KR101727213B1 - Apparatus for Transmitting Power in Electric Vehicle - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a power transmission apparatus for a train, and more particularly, to a power transmission apparatus for a train in which an engine including a battery not including a BMS and a battery are formed integrally.
A power transmission device for an engine and a battery-integrated electric train includes a fuel tank, an engine for producing kinetic energy using the fuel stored in the fuel tank, a generator for converting kinetic energy produced by the engine into electric energy, The battery includes a first battery and a second battery. The first battery stores electric energy supplied from the outside using a charging cable terminal, , And the second battery stores surplus electric energy remaining in the electric energy converted by the generator and supplied to the motor.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an engine,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a power transmission apparatus for a train, and more particularly, to a power transmission apparatus for a train in which an engine including a battery not including a BMS and a battery are formed integrally.

In recent years, the development of electric vehicles is accelerating in accordance with the green energy policy. An electric vehicle is an automobile that derives the drive energy of an automobile from electric energy, not from combustion of fossil fuel like existing automobile.

In the case of an electric vehicle, there is no exhaust gas from the automobile and noise is small. Electric vehicles have been produced before gasoline cars, but they have not been put to practical use due to problems such as heavy weight of the battery and time taken to charge the battery.

However, the electricity use efficiency is directly related to the capacity of the battery. For example, when the efficiency of electricity usage is low, the fuel efficiency is poor, so there is a problem that a large capacity battery should be used or a relatively large number of charging stations for electric charging must be installed.

In the case of an electric vehicle, it is difficult to expect a high efficiency fuel economy because the load is larger than that of an ordinary oil automobile due to mounting of a motor and a battery. Therefore, development of a small capacity high efficiency battery is urgently required to improve fuel efficiency.

Korean Patent Publication No. 2011-0115702 entitled " Driving Apparatus and Driving Method of Electric Vehicle ") discloses an electric generating engine for generating kinetic energy for electric power generation, A battery for storing electricity generated by the power generation device, and a motor driven by electric power stored in the battery, the motor being connected to a wheel of the vehicle, the electric power generating device comprising: .

Korean Unexamined Patent Publication No. 2012-0137116 (entitled "Electric Vehicle and Driving Method of Electric Vehicle") discloses a battery for supplying DC power charged by a non-insulated type charging device, a DC power source for storing and smoothing the DC power, A control unit for outputting a control signal for charging the battery or for driving a motor and for outputting a control signal for controlling a current flowing between the battery and the DC link capacitor, a control unit for outputting a control signal for controlling the current flowing between the battery and the DC link capacitor, A switching unit which is placed between the capacitors and is switched on and off in accordance with the control signal and an insulated power supply unit which is connected in parallel with the switch unit and supplies the direct current power to the direct current link capacitor in accordance with the control signal And the like.

However, as described above, in the case of an electric vehicle, due to mounting of a motor and a battery or the like, it is difficult to expect a high efficiency fuel economy because the load is larger than that of a general oil automobile. Therefore, development of a small capacity high efficiency battery is urgently required to improve fuel efficiency.

Also, as proposed in Korean Patent Laid-Open Publication No. 2011-0115702, a method of charging the battery with energy generated from a generator and driving the motor using electric energy stored in the battery when necessary is proposed.

The development of such a small-capacity, high-efficiency battery can be achieved by improving the battery itself, but also by implementing an auxiliary device for generating electricity.

A problem to be solved by the present invention is to provide a power transmission apparatus for a train which provides optimum electric energy required for driving a motor.

Another problem to be solved by the present invention is to provide a power transmission apparatus for a motor vehicle in which a motor is supplied with electric energy through at least two paths, if necessary.

Another problem to be solved by the present invention is to provide a power transmission apparatus for a train including a battery not incorporating a BMS.

A power transmission device for an engine and a battery-integrated electric train includes a fuel tank, an engine for producing kinetic energy using the fuel stored in the fuel tank, a generator for converting kinetic energy produced by the engine into electric energy, The battery includes a first battery and a second battery. The first battery stores electric energy supplied from the outside using a charging cable terminal, , And the second battery stores surplus electric energy remaining in the electric energy converted by the generator and supplied to the motor.

