JPH11341607A - Driving system of electric vehicle - Google Patents
Driving system of electric vehicleInfo
- Publication number
- JPH11341607A JPH11341607A JP14064098A JP14064098A JPH11341607A JP H11341607 A JPH11341607 A JP H11341607A JP 14064098 A JP14064098 A JP 14064098A JP 14064098 A JP14064098 A JP 14064098A JP H11341607 A JPH11341607 A JP H11341607A
- Authority
- JP
- Japan
- Prior art keywords
- motor
- generator
- engine
- electric vehicle
- drive system
- 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.)
- Granted
Links
- 239000007858 starting material Substances 0.000 claims abstract description 9
- 238000000819 phase cycle Methods 0.000 claims description 8
- 239000004065 semiconductor Substances 0.000 claims description 4
- 230000001360 synchronised effect Effects 0.000 claims description 2
- 230000005611 electricity Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 238000007599 discharging 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
- Y02T10/72—Electric energy management in electromobility
Landscapes
- 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、シリーズハイブリ
ッド電気自動車の駆動システムに関し、特に、主蓄電装
置充電用のコンバータや交流電動機駆動用のインバータ
が故障した場合のシステム構成に特徴を有する電気自動
車の駆動システムに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive system for a series hybrid electric vehicle, and more particularly to a drive system for an electric vehicle characterized by a system configuration when a converter for charging a main power storage device or an inverter for driving an AC motor breaks down. It relates to a drive system.
【０００２】[0002]
【従来の技術】図４は、代表的なシリーズハイブリッド
電気自動車の駆動システムを示す図である。同図におい
て、１はエンジン、２は交流発電機、３はコンバータ、
４は主蓄電装置、５はインバータ、６は車両駆動用交流
電動機、７は減速機、８はデフギア、９は車輪、１０は
補助蓄電装置、１１は補助蓄電装置１０を電源とする照
明具、ラジオ等の補機、１２は主蓄電装置４から補助蓄
電装置１０を充電する充電器である。2. Description of the Related Art FIG. 4 is a diagram showing a drive system of a typical series hybrid electric vehicle. In the figure, 1 is an engine, 2 is an AC generator, 3 is a converter,
4 is a main power storage device, 5 is an inverter, 6 is an AC motor for driving a vehicle, 7 is a speed reducer, 8 is a differential gear, 9 is wheels, 10 is an auxiliary power storage device, 11 is a lighting device using the auxiliary power storage device 10 as a power source, An auxiliary device 12 such as a radio is a charger for charging the auxiliary power storage device 10 from the main power storage device 4.
【０００３】図４のシステムでは、エンジン１が発生す
る機械エネルギーを発電機２により電気エネルギーに変
換し、この電気エネルギーを電動機６により再び機械エ
ネルギーに変換して車両を駆動する。エネルギーの流れ
が直列であることから、この方式はシリーズ方式と呼ば
れている。In the system shown in FIG. 4, mechanical energy generated by the engine 1 is converted into electric energy by a generator 2, and this electric energy is converted again into mechanical energy by an electric motor 6 to drive the vehicle. This method is called a series method because the energy flows are in series.
【０００４】図４のシステムにおいて、エンジン１によ
って駆動される交流発電機２は一般にほぼ一定の電力を
発生する。電動機６が必要とする電力と発電機２の発生
電力との差は、主蓄電装置４からの充放電によって賄
う。また、図４のシステムでは、発電機２を電動機とし
て作動させることによりエンジン１を始動させるのが一
般的である。In the system shown in FIG. 4, an AC generator 2 driven by an engine 1 generally generates almost constant electric power. The difference between the power required by motor 6 and the power generated by generator 2 is covered by charging and discharging from main power storage device 4. In the system shown in FIG. 4, the engine 1 is generally started by operating the generator 2 as an electric motor.
【０００５】図４に示したシリーズハイブリッド方式の
駆動システムの他に、図示しないが、パラレルハイブリ
ッド方式の駆動システムがある。この駆動システムで
は、エンジン単独駆動、電動機単独駆動（この場合、前
述のシリーズハイブリッド方式と同じシステムにな
る）、エンジン及び電動機併用駆動の３種類の駆動シス
テムを構成することができる。[0005] In addition to the series hybrid drive system shown in FIG. 4, there is a parallel hybrid drive system (not shown). In this drive system, three types of drive systems can be configured: engine alone drive, electric motor alone drive (in this case, the same system as the above-described series hybrid system), and engine and electric motor combined drive.
【０００６】[0006]
【発明が解決しようとする課題】パラレル方式の特徴の
一つに、シリーズ方式と比較して作動信頼性が高い点が
挙げられる。すなわち、電動機駆動で走行中にその駆動
系が使用できなくなった場合でも、エンジンにより駆動
することができるので、作動信頼性は従来のエンジン車
並みとなる。One of the features of the parallel system is that the operation reliability is higher than that of the series system. That is, even if the drive system becomes unusable during driving by the electric motor, the engine can be driven by the engine, so that the operation reliability is equivalent to that of a conventional engine vehicle.
