KR101985144B1 - Drive auxiliary device for electric motor of electric vehicle - Google Patents

Abstract

The present invention relates to a driving aid for an electric motor of an electric vehicle, which assists in rotation of an electric motor when an electric vehicle starts a stopped state or accelerates in a stoppage state such that the electric motor is switched from the stopped state to a rotary state, to generate the starting torque, thereby extending the life of a battery while reducing the load generated in the battery by lowering the starting current applied from the battery. The driving aid comprises: the electric motor for generating a driving force by rotating a rotary shaft installed in the inside in response to application of current; and a power assist unit which is provided in rear of the electric motor, assisting in the rotation by transmitting a rotational force to the rotary shaft when the rotary shaft is rotated by the current applied while the electric motor is stopped, and selectively transmitting the rotational force to the electric motor to block the rotational force when the rotary shaft generates a predetermined rotational force after the current is applied to the electric motor. The power assist unit includes: compressed air inflow hoses for allowing compressed air to be introduced into the inside or discharged to the outside; an auxiliary power generating unit having the compressed air inflow hoses and generating the rotational force through the air pressure of the compressed air introduced from the compressed air inflow hoses into the inside; and a clutch unit which is interposed between the electric motor and the auxiliary power generating unit to selectively transmit the rotational force of the auxiliary power generating unit to the rotary shaft of the electric motor.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a driving auxiliary device for an electric motor,

In the present invention, when the electric motor generating the driving force of the electric vehicle is rotated and driven, the auxiliary torque is transmitted to the electric motor, thereby reducing the load on the battery of the electric vehicle when the electric motor is driven. To a drive assisting device for an electric motor of an electric vehicle.

In recent years, there has been a growing demand for eco-friendly devices due to the strengthening of global environmental regulations and the reduction of energy costs. For example, there is an automobile which is a device for mobility of people in the area of daily living. An automobile is a device that generates power through a prime mover and moves. At this time, the prime mover generates fuels such as gasoline, light oil and kerosene to generate driving force, and exhaust gas is generated in the course of burning the fossil fuel.

These exhaust gases contain nitrogen oxide, water vapor, and carbon dioxide, as well as carbon monoxide, hydrocarbons and nitrogen oxides. Here, when carbon monoxide enters the human body, it binds to hemoglobin in the blood and inhibits oxygen transport, resulting in gas intoxication such as headache and dizziness. When the carbon monoxide level reaches 60% or more, it causes death It is harmful bath gas. Hydrocarbons and nitrogen oxides are emitted from automobiles and then exposed to the atmosphere to cause photochemical reaction to form smog. Such smog causes a great deal of damage to the photosynthetic plant system such as trees and plants.

Accordingly, in order to protect the environment, a soot filter device capable of reducing the exhaust gas of automobiles has been developed and installed in automobiles. However, the smoke filtering apparatus reduces the harmful amount of the exhaust gas discharged from the automobile, and is not a device for preventing the generation of exhaust gas. That is, even if a smoke filtering device is installed in an automobile, exhaust gas continues to be generated from the automobile, which causes the environment to be continuously polluted.

Therefore, there is an increasing demand for electric vehicles that use environmentally friendly electricity as an energy source instead of using fossil fuels such as gasoline, diesel, and kerosene as energy sources. In the United States and Europe, It is mandatory to supply electric vehicles. In addition, interest and research on green cars (green cars) are being actively pursued in Korea as part of low carbon green growth.

The electric vehicle is equipped with an electric motor 10 for converting electric energy into kinetic energy, and a battery for supplying electric energy to the electric motor 10 is installed. That is, the electric vehicle supplies the electric energy charged in the battery to the electric motor 10 to generate kinetic energy from the electric motor 10 to rotate the wheel.

On the other hand, in the case of the apparatus for rotating and driving according to the application of current, like the electric motor 10, a large amount of energy is instantaneously consumed in the process of switching from the stopped state to the rotated state. For example, assuming that the amount of electric energy required to rotate the electric motor 10 is 1, the electric motor 10 must be supplied with electric energy when the electric motor 10 is switched from the stopped state to the rotated state, . Such a force required for switching the motion state is referred to as an " starting torque ", and an amount of electric energy required for the starting torque varies depending on the type of the electric motor 10.

At this time, a large amount of current is applied to generate the starting torque of the electric motor 10 in the process of switching from the stopped state to the rotating state, and the electric current is referred to as a starting current. That is, the starting electric current for generating the starting torque is applied to the electric motor 10, and when the electric motor 10 rotates, the electric motor 10 is rotated by the rotating inertial force and the electric current, The amount of current for rotating the driving shaft 10 is reduced. Here, when the amount of current required by the electric motor 10 in the rotational drive state is referred to as a rated current.

In general, the starting current requires 6 to 10 times the rated current. Accordingly, the electric motor 10 is provided with devices for reducing stress and damage to the electric motor 10 when a starting current is applied and a starting torque is generated. However, from the viewpoint of the electric motor 10, a starting current is required at the time of driving, but from the viewpoint of an apparatus for supplying electric current to the electric motor 10, a large amount of current is instantaneously discharged to drive the electric motor 10 do. That is, the current supply device instantaneously emits a large amount of energy, so that a load is generated, which causes a malfunction and a service life of the current supply device to be shortened.

