KR102276302B1 - Regenerative breaking device for electric vehicle - Google Patents

Regenerative breaking device for electric vehicle Download PDF

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KR102276302B1
KR102276302B1 KR1020190147709A KR20190147709A KR102276302B1 KR 102276302 B1 KR102276302 B1 KR 102276302B1 KR 1020190147709 A KR1020190147709 A KR 1020190147709A KR 20190147709 A KR20190147709 A KR 20190147709A KR 102276302 B1 KR102276302 B1 KR 102276302B1
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axle shaft
vehicle
electric vehicle
regenerative braking
motor
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KR1020190147709A
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KR20210060100A (en
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오세웅
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현대트랜시스 주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B60K17/24—Arrangements of mountings for shafting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3215—Systems characterised by having means acting on components of the drive line, e.g. retarder, clutch or differential gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/24—Coasting mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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

Abstract

본 발명은 액슬샤프트에 클러치가 구비되는 것을 특징으로 하는 전기자동차 회생제동장치를 제공한다.The present invention provides a regenerative braking device for an electric vehicle, characterized in that a clutch is provided on an axle shaft.

Description

전기자동차 회생제동장치{REGENERATIVE BREAKING DEVICE FOR ELECTRIC VEHICLE}Regenerative braking system for electric vehicle {REGENERATIVE BREAKING DEVICE FOR ELECTRIC VEHICLE}

본 발명은 자연 감속 및 브레이킹 감속시 회생제동을 하는 전기자동차 회생제동장치에 관한 것이다.The present invention relates to a regenerative braking device for an electric vehicle that performs regenerative braking during natural deceleration and braking deceleration.

일반적으로 전기자동차의 종류에는 하이브리드자동차(HEV), 플러그인하이브리드자동차(PHEV), 전기자동차(EV)로 구분할 수 있다.Generally, electric vehicles can be classified into hybrid vehicles (HEVs), plug-in hybrid vehicles (PHEVs), and electric vehicles (EVs).

하이브리드자동차(HEV)는 구동원으로 엔진과 모터(보조동력)를 사용하고, 에너지원은 전기 화석연료를 사용한다. 하이브리드자동차(HEV)는 주행 조건별 엔진과 모터를 조합한 최적운행으로 연비를 향상시킬 수 있다.A hybrid vehicle (HEV) uses an engine and a motor (auxiliary power) as driving sources, and electric fossil fuels as an energy source. Hybrid vehicles (HEVs) can improve fuel efficiency by optimally operating an engine and motor for each driving condition.

플러그인하이브리드자동차(PHEV)는 구동원으로 모터와 엔진(방전시)을 사용하고, 에너지원은 전기, 화석연료(방전시)를 사용한다. 플러그인하이브리드자동차(PHEV)는 단거리는 전기로만 주행하고 장거리 주행시 엔진을 사용하는 등 하이브리드와 전기차의 특성을 가진 차량이다.A plug-in hybrid vehicle (PHEV) uses a motor and an engine (during discharging) as driving sources, and electricity and fossil fuels (during discharging) as energy sources. A plug-in hybrid vehicle (PHEV) is a vehicle with the characteristics of a hybrid and an electric vehicle, such as driving only on electricity for short distances and using an engine for long distances.

전기자동차(EV)는 구동원으로 모터를 사용하고 에너지원은 전기이다. 전기자동차(EV)는 충전된 전기 에너지만으로 주행하는 무공해 차량이다. 전기자동차(EV)는 순수 전기자동차로서 가솔린이나 디젤 등 연료 없이 충전된 배터리를 이용한 전기의 힘만으로 움직이는 차량이다. 전기자동차(EV)는 이산화탄소 등 가스를 배출하지 않아 친환경적이고 전기모터로만 구동하는 만큼 복잡한 엔진이 필요하지 않으며 기존 차량과 같이 엔진이 구동할 때의 소음이 발생하지 않는다.Electric vehicles (EVs) use a motor as a driving source and electricity as an energy source. An electric vehicle (EV) is a pollution-free vehicle that runs only with charged electric energy. An electric vehicle (EV) is a pure electric vehicle that operates only with the power of electricity using a charged battery without fuel such as gasoline or diesel. Electric vehicles (EVs) are eco-friendly because they do not emit gases such as carbon dioxide, and do not require complicated engines as they are driven only by electric motors, and do not generate noise when the engine is driven like conventional vehicles.

