JPH09266605A - Device for driving hybrid electric car - Google Patents
Device for driving hybrid electric carInfo
- Publication number
- JPH09266605A JPH09266605A JP7359096A JP7359096A JPH09266605A JP H09266605 A JPH09266605 A JP H09266605A JP 7359096 A JP7359096 A JP 7359096A JP 7359096 A JP7359096 A JP 7359096A JP H09266605 A JPH09266605 A JP H09266605A
- Authority
- JP
- Japan
- Prior art keywords
- generator
- power converter
- motor
- electric
- electric motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 claims description 6
- 238000001514 detection method Methods 0.000 claims description 5
- 238000000034 method Methods 0.000 description 11
- 238000010586 diagram Methods 0.000 description 7
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000010248 power generation Methods 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明はエンジンと電動機を
駆動装置内に備えたハイブリッド型電気車用駆動装置に
関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid electric vehicle drive device having an engine and an electric motor in the drive device.
【０００２】[0002]
【従来の技術】複数の電動機とエンジンを駆動装置内に
備えたハイブリッド型電気車の従来技術は、特開平6−1
44020号公報に開示されたものがある。特開平6−144020
号公報によれば、エンジンと第１の駆動装置を第１のク
ラッチで連結し、また第１の駆動装置と第２の駆動装置
を第２のクラッチで連結することにより低速および中速
においてエンジンを駆動することなく走行でき、また第
２の駆動装置を発電機として駆動させバッテリも充電で
きるものであると記載されている。2. Description of the Related Art The prior art of a hybrid electric vehicle having a plurality of electric motors and an engine in a drive unit is disclosed in Japanese Patent Laid-Open No. 6-1.
There is one disclosed in Japanese Patent No. 44020. JP-A-6-144020
According to the publication, by connecting the engine and the first drive device with a first clutch, and by connecting the first drive device and the second drive device with a second clutch, the engine can be operated at low and medium speeds. It is described that the vehicle can be driven without driving, and the battery can be charged by driving the second drive device as a generator.
【０００３】[0003]
【発明が解決しようとする課題】しかし、上記従来技術
には、次の点で問題があった。However, the above-mentioned prior art has the following problems.
【０００４】特開平6−144020 号公報では、第１の駆動
装置と第２の駆動装置は同軸上に設置されているので、
第２の駆動装置が故障し回転不能になった場合は、車両
自体が走行不能になり立ち往生する可能性がある。ま
た、第１の駆動装置が故障し回転不能になった場合は、
エンジンによる発電機駆動ができなくなりその結果バッ
テリの充電ができなくなる可能性もある。In Japanese Laid-Open Patent Publication No. 6-144020, since the first drive device and the second drive device are installed coaxially,
If the second drive device fails and becomes unrotatable, the vehicle itself may become inoperable and may get stuck. If the first drive device fails and cannot rotate,
There is a possibility that the generator cannot be driven by the engine and as a result the battery cannot be charged.
【０００５】本発明の目的は、車両駆動用の交流電動機
をはじめ電動機用電力変換器やバッテリ充電用の交流発
電機、発電機用電力変換器が故障した場合でも車両の走
行およびバッテリの充電を継続できる高信頼性のハイブ
リッド型電気車用駆動装置を提供することにある。An object of the present invention is to drive a vehicle and charge a battery even when a power converter for an electric motor, a power converter for a motor, an AC generator for charging a battery, or a power converter for a generator fails, as well as an AC motor for driving a vehicle. It is to provide a highly reliable hybrid electric vehicle drive device that can be continued.
【０００６】[0006]
【課題を解決するための手段】上記の目的を達成するた
め、本発明は制御装置に車両駆動用交流電動機および電
動機用電力変換器，交流発電機および発電機用電力変換
器それぞれの故障検出機能を備え、故障時にはその他の
正常な電動機や発電機、および電力変換器を用いて車両
の駆動、もしくはバッテリの充電を行う。In order to achieve the above object, the present invention provides a controller with a failure detection function for each of a vehicle drive AC motor and a power converter for an electric motor, an AC generator and a power converter for a generator. When a failure occurs, the vehicle is driven or the battery is charged by using other normal electric motors and generators and power converters.