As described above, in order to drive the electric motor 10, a starting torque must be generated, and in the current supplying apparatus, a starting current capable of generating a starting torque is instantaneously supplied. That is, when the electric vehicle turns on or starts, it is necessary to generate a starting torque for switching the electric motor 10 installed in the electric vehicle to the rotating state, and a starting current for generating a starting torque in the battery And the battery is overloaded. At this time, in the case of the electric vehicle, since the stop and start are irregular, the starting current is irregular and repeatedly applied from the battery, so that the battery is repeatedly loaded. This shortens the battery life of the electric vehicle.

In the case of an electric vehicle, battery management is most important because it is driven only by electric energy charged in the battery. Accordingly, a battery for an electric vehicle capable of charging a large amount of electric energy as well as a control system for efficiently managing the battery is being developed.

However, such an electric vehicle battery can store the starting current applied to the electric motor 10 and the amount of current enough to supply the rated current applied in the driving state when the electric vehicle starts from the stopped state, If the battery is discharged, the load on the battery can not be reduced. That is, it efficiently manages the electric energy charged in the battery, efficiently manages the current discharged from the battery so that it can be used without recharging the electric energy for a long time, and increases the capacity of the battery to store a large amount of electric energy at one time However, no device has been developed to extend the life of the battery by reducing the load on the battery.

Accordingly, it is necessary to develop a device that can extend the practical life of the battery by reducing the load on the battery as well as the battery of the electric vehicle.

In order to solve the above problems, it is an object of the present invention to provide an electric motor that assists rotation of an electric motor when an electric motor starts or stops in an idle state, The present invention also provides a driving assisting device for an electric motor of an electric vehicle, which is capable of extending the service life of the battery while reducing the load generated in the battery by lowering the starting current required by the electric motor by generating the starting torque.

According to an aspect of the present invention, there is provided a driving assisting apparatus for an electric motor of an electric vehicle, comprising: an electric motor for generating a driving force by rotating a rotating shaft installed in the electric motor, When the electric motor is stopped and a current is applied to rotate the rotation shaft, a rotation force is transmitted to the rotation shaft to assist rotation, and when the rotation shaft generates a constant rotation force after a current is applied to the electric motor And a power auxiliary portion that selectively transmits a rotational force to the electric motor so as to block the rotational force transmitted to the rotary shaft, wherein the power assist portion includes a compressed air inlet hose into which compressed air flows into the inside, And the air pressure of the compressed air flowing in from the compressed air inflow hose to the inside And a clutch unit interposed between the electric motor and the auxiliary power generating unit for selectively transmitting the rotational force of the auxiliary power generating unit to the rotating shaft of the electric motor.

The auxiliary power generating unit may include a second blade installation groove formed in the other side of the first blade installation groove through which the compressed air introduced from the compressed air introduction hose is inserted into the first blade installation groove formed in the first side, A blade housing having a first blade installation groove and a second blade installation groove communicated with each other so as to communicate with the first blade installation groove and the second blade installation groove, A first rotary shaft rotatable by the compressed air introduced from the inflow hose to generate rotational force, a first rotary shaft having one side coupled to the rotational center of the first blade and rotating together with the first blade, And the compressed air introduced from the compressed air inflow hose is rotatably coupled to the second blade installation groove A second blade which rotates by the compressed air introduced from the compressed air transfer hole to generate a rotational force when the first blade flows into the second blade installation groove along the compressed air transfer hole after rotating the first blade, And a second rotation shaft coupled to the center of rotation of the second blade and rotating together with the second blade.

The auxiliary power generating unit may further include an on-off valve installed on the compressed air inflow hose and selectively opening or closing the compressed air into the first blade installation groove of the blade housing.

The power assist unit further includes a power transmitting unit provided between the auxiliary power generating unit and the clutch unit. The power transmitting unit includes a gear housing coupled to the front of the blade housing, And a second main shaft which is coupled to the other side of the second rotation shaft to rotate together with the second rotation shaft in the gear housing, A driven gear which is provided to be meshed with the first and second main gears in the gear housing and rotates by receiving the rotational force of each of the first and second main gears, And a driven shaft rotatably coupled to the center of rotation of the driven gear so as to rotate together with the driven gear, the other end projecting forwardly of the gear housing And that is characterized.

The clutch unit may include a stator fixed to the front of the gear housing and having a ring-shaped clutch coil magnetized in accordance with the application of a current, and a stator disposed in front of the stator, A rotating shaft rotatably mounted on a rotating shaft of the electric motor so as to rotate together with a rotating shaft of the electric motor, A rotary flange spaced apart from a front surface of the rotor, and a rear flange provided on the rear surface of the rotary flange so as to be movable forward and backward. When a current is applied to the clutch coil, the rotary flange contacts the friction member of the rotary rotor, And a clutch operating member which is provided between the rotating flange and the clutch operating member, And a spring for elastically supporting the base clutch actuating member.

The clutch portion includes a circular clutch plate that is coupled to the other side of the driven rotary shaft so as to rotate together with the driven rotary shaft, and a clutch plate that is separated from the clutch plate and is provided in front of the clutch plate, The clutch housing having a clutch friction member on its inner circumferential surface, the clutch housing comprising: a clutch housing rotatably mounted on the clutch housing, the clutch housing rotatably supported on the clutch housing, A plurality of clutch plates that are spaced apart from each other in a radially outward direction of the clutch plate when the clutch plate rotates and contact the clutch friction member after the clutch plate is close to the inner circumferential surface of the clutch housing to transmit the rotational force of the clutch plate to the clutch housing; And the clutch shoe of each clutch shoe Wherein when the rotation of the clutch plate is stopped after the clutch shoe is separated from the clutch plate by the centrifugal force in the outer direction of each of the clutch shoe, each of the clutch shoes is close to the outer peripheral surface of the clutch plate, And a clutch spring for resiliently returning each of the clutch shoes so as to be spaced from the inner circumferential surface of the housing.