전기자동차(EV)의 회생제동 시스팀은 자연 감속시 작동한다. 회생제동은 전기모터의 단순한 원리를 이용하여 작동된다. 액셀러레이터(accelerator)를 밟아 차량을 출발시키면 전기가 공급되면서 모터가 운동에너지를 발생시켜 차량이 출발하고, 액셀러레이터에서 발을 때면 그 순간 주행하던 힘에 의한 타력주행을 통해서 모터가 반대로 운동에너지를 받아 전기를 생산한다. 회생제동이라고 하는 이유는 전기자동차(EV)의 액셀러레이터에서 발을 때면 브레이크를 밟은 듯 차량의 속도가 줄어들기 때문이다.The regenerative braking system of an electric vehicle (EV) operates during natural deceleration. Regenerative braking is operated using the simple principle of an electric motor. When the vehicle starts by stepping on the accelerator, electricity is supplied and the motor generates kinetic energy to start the vehicle. to produce The reason it is called regenerative braking is because when you take your foot off the accelerator of an electric vehicle (EV), the speed of the vehicle decreases as if you stepped on the brake.

그런데 기존 전기자동차(EV)는 도 1에 도시된 바와 같이 멈추거나 브레이킹에 의한 급제동시 액슬(1)에 구비되는 액슬샤프트(2)와 연결되는 링기어(3)가 피니언기어(4)를 회전시키지 못하기 때문에 회생제동이 이루어지지 않았다. 자연 감속이 아닌 브레이킹에 의한 급정지시 전기자동차(EV) 내부의 파워트레인 장치들이 회전하고 있던 관성들은 모두 브레이킹 패드에 발생되는 열로 에너지가 소모되어 버렸다. 이는 전기자동차(EV)의 연비와 브레이크 패드의 수명에 부정적인 영향을 끼쳤다.However, in the conventional electric vehicle (EV), as shown in FIG. 1 , the ring gear 3 connected to the axle shaft 2 provided in the axle 1 rotates the pinion gear 4 when stopping or sudden braking by braking. Regenerative braking was not performed because it could not be done. When a sudden stop is caused by braking rather than natural deceleration, the inertia of the powertrain devices inside the electric vehicle (EV) is all consumed by the heat generated by the braking pad. This negatively affected the fuel efficiency of electric vehicles (EV) and the lifespan of brake pads.

이에 대하여, 본 발명은 자연 감속시는 물론 브레이킹 감속시 회생제동이 가능한 메커니즘을 제시하고자 한다.In contrast, the present invention intends to propose a mechanism capable of regenerative braking during braking deceleration as well as during natural deceleration.

대한민국 공개특허공보 제10-2002-0066846호(2002.08.21. 공개)Republic of Korea Patent Publication No. 10-2002-0066846 (published on Aug. 21, 2002)

전술한 문제를 해결하기 위하여, 본 발명은 브레이킹 감속시 클러치 작동에 의해 제1 액슬샤프트와 제2 액슬샤프트 사이의 동력을 끊어 회생제동이 이루어지도록 하는 전기자동차 회생제동장치를 제공하고자 한다.In order to solve the above problem, the present invention is to provide a regenerative braking device for an electric vehicle that performs regenerative braking by cutting power between a first axle shaft and a second axle shaft by a clutch operation during braking deceleration.

전술한 목적을 이루기 위해 본 발명은, 액슬샤프트에 클러치가 구비되는 것을 특징으로 하는 전기자동차 회생제동장치를 제공한다.In order to achieve the above object, the present invention provides a regenerative braking device for an electric vehicle, characterized in that a clutch is provided on an axle shaft.

또한, 상기 액슬샤프트는 링기어와 연결되는 제1 액슬샤프트; 및 상기 클러치에 의해 제1 액슬샤프트의 동력이 연결되거나 또는 끊기는 것으로서 구동 바퀴와 연결되는 제2 액슬샤프트; 를 포함한다.In addition, the axle shaft may include a first axle shaft connected to the ring gear; and a second axle shaft connected to the driving wheel as the power of the first axle shaft is connected or disconnected by the clutch; includes

또한, 상기 링기어는 모터의 동력이 전달되는 피니언기어와 연결된다.In addition, the ring gear is connected to the pinion gear to which the power of the motor is transmitted.