【０００７】[0007]
【発明の実施の形態】以下、本発明による実施例につい
て図を参照し説明する。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.
【０００８】図１は本発明の一実施例である、車両駆動
用の交流電動機や電動機用電力変換器、もしくはバッテ
リ充電用の交流発電機や発電機用電力変換器の故障時
に、その他の正常な電動機や発電機、および電力変換器
を用いて車両の駆動、もしくはバッテリの充電を行うハ
イブリッド型電気車用駆動装置のブロック図である。FIG. 1 is an embodiment of the present invention. When an AC motor for driving a vehicle or a power converter for an electric motor, or an AC generator for battery charging or a power converter for a generator fails, another normal condition is produced. FIG. 4 is a block diagram of a hybrid electric vehicle drive device that drives a vehicle or charges a battery using a different electric motor, generator, and power converter.
【０００９】通常、直列型ハイブリッド車は交流電動機
１に電動機用電力変換器２から交流電力を供給し、車両
を駆動する。さらに、エンジン３により交流発電機４を
駆動し、発生した交流電力を発電機用電力変換器５で直
流電力に変換してバッテリ６の充電を行う。その際、バ
ッテリ６の充電制御と交流電動機１の駆動制御を行うの
が制御装置７である。従来このようなハイブリッド型電
気車用駆動装置では、交流電動機１および電動機用電力
変換器２が故障した場合は走行不能になり、立ち往生す
る可能性があった。また、交流発電機４および発電機用
電力変換器５が故障した場合はバッテリを充電できなく
なり、走行距離が低下する可能性もあった。そこで、本
発明の駆動装置では、図１に示すように発電機用電力変
換器５と交流発電機４を用いて車両を駆動する駆動制御
手段８と電動機用電力変換器２と交流電動機１を用いて
バッテリの充電を行う充電制御手段９を備え、それぞ
れ、交流電動機１もしくは電動機用電力変換器２が故障
して走行不能になった場合には駆動制御手段８により走
行を継続し、また交流発電機４もしくは発電機用電力変
換器５が故障してバッテリ６への充電が不能になりかつ
充電が必要な場合には充電制御手段９によりバッテリ６
の充電を継続する。Normally, in a series hybrid vehicle, AC power is supplied from an AC power converter 2 to an AC motor 1 to drive the vehicle. Further, the engine 3 drives the AC generator 4, the generated AC power is converted into DC power by the generator power converter 5, and the battery 6 is charged. At that time, the control device 7 controls the charging of the battery 6 and the drive control of the AC motor 1. Conventionally, in such a hybrid electric vehicle drive device, if the AC electric motor 1 and the electric power converter 2 for the electric motor have failed, the vehicle may be unable to travel and may be stuck. Further, if the AC generator 4 and the power converter 5 for the generator are out of order, the battery cannot be charged and the traveling distance may decrease. Therefore, in the drive system of the present invention, as shown in FIG. 1, the drive control means 8 for driving the vehicle using the power converter 5 for the generator and the AC generator 4, the power converter 2 for the electric motor, and the AC electric motor 1 are provided. Charging control means 9 for charging the battery by using the charging control means 9 is provided, and when the AC motor 1 or the electric power converter 2 for an electric motor fails and the vehicle cannot run, the drive control means 8 continues the running, and the AC When the generator 4 or the power converter 5 for the generator fails and the charging of the battery 6 becomes impossible and charging is required, the charging control means 9 causes the battery 6 to be charged.
To continue charging.
