KR20100061429A - Electric vehicle equipped with self generation device - Google Patents

Abstract

PURPOSE: An electric vehicle is provided to maximize charge efficiency by optimally maintaining the revolutions per minute of the alternator regardless of a traveling speed. CONSTITUTION: A charge controller charges a battery pack(10). An inverter(20) changes power applied from the battery pack into AC. An AC induction motor is rotated with AC provided from the inverter. A driving shaft of a motor transfers the rotational motion of the AC induction motor to a front-wheel or rear wheel. A transmission(40) controls the revolutions per minute of the front wheel or rear wheel. A chain(70) is driven with the rotation of the front wheel and the rear wheel. An alternator(80) is arranged inside the frame of the electric vehicle. A sprocket cassette is rotated with the driving of the chain.

Description

ELECTRIC VEHICLE EQUIPPED WITH SELF GENERATION DEVICE

The present invention relates to a technology that can increase the driving distance by utilizing the energy lost during the driving of the electric vehicle to recharge the battery.

Electric cars, which have recently received a lot of attention with the depletion of fossil fuels, are pollution-free because they do not generate exhaust gas and have the advantage of very low driving noise.

The core technology required for the production of such an electric vehicle is by far battery and motor control technology.

The indicators for the performance of the battery include energy density and output characteristics. The energy density is related to the total distance traveled by the vehicle in one charge, and the output characteristic is related to acceleration and maximum speed. In addition, there are various indicators such as stability and ease of charging and discharging control, charging efficiency and charging time, and these key characteristics must be satisfied evenly for the smooth operation of an electric vehicle.

On the other hand, motor manufacturing and control technology is evolving, and the indicators for the performance of such motors include power, weight, and size. In terms of output, electric vehicles can obtain high output by adopting AC induction motor instead of using DC motor, and obtain good speed change characteristics through AC frequency variable. In addition, in terms of light weight and miniaturization, in the case of the recently developed AC induction motor for electric vehicles, a load weight and a volume are greatly reduced, and a motor having an output density of 1 KW / kg has been developed.

Fig. 1 is a dog figure showing the configuration of an electric vehicle according to the prior art, which is difficult to drive at a high speed compared to a petroleum fuel engine despite the rapid development of the battery and motor control technology, because the driving is equipped with a large capacity battery The disadvantage is that excessive charging time is required for the.

In particular, it is a disadvantage that the long distance travel is impossible due to a short charge when charging once, or that inconvenience such as recharging over a long time while driving is the biggest disadvantage.

In recent years, the maximum driving distance of the electric vehicle developed in Korea is only 31.2km, so it is possible to drive the city very close to each other, and it is necessary to bear the inconvenience of recharging for a long time every time it is driven.

However, in view of the development speed of battery-related technology, it is not easy to expect the capacity of the battery to increase sufficiently, and the power efficiency characteristics of the motor are not much left to be improved. The need for breakthroughs is a common perception in the industry.

The present invention has been made in order to solve the problems of the prior art as described above to connect the alternator for each wheel shaft of the electric vehicle to drive the alternator during rotation of the wheel shaft to produce a current, regardless of the rotation speed of the wheel shaft of the alternator It is an object of the present invention to provide an electric vehicle having a self-generating device for maximizing the output of the alternator while preventing excessive load on the wheel axle by maintaining an appropriate number of revolutions per minute.

An electric vehicle having a self-powered apparatus according to an embodiment of the present invention for achieving the above object is a battery pack having a lithium ion or lithium polymer battery dual pack for providing a DC power source;

A charging controller 11 which charges the battery pack 10 individually or sequentially when an AC power is input;

An inverter 20 for converting power applied from the battery pack 10 into alternating current;

An AC induction motor 30 rotating by alternating current supplied from the inverter 20;

A motor driving shaft 31 installed in the frame of the electric vehicle so as to be parallel to the traveling direction and transmitting the rotational movement of the AC induction motor 30 to the front wheels 50 and 50 'or the rear wheels 60 and 60';

A transmission (40) for adjusting a gear ratio to obtain a rotational speed of the front or rear wheel shafts (51, 61) necessary for driving the electric vehicle while maintaining the rotational speed of the AC induction motor (30) constant;

