Power system for electric vehicle

Abstract

Provided is a power system for an electric vehicle, including: a main motor capable of regenerative braking; an input shaft driven by the main motor; and an output shaft which is connected to the input shaft and receives and then outputs power transmitted from the main motor, wherein multiple input gears are provided on the input shaft; a compound planetary gear unit having multiple gears, which are respectively connected to the input gears of the input shaft to transmit power of the input shaft to the output shaft, is provided between the input shaft and the output shaft; a brake clutch unit, which is connected to the gears of the compound planetary gear unit so as to selectively connect or disconnect the power output to the output shaft through the compound planetary gear unit, is provided; a power generation unit, which is connected to the output shaft and, while rotating in conjunction with the output shaft, is capable of not only regenerative braking when a vehicle is braked but also normal power generation when the vehicle runs, is provided; and a battery system, which enables electric energy generated from the main motor and the power generation unit to be charged to a battery pack and simultaneously the electric energy therein to be discharged during running, is included.

Description

Power system for electric vehicles

[0001] The present invention relates to a power system for an electric vehicle, and more particularly, to a power system for an electric vehicle in which a transmission of an electric vehicle is configured in a multi-stage mode to provide power from a main motor with various outputs according to each gear of the electric vehicle, a generator is configured at the output stage of the transmission to generate additional regenerative braking power by the rotational inertia of a wheel and constant power generation by the surplus torque of the main motor, and a battery pack is configured in a divided manner to enable simultaneous charging and discharging.

[0002] As part of the global effort to address climate change, which is accelerating rapidly, the era of fossil fuels is gradually coming to an end, and eco-friendly transportation using alternative energy sources, including electricity, is being actively developed.

[0003] The emergence of electric vehicles is a prime example of this type of transportation, but they have not yet reached the level of being able to completely replace existing fossil fuel-powered transportation.

[0004] Existing electric vehicles have adopted a power system that utilizes only the motor's unique transmission function and a single-stage fixed reduction gear, making it difficult to respond to and control a wide range of driving conditions in low-speed and high-speed sections with an efficient energy use system.

[0005] In particular, the high reduction ratio that matches the need for high torque at low speeds is a function that contradicts the low reduction ratio required to increase speed at high speeds, so even though these two functions cannot coexist in a single solution, most of the existing electric vehicles take the above contradictory form of applying a single-stage fixed reduction gear and a high-power / ultra-high rpm motor, and recently developed electric vehicles are attempting to apply a two-stage reduction gear and presenting products that respond to low / high speeds with two or more motor power systems, but it is still insufficient to completely replace fossil fuel transportation.

[0006] In addition, existing electric vehicles are responding to low-speed sections by increasing the output of the motor in order to improve product performance, and high-speed sections are resolved with ultra-high rpm. Therefore, the specifications of the accompanying electric devices cannot help but continue to increase, and as a result, power consumption increases, and thus the battery capacity is showing a tendency to increase further.

[0007] The current state of electric vehicles has limited range per charge, limiting their ability to quickly replace existing fossil fuel-powered transportation.

[0008] To solve these fundamental problems, various research projects are being conducted, including improving motor efficiency, improving battery efficiency, developing transmissions, and developing unknown technologies. However, no products or technologies that incorporate groundbreaking solutions have yet been developed.

[0009] (Prior art literature)

[0010] (Patent Document)

[0011] Republic of Korea Patent No. 10-1156176

[0012] Accordingly, the present invention has been devised to solve the problems of the prior art as described above, and the purpose of the present invention is to provide a power system for an electric vehicle capable of improving the torque efficiency of the main motor by configuring the transmission of the electric vehicle in a multi-stage mode to provide the power of the main motor with various outputs according to each gear of the electric vehicle.

[0013] In addition, the present invention aims to provide a power system for an electric vehicle that is equipped with a generator at the output end of a transmission device to continuously generate power by utilizing the surplus torque of the main motor during driving and additional regenerative braking power generation by the rotational inertia of the wheels, thereby improving energy efficiency.

[0014] In addition, the present invention aims to provide a power system for an electric vehicle that can simultaneously perform regenerative charging and driving discharge by configuring a battery pack by dividing it, and can sequentially operate the divided battery packs alone or in combination depending on the operating purpose.

[0015] In order to achieve the above-described object, the present invention provides a power system for an electric vehicle, comprising: a main motor capable of regenerative braking; an input shaft that is rotationally driven by the main motor; and an output shaft that is connected to the input shaft and receives and outputs power from the main motor, wherein the input shaft is provided with a plurality of input gears, and a compound planetary gear unit having a plurality of gears that are respectively connected to the input gears of the input shaft and transmit power from the input shaft to the output shaft is provided between the input shaft and the output shaft, and a brake clutch unit that is connected to the gears of the compound planetary gear unit and selectively controls power output to the output shaft through the compound planetary gear unit is provided, and a power generation unit that is connected to the output shaft and rotates in conjunction to enable regenerative braking when the vehicle is braking as well as constant power generation when driving is provided, and is characterized by including a battery system that can simultaneously perform regenerative charging and driving discharge of electric energy generated by the main motor and the power generation unit into a battery pack.

[0016] And, the compound planetary gear unit includes a sun gear, a ring gear, and a planetary gear for transmitting power of an input shaft to an output shaft, wherein the sun gear is provided with a sun gear shaft protruding from its center, the sun gear shaft is provided with at least one intermediate gear that is connected to an input gear on one side of the input shaft and a brake clutch unit to transmit power, the ring gear that surrounds the sun gear is provided with a ring gear shaft protruding from its center, and the ring gear shaft is provided with at least one outer gear that is connected to an input gear on the other side of the input shaft and a brake clutch unit to transmit power, and a plurality of planetary gears that connect the ring gear and the sun gear are provided with carriers that connect the plurality of planetary gears, and an output shaft may be provided protruding from the center of the carrier.

[0017] In addition, when the intermediate gear of the sun gear shaft and the corresponding one-side input gear of the input shaft are provided in multiple numbers, the intermediate gears may be provided to be selectively connected to the corresponding one-side input gears with different gear ratios.

[0018] In addition, when the outer gear of the ring gear shaft and the corresponding input gear of the other side of the input shaft are provided in multiple numbers, the outer gear may be provided to be selectively connected to the corresponding input gear with different gear ratios.

[0019] In addition, the output shaft of the carrier may be equipped with an output gear that rotates together with the output shaft, and a parking brake gear for stopping the rotation of the output shaft.

[0020] Meanwhile, the input shaft is provided with first and second input shafts of a double-tube structure that rotate while having different diameters, and the first input shaft is provided with an input gear on the other side and the second input shaft is provided with an input gear on the one side, which are connected to enable relative rotation with the corresponding input shafts, and the first and second input shafts may be provided with a shift unit that is connected to enable axial movement from the corresponding input shaft while rotating together with the corresponding input shaft, and which connects each input gear to the corresponding input shaft to transmit power.

[0021] And, the input shaft is provided with a first and second input shafts of a double-tube structure that rotate while having different diameters, and the first input shaft is provided with an input gear on the other side and the second input shaft is provided with an input gear on one side so that they rotate together with the corresponding input shafts, and the sun gear shaft and the ring gear shaft are provided with a shift unit that rotates together with the corresponding shafts and moves axially on the corresponding shafts so that the intermediate gear or the outer gear is connected to the sun gear shaft or the ring gear shaft, respectively, to transmit power.

[0022] In addition, the sun gear shaft is provided with an intermediate gear coupled to the sun gear shaft so as to be able to rotate relative to the sun gear shaft, and a brake gear for the sun gear shaft coupled to be able to rotate together with the sun gear shaft is further provided, and the ring gear shaft is provided with an outer gear coupled to the ring gear shaft so as to be able to rotate relative to the ring gear shaft, and a brake clutch unit may be selectively connected to the sun gear shaft brake gear and the ring gear shaft brake gear to control power transmission.

[0023] Additionally, first and second drive clutches may be provided between the first and second input shafts and the main motor to selectively transmit the power of the main motor to the first and second input shafts by respectively disconnecting the connection between the main motor and the first and second input shafts.

[0024] Meanwhile, the brake clutch unit may be provided to control power output to an output shaft through the compound planetary gear unit, including first and second brake gears that are respectively coupled with the gears of the compound planetary gear unit and control rotation of the gears of the compound planetary gear unit; first and second brake shafts that are respectively provided to the first and second brake gears as a double-pipe structure that rotates while having different diameters; and first and second brake clutches that are respectively provided to the first and second brake shafts and control connection with the first and second brake shafts.

[0025] In addition, the power generation unit may include a power generation shaft that is connected to an output shaft and rotates in conjunction with the output shaft, and a power generation motor that generates power by the rotation of the power generation shaft.

[0026] In addition, a plurality of generator gears may be provided on the generator shaft so as to be idling-capable and each of which is connected to the output shaft with different gear ratios, and a generation shift unit may be provided on the generator shaft so as to be movable in the axial direction while rotating together with the generator shaft, thereby selectively connecting a plurality of generator gears to the generator shaft to enable variable speed generation.

[0027] In addition, among the plurality of generator gears, one generator gear may be equipped to have an output shaft and a reduction ratio, and the other generator gear may be equipped to have an output shaft and an increase ratio.

[0028] Meanwhile, the battery system is configured such that battery packs are divided and equipped, each battery pack is equipped with a switching unit connected to it, and each independent switching unit is equipped with an inverter that connects the main motor and the power generation unit, so that charging and discharging of the divided battery packs can be performed simultaneously.

[0029] And, the switching unit is equipped with first and second switching units, and the first and second switching units are equipped with a plurality of switches corresponding to the divided battery packs, and each switch can be equipped to be connected to each battery pack in a one-to-one correspondence.

[0030] In addition, the divided battery packs may be arranged in a directionally oriented manner so that they are used and discharged sequentially from the first battery pack to the last battery pack, and charged sequentially from the last battery pack to the first battery pack.