또한, 차량의 가속 및 자연 감속시 상기 클러치가 작동하지 않음에 따라 상기 제1 액슬샤프트와 제2 액슬샤프트 사이의 동력이 연결된다.In addition, power between the first axle shaft and the second axle shaft is connected as the clutch does not operate during acceleration and natural deceleration of the vehicle.

또한, 상기 가속은 운전자가 액셀러레이터를 밟고 있는 상태이며, 모터가 구동하는 상태이다.In addition, the acceleration is a state in which the driver is stepping on the accelerator, and the motor is driven.

또한, 상기 자연 감속은 운전자가 액셀러레이터에서 발을 뗀 상태이며, 모터가 구동하지 않으며 차량의 타력 주행 상태이다.In addition, the natural deceleration is a state in which the driver takes his or her foot off the accelerator, the motor is not driven, and the vehicle is in a coasting state.

또한, 차량의 브레이킹 감속시 상기 클러치의 작동에 의해 상기 제1 액슬샤프트와 제2 액슬샤프트 사이의 동력이 끊긴다.In addition, power between the first axle shaft and the second axle shaft is cut off by the operation of the clutch during braking and deceleration of the vehicle.

또한, 상기 브레이킹 감속은 운전자가 브레이크 페달은 밟고 있는 상태로 상기 제2 액슬샤프트는 회전 작동을 멈추고, 회전하고 있던 제1 액슬샤프트와 링기어의 관성력은 피니언기어를 거쳐 모터로 전달된다.In addition, in the braking deceleration, the second axle shaft stops rotating while the driver is pressing the brake pedal, and the inertial force of the first axle shaft and the ring gear, which were rotating, is transmitted to the motor through the pinion gear.

본 발명은 브레이킹 감속시 클러치 작동에 의해 제1 액슬샤프트와 제2 액슬샤프트 사이의 동력을 끊어 회생제동이 이루어도록 하는 전기자동차 회생제동장치를 구현할 수 있다.The present invention may implement a regenerative braking device for an electric vehicle that performs regenerative braking by cutting power between the first axle shaft and the second axle shaft by a clutch operation during braking deceleration.

또한, 본 발명은 상용 전기자동차(EV)의 회생제동 효율을 극대화시킬 수 있다.In addition, the present invention can maximize the regenerative braking efficiency of a commercial electric vehicle (EV).

또한, 본 발명은 브레이크 작동시 파워트레인으로 부터 전달되는 토크가 차단되어 브레이킹 포스가 줄고, 이로 인해 브레이크의 수명을 연장시킬 수 있다.In addition, according to the present invention, the torque transmitted from the power train is cut off when the brake is operated, thereby reducing the braking force, thereby prolonging the life of the brake.

도 1은 종래의 회생제동 시스템을 나타내는 도면이다.
도 2는 본 발명의 바람직한 일 실시예에 따른 전기자동차 회생제동장치를 나타내는 도면이다.
도 3은 본 발명의 바람직한 일 실시예에 따른 가속시 작동을 나타내는 도면이다.
도 4는 본 발명의 바람직한 일 실시예에 따른 자연 감속(회생제동)시 작동을 나타내는 도면이다.
도 5는 본 발명의 바람직한 일 실시예에 따른 브래이킹 감속시 작동을 나타내는 도면이다.1 is a view showing a conventional regenerative braking system.
2 is a view showing a regenerative braking device for an electric vehicle according to a preferred embodiment of the present invention.
3 is a view showing an operation during acceleration according to a preferred embodiment of the present invention.
4 is a view showing an operation during natural deceleration (regenerative braking) according to a preferred embodiment of the present invention.
5 is a view showing an operation during braking deceleration according to a preferred embodiment of the present invention.