【００１０】まず、交流電動機１もしくは電動機用電力
変換器２が故障して走行不能になった場合について説明
する。駆動制御手段８は図１に示すように交流電動機１
と電動機用電力変換器２の間に開閉器ＳＷ１を、交流発
電機４と発電機用電力変換器５の間に開閉器ＳＷ２を、
電動機用電力変換器２の出力側と発電機用電力変換器５
の入力側の間に開閉器ＳＷ３をそれぞれ設けている。ま
た、交流電動機１とデファレンシャル１０との間、さら
にエンジン３と交流発電機４との間に動力切換手段１１
を設け動力の伝達経路の切り換えを行う。この動力切換
手段１１は交流電動機１とデファレンシャル１０とエン
ジン３と交流発電機４との間で制御装置７によって動力
の伝達経路の切り換えを行うものである。さらに、図２
に示すように、制御装置７には交流電動機１と電動機用
電力変換器２の故障検出手段１８を設けている。First, a case where the AC electric motor 1 or the electric power converter 2 for the electric motor fails and the vehicle cannot run will be described. The drive control means 8 is, as shown in FIG.
And a switch SW1 between the motor power converter 2 and the motor, and a switch SW2 between the AC generator 4 and the power converter 5 for the generator.
Output side of electric power converter 2 for electric motor and electric power converter 5 for generator
A switch SW3 is provided between the input sides of the switches. Further, power switching means 11 is provided between the AC motor 1 and the differential 10 and between the engine 3 and the AC generator 4.
Is provided to switch the power transmission path. The power switching means 11 switches the power transmission path among the AC motor 1, the differential 10, the engine 3, and the AC generator 4 by the control device 7. Furthermore, FIG.
As shown in FIG. 3, the control device 7 is provided with a failure detecting means 18 for the AC electric motor 1 and the electric motor power converter 2.
【００１１】ここで、交流電動機１もしくは電動機用電
力変換器２が故障した場合の走行継続方法手順を図３を
用いて説明する。まず、ステップ２０では、制御装置７
内の故障検出手段１８で、交流電動機１と電動機用電力
変換器２の故障検出を行う。この結果、故障が検出され
なければステップ２１で通常走行を行う。すなわち制御
装置７内の駆動制御部１５により電動機用電力変換器２
を制御し、交流電動機１により車両駆動を行う。それに
対してステップ２０で、交流電動機１もしくは電動機用
電力変換器２に故障が検出されれば、ステップ２２で動
力切換手段１１を制御し、交流発電機４とデファレンシ
ャル１０の動力伝達経路を接続する。続いてステップ２
３で、開閉器ＳＷ１を開，開閉器ＳＷ２を閉，開閉器Ｓ
Ｗ３を開に制御する。そしてステップ２４で制御装置７
内の駆動制御部１５により発電機用電力変換器５を制御
し、交流発電機４により車両駆動を行う。この時の駆動
制御は図４に示すような制御方法で行えばよい。図４は
駆動制御系の構成を示すブロック図である。まず、トル
ク司令演算部３０にアクセル信号ＡＣＣとブレーキ信号
ＢＲＫを入力し電動機が発生すべきトルク指令Ｔｒ* を
演算する。続いてトルク制御部３１でトルク指令Ｔｒ*
と電動機速度ωｍの入力により電動機のｄ軸電流の指令
値Ｉｄ*とｑ軸電流の指令値Ｉｑ*を演算する。次に電流
制御部３２でＩｄ*，Ｉｑ*にそれぞれ１次電流Ｉ１を座
標変換３３に入力して求められたｄ軸電流Ｉｄ，ｑ軸電
流Ｉｑが一致するように電動機のｄ軸電圧Ｖｄ* ，ｑ軸
電圧Ｖｑ*を演算する。そして座標変換３４でＶｄ*，Ｖ
ｑ*を３相電圧指令Ｖ１*に変換し、さらにＰＷＭ制御部
３５でＰＷＭ信号に変換し電力変換器へ出力する。この
ように制御することにより交流電動機を所要のトルクに
制御することができる。Here, the procedure of a method for continuing traveling when the AC motor 1 or the electric power converter 2 for the motor fails will be described with reference to FIG. First, in step 20, the control device 7
The failure detection means 18 therein detects the failure of the AC electric motor 1 and the electric power converter 2 for the electric motor. As a result, if no failure is detected, normal traveling is performed in step 21. That is, the drive control unit 15 in the control device 7 controls the electric power converter 2 for the electric motor.
