KR101639237B1 - Hybrid electric vehicle - Google Patents

Hybrid electric vehicle Download PDF

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Publication number
KR101639237B1
KR101639237B1 KR1020150091851A KR20150091851A KR101639237B1 KR 101639237 B1 KR101639237 B1 KR 101639237B1 KR 1020150091851 A KR1020150091851 A KR 1020150091851A KR 20150091851 A KR20150091851 A KR 20150091851A KR 101639237 B1 KR101639237 B1 KR 101639237B1
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South Korea
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engine
motor
generator
battery
mode
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KR1020150091851A
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Korean (ko)
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김정민
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안동대학교 산학협력단
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    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60L11/1861—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • Y02T10/62—Hybrid 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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

Abstract

The present invention relates to a hybrid electric vehicle and a method to control the operation mode of the same. The hybrid electric vehicle of the present invention comprises: a battery to supply electric energy to a second motor-generator; an engine to generate power by using fuel; a first motor-generator connected to the engine to produce electric energy and to supply the produced electric energy to the battery; the second motor-generator always connected to a driving wheel through a second decelerating gear to drive the driving wheel with the electric energy of the battery; a first decelerating gear to decrease the rotational speed of the engine and to convey it to the driving wheel; the second decelerating gear to decrease the rotational speed of the second motor-generator and to convey it to the driving wheel; and a clutch installed in between the engine and the driving wheel to connect the engine to the driving wheel or disconnect the engine from the driving wheel. The present invention is able to selectively drive the engine in accordance with battery charge amount, to increase low-speed driving efficiency and high-speed driving efficiency, and to make manufacture and control easier.

Description

하이브리드 전기자동차 { HYBRID ELECTRIC VEHICLE }[0001] HYBRID ELECTRIC VEHICLE [0002]

본 발명은 하이브리드 전가자동차에 관한 것으로, 더 자세하게는 주행 상황에 따라 엔진 동력과 배터리의 전기에너지를 선택 사용할 수 있도록 한 것에 관한 것이다.
BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a hybrid electric vehicle, and more particularly, to a hybrid electric vehicle capable of selectively using engine power and electric energy of a battery depending on a driving situation.

도 1은 일반적인 전기자동차의 구성 개략도이다.1 is a schematic view of the configuration of a general electric vehicle.

도 1과 같이 일반적인 전기자동차는 배터리(Battery)로부터 전기를 공급받는 모터(M)가 감속 기어(R/G, Reduction gear)를 통해 구동바퀴에 접속된 형태이다.As shown in FIG. 1, a general electric vehicle is a type in which a motor M supplied with electricity from a battery is connected to a driving wheel through a reduction gear (R / G).

도 1과 같은 일반적인 전기자동차는 배터리에 충전되어 있는 전기에너지를 전부 소진할 경우 더 이상 주행할 수 없게 된다.A general electric vehicle such as the one shown in FIG. 1 can no longer run when the electric energy charged in the battery is completely consumed.

현재 기술적 수준에서는 전기자동차는 배터리의 완전 충전 후 주행거리가 150km 내외로 비교적 짧으며, 고속충전기를 사용할 경우 20분, 일반 가정 전원을 사용할 경우 8시간의 긴 충전시간이 요구된다.At the current technological level, electric vehicles require a long charge time of 20 minutes when using a fast charger and 8 hours when using a general household power source, while the mileage after the battery is fully charged is about 150 km.

이에 다음과 같이 긴급상황에서 휘발유 등의 연료로 작동되는 엔진(Engine)을 이용하여 전기를 생산하는 거리확장기(Range extender)를 적용한 전기자동차가 개발되었다.An electric vehicle using a range extender, which produces electricity using an engine operated by a fuel such as gasoline, in an emergency, has been developed as follows.

도 2는 전기확장기가 적용된 전기자동차의 구성 개략도이다.2 is a schematic view showing the construction of an electric vehicle to which an electric expander is applied.

도 2와 같이 전기확장기가 적용된 전기자동차는 엔진 및 그에 접속된 제네레이터(G)로 전기를 생산하고, 생산된 전기를 배터리를 통해 모터(M)에 공급한다.As shown in FIG. 2, an electric vehicle to which an electric expander is applied generates electricity using an engine and a generator (G) connected thereto, and supplies the produced electricity to the motor (M) through a battery.

도 2에 도시된 전기확장기가 적용된 전기자동차는 기존의 직렬 하이브리드 전기자동차와 기본적으로 동일하지만 배터리의 충전 용량이 크다는 면에서 차이가 있다.The electric vehicle to which the electric expander shown in FIG. 2 is applied is basically the same as the conventional series hybrid electric vehicle, but differs in that the charging capacity of the battery is large.

도 2의 전기확장기가 적용된 전기자동차는 휘발유 등의 연료를 사용할 경우 엔진(기계) -> 발전기(전기) -> 모터(기계) 순으로 동력이 전달되기 때문에 총 2번의 에너지 형태 변환이 발생하며, 에너지의 형태가 변환될 때마다 낮은 동력변환 효율에 의한 비교적 큰 동력 손실이 발생한다.(일반적으로 기계-전기 동력 변환 효율은 85% 내외이다.)When the electric expander of FIG. 2 is used, the electric power is transferred in the order of the engine (machine), the generator (electric), and the motor (machine) when fuel such as gasoline is used. Each time energy is converted, a relatively large power loss due to low power conversion efficiency occurs (typically, the mechanical-to-electrical power conversion efficiency is around 85%).

이에 엔진을 작동할 경우, 엔진의 동력이 구동축에 직접 전달되는 하이브리드 전기자동차가 제안되었다.Accordingly, when the engine is operated, a hybrid electric vehicle in which the power of the engine is directly transmitted to the drive shaft has been proposed.

도 3은 종래 기술에 따른 하이브리드 전기자동차의 구성 개략도이다.3 is a schematic view of the configuration of a hybrid electric vehicle according to the prior art.