이하, 본 발명의 바람직한 실시예를 첨부된 도면들을 참조하여 상세히 설명한다. 우선 각 도면의 구성 요소들에 참조 부호를 부가함에 있어서, 동일한 구성 요소들에 대해서는 비록 다른 도면상에 표시되더라도 가능한 한 동일한 부호를 가지도록 하고 있음에 유의해야 한다. 또한, 본 발명을 설명함에 있어, 관련된 공지 구성 또는 기능에 대한 구체적인 설명이 본 발명의 요지를 흐릴 수 있다고 판단되는 경우에는 그 상세한 설명은 생략한다. 또한, 이하에서 본 발명의 바람직한 실시예를 설명할 것이나, 본 발명의 기술적 사상은 이에 한정하거나 제한되지 않고 당업자에 의해 변형되어 다양하게 실시될 수 있음은 물론이다.Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. First of all, it should be noted that in adding reference numerals to the components of each drawing, the same components are given the same reference numerals as much as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description thereof will be omitted. In addition, preferred embodiments of the present invention will be described below, but the technical spirit of the present invention is not limited thereto and may be variously implemented by those skilled in the art without being limited thereto.

기존 전기자동차(EV)는 멈추거나 브레이킹에 의한 급제동시 액슬에 구비되는 액슬샤프트와 연결되는 링기어가 피니언기어를 회전시키지 못하기 때문에 회생제동이 이루어지지 않았다. 자연 감속이 아닌 브레이킹에 의한 급정지시 전기자동차(EV) 내부의 파워트레인 장치들이 회전하고 있던 관성들은 모두 브레이킹 패드에 발생되는 열로 에너지가 소모되어 버렸다. 이는 전기자동차(EV)의 연비와 브레이크 패드의 수명에 부정적인 영향을 끼쳤다. 이에 대하여, 본 발명은 자연 감속시는 물론 브레이킹 감속시 회생제동이 가능한 메커니즘을 제시하고자 한다.In conventional electric vehicles (EVs), regenerative braking is not performed because the ring gear connected to the axle shaft provided on the axle does not rotate the pinion gear during sudden braking due to stopping or braking. When a sudden stop is caused by braking rather than natural deceleration, the inertia of the powertrain devices inside the electric vehicle (EV) is all consumed by the heat generated by the braking pad. This negatively affected the fuel efficiency of electric vehicles (EV) and the lifespan of brake pads. In contrast, the present invention intends to propose a mechanism capable of regenerative braking during braking deceleration as well as during natural deceleration.

도 2는 본 발명의 바람직한 일 실시예에 따른 전기자동차 회생제동장치를 나타내는 도면이다.2 is a view showing a regenerative braking device for an electric vehicle according to a preferred embodiment of the present invention.

본 발명은 액슬샤프트(10)에 클러치(20)를 장착하여 자연 감속시는 물론 브레이킹 감속시 회생제동이 가능하도록 한 것을 기술적 구성상의 특징으로 한다.The present invention is characterized in its technical configuration in that the clutch 20 is mounted on the axle shaft 10 to enable regenerative braking during braking deceleration as well as during natural deceleration.

액슬샤프트(10)는 제1 액슬샤프트(11) 및 제2 액슬샤프트(12)의 분리 구조로 구성된다. 제1 액슬샤프트(11) 및 제2 액슬샤프트(12)는 클러치(20)에 의해 연결되거나 분리된다.The axle shaft 10 is configured in a separate structure of the first axle shaft 11 and the second axle shaft 12 . The first axle shaft 11 and the second axle shaft 12 are connected or separated by the clutch 20 .

제1 액슬샤프트(11)는 링기어(30)와 연결된다. 링기어(30)는 피니언기어(40)와 연결된다. 모터(50)의 동력은 피니언기어(40)와 링기어(30)를 거쳐 제1 액슬샤프트(11)로 전달된다. 모터(50)와 피니언기어(40)는 프러펠러샤프트(propeller shaft) 등과 같은 샤프트에 의해 연결될 수 있다.The first axle shaft 11 is connected to the ring gear 30 . The ring gear 30 is connected to the pinion gear 40 . The power of the motor 50 is transmitted to the first axle shaft 11 through the pinion gear 40 and the ring gear 30 . The motor 50 and the pinion gear 40 may be connected by a shaft such as a propeller shaft.

제2 액슬샤프트(12)는 클러치(20)에 의해 제1 액슬샤프트(11)의 동력이 연결되거나 또는 끊긴다. 제2 액슬샤프트(12)의 끝단 부위에는 브레이크 드럼(60)이 구비된다. 브레이크 드럼(60)은 타이어가 장착되는 타이어 휠(미도시)과 연결된다.As for the second axle shaft 12 , the power of the first axle shaft 11 is connected or disconnected by the clutch 20 . A brake drum 60 is provided at an end portion of the second axle shaft 12 . The brake drum 60 is connected to a tire wheel (not shown) on which the tire is mounted.

