KR20150074437A - Hybrid vehicle and control method thereof - Google Patents

Abstract

The present invention provides a hybrid vehicle and a control method thereof, capable of preventing power transmission loss and regenerative breaking loss due to the transmission and enhancing fuel efficiency using an ultracapacitor which is an efficient energy storage device. The hybrid vehicle comprises: a transmission coupled between a front wheel drive shaft of a vehicle and an engine and having a transmission clutch; a drive motor coupled to a rear wheel drive shaft via a clutch; an ultracapacitor electrically connected to the drive motor; and a control part for controlling the drive motor by controlling the on-off of the clutch.

Description

[0001] HYBRID VEHICLE AND CONTROL METHOD THEREOF [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle using an ultracapacitor, which is an efficient energy storage device, in a hybrid vehicle and capable of eliminating the loss of the transmission when the motor is driven, and a control method thereof.

Hybrid vehicles are future vehicles that can reduce exhaust gas and improve fuel economy by employing not only an engine but also a motor drive source as an auxiliary power source. The hybrid vehicle includes an EV (electric vehicle) mode, which is a pure electric vehicle mode using only motor power, A hybrid electric vehicle (HEV) mode, which is an auxiliary mode in which the rotational force of the motor is used as an auxiliary power and the braking and inertial energy of the vehicle when the vehicle is driven by braking or inertia, And a regenerative braking (RB) mode for charging the vehicle.

Korean Patent Publication No. 10-2012-0131727 A discloses an electric vehicle power system using a supercapacitor, comprising: a motor-generator for driving a load and generating power through regenerative braking; A supercapacitor for storing external charging energy and energy generated by the motor-generator; A battery for receiving and storing power from the supercapacitor and supplying driving power to the motor-generator; An engine that is driven when the charge amount (SoC) of the supercapacitor and the battery is less than an auxiliary power generation operating point; And a generator for providing energy to the supercapacitor, the energy being assisted and generated according to the driving of the engine; The electric power unit includes a supercapacitor.

However, in the above-mentioned patent, there is a problem that the weight of the vehicle is increased due to application of a battery and a motor having a large capacity, and energy is lost because the battery can not accommodate the power generated during the regenerative braking. Also, in the case of conventional batteries, the risk of overcharging is limited due to the limitation of the regenerative braking depending on the capacity of the battery, so that the fuel efficiency is lowered and the output of the battery is limited in the low temperature range. Accordingly, when the vehicle is running or when the regenerative braking is performed, power is transmitted through the transmission, and loss is generated in the transmission. As a result, fuel economy performance, which is an advantage of a hybrid vehicle, is deteriorated, resulting in poor quality and reliability of the vehicle.

It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

KR 10-2012-0131727 A

SUMMARY OF THE INVENTION The present invention has been proposed in order to solve such a problem, and provides a hybrid vehicle and a control method thereof for solving power transmission loss and regenerative braking loss due to a transmission, and improving fuel efficiency by using an ultracapacitor as an efficient energy storage device It has its purpose.

According to an aspect of the present invention, there is provided a hybrid vehicle including: a transmission coupled between a front wheel drive shaft of a vehicle and an engine and including a transmission clutch; A drive motor coupled to the rear wheel drive shaft via a clutch; An ultracapacitor electrically connected to the driving motor; And a controller for controlling the drive motor by controlling on / off of the clutch.

The drive motor may be connected to the clutch and the rear wheel drive shaft via a speed reducer.

The driving force transmitted through the reduction gear can be transmitted to the rear wheel drive shaft through the longitudinal reduction gear.

A generator may be coupled to the engine.

The electric energy generated at the regenerative braking or from the generator is stored in the ultracapacitor, and the electric energy stored in the ultracapacitor can be stored in the auxiliary battery of the vehicle.

The control unit drives the engine in the series mode to turn on the clutch to cause the generator to perform electric power generation and to charge the electric energy to the ultracapacitor. The electric energy of the ultracapacitor is supplied to the driving motor, The drive shaft can be rotated.

The controller turns on the clutch in the EV mode and supplies the electric energy of the ultracapacitor to the driving motor to rotate the rear wheel driving shaft only by the driving motor.

The controller turns on the clutch at the time of regenerative braking and uses the rotational force of the rear wheel drive shaft to perform electric power generation of the drive motor to charge the generated electric energy into the ultracapacitor.

