KR101093897B1 - Chameleon hybrid car and its driving method - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid car, wherein an electric vehicle, a tandem hybrid car, a parallel hybrid car, a general engine car mode and a regenerative vehicle are considered in consideration of driving conditions such as driving conditions such as driving speed, driving distance, and battery level. The present invention relates to a chameleon-type hybrid car and a driving method thereof, which are developed to improve driving performance, such as maximum output and maximum speed, and significantly improve fuel efficiency by allowing the vehicle to be driven in a power generation mode.
In the present invention, a transmission clutch having an engine, a transmission clutch power-connected to the output shaft of the engine, a drive motor and a transmission, a power generation clutch and a second generator formed on an output shaft of the engine or on a separate generator input shaft parallel thereto. And it is characterized in that the power generation clutch can be selectively or simultaneously connected as needed.

Description

Chameleon hybrid car and its driving method {CHAMELEON HYBRID CAR AND AN OPERATING METHOD OF THE SAME}

The present invention relates to a hybrid vehicle, and in detail, the advantages of the conventional series and parallel hybrid vehicles are preserved as they are, and the disadvantages are improved, and according to the electric power consumption or driving conditions, the electric vehicle, the serial, parallel, engine driving modes or The present invention relates to a chameleon hybrid vehicle and a driving method thereof, which are capable of improving driving performance, improving fuel economy, and reducing exhaust gas by switching to a regenerative power generation mode.

In general, a hybrid vehicle is a vehicle driven by two power units having an electric motor in an existing internal combustion engine engine. Two or more types of driving sources having different operating principles as methods for improving performance, improving fuel economy, and reducing air pollution. It refers to a system for driving a car by combining the efficient.

Among these hybrid vehicles, hybrid vehicles using internal combustion engine engines and electric motors can be classified into three types according to their systems and operating mechanisms, such as series hybrid cars, parallel hybrid cars, and hybrid hybrids. The car is it.

FIG. 7 is a power system diagram of a hybrid vehicle according to a conventional classification, and FIG. 7 (a) shows a parallel type, (b) shows a series type and (c) shows a combined type.

In-line hybrid vehicles have engines and motors, but engines produce electricity only, supplying electricity to the motors and batteries, and driving the wheels that drive the cars.

Parallel hybrid cars have both an engine and a motor, providing both the engine and the motor to drive the wheels. At this time, the electric motor complements the output of the engine and at the same time plays the role of a generator to charge the car battery by generating a high voltage in the downhill or decelerating driving. In addition, since the wheel can be driven only by the electric motor, the vehicle can be driven without operating the engine like an electric vehicle. However, since there is only one motor, there is a limit that the wheel driving and the battery charging cannot be performed at the same time.

The hybrid hybrid vehicle consists of one engine and two motors, which have the functions of both a series and a parallel hybrid system. The system is equipped with two motors, one of which is powered by the engine. This electricity is used to charge the battery or to drive the second motor. This hybrid hybrid vehicle system adopts a power distribution device, a planetary mechanism that divides / integrates the power of engines, motors, and generators, and distributes power efficiently, and has excellent regenerative braking efficiency and good fuel economy.

By the way, the above-mentioned serial type is the Chevrolet Volt. When the engine runs out of electric power charged by plug-in charge, the engine starts automatically and generates electricity by turning a large generator. In the case of the tandem, the improvement in fuel economy is achieved mainly by batteries charged with plug-ins. In other words, the electric charge is cheap, so it is about 80 km at a time with a battery that is charged for about 4 hours at night (for Chevrolet Bolt). Therefore, if the mileage is less than 80km per day, it is driven by electricity without consuming a drop of oil. If you want to drive more mileage, the engine is started, the large-capacity generator to turn the engine to produce electricity to run the motor in this case, the fuel economy falls. That is, there is a loss in the process of driving the engine by burning the fuel due to the energy conversion efficiency, a loss in the process of producing power from the generator by driving the engine, in the process of driving the electric motor with the generated power Loss occurs.

Therefore, the optimum engine speed and generator capacity have to be calculated and applied, and the limited performance of the motor limits the acceleration and maximum speed. In order to solve this problem, switching to a high-performance motor improves acceleration performance and maximum speed, but accordingly, battery power consumption is increased, and power generated by the engine is quickly consumed, resulting in a shorter driving distance and lower fuel economy.

A typical example of the parallel type is the Sonata Hybrid. The motor is driven from the standstill, and the engine is automatically started at a certain speed (mainly about 30 km / h at low speed). When driving and decelerating, regenerative electricity is produced using a motor as a generator. In the series, the engine is solely responsible for power generation, but in parallel, a little generation and direct drive of the engine are the main functions. The engine stops automatically when idle after stopping (ISG) .In the case of the current parallel hybrid vehicle, the speed range (approximately 20 ~ 30km / h) from the electric mode to the engine drive mode is too high. Low motor-to-engine and engine-to-motor conversions occur too often. In order to solve this problem, it is possible to increase the mode switching speed limit by attaching a high-performance motor. However, the battery consumption is intensified and the amount of power of the first generator that is always connected to the engine and runs is insufficient.

In order to solve this drawback, the hybrid type (vehicle / parallel) hybrid vehicle, which has appeared to solve some of the problems described above, has a large energy erosion because the power is divided / merged through a power distribution device that is a combination of planetary gears. When there is a shortage of power, there is a disadvantage that the engine cannot generate power quickly and efficiently by turning only the generator.

Therefore, it improves the disadvantages of the series and parallel type and accepts the advantages, but the five driving modes of pure electric vehicle type, serial type, parallel type, general internal combustion engine type and regenerative power generation mode according to the driving speed and battery level of the vehicle. The development of a power unit and its driving method to implement both is required.

Korean Patent Application Laid-Open No. 1998-077935 "Drive device for a hybrid electric vehicle" (published: November 16, 1998) Registered Patent No. 0300716 "Vehicle Hybrid Stepless Speed Shift System" (Registration Date: 2001.06.19) Registered Patent No. 03442017 "Power Transmission Device of Hybrid Vehicle" (Registration Date: 2002.06.12) Korean Patent Publication No. 2001-0036649 "Driving device of a hybrid electric vehicle" (published date: May 7, 2001) Publication No. 10-2011-0046344 "Mixed Hybrid" (published: 2011.05.04)

According to the present invention, the driving type of the vehicle is an electric vehicle, a series hybrid car, a parallel hybrid car, or a general vehicle according to a situation variable such as a reference remaining amount of a battery of a hybrid car, a reference speed (critical speed) that is a boundary between a motor running section and an engine running section. It aims to simultaneously improve driving performance and fuel economy such as the output and maximum speed of the hybrid car by automatically switching to the engine car mode and the regenerative power generation mode.