[0031] In addition, the split battery packs may be arranged so that the last battery pack is charged only to 50-70% during the first charge.

[0032] According to the electric vehicle power system of the present invention, the transmission of the electric vehicle is configured in a multi-speed transmission mode so that the power of the main motor is converted into different powers according to each gear of the electric vehicle through the transmission and output, thereby improving the torque efficiency of the main motor, so that a large driving force can be obtained even with a small motor, and power consumption can be reduced, thereby improving energy efficiency.

[0033] In addition, according to the present invention, a generator is provided at the output end of the transmission device, so that power can be generated continuously by utilizing additional regenerative braking power generation by the rotational inertia of the wheels and the surplus torque of the main motor during driving, and power generation can be generated in a variable manner according to the speed coming from the wheels, so that there is an effect of maximizing power generation efficiency.

[0034] In addition, according to the present invention, since the battery pack is configured in a divided manner, regenerative charging and driving discharge can be performed simultaneously, and the divided battery packs can be sequentially operated alone or in combination depending on the operating purpose, so that the energy efficiency due to regenerative power generation is excellent and maintenance is easy.

[0035] Figure 1 is a schematic diagram illustrating a power system for an electric vehicle according to the present invention.

[0036] Figure 2 is a schematic diagram illustrating a composite planetary gear unit configured in a power system for an electric vehicle according to the present invention.

[0037] Figures 3 to 10 are operating diagrams illustrating each gear shift mode of the power system for an electric vehicle according to the present invention.

[0038] Figures 11a and 11b are diagrams showing the constant power generation flow in low-speed and high-speed sections when the main motor is operated in the electric vehicle power system according to the present invention.

[0039] FIG. 12a and FIG. 12b are diagrams each showing the flow of regenerative power generation in low-speed and high-speed sections during regenerative braking in a power system for an electric vehicle according to the present invention.

[0040] Figure 13 is a diagram illustrating a circuit configuration of a battery system configured in a power system for an electric vehicle according to the present invention.

[0041] Figure 14 is a configuration diagram of a battery pack configured in a power system for an electric vehicle according to the present invention.

[0042] Figure 15 is a drawing showing the charging and discharging structure of a battery pack configured in a power system for an electric vehicle according to the present invention.

[0043] Figure 16 is a block diagram illustrating a control system of a power system for an electric vehicle according to the present invention.

[0044] Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the attached drawings.

[0045] The terms used in the present invention are terms defined in consideration of their functions in the present invention, and may vary depending on the intention or custom of the user or operator. Therefore, the definitions of these terms should be interpreted as meanings and concepts that are consistent with the technical aspects of the present invention.

[0046] In addition, the embodiments of the present invention do not limit the scope of the present invention, but are merely exemplary matters of the components presented in the claims of the present invention, and are embodiments that include components that are included in the technical idea throughout the specification of the present invention and can be replaced as equivalents in the components of the claims.

[0047] Additionally, the optional terms in the examples below are used to distinguish one component from another, and the components are not limited by the terms.

[0048] Accordingly, in describing the present invention, detailed descriptions of related known technologies that may unnecessarily obscure the gist of the present invention are omitted.

[0049]

[0050] The attached drawings, Figures 1 to 16, are drawings illustrating a composite planetary gear unit, a multi-stage transmission, a power generation unit, and a battery system configured in a power system for an electric vehicle according to the present invention.

[0051] Here, before explaining the present embodiment, the following embodiment will be described by way of example in which the power system including the composite planetary gear unit, power generation unit, and battery system of the present invention is applied to an electric vehicle, but it will be made clear in advance that the power system can be applied not only to an electric vehicle but also to a hybrid electric vehicle.

[0052] As shown in FIG. 1, the power system for an electric vehicle according to the present invention includes a main motor (100) capable of regenerative braking, an input shaft (220) (230) that is rotationally driven by the main motor (100), and an output shaft (720) that is connected to the input shaft (220) (230) and receives and outputs power from the main motor (100).

[0053] In addition, the power system for electric vehicles is provided with a plurality of input gears installed on the input shaft (hereinafter, "four input gears (300)(310)(320)(330)" to be described later are exemplified as an example), and a compound planetary gear unit having a plurality of gears that are respectively connected to the input gears (300)(310)(320)(330) of the input shaft (220)(230) and transmit the power of the input shaft (220)(230) to the output shaft (720) is provided between the input shaft (220)(230) and the output shaft (720), and a brake clutch unit that is connected to the gears of the compound planetary gear unit and selectively controls the power output to the output shaft (720) through the compound planetary gear unit is provided, and is connected to the output shaft (720) of the compound planetary gear unit and rotates in conjunction to perform regenerative braking when the vehicle is braking as well as regenerative braking when driving. A power generation unit capable of continuous power generation is provided, and a battery system capable of simultaneously performing regenerative charging and driving discharge of electric energy generated from the main motor (100) and the power generation unit to a battery pack (900) (910) (920) is further provided.

[0054] In particular, a driving clutch is connected to the motor shaft (110) of the main motor (100), and the power of the main motor (100) is transmitted in a cut-off manner by the driving clutch.

[0055] This driving clutch is provided with a dual clutch structure composed of multiple clutches, and the dual structure driving clutch is provided with first and second driving clutches (200) (210) which are respectively connected to the first and second input shafts (220) (230) which will be described later.

[0056] The first driving clutch (200) may be positioned inwardly (away from the main motor (100)) in the clutch case (not shown), and the second driving clutch (210) may be positioned in an outward direction closer to the main motor (100) than the first driving clutch (200).

[0057] The first and second drive clutches (200) (210) are connected to the first and second input shafts (220) (230) at their centers, respectively, and the first and second input shafts (220) (230) are provided to selectively transmit the power of the main motor (100) to the sun gear (500) or ring gear (600) configured in the compound planetary gear unit to be described later as the first drive clutch (200) or the second drive clutch (210) is operated.

[0058] To this end, the input shaft may be formed of first and second input shafts (220) (230) having a double-tube structure with multiple shafts having different diameters, and the first input shaft (220) is connected to the second drive clutch (210) while having a relatively smaller diameter than the second input shaft (230), and the second input shaft (230) is connected to the first drive clutch (200) while having a relatively larger diameter than the first input shaft (220) as an example. However, the connection structure of the first and second input shafts (220) (230) is not limited to or restricted to the above example, and may be connected in the opposite manner.

[0059] At this time, the second input shaft (230) having a relatively large diameter is formed as a hollow tube, and the first input shaft (220) having a relatively small diameter is inserted into and penetrated by the second input shaft (230), so that the first and second input shafts (220) (230) have concentric circles whose centers rotate at different radii based on the first input shaft (220).

[0060] Accordingly, the first input shaft (220) is connected to the main motor (100) by the second drive clutch (210) while penetrating the second input shaft (230), thereby transmitting the power of the main motor (100), and the second input shaft (230) is connected to the main motor (100) by the first drive clutch (200), thereby transmitting the power of the main motor (100).

[0061] In this way, the first and second input shafts (220) (230) that transmit the power of the main motor (100) are provided with different diameters, but are connected to one main motor (100) as the first and second drive clutches (200) (210), so that they can be driven in the same direction and rotational speed.

[0062] In addition, the first and second input shafts (220)(230) as described above are each provided with an input gear (300)(310)(320)(330), and each input gear (300)(310)(320)(330) is coupled with a structure that allows relative rotation to the corresponding input shaft (220)(230), that is, coupled so that rotation does not interfere with each other.

[0063] In particular, the second input shaft (230) connected to the first drive clutch (200) is provided with first and second input gears (300) (310), and the first input shaft (220) connected to the second drive clutch (210) is provided with third and fourth input gears (320) (330).

[0064] The first input gear (300) provided in this manner is provided in mesh with the second intermediate gear (530) of the sun gear shaft (510) configured in the compound planetary gear unit to be described later, and the second input gear (310) is provided in mesh with the first intermediate gear (520) of the sun gear shaft (510).

[0065] In addition, the third input gear (320) is provided in mesh with the first outer gear (620) of the ring gear shaft (610) configured in the compound planetary gear unit to be described later, and the fourth input gear (330) is provided in mesh with the second outer gear (630) of the ring gear shaft (610).

[0066] At this time, the gear ratio between the first input gear (300) and the second intermediate gear (530) to be described later, that is, the reduction ratio, the gear ratio between the fourth input gear (330) and the second external gear (630) to be described later, the gear ratio between the second input gear (310) and the first intermediate gear (520) to be described later, and the gear ratio between the third input gear (320) and the first external gear (620) to be described later are arranged to have gradually smaller gear ratios in that order, and the gear ratio is configured from a low speed to a high speed gear ratio as it goes from a large gear ratio to a small gear ratio.

[0067] Here, the input gear (300)(310)(320)(330) as described above, the intermediate gear (520)(530) of the sun gear shaft (510) to be described later, and the outer gear (620)(630) of the ring gear shaft (610) can be provided by increasing or decreasing the number of gears according to the gear mode of the transmission device, i.e., the number of gears, and accordingly, the gear mode of the transmission device can be configured as a multi-stage gear mode.

[0068] Meanwhile, each input shaft (220)(230) between the first and second input gears (300)(310) and between the third and fourth input gears (320)(330) may be provided with a first and second shift unit (340)(350) that connects the corresponding input shaft (220)(230) to the corresponding input gear (300)(310)(320)(330) and transmits the power of the input shaft (220)(230).

[0069] These first and second shift units (340)(350) have a structure similar to a synchronizer mechanism of a manual transmission, and are spline-coupled (or serration-coupled) to each input shaft (220)(230) to rotate together with the corresponding input shaft (220)(230), and the rotating shift unit (340)(350) moves in the axial direction of the corresponding input shaft (220)(230) to couple with the input gear (300)(310)(320)(330) in a stationary state, thereby allowing the coupled input gear (300)(310)(320)(330) to rotate in synchronization with the corresponding input shaft (220)(230).

