KR102564815B1 - Electric vehicle - Google Patents

Abstract

A self-made electric vehicle is disclosed. The self-made electric vehicle of the present invention includes a body in which front wheels and rear wheels are rotatably coupled and a battery is coupled; Steering device for steering operation of the front wheel; A driving device for transmitting rotational force of the first motor and the second motor to the rear wheel; and a control device for controlling the driving device, wherein the control device includes: a first controller for controlling the first motor; A first contactor connecting the first motor and the battery; a second controller controlling a second motor; and a second contactor connecting the second motor and the battery. According to the present invention, a self-made electric vehicle that uses two motors to drive the motor step by step at low speed and high speed, and can adjust the rotation speed of both wheels differently when driving on a curve without using a differential gear. be able to provide

Description

Homebrew electric vehicle {ELECTRIC VEHICLE}

The present invention relates to a self-made electric vehicle, and more particularly, to a self-made electric vehicle in which driving energy is obtained by rotating a motor with electricity stored in a battery.

Self-made car racing competitions in which cars are designed, manufactured, and evaluated are being held through various domestic and foreign organizations.

When comparing self-made cars with mass-produced cars, there are still many areas that are lacking, but the degree of completion and vehicle performance are continuously improving as the years go by. This can be seen through the fact that the best records in each category, such as acceleration performance, endurance performance, and turning performance, are updated as the competition continues.

It is judged that the main factor that could increase the perfection of self-made cars is the accumulated technology and experience through repeated manufacturing, and the vehicle performance is based on theoretical basis by applying the contents of many papers and books that suggest the design direction and interpretation direction of self-made cars. based on improvement.

Since the self-made electric vehicle is designed in consideration of the regulations of the self-made electric vehicle competition, there are some differences when compared to the specifications of a general passenger car. That is, when compared to the specifications of a general passenger car, a self-made electric vehicle is implemented in a simplified form of subsystems such as a suspension device, a steering device, a body, a differential gear, a wheel, a brake, and a motor.

In this regard, Republic of Korea Patent Publication No. 2021-0104359 (hereinafter referred to as 'prior literature') filed by the applicant of the present invention discloses an electric vehicle. The electric vehicle of the prior art includes a frame, a wheel assembly mounted on the frame to be able to drive, and a steering wheel capable of changing the driving direction, and the frame is made of a rolled steel material for a welded structure in a leather manner.

Two motors are installed on the frame to provide driving force. The motor selectively drives a first drive unit that generates a high output based on a specific speed and a second drive unit that has a lower output than the first drive unit but can generate the highest speed.

Electric vehicles in the prior literature have advantages in that fuel efficiency can be improved through a lightweight frame and an improved Ackerman-Jangto design, and driving performance can be improved by applying a dual motor.

That is, the electric vehicle of the prior art is configured such that two motors are disposed so that two different driving modes can be automatically or manually set. The two driving modes can be switched manually or automatically, and the standard speed can be about 50 km/h.

The electric vehicle in the prior literature uses two controllers to maximize power use. The two controllers are connected in parallel, and the maximum output can be obtained when the two motors are driven simultaneously. Therefore, the electric vehicle of the prior art can improve fuel efficiency.

When a car travels in a straight line, both wheels rotate at the same speed. However, when a car drives on a curve, the wheel inside the curve must rotate slowly and the wheel outside the curve must rotate quickly to enable normal curve driving.

Therefore, a differential gear is installed on the rear axle of a homebrew car. A differential gear is a device that adjusts the number of revolutions of both wheels differently when driving on a curve.

When two gears mesh with each other and rotate, and the gear shaft also rotates around one gear shaft and the other gear shaft rotates, such a combination of gears is called a planetary gear device.

The gear in the center is called the sun gear, and the planetary gear rotates around the sun gear. In other words, the orbiting gear is called a planetary gear. When motion is given to any two of the sun gear shaft, planetary gear shaft and the link connecting them, the other one receives the two motions simultaneously and rotates. Such a gear device is called a differential gear device.

The differential gear used to drive the rear axle of an automobile is an application of this. For example, in a differential gear used to drive a rear axle of a vehicle, a sun gear and a planetary gear may be formed as bevel gears. Differential gear devices sometimes refer to this bevel gear type. The rear axle is connected to the differential large gear, and a structure meshed with the differential small gear is formed.

