기 유성기어조립체의 링기어와 연동하도록 연결하여 이루어지며,
상기 제1 회전동력원은 차륜에 걸리는 부하에 대응하여 회전수가 단계적으로 변경되도록 제어되고, 상기 제2 회전동력원은 상기 제1 회전동력원의 단계적으로 변경된 회전수에 따라 아이들링(공회전) 회전수가 변경되고, 상기 제2 회전동력원의 회전수를 아이들링 회전수로부터 가속 또는 감속시키는 것에 의해 상기 링기어와 연결된 차륜을 정,역방향으로 회전시키도록 된 것을 특징으로 하는 차량의 무한변속 동력전달장치.The first rotational power source is connected to interlock with the sun gear of the planetary gear assembly, the second rotational power source is connected to interlock with the carrier of the planetary gear assembly, the wheel is made to be connected to interlock with the ring gear of the planetary gear assembly,
The first rotational power source is controlled so that the rotational speed is changed in stages in response to the load applied to the wheel, the second rotational power source is changed in idling (idling) rotational speed in accordance with the stepped rotational speed of the first rotational power source, And a wheel connected to the ring gear in a forward and reverse direction by accelerating or decelerating the rotational speed of the second rotational power source from the idling rotational speed. 제 1 항에 있어서, 상기 제1 및 제2 회전동력원은 발전기가 구비된 엔진 또는 전기모터인 것을 특징으로 하는 차량의 무한변속 동력전달장치.The infinitely variable power transmission apparatus of claim 1, wherein the first and second rotational power sources are an engine or an electric motor provided with a generator.
KR1020120039208A 2012-04-16 2012-04-16 Power Transmission Device for Infinitely Variable Transmission of Vehicle KR101339188B1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR19980077935A (en) * 1997-04-24 1998-11-16 김영귀 Drive of hybrid electric vehicle
JP2007100705A (en) 2000-07-11 2007-04-19 Aisin Aw Co Ltd Drive device
KR20090026590A (en) * 2007-09-10 2009-03-13 현대자동차주식회사 Four wheel drive mechanism for hybrid vehicle
KR20110083450A (en) * 2010-01-13 2011-07-20 나자열 Automatic transmission system for vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR19980077935A (en) * 1997-04-24 1998-11-16 김영귀 Drive of hybrid electric vehicle
JP2007100705A (en) 2000-07-11 2007-04-19 Aisin Aw Co Ltd Drive device
KR20090026590A (en) * 2007-09-10 2009-03-13 현대자동차주식회사 Four wheel drive mechanism for hybrid vehicle
KR20110083450A (en) * 2010-01-13 2011-07-20 나자열 Automatic transmission system for vehicle

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