Particularly, in the present invention, unlike the conventional hybrid car, the second generator is provided with a power generator connected to or released from the engine output by a power generation clutch, and the second generator is changed in accordance with a change in battery level, running speed, running inclination, and idling state. The main purpose is to provide an improved chameleon hybrid car and its driving method to improve fuel efficiency, increase the operating speed and driving range of the driving motor by enabling the transmission to be selectively connected to the engine output shaft, thereby generating power or motor assist functions. The purpose.

In order to solve the above technical problem, in the present invention, a hybrid car provided with a motor and an engine as a power source for driving, the engine output shaft for outputting the rotational force of the internal combustion engine engine and the engine; A transmission clutch, a driving motor, and a transmission formed on one engine output shaft of the engine; A battery connected to the drive motor; A first generator that is connected to the battery and is always driven in power with the engine; And a second generator that is connected to or released from the engine output shaft by a power generation clutch and is connected to the battery, wherein the power generation clutch and the second generator are parallel to the engine output shaft where the transmission clutch is formed. The transmission clutch or the power generation clutch is selectively connected to the engine output shaft according to the driving situation of the vehicle, and is electrically connected to the engine output shaft at the same time in the engine brake situation. A chameleon hybrid car is proposed.

Here, it is preferable that the high-voltage battery for plug-in capable of charging household electricity is further connected to the battery.

At this time, the engine output shaft and the generator input shaft may be configured to be powered by any one of the power transmission means selected from gears, chains and sprockets, pulleys and belts.

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A drive variable pulley is formed on the engine output shaft, a driven variable pulley is formed on the generator input shaft, and the drive variable pulley and the driven variable pulley are preferably configured to be connected by a drive belt.

Here, a flywheel may be additionally installed between the power generation clutch and the second generator so as to receive the rotational inertia force of the engine output shaft.

According to another aspect of the present invention, an engine, a first generator driven at all times by the engine, a transmission clutch formed on an output shaft of the engine, a drive motor, a transmission, and a power generation clutch that is power connected to the engine output shaft And a second generator, and a battery connected to the first generator, the driving motor, and the second generator, the method comprising: a) a traveling speed is less than or equal to a preset reference speed, and a traveling distance is preset; When the engine is less than a predetermined reference distance, starting the engine to be turned off, and operating only as a power source for driving the wheel shaft; B) If the remaining battery level is more than the preset reference level and the vehicle's driving speed is higher than the standard speed, the engine is started, the power generation clutch is kept in a released state, and the transmission clutch is connected so that the engine and the driving motor drive the wheel axle. Operating as a power source; C) If the running speed is less than the standard speed or the remaining battery is less than the standard fuel level, the engine will start, the transmission clutch will remain released, the power generation clutch will be connected, the engine will turn the second generator, and the drive motor will drive the wheel. Operating as a power source for driving the shaft; D) the engine is started when the remaining battery is below the reference level and the running speed is above the reference speed, the power generation clutch is released, and the transmission clutch is connected to operate the engine as a power source for driving the wheel shaft; E) the engine maintains a starting state when the engine brake is decelerated, and the first generator, the second generator, and the driving motor are all connected to the engine to generate regenerative power; It is proposed a method of driving a chameleon hybrid car comprising a.

Here, the transmission clutch is released when the remaining amount of the battery is less than the reference residual amount while the engine is idle, it is preferable to further include a step of charging the battery through the first and second generators by power generation clutch is connected.

In addition, it is preferable that the engine further comprises the step of turning off the engine by activating the idle stop (ISG) function when the remaining battery level is equal to or greater than the reference level while the engine is idle, and disconnecting both the transmission clutch and the power generation clutch. .

On the other hand, in the case of a rapid acceleration even if the running speed is less than the reference speed, the engine is started and the transmission clutch is connected, the power generation clutch is released, the engine and the drive motor together to operate as a power source for driving the wheel shaft together; Can be.

According to the present invention, it is possible to drive and develop by selecting a driving mode optimized for the driving state of a vehicle while maintaining the basic frame without significantly changing the shape or structure of the existing hybrid car, so that the critical speed, the maximum output and Fuel economy can be improved.

That is, an electric vehicle mode driven only by a driving motor and a charged battery according to a driving situation of an automobile, and a series hybrid car mode driven by using a driving motor while producing electric power by rotating the first and second generators using an engine output. In order to drive the vehicle from time to time, the hybrid vehicle mode, in which the engine and the driving motor are simultaneously involved in the output and is generated only through the first generator, and the general internal combustion engine mode in which the vehicle is powered by the engine alone, is required. As a result, it is possible to increase output or speed and improve fuel economy without significantly improving battery performance or capacity.

In addition, the first generator, the second generator, and the driving motor are all involved in regenerative power generation at the time of engine idling or downhill driving, so that the efficiency of recovering the discarded energy is excellent, and consequently, it can greatly contribute to fuel efficiency. The reference speed at which the motor alone drives the vehicle is increased to improve energy inefficiency due to frequent switching between the motor drive mode and the engine drive mode.

1 is a power system diagram of a hybrid vehicle according to a first embodiment of the present invention.
2 is a power system diagram of a hybrid vehicle according to a second embodiment of the present invention;
3 is a power system diagram of a hybrid vehicle according to a third embodiment of the present invention;
4 is a power system diagram of a hybrid vehicle according to a fourth embodiment of the present invention.
5 is a power system diagram of a hybrid vehicle according to a fifth embodiment of the present invention;
6 is an operation flowchart showing an example of a method for driving a hybrid vehicle of the present invention.
7 is a view showing an example of each power system diagram of a hybrid vehicle according to the conventional classification.

Hereinafter, with reference to the accompanying drawings, the configuration and operation principle of the present invention will be described in detail. Each embodiment to be described below is only one example to which the technical spirit of the present invention is applied, and the technical scope of the present invention should not be construed as being limited thereto.