When going straight, the small gear rotates with the revolving gear case to rotate the large gear. When the car changes direction, the small gear rotates and rotates, and the outer large gear rotates quickly and the inner large gear rotates slowly to prevent the wheels from slipping.

However, the differential gear has the disadvantage of acting alone on one side when the difference in frictional force between the two wheels is large. If the grip (friction) is unpredictable and constantly changes, such as in a swampy area, snowy road, ice, etc., the differential gear does not function properly. That is, the grounded wheel is still and does not receive force, that is, only the wheel on the side without friction can spin.

Devices such as a traction control system, limited slip differential, and differential lock system are used to solve the problem of spinning only the wheel on the non-friction side.

In developing self-made electric vehicles, weight reduction acts as a key factor in achieving improved fuel efficiency and driving performance. However, the above-described devices for solving the problem of the wheel of the differential gear spinning may act as an obstacle to achieving weight reduction. Therefore, there is a need for a method of differently adjusting the number of revolutions of both wheels when driving on a curved road without using the above-described devices.

Republic of Korea Patent Publication No. 2021-0104359 (published date: 2021.08.25)

An object of the present invention is to use two motors to drive the motor step by step at low speed and high speed, and to adjust the rotation speed of both wheels differently when driving on a curve without using a differential gear. is to provide

The above object, according to the present invention, the front wheel and the rear wheel are rotatably coupled, the vehicle body to which the battery is coupled; a steering device for steering the front wheels; a driving device for transmitting rotational force of the first motor and the second motor to the rear wheel; and a control device controlling the driving device, wherein the control device includes: a first controller controlling the first motor; and a second controller controlling the second motor.

In addition, the above object, according to the present invention, the front wheel and the rear wheel are rotatably coupled, the vehicle body to which the battery is coupled; a steering device for steering the front wheels; a driving device that transmits rotational force to the rear wheel; and a control device for controlling the driving device, wherein the driving device includes: a first motor that rotates by the power of the battery and generates rotational force; and a second motor rotating by power from the battery and generating rotational force, wherein the control device controls the first motor and the second motor, respectively.

The control device may include: a first contactor connecting the first motor and the battery; and a second contactor connecting the second motor and the battery.

The driving device may include: a first chain transmission unit that transmits rotational force of the first motor to an axle of the rear wheel; And it may include a second chain transmission unit for transmitting the rotational force of the second motor to the axle of the rear wheel.

An axle of the rear wheel may include a first axle and a second axle, and rotational forces of the first motor and the second motor may be transmitted to the first axle and the second axle by a differential gear.

The axle of the rear wheel includes a first axle and a second axle, and the driving device includes: a first chain transmission unit transmitting rotational force of the first motor to the first axle; and a second chain transmission unit transmitting the rotational force of the second motor to the second axle.

The first controller and the second controller may be configured to control rotational speeds of the first motor and the second motor according to a signal from the steering device.

A first rotational speed sensor detects the angular velocity of the first axle, and the first controller may receive a signal from the first rotational speed sensor.

The first controller may receive a signal from the first rotation speed sensor and adjust the rotation speed of the first motor.

A second rotation speed detection sensor may detect the angular velocity of the second axle, and the second controller may receive a signal from the second rotation speed detection sensor.

The second controller may be configured to adjust the rotational speed of the second motor by receiving a signal from the second rotational speed detection sensor.

The steering device may be made of an Ackerman Jeantaud type.

According to the present invention, the control device includes a first controller for controlling a first motor; A first contactor connecting the first motor and the battery; a second controller controlling a second motor; and a second contactor connecting the second motor and the battery, thereby providing a self-made electric vehicle configured to drive the motor step by step at low speed and high speed using two motors.

In addition, the first controller and the second controller control the rotational speed of the first motor and the second motor according to a signal from the steering device, so that the rotational speed of both wheels is changed differently when driving on a curved road without using a differential gear. It becomes possible to provide a self-made electric vehicle configured to be adjustable.

1 is a perspective view of a self-made electric vehicle according to an embodiment of the present invention.
FIG. 2 is a schematic diagram showing a circuit diagram of the self-made electric vehicle of FIG. 1 .
FIG. 3 is a diagram showing a driving device of the self-made electric vehicle of FIG. 1 .
4 is a wiring configuration diagram of the self-made electric vehicle of FIG. 1;
5 is a diagram showing a driving device for a self-made electric vehicle according to a second embodiment of the present invention.
FIG. 6 is a diagram illustrating a rotation speed detection sensor of the self-made electric vehicle of FIG. 5 .