하기의 특허문헌 1 내지 특허문헌 2에는 파워트레인의 효율이 좋은 변속비 영역을 보다 넓게 확보할 수 있도록 함과 아울러, 변속비의 변화에 따라 파워트레인을 상대적으로 효율이 좋은 상태로 작동시킬 수 있도록 한 하이브리드 전기차용 듀얼모드 파워트레인 및 그 작동방법이 개시되어 있다The following patent documents 1 to 2 provide a wider range of power transmission ratios with better efficiency of the power train and a hybrid that can operate the powertrain in a relatively efficient state in accordance with the change of the transmission ratio A dual mode power train for electric vehicles and a method of operation thereof are disclosed

하기의 특허문헌 3에는 두 개의 유성기어장치와 두 개의 모터제너레이터를 사용하는 비교적 간단한 구조로 복합분기식 하이브리드모드 및 다양한 유단기어모드를 구현할 수 있도록 한 차량의 하이브리드 구동장치가 개시되어 있다.
The following Patent Document 3 discloses a hybrid drive system for a vehicle that can realize a hybrid hybrid mode and various stepped gear modes with a relatively simple structure using two planetary gear devices and two motor generators.

대한민국 등록특허공보 제10-0802780호 (2008년 02월 12일 공고)Korean Registered Patent No. 10-0802780 (published on February 12, 2008) 대한민국 등록특허공보 제10-0802821호 (2008년 02월 01일 공고)Korean Registered Patent No. 10-0802821 (issued on February 01, 2008) 대한민국 등록특허공보 제10-1000132호 (2010년 12월 10일 공고)Korean Patent Registration No. 10-1000132 (issued on December 10, 2010)

그러나 특허문헌 1 내지 특허문헌 3, 도 3에 도시된 바와 같은 종래 기술에 따른 하이브리드 전기자동차는 주행 상향에 따라 엔진의 동력을 직접 구동바퀴에 전달하기 위하여 복잡한 구조를 사용하게 되므로 제작이 번거롭게 되고, 제어가 어렵게 되는 문제가 있었다.However, the hybrid electric vehicle according to the prior art as shown in Patent Documents 1 to 3 and FIG. 3 uses a complicated structure to transmit the power of the engine directly to the driving wheels according to the running upward, There has been a problem that control becomes difficult.

본 발명은 상기 종래 기술의 문제점을 해결하기 위한 것으로, 그 목적이 배터리의 전기에너지 또는 엔진 동력으로 차량을 주행시킬 수 있도록 하되, 보다 간단한 구조로 배터리모드와 엔진모드를 전환할 수 있도록 하는 것에 의해 제작 및 제어를 용이하게 할 수 있도록 하는 하이브리드 전기자동차를 제공하는 데에 있는 것이다.
SUMMARY OF THE INVENTION The present invention has been made to solve the above problems of the prior art and it is an object of the present invention to provide a vehicle engine capable of running a vehicle with electric energy or engine power of a battery, So as to facilitate the production and control of the hybrid electric vehicle.

상기한 바와 같은 목적을 달성하기 위하여, 본 발명에 따른 하이브리드 전기자동차는 제2모터-제네레이터에 전기에너지를 공급하는 배터리(Battery); 연료를 사용하여 동력을 발생하는 엔진(Engine); 상기 엔진에 접속되어 전기에너지를 생산하고, 생산된 전기에너지를 배터리에 공급하는 제1모터-제네레이터; 제2감속기어를 통해 구동바퀴와 항상 연결되고, 상기 배터리의 전기에너지를 통해 구동바퀴를 구동하는 제2모터-제네레이터; 엔진의 회전속도를 감속하여 구동바퀴에 전달하는 제1감속기어; 상기 제2모터-제네레이터의 회전속도를 감속하여 구동바퀴에 전달하는 제2감속기어; 엔진과 구동바퀴 사이에 설치되어 엔진을 구동바퀴에 접속하거나 분리하는 클러치;를 포함하는 것을 특징으로 한다.In order to achieve the above object, a hybrid electric vehicle according to the present invention includes: a battery for supplying electric energy to a second motor-generator; An engine that generates power using fuel; A first motor-generator connected to the engine to produce electric energy, and to supply the produced electric energy to the battery; A second motor-generator connected to the driving wheels through a second reduction gear and driving the driving wheels through the electric energy of the batteries; A first reduction gear for reducing the rotation speed of the engine and transmitting the rotation to the drive wheels; A second reduction gear that transmits the rotation speed of the second motor-generator to the drive wheels; And a clutch installed between the engine and the driving wheels to connect or disconnect the engine to the driving wheels.

본 발명에 따른 하이브리드 전기자동차는 상기 엔진이 클러치 및 제1감속기어를 통해 구동바퀴와 접속되고, 제1모터-제네레이터를 통해 배터리에 접속되는 것을 특징으로 한다.The hybrid electric vehicle according to the present invention is characterized in that the engine is connected to the drive wheel through the clutch and the first reduction gear, and is connected to the battery via the first motor-generator.

본 발명에 따른 하이브리드 전기자동차는 상기 제1감속기어와 제2감속기어가 서로 다른 감속비를 갖는 것을 특징으로 한다.The hybrid electric vehicle according to the present invention is characterized in that the first reduction gear and the second reduction gear have different gear ratios.

본 발명에 따른 하이브리드 전기자동차는 구동바퀴의 접속축에 마련된 접속기어에 제1모터-제네레이터의 접속축에 마련된 제1감속기어와 제2모터-제네레이터의 접속축에 마련된 제2감속기어가 동시 접속되는 것을 특징으로 한다.In the hybrid electric vehicle according to the present invention, the first reduction gear provided on the connection shaft of the first motor-generator and the second reduction gear provided on the connection shaft of the second motor-generator are simultaneously connected to the connection gear provided on the connection shaft of the drive wheel .

본 발명에 따른 하이브리드 전기자동차는 구동바퀴의 접속축에 마련된 제1접속기어 및 제2접속기어에 각각 제1모터-제네레이터의 접속축에 마련된 제1감속기어와 제2모터-제네레이터의 접속축에 마련된 제2감속기어가 접속되는 것을 특징으로 한다.In the hybrid electric vehicle according to the present invention, the first reduction gear and the second reduction gear provided on the connection shaft of the first motor-generator are connected to the first and second connection gears provided on the connection shaft of the drive wheel, And the second reduction gear provided is connected.

본 발명에 따른 하이브리드 전기자동차는 제1모터-제네레이터의 접속축에 마련된 제1감속기어가 구동바퀴의 접속축에 마련된 접속기어에 접속되고, 제2모터-제네레이터의 접속축에 마련된 제2감속기어가 제1모터-제네레이터의 접속축에 마련된 접속기어와 접속되는 것을 특징으로 한다.In the hybrid electric vehicle according to the present invention, the first reduction gear provided on the connection shaft of the first motor-generator is connected to the connection gear provided on the connection shaft of the drive wheel, and the second reduction gear provided on the connection shaft of the second motor- 1 is connected to a connection gear provided on a connection shaft of the motor-generator.