As described above, in the case of a conventional hybrid vehicle, which is a combination of a conventional series and a parallel type, and a combination thereof, the present invention has advantages and disadvantages. Disclosed is a stronggest parallel type hybrid car (so called chameleon hybrid car) of a so-called carleleon hybrid car.

The biggest advantage of a tandem hybrid car, such as the Chevrolet Volt, is that it can run 80 km on a full-charged electric car, so you don't have to spend a drop of oil on your daily commute. The disadvantage is that the total mileage that can be fully charged and refueled is 610km, but the 530km minus 80km is developed by the internal combustion engine, so when the remaining 530km is divided by the capacity of the fuel tank, There is no difference. In other words, after all the power of the pre-charged battery is consumed, the energy efficiency is lowered by driving the engine to produce electricity and turning the driving motor. In addition, due to the limitation of the motor capacity, the acceleration capacity or the maximum speed does not reach the engine engine of the general internal combustion engine.

The advantage of the parallel type is that the acceleration is driven by the engine and the motor at the same time, so the power is improved. The disadvantage is that the speed range that the motor is solely responsible for driving is about 30km / h, so the fuel efficiency improvement is not so great, and the fuel efficiency improvement due to the ISG (idle stop) function is even greater. In other words, since the output of the engine is used for power generation and motor driving at the same time, it is impossible to connect a larger generator such as a Chevrolet bolt to the engine, and thus cannot apply a high-performance and large-capacity drive motor.

The present invention has been proposed to improve the problems of the series and parallel type, and provides a structure and a driving method of a strong-gast parallel chameleon hybrid car having a series type for maximizing fuel efficiency and driving performance.

Embodiments of the present invention to be described below do not exclude those adopting a plug-in hybrid car as a basic concept that can charge a battery with cheap electricity at night, or a hybrid car without a plug-in function.

1 is a power system diagram of a hybrid vehicle according to a first embodiment of the present invention, the power system of the present embodiment exemplifies a front wheel driving method for driving the front wheel shaft 101 of the vehicle, The same applies to the rear wheel or four wheel drive and does not exclude this in the present invention.

Hybrid power system according to the present invention is largely the engine 110, the transmission 120, the drive motor 130, the first generator 141, the second generator 142, the transmission clutch 121, the power generation clutch 143 ) And a battery 150.

The transmission clutch 121, the drive motor 130, and the transmission 120 are sequentially connected to one side of the engine output shafts 110a and 110b which rotate to the output of the engine 110 and extend to both sides of the engine. On the side, the power generation clutch 143 and the second generator 142 are power connected in order.

The first generator 141 having a smaller generating capacity than the second generator 142 may be mounted on the engine 110 so that the engine 110 may be driven at all times when the engine is driven to supply basic power required for driving the vehicle.

The output of the transmission 120 is transmitted to the front wheel shaft 101 or a rear wheel shaft not shown by a power transmission means such as a gear.

The driving motor 130, the first generator 141, and the second generator 142 are connected to the battery 150. In addition to the battery 150, a high voltage battery for charging home electricity by a plug-in function may be provided.

The chameleon hybrid car of the present invention having such a structure (combined variable hybrid car, 100) is a combination of a series and parallel hybrid cars that have the highest fuel efficiency and acceleration performance but the highest speed does not drop compared to a general internal combustion engine vehicle. One StrongGist parallel hybrid car. Naturally, the present invention also implements a plug-in function, an ISG function, a regenerative power generation (regenerative braking) function, a motor assist function, and an electric vehicle driving function.

If the engine is front-wheel drive, the engine and transmission can be located on the front wheels and drive motors (possibly one to many) on the rear wheels. Alternatively, like the Sonata hybrid, the driving motor 130 may be connected before or after the transmission of the front wheel. It only travels about 80km of mileage with the drive motor 130, just like a Chevrolet Volt with a charged battery. In order to raise the speed range that the driving motor 130 can handle from about 30km / h to about 80 ~ 100km / h, a large-capacity driving motor with strong output is adopted. In normal city commute, the daily mileage does not exceed 60km and the maximum speed does not exceed 80km / h.In general commutes, the engine is turned off like the Chevrolet Volt, and no fuel is consumed.

As shown in the drawing, the engine 110 on the front wheel side is the same as the conventional one, but a large capacity second generator 142 is attached to the engine output shaft 111b on the opposite side to which the transmission 120 is attached. The second generator 142 is powered or disconnected from the engine output shaft 111b by the power generation clutch 143, which is automatically performed by a control device.

Since the electric power generation efficiency has an optimum rotation speed having an optimum power generation efficiency rather than a low speed or a high speed, the rotation speed of the engine output shaft 111b is controlled so that the power generation efficiency of the second generator 142 is an optimal speed. That is, when the rotational force of the engine output shaft 111b is used only for driving the second generator 142, an electronic control unit is provided to maintain the engine speed having the optimal power generation efficiency after the calculation by the control apparatus.

In the present embodiment, the engine output shafts 111a and 111b are extended to the left and right sides of the engine 110, and the engine output shafts 111a are transferred to the engine output shaft 111a on one side via the transmission clutch 121 as a medium. 130 is power-connected, and the second generator 142 is power-connected to the engine output shaft 111b of the other side through the power generation clutch 143.

Position and shape of the transmission clutch 121 and the power generation clutch 143 can be arranged and designed in a variety of changes depending on the design needs, the type of clutch is a dry friction clutch type (dry type), wet clutch Wet type, cone type, magnetic type and the like can be selected.

The power generation clutch 143 is to improve the fuel efficiency of the vehicle by increasing the regenerative energy recovery efficiency through the second generator 142 and allowing power generation through engine power as necessary.

Automobiles using internal combustion engines have the inefficiency of discarding a significant portion of the energy generated by the engine, regardless of whether it is an engine car or a hybrid car. In addition, energy recovery systems such as regenerative brakes have been developed to recover some of them, but are not yet satisfactory.

The second generator 142 of the present invention is directly connected to the front and rear of the engine 110 on the extension lines of the engine output shaft (111a, 111b) or gears on the generator input shaft (142a) parallel to the engine output shaft (111a, 111b), Power connection using chain and belt.