The driving assisting device for an electric motor of an electric vehicle according to the present invention assists rotation by transmitting a rotational force to an electric motor when the electric motor is rotationally driven through a power assist portion, The starting current applied to drive the motor is lowered, thereby reducing the load on the battery and extending the service life of the battery.

1 is a perspective view showing an embodiment of a driving apparatus for an electric motor of an electric vehicle according to the present invention,
Fig. 2 is a side view of the embodiment of Fig. 1,
FIG. 3 is an exploded view illustrating the auxiliary power generating unit in the embodiment of FIG. 1,
Figure 4 is a view of the blade housing of the embodiment of Figure 3,
FIG. 5 is a cross-sectional view of the compressed air discharge hose of the embodiment of FIG. 3; FIG. 5 is a cross-sectional view of the compressed air discharge hose of FIG. And FIG.
Fig. 6 is a perspective view showing a state in which power transmission means is provided in the auxiliary power generating portion in the embodiment of Fig. 1,
Fig. 7 is a perspective view showing a state in which the clutch portion is provided in front of the power transmitting means in the embodiment of Fig. 6,
FIG. 8 is a partial cross-sectional view showing one embodiment of the clutch portion of the embodiment of FIG. 7,
FIGS. 9 and 10 are side views illustrating a process of operating the clutch actuating member and a rotational force of the driven rotary shaft transmitted to the rotary shaft of the electric motor, according to the embodiment of FIG. 8,
11 is a side sectional view showing another embodiment of the clutch portion of the embodiment of Fig. 7,
12 is a side sectional view showing a state in which the clutch shoe is brought into close contact with the inner peripheral surface of the clutch housing due to the centrifugal force when the clutch plate is rotated,
FIG. 13 is a front view of the embodiment of FIG. 11 viewed from the front,
Fig. 14 is a front view showing the state in which the clutch shoe is brought close to the inner circumferential surface of the clutch housing due to centrifugal force and brought into contact with the friction member, when the clutch plate is rotated,
Fig. 15 is a front view showing a state in which the clutch shoes are spaced from the inner circumferential surface of the clutch housing due to the elastic force of the clutch spille when the rotation of the clutch plate is stopped in the embodiment of Fig. 14 and approaches the rotational surface of the clutch plate;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of a driving assistance device for an electric motor of an electric vehicle will be described in detail with reference to the accompanying drawings.

A driving assisting apparatus for an electric motor of an electric vehicle according to the present invention comprises an electric motor (10) for generating a driving force by rotating a rotary shaft (11) installed therein according to the application of a current, A current is applied to the electric motor 10 to stop the rotation of the electric motor 10 to assist the rotation of the electric motor 10 by transmitting a rotational force to the rotary shaft 11, And a power assist unit 20 for selectively transmitting a rotational force to the electric motor 10 to block the rotational force transmitted to the rotary shaft 11 when the rotary shaft 11 generates a constant rotational force . 1 and 2, the auxiliary power generating unit 100 includes a power transmitting unit 300 (see FIG. 1) and a clutch unit 200. The auxiliary power generating unit 100 includes a power transmitting unit 300 ). ≪ / RTI >

As shown in FIGS. 1 to 6, the auxiliary power generating unit 100 includes a compressed air inlet hose 110 and a compressed air outlet hose 120, respectively, through which compressed air flows in or is discharged to the outside, And generates a rotational force through the air pressure of the compressed air introduced from the air inlet hose 110 into the inside. That is, when the electric motor 10 is switched from the stopped state to the rotating state, the auxiliary power generating unit 100 supplies a part of the starting torque required for the electric motor 10 to start rotating, 10 to assist in driving rotation.

At this time, when the electric motor 10 rotates while the electric motor 10 is stopped, the auxiliary power generating unit 100 supplies a part of the starting torque necessary for the rotation to lower the starting current required by the electric motor 10, . Accordingly, the auxiliary power generating unit 100 generates a rotational force before the electric motor 10 rotates, and the electric motor 10 must transmit a part of the starting torque required when the electric motor 10 rotates.

That is, when the electric vehicle starts from the stopped state, the compressed air is first introduced into the auxiliary power generating unit 100 to generate a rotational force, and then the rotational force is transmitted to the electric motor 10 through the clutch unit 200, It is preferable to control the auxiliary power generating unit 100 so that the electric motor 10 is rotated by applying a current to the electric motor 10 while transmitting the electric power.

Accordingly, since a part of the starting torque required by the electric motor 10 is supplied through the auxiliary power generating unit 100, the starting torque that the electric motor 10 itself needs to generate is lowered, Since the starting current for generating the starting torque of the battery 10 is lowered, the load of the battery can be lowered. In addition, when the load on the battery is lowered, overheating, malfunction of the battery, and damage of the battery cell are prevented, so that the life of the battery is finally increased.

The auxiliary power generating unit 100 includes a blade housing 130, a first blade 140, a first rotating shaft 150, a second blade 160, and a second rotating shaft 170, The configuration is as follows.

1 to 5, compressed air introduced from the compressed air inflow hose 110 passes through a first blade installation groove 131 formed in one side of the blade housing 130, The compressed air is discharged to the compressed air discharge hose 120 through the recessed second blade installation groove 132 and the compressed air moves through the first blade installation groove 131 and the second blade installation groove 132, (133) is formed. 1 to 5 show the compressed air inflow hose 110 and the compressed air discharge hose 120 at the upper portion of the blade housing 130. The compressed air inflow hose 110 and the compressed air discharge hose 120, May be installed anywhere in the bladder housing 130.