In the case of front wheel drive, the rotational speed per minute through the transmission 40 is controlled, the front wheel shaft 51 is provided in the lower front of the frame to rotate perpendicular to the traveling direction of the electric vehicle;

Front wheels (50, 50 ') provided at both ends of the front wheel shaft (51) to rotate when the front wheel shaft (51) rotates, so that the electric vehicle moves forward by friction with the ground;

Front wheel shaft chainrings 52 and 52 'provided at both ends of the front wheels 50 and 50' of the front wheel shaft 51;

In the case of the rear wheel drive, the rotational speed per minute is controlled through the transmission 40, the rear wheel shaft 61 provided in the lower rear of the frame to be orthogonal to the traveling direction of the electric vehicle;

Rear wheels 60 and 60 'provided at both ends of the rear wheel shaft 61;

Rear wheel shaft chainrings (62, 62 ') provided inside the rear wheels (60, 60') at both ends of the rear wheel shaft (61);

Four chains 70 connected to the front wheel shaft chainrings 52 and 52 'and the rear wheel side chainrings 62 and 62' and driven when the front wheels 50 and 50 'and the rear wheels 60 and 60' are rotated. );

Four alternators 80 provided in the front wheels 50 and 50 'and rear wheels 60 and 60' inward directions, respectively, in the frame of the electric vehicle; And

It is provided on the rotation axis of the alternator 80, connected to each one of the chain 70 one sprocket cassette (90) to rotate when driving the chain 70;

The four alternators 80 are formed of the front wheel shaft chainrings 52 and 52 'and the rear wheel chainrings 62 and 62', respectively, when the front wheels 50 and 50 'and the rear wheels 60 and 60' are rotated. Receives kinetic energy via the sprocket cassette 90 by driving, and generates an alternating current from the state coil (State Coil), but applies to the charging controller 11 without converting to direct current,

The charging controller 11 is provided with a self-powered device, characterized in that for each or sequentially charging the battery pack 10 by using the alternating current supplied from the four alternator 80 during the driving of the electric vehicle. It is characterized by.

On the other hand, the electric vehicle having a self-powered device according to this embodiment of the present invention for achieving the above object is a battery pack having a lithium ion or lithium polymer battery dual pack for providing a DC power source;

A charging controller 11 which charges the battery pack 10 individually or sequentially when an AC power is input;

An inverter 20 for converting power applied from the battery pack 10 into alternating current;

An AC induction motor 30 rotating by alternating current supplied from the inverter 20;

A motor driving shaft 31 installed in the frame of the electric vehicle so as to be parallel to the traveling direction and transmitting the rotational movement of the AC induction motor 30 to the front wheels 50 and 50 'or the rear wheels 60 and 60';

A drive shaft chainring (32, 32 ') provided in the motor drive shaft (31) to rotate when the motor drive shaft (31) rotates;

A transmission (40) for adjusting a gear ratio to obtain a rotational speed of the front or rear wheel shafts (51, 61) necessary for driving the electric vehicle while maintaining the rotational speed of the AC induction motor (30) constant;

In the case of front wheel drive, the rotational speed per minute through the transmission 40 is controlled, the front wheel shaft 51 is provided in the lower front of the frame to rotate perpendicular to the traveling direction of the electric vehicle;

Front wheels (50, 50 ') provided at both ends of the front wheel shaft (51) to rotate when the front wheel shaft (51) rotates, so that the electric vehicle moves forward by friction with the ground;

In the case of the rear wheel drive, the rotational speed per minute is controlled through the transmission 40, the rear wheel shaft 61 provided in the lower rear of the frame to be orthogonal to the traveling direction of the electric vehicle;

Rear wheels 60 and 60 'provided at both ends of the rear wheel shaft 61;

Rear wheel shaft chainrings (62, 62 ') provided inside the rear wheels (60, 60') at both ends of the rear wheel shaft (61);

A chain (70) connected to the drive shaft chainring (32, 32 ') and the rear wheel side chainring (62, 62') and driven when the front wheel (50, 50 ') and the rear wheel (60, 60') rotate;

An alternator 80 provided in an inner direction of the front wheels 50 and 50 'and the rear wheels 60 and 60' in the electric vehicle frame; And

Is provided on the rotation axis of the alternator 80, the sprocket cassette 90 is connected to each one of the chain 70 in one-to-one rotation when driving the chain 70;

The alternator 80 is adapted to drive the front wheel shaft chainrings 52, 52 'and rear wheel side chainrings 62, 62' during rotation of the front wheels 50, 50 'and rear wheels 60, 60', respectively. By receiving the kinetic energy via the sprocket cassette 90, and generates an alternating current from the state coil (State Coil), but applies to the charging controller 11 without converting to direct current,

The charging controller 11 is characterized in that to charge the battery pack 10 or sequentially using the AC current supplied from the alternator 80 during the driving of the electric vehicle.