In the HEV mode, the control unit turns the clutch and the transmission clutch to the ON state, and simultaneously drives the engine and the drive motor to rotate the front wheel and the rear wheel drive shaft.

The control unit switches the transmission clutch to an ON state in the engine only drive mode, and can drive the engine to rotate the front wheel drive shaft.

A control method of a hybrid vehicle for achieving the above object is the control method for a hybrid vehicle as set forth in claim 1, wherein, in the EV mode, the clutch is turned on and the electric energy of the ultracapacitor is supplied to the drive motor, A first driving step of rotating the first driving step; A second driving step of switching the clutch and the transmission clutch to the ON state in the HEV mode and simultaneously driving the engine and the drive motor to rotate the front wheel and the rear wheel drive shaft; A third running step of causing the generator to perform electric power generation by driving the engine while the clutch is in the series mode, and driving the drive motor with electric energy generated by the generator; And a fourth driving step of rotating the front wheel drive shaft by driving the engine in a state in which the transmission clutch is turned on in the engine only drive mode.

The power transmission control method may further include a charging step of performing electric power generation of the driving motor using the rotational force of the rear wheel drive shaft during regenerative braking and charging the developed electric energy to the ultracapacitor.

The hybrid vehicle having the above-described structure and the control method thereof, unlike the hybrid vehicle of TMED (Transmission Mounted Electric Device) and FMED (Flywheel Mounted Electric Device) type in which a motor is constituted between a conventional transmission and an engine, This is a method of connecting a drive motor. This simple design change can be implemented, which is advantageous in design and layout change, and development cost is reduced. In addition, there is no power loss due to the transmission during the EV mode running and regenerative braking, so that the charging / discharging efficiency and the energy recovery amount are increased and the fuel economy is improved.

In the present invention, by using an ultra capacitor having a high charging / discharging efficiency rather than a conventional general high voltage battery, the battery loss due to running is reduced, the output performance is advantageous in cold condition, and the performance is improved in cold start. There is an advantage that the life of the battery is longer than that of the conventional battery, the battery is not deteriorated even after long use, and the performance is maintained, the maintenance cost of the vehicle is reduced, and the durability is increased. Also, even if overcharged, there is no problem due to overcharging, the regenerative braking amount is increased, the output density is high, and the power assist performance is also excellent.

Therefore, by employing a low-capacity drive motor and an ultra-capacitor to the rear-wheel drive shaft, transmission loss is eliminated. Thus, a hybrid type hard-type hybrid vehicle capable of maximizing the regenerative energy and using the EV and assist energy to drive the EV can be realized. By mounting the drive motor, 4WD implementation becomes possible. It is possible to obtain a high fuel consumption gain while minimizing the change of the system, and it is also advantageous in that the backing ability is also excellent.

1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention;
2 shows the EV mode of Fig.
Fig. 3 shows the series mode of Fig. 1; Fig.
Fig. 4 is a view showing the regenerative braking of Fig. 1; Fig.
5 shows the HEV mode of FIG. 1;
6 is a view showing the engine only drive mode of FIG. 1;
7 is a flowchart of a control method of a hybrid vehicle according to an embodiment of the present invention.

Hereinafter, a hybrid vehicle and a control method thereof according to preferred embodiments of the present invention will be described with reference to the accompanying drawings.

2 is a diagram illustrating a hybrid vehicle according to an embodiment of the present invention. FIGS. 2 to 6 illustrate driving states of the hybrid vehicle. FIG. 2 is an EV mode, FIG. 3 is a series mode, Fig. 5 shows the HEV mode, and Fig. 6 shows the engine only drive mode.

1, a hybrid vehicle according to a preferred embodiment of the present invention includes a transmission 400 coupled between an engine 100 and a front wheel drive shaft 600 of a vehicle and including a transmission clutch 410; A drive motor 200 coupled to the rear wheel drive shaft 700 via the clutch 500; An ultracapacitor 300 electrically connected to the driving motor 200; And a control unit 800 for controlling the driving motor 200 by controlling the clutch 500 on and off. A torque converter 430 is connected between the engine 10 and the transmission 400. The driving motor 200 is connected to the clutch 500 and the rear wheel drive shaft 700 via a speed reducer 510, The driving force transmitted through the speed reducer 510 may be transmitted to the rear wheel drive shaft 700 through a longitudinal reduction gear (not shown). A generator 110 is coupled to the engine 100.