1 to 5, the first blade installation groove 131 and the second blade installation groove 132 are formed at one side and the other side of the blade housing 130. However, the first blade installation groove 131 A first blade mounting groove 131 is formed on the front surface of the first blade mounting groove 131 and a second blade mounting groove 132 is formed on the rear surface of the first blade mounting groove 131. [ So that the first blade 140 and the second blade 160 are respectively installed in front and rear. That is, one side and the other side of the blade housing 130 may refer to the left or right side of the blade housing 130 as shown in FIGS. 1 to 5, and may refer to the front and back sides of the blade housing 130 It is possible.

1 to 4, when two blades of the first blade 140 and the second blade 160 are installed to generate a rotational force, the blade housing 130 is formed so that the left and right sides of the blade housing 130 are symmetrical The present invention is not limited to the shape of the blade housing 130 but only the first blade 140 and the second blade 160 are provided.

The blade housing 130 may have a first blade installation groove 131 for installing only the first blade 140 in accordance with an output of the electric motor 10 installed in the electric vehicle and a required starting torque, The first blade installation groove 131 and the second blade installation groove 132 may be recessed so that the first blade 140 and the second blade 160 may be installed, respectively. 5, when the first blade 140 and the second blade 160 are installed, the first blade installation groove 131 and the second blade installation groove 131 are formed on both left and right sides of the blade housing 130, The first blade installation groove 131 may be formed in the front surface of the blade housing 130 and the second blade installation groove 131 may be formed in the rear surface of the blade housing 130. [ 132 may be recessed.

The first blade 140 is rotatably coupled to the first blade installation groove 131 of the blade housing 130 as shown in FIGS. 1 to 6, So that a rotating force is generated. The first blade 140 includes a rotating body, a plurality of blade blades radially coupled to the rotating body in a radially outward direction with respect to a center of the rotating body, And a bearing.

Here, when only the first blade 140 is installed in the blade housing 130, the compressed air inlet hose 110 and the compressed air outlet hose 120 are installed in opposite directions to each other. That is, the compressed air introduced through the compressed air hose 110 passes through the first blade installation groove 131 and comes into contact with the first blade 140 to rotate the first blade 140, The compressed air that transfers the energy to the blade 140 becomes the air resistance that interferes with the rotation of the first blade 140 so that the compressed air inflow hose 110 is installed on the upper portion of the blade housing 130, 120 are installed at the lower portion of the blade housing 130 so that the compressed air, which rotatively drives the first blades 140, is discharged downward.

1 to 6, one side of the first rotation shaft 150 is coupled to the rotation center of the first blade 140 and rotates together with the first blade 140. At this time, a bearing for supporting the rotation of the first blade 140 may be installed on one side of the first rotation shaft 150.

Next, the second blade 160 is rotatably coupled to the second blade installation groove 132 of the blade housing 130 as shown in FIGS. 1 to 6, When the compressed air flows into the second blade installation groove 132 along the compressed air movement hole 133 after rotating the first blade 140, the compressed air flows into the compressed air introduced from the compressed air movement hole 133 Thereby generating a rotational force. The second blade 160 may be installed on the side of the first blade 140 as shown in FIGS. 1 to 6 or may be installed on the blade housing 130 to be positioned forward or rearward of the first blade 140. [ As shown in FIG. The second blade 160 includes a rotating body, a plurality of blade blades radially coupled to the rotating body in a radially outward direction with respect to a center of the rotating body, a plurality of blade blades installed at the center of the rotating body, And a bearing.

1 to 5, one side of the second rotation shaft 170 is coupled to the rotation center of the second blade 160 and rotates together with the second blade 160. At this time, a bearing for supporting the rotation of the second blade 160 may be installed on one side of the second rotation shaft 170.

The auxiliary power generating unit 100 receives the compressed air from the compressed air inlet hose 110 and rotates the first blade 140 and the second blade 160 to rotate the electric motor 10 in a stopped state A part of the starting torque necessary for rotating the rotary shaft 11 of the electric motor 10 is generated and supplied to the electric motor 10 so that the starting current applied to the electric motor 10 by the battery is reduced and the load of the battery is reduced , The life span is prolonged.

The auxiliary power generating unit 100 generates the rotational force assisting the rotating shaft 11 of the electric motor 10 by rotating the auxiliary power generating unit 100 only when the electric motor 10 is rotated in the stopped state At this time, when the compressed air flows into the auxiliary power generating unit 100, the auxiliary power generating unit 100 operates. That is, when the inflow of compressed air is controlled, the operation of the auxiliary power generating unit 100 can be controlled. 5, the auxiliary power generating unit 100 is installed on the compressed air inflow hose 110 and selectively supplies the compressed air to the first blade installation groove 131 of the blade housing 130 Closing valve 180 for introducing or shutting off the exhaust gas.

That is, by controlling the opening / closing valve 180, the compressed air flowing into the blade housing 130 can be controlled, so that the operation of the auxiliary power generating unit 100 can be controlled. For example, when the electric vehicle is started, the opening / closing valve 180 is opened to allow the compressed air to flow into the blade housing 130, thereby generating a rotational force assisting the rotation of the rotary shaft 11 of the electric motor 10 When the rotating shaft 11 of the electric motor 10 is rotated by a small amount of current due to the rotational inertia force, the opening / closing valve 180 is closed to stop the auxiliary power generating part 100 .