In the small electric vehicle according to the present invention, since the engine and the battery are integrally formed, the kinetic energy produced by the engine is not leaked but is produced as electric energy from the generator.

In addition, existing electric trains have a disadvantage in that the battery must be charged at regular intervals, and the electric traction of the conventional electric trains has a disadvantage that the battery and the charging system are expensive. However, although the operating cost of the electric vehicle using the engine proposed in the present invention is increased compared to the electric electric vehicle of the prior art, the inconvenience of charging the battery by using the external power source is solved and the running cost is reduced compared to the existing electric vehicle There are advantages.

1 is a block diagram showing the configuration of a small-sized electric motor vehicle according to an embodiment of the present invention.
2 is another block diagram showing a configuration of a small-sized electric motor vehicle according to an embodiment of the present invention.
3 illustrates a battery and a charger according to an embodiment of the present invention.
FIG. 4 illustrates a charger incorporating a BMS according to an embodiment of the present invention.
FIG. 5 illustrates a process of performing charging using a charger having a built-in BMS according to an embodiment of the present invention.
FIG. 6 is another block diagram showing a configuration of a small-sized electric train according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The foregoing and further aspects of the present invention will become more apparent from the following detailed description of preferred embodiments with reference to the accompanying drawings. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings.

1 is a block diagram showing the configuration of a miniature electric vehicle (electric vehicle) according to an embodiment of the present invention. Hereinafter, a configuration of a train according to an embodiment of the present invention will be described in detail with reference to FIG.

1, a power transmission device of a small-sized electric vehicle includes a fuel tank, an engine, a generator, a converter, a battery, an engine / motor speed control unit, a control unit, and a motor. Of course, other configurations than the above-described configuration may be included in the power transmission device of the small-sized electric vehicle proposed in the present invention.

The fuel tank 102 stores fuel therein.

The engine 104 produces kinetic energy under the control of the engine / motor speed control unit 106 using the fuel supplied from the fuel tank 102. The generator 108 converts the kinetic energy produced by the engine 104 into electric energy under the control of the engine / motor speed controller 106. The electric energy produced by the generator 108 is provided to the motor 116. Of course, in this case, the converter 110 converts the electric energy generated in the generator 108 to have a set voltage and current. The converter 110 of the present invention converts the produced electric energy to have an energy of 48V, 30A. Of course, the energy converted by the converter 110 may vary depending on the setting.

The electric energy converted in the converter 110 is supplied to the motor 116 under the control of the controller 114.

The motor 116 generates energy (kinetic energy) for driving the wheel motor using the supplied electric energy. Of course, some of the converted electrical energy in the converter 110 is supplied to the battery 112 to be charged. That is, when the magnitude of the electric energy converted in the converter 110 is larger than the electric energy required to drive the motor, the remaining electric energy is supplied to the battery 112 under the control of the control unit.

1, the engine / motor speed control unit 106 is connected to the control unit 114. The engine / motor speed control unit 106 controls the engine / motor speed control unit 106 based on the speed control command of the motor 116, 108) and the magnitude of the rotational energy produced by the motor. Of course, the engine / motor speed control unit 106 may directly control the magnitude of the rotational energy produced by the motor 116, or may control it using the control unit 114. [ That is, as shown in FIG. 1, the controller 114 controls the motor 116 according to a control command received from the engine / motor speed controller 106.

In addition, the control unit 414 of the present invention grasps the voltage charged in the battery in real time. The control unit 414 cuts off the supply of the voltage from the battery when the voltage charged in the battery is equal to or lower than the set voltage. As described above, the battery of the present invention does not incorporate a separate BMS therein, but uses the control unit 414 to control whether the battery is discharged.

The present invention uses the fuel stored in the fuel tank to produce kinetic energy in the engine, and the kinetic energy produced is converted into electrical energy by the generator. The motor uses the electric energy converted from the generator to produce kinetic energy for rotating the wheel. Also, surplus electric energy among the electric energy produced by the generator is charged to the battery.

The battery stores (charges) surplus electric energy among the electric energy produced by the generator and supplies the electric energy of the charged battery to the motor when a lot of electricity is needed depending on the environment. The battery 412 does not have a BMS therein. The BMS will be described later.