According to the present invention as described above has the effect that the maximum driving distance can be dramatically increased during a single charge of the electric vehicle without waiting for the development of the battery and motor-related technology.

In particular, there is an effect of maximizing the charging efficiency by automatic control so that the revolutions per minute of the alternator maintains the optimum range regardless of the running speed.

As a result, it becomes possible to travel long distances using electric vehicles, which has the effect of facilitating the commercialization and dissemination of electric vehicles.

1 is a conceptual diagram showing the structure of an electric vehicle according to the prior art,
2 is a conceptual diagram showing the structure of an electric vehicle having a self-powered device according to an embodiment of the present invention,
3 is a graph showing the power generation characteristics of the alternator,
4 is a reference diagram illustrating a connection structure between the wheel shaft and the alternator,
5 is a conceptual diagram showing the structure of an electric vehicle having a self-powered apparatus according to this embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described in detail the configuration of an electric vehicle having a self-powered device according to the present invention.

2 is a conceptual diagram showing the structure of an electric vehicle having a self-powered device according to an embodiment of the present invention, as shown in FIG. 10), Charging Controller (11), Inverter (Inverter: 20), AC Induction Motor (30), Transmission (Transmission: 40), and the front wheels (50, 50 ') and rear of both sides of the frame It has rear wheels 60 and 60 'on both sides, respectively.

On the other hand, two alternators 80, one each in the front wheels 50 and 50 'and one in the front wheels 50 and 50' or one in the rear wheels 60 and 60 ', respectively. The alternator 80 produces alternating current from energy lost during rotation of the AC induction motor 30 as described below.

Looking at each of these components, the battery pack 10 is equipped with a large capacity lithium ion (Lithium Ion) or lithium polymer (Lithium Polymer) battery, preferably having two batteries of the same type to be electrically separated from each other While one is discharged, the other is allowed to charge.

On the contrary, after any one is charged to a considerable degree, the AC motor 30 is driven using the other one.

Lithium ion or lithium polymer batteries can be used as a single battery pack because they do not have much energy loss even when charging and discharging occur at the same time.However, in a very short time, about 7 to 80% of the total charge capacity is charged, but it takes considerable time until fully charged. In consideration of the characteristics of the lithium ion, lithium polymer battery required to configure a dual, if either of the charge to drive the AC induction motor 30 using the charged battery, the AC induction motor 30 is driven to the front wheel (50) 50 ') or as the rear wheels 60 and 60' rotate, the remaining one battery can be charged in a short time using the alternator 80 as described below, thereby appropriately responding to the voltage drop effect due to the remaining battery charge. have.

In other words, by using the remaining battery that is charged to some extent before the voltage drop occurs due to the decrease of the remaining battery capacity, it is possible to prevent the driving performance deterioration due to the voltage drop. The problem of battery life shortening caused by being left in a discharged state can also be avoided.

At this time, the important thing is to electrically separate the two batteries consisting of the dual pack, which is connected to the dual battery pack in parallel or in series, while one is supplying power to the AC induction motor 30, the other one This means that power is supplied from the alternator 80 through a separate electrical connection.

On the other hand, the battery pack 10 is provided with a separate charging controller 11, the charging controller 11 basically serves to charge the battery pack 10 by using it when the external power is drawn from the charging station, In addition, as described above, in the case of the dual battery pack, the other one is charged by using the power supplied from the alternator 80 while one is discharged, and if necessary, the battery of both batteries has been charged to some extent without waiting for full charge. Switching the electrical connection serves to control to drive the AC induction motor 30 by using a charged battery.

Meanwhile, as illustrated in FIG. 2, the direct current supplied from the battery pack 10 is converted into alternating current via the inverter 20.