본 발명에 따른 하이브리드 전기자동차는 배터리에 충전된 전원을 사용하여 구동되는 배터리모드(Charge depleting mode) 및 배터리의 충전량을 유지하면서 연료를 이용한 엔진의 작동에 의해 구동되는 엔진모드(Charge sustaining mode)로 작동되는 것을 특징으로 한다.The hybrid electric vehicle according to the present invention includes a battery mode (Charge Depletion mode) driven by using a battery-charged power source and an engine mode (Charge sustaining mode) driven by the operation of the engine using the fuel while maintaining a charged amount of the battery .

본 발명에 따른 하이브리드 전기자동차는 상기 배터리모드가 클러치를 분리한 상태에서 제2모터-제네레이터를 동력으로 사용하는 저속모드 및 클러치를 연결한 상태에서 엔진, 제1모터-제네레이터, 제2모터-제네레이터를 동력으로 사용하는 중고속모드로 작동되는 것을 특징으로 한다.The hybrid electric vehicle according to the present invention is characterized in that the battery mode includes a low speed mode in which the second motor-generator is used as a power source in a state in which the clutch is disengaged and a low speed mode in which the engine is connected to the first motor- Speed mode in which the engine is operated as a power source.

본 발명에 따른 하이브리드 전기자동차는 상기 엔진모드가 클러치를 분리한 상태에서 엔진 및 제2모터-제네레이터를 동력으로 사용하는 저속모드, 클러치를 연결한 상태에서 엔진 및 제1모터-제너레이터, 제2모터-제네레이터를 동력으로 사용하는 중고속모드로 작동되는 것을 특징으로 한다.
The hybrid electric vehicle according to the present invention is characterized in that the engine mode is a low speed mode in which the engine and the second motor-generator are used as power when the clutch is disengaged, the engine and the first motor- - It is operated in the medium and high speed mode using the generator as a power source.

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본 발명에 따른 하이브리드 전기자동차에 의하면, 엔진의 동력을 구동축에 직접 전달할 수 있기 때문에 엔진을 사용하는 모드의 경우 효율이 매우 우수하게 된다.According to the hybrid electric vehicle of the present invention, since the power of the engine can be directly transmitted to the drive shaft, the efficiency in the mode using the engine becomes very high.

또한, 본 발명에 따른 하이브리드 전기자동차에 의하면, 종래 기술에 따른 하이브리드 전기자동차에 비하여 구조가 매우 간단하여 제작이 용이하게 되고, 원가를 절감할 수 있게 된다.Further, according to the hybrid electric vehicle according to the present invention, the structure is very simple as compared with the hybrid electric vehicle according to the related art, so that the manufacture is facilitated and the cost can be reduced.

또한, 본 발명에 따른 하이브리드 전기자동차에 의하면, 저속에서는 모터를 사용하고, 고속에서는 엔진을 사용하므로 저속 주행효율과 고속 주행효율이 모두가 우수하게 된다.
Further, according to the hybrid electric vehicle according to the present invention, since the motor is used at a low speed and the engine is used at a high speed, the low-speed driving efficiency and the high-speed driving efficiency are both excellent.

도 1은 일반적인 전기자동차의 구성 개략도,
도 2는 전기확장기가 적용된 전기자동차의 구성 개략도,
도 3은 종래 기술에 따른 하이브리드 전기자동차의 구성 개략도,
도 4는 동 바람직한 실시 예에 따른 하이브리드 전기자동차의 구성 개략도,
도 5a 내지 도 5c는 동 바람직한 실시 예에 따른 하이브리드 전기자동차의 감속기어 접속 예시도,
도 6a는 동 바람직한 실시 예에 따른 하이브리드 전기자동차의 클리치 분리 배터리모드의 작동 개략도,
도 6b는 동 바람직한 실시 예에 따른 하이브리드 전기자동차의 클러치 접속 배터리모드의 작동 개략도,
도 6c는 동 바람직한 실시 예에 따른 하이브리드 전기자동차의 클러치 분리 엔진모드의 작동 개략도,
도 6d는 동 바람직한 실시 예에 따른 하이브리드 전기자동차의 클러치 접속 엔진모드의 작동 개략도,
도 7은 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 작동모드 제어흐름도.1 is a schematic configuration diagram of a general electric vehicle,
FIG. 2 is a schematic configuration diagram of an electric vehicle to which an electric expander is applied,
3 is a schematic configuration diagram of a hybrid electric vehicle according to the prior art,
4 is a schematic configuration diagram of a hybrid electric vehicle according to the preferred embodiment,
Figs. 5A to 5C are views showing examples of reduction gear connection of the hybrid electric vehicle according to the preferred embodiment,
FIG. 6A is an operational schematic view of a clean separated battery mode of a hybrid electric vehicle according to the preferred embodiment, FIG.
6B is an operational schematic diagram of a clutch-connected battery mode of the hybrid electric vehicle according to the preferred embodiment, Fig.
Fig. 6C is an operational schematic diagram of the clutch release engine mode of the hybrid electric vehicle according to the preferred embodiment, Fig.
FIG. 6D is an operational schematic view of the clutch-engined engine mode of the hybrid electric vehicle according to the preferred embodiment,
7 is a flowchart of an operation mode control of a hybrid electric vehicle according to a preferred embodiment of the present invention.

이하 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차를 첨부된 도면에 의거하여 상세하게 설명하면 다음과 같다.Hereinafter, a hybrid electric vehicle according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

이하에서, "상방", "하방", "전방" 및 "후방" 및 그 외 다른 방향성 용어들은 도면에 도시된 상태를 기준으로 정의한다.In the following, the terms "upward", "downward", "forward" and "rearward" and other directional terms are defined with reference to the states shown in the drawings.

도 4는 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 구성 개략도이다.4 is a schematic view showing the configuration of a hybrid electric vehicle according to a preferred embodiment of the present invention.

본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차(100)는 배터리(110; Battery), 엔진(120; Engine), 한 쌍의 모터-제네레이터(130, 140; MG1, MG2), 한 쌍의 감속기어(150, 160; RG1, RG2), 클러치(170)를 포함한다.The hybrid electric vehicle 100 according to the preferred embodiment of the present invention includes a battery 110, an engine 120, a pair of motor-generators 130 and 140, a pair of reduction gears MG1 and MG2, (150, 160; RG1, RG2) and a clutch (170).

배터리(110)는 제2모터-제네레이터(140)에 전기에너지를 공급한다.The battery 110 supplies electric energy to the second motor-generator 140.