2 is a block diagram showing a configuration of a small electric vehicle including a generator according to an embodiment of the present invention. Hereinafter, a generator according to an embodiment of the present invention will be described in detail with reference to FIG.

Referring to Fig. 2, a train including a generator includes an engine, a generator, a converter, a battery, a control unit, and a motor, as shown in Fig. Of course, other configurations than those described above may be included in the electric vehicle proposed in the present invention.

The engine 104 uses the fuel supplied from the fuel tank to produce kinetic energy. The generator 108 converts the kinetic energy produced by the engine 104 into electrical energy. The electric energy produced by the generator 108 is provided to the converter 110. The converter 110 converts the supplied electric energy to have an energy of 48V, 30A. Of course, the energy converted by the converter 110 may vary depending on the setting.

The electric energy converted in the converter 110 is supplied to the motor 116 under the control of the controller 1140. [

The motor 116 generates energy (kinetic energy) for driving the wheel motor using the supplied electric energy. Of course, some of the converted electrical energy in the converter 110 is supplied to the battery 112 to be charged. That is, when the electric energy converted in the converter 110 is larger than the electric energy required to drive the motor 116, the remaining electric energy is supplied to the battery 112 under the control of the controller 114. In this way, the controller 114 charges the battery 112 with surplus electric energy, excluding electric energy required for driving the motor 116, from the electric energy converted by the converter 108. [ The electric energy to be charged into the battery 112 installed in the system is 20A, and the capacity of the battery may be different depending on specifications of the product.

In particular, the present invention uses electrical energy stored in the battery 112 as auxiliary energy, not as main energy. Therefore, the electric energy supplied from the battery 112 to the motor 116 can be set to be relatively low as compared with the electric energy produced by the converter 110 and supplied to the motor 116. In this way, the electric energy stored in the battery 112 stores electric energy greater than the set electric energy. Of course, if additional electrical energy is needed by the motor 116, the amount of fuel supplied to the engine from the fuel tank is increased to produce more kinetic energy in the engine 104. That is, the engine / motor speed control unit 106 increases the amount of fuel supplied to the engine 104 when the electric energy required by the motor 116 increases, so as to produce more kinetic energy in the engine. To this end, the engine / motor speed control unit 106 communicates with the control unit 114, thereby controlling the engine to produce energy corresponding to the electric energy required by the motor 116.

Of course, the engine 104 produces the set kinetic energy even when the electric energy required by the motor 116 is equal to or lower than the set electric energy. That is, the engine always produces a constant kinetic energy to produce not only the electric energy required by the motor but also the electric energy to be stored in the battery. However, if there is no room in the battery to store electrical energy, the engine produces only the electrical energy required by the motor. By doing so, the battery keeps its own energy at all times and automatically stores (charges) when the battery capacity is reduced.

In addition, the present invention proposes a method of manufacturing an engine and a generator integrally. That is, a conventional electric vehicle has a structure in which an engine and a generator are separated from each other. In contrast to this, the present invention proposes a method of manufacturing an integrated electric vehicle in which an engine and a generator are integrally formed. Thus, by making the engine and the generator integrally formed, the kinetic energy generated in the engine is not leaked but converted from the generator to the electric energy, and the space can be efficiently used.

Further, the present invention stops supply of the electric energy stored in the battery to the motor when the electric energy stored in the battery reaches the set electric energy, instead of supplying all the electric energy stored in the battery to the motor.

2, the engine / motor speed control unit is connected to the engine, and the control unit is connected to the converter. That is, the engine / motor speed control unit is connected to the engine to regulate the electric energy produced by the engine, and the control unit is connected to the converter to control some of the converted electric energy from the converter to be supplied to the motor. . For this purpose, the engine / speed control unit and the control unit transmit / receive related information through real time communication.

In addition, the control unit monitors the electric energy stored in the battery in real time, and monitors the amount of electric energy stored in the battery in real time when the motor is driven using electric energy stored in the battery.