The vehicle of the present invention is a 4WD (4-wheel drive), and drives the vehicle using both the front wheel drive shaft 600 and the rear wheel drive shaft 700 according to circumstances. In this embodiment, the drive motor 200 is mounted on the rear wheel drive shaft 700, but the drive motor 200 may be directly connected to the front wheel drive shaft 600 depending on the design, environment, The layout of the engine 100, the transmission 400, the clutch 500, and the like can be changed by design.

1, in the present invention, the clutch 500 and the speed reducer 510 are sequentially coupled to the rear wheel drive shaft 700, and the driving motor 200 and the ultracapacitor 300 are sequentially coupled to the speed reducer 510 . In the conventional hybrid vehicle, a drive motor and a transmission are both mounted on the front wheel drive shaft of the front wheel drive shaft, and energy is lost due to transmission of driving force and rotational force due to regenerative braking all through the transmission.

However, in the present invention, the drive motor 200 is directly connected to the rear wheel drive shaft 700, and the transmission 400 is separately connected to the front wheel drive shaft 600 to separate the transmission 400 and the drive motor 200 The driving force of the driving motor 200 is directly transmitted to the rear wheel driving shaft 700 to eliminate the energy loss caused by the transmission 400, thereby improving the fuel efficiency. Further, by combining the drive motor 200 with the rear wheel drive shaft 700 by using the four-wheel drive system, there is an effect that the back-up performance is improved when the vehicle is running on a back-hill such as a hill.

The transmission 400 and the engine 100 are coupled to the front wheel drive shaft 600 with the torque converter 430 of the transmission 400 interposed therebetween and the transmission clutch 410 is provided in the transmission 400. [ Since this is a conventionally known technology, a detailed description thereof will be omitted.

On the other hand, the engine 100 can be coupled with a generator 110, which is a kind of generator, in which the generator 100 is used when driven in a series mode. The generator 100 is a hybrid starter generator (HSG) that is typically provided in a hybrid vehicle. The generator 100 is driven by increasing the rotational speed of the engine 100 to prevent the occurrence of a shock at the moment of connecting the power of the engine 100 during running of the vehicle And to reduce the time synchronized with the rotation speed of the motor 200. [

In the present invention, an ultracapacitor 300 electrically connected to the driving motor 200 and the generator 110 is provided. The ultracapacitor 300 is an efficient storage device having a high charging / discharging efficiency. Thus, the ultracapacitor 300 can charge a large amount of capacity due to high charging / discharging efficiency unlike a high voltage battery used in a conventional hybrid vehicle. In addition, since the power density and the power density are high, the power performance and responsiveness are excellent. Also, there is no problem of reduction in capacity because there is no deterioration in charging and discharging of more than 10,000 cycles even in terms of life, So that it is advantageous in performance at low temperature oscillation.

By applying the ultracapacitor 300 having such advantages and effects to the present invention, it is possible to efficiently store the regenerative energy generated during the regenerative braking, thereby increasing the efficiency of the engine 100. [ In addition, since the external loss such as power loss by the transmission 400 is eliminated, the efficiency of the regenerative energy charged at the time of regenerative braking becomes higher, and thus a high fuel consumption gain can be obtained.

The present invention having the above structure controls the clutch 500 when the hybrid vehicle travels through the control unit 800 and controls the driving motor 100 by using electric energy charged in the ultracapacitor 300, So that the vehicle can be driven by the drive motor 200 by controlling the drive motor 200. Here, since the driving motor 200 is directly coupled to the rear wheel driving shaft 700 of the vehicle, the driving force of the driving motor 200 can be transmitted without loss of power transmission.

The drive motor 200 is connected to the clutch 500 and the rear wheel drive shaft 700 via a speed reducer 510. The drive force transmitted through the speed reducer 510 is transmitted to the rear wheel 400 via a longitudinal reduction gear And is transmitted to the drive shaft 700. The decelerator 510 increases the torque of the drive motor 200 and decreases the rotation speed, thereby improving acceleration performance and running performance.

That is, when the speed ratio is high and the speed ratio is high through the speed reducer 510, the rotation speed is decreased and the torque is increased to improve the backing performance. When the speed ratio is low, the torque is decreased. However, So that the acceleration performance is improved.

As described above, by installing the speed reducer 510 in the driving motor 200, it is possible to secure the optimum driving performance by adjusting the appropriate torque and the rotation speed according to the running condition of the vehicle and the surrounding environment, There is an effect that can be taken.