Types of power generation clutches 143 for intermittent power transmitted to the second generator 142 may be of a dry type, a wet type, a cone type, and an electromagnetic type. ) And the like, of which a magnetic clutch is most preferred. The reason is that the second generator 142 is rotated and stopped by repeating contact and release of the contact with the rotating engine 110 as necessary, so as to reduce the contact shock, rotational synchronization is required. This is because the magnetic clutch has the best characteristics in the number synchronization problem.

Due to the power generation clutch 143 and the second generator 142, the second generator at any time in the state in which the output of the engine 110 is more than the output of the engine required at any point, such as idling or downhill deceleration, is left. The power generation clutch 143 of 142 is power connected to generate power. In addition, in a situation in which an automobile requires electric power (for example, when the first generator 141 is broken or the battery is insufficient), the power generation clutch 143 is connected to generate power through the second generator 142. For example, the second generator 142 is positioned at a position where the current air conditioner compressor is connected, and is connected to the magnetic clutch to produce electricity, and the air conditioner compressor may be turned by the motor 130. This results in improved fuel economy.

The rotation speed synchronization of the transmission clutch 121, the power generation clutch 143, and the engine 110 may be applied to various methods known in the art, and are automatically performed through computer control.

The engine 110 is connected to a first generator 141 which always rotates with the driving of the engine 110 to produce basic power requirements. The first generator 141 is to supply basic power for driving a headlight, an indoor light, a radio, an audio, an air conditioner, and the like of a vehicle.

According to the chameleon hybrid car 100 of the present invention, since the drive motor 130 is in charge of driving up to about 80 to 100 km, which is a reference speed, the transmission 120 does not need 1 to 3 low-speed gears. It is only necessary to have six high speed gears. Therefore, the transmission structure is simple and the volume and weight of the transmission are reduced, so that the space design of the engine room is easy and the fuel efficiency is improved. In addition, the transmission 120 used for traveling can be made into the continuously variable transmission CVT like a conventional method.

In the case of the present invention, when the engine is accelerated, only the engine or the engine and the driving motor can be operated together (motor assist function is possible).

In addition, there is no need for a torque converter that reduces fuel efficiency, and a general clutch (dry or wet type) only needs to be positioned between the engine 110 and the transmission 120. Since the driving motor 130 is responsible for reversing, it does not require a reverse gear in the transmission, and a large capacity of the driving motor 130 assists the output when accelerating to the engine, thereby reducing the output burden of the engine 110, thereby reducing the engine displacement. However, reducing the size will provide the desired output.

Hereinafter, a specific method of driving the hybrid car of the illustrated structure will be described.

1) First, the charge of the late-night electricity at night is inexpensive, so the battery 150 is fully charged overnight by using a plug-in function. Turn on the switch at work and start from the stop is driven by the drive motor 130 only. The driving speed is within the reference speed, for example, 100 km / h, and the driving distance is within the reference distance, for example, 80 km, until the engine 110 is turned off without starting and the drive motor 130 is already charged. The car is driven in a pure electric vehicle mode that consumes no fuel.

At this time, the transmission clutch 121 between the engine 110 and the transmission 120 is separated, and the power generation clutch 143 between the engine 110 and the second generator 142 is also maintained in a separated state. That is, driving in a state of a complete electric vehicle and at the time of deceleration only the drive motor 130 acts as a generator to produce regenerative power.

2) Even when the remaining amount of the battery 150 remains above the reference level, when the driving speed exceeds 100 km, the standard speed, such as driving on a highway, the engine 110 is automatically started, and the power generation clutch 143 Is released to maintain the power disconnected with the engine 110, the gear of the transmission 120 is connected to the transmission clutch 121 after the rotational speed synchronization between the engine 110 and the transmission 120 in the fourth stage of the engine Rotation is received by the power of (110).

The electricity supply required for driving is supplied by the small capacity first generator 141 originally attached to the engine 110, and may use the remaining power of the battery 150. Surplus power of the first generator 141 is charged in the battery 150. That is, in this case, the transmission clutch 121 between the engine 110 and the transmission 120 is attached, and the engine 110 and the driving motor 130 are driven together, and between the engine 110 and the second generator 142. The power generation clutch 143 of the fall does not generate power through the second generator 142 to prevent the phenomenon of encroaching the output of the engine 110. Thus, the driving state is the same as that of the parallel hybrid car.

3) Even if the running speed falls within 100 km / h, when the remaining amount of the battery 150 falls below the standard remaining amount, the engine 110 is automatically started as a series hybrid car and the power generation clutch of the second generator 142 ( 143 is attached and power connected to the engine 110. At this time, the rotational speed of the engine 110 maintains the optimal power generation efficiency rotational speed automatically calculated by the control unit, and the driving of the vehicle is entirely driven by the drive motor 130.

Synchronization of the speed between the engine 110 and the second generator 142 is the second generator 142 itself rotates before the clutch 143 is attached to the power generation, the rotation speed of the engine 110 and the second generator 142 When the sensor senses the rotation speed, the rotation speed can be synchronized while minimizing the contact impact on the power generation clutch 143 of the second generator 142.

If the load when the second generator 142 starts to rotate from the stop state is not large, a separate device for the rotation speed synchronization may be omitted. When the engine 110 rotates, if the power generation clutch 143 is gradually attached, the second generator 142, which is in a half clutch state and stops, starts to rotate gradually, and later, the power generation clutch 143 is completely attached and automatically. The rotation speed is synchronized. At this time, if the magnetic clutch is adopted as the power generation clutch 143, the rotation speed synchronization will be performed much easier.

On the other hand, when the engine 110 is started for the purpose of power generation through the second generator 142, the engine 110 of the engine 110 in the state in which the power generation clutch 143 of the second generator 142 is attached in advance before starting. This can cause a startup, in which case no synchronization is required.

In such a situation, the engine 110 and the second generator 142 are powered by power generation to charge the battery 150, and the engine 110 and the transmission 120 are connected to the transmission clutch 121 while the power connection is lost. Is released. Accordingly, the engine 110 generates power only through the first and second generators 141 and 142, and the driving motor 130 is driven entirely by the driving motor 130.

In this case, regenerative power generation is performed through the driving motor 130, and the rotation speed of the engine 110 is controlled to achieve an optimal power generation efficiency through the first and second generators 141 and 142. Thus, the driving state is the same as a series hybrid car.