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, in describing the present invention, descriptions of already known functions or configurations will be omitted to clarify the gist of the present invention.

The self-made electric vehicle 10 of the present invention uses two motors to drive the motors step by step at low speed and high speed, and the number of revolutions of both wheels is increased when driving on a curve without using a differential gear 360. It is made so that it can be adjusted differently.

Example 1

1 is a perspective view of a self-made electric vehicle 10 according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing a control device 400 of the self-made electric vehicle 10 of FIG. 1 . FIG. 3 is a diagram showing a driving device 300 of the self-made electric vehicle 10 of FIG. 1 . FIG. 4 is a wiring configuration diagram of the self-made electric vehicle 10 of FIG. 1 .

As shown in FIGS. 1 to 3, the self-made electric vehicle 10 according to one embodiment of the present invention is made to obtain driving energy by rotating the motors 310 and 320 with the electricity stored in the battery 330, It includes a vehicle body 100, a steering device 200, a driving device 300 and a control device 400.

As shown in FIG. 1 , the vehicle body 100 includes a plurality of frames and rectangular members. A plurality of frames are coupled to each other by argon welding to form the vehicle body 100 . The vehicle body 100 includes a main roll hoop 110, a front roll hoop 120, a bulkhead 130, and a side protection structure 140.

First, in the design of the vehicle body 100, the driver should be able to drive comfortably so as to improve driving efficiency by reducing driver's fatigue. And secondly, the driver's safety must be supplemented. If the driver's body size is not accurately considered, the driver's safety cannot be guaranteed. For example, if the driver's position is placed forward considering only the design of the vehicle body 100, the range in which the main roll hoop 110 and the front roll hoop 120 can protect the driver may be exceeded.

A space between the main roll hoop 110 and the bulkhead 130 forms a driver's seat space. It is preferable to manufacture the length of the driver's seat space in the front and rear directions at least 1 m. The side protection structure 140 between the front roll hoop 120 and the main roll hoop 110 uses a pipe having an outer diameter of 25 mm or more to protect the driver's shoulders and arms by not being exposed to the outside.

[Table 1] below shows the specified pipe properties.

turn property value unit One modulus of elasticity 200 GPa 2 yield strength 300 MPa 3 tensile strength 365 MPa

The pipe for the front roll hoop 120 and the main roll hoop 110 must have an outer diameter of 25 mm and a thickness of 1.8 mm or more, and must satisfy mechanical properties. In order to comply with the pipe regulations of the International Student Creative Car Competition Operation Regulations, the front roll hoop 120 and the main roll hoop 110 were manufactured using a pipe with an outer diameter of 25.8 mm and a thickness of 2 mm.

The steering device 200 is a component for steering the front wheel T1. The steering device 200 refers to all devices that are operated when the driving direction of the vehicle is arbitrarily changed according to the driver's intention.

The steering device 200 may include a steering wheel, a steering shaft, a gear device and a link mechanism. The steering device 200 transmits the driver's steering force to the gear device. The gear device is a device that changes the direction of the steering force and at the same time increases the rotational force and transmits it to the driving link mechanism. The link mechanism transmits the operation of the gear unit to the front wheel T1 and correctly supports the relative positions of the left and right wheels.

The steering device 200 may be composed of a rack-pinion power steering device 200. The rack-pinion power steering device 200 may include a mechanical rack-pinion steering gear, a working cylinder and a piston, a rotary disk valve functioning as a control valve, and a hydraulic system (hydraulic pump, pressure limiting valve, hydraulic oil tank). .

The steering type is of the Ackerman Jeantaud type. The Ackerman burial method is a principle invented by Ackerman Rudolph and improved by Jeantaud Charles.

In the Ackerman burial type, the extension of the line connecting the king-pin and both ends of the tie rod intersects the center of the rear axle when going straight, so that when turning, the steering angle of the left and right front wheels (T1) is automatically adjusted. will make a difference. Therefore, it is possible to prevent sideslip of each wheel when the vehicle turns.