Therefore, by controlling the operation of the auxiliary power generating unit 100 through the opening / closing valve 180, unnecessary consumption of the compressed air can be prevented and control of the auxiliary power generating unit 100 can be facilitated.

1 to 7, the clutch unit 200 is interposed between the electric motor 10 and the auxiliary power generating unit 100 to transmit the rotational force of the auxiliary power generating unit 100 to the electric motor 10 To the rotating shaft 11 of the rotating shaft. That is, when the electric motor 10 rotates while the electric motor 10 is stopped, the clutch unit 200 transmits the rotational force generated by the auxiliary power generating unit 100 to the rotary shaft 11 of the electric motor 10, And the rotating shaft 11 of the electric motor 10 is rotated so that the electric motor 10 rotates only by the current applied from the battery when the rotating inertial force is generated, ).

A starting current is required to generate a starting torque as soon as the rotating shaft 11 of the electric motor 10 starts rotating when the electric motor 10 is rotated in the stopped state. The controller 100 transmits a part of the starting torque to the rotating shaft 11 of the electric motor 10 to lower the starting current required for the rotating shaft 11 of the electric motor 10 to rotate.

However, when the rotary shaft 11 of the electric motor 10 and the auxiliary power generating unit 100 are directly connected, the auxiliary power generating unit 100 may be connected to the first and second blades 140 and 160, It is necessary to introduce compressed air that can rotate together to the rotating shaft 11 of the compressor 10. That is, the amount of energy for rotating the auxiliary power generating unit 100 is increased. Therefore, after the auxiliary power generating unit 100 and the rotary shaft 11 of the electric motor 10 are indirectly connected to each other, a rotational force is generated in the auxiliary power generating unit 100, The clutch unit 200 is provided.

Therefore, the rotational force generated after the rotational force is generated by the auxiliary power generating unit 100 through the clutch unit 200 is transmitted to the rotational shaft 11 of the electric motor 10, so that the rotational shaft 11 of the electric motor 10 The starting torque required for the rotation is lowered, which lowers the starting current of the battery, thereby reducing the load. In addition, since the load of the battery is reduced, the life of the battery is prolonged.

6 and 7, the power assist unit 20 is configured to transmit the rotational force generated in each of the first blade 140 and the second blade 160 of the auxiliary power generating unit 100 to the clutch unit 200, And power transmission means 300 installed between the auxiliary power generating portion 100 and the clutch portion 200 as shown in FIG. 1, 2 and 6, the power transmission means 300 includes a gear housing 310, a first main gear 320, a second main gear 330, a driven gear 340, (350), each of which has the following configuration.

First, the gear housing 310 is coupled to the front of the blade housing 130 as shown in FIGS. 1 and 2. The gear housing 310 includes a first main gear 320, a second main gear 330, 340 from the outside. That is, the gear housing 310 may be manufactured in various manners depending on the size of the first main gear 320, the second main gear 330, and the driven gear 340. The gear housing 310 may include a first rotation shaft 150 and the second rotation shaft 170 may be installed.

Next, the first main gear 320 is coupled to the other side of the first rotation shaft 150 to rotate together with the first rotation shaft 150 in the gear housing 310, as shown in FIG. That is, the first rotation shaft 150 is elongated to protrude from the gear housing 310 through the blade housing 130, and a first blade 140 is rotatably installed on one side of the first rotation shaft 150 And the first main gear 320 is installed on the other side. Therefore, since the first blade 140 and the first spur gear 150 are rotatably installed on the first rotation shaft 150, the bearing supporting the rotation of the first rotation shaft 150 is rotatably supported by the blade housing 130, And is installed in the housing 310.

The first main gear 320 transmits the rotational force generated from the first blade 140 to the driven gear 340 to be described later. At this time, the rotational force generated from the first blade 140 is transmitted to the driven gear 340, It is preferable that the helical gear is formed of a helical gear having a large contact area and low backlash so as to reduce the amount of energy loss lost in the process of being transferred to the rotor.

The second spur gear 330 is coupled to the other side of the second rotation shaft 170 to rotate together with the second rotation shaft 170 in the gear housing 310 as shown in FIG. That is, the second rotation shaft 170 is elongated to protrude from the gear housing 310 through the blade housing 130, and the second blade 160 is rotatably installed on one side of the second rotation shaft 170 And the second main gear 330 is installed on the other side. The second driven gear 330 transmits the rotational force generated from the second blade 160 to the driven gear 340 to be described later. At this time, the rotational force generated from the first blade 140 is transmitted to the driven gear 340 It is preferable that the helical gear having a large contact area and low bass is formed.

6, the driven gear 340 is installed in the gear housing 310 to be engaged with the first and second main gears 320 and 330, respectively, The first main gear 320 and the second main gear 330 rotate to receive the rotational force of the first main gear 320 and the second main gear 330, respectively. That is, the driven gear 340 merges the respective rotational forces generated from the first blade 140 and the second blade 160 by one rotational force, and then transmits the combined rotational force to the clutch unit 200 through the driven rotational shaft 350 It will be delivered.