운전자가 액셀러레이터를 밟으면 차량의 가속이 이루어진다. 차량의 가속시 제1 액슬샤프트(11)와 제2 액슬샤프트(12) 사이는 연결된 상태이다. 이로 인해 제1 액슬샤프트(11)의 동력은 제2 액슬샤프트(12)로 전달된다.When the driver steps on the accelerator, the vehicle accelerates. When the vehicle is accelerated, the first axle shaft 11 and the second axle shaft 12 are connected. Due to this, the power of the first axle shaft 11 is transmitted to the second axle shaft 12 .

운전자가 액셀러레이터에서 발을 떼면 차량의 자연 감속이 이루어지고 모터(50)는 구동하지 않는다. 차량의 자연 감속시 제1 액슬샤프트(11)와 제2 액슬샤프트(12) 사이는 연결된 상태이다. 차량의 타력 주행에 의해 구동 바퀴가 회전하고 타력 주행에 의해 회전하는 구동 바퀴의 관성력은 제2 액슬샤프트(12), 제1 액슬샤프트(11), 링기어(30), 피니언기어(40)를 거쳐 모터(50)로 전달된다. 이와 같이 차량의 운동에너지를 받은 모터(50)는 전기를 발생시킨다. 발생한 전기는 인버터를 거쳐 배터리에 충전된다.When the driver takes his foot off the accelerator, the vehicle is naturally decelerated and the motor 50 is not driven. During the natural deceleration of the vehicle, the first axle shaft 11 and the second axle shaft 12 are connected. The driving wheel rotates by the inertia of the vehicle and the inertial force of the driving wheel rotates by the inertial driving is the second axle shaft 12, the first axle shaft 11, the ring gear 30, and the pinion gear 40. through the motor 50 . In this way, the motor 50 receiving the kinetic energy of the vehicle generates electricity. The generated electricity is charged to the battery through an inverter.

운전자가 브레이크 페달(brake pedal)을 밟으면 차량의 브레이킹 감속이 이루어진다. 브레이킹 감속시 클러치(20)의 작동에 의해 제1 액슬샤프트(11)와 제2 액슬샤프트(12) 사이의 동력이 끊어진다. 이때, 링기어(30)와 제1 액슬샤프트(11)의 관성에 의한 회전력은 링기어(30)에서 피니언기어(40)를 거쳐 모터(50)로 전달된다. 이와 같이 링기어(30)의 관성 에너지를 전달 받은 모터(50)는 전기를 발생시킨다. 발생한 전기는 인버터를 거쳐 배터리에 충전된다.When the driver presses the brake pedal, braking deceleration of the vehicle is performed. During braking deceleration, the power between the first axle shaft 11 and the second axle shaft 12 is cut by the operation of the clutch 20 . At this time, the rotational force due to the inertia of the ring gear 30 and the first axle shaft 11 is transmitted from the ring gear 30 to the motor 50 through the pinion gear 40 . As described above, the motor 50 receiving the inertial energy of the ring gear 30 generates electricity. The generated electricity is charged to the battery through an inverter.

다음은 본 발명에 따른 전기자동차 회생제동장치의 작동에 대해 구체적으로 설명한다.Next, the operation of the regenerative braking device for an electric vehicle according to the present invention will be described in detail.

도 3은 본 발명의 바람직한 일 실시예에 따른 가속시 작동을 나타내는 도면이다.3 is a view showing an operation during acceleration according to a preferred embodiment of the present invention.

도 3 (a)와 같이 운전자가 액셀러레이터(미도시)를 밟으면 차량의 가속이 이루어진다. 차량의 가속시 클러치(20)는 작동하지 않기 때문에 제1 액슬샤프트(11)와 제2 액슬샤프트(12) 사이는 연결 상태이다.As shown in FIG. 3A , when the driver steps on an accelerator (not shown), the vehicle is accelerated. Since the clutch 20 does not operate when the vehicle is accelerated, the first axle shaft 11 and the second axle shaft 12 are in a connected state.