The front wheel T1 is designed to change direction from side to side around the king pin together with the steering knuckle for steering operation. It is desirable to set the inclination angle of the pin to 6~9°. For the purpose of reducing steering wheel operating force and reducing shock during driving and braking, the steering wheel operating force can be reduced by reducing the amount of offset along with the camber.

When a tire is impacted by bumps on the road while driving, the rotational impact around the kingpin is transmitted to the steering wheel with the offset amount as a radius, and if the offset amount is reduced, the impact amount can be reduced. Therefore, it is required to maintain the right direction at all times when the vehicle is driving and to return to the straight state when the driving direction is wrong due to steering wheel manipulation or external force, and the steering wheel operation must be smooth.

The functions of Front Wheel Alignment are as follows. First, the steering wheel can be easily operated with little force. Second, it ensures steering wheel operation and gives safety. Third, it gives stability to the steering wheel. Fourth, minimize tire abrasion.

Caster refers to the angle formed by the steering axis when the tire is steered with respect to the vertical line when viewed from the side of the vehicle. The angle formed by leaning forward or backward is called the caster angle. The caster angle was set to about 1°. This is to increase the stability of the wheel while driving.

The point where the extended line of the kingpin center line intersects with the road surface is called the caster point, and the distance between the caster point and the center of the tread is called the trail.

The caster point is in front of the tire contact surface, and the rolling resistance acting on the wheel acts on the center of the tire contact surface, so it gives straight stability to always direct the wheel in the direction of travel while driving.

If the caster is increased, the trail increases and the wheel lever arm becomes longer, so the restoring force increases, but if it is excessive, the steering force becomes heavy and sustains it when shimmy occurs.

Toe indicates whether the front of the tire is wide or narrow when viewed from above. A narrow front is called toe-in, and a wide one is called toe-out.

The purpose of giving toe is to eliminate play in the steering system. For this purpose it is required to give an In or Out rather than giving a toe of zero. When looking at the toe-in front wheel (T1) from above, the front is narrower than the rear. This condition is called toe-in, and the value of toe-in is set to about 8mm.

Toe-in converts the conical motion of the tire by the camber angle into straight motion and prevents toe-out due to wear of the steering linkage. In case of insufficient or excessive toe-in, the difference between the direction of travel and the direction of rotation of the tire becomes large.

Camber is an angle formed by inclining the top of a wheel inward or outward with respect to a vertical line when viewed from the front or rear of the vehicle, also called camber angle or simply camper. The camber lightens the operation of the steering wheel and prevents bending of the front axle due to vertical loads.

True camber improves straightness, but reduces turning power. Conversely, a lower camber increases turning power, but decreases straightness and wears out the tire tread. Therefore, the self-made electric vehicle 10 according to one embodiment of the present invention is set to zero camber, which is the midpoint, so that the functions are not concentrated in either direction.

The suspension system connects the axle and the vehicle body 100 with a shock absorber composed of a spring and a damper to mitigate vibration or impact that the axle receives from the road surface while driving, thereby improving the adhesion between the wheel and the road surface. It is a device that improves riding comfort.

When designing the suspension system, it is necessary to ensure that the connection part can sufficiently withstand the vibration and shock rising from the road surface in the vertical direction, and the horizontal driving force, braking force, and centrifugal force during turning that occur between the tire and the road surface in the horizontal direction. .

The suspension system can be applied with four oil shock absorbers to increase driving stability and make it easy to adjust. Oil shock absorbers have the advantage of absorbing even small vibrations. In addition, the oil shock absorber is convenient to adjust the air pressure, so it can always be designed as a soft spring according to the load.

The braking device is the most important device directly related to the driver's safety. It is important that the brake system performs its role even in urgent situations. In particular, what is important in constructing a braking device is braking performance for reducing or stopping the speed of a moving vehicle.

Braking performance can be identified by measuring the braking distance. Therefore, it is important to manufacture a simple structure to shorten the braking distance as much as possible and enable quick maintenance in the event of a problem.

As a brake method, a 4-point caliper type disc brake can be used. A disc brake is a brake that generates braking force by tightening a disk-shaped disc with a brake pad attached with friction material.

Disc brakes have a simple structure and are easy to maintain, and have good heat dissipation because the disc surface is exposed to the outside. Considering the load of the self-made electric vehicle 10 according to an embodiment of the present invention and the size of the vehicle, it was determined that the disc brake could exert sufficient braking force.