The electric energy generated through the regenerative braking or the electric energy generated from the generator 110 is stored in the ultracapacitor 300 and the electric energy stored in the ultracapacitor 300 can be stored in the auxiliary battery 900 of the vehicle .

Typically, the hybrid vehicle also includes an auxiliary battery 900 for supplying power to various electric components. The auxiliary battery 900 receives and stores electrical energy from the ultracapacitor 300. Therefore, the auxiliary battery 900 may be provided with a DC-DC converter (not shown) to supply the electric energy of the ultracapacitor 300 to the auxiliary battery 900.

Since the charging and discharging efficiency of the ultracapacitor 300 is high when the regenerative braking or the electric energy generated from the generator 900 is charged and discharged, the electric energy to be charged with high efficiency is supplied to the auxiliary battery 900 The charging state of the auxiliary battery 900 can be stably maintained to improve the power assisting performance, so that various electric parts can be stably driven.

The contents related to each running mode of the hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings. For reference, the transmission path of the power is shown by a black arrow and the transmission path of the electric energy is shown by a white arrow in the figure.

First, Fig. 2 shows running in the EV mode. The EV mode is a state in which the vehicle travels only with electrical energy. It is used when the vehicle is started after the vehicle is started, or when the vehicle is traveling at a low speed.

Therefore, the control unit turns on the clutch 500 in the EV mode and supplies the power of the ultracapacitor 300 to the driving motor 200 to rotate the rear wheel driving shaft 700 with the driving motor 200 alone. The control unit 800 turns off the transmission clutch 410 in the transmission 400 so as not to generate the driving force from the transmission 400 and the engine 100 and to control the rear wheel drive shaft 700 only with the electric energy of the drive motor 200 To drive the vehicle.

Electric energy is applied from the ultracapacitor 300 to the driving motor 200 and the driving force of the driving motor 200 is transmitted to the rear wheel driving shaft 700 through the speed reducer 510 and the clutch 500 The loss of the driving force by the transmission 400 does not occur. As the ultracapacitor 300 having a high power density is applied, the driving motor 200 can be sufficiently driven without transferring high-density output energy to the driving motor 200.

Fig. 3 is a view showing traveling in a series mode. Fig. In the series mode, when the remaining energy of the electric energy of the ultracapacitor 300 is lower than a reference value when the vehicle is traveling in the EV mode, the engine 100 is forcibly driven to generate electric energy through the generator 110 and transmit it to the ultracapacitor 300 Mode. When the remaining amount of the ultracapacitor 300 is lower than the reference value in the state where the running of the vehicle is stopped, the engine 100 is forcibly driven to generate electric energy through the generator 300, and the generated electric energy is supplied to the ultracapacitor 300 It is a mode used to save power by storing.

Therefore, the controller 800 controls the generator 100 to drive the engine 100 in the series mode with the clutch 500 on, so that the generator 110 can perform electric power generation and charge the developed electric energy to the ultracapacitor 300 The electric energy of the ultracapacitor 300 is supplied to the driving motor 200 and the rear wheel driving shaft 700 is rotated by the driving motor 200 alone. The control unit 800 turns off the transmission clutch 410 in the transmission 400 so as not to generate the driving force from the transmission 400 and the engine 100 and to control the rear wheel drive shaft 700 only with the electric energy of the drive motor 200 To drive the vehicle.

In the energy flow, the generator 100 is generated by the mechanical energy driven by the engine 100 to generate electric energy, and the generated electric energy is stored in the ultracapacitor 300. The electric power stored in the ultracapacitor 300 drives the driving motor 200 and the generated driving force is directly transmitted to the rear wheel driving shaft 700 through the reducer 510 and the clutch 500. Accordingly, There is no loss of driving force by the driving force.

Since the charging and discharging efficiency of the ultracapacitor 300 is high, the electric energy generated by the power generation of the generator 110 by the engine 100 is charged to the ultracapacitor 300 with high efficiency, It is possible to charge a large capacity by only driving. By appropriately using the ultracapacitor 300 according to such an operation, electric energy can be charged and discharged through efficient use of the engine 100 and the drive motor 200, thereby reducing the amount of electric energy loss and improving power assist performance The fuel economy is improved.

4 is a view showing the regenerative braking operation. Regenerative braking means that in the case of a hybrid vehicle, the driving force generated by the rotational force remaining in the rear wheel drive shaft 700 during deceleration or braking is transferred to the driving motor 200 to convert the kinetic energy into electric energy.