And the AC motor 1 drives the vehicle. On the other hand, if a failure is detected in the AC motor 1 or the electric power converter 2 for the motor in step 20, the power switching means 11 is controlled in step 22 to connect the power transmission paths of the AC generator 4 and the differential 10. . Then step 2
At 3, switch SW1 is opened, switch SW2 is closed, switch S
Control W3 to open. Then, in step 24, the control device 7
The drive control unit 15 therein controls the power converter 5 for the generator, and the AC generator 4 drives the vehicle. The drive control at this time may be performed by the control method shown in FIG. FIG. 4 is a block diagram showing the configuration of the drive control system. First, the accelerator command ACC and the brake signal BRK are input to the torque command calculation unit 30 to calculate the torque command Tr * to be generated by the electric motor. Then, the torque control unit 31 causes the torque command Tr *
And the motor speed ωm, the d-axis current command value Id * and the q-axis current command value Iq * of the motor are calculated. Next, the d-axis current Id and the q-axis current Iq obtained by inputting the primary current I1 into the coordinate conversion unit 33 in the current control unit 32 for Id * and Iq * respectively match the d-axis voltage Vd * of the electric motor. , Q-axis voltage Vq * is calculated. Then, in coordinate conversion 34, Vd *, V
q * is converted into a three-phase voltage command V1 *, and further converted into a PWM signal by the PWM control unit 35 and output to the power converter. By controlling in this way, the AC motor can be controlled to a required torque.
【００１２】以上のように、エンジン，交流発電機，交
流電動機およびデファレンシャルの間に動力切換手段を
設け、さらに交流電動機と電動機用電力変換器との間、
交流発電機と発電機用電力変換器との間、電動機用電力
変換器の出力側と発電機用電力変換器の入力側との間に
それぞれ開閉器を設け、交流発電機および発電機用電力
変換器により車両の駆動を行うことにより、交流電動機
もしくは電動機用電力変換器に故障が生じた場合でも、
車両の走行を継続することができる。また、電動機用電
力変換器のみ故障した場合は、発電用電力変換器により
交流電動機を駆動するようにしてもよい。As described above, the power switching means is provided between the engine, the AC generator, the AC motor and the differential, and further between the AC motor and the power converter for the motor,
A switch is provided between the AC generator and the power converter for the generator, and between the output side of the power converter for the motor and the input side of the power converter for the generator. By driving the vehicle with the converter, even if a failure occurs in the AC electric motor or the electric power converter for the electric motor,
The vehicle can continue to run. Further, when only the electric power converter for the electric motor fails, the AC electric motor may be driven by the electric power converter for the power generation.
【００１３】次に、交流発電機４もしくは発電機用電力
変換器５が故障してバッテリの充電が不能になった場合
について説明する。充電制御手段９は図１に示すように
交流電動機１と電動機用電力変換器２の間に開閉器ＳＷ
１を、交流発電機４と発電機用電力変換器５の間に開閉
器ＳＷ２を、電動機用電力変換器２の出力側と発電機用
電力変換器５の入力側の間に開閉器ＳＷ３をそれぞれ設
けている。また、交流電動機１とデファレンシャル１０
との間、さらにエンジン３と交流発電機４との間に動力
切換手段１１を設け動力の伝達経路の切り換えを行う。
さらに、図２に示すように、制御装置７には交流発電機
４と発電機用電力変換器５の故障検出手段１８を設けて
いる。Next, a case will be described in which the AC generator 4 or the power converter 5 for the generator fails and the battery cannot be charged. As shown in FIG. 1, the charging control means 9 includes a switch SW between the AC electric motor 1 and the electric power converter 2 for the electric motor.
1, a switch SW2 between the AC generator 4 and the power converter 5 for the generator, and a switch SW3 between the output side of the power converter 2 for the electric motor and the input side of the power converter 5 for the generator. Each is provided. In addition, the AC motor 1 and the differential 10
Between the engine 3 and the AC generator 4 to switch the power transmission path.
Further, as shown in FIG. 2, the control device 7 is provided with a failure detecting means 18 for the AC generator 4 and the generator power converter 5.