상기 배터리(110)에는 제1모터-제네레이터(130) 및 제2모터-제네레이터(140)가 접속된다.A first motor-generator 130 and a second motor-generator 140 are connected to the battery 110.

엔진(120)은 휘발유 등의 연료를 사용하여 동력을 발생한다.The engine 120 generates power by using fuel such as gasoline.

상기 엔진(120)은 클러치(170) 및 제1감속기어(150)를 통해 구동바퀴(180)와 접속되고, 제1모터-제네레이터(130)를 통해 배터리(110)에 접속된다.The engine 120 is connected to the driving wheel 180 through the clutch 170 and the first reduction gear 150 and is connected to the battery 110 through the first motor-

한 쌍의 모터-제네레이터(130, 140) 중에서 제1모터-제네레이터(130)는 엔진(120) 및 배터리(110)에 접속된다.The first motor-generator 130 of the pair of motor-generators 130 and 140 is connected to the engine 120 and the battery 110.

상기 제1모터-제네레이터(130)를 통해 생산된 전기에너지는 배터리(110)를 충전한다.The electric energy produced through the first motor-generator 130 charges the battery 110.

한 쌍의 모터-제네레이터(130, 140) 중에서 제2모터-제네레이터(140)는 배터리(110)의 전기에너지를 통해 구동바퀴(180)를 구동한다.The second motor-generator 140 of the pair of motor-generators 130 and 140 drives the driving wheels 180 through the electric energy of the battery 110. [

상기 제2모터-제네레이터(140)는 제2감속기어(160)를 통해 구동바퀴(180)와 항상 연결된다.The second motor-generator 140 is always connected to the driving wheel 180 through the second reduction gear 160.

한 쌍의 감속기어(150, 160) 중에서 제1감속기어(150)는 제1모터-제네레이터(130)의 회전력을 감속하여 구동바퀴(180)에 전달하고, 제2감속기어(160)는 제2모터-제네레이터(140)의 회전력을 감속하여 구동바퀴(180)에 전달한다.The first reduction gear 150 of the pair of reduction gears 150 and 160 transmits the rotation force of the first motor-generator 130 to the drive wheels 180 while the second reduction gear 160 transmits the rotation of the first motor- 2 decelerates the rotational force of the motor-generator 140 and transmits it to the driving wheel 180. [

상기에서 엔진(120)의 동력으로 작동되는 제1모터-제네레이터(130)와 배터리(110)의 전기에너지를 통해 작동되는 제2모터-제네레이터(140)의 최대 회전속도가 다르기 때문에 제1감속기어(150)와 제2감속기어(160)는 서로 다른 감속비를 갖는 것이 사용된다.Since the maximum rotation speed of the first motor-generator 130 operated by the power of the engine 120 and the second motor-generator 140 operated by the electric energy of the battery 110 are different from each other, The first reduction gear 150 and the second reduction gear 160 have different gear ratios.

예를 들어 제1감속기어(150)의 감속비는 4:1, 제2감속기어(160)의 감속비는 8:1로 설정될 수 있다.For example, the reduction ratio of the first reduction gear 150 may be set to 4: 1, and the reduction ratio of the second reduction gear 160 may be set to 8: 1.

클러치(170)는 엔진(120)을 구동바퀴(180)에 접속하거나 분리하는 것으로, 제1모터-제네레이터(130)와 제1감속기어(150)의 사이에 설치된다.The clutch 170 is installed between the first motor-generator 130 and the first reduction gear 150 by connecting or disconnecting the engine 120 to or from the drive wheels 180.

도 5a 내지 도 5c는 동 바람직한 실시 예에 따른 하이브리드 전기자동차의 감속기어 접속 예시도이다.Figs. 5A to 5C are views showing examples of reduction gear connection of the hybrid electric vehicle according to the preferred embodiment. Fig.

본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차에 있어서 감속기어(150, 160)는 다양한 형태로 접속될 수 있다.In the hybrid electric vehicle according to the preferred embodiment of the present invention, the reduction gears 150 and 160 may be connected in various forms.

예를 들어 도 5a와 같이 구동바퀴(180)의 접속축(181)에 마련된 접속기어(182)에 제1모터-제네레이터(130)의 접속축(131)에 마련된 제1감속기어(150)와 제2모터-제네레이터(140)의 접속축(141)에 마련된 제2감속기어(160)가 동시 접속되는 형태를 가질 수도 있고, 도 5b와 같이 구동바퀴(180)의 접속축(181)에 마련된 제1접속기어(182) 및 제2접속기어(183)에 각각 제1모터-제네레이터(130)의 접속축(131)에 마련된 제1감속기어(150)와 제2모터-제네레이터(140)의 접속축(141)에 마련된 제2감속기어(160)가 접속되는 형태를 가질 수도 있다.The first reduction gear 150 provided on the connection shaft 131 of the first motor-generator 130 and the first reduction gear 150 provided on the connection shaft 182 provided on the connection shaft 181 of the drive wheel 180, for example, The second reduction gear 160 provided on the connection shaft 141 of the second motor-generator 140 may be connected to the second reduction gear 160 provided on the connection shaft 181 of the drive wheel 180 as shown in FIG. The first reduction gear 150 and the second reduction gear 150 provided on the connection shaft 131 of the first motor-generator 130 and the second reduction gear 150 provided on the first connection gear 182 and the second connection gear 183, respectively, And the second reduction gear 160 provided on the connection shaft 141 is connected.

또한, 도 5c와 같이 제1모터-제네레이터(130)의 접속축(131)에 마련된 제1감속기어(150)가 구동바퀴(180)의 접속축(181)에 마련된 접속기어(182)에 접속되고, 제2모터-제네레이터(140)의 접속축(141)에 마련된 제2감속기어(160)가 제1모터-제네레이터(130)의 접속축(131)에 마련된 접속기어(132)와 접속되는 형태를 가질 수도 있다.5C, the first reduction gear 150 provided on the connection shaft 131 of the first motor-generator 130 is connected to the connection gear 182 provided on the connection shaft 181 of the drive wheel 180 And the second reduction gear 160 provided on the connection shaft 141 of the second motor-generator 140 is connected to the connection gear 132 provided on the connection shaft 131 of the first motor-generator 130 Shape.