[0070] Of course, at this time, the movement of the first and second shift units (340)(350) can be achieved by an operating means such as a shift lever (not shown) or a hydraulic cylinder and shift fork (not shown).

[0071]

[0072] Meanwhile, the compound planetary gear unit is composed of a multi-stage ring gear (600), a multi-stage sun gear (500), and a multi-stage carrier (710), and each of the ring gear (600), the sun gear (500), and the carrier (710) is selectively connected to the input shaft (220) (230) of the aforementioned transmission device and the brake clutch unit to be described later, respectively, to transmit the power of the main motor (100) to the output shaft (720).

[0073] This compound planetary gear unit will be described in detail with reference to FIG. 2. As a compound planetary gear unit that transmits the power of an input shaft (220)(230) rotated by a main motor (100), which is a power source of an electric vehicle, to an output shaft (720) and outputs the power, a sun gear (500) constituting the compound planetary gear unit is provided with a sun gear shaft (510) that protrudes outward from its center, and a plurality of intermediate gears (520)(530) that are selectively connected to the first and second input gears (300)(310) of the input shafts (220)(230) with different gear ratios to transmit the power.

[0074] And, a ring gear (600) surrounding the sun gear (500) is provided with a ring gear shaft (610) that protrudes outward from its center, and a plurality of external gears (620)(630) that are selectively connected to the third and fourth input gears (320)(330) of the input shafts (220)(230) with different gear ratios to transmit power are provided on the ring gear shaft (610).

[0075] In addition, a plurality of planetary gears (700) connecting the ring gear (600) and the sun gear (500) are provided with a carrier (710) connecting the plurality of planetary gears (700) and coupled to the center of each planetary gear (700) in an idling state, i.e., in a state in which the carrier can rotate, and an output shaft (720) protruding outward is provided at the center of the carrier (710).

[0076] Here, the sun gear shaft (510) and the ring gear shaft (610) are provided with a plurality of intermediate gears (520)(530) and a plurality of external gears (620)(630) respectively connected to the input gears (300)(310)(320)(330) of the input shaft (220)(230) to selectively transmit power, so that they are provided to protrude in the same direction, which has the advantage of allowing a simple configuration of the power transmission structure.

[0077] In addition, the sun gear shaft (510) and the ring gear shaft (610) protrude in the same direction, and the ring gear shaft (610) is provided as a hollow tube that surrounds one side of the sun gear shaft (510).

[0078] In particular, the sun gear shaft (510) is connected to the hollow ring gear shaft (610) so as to penetrate therethrough, and the outer surface of the sun gear shaft (510) and the inner surface of the ring gear shaft (610) are provided in a state of being spaced apart from each other, so that the sun gear shaft (510) and the ring gear shaft (610) can rotate relative to each other without interfering with each other.

[0079] In addition, a plurality of intermediate gears (520)(530) of the sun gear shaft (510) are fixedly installed to the sun gear shaft (510) so that the sun gear shaft (510) and the plurality of intermediate gears (520)(530) rotate integrally, and a plurality of external gears (620)(630) of the ring gear shaft (610) are also fixedly installed to the ring gear shaft (610) so that the ring gear shaft (610) and the plurality of external gears (620)(630) rotate integrally.

[0080] In addition, among the plurality of intermediate gears (520)(530) provided on the sun gear shaft (510), the second intermediate gear (530) is provided with a larger diameter than the first intermediate gear (520) and is provided to have a larger gear ratio than the first intermediate gear (520).

[0081] Accordingly, the second intermediate gear (530) of the sun gear shaft (510) is connected to the low-speed input gear (the first input gear (300) which is the first-speed shift mode of the transmission) of the input shaft (220) (230) rather than the first intermediate gear (520) to transmit a large starting torque, and it is preferable that the first intermediate gear (520) is connected to the high-speed input gear rather than the second intermediate gear (530).

[0082] In addition, the plurality of external gears (620)(630) provided on the ring gear shaft (610) are provided with a second external gear (630) having a larger diameter than the first external gear (620), similar to the intermediate gear (520)(530) of the sun gear shaft (510), so as to have a larger gear ratio than the first external gear (620).

[0083] Accordingly, the second external gear (630) of the ring gear shaft (610) is also connected to the low-speed input gear (the fourth input gear (330), which is a two-speed transmission mode of the transmission) of the input shaft (220) (230) rather than the first external gear (620) to transmit a large starting torque, and it is preferable that the first external gear (620) is connected to the high-speed input gear rather than the second external gear (630).

[0084] In addition, as described above, the first and second intermediate gears (520)(530) and the first and second external gears (620)(630), which are connected to the input gears (300)(310)(320)(330) of the input shafts (220)(230), respectively, are provided such that the gear ratio, i.e., the reduction ratio, with respect to the input gears (300)(310)(320)(330) decreases in the order of the second intermediate gear (530), the second external gear (630), the first intermediate gear (520), and the first external gear (620).

[0085] That is, power transmission by the second intermediate gear (530) is in the lowest speed mode, power transmission by the second external gear (630) is in the low speed mode higher than the lowest speed mode, power transmission by the first intermediate gear (520) is in the high speed mode higher than the low speed mode, and power transmission by the first external gear (620) is in the high speed mode higher than the high speed mode.

[0086] And, the planetary gear (700) is a plurality of pinion gears that are provided in a state of meshing by being externally and internally connected between the outer circumference of the sun gear (500) and the inner circumference of the ring gear (600), respectively, and the plurality of planetary gears (700) are provided to be connected as one carrier (710).

[0087] At this time, the carrier (710) is connected to the center of each planetary gear (700) in a structure that allows for relative rotation, so that when the planetary gear (700) rotates in place, the carrier (710) remains stationary, and when the planetary gear (700) orbits along the outer periphery of the sun gear (500), the carrier (710) rotates in the same direction as the orbiting planetary gear (700).

[0088] Such a carrier (710) is provided with an output shaft (720) that protrudes outward from its center. The output shaft (720) may be provided to protrude in a different direction from the sun gear shaft (510) and the input shaft (220) (230), that is, in the opposite direction.

[0089] In addition, the output shaft (720) is provided with an output gear (730) that is connected to the differential device (750) (differential gear) of the electric vehicle and transmits power to the differential device (750), thereby enabling the vehicle to turn smoothly.

[0090] In addition, the output shaft (720) is provided with a parking brake gear (740) that is connected to the parking brake device (not shown) of the electric vehicle, so that the vehicle can be stopped or parked in a parked state by locking the parking brake gear (740).

[0091]

[0092] Meanwhile, by further configuring a brake clutch unit in the above-described transmission device, the transmission mode of the transmission device can be configured in various ways, such as a multi-stage transmission mode.

[0093] This brake clutch unit, as illustrated in FIG. 1, is provided with a dual clutch structure composed of a plurality of clutches, similar to the aforementioned drive clutch. The dual-structured brake clutch unit is provided with first and second brake clutches (400) (410) connected to first and second brake shafts (420) (430), which will be described later, respectively.

[0094] The first brake clutch (400) may be positioned in an inward direction close to the center of the first and second brake shafts (420) (430), and the second brake clutch (410) may be positioned in an outward direction close to one end of the first and second brake shafts (420) (430).

[0095] And, the first and second brake shafts (420) (430) are connected to the center of the first and second brake clutches (400) (410), and the first and second brake shafts (420) (430) are provided to control the rotation of the sun gear shaft (510) or the ring gear shaft (610) by interfering with the operation of the first brake clutch (400) or the second brake clutch (410), thereby transmitting the power of the main motor (100) to the output shaft (720) by changing the speed.

[0096] In addition, the first and second brake shafts (420) (430) are provided with a double-pipe structure with multiple shafts having different diameters, and the first brake shaft (420) is provided with a diameter that is relatively smaller than that of the second brake shaft (430) and is connected to the second brake clutch (410), and the second brake shaft (430) is provided with a diameter that is relatively larger than that of the first brake shaft (420) and is connected to the first brake clutch (400).

[0097] In particular, the second brake shaft (430) is provided as a hollow tube, and the first brake shaft (420) is provided to be inserted into and penetrate the second brake shaft (430), so that the first and second brake shafts (420) (430) have concentric circles that rotate at different radii based on the first brake shaft (420) at the center thereof.

[0098] In addition, the first and second brake shafts (420)(430) as described above are provided with first and second brake gears (440)(450), respectively, and the first and second brake gears (440)(450) are provided so as to be integrally coupled to the corresponding brake shafts (420)(430) and rotated integrally, so that the first brake gear (440) is provided integrally coupled to the first brake shaft (420), and the second brake gear (450) is provided integrally coupled to the second brake shaft (430).

[0099] In addition, the first brake gear (440) is provided in mesh with the first outer gear (620) of the ring gear shaft (610), and the second brake gear (450) is provided in mesh with the first intermediate gear (520) of the sun gear shaft (510).

[0100] Accordingly, the first brake gear (440) is engaged with the first outer gear (620) of the ring gear shaft (610) and rotates idly together with the first brake shaft (420) by the rotation of the ring gear shaft (610), and when the second brake clutch (410) is operated, as shown in FIG. 3, the rotation of the first brake shaft (420) and the first brake gear (440) is stopped, and accordingly, the rotation of the first outer gear (620) and the ring gear shaft (610) engaged with the first brake gear (440) is stopped, so that power transmission through the ring gear (600) is blocked, and only power transmission through the sun gear (500) becomes possible.

[0101] In addition, the second brake gear (450) is engaged with the first intermediate gear (520) of the sun gear shaft (510) and rotates idly together with the second brake shaft (430) by the rotation of the sun gear shaft (510), and when the first brake clutch (400) is operated, as shown in FIG. 4, the rotation of the second brake shaft (430) and the second brake gear (450) is stopped, and accordingly, the rotation of the first intermediate gear (520) engaged with the second brake gear (450) and the sun gear shaft (510) is stopped, so that power transmission through the sun gear (500) is blocked, and only power transmission through the ring gear (600) is possible.