4) When the remaining amount of the battery falls below the reference residual amount, and the traveling speed exceeds the reference speed 100km / h, the engine 110 is started and only runs to the engine 110. At this time, when power is supplied through the first generator 141, the driving motor 130 is also involved in driving, and the extra power charges the battery 150. In this case, the power generation clutch 143 between the engine 110 and the second generator 142 is in a separated state (disengaged state), so that the second generator 142 does not erode the output of the engine 110. If not, the transmission clutch 121 between the engine 110 and the transmission 120 is in a stuck state (connected state), so that the engine can use all of its output for high-speed driving. Therefore, in a section in which the internal combustion engine vehicle and the parallel type are combined and driven only by the engine 110, the same operation conditions as the general internal combustion engine vehicle are driven. In addition, during acceleration, the engine 110 and the driving motor 130 are driven together, and the power supply to the driving motor 130 is performed by the first generator 141. That is, it becomes a parallel acceleration driving state.

5) The transmission clutch 121 is dropped and the power generation clutch 143 is attached while the vehicle is stopped for a while while the remaining amount of the battery 150 is less than or equal to the reference level. The battery 150 is connected to the first and second generators 141 and 142. To charge quickly. In this case, therefore, the series-type power generation and charging state is achieved.

6) When charging is completed to some extent while the vehicle is stopped, the ISG function is activated and the idle engine is stopped. In this case, both the transmission clutch 121 and the power generation clutch 143 are disconnected and the driving of the engine 110 is also stopped. In other words, the hybrid car is converted to an electric vehicle.

7) When driving at high speed and decelerating with the engine brake in downhill driving without using the accelerator, the power generation clutch 143 is also automatically connected to decelerate and regenerate power generation. That is, the second generator 142 and the drive motor 130 are involved in regenerative generation together, and in this case, since the engine 110 is driven, the first generator 141 also plays a role in producing electricity. . This state is a step of converting the potential energy in the downhill into electrical energy, the transmission clutch 121 and the power generation clutch 143 are both in a state of power connection and the regenerative generation amount is the highest.

8) Even when the driving speed is 100 km / h or less, when the rapid acceleration, the transmission clutch 121 is power-connected so that the engine 110 assists the driving motor 130 to participate in driving of the vehicle. A switch may be used to select a sport mode and to set the timing and conditions at which the engine 110 intervenes as a driving output source. In this case, the acceleration performance is increased, so the zero back time is reduced, but the fuel economy is lowered. Cars do not only run smoothly at constant speed, so it is desirable to select both an economic driving mode that produces the best fuel economy and a sports mode that produces the best output.

2 to 5 show a power system diagram of the hybrid vehicle according to the second to fifth embodiments of the present invention, respectively.

2, the rest of the configuration is the same as that of the first embodiment, but the position of the driving motor 130 is different in that the position of the driving motor 130 is connected to the rear side rather than the front of the transmission 120 on the engine 110 side.

In FIG. 3, the second generator 142 and the power generation clutch 143 are not formed on the engine output shaft 111b but provided on a separate generator input shaft 142a disposed side by side on the engine output shaft 111a. .

That is, the driven gear 144a is formed on the engine output shaft 111a for power-connecting the transmission 120 and the engine 110 and indirectly connected to the drive gear 144a directly or indirectly through an idling gear. 144b is formed on the generator input shaft 142a. The power generation clutch 143 and the second generator 142 are sequentially formed on the generator input shaft 142a which is rotated by the driven gear 144b.

4 has a configuration similar to that of the third embodiment, but there is a difference in the means for transmitting the rotational force of the engine 110 to the generator input shaft 142a. That is, the drive gear 144a and the driven gear 144b of the third embodiment are replaced by the drive wheel 145a, the driven wheel 145b and the power connecting means 145c connecting them in this embodiment. The driving wheel 145a and the driven wheel 145b will each be sprockets when the power connecting means 145c is a chain, and will be pulleys in the case of a belt. In addition, the present embodiment shows an example in which a magnetic clutch is employed as a power generation clutch unlike the previous embodiments.

In FIG. 5, the structure is substantially similar to that of the fourth embodiment, but the rotational force of the engine output shaft 111a is transmitted to the second generator 142 using the variable pulleys 146a and 146b and the driving belt 146c. There is a difference. The variable pulley formed on the engine output shaft 111a is called a driving pulley 146a, and the variable pulley formed on the generator input shaft 142a is called a driven pulley 146b, and drives a belt for power connection between the two. This is called the belt 146c. In addition, the present embodiment shows an example in which a wet multi-plate clutch that is a hydraulic clutch is employed as the power generation clutch.

The variable pulley having the above configuration has the same structure as the CVT, and is used to appropriately transmit the second generator 142 by varying the number of rotations output from the engine 110. In the illustrated embodiment, the power generation clutch 143 is added to the driven pulley 146b, but the power generation clutch 143 may be omitted. When there is only a continuously variable transmission and there is no power generation clutch 143, the second generator 142 is always stuck to the engine 110, so that the second generator 142 is driven to generate power at all times when the engine 110 rotates. Therefore, it becomes possible to omit the first generator 141 which is always attached to the engine 110. Since the variable pulley device of the continuously variable transmission can change the rotation speed according to the change in the diameter of the pulley, by adjusting the diameter of the pulley according to the rotation speed of the engine 110 and the required power generation amount, the power generation amount can be efficiently optimized. For example, since the rotation speed of the engine 110 is 1,000 rpm or less during idling, increasing the diameter of the driving pulley 146a on the engine output shaft 111a causes the diameter of the driven pulley 146b on the second generator 142 side to increase. This relatively small, the rotational speed of the generator input shaft 142a is higher than the rotational speed of the engine 110, the power generation amount increases. On the contrary, in the high speed rotation of the engine 110, if the diameter of the driving pulley 146a is reduced, the rotation speed of the second generator 142 is lower than the rotation speed of the engine 110, thereby obtaining an optimum power generation efficiency compared to the energy consumption. At the same time, the second generator 142 erodes as little as possible the output of the engine required for acceleration. All these operations are efficiently controlled by computer control means such as an electronic control unit.