The braking distance was calculated to measure the braking performance. The braking distance was calculated including the idle distance to evaluate the performance.

The idle time varies depending on the driver's cognitive response characteristics, fatigue, physical and mental situations, and is also affected by mechanical characteristics such as brake play. In the field of actual traffic accident engineering, the idle time is considered to be about 0.7 to 1.0 seconds as an average value considering safety. Since the driving distance is expressed as the product of the speed and the driving time, the faster the speed of the car, the longer it is.

The braking distance is the distance traveled from the moment the brakes are actually applied to the moment the car stops. This is because the brakes have a gap, so they work after stepping on them to some extent.

Therefore, the driver's reaction time does not affect the braking distance. The braking distance varies depending on the vehicle's speed, weight, ups and downs of the road, wind direction, use of the brakes, and maintenance. Korean security standards stipulate that vehicles with a maximum speed of 80 km/h or more must stop within 22 m at a speed of 50 km/h with a maximum number of passengers (maximum number of passengers), and vehicles with a maximum speed of 80 km/h or less must be stopped within 14 m at a speed of 35 km/h. there is.

The stopping distance is the distance traveled by the car from the moment the driver recognizes the situation to stop until the car comes to a complete stop, and is the sum of the starting distance and the braking distance. Assuming that the speed in the competition is about 40 km/h and the reaction time is 1 second, the stopping distance is Gong distance (11.1 m) + Braking distance (7.85) = 18.95 m.

What is important in manufacturing the brake pedal (B) is driver's convenience. Vehicles are manufactured to fit the driver's body shape for optimal performance, and in the process, the vehicle is designed to suit the driver's convenience. In other words, when manufacturing the brake pedal (B), it is important for the driver's safety that the brake pedal (B) exerts its desired function.

The brake pedal (B) is used to adjust the speed or stop of the vehicle, or to make a sudden stop in an emergency. When a driver steps on a pedal, if there is a device that interferes with the driver's movement, the transmission of force between the driver's legs and feet and the pedal may not be performed properly.

Therefore, it is important to design a vehicle so that there are no parts that interfere between the driver's lower body and the pedals. In addition, since the disc brake was used as the brake, all that was needed for braking was the driver's pressure on the pedal. As the angle of the knee formed by the thigh and shin increases, the power transmission is better, so the position and distance of the brake pedal (B) were adjusted to suit this.

As shown in FIGS. 2 and 3 , the driving device 300 transmits rotational force of the first motor 310 and the second motor 320 to the rear wheel T2. The driving device 300 includes motors 310 and 320, a battery 330, a first chain transmission unit 340, a second chain transmission unit 350, and a differential gear 360.

As shown in FIG. 1 , the battery 330 is coupled to the left and right sides of the vehicle body 100 . The battery 330 uses a lithium ion battery supplied by the Organizing Committee. The size of the lithium-ion battery is length (500mm) × width (210mm) × height (150mm), and the weight is 26kg. The main specifications are a maximum voltage of 58.8V and a current capacity of 78Ah. [Table 2] below shows detailed specifications of the lithium ion battery.

Item Descriptions product name Li-ion battery (330) (INR 18650 2600mAh SP01) model name WWR030PP1430 rated voltage 51.8V rated capacity 78 Ah Assembly of Cells 14S30P operating voltage 39.2~58.8V charge stop voltage 58.8V Conti. Discharge Current 150A Max. Discharge Current 350 A / 10sec or less (< 5C) Operation Temperature Charging: 10~45 ℃ Discharge: -10~55 ℃ Case (material) Metal Size 500 X 210 X 150 mm Weight ≒ 26kg

The motors 310 and 320 include a first motor 310 and a second motor 320 . The motors 310 and 320 used AGNI 119R_68RPM that meets the automobile torque improvement and competition regulations. The detailed specifications of the used motor AGNI 119R_68RPM are shown in [Table 3] below.