상기 감속기어 접속 형태 중에서 도 5a의 경우 제1감속기어(150)와 제2감속기어(160)가 구동바퀴(180)의 접속기어(182)를 공유하여 기어 가공비 감소에 따른 원가 절감의 효과가 있다.5A, the first reduction gear 150 and the second reduction gear 160 share the connection gear 182 of the drive wheel 180, thereby reducing the cost due to the reduction in the gear cutting ratio have.

또한, 도 5b는 제1감속기어(150) 및 제2감속기어(160)를 엔진(120) 및 제2모터-제네레이터(140) 구동 특성에 따라 기어 치형 및 기어비를 개별적인 맞춤형 설계 제작이 가능한 장점이 있다.5B shows the advantages of the first reduction gear 150 and the second reduction gear 160 that can be individually designed and manufactured according to the driving characteristics of the engine 120 and the second motor- .

또한, 도 5c는 제2모터-제네레이터(140)의 감속을 위하여 제1감속기어(150)와 제2감속기어(160)가 동시에 사용되기 때문에 도 5a 및 동 5b에 비하여 제2감속기어(160)의 감속비를 보다 작게 설계할 수 있어, 소음 진동 및 원가가 작다는 장점이 있다.5C shows the second reduction gear 160 (FIG. 5A) compared to FIGS. 5A and 5B because the first reduction gear 150 and the second reduction gear 160 are used simultaneously for deceleration of the second motor- ) Can be designed to be smaller, and noise vibration and cost are small.

본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차(100)는 배터리(110)에 충전된 전원을 사용하여 구동되는 배터리모드(Charge depleting mode) 및 배터리(110)의 충전량을 유지하면서 휘발유 등의 연료를 이용한 엔진(120)의 작동에 의해 구동되는 엔진모드(Charge sustaining mode)로 작동된다.The hybrid electric vehicle 100 according to the preferred embodiment of the present invention can be used in a battery depletion mode driven by using a battery 110 and a fuel such as gasoline while maintaining a charged amount of the battery 110 And is operated in an engine mode (Charge sustaining mode) driven by the operation of the engine 120 used.

상기 배터리모드는 배터리(110)의 충전량이 충분하고 저속모드에서 작동되고, 상기 엔진모드는 배터리(110)의 충전량이 부족할 때와 중고속모드에서 작동된다.The battery mode is operated in a low speed mode with a sufficient amount of charge of the battery 110, and the engine mode operates in a low speed mode and when the battery 110 is insufficient.

상기 배터리모드와 상기 엔진모드를 동시에 구동시키는 경우는 배터리(110)의 충전량이 부족하고 저속모드인 경우에 클러치(170)를 분리한 상태에서 작동되고, 또한 배터리(110)의 충전량이 부족하고, 중고속 운전모드인 경우에는 클러치(170)를 연결한 상태에서 상기 엔진모드로 구동시키면서 배터리(110)에 충전을 시키는 구동을 수행한다.When the battery mode and the engine mode are simultaneously operated, the battery 170 is operated in a state in which the clutch 170 is disconnected when the battery 110 is insufficiently charged and in a low speed mode, In the middle speed operation mode, the engine 110 is driven in the engine mode while the clutch 170 is connected, and the battery 110 is charged.

상기 배터리모드는 클러치(170)를 분리한 상태에서 제2모터-제네레이터(140)를 동력으로 사용하는 저속모드 및 클러치(170)를 연결한 상태에서 엔진(120), 제1모터-제네레이터(130), 제2모터-제네레이터(140)를 동력으로 사용하는 중고속모드로 작동된다.The battery mode is a mode in which the engine 120, the first motor-generator 130, and the third motor-generator 130 are connected to each other in a low speed mode in which the clutch 170 is disconnected and the second motor- ) And the second motor-generator 140 as a power source.

상기 배터리모드는 구조가 매우 간단하여, 제2모터-제네레이터(140)만 제어하면 되기 때문에 초기 구동 제어가 간단하고, 다른 부품은 동작하지 않으므로 진동발생이 되지 않으며, 동력전달 효율이 높다.Since the battery mode is very simple in structure, only the second motor-generator 140 needs to be controlled, initial drive control is simple, other components do not operate, vibration is not generated, and power transmission efficiency is high.

또한, 제1모터-제네레이터(130), 제2모터-제네레이터(140)가 동시에 차량 구동에 사용될 수 있기 때문에 우수한 가속성능을 보인다.In addition, since the first motor-generator 130 and the second motor-generator 140 can be used for driving the vehicle at the same time, they exhibit excellent acceleration performance.

상기 엔진모드는 클러치(170)를 분리한 상태에서 엔진(120), 제1모터-제네레이터(130), 제2모터-제네레이터(140)를 동력으로 사용하는 저속모드 및 클러치(170)를 연결한 상태에서 엔진(120)을 동력으로 사용하는 중고속모드로 작동된다.The engine mode includes a low speed mode in which the engine 170, the first motor-generator 130, and the second motor-generator 140 are used as a power source in a state in which the clutch 170 is disengaged, Speed mode in which the engine 120 is used as a power source.

상기 엔진모드는 간단한 구조를 사용하면서도 전 속도 영역에서 엔진(120)을 사용할 수 있는 장점이 있다.The engine mode is advantageous in that the engine 120 can be used in a full speed region while using a simple structure.

또한, 클러치(170)가 분리된 상태에서는 엔진(120)이 구동바퀴(180)와 분리되어 있기 때문에 차량의 출발 시 복잡한 제어와 진동문제를 회피할 수 있다.In addition, since the engine 120 is separated from the driving wheel 180 when the clutch 170 is disengaged, complicated control and vibration problems at the start of the vehicle can be avoided.

또한, 중고속에서는 클러치(170)가 결합되어 있기 때문에 엔진(120)이 구동바퀴(180)와 직접 연결되어 동력전달 효율이 높으며, 특히 동력전달을 위하여 기존에 사용되던 변속기에 포함되어 있던 추가적인 클러치, 기어 등의 부품이 사용되지 않아서 기존 변속기를 사용할 때보다 동력전달 효율이 높다.In addition, since the clutch 170 is engaged in the middle speed range, the engine 120 is directly connected to the driving wheel 180 to increase the power transmission efficiency. In particular, in order to transmit power, the additional clutch, Since gears and other parts are not used, the power transmission efficiency is higher than when using a conventional transmission.

아래의 표 1은 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 작동표이다.Table 1 below is an operation table of a hybrid electric vehicle according to a preferred embodiment of the present invention.