And sets a first threshold value and a second threshold value with respect to electric energy charged in the battery. The first threshold value is a relatively higher value than the second threshold value. When the electric energy charged in the battery reaches the first threshold value, not only the electric energy requested from the motor is supplied but only a certain amount of electric energy is supplied to the motor. That is, if all of the electric energy requested from the motor is supplied after the first threshold value is reached, electric energy can not be supplied if electric energy is needed later. Therefore, the present invention supplies only some electric energy among the electric energy requested from the motor to the motor when the electric energy stored in the battery reaches the first threshold value. Further, when the electric energy stored in the battery reaches the second threshold value, the supply of electric energy to the motor is stopped.

In addition, the electric energy stored in the battery can be supplied to the motor in various ways. That is, when the electric energy stored in the battery reaches the first threshold, when the motor requests more electric energy than previously requested electric energy, the battery provides the electric energy requested by the motor to the motor. That is, when the electric energy stored in the battery reaches the first threshold value, the battery supplies only some electric energy among the electric energy requested from the motor to the motor. However, in this situation, when the motor requests more electrical energy than the previously requested electric energy (ie, when the electric energy is relatively high, such as when the motor starts up or goes uphill, etc.) to provide.

3 illustrates a battery and a charger according to an embodiment of the present invention. Hereinafter, a structure of a battery and a charger according to an embodiment of the present invention will be described in detail with reference to FIG.

Referring to FIG. 3, the BMS 320 is not built in a battery but is built in a charger. That is, in the present invention, the battery includes a cell, and a battery management system (BMS) for managing the charging of the battery is embedded in the charger.

When the battery is supplied with electric energy from the outside, the electric energy supplied under the control of the BMS 320 is charged. However, when the electric energy charged in the battery is discharged, the discharge is performed without controlling the BMS. In accordance with the present invention, an electric vehicle provides electric energy charged in a battery to a motor controller and a motor, and the electric motor drives the electric energy using the supplied electric energy. However, the motor controller stops supplying the electric energy stored in the battery when the electric energy stored (charged) in the battery is less than the set value. That is, when the battery is completely discharged, the corresponding battery can not be used. Therefore, the motor controller stops supplying the electric energy when the electric energy stored in the battery is less than the set value. To this end, a motor controller (not shown) is included between the battery and the motor.

The motor controller measures the current value of the electric energy supplied from the battery, and stops the supply of the electric energy from the battery to the driving motor when the measured current value is less than the set value. As described above, in the case of charging electric energy with a battery, the electric energy is charged via the BMS formed in the charging device. However, when electric energy charged in the battery is discharged, the electric energy Lt; / RTI >

As described above, although the BMS is involved in the charging and discharging processes of the conventional battery, the present invention has an advantage that the probability of failure of the BMS is reduced by involving the BMS only when the battery is charged with electric energy.

In addition, when the existing BMS fails, the electric energy charged in the battery can not be efficiently used. However, the present invention does not use a separate BMS during discharging, So that the electric energy charged in the battery can be efficiently used.

A battery cell for an electric vehicle has a relatively high capacity and voltage, and a large number of battery cells are combined to form one battery module. An electric vehicle employs one or two battery modules, which ultimately consists of hundreds or thousands of cells. Therefore, the BMS must be used to manage hundreds or thousands of cells, and the present invention mounts the BMS on the charger.

BMS manages a single cell, a battery module, and a battery pack, and consists of several types of actuators, sensors, control devices, and connecting wires.

The input signals of BMS are ① main current and main voltage measured by main circuit current sensor and voltage sensor ② cell temperature measured by temperature sensor, battery external temperature and battery coolant inlet and outlet temperature ③ accelerator pedal and brake pedal sensor Measured analog signal ④ Start switch and digital signal transmitted from charge enable / disable switch.

The BMS output signal and its role first control the cooling and heating by operating a thermal management module such as a fan and an electric heater and operate a balance module such as a capacitor, a switch and a loss resistor to maintain parallelism of the battery, Maintain battery voltage safety through operation of battery module contacts.

In addition, the BMS instructs charging by a digital signal, alerts the coupling, and controls and manages the communication module, the internal power supply module, the time indication module, and the charging system.

The battery management system improves mileage and stability by optimizing electric car battery control. The functions of the battery management system can be roughly classified into two types. (SOC) control technology that determines the state of each battery and operates at the optimum efficiency point, and a heat management control technology that can uniformly cool the weak battery even when the temperature is weak.