[0102] Accordingly, the first and second brake clutches (400) (410) as described above control the drive of the sun gear (500) or ring gear (600) by the first and second brake gears (440) (450) and the first and second brake shafts (420) (430) to control power transmission, thereby enabling the transmission mode of the transmission device to be implemented in a variety of multi-stage structures.

[0103]

[0104] Meanwhile, since a power generation unit is connected to the output terminal of the above-described composite planetary gear unit, the transmission device of the present invention can generate power continuously even while driving as well as perform regenerative braking during deceleration or braking, thereby improving energy efficiency.

[0105] These power generation units may consist of single power generation units or variable speed power generation units.

[0106] First, although the single power generation unit is not illustrated in the drawing, referring to FIG. 1, the power generation motor (800) may be provided with a rotatable power generation shaft (810), and the power generation shaft (810) may be provided with a single power generation gear (820) that is fixed in a meshed state with the output gear (730) of the output shaft (720) (here, the single power generation gear has the same configuration as the first power generation gear (820) in the second embodiment to be described later, and thus is described by assigning the same drawing number).

[0107] In particular, the generator motor (800) is equipped with a stator made of coils inside and a rotor of an electromagnet that rotates inside the stator, but in the present invention, the generator shaft (810) is equipped as the rotor of the generator motor (800).

[0108] In addition, since a single generator gear (820) is fixed to the above-described generator shaft (810) and meshed with the output gear (730) of the output shaft (720), the generator shaft (810) and the output shaft (720) always rotate synchronously.

[0109] Accordingly, when the electric vehicle with the main motor (100) in operation is driven, the surplus energy of the main motor (100) is converted into constant electric energy by the generator motor (800), and when the main motor (100) is not in operation, regenerative power generation is achieved by regenerative braking in the main motor (100) due to the inertial force of the wheels when decelerating or braking or driving downhill, and at the same time, constant power generation is achieved by converting the inertial force of the wheels into constant electric energy by the generator motor (800) as when the main motor (100) is in operation.

[0110] A generator motor (800) like this operates primarily as a generator rather than as a motor. When the generator shaft (810), which is a rotor, rotates due to the surplus energy of the main motor (100) or the inertial force (rotational power) of the wheel, kinetic energy is converted into electrical energy as an induced current is generated in the stator made of coils.

[0111] And, the main motor (100) is configured with a stator (coil) and a rotor (electromagnet or, in the present invention, a “motor shaft (110)”) inside it, similar to the aforementioned generator motor (800).

[0112] Accordingly, when power is supplied to the coil, which is the stator of the main motor (100), and current flows, the motor shaft (110), which is the rotor connected to the input shaft (220) (230), is rotated by the magnetic force formed in the stator, and the electrical energy is converted into kinetic energy. Conversely, when the motor shaft (110) is rotated by an external force, i.e., the rotational force of the wheel, an induced current is generated in the stator, and the kinetic energy is converted into electrical energy.

[0113] Accordingly, the main motor (100) has not only the unique function of a motor that rotates the input shaft (220)(230) when power is supplied, but also the function of a generator that converts the inertial force (rotational force) of the wheel, i.e., kinetic energy, into electrical energy to generate electricity.

[0114]

[0115] Meanwhile, the variable speed power generation unit divides the rotation speed of the main motor (100) and the rotation speed of the wheels into low-speed sections and high-speed sections, and generates electric energy by increasing or decreasing the speed accordingly. In the present invention, the variable speed power generation unit is described by exemplifying a case in which the variable speed power generation unit is configured in a multi-stage transmission device for an electric vehicle.

[0116] As illustrated in FIG. 1, this variable speed power generation unit is provided with a rotatable power generation shaft (810) on a power generation motor (800), and a plurality of power generation gears (820) (830) are respectively connected to the output shaft (720) with different gear ratios while being connected to the power generation shaft (810) in a no-load state, i.e., a state in which idling is possible, and a power generation shift unit (840) is provided on the power generation shaft (810) so as to be movable in the axial direction while rotating together with the power generation shaft (810) so as to selectively connect the plurality of power generation gears (820) (830) to the power generation shaft (810) to enable variable speed power generation.

[0117] In particular, the power generation shaft (810) is equipped with a plurality of generator gears, i.e., first and second generator gears (820) (830), respectively, and the first and second generator gears (820) (830) are respectively equipped to be idling-capable of being coupled to the power generation shaft (810), so that the first and second generator gears (820) (830) and the power generation shaft (810) are equipped to be capable of independent rotation without interfering with each other.

[0118] In addition, in addition to the output gear (730), a parking brake gear (740) is separately provided on the output shaft (720), and the parking brake gear (740) is fixedly installed on the output shaft (720) and is provided to rotate together with the output shaft (720).

[0119] In this way, the first and second generator gears (820) (830) of the generator shaft (810) are connected and engaged with the output gear (730) and parking brake gear (740) of the output shaft (720), respectively.

[0120] In addition, the first and second generator gears (820) (830) are provided to have different gear ratios, and the first generator gear (820) is formed to have a larger diameter and more teeth than the output gear (730) and is connected to the output gear (730) to have a reduction ratio (first generator gear (820) > output gear (730)), and the second generator gear (830) is formed to have a smaller diameter and less teeth than the parking brake gear (740) and is connected to the parking brake gear (740) to have an increase ratio (second generator gear (830) < parking brake gear (740)).

[0121] Accordingly, in the low-speed section of the electric vehicle, the second generator gear (830) and the parking brake gear (740) are connected to enable power transmission by the generator shift unit (840), thereby maximizing the power generation efficiency in the low-speed section, and in the high-speed section of the electric vehicle, the first generator gear (820) and the output gear (730) are connected to enable power transmission by the generator shift unit (840), thereby preventing overload of the motor and increasing the power generation efficiency.

[0122]

[0123] Meanwhile, the power generation unit as described above is configured with a battery system in which a plurality of battery packs are divided and connected, and the divided battery packs (900) (910) (920) of the battery system enable charging and driving discharge of electric energy generated from the main motor (100) and the power generation unit at the same time.

[0124] As shown in FIG. 1, this battery system is provided with a plurality of divided battery packs (900)(910)(920), a switching unit (940)(950) which is provided to connect the divided battery packs (900)(910)(920) to the main motor (100) and the generator motor (800) which will be described later, respectively, and an inverter (960)(970) which connects the main motor (100) and the generator motor (800) to each switching unit (940)(950), respectively, so that regenerative charging and driving discharge can be performed simultaneously on the divided battery packs (900)(910)(920).

[0125] Here, the divided battery packs (900) (910) (920) can be divided and configured without limitation in number, but in this embodiment, three battery packs divided into a first battery pack (900), a second battery pack (910), and a third battery pack (920) are described as an example.

[0126] And, as shown in FIG. 14, the first, second, and third battery packs (900)(910)(920) are provided with a plurality of batteries (900a)(910a)(920a) constituting each battery pack, and specifically, as an example, a plurality of batteries (900a)(910a)(920a) are connected in series and parallel in three vertical rows and sixteen horizontal rows, but in addition, the battery packs can be configured by being divided into a plurality of Sub-Packs that are connected in series and parallel in various vertical and horizontal rows to suit various required capacities, so that when the battery system malfunctions, only the battery pack (900)(910)(920) and battery (900a)(910a)(920a) that caused the malfunction can be replaced, and thus maintenance of the battery packs (900)(910)(920) is easily performed.

[0127] In addition, the switching unit is exemplified by two switching units consisting of a first switching unit (940) and a second switching unit (950), and each of the first and second switching units (940) (950) may be configured with three switches (940a) (940b) (940c) (950a) (950b) (950c) installed independently.

[0128] In particular, each switch configured in the first and second switching units (940)(950) is connected to each of the divided battery packs (900)(910)(920) in a one-to-one correspondence as a first switch (940a)(950a), a second switch (940b)(950b), and a third switch (940c)(950c), as illustrated in FIG. 13.

[0129] That is, the first switch (940a) (950a) of each switching unit (940) (950) is connected to the first battery pack (900), the second switch (940b) (950b) is connected to the second battery pack (910), the third switch (940c) (950c) is connected to the third battery pack (920), and the first, second, and third battery packs (900) (910) (920) are each provided to be grounded.

[0130] And, the inverter is exemplified by two inverters, a first inverter (960) and a second inverter (970), and the first inverter (960) is provided to connect the main motor (100) and the first switching unit (940), and the second inverter (970) is provided to connect the generator motor (800) and the second switching unit (950).

[0131] These first and second inverters (960)(970) are power conversion devices that can convert the direct current power of each battery pack (900)(910)(920) into alternating current power and supply it to each motor (100)(500), or convert the alternating current power generated by each motor (100)(500) into direct current power and supply it to each battery pack (900)(910)(920) and store it.

[0132] That is, the first and second inverters (960)(970) are connected to the main motor (100) and the generator motor (800) with multiple cables, respectively, and are connected to the first and second switching units (940)(950) with a single cable, respectively, and the first and second switching units (940)(950) are separately grounded.

[0133] Meanwhile, the divided battery pack (900)(910)(920) configured as described above is configured so that charging and discharging are controlled by a control system.

[0134] To this end, the divided battery packs (900)(910)(920) are connected in a directional manner from the first battery pack (900) to the last third battery pack (920), and the divided battery packs (900)(910)(920) by the control system are sequentially used and discharged in the order of the first battery pack (900) to the second battery pack (910) and the third battery pack (920), as shown in FIG. 15, and the regenerative charging is provided so that the first battery pack (900) to the second battery pack (910) are sequentially charged in the order of the third battery pack (920).

[0135] In this way, by discharging and charging one battery pack continuously with a time difference as a term in the sequence between discharging and charging of the divided battery packs (900)(910)(920), discharging and charging can be performed simultaneously, and depending on the operational purpose, the divided battery packs (900)(910)(920) can be used sequentially, either singly or in combination.