In the present invention, since the AC induction motor is adopted to secure driving performance, the DC is converted into AC via the inverter 20 for driving thereof.

Meanwhile, as shown in FIG. 2, the AC induction motor 30 rotates the motor driving shaft 31 when power is supplied from the battery pack 10, and preferably, the motor driving shaft 31 has a traveling direction in the frame. It is arranged to be parallel and is supported to rotate by a drive shaft support (not shown).

On the other hand, the rotational energy of the motor drive shaft 31 is transmitted to the front wheel (50, 50 ') or rear wheel (60, 60') by the appropriate gear ratio by the transmission (40).

Unlike the fossil fuel engine, the AC induction motor 30 has the characteristic of having the maximum torque in all areas, so it is possible to adjust the speed of the electric vehicle by controlling the revolutions per minute, but to maintain an excessively low or high rpm In this case, it may be necessary to adjust the gear ratio by providing a separate transmission 40 because it may cause unnecessary consumption of energy or may cause problems in the durability of the motor.

On the other hand, when the electric vehicle is a front wheel drive, as shown in Figure 2 the rotational energy of the motor drive shaft 31 is transmitted to the front wheel shaft 51 via the transmission 40, the ground by the rotation of the front wheel shaft 51 The front wheels 50 and 50 'which are in contact with each other rotate, and the electric vehicle moves by the frictional force between the front wheels 50 and 50'.

Of course, in the case of the rear wheel drive, the rotational energy of the motor drive shaft 31 is transmitted to the rear wheel shaft 61 via the transmission 40, the movement of the electric vehicle is naturally due to the rotation of the rear wheels (60, 60 ').

On the other hand, the front wheel shaft 51 or the rear wheel shaft 61 is provided with front wheel shaft chainrings 52, 52 'and rear wheel shaft chainrings 62, 62' to transmit rotational energy to the alternator 80.

As shown in FIG. 2, when the front wheel shaft 51 rotates, the front wheel shaft chainrings 52 and 52 ′ rotate, which is a chain 70 connecting the chainrings 52 and 52 ′ and the sprocket cassette 90. ), The sprocket cassette 90 is rotated by the drive of the chain 70, the alternator 80 is driven.

In general, the alternator 80 produces AC current from an internal state coil, and is divided into single phase and three phase according to the number of coils. Meanwhile, the produced alternating current is converted into direct current using a diode, and the alternator 80 of the present invention directly applies alternating current to the charging controller 11 without undergoing a rectification process.

On the other hand, according to the characteristics of the alternator 80 shown in Figure 3, depending on the specifications of the alternator 80 product little by little, but the normal number of revolutions is at least 1500rpm to start the charge, 3000rpm exceeds the smooth charging is achieved.

On the other hand, the power output increases linearly up to a certain level when the rpm increases, but after a certain point, the strategic output increase decreases significantly, and when the rpm is too high, the durability of the alternator 80 may occur.

Therefore, there is a need to maintain the revolutions per minute of the alternator 80 at an appropriate level irrespective of the rotational speed of the AC induction motor 30.

To this end, as shown in FIG. 4, the sprocket cassette 90 has a plurality of sprockets each having a different number of teeth, but the chain 70 may be bitten by an appropriate sprocket by adjusting the tension of the chain using a derailleur (not shown). It is desirable to be able to.

That is, when the vehicle starts to drive and the revolutions per minute of the front wheel shaft 51 or the rear wheel shaft 61 is low, the derailleur is controlled so that the chain 70 is caught by a sprocket having a small number of teeth among the sprockets of the sprocket cassette 90. When the rpm of the alternator 80 is forcibly raised and the vehicle is driven at a high speed and the RPM of the front wheel 51 or the rear wheel 61 is too high, the derailleur is controlled to control the sprocket of the sprocket cassette 90. The chain 70 is bitten by a sprocket having a large number of teeth in the middle so that the revolutions per minute of the alternator 80 can be maintained at an appropriate level.

On the other hand, the RPM controller (not shown) to control the derailleur according to the speed of the electric vehicle as described above so that the alternator 80 maintains an appropriate rpm.

Meanwhile, in the above example, the chain rings 52 and 62 and the sprocket cassette 90 are connected by using the chain 70. However, the chain tends to generate noise even though it is durable enough to be used semi-permanently. .