차량의 가속시 동력(80)의 전달은 도 3 (a)의 화살표와 같이 이루어진다. 구체적으로 차량의 가속시 화살표와 같이 동력(80)의 전달이 모터(50)에서 피니언기어(40)를 거쳐 링기어(30)로 전달된다.When the vehicle is accelerated, the power 80 is transmitted as shown by the arrow in FIG. 3 (a). Specifically, when the vehicle is accelerated, the power 80 is transmitted from the motor 50 to the ring gear 30 through the pinion gear 40 as shown by an arrow.

도 3 (b)와 같이 링기어(30)의 동력은 제1 액슬샤프트(11)와 제2 액슬샤프트(12)를 거쳐 타이어(71)에 전달되어 차량(70)의 가속 주행이 이루어진다. 차량의 가속시에는 회생제동이 이루어지지 않는다.As shown in FIG. 3B , the power of the ring gear 30 is transmitted to the tire 71 via the first axle shaft 11 and the second axle shaft 12 , so that the vehicle 70 accelerates. When the vehicle is accelerating, regenerative braking is not performed.

도 4는 본 발명의 바람직한 일 실시예에 따른 자연 감속(회생제동)시 작동을 나타내는 도면이다.4 is a view showing an operation during natural deceleration (regenerative braking) according to a preferred embodiment of the present invention.

도 4 (a)와 같이 운전자가 액셀러레이터(미도시)에서 발을 떼면 차량의 자연 감속이 이루어진다. 운전자가 액셀러레이터(미도시)에서 발을 뗀 상태이기 때문에 모터(50)는 구동하지 않는다.As shown in FIG. 4A , when the driver takes his/her foot off the accelerator (not shown), the vehicle is naturally decelerated. Since the driver has taken his/her foot off the accelerator (not shown), the motor 50 is not driven.

차량의 자연 감속시 클러치(20)가 작동하지 않기 때문에 제1 액슬샤프트(11)와 제2 액슬샤프트(12) 사이는 연결 상태이다.Since the clutch 20 does not operate during natural deceleration of the vehicle, the first axle shaft 11 and the second axle shaft 12 are in a connected state.

차량의 자연 감속시 동력(80) 전달은 도 4 (a)의 화살표와 같이 이루어진다. When the vehicle is decelerated naturally, power 80 is transmitted as shown by the arrow in FIG. 4 (a).

도 4 (b)와 같이 차량(70)은 모터(50)의 동력에 의해 주행하지 않고 타력주행을 한다. 이때, 회생제동이 이루어진다.As shown in FIG. 4(b) , the vehicle 70 does not travel by the power of the motor 50 but coasts. At this time, regenerative braking is performed.

동력(80)은 도 4 (a)의 화살표와 같이 타력 주행에 의한 타이어(71)의 회전력은 제2 액슬샤프트(12)와 제1 액슬샤프트(11)를 거쳐 링기어(30)로 전달된다.The power 80 is transmitted to the ring gear 30 through the second axle shaft 12 and the first axle shaft 11 as shown by the arrow of FIG. 4 (a). .

링기어(30)의 회전력은 피니언기어(40)를 거쳐 모터(50)로 전달된다. 이와 같이 모터(50)는 타력주행 중 운동에너지를 전달 받아 전기를 발생시게 된다. 발생된 전기는 인버터(미도시)를 거쳐 배터리(미도시)에 저장된다.The rotational force of the ring gear 30 is transmitted to the motor 50 via the pinion gear 40 . As such, the motor 50 generates electricity by receiving kinetic energy during coasting. The generated electricity is stored in a battery (not shown) through an inverter (not shown).

도 5는 본 발명의 바람직한 일 실시예에 따른 브래이킹 감속시 작동을 나타내는 도면이다.5 is a view showing an operation during braking deceleration according to a preferred embodiment of the present invention.

도 5 (a)와 같이 운전자가 브레이크 페달(미도시)을 밟으면 차량의 브레이킹 감속이 이루어진다. 이때, 회생제동이 이루어진다.As shown in FIG. 5A , when the driver steps on a brake pedal (not shown), braking deceleration of the vehicle is performed. At this time, regenerative braking is performed.

구체적으로 차량의 브레이킹 감속시 클러치(20) 작동으로 연결되어 있던 제1 액슬샤프트(11)와 제2 액슬샤프트(12) 사이가 떨어지면서 동력이 끊기게 된다.Specifically, during braking and deceleration of the vehicle, the power is cut off as the distance between the first axle shaft 11 and the second axle shaft 12 that were connected by the operation of the clutch 20 falls.