[0136] In addition, the third battery pack (920) may be designed and equipped to be charged only up to 50-70% during the first charge of the divided battery packs (900)(910)(920), but more preferably, it may be designed and equipped to be charged only up to 50%. This is because, due to the nature of electric vehicles, power generation (charging) is constantly performed by repetitive regenerative braking, thereby providing a charging margin to the third battery pack (920), which is charged first during charging, so that it can maintain a state in which charging is always possible.

[0137] In addition, the control system for controlling the discharge and charge of the divided battery packs (900)(910)(920) as described above includes a transmission control unit (TCU) for controlling a transmission device, a battery management system (BMS) for managing the divided battery packs (900)(910)(920), and a vehicle control unit (VCU) for controlling the transmission control unit and the battery management unit, as illustrated in FIG. 16.

[0138] The transmission control unit as described above controls the main motor (100) and the generator motor (800) of the transmission, and the battery management unit is provided to control the first and second switching units (940) (950) and the driving discharge and charging sequence of the first, second, and third battery packs (900) (910) (920).

[0139] And, the vehicle control unit receives input values ​​from an accelerator pedal, a brake pedal, a GPS, a gradient sensor, a torque sensor, a vehicle speed sensor, etc., and controls the main motor (100) and the generator motor (800) through a transmission control unit, and controls the driving discharge and charging of the first, second, and third battery packs (900) (910) (920) through a battery management unit.

[0140]

[0141] The operation relationship of the power system for an electric vehicle according to the present invention is described above.

[0142] First, we explain each gear shift process of the gearbox configured in the electric vehicle power system.

[0143] When the electric vehicle is shifted to the first forward gear, as shown in Fig. 3, the main motor (100) is driven to rotate in one direction, i.e., the forward driving direction, and the first drive clutch (200) and the second brake clutch (410) are operated.

[0144] Then, the second input shaft (230) connected to the first drive clutch (200) is connected to the main motor (100) and rotates by receiving power from the main motor (100), and the first input shaft (220) is maintained in a stopped state because the power of the main motor (100) is cut off.

[0145] Accordingly, the power of the main motor (100) is spline-coupled to the rotating second input shaft (230) and the first shift unit (340), which rotates together with the second input shaft (230), is axially moved toward the first input gear (300) by the operating means, thereby synchronizing the first input gear (300) with the second input shaft (230).

[0146] Accordingly, the first input gear (300) is rotated together with the second input shaft (230) by the first shift unit (340), and the second intermediate gear (530) of the sun gear shaft (510) engaged therewith is rotated in conjunction with the rotation of the first input gear (300).

[0147] At this time, the sun gear shaft (510) is rotated by the second intermediate gear (530), and the first intermediate gear (520) is rotated by the rotation of the sun gear shaft (510), thereby rotating the second input gear (310) of the second input shaft (230) and the second brake gear (450) of the second brake shaft (430) that are engaged therewith. However, the second input gear (310) is idle with the power transmission blocked on the second input shaft (230), so that it does not interfere with the rotation of the second input shaft (230), and the second brake gear (450) is rotated together with the second brake shaft (430), but the first brake clutch (400) that controls the rotation of the second brake shaft (430) is in a state where the connection with the second brake shaft (430) is blocked, so that the second brake shaft (430) is not connected to the first brake clutch (400). It spins freely regardless.

[0148] In addition, by the operation of the second brake clutch (410), the first brake shaft (420) connected to the second brake clutch (410) is forcibly fixed and stops rotating, and the first brake gear (440) of the stopped first brake shaft (420) is also forcibly fixed and stops rotating, so that the first outer gear (620) of the ring gear shaft (610) meshed with the first brake gear (440) is fixed, and thus the ring gear shaft (610) and the ring gear (600) stop rotating.

[0149] Accordingly, the sun gear (500) is rotated (rotated) by the rotating sun gear shaft (510), and the planetary gear (700) externally attached to the sun gear (500) is rotated (rotated) in the opposite direction to the sun gear (500) by the rotational force of the sun gear (500) and moves along the outer circumference of the sun gear (500) to make revolution, thereby causing the carrier (710) to rotate (rotate) at the same speed and in the same direction as the revolution of the planetary gear (700) and thereby rotate the output shaft (720).

[0150] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) at a reduced speed according to the reduction ratio between the first input gear (300) and the second intermediate gear (530) in the forward 1-speed gear mode, so that the output shaft (720) rotates at a low speed, and the output gear (730) rotates due to the low-speed rotation of the output shaft (720), thereby driving the differential device, and the electric vehicle is driven at a low speed in the forward 1-speed gear mode by the differential device.

[0151]

[0152] And, when shifting to the second forward gear, as shown in Fig. 4, the main motor (100), the second drive clutch (210), and the first brake clutch (400) are operated as a continuous acceleration stage in the first forward gear mode.

[0153] Then, the first input shaft (220) connected to the second drive clutch (210) is connected to the main motor (100) and receives power from the main motor (100) to rotate in the forward driving direction, and the second input shaft (230) is stopped with power cut off.

[0154] Accordingly, the power of the main motor (100) is spline-coupled to the rotating first input shaft (220) and the second shift unit (350), which rotates together with the first input shaft (220), is axially moved toward the fourth input gear (330) by the operating means, thereby synchronizing the fourth input gear (330) with the first input shaft (220).

[0155] Accordingly, the fourth input gear (330) is rotated together with the first input shaft (220) by the second shift unit (350), and the second external gear (630) of the ring gear shaft (610) meshed therewith is rotated in conjunction with the rotation of the fourth input gear (330), and the ring gear shaft (610) is rotated simultaneously with the rotation of the second external gear (630).

[0156] At this time, the first external gear (620) is also rotated by the rotation of the ring gear shaft (610), and the third input gear (320) of the first input shaft (220) and the first brake gear (440) of the first brake shaft (420) that are engaged with the first external gear (620) are also rotated, but the third input gear (320) is idle with the power transmission blocked on the first input shaft (220), and the first brake gear (440) is rotated together with the first brake shaft (420), but since the first brake shaft (420) is disconnected from the second brake clutch (410), the first brake shaft (420) is freely idle on the second brake clutch (410).

[0157] In addition, the second brake shaft (430) connected to the first brake clutch (400) is forcibly fixed by the operation of the first brake clutch (400) to stop rotation, and the second brake gear (450) of the stopped second brake shaft (430) is also in a state of stopping rotation, so that the first intermediate gear (520) of the sun gear shaft (510) meshed with the second brake gear (450) is fixed, and thus the sun gear shaft (510) and the sun gear (500) stop rotation.

[0158] Accordingly, the ring gear (600) is rotated (rotated) by the rotating ring gear shaft (610), and the planetary gear (700) in contact with the ring gear (600) rotates (rotates) in the same direction as the ring gear (600) by the rotational force of the ring gear (600) and moves along the outer circumference of the sun gear (500) to revolve, thereby causing the carrier (710) to rotate (rotate) at the same speed and in the same direction as the revolve of the planetary gear (700) and thereby rotate the output shaft (720).

[0159] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) at a reduced speed according to the reduction ratio between the fourth input gear (330) and the second external gear (630) in the forward two-speed transmission mode, so that the output shaft (720) rotates at a low speed, and the output gear (730) rotates due to the low-speed rotation of the output shaft (720) to drive the differential device, thereby enabling the electric vehicle to drive at a low speed faster in the forward two-speed transmission mode than in the forward one-speed transmission mode.

[0160]

[0161] And, when shifting to the third forward gear, as shown in Fig. 5, the main motor (100) and the first and second drive clutches (200) (210) operate as a continuous acceleration stage in the second forward gear mode, and the first and second brake clutches (400) (410) do not operate.

[0162] When the first and second drive clutches (200)(210) are in operation, the first and second input shafts (220)(230) connected to the first and second drive clutches (200)(210) are connected to the main motor (100), respectively, and receive power from the main motor (100) to rotate in the forward driving direction.

[0163] Then, as the power of the main motor (100) is simultaneously transmitted to the first and second input shafts (220)(230) by the first and second drive clutches (200)(210), the first and second input shafts (220)(230) rotate at the same speed, and the first and second shift units (340)(350) spline-coupled to the first and second input shafts (220)(230) rotate together with the first and second input shafts (220)(230), respectively, and are axially moved toward the first and fourth input gears (300)(330) by the operating means, thereby coupling the first and fourth input gears (300)(330) to the first and second input shafts (220)(230), respectively, and synchronizing them.

[0164] At this time, the second shift unit (350) maintains the same state of the forward two-speed shift mode, and only the first shift unit (340) can be operated separately.

[0165] Accordingly, the first input gear (300) rotates together with the second input shaft (230), and the fourth input gear (330) rotates together with the first input shaft (220).

[0166] Accordingly, the second intermediate gear (530) of the sun gear shaft (510) rotates by the rotation of the first input gear (300), the sun gear shaft (510) rotates simultaneously by the rotation of the second intermediate gear (530), the second outer gear (630) of the ring gear shaft (610) rotates by the rotation of the fourth input gear (330), and the ring gear shaft (610) rotates simultaneously by the rotation of the second outer gear (630).

[0167] At this time, the first intermediate gear (520) of the sun gear shaft (510) and the first outer gear (620) of the ring gear shaft (610) are also rotated by the rotation of the sun gear shaft (510) and the ring gear shaft (610), but since the first and second brake gears (440)(450) meshed with the first intermediate gear (520) and the first outer gear (620) are in an unloaded state idling on the first and second brake clutches (400)(410), the rotation of the first intermediate gear (520) and the first outer gear (620) does not affect the rotation of the sun gear (500) and the ring gear (600) without load, that is, at all.