【００１４】ここで、交流発電機４もしくは発電機用電
力変換器５が故障した場合の充電継続方法手順を図５を
用いて説明する。まず、ステップ４０では、制御装置７
内の故障検出手段１８で、交流発電機４と発電機用電力
変換器５の故障検出を行う。この結果、故障が検出され
なければステップ４１で通常のバッテリ充電を行う。す
なわち、エンジン３により交流発電機４を駆動して交流
電力を発生させ、発生した交流電力を発電機用電力変換
器５により直流電力に変換し、バッテリ６の充電を行
う。それに対して、ステップ４０で、交流発電機４もし
くは発電機用電力変換器５に故障が検出されれば、ステ
ップ４２で現在バッテリ６の充電が必要であるかを判断
する。この結果、バッテリ６の充電が必要でないと判断
されればステップ４３で充電停止処理が行われる。それ
に対して、バッテリ６の充電が必要であると判断された
場合は、ステップ４４で車両を停止した後、動力切換手
段１１を制御し、交流電動機１とエンジン３の動力伝達
経路を接続する。続いてステップ４５で、開閉器ＳＷ１
を閉，開閉器ＳＷ２を開，開閉器ＳＷ３を開に制御す
る。そしてステップ４６で制御装置７内の充電制御部１
６により電動機用電力変換器２を制御し、交流電動機１
によりバッテリ６の充電を行う。この時の充電制御は図
６に示すような制御方法で行えばよい。図６は充電制御
系の構成を示すブロック線図である。まず、バッテリ電
圧制御部５０にバッテリ電圧指令Ｖｂ*とバッテリ電圧
Ｖｂを入力しバッテリ電流指令Ｉｂ* を演算する。続い
てバッテリ電流制御部５１でバッテリ電流指令Ｉｂ* と
バッテリ電流Ｉｂの入力により発電機に流す電流の指令
値Ｉｇ* を演算する。次に発電機電流制御部５２で電流
指令値Ｉｇ*に発電機電流Ｉｇが一致するように発電機
電圧指令Ｖｇ*を演算し、さらにＰＷＭ制御部５３でＰ
ＷＭ信号に変換し電力変換器へ出力する。このように制
御することによりバッテリを所要の電圧に充電制御する
ことができる。Here, the procedure of the charging continuation method when the AC generator 4 or the generator power converter 5 fails will be described with reference to FIG. First, in step 40, the control device 7
The failure detection means 18 therein detects the failure of the AC generator 4 and the generator power converter 5. As a result, if no failure is detected, normal battery charging is performed in step 41. That is, the engine 3 drives the alternating-current generator 4 to generate alternating-current power, the generated alternating-current power is converted into direct-current power by the generator power converter 5, and the battery 6 is charged. On the other hand, if a failure is detected in the AC generator 4 or the generator power converter 5 in step 40, it is determined in step 42 whether the battery 6 needs to be charged at present. As a result, if it is determined that the battery 6 does not need to be charged, the charging stop process is performed in step 43. On the other hand, when it is determined that the battery 6 needs to be charged, the vehicle is stopped in step 44, the power switching means 11 is controlled, and the power transmission path between the AC electric motor 1 and the engine 3 is connected. Then, in step 45, the switch SW1
Is closed, the switch SW2 is opened, and the switch SW3 is opened. Then, in step 46, the charging control unit 1 in the control device 7
6 controls the electric power converter 2 for the electric motor, and the AC electric motor 1
Thus, the battery 6 is charged. The charging control at this time may be performed by the control method shown in FIG. FIG. 6 is a block diagram showing the configuration of the charge control system. First, the battery voltage command Vb * and the battery voltage Vb are input to the battery voltage control unit 50 to calculate the battery current command Ib *. Then, the battery current control unit 51 calculates the command value Ig * of the current to be passed through the generator by inputting the battery current command Ib * and the battery current Ib. Next, the generator current control unit 52 calculates the generator voltage command Vg * so that the generator current Ig matches the current command value Ig *, and the PWM control unit 53 further sets P
It is converted to a WM signal and output to the power converter. By controlling in this way, it is possible to control the charging of the battery to a required voltage.