The reason for applying the variable pulley as a means for transmitting the engine output to the generator input shaft 142a is that the engine has an optimum rotational speed section that generates an optimal amount of power generation according to the capacity or characteristics of the second generator 142. Regardless of which section the output rotational speed of the 110 is in order to control the axial rotational speed of the second generator 142 to be in a constant rotational speed range.

Although not shown in the drawings, in the above embodiments, a flywheel may be additionally formed on the generator input shaft 142a between the power generation clutch 143 and the second generator 142. The reason for this is because the flywheel's rotational inertia when the engine speed drops sharply due to aggressive braking in situations such as sudden deceleration or sudden stop while driving, that is, in case of sudden deceleration or sudden curve rather than downhill deceleration or engine brake. To increase the power generation efficiency of the second generator 142.

Alternative fuel vehicles (fuel cells, hydrogen engines, biofuels, electric vehicles, hybrid cars) are being developed due to the depletion of fossil fuels. Of these, the most commercially available automobiles are electric vehicles. However, electric vehicles are still limited in terms of maximum speed and range due to limitations in motor performance and battery capacity. High-performance motors are expensive, have increased volume and weight, and increase power consumption.

Increasing battery capacity to increase mileage increases price, volume and weight. Thus, hybrid cars are commercially available in the form of intermediate transition vehicles. In an effort to increase the mileage of hybrid cars, plug-ins, regenerative power generation and idle stop (ISG) functions are being applied. Representative hybrid cars can be largely classified into series and parallel.

In series, the driving of the vehicle is solely driven motor 130, the performance of the drive motor 130 is important. Good performance motors are expensive, heavy, bulky and power hungry. In the case of the series type, the price of the late-night electricity to be charged in advance at night when it is driven by the battery 150 is cheap, and there is an advantage in terms of fuel efficiency, but in the case of long-distance driving, the already charged battery is used up and the fuel efficiency is reduced when it is developed into the engine. do. So, in case of the serial type, the battery capacity is constantly increased to increase the driving distance, but there is a problem that the price, volume, and weight increase.

In other words, if one type of energy is converted to another type of energy efficiency, 100% of all the energy that is already present is not converted, and some energy loss is inevitably followed during the energy conversion process.

There is an energy loss in running the engine with fuel oil, and again in the process of driving a car with the engine. In the tandem type, there is an energy loss in running the engine using fuel oil, an energy loss in the process of turning the generator into the engine, a loss in turning the drive motor with the generated electricity, and an energy loss in the driving motor driving the car. . Even in the same electric energy, using the generated electricity directly to turn the motor, there is less energy loss than to use the generated electricity to charge the battery and then to turn the motor. In addition, in series, the acceleration and top speed are lower than those of general internal combustion engines due to the price limit of the driving motor and the limitation of the battery performance. If you increase the performance of the drive motor, the acceleration and the maximum speed is increased, but the power consumption is increased, there is a problem that the battery consumption is severe.

The current parallel type is divided into micro type, mild type and strong type (full type). The micro type is mainly composed of ISG function and regenerative power generation function. Without this, only the output of the engine is assisted and rarely applied in recent years. The current strong (full) type (Sonata Hybrid, Toyota Plug-in Prius) also has its limitations due to its small driving range (about 30 km / h). The strong type is more advanced than the mild type, which improves fuel economy, but the 30km / h section, which is the reference speed at which the power is converted from the motor to the engine, is realistically so that the critical speed is too low to switch power from motor to engine and engine to motor too often. This repetition is itself a negative factor in fuel economy and ride comfort. In order to solve this problem, to increase the reference speed at which the driving mode is switched, a more powerful old motor needs to be mounted, which not only increases the price, volume and weight of the motor, but also ultimately increases the electric dependence of the motor, leading to rapid power consumption. Increasingly, the small first generator or regenerative electric power generated by the existing battery capacity or the existing engine cannot accommodate the required amount of power.

Therefore, in order to make a stronger parallel type than the strong parallel type, and to create a new concept of the StrongGast parallel type hybrid car closer to the series type, a larger capacity second generator (141) in addition to the small first generator 141 is required. 142) must be fitted. In addition, the second generator should be able to disconnect the connection to the power generation clutch 143 so as not to encroach the output of the engine when the engine 110 is directly involved in driving.

When the engine 110 is used for power generation without being involved in driving, the power is disconnected by the transmission 120 and the transmission clutch 121, and the second generator 142 is connected to the engine output by the power generation clutch 143. The first and second generators 141 and 142 are connected to generate power.

The hybrid car to which the principle of the present invention is applied is an electric vehicle at a low speed when the remaining amount of the battery 150 is greater than or equal to a preset reference level, and becomes a parallel type at a high speed. The parallel form is the preferred form for better car performance and better fuel economy. As described above, the hybrid car 100 according to the present invention converts and drives to the same mode as an electric car, a series hybrid car, a parallel hybrid car, and a general internal combustion engine engine car according to a power state of a battery 150 or a driving speed state of a car, respectively. This can be called a chameleon hybrid car. In other words, depending on the situation, it can be a heavy electric vehicle, a series, a parallel and an engine car, and the driving time of each vehicle is not fixed, but it is variablely driven according to driving conditions, remaining fuel and battery, and energy efficiency.

Fuel prices such as gasoline and diesel are marching at high levels. Fuel economy improvements should be small in many areas, resulting in visible fuel savings overall.

The development and performance of engines that produce high output with low fuel consumption, but with low frictional losses, are making great efforts to research efficient energy production and efficient energy consumption, even in the development of drive trains and output shafts and even tires. In addition, efforts to reduce weight without changing the rigidity of the body is constantly being continued.

Among these efforts to improve fuel efficiency, the fuel efficiency has been improved through the recovery of energy that has been discarded. The energy produced to run on fuel is simply lost to the atmosphere during sudden deceleration or idling in the signal wait. There are regenerative power generation and ISG functions such as regenerative braking for the recovery of this waste energy. The power is generated by burning fuel, but the recovery of the discarded energy is possible only in the form of electrical energy. Therefore, motor drive section using electric energy is now required in automobile. Therefore, the hybrid car will exist as a form of driving of the car which is essential in terms of enhancing energy efficiency through energy recovery, as well as a bridge function as an intermediate step of converting from an internal combustion engine engine car to an electric car.