Thus, a belt may be used instead of the chain 70, in which case the front wheel axle chainrings 52, 52 'and the rear axle chainrings 62, 62' and the sprocket cassette 90 are pulleys for belt operation. (Pulley) should be replaced.

Hereinafter, a configuration of an electric vehicle having a self-powered device according to this embodiment of the present invention will be described with reference to FIG. 5. However, description of overlapping matters is omitted.

As shown in FIG. 5, the kinetic energy of the drive shaft 31 of the AC induction motor 30 is transferred to the drive shaft chainrings 32 and 32 ′ formed on the drive shaft 31 before the gear ratio and direction change through the transmission 40. The alternator 80 can be driven by hooking the chain 70.

In this case, the energy applied to the front wheels 50 and 50 ′ is partially lost before the transmission 40 as compared to the exemplary embodiment, so there is a slight loss in driving performance, but the charging efficiency is improved.

In the example of FIG. 5, two alternators 80 are shown connected to the motor drive shaft 31, but one alternator 80 may be connected depending on the charging efficiency.

While the present invention has been described with reference to several embodiments, these embodiments are disclosed for purposes of illustration, and those skilled in the art will be able to make various modifications, changes, and additions within the spirit and scope of the present invention. Of course, this should be construed as not departing from the scope of the following claims.

10: Battery Pack
11: Charging Controller
20: Inverter
30: AC induction motor
31: motor drive shaft
32: drive shaft chainring
40: Transmission
50: front wheel
51: front wheel shaft
52: Front Wheel Shaft Chain Ring
60: rear wheel
61: rear wheel shaft
62: rear axle chainring
70: Chain 80: Alternator
90: Sprocket Cassette

Claims (8)