하지만 제1 액슬샤프트(11)와 제2 액슬샤프트(12) 사이가 분리되더라도 링기어(30)와 제1 액슬샤프트(11)의 관성은 그대로 작용하기 때문에 도 5 (a)의 화살표와 같이 동력(80) 전달은 링기어(30)와 피니언기어(40)를 거쳐 모터(50)로 전달된다.However, even when the first axle shaft 11 and the second axle shaft 12 are separated, the inertia of the ring gear 30 and the first axle shaft 11 acts as it is. (80) The transmission is transmitted to the motor 50 through the ring gear 30 and the pinion gear 40.

도 5 (b)와 같이 차량(70)의 제2 액슬샤프트(12)와 타이어(71)가 작동을 멈추더라도 관성에 의해 링기어(30)의 회전력이 모터(50)에 전달되고, 이러한 운동에너지를 전달 받은 모터(50)는 전기를 발생시킨다. 발생된 전기(50)는 인버터(미도시)를 거쳐 배터리(미도시)에 저장된다. As shown in FIG. 5B , even when the second axle shaft 12 and the tire 71 of the vehicle 70 stop operating, the rotational force of the ring gear 30 is transmitted to the motor 50 due to inertia, and this movement The motor 50 receiving the energy generates electricity. The generated electricity 50 is stored in a battery (not shown) through an inverter (not shown).

살펴본 바와 같이 본 발명은 브레이킹 감속시 클러치 작동에 의해 제1 액슬샤프트와 제2 액슬샤프트 사이의 동력을 끊어 회생제동이 이루어도록 하는 전기자동차 회생제동장치를 구현할 수 있다. 또한, 본 발명은 상용 전기자동차(EV)의 회생제동 효율을 극대화시킬 수 있다. 또한, 본 발명은 브레이크 작동시 파워트레인으로 부터 전달되는 토크가 차단되어 브레이킹 포스가 줄고, 이로 인해 브레이크의 수명을 연장시킬 수 있다.As described above, the present invention can implement a regenerative braking device for an electric vehicle that performs regenerative braking by cutting power between the first axle shaft and the second axle shaft by a clutch operation during braking deceleration. In addition, the present invention can maximize the regenerative braking efficiency of a commercial electric vehicle (EV). In addition, according to the present invention, the torque transmitted from the power train is cut off when the brake is operated, thereby reducing the braking force, thereby prolonging the life of the brake.

이상의 설명은 본 발명의 기술 사상을 예시적으로 설명한 것에 불과한 것으로서, 본 발명이 속하는 기술 분야에서 통상의 지식을 가진 자라면 본 발명의 본질적인 특성에서 벗어나지 않는 범위 내에서 다양한 수정, 변경 및 치환이 가능할 것이다. 따라서, 본 발명에 개시된 실시예 및 첨부된 도면들은 본 발명의 기술 사상을 한정하기 위한 것이 아니라 설명하기 위한 것이고, 이러한 실시예 및 첨부된 도면에 의하여 본 발명의 기술 사상의 범위가 한정되는 것은 아니다. 본 발명의 보호 범위는 아래의 청구범위에 의하여 해석되어야 하며, 그와 동등한 범위 내에 있는 모든 기술 사상은 본 발명의 권리범위에 포함되는 것으로 해석되어야 할 것이다.The above description is merely illustrative of the technical idea of the present invention, and various modifications, changes, and substitutions are possible within the range that does not depart from the essential characteristics of the present invention by those of ordinary skill in the art to which the present invention pertains. will be. Accordingly, the embodiments disclosed in the present invention and the accompanying drawings are intended to explain, not to limit the technical spirit of the present invention, and the scope of the technical spirit of the present invention is not limited by these embodiments and the accompanying drawings. . The protection scope of the present invention should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

10 : 액슬샤프트
11 : 제1 액슬샤프트
12 : 제2 액슬샤프트
20 : 클러치
30 : 링기어
40 : 피니언기어
50 : 모터
60 : 브레이크 드럼
70 : 차량
71 : 타이어
80 : 동력10: axle shaft
11: first axle shaft
12: second axle shaft
20: clutch
30: ring gear
40: pinion gear
50: motor
60: brake drum
70: vehicle
71: tire
80: power