The control unit 800 turns on the clutch 500 during the regenerative braking operation so that the electric power of the drive motor 200 is performed by using the rotational force of the rear wheel drive shaft 700 and supplies the generated electric energy to the ultracapacitor 300 ). The transmission clutch 410 in the transmission 400 is in the off state as in the two modes described above.

The driving force remaining from the rear wheel driving shaft 700 is transmitted to the driving motor 200 through the clutch 500 and the speed reducer 510 and is converted into electric energy in the driving motor 200 to be supplied to the ultracapacitor 300).

The loss of driving force by the regenerative braking attempt transmission 400 is not generated and the electric energy transmitted from the driving motor 200 to the ultracapacitor 300 is increased to increase the charging efficiency and thereby to increase the charging efficiency of the regenerative energy do.

Fig. 5 is a diagram showing running in the HEV mode. The HEV mode drives both the driving motor 200 and the engine 100 and is a mode used for increasing the driving force in a section where high torque is instantaneously required during acceleration or back-running.

Accordingly, the control unit 800 turns both the clutch 500 and the transmission clutch 410 in the HEV mode and simultaneously drives the engine 100 and the drive motor 200 to drive the front wheel drive shaft 600 and the rear wheel The drive shaft 700 is rotated. In particular, since the present invention is a four-wheel drive system, both the front wheel drive shaft 600 and the rear wheel drive shaft 700 can be driven. The driving motor 200 is driven by the electric energy of the ultracapacitor 300 and the front wheel driving shaft 600 is driven by the mechanical energy of the engine 100 so as to be driven by the front wheel driving shaft 600 and the rear wheel driving shaft 700 The vehicle is driven.

Electric energy is applied from the ultracapacitor 300 to the driving motor 200 in the rear wheel drive shaft 700 and the driving force of the driving motor 200 is transmitted to the speed reducer 510 and the clutch 500 The driving force is not transmitted to the rear wheel drive shaft 700 directly. In the front wheel drive shaft 600, the mechanical energy generated from the engine 100 is transmitted to the front wheel drive shaft 600 through the torque converter 430 and the transmission 400. At this time, since the transmission clutch 410 is also in the ON state, the driving loss by the transmission 400 does not occur much in comparison with the conventional one, and the operating performance is improved.

Fig. 6 is a diagram showing running in the engine only drive mode. Fig. In the engine independent drive mode, the engine 100 is driven alone, and is used when traveling at high speeds from high speeds to high speeds, or when driving in a snowy environment.

Accordingly, the control unit 800 turns the transmission clutch 410 to the ON state in the engine exclusive drive mode, and drives the engine 100 to rotate the front wheel drive shaft 600. [ The driving force generated by the mechanical energy generated by the engine 100 is transmitted to the front wheel drive shaft 600 through the transmission 400 so that the front wheel drive shaft 600 is driven to drive the vehicle and the flow of energy is also the same.

7 is a flowchart showing a control method of a hybrid vehicle according to an embodiment of the present invention. The control method for a hybrid vehicle according to the present invention is a control method for a hybrid vehicle according to claim 1, A first driving step (S100) of supplying electric energy of the ultracapacitor (300) to the driving motor (200) and rotating the rear wheel driving shaft (700) by only the driving motor (200); In the HEV mode, the clutch 500 and the transmission clutch 410 are turned on and the engine 100 and the drive motor 200 are simultaneously driven to rotate the front wheel drive shaft 600 and the rear wheel drive shaft 700, A driving step (S300); In the series mode, when the engine 100 is driven in a state in which the clutch 500 is on, the generator 110 is caused to perform electric power generation, and the third drive, in which the drive motor 200 is driven by the electric energy generated by the generator 110 Step S500; And a fourth driving step (S700) for driving the engine 100 to rotate the front wheel drive shaft 600 in a state in which the transmission clutch 410 is turned on in the engine only drive mode.

In addition, a charging step (S900) for performing electric power generation of the driving motor 200 using the rotational force of the rear wheel drive shaft 700 during regenerative braking and charging the generated electric energy to the ultracapacitor 300 is performed .

The hybrid vehicle and its control method as described above are different from hybrid vehicles of TMED (Transmission Mounted Electric Device) and FMED (Flywheel Mounted Electric Device) type in which a motor is constituted between a conventional transmission and an engine, . This simple design change can be implemented, which is advantageous in design and layout change, and development cost is reduced. In addition, there is no power loss due to the transmission during the EV mode running and regenerative braking, so that the charging / discharging efficiency and the energy recovery amount are increased and the fuel economy is improved.