모드mode 클러치 접속Clutch connection 작동 동력 Operating power 작동 구간Operating section 배터리
(Charge depleting mode)battery
(Charge depleting mode) ×× MG2MG2 차량 속도 저속,
배터리의 충전량 충분Vehicle speed Low speed,
The battery charge is sufficient 엔진
(Charge sustaining mode)engine
(Charge sustaining mode) ×× Engine, MG1,MG2Engine, MG1, MG2 차량 속도 저속,
배터리의 충전량 부족Vehicle speed Low speed,
Low battery charge 배터리
(Charge depleting mode)battery
(Charge depleting mode) ○○ Engine, MG1,MG2Engine, MG1, MG2 차량 속도 중고속,
배터리의 충전량 충분Vehicle speed,
The battery charge is sufficient 엔진
(Charge sustaining mode)engine
(Charge sustaining mode) ○○ EngineEngine 차량 속도 중고속,
배터리의 충전량 부족Vehicle speed,
Low battery charge

도 6a는 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 클리치 분리 배터리모드의 작동 개략도이다.FIG. 6A is an operational schematic diagram of a clean separated battery mode of a hybrid electric vehicle according to a preferred embodiment of the present invention. FIG.

도 6a의 클러치 분리 배터리모드는 배터리(110)의 충전량이 충분할 때에 제2모터-제네레이터(140)를 통해 작동되는 모드이다.The clutch disconnection battery mode of FIG. 6A is a mode operated through the second motor-generator 140 when the amount of charge of the battery 110 is sufficient.

상기 클러치 분리 배터리모드는 배터리(110)에 충전된 전원을 사용하여 구동되는 저속모드로, 배터리(110)의 전기에너지가 공급되는 제2모터-제네레이터(140)의 동력이 제2감속기어(160)를 통해 구동바퀴(180)에 전달된다. The clutch disconnection battery mode is a low speed mode in which the battery 110 is driven using a power source charged in the battery 110. The power of the second motor-generator 140, to which the electric energy of the battery 110 is supplied, To the driving wheel 180 through the driving wheel 180. [

상기 도 6a의 클러치 분리 배터리모드는 구조가 매우 간단하여, 제2모터제네레이터(140)만 제어하면 되기 때문에 초기 구동 제어가 간단하고, 다른 부품은 동작하지 않으므로 진동발생이 되지 않으며, 동력전달 효율이 높다.6A, since the structure of the clutch separated battery mode is very simple, only the second motor generator 140 needs to be controlled, initial drive control is simple, other components do not operate, vibration does not occur, high.

도 6b는 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 클러치 접속 배터리모드의 작동 개략도이다.6B is an operational schematic diagram of a clutch-connected battery mode of a hybrid electric vehicle according to a preferred embodiment of the present invention.

도 6b의 클러치 접속 배터리모드는 배터리(110)의 충전량이 충분할 때에 엔진(120), 제1모터-제네레이터(1330), 제2모터-제네레이터(140)를 통해 작동되는 모드이다.The clutch connection battery mode of FIG. 6B is a mode operated through the engine 120, the first motor-generator 1330, and the second motor-generator 140 when the amount of charge of the battery 110 is sufficient.

상기 클러치 접속 배터리모드는 배터리(110)에 충전된 전원과 엔진(120) 동력을 동시 사용하여 구동되는 중고속모드로, 배터리(110)의 전기에너지가 공급되는 제2모터-제네레이터(140)의 동력이 제2감속기어(160)를 통해 구동바퀴(180)에 전달되는 동시에 엔진(120)의 동력이 클러치(170) 및 제1감속기어(150)를 통해 구동바퀴(180)에 전달된다.The clutch connection battery mode is a middle or high speed mode in which the power supplied to the battery 110 and the power of the engine 120 are used at the same time and is supplied to the second motor- The power is transmitted to the driving wheel 180 through the second reduction gear 160 and the power of the engine 120 is transmitted to the driving wheel 180 through the clutch 170 and the first reduction gear 150.

상기 클러치 접속 배터리모드에서 제1모터-제네레이터(130)는 엔진(120) 작동을 통해 생산된 구동바퀴(180)에만 전달되고 배터리(110)로는 전달되지 않는다.In the clutch connection battery mode, the first motor-generator 130 is transmitted only to the driving wheels 180 produced through the operation of the engine 120, and is not transmitted to the battery 110.

상기 도 6b의 클러치 접속 배터리모드는 제1모터-제네레이터(130), 제2모터-제네레이터(140)가 동시에 차량 구동에 사용될 수 있기 때문에 우수한 가속성능을 보인다.The clutch connection battery mode of FIG. 6B shows excellent acceleration performance because the first motor-generator 130 and the second motor-generator 140 can be used for driving the vehicle at the same time.

도 6c는 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 클러치 분리 엔진모드의 작동 개략도이다.6C is an operational schematic diagram of a clutch release engine mode of a hybrid electric vehicle according to a preferred embodiment of the present invention.

도 6c의 클러치 분리 엔진모드는 배터리(110)의 충전량을 유지하면서 휘발유 등의 연료를 이용한 엔진(120)의 동력으로 작동되는 모드이다.The clutch separation engine mode of FIG. 6C is a mode in which the engine 120 is operated by the power of the engine 120 using fuel such as gasoline while maintaining the charge amount of the battery 110.

상기 클러치 분리 엔진모드는 배터리(110)의 충전량이 부족한 경우의 저속모드로, 엔진(120)에서 발생한 동력이 제1모터-제네레이터(130)가 전기에너지로 변환되고, 이 전기에너지를 통해 작동되는 제2모터-제네레이터(140)의 동력이 제2감속기어(160)를 통해 구동바퀴(180)에 전달된다. The clutch disengagement engine mode is a low speed mode in which the amount of charge of the battery 110 is insufficient. The power generated by the engine 120 is converted into electric energy by the first motor-generator 130, The power of the second motor-generator 140 is transmitted to the driving wheel 180 through the second reduction gear 160.

상기 도 6c의 클러치 분리 엔진모드는 클러치(170)가 분리된 상태에서는 엔진(120)이 구동바퀴(180)와 분리되어 있기 때문에 차량의 출발 시 복잡한 제어와 진동문제를 회피할 수 있다. 6C, since the engine 120 is separated from the driving wheel 180 when the clutch 170 is disengaged, the clutch separation engine mode can avoid complicated control and vibration problems at the start of the vehicle.

도 6d는 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 클러치 접속 엔진모드의 작동 개략도이다.6D is an operational schematic diagram of a clutch-engined engine mode of a hybrid electric vehicle according to a preferred embodiment of the present invention.