【００１５】以上のように、エンジン，交流発電機，交
流電動機およびデファレンシャルの間に動力切換手段を
設け、さらに交流電動機と電動機用電力変換器との間、
交流発電機と発電機用電力変換器との間、電動機用電力
変換器の出力側と発電機用電力変換器の入力側との間に
それぞれ開閉器を設け、交流電動機および電動機用電力
変換器によりバッテリの充電を行うことにより、交流発
電機もしくは発電機用電力変換器に故障が生じた場合で
も、バッテリの充電を継続することができる。また、発
電機用電力変換器のみ故障した場合は、電動機用電力変
換器と交流発電機を用いた充電制御を行ってもよい。As described above, the power switching means is provided between the engine, the AC generator, the AC motor and the differential, and further between the AC motor and the power converter for the motor,
A switch is provided between the AC generator and the power converter for the generator, between the output side of the power converter for the electric motor and the input side of the power converter for the generator, and the AC electric motor and the power converter for the electric motor are provided. Thus, by charging the battery, the battery can be continuously charged even if a failure occurs in the AC generator or the power converter for the generator. In addition, when only the power converter for the generator fails, charging control using the power converter for the electric motor and the AC generator may be performed.
【００１６】また、表１に各故障モードにおけるＳＷ
１，ＳＷ２，ＳＷ３、および動力切換手段１１の制御状
態を示す。Further, Table 1 shows SW in each failure mode.
1 shows the control states of SW1, SW2 and SW3, and the power switching means 11.
【００１７】[0017]
【表１】 [Table 1]
【００１８】このように交流電動機や電動機用電力変換
器、もしくは交流発電機や発電機用電力変換器が故障し
た場合でも車両の駆動やバッテリの充電を継続すること
ができるが、交流電動機と交流発電機がともに故障した
場合はエンジンにより車両を駆動することもできる。Thus, even if the AC motor or the electric power converter for the electric motor, or the AC generator or the electric power converter for the generator fails, the vehicle can be continuously driven and the battery can be charged. If both generators fail, the engine can drive the vehicle.
【００１９】[0019]
【発明の効果】本発明によれば、制御装置に車両駆動用
交流電動機および電動機用電力変換器、交流発電機およ
び発電機用電力変換器の故障検出機能を備え、故障時に
はその他の正常な電動機や発電機、および電力変換器を
用いて、車両の駆動やバッテリの充電を行うことによ
り、電力変換器や電動機、もしくは発電機が故障した場
合でも車両の走行やバッテリの充電を継続することがで
きる。According to the present invention, the control device is provided with the vehicle drive AC motor and the electric power converter for the electric motor, the failure detection function of the AC generator and the electric power converter for the generator, and other normal electric motors at the time of failure. By driving the vehicle and charging the battery using the power generator, generator, and power converter, the vehicle can continue running and the battery can be charged even if the power converter, motor, or generator fails. it can.
【図１】本発明の一実施例であるハイブリッド型電気車
用制御装置のブロック図。FIG. 1 is a block diagram of a hybrid electric vehicle controller according to an embodiment of the present invention.
【図２】本発明の一実施例であるハイブリッド型電気車
用駆動装置の制御装置の説明図。FIG. 2 is an explanatory diagram of a control device of a hybrid electric vehicle drive device according to an embodiment of the present invention.
【図３】本発明の一実施例であるハイブリッド型電気車
用駆動装置の交流電動機および電動機用電力変換器故障
時の処理手順を示すフローチャート。FIG. 3 is a flowchart showing a processing procedure when a failure occurs in the AC electric motor and the electric power converter for the electric motor of the hybrid electric vehicle drive device according to the embodiment of the present invention.
【図４】交流電動機の駆動制御方法の一構成を示すブロ
ック図。FIG. 4 is a block diagram showing a configuration of a drive control method for an AC motor.