In the present invention, by using an ultra capacitor having a high charging / discharging efficiency rather than a conventional general high voltage battery, the battery loss due to running is reduced, the output performance is advantageous in cold condition, and the performance is improved in cold start. There is an advantage that the life of the battery is longer than that of the conventional battery, the battery is not deteriorated even after long use, and the performance is maintained, the maintenance cost of the vehicle is reduced, and the durability is increased. Also, even if overcharged, there is no problem due to overcharging, the regenerative braking amount is increased, the output density is high, and the power assist performance is also excellent.

Therefore, by employing a low-capacity drive motor and an ultra-capacitor to the rear-wheel drive shaft, transmission loss is eliminated. Thus, a hybrid type hard-type hybrid vehicle capable of maximizing the regenerative energy and using the EV and assist energy to drive the EV can be realized. By mounting the drive motor, 4WD implementation becomes possible. It is possible to obtain a high fuel consumption gain while minimizing the change of the system, and it is also advantageous in that the backing ability is also excellent.

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

100: engine 110: generator
200: drive motor 300: ultracapacitor
400: Transmission 410: Transmission clutch
430: torque converter 500: clutch
510: Reduction gear 600: Front wheel drive shaft
700: rear wheel drive shaft 800:
900: Secondary battery
S100: First driving step S300: Second driving step
S500: Third driving step S700: Fourth driving step
S900: Charging phase

Claims (12)

A transmission coupled between the front wheel drive shaft of the vehicle and the engine and including a transmission clutch;
A drive motor coupled to the rear wheel drive shaft via a clutch;
An ultracapacitor electrically connected to the driving motor; And
And a control unit for controlling the drive motor by controlling on / off of the clutch. The method according to claim 1,
Wherein the drive motor is connected to the clutch and the rear wheel drive shaft via a speed reducer. The method of claim 2,
And the driving force transmitted through the reduction gear is transmitted to the rear wheel drive shaft through the longitudinal reduction gear. The method according to claim 1,
And the generator is coupled to the engine. The method of claim 4,
Wherein the electric energy generated at the regenerative braking or from the generator is stored in an ultracapacitor and the electric energy stored in the ultracapacitor is stored in an auxiliary battery of the vehicle. The method of claim 4,
The control unit drives the engine in a series mode to turn on the clutch to cause the generator to perform electric power generation and to charge the developed electric energy to the ultracapacitor and supply the electric energy of the ultracapacitor to the driving motor, And the drive shaft is rotated. The method according to claim 1,
Wherein the control unit turns on the clutch in the EV mode and supplies the electric energy of the ultracapacitor to the driving motor to rotate the rear wheel driving shaft only by the driving motor. The method according to claim 1,
Wherein the controller turns on the clutch at the time of regenerative braking and performs electric power generation of the drive motor using the rotational force of the rear wheel drive shaft to charge the generated electric energy into the ultracapacitor. The method according to claim 1,
Wherein the control unit switches the clutch and the transmission clutch to the ON state in the HEV mode and simultaneously drives the engine and the drive motor to rotate the front wheel and the rear wheel drive shaft. The method according to claim 1,
Wherein the control unit turns the transmission clutch to an ON state in the engine only drive mode and drives the engine to rotate the front wheel drive shaft. A control method of a hybrid vehicle according to claim 1,
A first driving step of turning on the clutch at the time of the EV mode, supplying the electric energy of the ultracapacitor to the driving motor, and rotating the rear wheel driving shaft only by the driving motor;
A second driving step of switching the clutch and the transmission clutch to the ON state in the HEV mode and simultaneously driving the engine and the drive motor to rotate the front wheel and the rear wheel drive shaft;
A third running step of causing the generator to perform electric power generation by driving the engine while the clutch is in the series mode, and driving the drive motor with electric energy generated by the generator; And
And a fourth traveling step of rotating the front wheel drive shaft by driving the engine in a state in which the transmission clutch is turned on in the engine only drive mode. The method of claim 11,
The power transmission control method further includes a charging step of charging the ultracapacitor with electric power generated by the driving motor by using the rotational force of the rear wheel drive shaft during regenerative braking and charging the generated electric energy to the ultracapacitor. Control method.

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