A battery pack having a lithium ion or lithium polymer battery dual pack to provide a DC power source;
A charging controller 11 which charges the battery pack 10 individually or sequentially when an AC power is input;
An inverter 20 for converting power applied from the battery pack 10 into alternating current;
An AC induction motor 30 rotating by alternating current supplied from the inverter 20;
A motor driving shaft 31 installed in the frame of the electric vehicle so as to be parallel to the traveling direction and transmitting the rotational movement of the AC induction motor 30 to the front wheels 50 and 50 'or the rear wheels 60 and 60';
A transmission (40) for adjusting a gear ratio to obtain a rotational speed of the front or rear wheel shafts (51, 61) necessary for driving the electric vehicle while maintaining the rotational speed of the AC induction motor (30) constant;
In the case of front wheel drive, the rotational speed per minute through the transmission 40 is controlled, the front wheel shaft 51 is provided in the lower front of the frame to rotate perpendicular to the traveling direction of the electric vehicle;
Front wheels (50, 50 ') provided at both ends of the front wheel shaft (51) to rotate when the front wheel shaft (51) rotates, so that the electric vehicle moves forward by friction with the ground;
Front wheel shaft chainrings 52 and 52 'provided at both ends of the front wheels 50 and 50' of the front wheel shaft 51;
In the case of the rear wheel drive, the rotational speed per minute is controlled through the transmission 40, the rear wheel shaft 61 provided in the lower rear of the frame to be orthogonal to the traveling direction of the electric vehicle;
Rear wheels 60 and 60 'provided at both ends of the rear wheel shaft 61;
Rear wheel shaft chainrings (62, 62 ') provided inside the rear wheels (60, 60') at both ends of the rear wheel shaft (61);
A chain (70) connected to the front wheel shaft chainrings (52, 52 ') and the rear wheel side chainrings (62, 62') and driven when the front wheels (50, 50 ') and the rear wheels (60, 60') rotate;
An alternator 80 provided in an inner direction of the front wheels 50 and 50 'and the rear wheels 60 and 60' in the electric vehicle frame; And
Is provided on the rotation axis of the alternator 80, the sprocket cassette 90 is connected to each one of the chain 70 in one-to-one rotation when driving the chain 70;
The alternator 80 is adapted to drive the front wheel shaft chainrings 52, 52 'and rear wheel side chainrings 62, 62' during rotation of the front wheels 50, 50 'and rear wheels 60, 60', respectively. By receiving the kinetic energy via the sprocket cassette 90, and generates an alternating current from the state coil (State Coil), but applies to the charging controller 11 without converting to direct current,
The charging controller 11 uses an alternating current supplied from the alternator 80 while driving the electric vehicle to individually or sequentially charge the battery pack 10. .
The method of claim 1,
The sprocket cassette 90 has a plurality of sprockets each having a different number of teeth,
And a derailleur for changing a sprocket to be connected to the chain among a plurality of sprockets of the sprocket cassette (90).
The method of claim 1,
And an RPM controller for changing the sprockets by controlling the derailleur so that the revolutions per minute of the alternator (80) can maintain 1500 rpm to 11000 rpm.
The method of claim 1,
Instead of the chain 70 is provided with a belt,
The front wheel axle chainring (52, 52 '), the rear wheel axle chainring (62, 62'), the sprocket cassette (90), each electric vehicle having a self-powered device, characterized in that the pulley (Pulley).
A battery pack having a lithium ion or lithium polymer battery dual pack to provide a DC power source;
A charging controller 11 which charges the battery pack 10 individually or sequentially when an AC power is input;
An inverter 20 for converting power applied from the battery pack 10 into alternating current;
An AC induction motor 30 rotating by alternating current supplied from the inverter 20;
A motor driving shaft 31 installed in the frame of the electric vehicle so as to be parallel to the traveling direction and transmitting the rotational movement of the AC induction motor 30 to the front wheels 50 and 50 'or the rear wheels 60 and 60';
A drive shaft chainring (32, 32 ') provided in the motor drive shaft (31) to rotate when the motor drive shaft (31) rotates;
A transmission (40) for adjusting a gear ratio to obtain a rotational speed of the front or rear wheel shafts (51, 61) necessary for driving the electric vehicle while maintaining the rotational speed of the AC induction motor (30) constant;
In the case of front wheel drive, the rotational speed per minute through the transmission 40 is controlled, the front wheel shaft 51 is provided in the lower front of the frame to rotate perpendicular to the traveling direction of the electric vehicle;
Front wheels (50, 50 ') provided at both ends of the front wheel shaft (51) to rotate when the front wheel shaft (51) rotates, so that the electric vehicle moves forward by friction with the ground;
In the case of the rear wheel drive, the rotational speed per minute is controlled through the transmission 40, the rear wheel shaft 61 provided in the lower rear of the frame to be orthogonal to the traveling direction of the electric vehicle;
Rear wheels 60 and 60 'provided at both ends of the rear wheel shaft 61;
Rear wheel shaft chainrings (62, 62 ') provided inside the rear wheels (60, 60') at both ends of the rear wheel shaft (61);
A chain (70) connected to the drive shaft chainring (32, 32 ') and the rear wheel side chainring (62, 62') and driven when the front wheel (50, 50 ') and the rear wheel (60, 60') rotate;
An alternator 80 provided in an inner direction of the front wheels 50 and 50 'and the rear wheels 60 and 60' in the electric vehicle frame; And
Is provided on the rotation axis of the alternator 80, the sprocket cassette 90 is connected to each one of the chain 70 in one-to-one rotation when driving the chain 70;
The alternator 80 is adapted to drive the front wheel shaft chainrings 52, 52 'and rear wheel side chainrings 62, 62' during rotation of the front wheels 50, 50 'and rear wheels 60, 60', respectively. By receiving the kinetic energy via the sprocket cassette 90, and generates an alternating current from the state coil (State Coil), but applies to the charging controller 11 without converting to direct current,
The charging controller (11) is an electric vehicle having a self-powered device, characterized in that for each or sequentially charging the battery pack 10 by using an alternating current supplied from the alternator (80) during the driving of the electric vehicle.
The method of claim 5, wherein
The sprocket cassette 90 has a plurality of sprockets each having a different number of teeth,
And a derailleur for changing a sprocket to be connected to the chain among a plurality of sprockets of the sprocket cassette (90).
The method of claim 5, wherein
And an RPM controller for changing the sprockets by controlling the derailleur so that the revolutions per minute of the alternator (80) can maintain 1500 rpm to 11000 rpm.
The method of claim 5, wherein
Instead of the chain 70 is provided with a belt,
And each of the drive shaft chainrings (32, 32 '), the rear wheel shaft chainrings (62, 62'), and the sprocket cassette (90) are pulleys (Pulley).

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