If the energy that is thrown away is recovered as electric energy as much as possible to drive the motor with the optimum efficiency, the driving interval of the engine is reduced by that amount, which improves fuel economy. In this case, it is necessary to raise the critical point of the speed section in which the motor runs alone (for example, it needs to be increased to 80-100 km / h from the current 30 km / h). Inevitably, if there is an uphill road, there will be a downhill road. Upwards using energy and downhills using energy are engine engines of internal combustion engines. Another major challenge in improving fuel economy is to convert the potential energy and the driving inertia energy into electrical energy and store it when the fuel cut is carried out.

Assuming that the engine output obtained at a given fuel consumption under constant rotational conditions of the engine at any given time is energy 'X', the existing internal combustion locomotive is used to run the first generator as much as energy 'A' among the energy 'X' and then 'A2'. It produces electric energy to operate headlights, indoor lights, audio, air conditioners and heaters. Therefore, the energy 'X-A' is used for driving the car, but during idling, downhill driving and deceleration, the 'X-A' is not needed, but the energy is continuously lost. Throw it away. It is very important to improve the fuel efficiency by driving the motor by recovering this discarded energy 'X-A' as electrical energy as much as possible.

By simply attaching a second large-capacity generator to the engine with its dedicated clutch, adding a little more power to the drive motor and controlling it with a computer, the battery can be improved even more immediately. A new, more tandem, strong-giant parallel hybrid car of fuel economy and performance is born. Even if the reference speed (critical speed) at which the power source is switched from the motor to the engine is not up to 100 km / h, the fuel efficiency improvement effect will be great even if it is raised from the current 30 km / h to 60 km / h. This is achieved not by the efficient production of energy through the development of engines or powertrains, but by the generation of regenerated electricity, which is still being thrown away, to be reusable for driving motors.

Since the driving section dedicated to the motor can be increased by the amount of regenerative generated power additionally obtained through the driving motor 130 and the second generator 142, and the engine is turned off in the dedicated motor section, thereby increasing fuel efficiency. In addition, the capacity of the drive motor is increased, so the driving performance and output are improved even when the engine and the motor are simultaneously driven. Since the second generator 142 has a clutch function, power generation is not always possible, and power generation can be selectively performed according to the situation. In the power generation clutch 143 is attached to the regenerative power generation it is possible to recover as much electrical energy as possible. Adjustment of this operation is performed automatically through computer control.

Thus, the energy that is discarded is recovered as much electric energy as possible, and the amount of electric energy and performance is improved by increasing the driving distance of the hybrid car and the electric vehicle in series as much as the recovered electric energy.

An additional advantage of this architecture is that, for example, a 1.6 engine in a conventional Sonata hybrid can maintain the performance of the existing 2.0 hybrid. As the regenerative electricity production increases, the driving charge section and the critical speed of the drive motor 130 increase, and the output of the large-capacity motor increases so that the portion of the drive motor assists during acceleration by the engine increases, so the output performance does not decrease even when downsizing the engine. will be. Alternatively, the Sonata hybrid engine will be equipped with a more powerful drive motor and the Grandeur 2.0 Chameleon hybrid car can be built.

Ideal hybrid car The chameleon hybrid car of the present invention is to write and store the energy discarded and the surplus energy in the form of electric energy in the form of electric energy. It is to increase the reference speed (critical speed). In addition, this is intended to efficiently use the characteristics that the output response curve of the motor and the engine speed is different. Both the motor and the engine produce a high power from the start of the rotation in the power generator or the motor, and the engine produces a high power only when the engine is low at low rotation and about 4,000 rpm or more. Therefore, an ideal chameleon hybrid car would be an ideal vehicle for start-up from a standstill, an electric car or a series at low speeds, parallel or engine cars at acceleration and high speeds, and maximum regenerative power generation in the context of deceleration and engine brakes.

When the high speed constant long distance driving such as a highway in a state where the battery 150 is separated, the series type is 20-30% less energy efficient than the parallel type. Therefore, in this situation, driving in parallel is advantageous in terms of energy efficiency and performance. When driving at constant speed, the engine 110 is driven by itself and is the same as a general engine car. In this case, power is generated by the first generator 141 and the driving motor 130 driven by the engine 110. At high speed and acceleration, the engine 110 and the driving motor 130 are driven together to form a parallel type. In this case, only the first generator 141 generates power and the driving motor 130 consumes electricity. At the time of deceleration, both the first and second generators 141 and 142 and the driving motor 130 generate power. The motor alone drive section and mode switching critical speed at the start and the low speed of the electric furnace thus obtained are increased, and sufficient power is supplied. . However, on the contrary, in the highway driving in a state where the battery 150 is equal to or greater than the reference residual amount, the driving motor 130 may increase driving efficiency of the highway by engaging in driving depending on the situation. When the fuel oil is low and the battery 150 is full, and there is no close gas station, the battery 150 drives the driving motor 130 only at a low speed to arrive at the gas station, and enables the driving of the driving motor 130 at a high speed. You should be able to arrive at the gas station within a short time.

As such, the chameleon hybrid car 100 of the present invention for maximizing both performance and fuel economy, such as the output of a vehicle, is enabled by the development of computer control technology. In addition to electronic control units (ECUs) and transmission control units (TCTs), motor control units (MCTs), generator control units (GCTs), and battery control units (BCUs) are now available. Various types of central processing units (CPU) such as Battery Control Unit (FCT), Fuel Control Unit (FCT), Clutch Control Unit (CCU), Synchronization Control Unit (SCU) Unit) is required. In addition, the vehicle control unit (VCU), the main CPU that controls them, must be able to make different decisions depending on the situation. For example, when driving at a constant speed even at 100 km / h or more, the driving motor 130 may be driven alone, or the engine may be involved in driving at 100 km / h or less, or the power may be connected or released to the second generator 142. All of these decisions and selections, including control, should be carried out under the control of the VCU by analyzing the data signals from the respective CPUs in terms of driving performance and efficiency. In addition, the intelligent VCU must be able to diagnose and cope with the data received from each CPU to prevent malfunction and malfunction of the device.

The chameleon hybrid car repeats the heavy car in four modes: electric, serial, parallel, and engine.The fuel oil level, battery level, rapid acceleration, constant speed and deceleration It is a hybrid car of the latest concept designed to use the fuel oil and electric energy of one car as efficiently as possible by recovering the regenerative energy as much as possible while driving.