[0168] Accordingly, the sun gear (500) and the ring gear (600) are rotated (rotated) by the rotating sun gear shaft (510) and ring gear shaft (610), respectively, and the planetary gear (700) externally and internally inscribed to the sun gear (500) and the ring gear (600) is rotated in the same direction, so that the rotation (rotation) between the sun gear (500) and the ring gear (600) is stopped and only the rotation is performed by the rotational force of the sun gear (500) and the ring gear (600).

[0169] In particular, the planetary gear (700) that revolves between the sun gear (500) and the ring gear (600) while the rotation (rotation) is stopped, accelerates the rotation speed of the planetary gear (700) as the sun gear (500) and the ring gear (600) rotate (rotate) in the same direction, and the carrier (710) rotates (rotates) at the same speed and direction as the rotation of the planetary gear (700) by the revolution of the planetary gear (700), thereby rotating the output shaft (720).

[0170] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) according to the resultant force of the gear ratio between the first input gear (300) and the second intermediate gear (530) and the fourth input gear (330) and the second external gear (630) in the forward 3-speed transmission mode, so that the output shaft (720) rotates at a medium speed, and the output gear (730) rotates due to the medium speed rotation of the output shaft (720) to drive the differential device, thereby allowing the electric vehicle to drive at a medium speed faster in the forward 3-speed transmission mode than in the forward 2-speed transmission mode.

[0171]

[0172] And, as shown in Fig. 6, when shifting to the 4th forward gear, the power transmission structure is similar to that of the 1st forward gear mode, and is composed of a continuous acceleration stage in the 3rd forward gear mode.

[0173] That is, when the 4th forward gear is shifted, the main motor (100), the first drive clutch (200), and the second brake clutch (410) are operated, and the first shift unit (340) rotates on the second input shaft (230) and moves axially toward the second input gear (310) to couple the second input gear (310) to the second input shaft (230) and synchronize it, and the first intermediate gear (520) of the sun gear shaft (510) engaged therewith is rotated in conjunction with the rotation of the second input gear (310).

[0174] Thereafter, the power transmission is performed in the same manner as the forward 1-speed transmission mode, so that the sun gear (500) rotates (rotates), and the planetary gear (700) externally attached to the sun gear (500) rotates (rotates) in the opposite direction to the sun gear by the rotational force of the sun gear (500) and revolves along the outer circumference of the sun gear (500), and the carrier (710) rotates (rotates) at the same speed and in the same direction as the revolve of the planetary gear (700) by the revolve of the planetary gear (700) to rotate the output shaft (720).

[0175] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) at a reduced speed according to the reduction ratio between the second input gear (310) and the first intermediate gear (520) in the forward 4-speed transmission mode, so that the output shaft (720) rotates at a medium speed, and the output gear (730) rotates due to the medium speed rotation of the output shaft (720), thereby driving the differential device, so that the electric vehicle can drive at a medium speed faster in the forward 4-speed transmission mode than in the forward 3-speed transmission mode.

[0176]

[0177] In addition, when shifting to the 5th forward gear, as shown in Fig. 7, the power transmission structure is similar to that of the 3rd forward gear mode, and is composed of a continuous acceleration stage in the 4th forward gear mode.

[0178] That is, when shifting to the 5th forward gear, the main motor (100) and the 1st and 2nd drive clutches (200) (210) are operated, the 1st and 2nd brake clutches (400) (410) are not operated, and the 1st shift unit (340) is maintained in a state of synchronization by coupling the 2nd input gear (310) to the 2nd input shaft (230) as in the 3rd forward gear mode, and the 2nd shift unit (350) rotates together with the 1st input shaft (220) and moves axially toward the 4th input gear (330) to couple the 4th input gear (330) to the 1st input shaft (220) and synchronize it.

[0179] In addition, the first intermediate gear (520) of the sun gear shaft (510) meshed therewith rotates in conjunction with the rotation of the second input gear (310), and the second outer gear (630) of the ring gear shaft (610) meshed therewith rotates in conjunction with the rotation of the fourth input gear (330).

[0180] Thereafter, the power transmission is performed in the same manner as in the forward 3-speed transmission mode, so that the sun gear (500) and the ring gear (600) rotate (rotate) in the same direction, and the planetary gear (700) externally and internally inscribed to the sun gear (500) and the ring gear (600) is stopped from rotating (rotating) between the sun gear (500) and the ring gear (600), and only revolves by the rotational force of the sun gear (500) and the ring gear (600).

[0181] At this time, the planetary gear (700) that rotates between the sun gear (500) and the ring gear (600) rotates at a faster speed than the forward 4-speed transmission mode due to the gear ratio between the second input gear (310) and the first intermediate gear (520) and the fourth input gear (330) and the second external gear (630), and the carrier (710) rotates (rotates) at the same speed and in the same direction as the rotation of the planetary gear (700) due to the rotation of the planetary gear (700), thereby rotating the output shaft (720).

[0182] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) according to the resultant force of the gear ratio between the second input gear (310) and the first intermediate gear (520) and the fourth input gear (330) and the second external gear (630) in the forward 5-speed transmission mode, so that the output shaft (720) rotates at a medium speed, and the output gear (730) rotates due to the medium speed rotation of the output shaft (720) to drive the differential device, thereby allowing the electric vehicle to drive at a medium speed faster in the forward 5-speed transmission mode than in the forward 4-speed transmission mode.

[0183]

[0184] In addition, when shifting to 6 forward gears, as shown in Fig. 8, the power transmission structure is similar to that of the 2 forward gear mode, and is composed of continuous acceleration stages in the 5 forward gear mode.

[0185] That is, when shifting to the 6th forward gear, the main motor (100), the first drive clutch (200), and the second brake clutch (410) are operated, and the second shift unit (350) rotates on the first input shaft (220) and moves axially toward the third input gear (320) to couple the third input gear (320) to the first input shaft (220) and synchronize it, and the first outer gear (620) of the ring gear shaft (610) engaged therewith is rotated in conjunction with the rotation of the third input gear (320).

[0186] Thereafter, the power transmission is performed in the same manner as the forward two-speed transmission mode, so that the ring gear (600) rotates (rotates), and the planetary gear (700) in contact with the ring gear (600) rotates (rotates) in the same direction as the ring gear (600) by the rotational force of the ring gear (600) and revolves along the outer circumference of the sun gear (500), and the carrier (710) rotates (rotates) at the same speed and direction as the revolve of the planetary gear by the revolve of the planetary gear (700) to rotate the output shaft (720).

[0187] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) at a reduced speed according to the reduction ratio between the third input gear (320) and the first external gear (620) in the forward 6-speed transmission mode, so that the output shaft (720) rotates at high speed, and the output gear (730) rotates due to the high-speed rotation of the output shaft (720), thereby driving the differential device, so that the electric vehicle can drive at a higher speed in the forward 6-speed transmission mode than in the forward 5-speed transmission mode.

[0188]

[0189] In addition, when the 7th forward gear is shifted, as shown in Fig. 9, the power transmission structure is similar to the 3rd forward gear mode, which is a combination of the 1st forward gear mode and the 6th forward gear mode, and is composed of a continuous acceleration stage in the 6th forward gear mode.

[0190] That is, when shifting to the 7th forward gear, the main motor (100) and the first and second drive clutches (200) (210) are operated, the first and second brake clutches (400) (410) are not operated, the first shift unit (340) rotates together with the second input shaft (230) and moves axially toward the first input gear (300) to synchronize the first input gear (300) by coupling it to the second input shaft (230), and the second shift unit (350) maintains the synchronized state by coupling the third input gear (320) to the first input shaft (220) as in the 6th forward gear mode.

[0191] In addition, the second intermediate gear (530) of the sun gear shaft (510) meshed therewith rotates in conjunction with the rotation of the first input gear (300), and the first outer gear (620) of the ring gear shaft (610) meshed therewith rotates in conjunction with the rotation of the third input gear (320).

[0192] Thereafter, the sun gear (500) and the ring gear (600) are rotated (rotated) in the same direction by the rotation of the second intermediate gear (530) and the first external gear (620), and the planetary gear (700) externally and internally inscribed to the sun gear (500) and the ring gear (600) is stopped from rotating (rotating) between the sun gear (500) and the ring gear (600), and only revolves by the rotational force of the sun gear (500) and the ring gear (600).

[0193] At this time, the planetary gear (700) rotating between the sun gear (500) and the ring gear (600) rotates at a faster speed than the forward 6-speed transmission mode due to the gear ratio between the first input gear (300) and the second intermediate gear (530) and the third input gear (320) and the first external gear (620), and the carrier (710) rotates (rotates) at the same speed and in the same direction as the rotation of the planetary gear (700) due to the rotation of the planetary gear (700), thereby rotating the output shaft (720).

[0194] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) according to the resultant force of the gear ratio between the first input gear (300), the second intermediate gear (530), the third input gear (320), and the first external gear (620) in the forward 7-speed gear mode, so that the output shaft (720) rotates at high speed, and the output gear (730) rotates due to the high-speed rotation of the output shaft (720) to drive the differential device, thereby enabling the electric vehicle to drive at high speed in the forward 7-speed gear mode faster than in the forward 6-speed gear mode.

[0195]

[0196] In addition, when the 8th gear is shifted forward, as shown in Fig. 10, the power transmission structure is similar to that of the 7th gear forward mode, and is composed of consecutive acceleration stages in the 7th gear forward mode.

[0197] That is, when shifting to 8 forward gears, the main motor (100) and the first and second drive clutches (200) (210) are operated, the first and second brake clutches (400) (410) are not operated, the first shift unit (340) is axially moved toward the second input gear (310) to synchronize the second input gear (310) by coupling it to the second input shaft (230), and the second shift unit (350) is synchronized by coupling the third input gear (320) to the first input shaft (220) as in the 7 forward gear mode.

[0198] In addition, the first intermediate gear (520) of the sun gear shaft (510) meshed therewith rotates in conjunction with the rotation of the second input gear (310), and the first outer gear (620) of the ring gear shaft (610) meshed therewith rotates in conjunction with the rotation of the third input gear (320).