It is preferable that the driven gear 340 is formed of a helical gear having a large contact area and a small backlash so that rotational force is not lost in the process of receiving rotational force from the first and second main gears 320 and 330 Do. The driven gear 340 may be formed to have the same size as that of the first and second main gears 320 and 330. The first and second main gears 320 and 330 may be formed to have the same size as the first and second main gears 320 and 330, When the first and second main gears 320 and 330 are rotated, the first main gear 320 and the second main gear 330 are rotated to reduce the rotational speed of the first main gear 320 and the second main gear 330, And the second main gear 330, as shown in FIG. That is, the gear ratio of the first spur gear 320, the second spur gear 330, and the driven gear 340 can be selectively controlled to increase the rotational force generated from the auxiliary power generator 100.

Lastly, the driven rotation shaft 350 is coupled to the rotation center of the driven gear 340 so that one side rotates together with the driven gear 340 as shown in FIGS. 2, 6 and 7, 310, respectively. That is, one side of the driven rotation shaft 350 receives the rotational force generated from the auxiliary power generating unit 100, and the other side transmits the rotational force transmitted from one side to the clutch unit 200. At this time, the rotational force generated in the driven rotation shaft 350 varies according to the gear ratio of the first main gear 320, the second main gear 330, and the driven gear 340. A bearing may be provided on the inner circumferential surface of the driven gear 340 or on the front surface of the blade housing 110 so as to rotatably support one side of the driven rotary shaft 350.

Therefore, the power transmitting means 300 does not simply transfer the rotational force generated from each of the first blade 140 and the second blade 160 installed in the blade housing 130 to the clutch unit 200, And may function as a speed reducer which increases the rotational force while reducing the rotational speed of the power generating portion 100. [

Meanwhile, the rotational force generated from the auxiliary power generating unit 100 is transmitted to the rotating shaft 11 of the electric motor 10 through the power transmitting unit 300 and the clutch unit 200, respectively. At this time, the electric motor 10 The clutch 200 can not be operated by using a physical force because a transmission provided in an automobile using an internal combustion engine is not needed. Therefore, the clutch portion 200 should be formed of an electromagnetic clutch of electronic control system or a centrifugal clutch using centrifugal force.

First, when the clutch unit 200 is an electromagnetic clutch of an electronic control system, as shown in FIGS. 8 to 10, the clutch unit 200 is fixed to the front of the gear housing 310 and is ring-shaped The stator includes a stator 210 having a clutch coil 211 and a stator 210. The stator 210 is disposed in front of the stator 210 and separated from the stator 210. The stator 210 rotates together with the driven rotation shaft 350, A rotary shaft 220 having a friction member 221 on the front side thereof and a rotary shaft 220 rotatably mounted on the rotary shaft of the electric motor 10 so as to rotate together with the rotary shaft 11 of the electric motor 10 A rotating flange 230 spaced apart from a front surface of the rotating rotor 220 and a rear flange 230 disposed on the rear surface of the rotating flange 230 so as to be movable back and forth, And contacts the friction member 221 of the rotating rotor 220, A clutch operation member 240 for transmitting the rotational force of the rotation rotor 220 to the rotation flange 230 and a clutch operation member 240 installed between the rotation flange 230 and the clutch operation member 240, And a spring (250) for elastically supporting the spring (250).

The configuration of each of the stator 210, the rotary rotor 220, the rotary flange 230, the clutch actuating member 240 and the spring 250 of the above-described clutch unit 200 is such that the clutch unit 200 is of the electronic control type In the case of an electromagnetic clutch, a configuration may be added for an auxiliary function such as ease of operation and improvement in power transmission performance, which is a minimum configuration for operating in an electronically controlled manner.

That is, when the clutch unit 200 is an electromagnetic clutch, current is applied to transmit the rotational force of the driven rotational shaft 350 to the rotational shaft 11 of the electric motor 10. At this time, the clutch unit 200 is driven by the driven rotational shaft 350 To the rotary shaft 11 of the electric motor 10 is as follows.

9, when the electric motor 10 rotates while the electric motor 10 is stopped, compressed air flows into the auxiliary power generating unit 100 to generate a rotating force on the driven rotating shaft 350. The driven rotating shaft The rotation rotor 220 inserted and coupled with the driven rotation shaft 350 rotates together with the driven rotation shaft 350. 9, a gap called an air gap is formed between the rotating rotor 220 and the clutch actuating member 240, so that the rotational force of the rotating rotor 220 is not transmitted to the clutch actuating member 240 will be.

Next, when a rotational force enough to assist the starting torque required for rotating the rotating shaft 11 of the electric motor 10 is generated in the driven rotating shaft 350, a current is applied to the clutch coil 220, 220 are magnetized by the electric current to pull the clutch actuating member 240. That is, as shown in FIG. 10, the clutch actuating member 240 is moved by the magnetized clutch coil 220 so as to approach and come into contact with the front surface of the rotating rotor 220, and the friction member 221 and the clutch actuating member 240 are in contact with each other, the clutch actuating member 240 rotates together with the rotary rotors 220. Therefore, the rotational flange 230 coupled to the clutch operation member 240 and the rotational shaft 11 of the electric motor 10 is inserted and rotated, so that the rotational force of the rotational rotor 220 is transmitted to the rotational axis of the electric motor 10 (11).

Thereafter, when the rotation shaft 11 of the electric motor 10 rotates at a sufficient speed, the current applied to the clutch coil 211 is cut off by the electric current applied from the battery so that the electric motor 10 is driven. When the current applied to the clutch coil 211 is cut off, the pulling force of the clutch actuating member 240 disappears and the clutch actuating member 240 is released by the spring interposed between the rotary flange 230 and the clutch actuating member 240. [ Is moved close to the rear surface of the rotary flange 230 while being separated from the friction member 221 of the rotary rotor 220 so that the power transmission between the driven rotary shaft 350 and the rotary shaft 11 of the electric motor 10 is blocked .