Gasoline compact car Toyota Corolla 28/35 (city / highway) miles per gallon (MPG), diesel compact car Jetta 30/42 mpg, Prius 51/48 mpg, Ford Fusion 41 / 36 mpg, CT 200h is 43/40 mpg, Honda Insight is 40/43 mpg and Sonata Hybrid is 37/39. Engine cars have much lower fuel economy than city highways. Hybrid cars all show better fuel economy when driving in the city compared to engine cars. It's impressive that the midsize Sonata can go 9 mpg more in city driving than the smaller Corolla. In general, hybrid cars have better fuel economy than regular engine cars. What's interesting here is that even hybrid cars have better fuel economy in some cities and better fuel economy in some highways. All of them are strong parallel type, so there is a motor running section at low speed in the city, so it is natural that the fuel efficiency is improved in the city driving. However, to improve fuel efficiency on highway driving, engine alone is no better than conventional engine cars. On the highway there are uphill, flat, and downhill. If the cruise control function is used to drive the highway at a speed of 120 km / h, the uphill is driven by the engine 110 and the driving motor 130, and the power is generated only by the first generator 141 and the second generator ( 142 is separated from the output of the engine 110, the driving motor 130 is driven alone in the flat state in the acceleration state, the engine output away from the transmission 120 rotates the first and second generators (141, 142), On a flat surface where power is required, the engine alone or the engine and the driving motor are driven together, and when the downhill first and second generators 141 and 142 and the driving motor 130 all generate regenerative power generation and power generation, they provide the best highway fuel economy. You can get it. Only chameleon hybrids can do this.

The present invention relates to a hybrid car, and the transmission clutch and the power generation clutch are selectively operated according to driving conditions such as driving distance, driving speed or battery level, thereby improving the driving distance and driving speed range by the driving motor alone. The present invention relates to a chameleon-type hybrid car and a driving method thereof, which not only increase the power output, the traveling speed, and the fuel economy, but also have all the characteristics of an electric vehicle, a series type, a parallel type, and an engine vehicle as needed.

According to the present invention as well as increase the fuel economy, output and maximum speed of the hybrid car, it is possible to reduce the size of the engine for the same output, it is possible to increase the amount of regenerative power as possible. Therefore, it will be necessary to actively apply to hybrid cars that are launched in terms of resource protection by energy saving and environmental protection by doubling gas regulation.

100: chameleon hybrid car 110: engine
111a, 111b: engine output shaft 120: transmission
121: transmission clutch 130: drive motor
141: first generator 142: second generator
142a: generator input shaft 143: power generation clutch
150: battery

Claims (11)

In a hybrid car driven by a motor and an engine together as a power source,
An engine output shaft configured to output rotational force of the internal combustion engine engine and the engine;
A transmission clutch, a driving motor, and a transmission formed on one engine output shaft of the engine;
A battery connected to the drive motor;
A first generator that is connected to the battery and is always driven in power with the engine; And
It is configured to include a second generator that is powered or released to the engine output shaft by a power generation clutch, and connected to the battery,
The power generation clutch and the second power generator are disposed in parallel with the engine output shaft on which the transmission clutch is formed, and are formed on a generator input shaft that is power-connected to the engine output shaft. A chameleon hybrid car, characterized in that the power is connected to the engine output shaft, and simultaneously connected to the engine output shaft in an engine brake situation. The method of claim 1,
Chameleon hybrid car, characterized in that the battery is further connected to a high-voltage battery for plug-in that can be used to charge household electricity. delete delete The method according to claim 1 or 2,
The engine output shaft and the generator input shaft is a chameleon hybrid car, characterized in that the power is connected by any one of the power transmission means selected from gears, chains and sprockets, pulleys and belts. The method of claim 5,
A drive variable pulley is formed on the engine output shaft, a driven variable pulley is formed on the generator input shaft, and the drive variable pulley and the driven variable pulley are connected by a drive belt. The method according to claim 1 or 2,
Chameleon hybrid car, characterized in that the flywheel is further installed between the power generation clutch and the second generator to receive the rotational inertia of the engine output shaft. An engine, a first generator driven at all times by the engine, a transmission clutch formed on an output shaft of the engine, a drive motor, a transmission, a power generation clutch and a second generator that are power connected to the engine output shaft, and the second generator. A method of driving a chameleon hybrid car comprising a battery connected to a first generator, a drive motor, and a second generator,
A) when the driving speed is equal to or less than the preset reference speed and the traveling distance is equal to or less than the preset reference distance, starting the engine off and operating only as a power source for driving the wheel shaft;
B) If the remaining battery level is more than the preset reference level and the vehicle's driving speed is higher than the standard speed, the engine is started, the power generation clutch is kept in a released state, and the transmission clutch is connected so that the engine and the driving motor drive the wheel axle. Operating as a power source;
C) If the running speed is less than the standard speed or the remaining battery is less than the standard fuel level, the engine will start, the transmission clutch will remain released, the power generation clutch will be connected, the engine will turn the second generator, and the drive motor will drive the wheel. Operating as a power source for driving the shaft;
D) the engine is started when the remaining battery is below the reference level and the running speed is above the reference speed, the power generation clutch is released, and the transmission clutch is connected to operate the engine as a power source for driving the wheel shaft;
E) the engine maintains a starting state when the engine brake is decelerated, and the first generator, the second generator, and the driving motor are all connected to the engine to generate regenerative power;
Method of driving a chameleon hybrid car, characterized in that comprises a. The method of claim 8,
And the transmission clutch is released when the remaining battery level is equal to or lower than the reference residual battery while the engine is idling, and the power generation clutch is connected to power to charge the battery through the first and second generators. Driving method. The method of claim 8,
Chameleon further comprises the step of starting the engine is turned off by the operation of the idle stop (ISG) function, the transmission clutch and the power generation clutch are all disconnected if the remaining battery capacity of the battery while the engine is idle. How to drive a hybrid car. The method of claim 8,
In the case of rapid acceleration even if the traveling speed is below the reference speed, the engine is started, the transmission clutch is connected, and the power generation clutch is released, and the engine and the driving motor are operated together as a power source for driving the wheel shaft together. Method of driving a chameleon hybrid car.

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