도 6d의 클러치 접속 엔진모드는 배터리(110)의 충전량을 유지하면서 휘발유 등의 연료를 이용한 엔진(120)의 동력으로 작동되는 모드로, 배터리(110)의 충전량이 부족한 경우의 중고속모드이다.The clutch connection engine mode of FIG. 6D is a mode in which the engine 110 is operated by the power of the engine 120 using fuel such as gasoline while maintaining the charged amount of the battery 110, and is a medium-speed mode when the amount of charged battery 110 is insufficient.

상기 클러치 접속 엔진모드는 엔진(120)에서 발생한 동력만을 사용하여 구동되며, 엔진(120)의 동력이 클러치(170) 및 제1감속기어(150)를 통해 구동바퀴(180)에 전달된다.The clutch connection engine mode is driven using only the power generated by the engine 120 and the power of the engine 120 is transmitted to the drive wheels 180 through the clutch 170 and the first reduction gear 150.

상기 도 6d의 클러치 접속 엔진모드는 차량의 속도가 중고속인 구간에서 클러치(170)가 결합되어 있기 때문에 엔진(120)이 구동바퀴(180)와 직접 연결되어 동력전달 효율이 높으며, 특히 동력전달을 위하여 기존에 사용되던 변속기에 포함되어 있던 추가적인 클러치, 기어 등의 부품이 사용되지 않아서 기존 변속기를 사용할 때보다 동력전달 효율이 높다.6D, the engine 120 is directly connected to the driving wheel 180 because the clutch 170 is engaged in a section in which the speed of the vehicle is used, so that the power transmission efficiency is high, The power transmission efficiency is higher than that of the conventional transmission because the additional clutch, gear, etc. included in the transmission used in the past are not used.

일반적으로는 배터리(110)의 충전을 제한하지만 경우에 따라서는 제1모터-제네레이터(130)를 사용하여 배터리(110)의 충전을 수행하기도 한다. Generally, the charging of the battery 110 is limited, but in some cases, the first motor-generator 130 is also used to charge the battery 110.

한편, 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차에서 클러치(170)가 접속될 경우의 엔진 속도는 다음과 같다.Meanwhile, the engine speed when the clutch 170 is connected in the hybrid electric vehicle according to the preferred embodiment of the present invention is as follows.

Figure 112015062526720-pat00001
Figure 112015062526720-pat00001

ωe : 엔진속도ω e : Engine speed

V : 차량속도V: Vehicle speed

r : 타이어(바퀴) 반경r: Tire (wheel) radius

NRG1 : 제1감속기어의 감속비
N RG1 : Reduction ratio of 1st reduction gear

도 7은 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 작동모드 제어흐름도이다.7 is a flowchart illustrating an operation mode control of a hybrid electric vehicle according to a preferred embodiment of the present invention.

본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차를 작동모드를 제어하는 제어유니트를 구비하며, 제어유니트는 아래의 제어방법으로 작동모드를 제어한다.The hybrid electric vehicle according to the preferred embodiment of the present invention is provided with a control unit for controlling the operation mode, and the control unit controls the operation mode by the following control method.

즉, 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 작동모드 제어방법은That is, a method of controlling an operation mode of a hybrid electric vehicle according to a preferred embodiment of the present invention includes:

현재 충전율(SOC)이 필요 충전율(SOCset) 미만인가를 판단하는 단계;Determining whether a present charge rate (SOC) is less than a required charge rate (SOC set );

상기 충전율 판단결과, 현재 충전율(SOC)이 필요 충전율(SOCset) 미만이면 엔진 동력을 사용하는 엔진모드(Charge sustaining mode)로 전환하고, 현재 충전율(SOC)이 필요 충전율(SOCset) 미만이 아니면 배터리의 전기에너지를 사용하는 배터리모드(Charge depleting mode)로 전환하는 단계;를 포함한다.If the current charge rate SOC is less than the required charge rate SOC set as a result of the determination of the charge rate, the engine mode is switched to the engine sustaining mode using the engine power. If the current charge rate SOC is not less than the required charge rate SOC set And switching to a battery depleting mode using electrical energy of the battery.

상기에서 필요 충전율(SOCset)은 배터리(110)의 충전량이 주행 목적지 도착을 고려할 때에 충분하지 못하다고 판단되는 충전율을 의미한다.(예를 들면 배터리 충전율 20%를 의미한다.)The required charge rate (SOC set ) refers to a charge rate determined to be insufficient when the amount of charge of the battery 110 is considered to be the destination of the travel destination (for example, the battery charge rate is 20%).

또한, 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 작동모드 제어방법은Further, a method of controlling an operation mode of a hybrid electric vehicle according to a preferred embodiment of the present invention includes:

엔진모드(Charge sustaining mode)에서In engine mode (Charge sustaining mode)

현재 엔진속도(ωe)가 정지 엔진속도(ωe_ stall) 미만인가를 판단하는 단계; Determining that the current engine speed? E is less than the stall engine speed? E_stall ;

상기 엔진속도 판단결과, 현재 엔진속도(ωe)가 정지 엔진속도(ωe_ stall) 미만이면 클러치(170)를 분리하고, 현재 엔진속도(ωe)가 정지 엔진속도(ωe_ stall) 미만이 아니면 클러치(170)를 연결하는 단계;를 포함한다.The engine speed determination result, under the current engine speed (ω e) is stopped engine speed (ω e_ stall) than if separate the clutch 170, and the current engine speed (ω e) is stopped engine speed (ω e_ stall) is Or coupling the clutch 170 to the clutch.

상기에서 정지 엔진속도(ωe_ stall)는 엔진이 정지(stall)되지 않을 정도의 엔진속도를 의미한다.(예를 들면 1000RPM을 의미한다.)Stopping the engine speed (ω e_ stall) in the means of the engine speeds of the engine is not stopped (stall). (For example, refers to 1000RPM.)