The thermal management control technology monitors the voltage, current and temperature of the system and maintains it in an optimum condition, and can take alarm and advance safety precautions for safe operation of the system. In addition, overcharge and overdischarge of the battery are suppressed to uniformly control the voltage between the cells, thereby prolonging the energy efficiency and the life of the battery. It is possible to save the alarm history status and to preserve the data and to diagnose the system through external diagnosis system or monitoring PC.

The technology of controlling the charge state is realized by the cell balance which keeps all the cells always in an equally charged state. Furthermore, the battery management system comprehensively analyzes various change factors, predicts the remaining travelable distance, and provides the information to an upper electronic control unit (ECU).

The software that supports the functions of the battery management system includes measuring algorithms for voltage, current and temperature, state of charge calculation (SOC), state of charge (SOH) Health estimation, cell balancing algorithm, thermal management, diagnostic algorithm, protection algorithm and communication with vehicle.

Hereinafter, a method of predicting the battery state among functions of the BMS will be described.

The battery state refers to the correlation between SOC, SOH and SOF, and in particular, SOH is determined by the expected service life and the output of the fault diagnosis result. The SOF is determined in consideration of the influence of the aging effect, the range of the SOC, the temperature range and the defect level.

SOC refers to the ratio of the amount of charge remaining in the battery (chargeable amount) to the total charge amount (battery capacity) when the battery is charged under the standard state. The unit of SOC is expressed in%, where 100% is the maximum charge state and 0% is the maximum discharge state. In the case of one battery cell, it is clear as described above, but in the case of a battery module or a battery pack composed of a plurality of battery cells, it becomes somewhat complicated. If a plurality of cells are connected in parallel, they are regarded as one large capacity cell. In case of connecting in series, an equilibrating device for maintaining the state and capacity of each cell should be additionally considered. The method of predicting the SOC of a battery includes a current integration method (a method using time integration of a current), an internal resistance measurement method of estimating the SOC by measuring the internal physical characteristics of the battery, a method of finding a function related to input / And current starch method.

The SOH compares the current state of the battery based on the ideal state of the battery and displays the value as a percentage. SOH is derived from capacitance and initial resistance, or derived from AC impedance, self-discharge rate and power density.

[Equation 1]

C (t): Capacity at time t

C _E: Final capacity

C _R : Initial capacity

&Quot; (2) "

SOF indicates how well the battery performance meets the actual requirements while using the battery and is determined by the SOC, SOH, operating temperature and charge / discharge history.

FIG. 4 illustrates a charger incorporating a BMS according to an embodiment of the present invention. Hereinafter, a charger having a built-in BMS according to an embodiment of the present invention will be described in detail with reference to FIG.

Referring to FIG. 4, the charger 300 forms a plurality of charging cable terminals 310. The number of charging cable terminals 310 formed in the charger 300 is related to the number of cells constituting the battery. That is, the number of cells constituting the battery is proportional to the number of the charging cable terminals 310 formed in the charger.

For example, when the number of cells constituting the battery is 13, the number of the charging cable terminals 310 includes at least 27. That is, one terminal is connected to the (+) terminal and the (-) terminal of each cell, and one terminal is grounded. The number of the charging cable terminals 310 constituting the charger constituting the present invention is related to the number of cells constituting the battery.

As described above, according to the present invention, the charging time can be remarkably reduced compared with the conventional case by forming the BMS on the charger instead of forming the battery on the battery.

FIG. 5 illustrates a process of performing charging using a charger having a built-in BMS according to an embodiment of the present invention. Hereinafter, a process of performing charging using a charger having a built-in BMS will be described in detail with reference to FIG.

In step S500, the charger connects the charging cable terminal of the charger to each cell of the battery for charging the battery. As described above, the number of charging cable terminals of the charger is related to the number of cells of the battery.

In step S510, the BMS of the charger measures the voltage of each cell. That is, the voltage of each cell is measured by using the charging cable terminal formed on the charger.

In step S520, the charger checks whether the voltage of each cell is within the set range. The charger performs charging when the voltage of each cell is within the set range.

In step S530, the charger performs charging for a cell having a relatively low voltage so that a difference in voltage of each cell can be included within a set range if the difference in voltage of each cell is not within the set range.