Model
119R_68RPM VOLTAGE
12V 24V 36V 48V 60V RATED
POWER 1.0kW 2.6kW 4.9kW 8.8kW 11.1kW PEAK
POWER 2.8kW 7.6kW 12.3kW 17.0kW 21.6kW SPEED
(rpm) 748 1539 2329 3103 3919 CONT.
CURRENT 90A 120A 150A 200A 200A RATED
TORQUE 12.1Nm 17.6Nm 20.3Nm 27.2Nm 27.0Nm PEAK
CURRENT 400A PEAK
TORQUE 55.7Nm DIAMETER
(mm) 200 WEIGHT
11kg EFFICIENCY
94%

As shown in FIG. 3, the axle of the rear wheel T2 includes a first axle X1 and a second axle X2. The first chain transmission unit 340 transmits the rotational force of the first motor 310 to the first axle X1. The first gear 341 is not coupled to the first axle (X1). The gear coupled to the rotation shaft of the first motor 310 and the first gear 341 are connected by a chain 342 .

The first chain transmission unit 340 transmits the rotational force of the first motor 310 to the first axle X1 by chain drive. The second gear 351 is not coupled to the second axle X2. The gear coupled to the rotating shaft of the second motor 320 and the second gear 351 are connected by a chain 352 .

The first gear 341 and the second gear 351 are coupled to the case of the differential gear 360 . Accordingly, the rotational force of the first motor 310 and the second motor 320 is transmitted to the first axle X1 and the second axle X2 by the differential gear 360 .

The chains 342 and 352 were applied with standard Rs-40. Since the performance of the driving device 300 greatly changes according to the tension of the chains 342 and 352, it is required to properly set the distance between the first gear 341 and the second gear 351 and the motor. The chains 342 and 352 are designed to maintain tension without a separate tensioner.

The first gear 341 and the second gear 351 and the number of teeth of the gears attached to the motors 310 and 320 are set to 45 and 15, respectively, and the calculated gear center distance and the required number of links of the chains 342 and 352 are shown in the table below. Same as 4].

input Rs40 chain standard Output (mm) P (chain pitch) (mm) 12.7 PCD (pitch circle diameter) 182.062 N (number of teeth) (pcs) 45 M (module) 4.046 OD (outer diameter) 189.238 P (chain pitch) (mm) 12.7 PCD (pitch circle diameter) 61.084 N (number of teeth) (pcs) 15 M (module) 4.072 OD (outer diameter) 67.369 center distance (mm) 204 Number of chain links required (pieces) 63.5 center distance (mm) 205 Number of chain links required (pieces) 63.7 center distance (mm) 206 Number of chain links required (pieces) 63.8 center distance (mm) 207 Number of chain links required (pieces) 64.0

As shown in FIG. 2, the control device 400 is a component that controls the drive device 300, and includes a first controller 410, a second controller 420, a first contactor 430, and a second contactor ( 440).

The first controller 410 controls the first motor 310 . The second controller 420 controls the second motor 320 . The control device 400 controls the first motor 310 and the second motor 320 by the first controller 410 and the second controller 420 , respectively.

The first contactor 430 selectively connects the first motor 310 and the battery 330 . The second contactor 440 selectively connects the second motor 320 and the battery 330 .

The first controller 410 and the second controller 420 used a Kelly controller (KDZ-E-Brushed DC Series/PM Motor Controller (48V-72V) (650A-800A) (#KDZ48650E)). In addition, the motor and the battery 330 are connected using contactors 430 and 440 . The first contactor 430 selectively connects the first motor 310 and the battery 330 . The second contactor 440 selectively connects the second motor 320 and the battery 330 .

An ignition switch 450 capable of connecting or disconnecting electricity is connected between the battery 330 and the first contactor 430 and the second contactor 440. And for safety, a pair of emergency stop switches 460 were additionally connected.

Example 2

5 is a diagram showing a drive device 300 for a self-made electric vehicle according to a second embodiment of the present invention. FIG. 6 is a diagram illustrating a rotation speed detection sensor of the self-made electric vehicle of FIG. 5 .

As shown in FIGS. 3 and 5 , the difference between the first embodiment and the second embodiment of the present invention lies in the presence or absence of a differential gear 360 .

In the self-made electric vehicle 10 according to one embodiment of the present invention, the rotational force of the motor is transmitted to the axle of the rear wheel T2 through the differential gear 360. However, in the self-made electric vehicle according to the second embodiment of the present invention, the differential gear 360 is not used. That is, the rotational force of the first motor 310 is directly transmitted to the first axle X1 of the rear wheel T2, and the rotational force of the second motor 320 is directly transmitted to the second axle X2 of the rear wheel T2. do.