However, when the electromagnetic clutch of the electronic control system is used, accurate and rapid power transmission is achieved. However, since the current applied to the clutch coil 211 is required, It is disadvantageous that additional current supply is required to the power supply 200.

Therefore, a centrifugal clutch capable of transmitting the rotational force of the driven rotary shaft 350 to the rotary shaft 11 of the electric motor 10 without supplying additional current to the clutch unit 200 may be used.

That is, when the clutch unit 200 is a centrifugal clutch using centrifugal force, as shown in FIGS. 11 to 15, a circular clutch plate (not shown) coupled to the other end of the driven rotary shaft 350 to rotate together with the driven rotary shaft 350 And a rotating shaft (11) of the electric motor (10) so as to rotate together with the rotating shaft (11) of the electric motor (10) And a clutch friction member (271) provided on the inner circumferential surface of the clutch plate (260), a clutch housing (270) coupled to the clutch plate (260) When the clutch plate 260 rotates, each of the clutch plates 260 is spaced apart from the clutch plate 260 and approaches the inner circumferential surface of the clutch housing 270, Contact with the clutch friction member 271 A plurality of clutch shovels 280 for transmitting the rotational force of the clutch plate 260 to the clutch housing 270 and a plurality of clutch shovels 280 for connecting the respective clutch shoes 280 to the clutch shoe 280, And when the rotation of the clutch plate 260 is stopped after each of the clutch shoe 280 is separated by the centrifugal force in the outward direction of the clutch plate 260, And a clutch spring (290) for resiliently returning the clutch shoe (280) from the inner circumferential surface of the clutch housing (270) while coming close to the outer circumferential surface of the clutch housing (260).

The configuration of each of the clutch plate 260, the clutch housing 270, the clutch shoe 280 and the clutch spring 290 of the above-described clutch portion 200 is such that when the clutch portion 200 is a centrifugal clutch using a centrifugal force, A configuration may be added for an auxiliary function such as ease of operation, improvement in power transmission performance, and simplification of structure, which is the minimum configuration for operating the power unit 200.

That is, when the clutch unit 200 is a centrifugal clutch, the rotational force of the driven rotary shaft 350 is transmitted to the rotary shaft 11 of the electric motor 10 in accordance with the rotation of the clutch plate 260. At this time, A process of transmitting the rotational force of the driven rotary shaft 350 to the rotary shaft 11 of the electric motor 10 is as follows.

10 and 13, when the electric motor 10 is rotated in a stationary state, compressed air flows into the auxiliary power generating unit 100 to generate a rotational force on the driven rotary shaft 350, When the driven rotary shaft 350 is rotated, the clutch plate 260, into which the driven rotary shaft 350 is inserted, rotates together with the driven rotary shaft 250. 13, since the clutch plate 260 and the clutch housing 270 are not connected to each other, the rotational force of the clutch plate 260 is not transmitted to the clutch housing 270. Further, each of the clutch shoe 280 coupled to the outer circumferential surface of the clutch plate 260 rotates together with the clutch plate 260.

Next, as shown in FIGS. 12 and 14, when sufficient rotational force is generated from the driven rotary shaft 350 to rotate the clutch plate 260 at a constant speed, the clutch shoe 280 is rotated by centrifugal force Becomes closer to the inner peripheral surface of the clutch housing (270) while being separated from the outer peripheral surface, and comes into contact with the friction member (271) of the clutch housing (270). That is, the clutch housing 270 is rotated together with the clutch plate 260, and the rotational force of the driven rotary shaft 350 is transmitted to the rotary shaft 11 of the electric motor 10.

Thereafter, when the rotating shaft 11 of the electric motor 10 rotates at a sufficient speed, if the compressed air flowing into the auxiliary power generating unit 100 is cut off so that the electric motor 10 is driven only by the current supplied from the battery The rotation of the clutch plate 260 is stopped and the centrifugal force generated in the clutch shoe 280 disappears as shown in Fig. At this time, each of the clutch shoe 280 is elastically supported on the clutch spring 290 which is connected to the clutch shoe 280 so that each of the clutch shoe 280 is engaged with the clutch spring 290 of the clutch housing 270 And is moved close to the outer circumferential surface of the clutch plate 260 while being separated from the friction member 271 so that power transmission between the driven rotation shaft 350 and the rotary shaft 11 of the electric motor 10 is interrupted.

Therefore, the centrifugal clutch has a structure in which the rotational force of the driven rotary shaft 350 is transmitted to the rotary shaft 11 of the electric motor 10 in accordance with the rotation of the clutch plate 260, so that the assist power generating the rotational force of the driven rotary shaft 350 So that it can operate by controlling the unit 100. That is, since the clutch unit 200 can be operated while the auxiliary power is generated by controlling the opening / closing valve 180 for introducing the compressed air into the auxiliary power generating unit 100, the control is facilitated.

Therefore, the clutch portion 200 may be formed of an electromagnetic clutch or a centrifugal clutch according to the user's selection.

Therefore, the driving assisting device for an electric motor of an electric vehicle according to the present invention generates a starting torque by supplying a part of the starting torque required when the electric motor 10 rotates while the electric motor 10 is stopped through the power assist unit 20 So that the load on the battery can be reduced, which can prolong the life of the battery.

The embodiments of the present invention described above and shown in the drawings should not be construed as limiting the technical idea of the present invention. The scope of protection of the present invention is limited only by the matters described in the claims, and those skilled in the art will be able to modify the technical idea of the present invention in various forms. Accordingly, such improvements and modifications will fall within the scope of the present invention as long as they are obvious to those skilled in the art.