In step S540, the charger performs charging of each cell when the voltage of each cell is within the set range. As described above, according to the present invention, a cell having a relatively low voltage is charged first so that the voltage of each cell can maintain the same voltage, and then all cells are charged if the voltages of the cells have the same voltage.

In addition, the charger may include a display window 330, and may display the voltage or abnormality of each cell. The user can check the abnormality of each cell using the information displayed on the display window 330 and replace the cell if necessary. By replacing only the cell in which the abnormality has occurred as described above, the replacement cost of the battery can be reduced.

That is, when an abnormality occurs in the battery, the entire battery is replaced without replacing only the corresponding cell. That is, it is possible to know whether or not an abnormality has occurred in a certain cell constituting the battery, and the entire battery is replaced without replacing the cell constituting the battery.

In the conventional BMS, when any one of the cells constituting the battery is abnormal, it is determined that an abnormality has occurred in the entire battery. However, according to the present invention, It is possible to judge whether or not an abnormality exists in units of cells by judging whether there is an abnormality.

6 is a block diagram showing a configuration of a small electric vehicle (electric vehicle) according to an embodiment of the present invention. Hereinafter, the configuration of a train according to an embodiment of the present invention will be described in detail with reference to FIG.

According to Fig. 6, the power transmission device of the small-sized electric vehicle includes a fuel tank, an engine, a generator, a converter, a battery, an engine / motor speed controller, a controller and a motor. The battery includes a first battery and a second battery. Of course, other configurations than the above-described configuration may be included in the power transmission device of the small-sized electric vehicle proposed in the present invention.

The fuel tank 102 stores fuel therein.

The engine 104 produces kinetic energy under the control of the engine / motor speed control unit 106 using the fuel supplied from the fuel tank 102. The generator 108 converts the kinetic energy produced by the engine 104 into electric energy under the control of the engine / motor speed controller 106. The electric energy produced by the generator 108 is provided to the motor 116. Of course, in this case, the converter 110 converts the electric energy generated in the generator 108 to have a set voltage and current. The converter 110 of the present invention converts the produced electric energy to have an energy of 48V, 30A. Of course, the energy converted by the converter 110 may vary depending on the setting.

The electric energy converted in the converter 110 is supplied to the motor 116 under the control of the controller 114.

The motor 116 generates energy (kinetic energy) for driving the wheel motor using the supplied electric energy. Of course, some energy of the electric energy converted in the converter 110 is supplied to the second battery 112-2 to be charged. That is, when the magnitude of the electric energy converted in the converter 110 is larger than the electric energy required to drive the motor, the remaining electric energy is supplied to the second battery 112-2 under the control of the control unit.

1, the engine / motor speed control unit 106 is connected to the control unit 114. The engine / motor speed control unit 106 controls the engine / motor speed control unit 106 based on the speed control command of the motor 116, 108) and the magnitude of the rotational energy produced by the motor. Of course, the engine / motor speed control unit 106 may directly control the magnitude of the rotational energy produced by the motor 116, or may control it using the control unit 114. [ That is, as shown in FIG. 1, the controller 114 controls the motor 116 according to a control command received from the engine / motor speed controller 106.

In addition, the controller 114 of the present invention grasps the voltage charged in the battery 112 in real time. The controller 114 cuts off the supply of the voltage from the battery 112 when the voltage charged in the battery 112 is lower than the set voltage. As described above, the battery of the present invention does not have a built-in BMS, but controls the discharge of the battery using the controller 114. [

The present invention uses the fuel stored in the fuel tank to produce kinetic energy in the engine, and the kinetic energy produced is converted into electrical energy by the generator. The motor uses the electric energy converted from the generator to produce kinetic energy for rotating the wheel. Also, surplus electric energy among the electric energy produced by the generator is charged in the second battery.

The first battery 112-1 charges the electric energy supplied from the outside and the second battery 112-2 stores (charges) the surplus electric energy among the electric energy produced by the generator. The electric energy of the charged battery is supplied to the motor.

When the electric energy stored in the battery is required, the controller 114 first uses the electric energy stored in the second battery 112-2. When the electric energy stored in the second battery reaches the set value, 2 electric energy stored in the battery 112-2 is used. As described above, the present invention first uses the electrical energy of the second battery 112-2 stored in the engine.