【図５】本発明の一実施例であるハイブリッド型電気車
用駆動装置の交流発電機および発電機用電力変換器故障
時の処理手順を示すフローチャート。FIG. 5 is a flowchart showing a processing procedure at the time of failure of an AC generator and a power converter for a generator of a hybrid electric vehicle drive device according to an embodiment of the present invention.
【図６】バッテリの充電制御方法のブロック図。FIG. 6 is a block diagram of a battery charge control method.
１…交流電動機、２…電動機用電力変換器、３…エンジ
ン、４…交流発電機、５…発電機用電力変換器、６…バ
ッテリ、７…制御装置、８…駆動制御手段、９…充電制
御手段、１０…デファレンシャル、１１…動力切換手
段、ＳＷ１，SW2，ＳＷ３…開閉器。DESCRIPTION OF SYMBOLS 1 ... AC electric motor, 2 ... Electric power converter for electric motors, 3 ... Engine, 4 ... AC generator, 5 ... Power converter for generators, 6 ... Battery, 7 ... Control device, 8 ... Drive control means, 9 ... Charging Control means, 10 ... Differential, 11 ... Power switching means, SW1, SW2, SW3 ... Switch.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 箕輪 利通 茨城県日立市大みか町七丁目１番１号 株 式会社日立製作所日立研究所内 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Toshimichi Minowa 1-1-1, Omika-cho, Hitachi-shi, Ibaraki Hitachi Ltd. Hitachi Research Laboratory
Claims (8)
電動機と、前記交流電動機に交流電力を供給する電動機
用電力変換器と、前記電動機用電力変換器に直流電力を
供給するバッテリと、前記バッテリを充電するための交
流発電機と、前記交流発電機を駆動するエンジンと、前
記交流発電機により発電された交流電力を直流電力に変
換する発電機用電力変換器と、前記電動機用電力変換器
と前記発電機用電力変換器と前記エンジンを制御する制
御装置とを備えたハイブリッド型電気車用駆動装置にお
いて、前記駆動装置は、前記発電機用電力変換器を用い
て車両の駆動制御を行う駆動制御手段と、前記電動機用
電力変換器を用いて前記バッテリの充電制御を行う充電
制御手段とを備えたことを特徴とするハイブリッド型電
気車用駆動装置。1. An AC electric motor having a differential and a rotary shaft connected to each other, an electric motor power converter for supplying AC electric power to the AC electric motor, a battery for supplying DC electric power to the electric motor power converter, and the battery. An AC generator for charging, an engine that drives the AC generator, a generator power converter that converts AC power generated by the AC generator to DC power, and an electric power converter for the electric motor. In a hybrid electric vehicle drive device including the generator power converter and a control device that controls the engine, the drive device performs drive control of a vehicle using the generator power converter. A hybrid electric vehicle drive device comprising: a control unit; and a charge control unit that performs charge control of the battery using the electric power converter for an electric motor.
前記交流発電機を用いて車両の駆動を行うハイブリッド
型電気車用駆動装置。2. The drive control means according to claim 1,
A hybrid electric vehicle drive device for driving a vehicle using the AC generator.
前記交流電動機を用いて前記バッテリの充電を行うハイ
ブリッド型電気車用駆動装置。3. The charging control means according to claim 1,
A hybrid electric vehicle drive device for charging the battery using the AC electric motor.
電動機用電力変換器と前記交流電動機と前記発電機用電
力変換器と前記交流発電機の故障検出手段を備えたハイ
ブリッド型電気車用駆動装置。4. The hybrid electric vehicle according to claim 1, wherein the control device includes a power converter for the electric motor, the AC electric motor, a power converter for the generator, and failure detection means for the AC generator. Drive.
流電動機の回転軸と前記交流発電機の回転軸と前記デフ
ァレンシャルと前記エンジンの回転軸の動力伝達経路を
切り換える動力切換手段を備えたハイブリッド型電気車
用駆動装置。5. The hybrid system according to claim 1, wherein the drive device includes power switching means for switching a power transmission path between the rotary shaft of the AC motor, the rotary shaft of the AC generator, the differential and the rotary shaft of the engine. Type electric vehicle drive unit.