Claims (8)

액슬샤프트에 클러치가 구비되고,
상기 액슬샤프트는,
링기어와 연결되는 제1 액슬샤프트; 및
상기 클러치에 의해 제1 액슬샤프트의 동력이 연결되거나 또는 끊기는 것으로서 구동 바퀴와 연결되는 제2 액슬샤프트;
를 포함하며,
상기 링기어는 모터의 동력이 전달되는 피니언기어와 연결되는 것을 특징으로 하는 전기자동차 회생제동장치.A clutch is provided on the axle shaft,
The axle shaft is
a first axle shaft connected to the ring gear; and
a second axle shaft connected to the driving wheel as the power of the first axle shaft is connected or disconnected by the clutch;
includes,
The ring gear is an electric vehicle regenerative braking device, characterized in that connected to the pinion gear to which the power of the motor is transmitted. 삭제delete 삭제delete 제 1 항에 있어서,
차량의 가속 및 자연 감속시 상기 클러치가 작동하지 않음에 따라 상기 제1 액슬샤프트와 제2 액슬샤프트 사이의 동력이 연결되는 것을 특징으로 하는 전기자동차 회생제동장치.The method of claim 1,
The regenerative braking device for an electric vehicle, characterized in that the power between the first axle shaft and the second axle shaft is connected as the clutch is not operated during acceleration and natural deceleration of the vehicle. 제 4 항에 있어서,
상기 가속은,
운전자가 액셀러레이터를 밟고 있는 상태이며, 모터가 구동하는 상태인 것을 특징으로 하는 전기자동차 회생제동장치.5. The method of claim 4,
The acceleration is
An electric vehicle regenerative braking system, characterized in that the driver is stepping on the accelerator and the motor is driven. 제 4 항에 있어서,
상기 자연 감속은,
운전자가 액셀러레이터에서 발을 뗀 상태이며, 모터가 구동하지 않으며 차량의 타력 주행 상태인 것을 특징으로 하는 전기자동차 회생제동장치.5. The method of claim 4,
The natural deceleration is
A regenerative braking system for an electric vehicle, characterized in that the driver takes his/her foot off the accelerator, the motor is not driven, and the vehicle is in a coasting state. 제 1 항에 있어서,
차량의 브레이킹 감속시 상기 클러치의 작동에 의해 상기 제1 액슬샤프트와 제2 액슬샤프트 사이의 동력이 끊기는 것을 특징으로 하는 전기자동차 회생제동장치.The method of claim 1,
The regenerative braking device for an electric vehicle, characterized in that power between the first axle shaft and the second axle shaft is cut off by the operation of the clutch when braking and decelerating the vehicle. 제 7 항에 있어서,
상기 브레이킹 감속은,
운전자가 브레이크 페달은 밟고 있는 상태로 상기 제2 액슬샤프트는 회전 작동을 멈추고, 회전하고 있던 제1 액슬샤프트와 링기어의 관성력은 피니언기어를 거쳐 모터로 전달되는 것을 특징으로 하는 전기자동차 회생제동장치.8. The method of claim 7,
The braking deceleration is
Regenerative braking device for electric vehicle, characterized in that the second axle shaft stops rotating while the driver is pressing the brake pedal, and the inertial force of the rotating first axle shaft and the ring gear is transmitted to the motor through the pinion gear .
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Citations (1)

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Publication number Priority date Publication date Assignee Title
JP2010532288A (en) * 2007-07-06 2010-10-07 ドクトル イング ハー ツェー エフ ポルシェ アクチエンゲゼルシャフト Hybrid car

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DE3542059C1 (en) * 1985-11-28 1987-06-04 Opel Adam Ag Motor vehicle with main drive axle and switchable drive axle
KR20020066846A (en) 2001-02-14 2002-08-21 현대중공업 주식회사 Break system in the Electric Vehicle using the motor's regenerative and mechanical breaking system
US7115058B2 (en) * 2004-10-29 2006-10-03 American Axle & Manufacturing, Inc. Power-assisted differential assembly

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Publication number Priority date Publication date Assignee Title
JP2010532288A (en) * 2007-07-06 2010-10-07 ドクトル イング ハー ツェー エフ ポルシェ アクチエンゲゼルシャフト Hybrid car

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