10: electric motor 11: rotating shaft
20: Power assist
100: auxiliary power generating unit
110: Compressed air inlet hose 120: Compressed air outlet hose
130: blade housing 131: first blade installation groove
132: second blade mounting groove 133: compressed air moving hole
140: first blade 150: first rotating shaft
160: second blade 170: second rotating shaft
180: opening / closing valve
200: clutch part
210: stator 211: clutch coil
220: rotating rotor 221: friction member
230: rotating flange 240: clutch operating member
250: spring 260: clutch plate
270: clutch housing 271: clutch friction member
280: clutch shoe 290: clutch spring
300: Power transmission means 310: Gear housing
320: first driven gear 330: second driven gear
340: driven gear 350: driven rotor

Claims (6)

An electric motor provided in the rear of the electric motor for applying a current in a state where the electric motor is stopped to rotate the rotary shaft, And a power assist portion for selectively transmitting a rotational force to the electric motor so as to block the rotational force transmitted to the rotational shaft when the rotational shaft generates a constant rotational force after a current is applied to the electric motor and,
The power assist unit includes:
An auxiliary power generating unit having a compressed air inlet hose and a compressed air outlet hose for introducing compressed air into the inside or discharging to the outside and generating a rotational force through the air pressure of the compressed air introduced into the compressed air inlet hose, And a clutch part interposed between the electric motor and the auxiliary power generating part to selectively transmit the rotational force of the auxiliary power generating part to the rotating shaft of the electric motor,
Wherein the auxiliary power generation unit comprises:
The compressed air introduced from the compressed air inflow hose passes through a first blade installation groove formed in one side and is discharged into the compressed air discharge hose through a second blade installation groove recessed inside the other side, A blade housing in which compressed air moving holes are formed so that the grooves and the second blade mounting grooves communicate with each other,
A first blade rotatably coupled to the first blade installation groove of the blade housing and rotated by the compressed air introduced from the compressed air inlet hose to generate rotational force,
A first rotating shaft coupled to a rotational center of the first blade on one side and rotating together with the first blade,
And the compressed air introduced from the compressed air inflow hose is introduced into the second blade installation groove along the compressed air transfer hole after rotating the first blade when the compressed air is introduced into the second blade installation groove of the blade housing A second blade rotating by the compressed air introduced from the compressed air moving hole to generate a rotating force,
And a second rotation axis, one side of which is coupled to the rotation center of the second blade and rotates together with the second blade,
The power assist unit includes:
Further comprising a power transmitting means provided between the auxiliary power generating portion and the clutch portion,
The power transmitting means includes:
A gear housing coupled to the front of the blade housing,
A first spur gear coupled to the other side of the first rotation shaft to rotate together with the first rotation shaft in the gear housing,
A second driven gear coupled to the other side of the second rotation shaft to rotate together with the second rotation shaft in the gear housing,
A driven gear which is installed in the gear housing to be engaged between the first and second main gears and is rotated by receiving a rotational force of each of the first and second main gears;
And a driven rotary shaft coupled to a rotational center of the driven gear so that one side rotates together with the driven gear and the other side projects forward of the gear housing to transmit rotational force to the clutch portion. Driving aids for motors.
delete The method according to claim 1,
Wherein the auxiliary power generation unit comprises:
Further comprising an on-off valve installed on the compressed air inflow hose and selectively opening or closing the compressed air into the first blade installation groove of the blade housing.
delete The method according to claim 1,
The clutch unit includes:
A stator fixed to the front of the gear housing and having a ring-shaped clutch coil magnetized in response to a current,
A rotating rotor installed on the front side of the stator and separated from the stator and having a friction member inserted on the other side of the driven rotary shaft so as to rotate together with the driven rotary shaft,
A rotating flange provided on a rotating shaft of the electric motor to rotate together with a rotating shaft of the electric motor, the rotating flange having a rear surface spaced from the front surface of the rotating rotor,
A clutch actuating member which is installed on the rear surface of the rotary flange so as to be movable forward and rearward and which transmits a rotational force of the rotary rotor to the rotary flange when brought into contact with a friction member of the rotary rotor when a current is applied to the clutch coil,
And a spring provided between the rotating flange and the clutch actuating member to elastically support the clutch actuating member.
The method according to claim 1,
The clutch unit includes:
A circular clutch plate coupled to the other side of the driven rotary shaft to rotate together with the driven rotary shaft;
A clutch housing separated from the clutch plate and disposed in front of the clutch plate, coupled to the rotating shaft of the electric motor so as to rotate together with the rotating shaft of the electric motor, and having a clutch friction member on an inner peripheral surface thereof,
Wherein each of the clutch plates is spaced apart from the outer circumferential surface of the clutch plate in a radial direction and spaced apart from the inner circumferential surface of the clutch housing with respect to a rotation center of the clutch plate, A plurality of clutch shoe contacting the clutch friction member after coming close to the inner circumferential surface of the clutch housing and transmitting the rotational force of the clutch plate to the clutch housing,
Each of the clutch shoe is provided to each of the clutch shoes so as to connect the respective clutch shoe, and when the rotation of the clutch plate is stopped after each of the clutch shoes is spaced outwardly of the clutch plate by a centrifugal force, And a clutch spring for resiliently returning each of the clutch shoes so as to be spaced apart from the inner circumferential surface of the clutch housing while being close to the outer circumferential surface of the clutch plate.

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