交流電動機の入力側と前記電動機用電力変換器の出力側
の間に開閉器を有するハイブリッド型電気車用駆動装
置。6. The hybrid electric vehicle drive device according to claim 1, wherein the drive device has a switch between the input side of the AC motor and the output side of the electric power converter for the electric motor.
交流発電機の出力側と前記発電機用電力変換器の入力側
の間に開閉器を有するハイブリッド型電気車用駆動装
置。7. The hybrid electric vehicle drive device according to claim 1, wherein the drive device has a switch between the output side of the AC generator and the input side of the generator power converter.
電動機用電力変換器の出力側と前記発電機用電力変換器
の入力側の間を開閉器を介して接続したハイブリッド型
電気車用駆動装置。8. The hybrid electric vehicle according to claim 1, wherein the drive device connects an output side of the electric motor power converter and an input side of the generator power converter via a switch. Drive.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7359096A JPH09266605A (en) | 1996-03-28 | 1996-03-28 | Device for driving hybrid electric car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7359096A JPH09266605A (en) | 1996-03-28 | 1996-03-28 | Device for driving hybrid electric car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09266605A true JPH09266605A (en) | 1997-10-07 |
Family
ID=13522689
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7359096A Pending JPH09266605A (en) | 1996-03-28 | 1996-03-28 | Device for driving hybrid electric car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH09266605A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1177928A3 (en) * | 2000-08-03 | 2004-01-14 | Toyota Jidosha Kabushiki Kaisha | Vehicle controller |
| JP2008001183A (en) * | 2006-06-21 | 2008-01-10 | Nissan Motor Co Ltd | Drive controller for vehicle |
| JP2009254013A (en) * | 2008-04-01 | 2009-10-29 | Hitachi Ltd | Driving gear for rolling stock |
| JP2009248707A (en) * | 2008-04-04 | 2009-10-29 | Toyota Motor Corp | Rotary electrical machine control system |
| JP2009278705A (en) * | 2008-05-12 | 2009-11-26 | Toyota Motor Corp | Power system for electric vehicle and its control method |
| WO2013115498A1 (en) * | 2012-02-01 | 2013-08-08 | Kim Kyung Soo | Driving power supply device for electric vehicle and control method therefor |
| WO2014027396A1 (en) * | 2012-08-13 | 2014-02-20 | 三菱電機株式会社 | Propulsion control device of engine hybrid railroad vehicle |
-
1996
- 1996-03-28 JP JP7359096A patent/JPH09266605A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1177928A3 (en) * | 2000-08-03 | 2004-01-14 | Toyota Jidosha Kabushiki Kaisha | Vehicle controller |
| JP2008001183A (en) * | 2006-06-21 | 2008-01-10 | Nissan Motor Co Ltd | Drive controller for vehicle |
| JP2009254013A (en) * | 2008-04-01 | 2009-10-29 | Hitachi Ltd | Driving gear for rolling stock |
| JP2009248707A (en) * | 2008-04-04 | 2009-10-29 | Toyota Motor Corp | Rotary electrical machine control system |
| JP2009278705A (en) * | 2008-05-12 | 2009-11-26 | Toyota Motor Corp | Power system for electric vehicle and its control method |
| WO2013115498A1 (en) * | 2012-02-01 | 2013-08-08 | Kim Kyung Soo | Driving power supply device for electric vehicle and control method therefor |
| WO2014027396A1 (en) * | 2012-08-13 | 2014-02-20 | 三菱電機株式会社 | Propulsion control device of engine hybrid railroad vehicle |
| AU2012387794B2 (en) * | 2012-08-13 | 2016-05-19 | Mitsubishi Electric Corporation | Propulsion control device of engine hybrid railroad vehicle |
| US9346363B2 (en) | 2012-08-13 | 2016-05-24 | Mitsubishi Electric Corporation | Propulsion control apparatus of engine hybrid railroad vehicle |
| EP2883740A4 (en) * | 2012-08-13 | 2016-06-15 | Mitsubishi Electric Corp | Propulsion control device of engine hybrid railroad vehicle |
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