As shown in FIG. 5 , the axle of the rear wheel T2 of the self-made electric vehicle according to the second embodiment of the present invention includes a first axle X1 and a second axle X2.

The first chain transmission unit 340 transmits the rotational force of the first motor 310 to the first axle X1. The first gear 341 is coupled to the first axle (X1). The gear coupled to the rotation shaft of the first motor 310 and the first gear 341 are connected by a chain 342 . Accordingly, the rotational force of the first motor 310 is directly transmitted to the first axle X1 through the first chain transmission unit 340 .

The first chain transmission unit 340 transmits the rotational force of the first motor 310 to the first axle X1 by chain drive. The second gear 351 is coupled to the second axle X2. The gear coupled to the rotating shaft of the second motor 320 and the second gear 351 are connected by a chain 352 . Accordingly, the rotational force of the second motor 320 is directly transmitted to the second axle X2 through the second chain transmission unit 350 .

The self-made electric vehicle 10 according to one embodiment of the present invention adjusts the number of revolutions of both wheels differently when driving on a curved road by means of a differential gear 360 . Therefore, when the self-made electric vehicle 10 drives on a curve, the inner wheel rotates slowly and the outer wheel rotates quickly, so that the self-made electric vehicle 10 can normally drive on a curve.

The first controller 410 and the second controller 420 of the self-made electric vehicle according to the second embodiment of the present invention rotate the first motor 310 and the second motor 320 according to a signal from the steering device 200. You will control the speed. The signal of the steering device 200 means a signal for a steering angle of the vehicle.

That is, the first controller 410 and the second controller 420 of the self-made electric vehicle according to the second embodiment of the present invention correspond to (proportional to) the angle at which the handle is bent in the straight driving position of the vehicle, so that the wheel inside the curve rotates slowly When driving on a curve, the rotation speed of both wheels is adjusted differently so that the outside wheel turns quickly.

And since the rotational force of the first motor 310 is directly transmitted to the first axle X1 of the rear wheel T2 and the rotational force of the second motor 320 is directly transmitted to the second axle X2 of the rear wheel T2. , the phenomenon of spinning only the wheel on the non-frictional side does not occur.

As shown in FIGS. 5 and 6 , the first rotation speed detection sensor S1 detects the angular velocity of the first axle X1. A cog wheel is coupled to the first axle (X1). The first rotational speed detection sensor S1 is coupled to the frame of the vehicle body 100 .

The first rotational speed detection sensor S1 measures the angular velocity of the first gear wheel W1 using the change in the magnetic field. The central portion of the first rotational speed detection sensor S1 is provided with an iron core S1A made of a permanent magnet. Then, the coil S1B forms a structure wound around the iron core S1A.

When the first axle (X1) rotates and the first cogwheel (W1) passes in front of the iron core (S1A), the strength of the magnetic field formed by the permanent magnet changes and around the first rotation speed sensor (S1) AC electricity is induced in the wound coil S1B.

The first controller 410 receives a signal from the first rotation speed detection sensor S1 and calculates the angular velocity of the first axle X1 through the number of signals generated per unit time. The first controller 410 receives a signal from the first rotation speed detection sensor S1 and adjusts the rotation speed of the first motor 310 .

The second rotation speed detection sensor S2 measures the angular velocity of the second cog wheel W2 using the change in the magnetic field. An iron core made of a permanent magnet is provided at the center of the second rotation speed detection sensor S2. Then, a coil is wound around the iron core to form a structure.

When the second axle (X2) rotates and the second cogwheel (W2) passes in front of the iron core, the strength of the magnetic field formed by the permanent magnet changes and the coil wound around the second rotation speed sensor (S2) alternating current is induced.

The second controller 420 receives a signal from the second rotation speed detection sensor S2 and calculates the angular velocity of the second axle X2 based on the number of signals generated per unit time. The second controller 420 receives a signal from the second rotation speed detection sensor S2 and adjusts the rotation speed of the second motor 320 .

Therefore, the self-made electric vehicle according to the second embodiment of the present invention can synchronize the rotational speeds of both wheels when driving in a straight line. In addition, when the self-made electric vehicle 10 drives on a curve, it is possible to precisely control the rotation speed of both wheels in correspondence (proportional) to the angle at which the steering wheel is bent.