As described above, the present invention separates a battery that receives electric energy from the outside and a battery that stores electric energy produced by an internal engine, thereby facilitating battery replacement. That is, the present invention in which the second battery is relatively charged and discharged with relatively high electric energy and the first battery which is not charged and discharged relatively with electric energy is designed to facilitate the replacement of the second battery.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the scope of the present invention .

102: fuel tank 104: engine
106: engine / motor speed control unit 108: generator
110: converter 112: battery
114: control unit 116: motor
112-1: first battery 112-2: second battery
300: Charger 310: Charging cable terminal
320: BMS 330: display window

Claims (4)

Fuel tank;
An engine for producing kinetic energy using the fuel stored in the fuel tank;
A generator for converting kinetic energy produced by the engine into electric energy;
A motor directly receiving the converted electric energy from the generator or receiving electric energy stored in the battery;
The battery includes a first battery and a second battery,
The first battery stores electric energy supplied from the outside using a charging cable terminal,
The second battery stores excess electrical energy remaining in the electric energy converted by the generator and supplied to the motor,
Wherein when the voltage of the electric energy stored in the first battery or the second battery is equal to or less than a predetermined voltage, the supply of electric energy to the motor is interrupted in the first battery or the second battery, A control unit for controlling the motor to supply electric energy stored in the first battery in priority to electric energy stored in the first battery;
And an engine / motor speed control unit for controlling the magnitude of rotational energy produced by the motor according to a control command received from the outside,
Wherein the control unit controls the amount of fuel supplied to the engine from the fuel tank so that the electric energy converted from the generator is larger than the electric energy supplied from the second battery, / Motor speed control unit,
When the electric energy stored in the battery reaches a first threshold value and the electric energy requested by the motor is not more than the previous one, the electric motor provides a part of the electric energy requested by the motor to the motor,
Wherein when the electric energy stored in the battery reaches a first threshold value and the motor requests more electric energy than before, the motor provides the electric energy requested by the motor to the motor. Device.
The method according to claim 1,
A battery management system (BMS), the BMS controls a voltage stored in the first battery,
At least two charging cable terminals connected to the battery at one side thereof, the number of the charging cable terminals including a charger associated with the number of cells constituting the battery,
Wherein when the number of cells of the battery is n (n: natural number), the number of the charging cable terminals is greater than 2n + 1.
delete Wherein the BMS includes at least two charging cable terminals connected to the first battery at one side and the number of the charging cable terminals is at least one of The BMS is related to the number of cells constituting the first battery. The BMS includes a state of charge (SOC) which is the remaining charge in the first battery with respect to the total charge amount, a life expectancy (SOH), wherein the SOH is calculated by the following equation;
An engine connected to the fuel tank and producing kinetic energy using the fuel stored in the fuel tank;
A generator for converting kinetic energy produced by the engine into electric energy;
A motor directly receiving the converted electric energy from the generator, or receiving electric energy stored in the first battery or the second battery;
A converter that provides excess electrical energy remaining to be supplied to the motor among the converted electrical energy from the generator;
A first battery for storing electric energy supplied from the charger;
A second battery connected to the converter, for storing surplus electrical energy provided from the converter;
Wherein when the voltage of the electric energy stored in the first battery or the second battery is equal to or less than a set voltage, the supply of electric energy to the motor is interrupted in the first battery or the second battery, A control unit for controlling the motor to supply electric energy stored in the first battery in priority to electric energy stored in the first battery;
And an engine / motor speed control unit for controlling the magnitude of rotational energy produced by the motor according to a control command received from the outside,
Wherein the control unit controls the amount of fuel supplied to the engine from the fuel tank so that the electric energy converted by the generator is greater than the electric energy supplied from the second battery, / Motor speed control unit,
When the electric energy stored in the battery reaches a first threshold value and the electric energy requested by the motor is not more than the previous one, the electric motor provides a part of the electric energy requested by the motor to the motor,
Wherein when the electric energy stored in the battery reaches a first threshold value and the motor requests more electric energy than before, the motor provides the electric energy requested by the motor to the motor. Device.
[Mathematical Expression]

C (t): Capacity at time t
C _E : Final capacity
C _R : Initial capacity

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