[0199] Thereafter, the sun gear (500) and the ring gear (600) are rotated (rotated) in the same direction by the rotation of the first intermediate gear (520) and the first external gear (620), and the planetary gear (700) externally and internally inscribed to the sun gear (500) and the ring gear (600) is stopped from rotating (rotating) between the sun gear (500) and the ring gear (600), and only revolves by the rotational force of the sun gear (500) and the ring gear (600).

[0200] At this time, the planetary gear (700) rotating between the sun gear (500) and the ring gear (600) rotates at a faster speed than the forward 7-speed transmission mode due to the gear ratio between the second input gear (310) and the first intermediate gear (520) and the third input gear (320) and the first external gear (620), and the carrier (710) rotates (rotates) at the same speed and in the same direction as the rotation of the planetary gear (700) due to the rotation of the planetary gear (700), thereby rotating the output shaft (720).

[0201] Accordingly, the power of the main motor (100) is transmitted to the output shaft (720) according to the resultant force of the gear ratio between the second input gear (310) and the first intermediate gear (520) and the third input gear (320) and the first external gear (620) in the forward 8-speed transmission mode, so that the output shaft (720) rotates at high speed, and the output gear (730) rotates due to the high-speed rotation of the output shaft (720) to drive the differential device, thereby enabling the electric vehicle to drive at high speeds faster in the forward 8-speed transmission mode than in the forward 7-speed transmission mode.

[0202]

[0203] And, the development process of the power generation unit configured in the electric vehicle power system is explained.

[0204] When the electric vehicle is driven by the operation of the main motor (100), as shown by the arrows in FIGS. 11a and 11b, the power of the main motor (100) is transmitted to the wheels through the motor shaft (110) -> first and second drive clutches (200)(210) -> first and second input shafts (220)(230) -> first to fourth input gears (300)(310)(320)(330) -> first and second intermediate gears (520)(530) or first and second external gears (620)(630) -> sun gear shaft (510) or ring gear shaft (610) -> carrier (710) -> output shaft (720) -> output gear (730) -> differential device, thereby driving the electric vehicle.

[0205] At this time, the power of the main motor (100) is mostly used as the power required for driving the electric vehicle, but after driving the electric vehicle, the power of the main motor (100) has surplus energy remaining even after rotating the wheels due to the inertial force of the wheels.

[0206] The surplus energy of the main motor (100) was previously used as a rotational force to rotate the wheels and was discharged as such, but in the present invention, the first and second generator gears (820) (830) which are meshed with the output gear (730) and the parking brake gear (740) respectively by the rotation of the output shaft (720) are rotated, and as the generator shaft (810) is rotated by the rotation of the first and second generator gears (820) (830), the generator motor (800) converts the surplus energy of the main motor (100) into electrical energy, so that the surplus energy of the main motor (100) that was previously wasted can be generated as electrical energy.

[0207] To explain this in more detail according to the speed section of the electric vehicle in operation, when the electric vehicle is in a low-speed section, as shown in FIG. 11a, the power generation shift unit (840) moves toward the second generator gear (830) on the power generation shaft (810) to connect the second generator gear (830) and the power generation shaft (810) in a state where power transmission is possible, thereby synchronizing the second generator gear (830) with the power generation shaft (810).

[0208] In addition, the second generator gear (830) is rotated synchronously with the rotation of the parking brake gear (740) that rotates together with the output shaft (720), and since the second generator gear (830) and the parking brake gear (740) are connected to have an increase ratio, they are rotated at an increase speed to increase (rise) the rotation rpm of the generator shaft (810).

[0209] Accordingly, even when the electric vehicle is driven at low speed, the power generation efficiency of the power generation motor (800) is maximized as the rotational rpm of the power generation shaft (810) increases, thereby improving the power generation efficiency.

[0210] Of course, when the second generator gear (830) and the parking brake gear (740) rotate synchronously as described above, the first generator gear (820) and the output gear (730) also rotate synchronously, but at this time, the first generator gear (820) is connected to the generator shaft (810) in a no-load state, so it idles on the generator shaft (810).

[0211] And, when the driving speed of the electric vehicle reaches the high-speed section, the power generation shift unit (840) moves toward the first power generation gear (820) on the power generation shaft (810), thereby connecting the first power generation gear (820) and the power generation shaft (810) in a state where power transmission is possible, thereby synchronizing the first power generation gear (820) with the power generation shaft (810).

[0212] The first generator gear (820) is rotated synchronously with the rotation of the output gear (730) that rotates together with the output shaft (720), and since the first generator gear (820) is connected to the output gear (730) to have a reduction ratio, it rotates at a reduced speed to lower (decelerate) the rotation rpm of the generator shaft (810).

[0213] In this way, by reducing the rotational rpm of the power generation shaft (810) during high-speed driving of the electric vehicle, it is possible to prevent overload of the power generation motor (800) and increase power generation efficiency.

[0214] In this case, when the first generator gear (820) and the output gear (730) rotate synchronously, the second generator gear (830) and the parking brake gear (740) also rotate synchronously, but since the second generator gear (830) is connected to the generator shaft (810) in a no-load state, it rotates idling on the generator shaft (810).

[0215] Accordingly, when the main motor (100) is in operation, the differential device and the first and second generator gears (820) (830) are selectively connected and driven to rotate by the output gear (730) that rotates, thereby rotating the wheels and generating electric energy by transmitting the remaining surplus energy of the main motor (100) to the generator motor (800) in a speed range, that is, by increasing or decreasing the speed, without discharging it.

[0216] Meanwhile, even when the main motor (100) is not operated after the electric vehicle is driven and only the rotational force of the wheels is applied, as shown by the arrows in FIGS. 12a and 12b, the rotational force of the wheels, that is, the inertial force, is selectively transmitted to the power generation motor (800) by changing the speed according to the change in low and high speeds, as in the operation of the main motor (100) described above, thereby improving the power generation efficiency, and at the same time, regenerative braking is performed in the main motor (100) as in the operation of the main motor (100) described above.

[0217]

[0218] And, the operational relationship of the battery system configured in the power system for electric vehicles is explained.

[0219] When an electric vehicle is driven, the consumption of electric energy, that is, the driving discharge, is used and discharged in the order of the first battery pack (900) -> second battery pack (910) -> third battery pack (920), as shown by the bold lines in FIGS. 11a and 11b, and the electric energy of each battery pack (900)(910)(920) is output through the corresponding switch (940a)(940b)(940c) of the first switching unit (940) connected thereto, and the output electric energy of the battery pack (900)(910)(920) is converted from high-voltage direct current to alternating current while passing through the first inverter (960) and supplied as electric power (power source) to the main motor (100).

[0220] And, the surplus energy of the main motor (100) remaining after providing the power required for the initial driving of the electric vehicle is constantly generated by the generator motor (800) of the aforementioned generator unit and is created as electric energy, and the electric energy generated by the generator motor (800) is converted from alternating current to high voltage direct current while passing through the second inverter (970) and supplied, and is supplied to the corresponding battery packs (900)(910)(920) through each switch (950a)(950b)(950c) of the second switching unit (950) and charged. At this time, the battery packs (900)(910)(920) are sequentially stored and charged in the order of the third battery pack (920) -> first battery pack (900) -> second battery pack (910).

[0221] At this time, the ideal initial charge state of the battery packs (900)(910)(920) is that the third battery pack (920), which is the first to be regeneratively charged during driving, is initially charged only up to 50-70%, and the first and second battery packs (900)(910) start driving at an initial full charge state of 100%. During driving, the first and second battery packs (900)(910) are sequentially discharged, and then the charging mode is changed to regenerative charging is performed again. When the third battery pack (920) is fully charged through regenerative charging during driving, it is changed to discharge mode and discharges sequentially. At this time, the discharge order of the battery packs (900)(910)(920) is sequentially discharged in the following order: first battery pack (900) → second battery pack (910) → third battery pack (920) → first battery pack (900).

[0222] Therefore, when the main motor (100) is in operation, the differential device (750) and the generator gear (820) (830) are simultaneously driven to rotate by the rotating output gear (730), thereby rotating the wheels, and the remaining surplus energy of the main motor (100) is all charged by the constant power generation that is generated as electric energy.

[0223] In addition, when the electric vehicle is driving and power is not supplied to the main motor (100), that is, when the electric vehicle is driving downhill or decelerating or braking, only the inertial force of the wheels (inertial energy of the vehicle) exists.

[0224] Then, as the output gear (730), the output shaft (720), the input gear (300)(310)(320)(330), and the input shaft (220)(230) are rotated by the inertial force of the wheel as shown by the arrows in FIGS. 12a and 12b, the main motor (100) that is not driven due to the power being cut off performs regenerative braking to convert the inertial force of the wheel into electric energy, and at the same time, as the generator gear (820)(830) and the generator shaft (810) are rotated by the output gear (730), the generator motor (800) also converts the inertial force of the wheel into electric energy, which is stored and charged in each battery pack (900)(910)(920) in the charging order described above, so that the power generation efficiency and energy efficiency can be improved.

[0225] Meanwhile, in the case where the driving speed of the electric vehicle as described above is in a low-speed section, as shown in FIG. 11a, the power generation shift unit (840) is moved toward the second power generation gear (830) on the power generation shaft (810) to connect the second power generation gear (830) and the power generation shaft (810) in a state where power transmission is possible, thereby synchronizing the second power generation gear (830) with the power generation shaft (810).

[0226] In addition, the second generator gear (830) is rotated synchronously with the rotation of the parking brake gear (740) that rotates together with the output shaft (720), and since the second generator gear (830) and the parking brake gear (740) are connected to have an increase ratio, they are rotated at an increase speed to increase (rise) the rotation rpm of the generator shaft (810).

[0227] Accordingly, as the rotational rpm of the power generation shaft (810) increases despite the low-speed driving of the electric vehicle, the power generation efficiency of the power generation motor (800) that is constantly generating power as described above is maximized, thereby improving the power generation efficiency.