According to the present invention, the control device 400, the first controller 410 for controlling the first motor 310; A first contactor 430 connecting the first motor 310 and the battery 330; a second controller 420 controlling the second motor 320; and a second contactor 440 connecting the second motor 320 and the battery 330 to drive the motor step by step at low speed and high speed using two motors (10). ) can be provided.

In addition, the first controller 410 and the second controller 420 control the rotational speeds of the first motor 310 and the second motor 320 according to the signal of the steering device 200, so that the differential gear 360 It is possible to provide a self-made electric vehicle 10 configured to differently adjust the number of revolutions of both wheels when driving on a curved road without using.

In the foregoing, although specific embodiments of the present invention have been described and shown, the present invention is not limited to the described embodiments, and it is common knowledge in the art that various modifications and variations can be made without departing from the spirit and scope of the present invention. It is self-evident to those who have Therefore, such modifications or variations should not be individually understood from the technical spirit or viewpoint of the present invention, and modified embodiments should fall within the scope of the claims of the present invention.

10: self-made electric car
100: body 200: steering device
110: main roll hoop 400: control device
120: front roll hoop 410: first controller
130: bulkhead 420: second controller
140: side protection structure 430: first contactor
300: driving device 440: second contactor
310: first motor 450: start switch
320: second motor 460: emergency stop switch
330: battery S1: first rotation speed detection sensor
340: first chain transmission unit S1A: iron core
341: first gear S1B: coil
342: chain S2: second rotation speed detection sensor
350: second chain transmission unit B: brake pedal
351: second gear
352: chain
360: differential gear
T1: front wheel
T2: rear wheel
X1: 1st axle
X2: 2nd axle
W1: 1st cog wheel
W2: 2nd cog wheel

Claims (12)

A vehicle body in which a front wheel and a rear wheel are rotatably coupled and a battery is coupled;
a steering device for steering the front wheels;
a driving device for transmitting rotational force of the first motor and the second motor to the rear wheel; and
Including a control device for controlling the driving device,
The control device,
a first controller controlling the first motor; and
And a second controller for controlling the second motor,
The axle of the rear wheel includes a first axle and a second axle,
The self-made electric vehicle, characterized in that the rotational force of the first motor and the second motor is transmitted to the first axle and the second axle by a differential gear. A vehicle body in which a front wheel and a rear wheel are rotatably coupled and a battery is coupled;
a steering device for steering the front wheels;
a driving device that transmits rotational force to the rear wheel; and
Including a control device for controlling the driving device,
The driving device is
A first motor that rotates by the power of the battery and generates rotational force; and
And a second motor that rotates by the power of the battery and generates rotational force,
The control device controls the first motor and the second motor, respectively;
The axle of the rear wheel includes a first axle and a second axle,
The self-made electric vehicle, characterized in that the rotational force of the first motor and the second motor is transmitted to the first axle and the second axle by a differential gear. According to claim 1,
The control device,
a first contactor connecting the first motor and the battery; and
A self-made electric vehicle comprising a second contactor connecting the second motor and the battery. According to claim 1,
The driving device is
a first chain transmission unit transmitting the rotational force of the first motor to an axle of the rear wheel; and
A self-made electric vehicle, characterized in that it comprises a second chain transmission unit for transmitting the rotational force of the second motor to the axle of the rear wheel. delete According to claim 1,
The driving device is
a first chain transmission unit transmitting the rotational force of the first motor to the first axle; and
A self-made electric vehicle comprising a second chain transmission unit for transmitting the rotational force of the second motor to the second axle. According to claim 6,
The first controller and the second controller control rotational speeds of the first motor and the second motor according to a signal from the steering device. According to claim 7,
A first rotational speed detection sensor detects the angular velocity of the first axle,
The self-made electric vehicle, characterized in that the first controller receives the signal of the first rotational speed detection sensor. According to claim 8,
The self-made electric vehicle, characterized in that the first controller adjusts the rotational speed of the first motor by receiving a signal from the first rotational speed detection sensor. According to claim 7,
A second rotational speed detection sensor detects the angular velocity of the second axle,
The second controller receives a signal from the second rotation speed sensor. According to claim 10,
The self-made electric vehicle, characterized in that the second controller adjusts the rotational speed of the second motor by receiving a signal from the second rotational speed detection sensor. According to claim 1,
The self-made electric vehicle, characterized in that the steering device is made of an Ackerman Jeantaud type.

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