또한, 본 발명의 바람직한 실시 예에 따른 하이브리드 전기자동차의 작동모드 제어방법은Further, a method of controlling an operation mode of a hybrid electric vehicle according to a preferred embodiment of the present invention includes:

배터리모드(Charge depleting mode)에서In battery mode (Charge depleting mode)

현재 엔진속도(ωe)가 정지 엔진속도(ωe_ stall) 미만인가를 판단하는 단계; Determining that the current engine speed? E is less than the stall engine speed? E_stall ;

상기 엔진속도 판단결과, 현재 엔진속도(ωe)가 정지 엔진속도(ωe_ stall) 미만이 아니면 클러치(170)를 분리하고, 현재 엔진속도(ωe)가 정지 엔진속도(ωe_ stall) 미만이면 운전자에 의한 강제 전기차 모드 스위치 작동상태인지를 판단하는 단계;The engine speed determined that the current engine speed (ω e) is stopped engine speed (ω e_ stall) is less than or disconnect the clutch 170, and the current engine speed (ω e) is stopped the engine speed is less than (ω e_ stall) Determining whether the forcible electric vehicle mode switch is in the operating state by the driver;

상기 전기차모드 스위치 판단결과, 운전자에 의한 강제전기차 모드 스위치가 작동상태이면 클러치(170)를 분리하고, 운전자에 의한 강제전기차 모드 스위치가 작동상태가 아니면 클러치(170)를 연결하는 단계;를 포함한다.If the forced electric mode switch by the driver is in operation, the clutch 170 is disconnected. If the forced electric vehicle mode switch by the driver is not in operation, the clutch 170 is connected .

이상 본 발명자에 의해서 이루어진 발명을 상기 실시 예에 따라 구체적으로 설명하였지만, 본 발명은 상기 실시 예에 한정되는 것은 아니고 그 요지를 이탈하지 않는 범위에서 여러 가지로 변경 가능한 것은 물론이다.
Although the present invention has been described in detail with reference to the above embodiments, it is needless to say that the present invention is not limited to the above-described embodiments, and various modifications may be made without departing from the spirit of the present invention.

100 : 하이브리드 전기자동차
110 : 배터리
120 : 엔진
130 : 제1모터-제네레이터
140 : 제2모터-제네레이터
150 : 제1감속기어
160 : 제2감속기어
170 : 클러치
180 : 구동바퀴100: Hybrid Electric Vehicle
110: Battery
120: engine
130: first motor-generator
140: Second motor-generator
150: First reduction gear
160: 2nd reduction gear
170: clutch
180: drive wheels

Claims (12)

삭제delete 삭제delete 삭제delete 삭제delete 삭제delete 제2모터-제네레이터(140)에 전기에너지를 공급하는 배터리(110; Battery);
연료를 사용하여 동력을 발생하는 엔진(120; Engine);
상기 엔진(120)에 접속되어 전기에너지를 생산하고, 생산된 전기에너지를 배터리(110)에 공급하는 제1모터-제네레이터(130);
제2감속기어(160)를 통해 구동바퀴(180)와 항상 연결되고, 상기 배터리(110)의 전기에너지를 통해 구동바퀴(180)를 구동하는 제2모터-제네레이터(140);
엔진(120)의 회전속도를 감속하여 구동바퀴(180)에 전달하는 제1감속기어(150);
상기 제2모터-제네레이터(140)의 회전속도를 감속하여 구동바퀴(180)에 전달하는 제2감속기어(160);
엔진(120)과 구동바퀴(180) 사이에 설치되어 엔진(120)을 구동바퀴(180)에 접속하거나 분리하는 클러치(170);를 포함하고,
제1모터-제네레이터(130)의 접속축(131)에 마련된 제1감속기어(150)가 구동바퀴(180)의 접속축(181)에 마련된 접속기어(182)에 접속되고, 제2모터-제네레이터(140)의 접속축(141)에 마련된 제2감속기어(160)가 제1모터-제네레이터(130)의 접속축(131)에 마련된 접속기어(132)와 접속되는 것을 특징으로 하는 하이브리드 전기자동차.
A battery 110 for supplying electric energy to the second motor-generator 140;
An engine (120; Engine) generating power using fuel;
A first motor-generator 130 connected to the engine 120 to generate electric energy and supply the produced electric energy to the battery 110;
A second motor-generator 140 connected to the driving wheel 180 through the second reduction gear 160 and driving the driving wheel 180 through the electric energy of the battery 110;
A first reduction gear 150 for reducing the rotational speed of the engine 120 and transmitting it to the drive wheels 180;
A second reduction gear 160 for reducing the rotation speed of the second motor-generator 140 and transmitting the rotation to the drive wheels 180;
And a clutch 170 installed between the engine 120 and the driving wheel 180 to connect or disconnect the engine 120 to or from the driving wheel 180,
The first reduction gear 150 provided on the connection shaft 131 of the first motor-generator 130 is connected to the connection gear 182 provided on the connection shaft 181 of the drive wheel 180, and the second motor- The second reduction gear 160 provided on the connection shaft 141 of the generator 140 is connected to the connection gear 132 provided on the connection shaft 131 of the first motor- car.
제6항에 있어서,
배터리(110)에 충전된 전원을 사용하여 구동되는 배터리모드(Charge depleting mode) 및 배터리(110)의 충전량을 유지하면서 연료를 이용한 엔진(120)의 작동에 의해 구동되는 엔진모드(Charge sustaining mode)로 작동되는 것을 특징으로 하는 하이브리드 전기자동차.
The method according to claim 6,
A charge mode for charging the battery 110 and a charge sustaining mode for driving the engine 120 using the fuel while maintaining the charge amount of the battery 110, Wherein the electric motor is operated by the electric motor.
제7항에 있어서,
상기 배터리모드는 클러치(170)를 분리한 상태에서 제2모터-제네레이터(140)를 동력으로 사용하는 저속모드 및 클러치(170)를 연결한 상태에서 엔진(120), 제1모터-제네레이터(130), 제2모터-제네레이터(140)를 동력으로 사용하는 중고속모드로 작동되는 것을 특징으로 하는 하이브리드 전기자동차.
8. The method of claim 7,
The battery mode is a mode in which the engine 120, the first motor-generator 130, and the third motor-generator 130 are connected to each other in a low speed mode in which the clutch 170 is disconnected and the second motor- ) And the second motor-generator (140) as a power source.
제7항에 있어서,
상기 엔진모드는 클러치(170)를 분리한 상태에서 엔진(120)과 제2모터-제네레이터(140)를 동력으로 사용하는 저속모드 및 클러치(170)를 연결한 상태에서 엔진(120)과 제1모터-제네레이터(130), 제2모터-제네레이터(140)를 동력으로 사용하는 중고속모드로 작동되는 것을 특징으로 하는 하이브리드 전기자동차.
8. The method of claim 7,
The engine mode includes a low speed mode in which the engine 120 and the second motor-generator 140 are used as a power source while the clutch 170 is disengaged, and a low speed mode in which the engine 120 and the first Generator (130), and the second motor-generator (140) as power sources.
삭제delete 삭제delete 삭제delete
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