[0228] Of course, when the second generator gear (830) and the parking brake gear (740) rotate synchronously as described above, the first generator gear (820) and the output gear (730) also rotate synchronously, but at this time, the first generator gear (820) is connected to the generator shaft (810) in a no-load state, so it idles on the generator shaft (810).

[0229] And, when the driving speed of the electric vehicle reaches the high-speed section, the power generation shift unit (840) moves toward the first power generation gear (820) on the power generation shaft (810), thereby connecting the first power generation gear (820) and the power generation shaft (810) in a state where power transmission is possible, thereby synchronizing the first power generation gear (820) with the power generation shaft (810).

[0230] The first generator gear (820) rotates synchronously with the rotation of the output gear (730) that rotates together with the output shaft (720), and since the first generator gear (820) and the output gear (730) are connected to have a reduction ratio, they rotate at a reduced speed to lower (decelerate) the rotation rpm of the generator shaft (810).

[0231] In this way, by reducing the rotational rpm of the power generation shaft (810) during high-speed driving of the electric vehicle, it is possible to prevent overload of the power generation motor (800) that is constantly generating power while increasing power generation efficiency.

[0232] In this case, when the first generator gear (820) and the output gear (730) rotate synchronously, the second generator gear (830) and the parking brake gear (740) also rotate synchronously, but since the second generator gear (830) is connected to the generator shaft (810) in a no-load state, it rotates idling on the generator shaft (810).

[0233] Accordingly, when the main motor (100) is in operation, the differential device (750) and the first and second generator gears (820) (830) are selectively connected and driven to rotate by the output gear (730) that rotates, thereby rotating the wheels and transmitting the remaining surplus energy of the main motor (100) to the generator motor (800) in a speed range, that is, by increasing or decreasing the speed, to generate electric energy without discharging it.

[0234] Meanwhile, even when the main motor (100) is not operated after the electric vehicle is driven and only the rotational force of the wheels is applied, as shown by the arrows in FIGS. 12a and 12b, the rotational force of the wheels, that is, the inertial force, is selectively transmitted to the power generation motor (800) by changing the speed according to the change in low and high speeds as in the operation of the main motor (100) described above, thereby improving the power generation efficiency, and at the same time, regenerative braking is performed in the main motor (100) as described above.

[0235]

[0236] Although the present invention has been described in detail through specific examples, this is intended to specifically explain the present invention, and the present invention is not limited thereto, and it is clear that modifications and improvements can be made by those skilled in the art within the technical spirit of the present invention.

[0237] All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

[0238]

[0239] (Explanation of symbols)

[0240] 100: Main motor 110: Motor shaft

[0241] 200,210: 1st and 2nd drive clutches 220,230: 1st and 2nd input shafts

[0242] 300,∼,330: 1st to 4th input gears 340,350: 1st and 2nd shift units

[0243] 400,410: 1st and 2nd brake clutches 420,430: 1st and 2nd brake shafts

[0244] 440,450: 1st and 2nd brake gears 500: Sun gear

[0245] 510: Sun gear shaft 520,530: 1st and 2nd intermediate gears

[0246] 600: Ring gear 610: Ring gear shaft

[0247] 620,630: 1st and 2nd external gears 700: Planetary gear

[0248] 710: Carrier 720: Output shaft

[0249] 730: Output gear 740: Parking brake gear

[0250] 750: Differential gear 800: Generator motor

[0251] 810: Power shaft 820,830: 1st and 2nd power gears

[0252] 840: Power generation shift unit 900,910,920: Battery pack

[0253] 910a, 920a, 930a: Battery 940, 950: Switching unit

[0254] 960,970: Inverter

Claims

1. A power system for an electric vehicle including a main motor capable of regenerative braking, an input shaft that is rotated by the main motor, and an output shaft that is connected to the input shaft and receives and outputs power from the main motor. The input shaft is equipped with multiple input gears, Between the input shaft and the output shaft, a compound planetary gear unit having a plurality of gears each connected to the input gear of the input shaft and transmitting the power of the input shaft to the output shaft is provided. A brake clutch unit is provided that is connected to the gears of the compound planetary gear unit and selectively controls power output to the output shaft through the compound planetary gear unit. A power generation unit is provided that is connected to the output shaft and rotates in conjunction with the vehicle, enabling regenerative braking when the vehicle is braking, as well as continuous power generation while driving. An electric vehicle power system including a battery system capable of simultaneously performing regenerative charging and driving discharge of electric energy generated from a main motor and power generation unit to a battery pack.

2. In claim 1, The compound planetary gear unit includes a sun gear, a ring gear, and a planetary gear to transmit power from the input shaft to the output shaft. The sun gear is provided with a sun gear shaft protruding from its center, and the sun gear shaft is provided with at least one intermediate gear that is connected to one side of the input shaft and the brake clutch unit to transmit power. The ring gear surrounding the sun gear is provided with a ring gear shaft protruding from its center, and the ring gear shaft is provided with at least one external gear that is connected to the input gear on the other side of the input shaft and the brake clutch unit to transmit power. A power system for an electric vehicle, in which a plurality of planetary gears connecting a ring gear and a sun gear are provided with a carrier connecting a plurality of planetary gears, and an output shaft is provided protruding from the center of the carrier.

3. In claim 2, An electric vehicle power system in which, when a plurality of intermediate gears of a sun gear shaft and one-side input gears of a corresponding input shaft are provided, the intermediate gears are selectively connected to the corresponding one-side input gears with different gear ratios.

4. In claim 2, An electric vehicle power system in which, when a plurality of external gears of a ring gear shaft and corresponding input gears of the other side of an input shaft are provided, the external gears are selectively connected to the corresponding input gears with different gear ratios.

5. In claim 2, An electric vehicle power system in which the output shaft of the carrier is equipped with an output gear that rotates together with the output shaft and a parking brake gear for stopping the rotation of the output shaft.

6. In claim 1, The input shaft is equipped with the first and second input shafts of a double-pipe structure that rotate while having different diameters. The first input shaft is provided with a reverse input gear, and the second input shaft is provided with a reverse input gear, which are connected to each other so that they can rotate relative to the corresponding input shafts. An electric vehicle power system, wherein the first and second input shafts are provided with a shift unit that is coupled to the input shafts so as to rotate together with the input shafts and move axially from the input shafts, thereby connecting each input gear to the input shafts to transmit power.

7. In claim 2, The input shaft is equipped with the first and second input shafts of a double-pipe structure that rotate while having different diameters. The first input shaft is provided with a reverse input gear, and the second input shaft is provided with a reverse input gear, which are connected to rotate together with the respective input shafts. An electric vehicle power system, wherein a shift unit is provided on each of the sun gear shaft and the ring gear shaft so as to be axially movable while rotating together with the corresponding shaft, thereby connecting an intermediate gear or an outer gear to the sun gear shaft or the ring gear shaft, respectively, to transmit power.

8. In claim 7, The sun gear shaft is provided with an intermediate gear that is coupled to enable relative rotation with the sun gear shaft, and a brake gear for the sun gear shaft that is coupled to rotate together with the sun gear shaft is further provided. The ring gear shaft is provided with an external gear that is coupled to enable relative rotation with the ring gear shaft, and a brake gear for the ring gear shaft that is coupled to rotate together with the ring gear shaft is further provided. A power system for an electric vehicle, in which a brake clutch unit is selectively connected to a brake gear for a sun gear shaft and a brake gear for a ring gear shaft to control power transmission.

9. In claim 6 or claim 7, An electric vehicle power system, wherein first and second drive clutches are provided between the first and second input shafts and the main motor, respectively, to selectively transmit the power of the main motor to the first and second input shafts by disconnecting the connection between the main motor and the first and second input shafts.

10. In claim 1, The brake clutch unit is First and second brake gears, each of which is coupled with the gears of the compound planetary gear unit to control the rotation of the gears of the compound planetary gear unit; First and second brake axles, each equipped on the first and second brake gears, are double-pipe structures that rotate while having different diameters; Including the first and second brake clutches, which are respectively provided on the first and second brake axles and respectively control the connection with the first and second brake axles; A power system for an electric vehicle equipped to control power output to an output shaft through a compound planetary gear unit.

11. In claim 1 or claim 2, The power generation unit is a power system for an electric vehicle that includes a power generation shaft that is connected to an output shaft and rotates in conjunction with the output shaft, and a power generation motor that generates power by the rotation of the power generation shaft.

12. In claim 11, The generator shaft is equipped with multiple generator gears that are connected to the output shaft with different gear ratios and are capable of idling. An electric vehicle power system in which a power generation shift unit is provided on a power generation shaft so as to be movable in the axial direction while rotating together with the power generation shaft, thereby selectively connecting a plurality of power generation gears to the power generation shaft to enable variable speed power generation.

13. In claim 12, A power system for an electric vehicle, wherein one of the plurality of generator gears is equipped to have an output shaft and a reduction ratio, and the other generator gear is equipped to have an output shaft and an increase ratio.

14. In claim 1, The battery system is equipped with divided battery packs. Each battery pack is equipped with a switching unit connected to it. Each independent switching unit is equipped with an inverter that connects the main motor and the power generation unit. A power system for electric vehicles capable of simultaneously charging and discharging a split battery pack.

15. In claim 14, A power system for an electric vehicle, wherein the switching unit is equipped with first and second switching units, and the first and second switching units are equipped with a plurality of switches corresponding to divided battery packs, and each switch is connected to each battery pack in a one-to-one correspondence.

16. In claim 14, A power system for an electric vehicle in which the divided battery packs are arranged in a directionally aligned manner, and are used and discharged sequentially from the first battery pack to the last battery pack, and are charged sequentially from the last battery pack to the first battery pack.

17. In claim 16, An electric vehicle power system in which, when charging a divided battery pack for the first time, the last battery pack is charged only to 50-70% of its capacity, rather than being fully charged, to ensure that the last battery pack has enough charging space to be able to accept a charge immediately when driving begins.

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