【０００７】一方、シリーズ方式の特徴の一つとして低
燃費であることが挙げられ、エンジンを最も効率が高い
点で運転することにより、エンジンの燃費を大きく向上
させることができる。しかし、シリーズ方式では、エネ
ルギーはエンジンから種々の機器を通って車輪に供給さ
れる仕組みであるので、機器に不具合が発生すると走行
不具合に至ってしまう。特に、図４における主蓄電装置
充電用のコンバータ３や電動機駆動用のインバータ５は
半導体電力変換装置からなり、電磁機械である発電機２
や電動機６と比較して部品点数が格段に多い。このた
め、作動信頼性が発電機２や電動機６と比較して低くな
ってしまうことは否めない。このことはシリーズ方式の
方が、パラレル方式と比較して相対的に車両の駆動信頼
性が低くなることを示している。On the other hand, one of the features of the series system is that it has low fuel consumption. By operating the engine at the point of highest efficiency, the fuel consumption of the engine can be greatly improved. However, in the series system, energy is supplied from the engine to the wheels through various devices, and therefore, if a problem occurs in the device, a driving problem occurs. In particular, the converter 3 for charging the main power storage device and the inverter 5 for driving the electric motor in FIG.
The number of parts is significantly larger than that of the motor 6 or the electric motor 6. For this reason, it cannot be denied that the operation reliability is lower than that of the generator 2 or the electric motor 6. This indicates that the driving reliability of the vehicle is relatively lower in the series system than in the parallel system.
【０００８】しかしながら、シリーズ方式の場合でも、
パラレル方式と同程度の作動信頼性が求められており、
シリーズ方式の普及拡大にあたっては車両の駆動信頼
性、走行信頼性の向上が課題の一つになっている。そこ
で本発明は、パラレルハイブリッド方式と同等の駆動信
頼性、走行信頼性を得ることができるシリーズハイブリ
ッド電気自動車の駆動システムを提供しようとするもの
である。[0008] However, even in the case of the series system,
The same level of operation reliability as the parallel system is required.
One of the issues in expanding the use of the series method is to improve the driving reliability and running reliability of vehicles. Therefore, an object of the present invention is to provide a drive system for a series hybrid electric vehicle that can achieve the same drive reliability and running reliability as the parallel hybrid system.
【０００９】[0009]
【課題を解決するための手段】本発明は、シリーズハイ
ブリッド電気自動車では、エンジンと交流発電機とによ
って、可変電圧、可変周波数の交流電圧を発生している
こと、また、車両駆動用電動機は可変電圧、可変周波数
の交流電圧で駆動される交流電動機であることから、発
電機が発生する交流電力を用いて車両駆動用電動機を直
接駆動できること、交流電動機の回転数はその極数に比
例することに着目してなされたものである。SUMMARY OF THE INVENTION According to the present invention, in a series hybrid electric vehicle, a variable voltage and a variable frequency AC voltage are generated by an engine and an AC generator. Since it is an AC motor driven by a voltage and a variable frequency AC voltage, the vehicle drive motor can be directly driven using the AC power generated by the generator, and the number of revolutions of the AC motor is proportional to the number of poles. It was made by paying attention to.
【００１０】すなわち、本発明においては、半導体電力
変換装置が故障した時、この電力変換装置を回路から切
り離し、交流発電機の発生電力を車両駆動用交流電動機
に直接供給して交流電動機を直接駆動する。また、交流
発電機の極数を交流電動機の極数よりも少なくし、電動
機回転数を発電機回転数よりも低くする。そして、車両
始動時は、交流発電機と交流電動機とを直接接続すると
共に、補助蓄電装置により駆動されるエンジンスタータ
によってエンジンを始動し、交流発電機の発生電力で交
流電動機を駆動することにより、車両を始動する。That is, in the present invention, when a semiconductor power converter breaks down, the power converter is disconnected from the circuit, and the power generated by the AC generator is directly supplied to the AC motor for driving the vehicle to directly drive the AC motor. I do. Further, the number of poles of the AC generator is set smaller than the number of poles of the AC motor, and the number of motor revolutions is set lower than the number of generator revolutions. When the vehicle is started, the AC generator and the AC motor are directly connected, the engine is started by an engine starter driven by the auxiliary power storage device, and the AC motor is driven by the generated power of the AC generator. Start the vehicle.
【００１１】また、交流発電機と交流電動機との間に回
路開閉器を接続し、車両停止時はこの開閉器で交流発電
機と交流電動機との接続を切り離す。更に、交流発電機
と交流電動機との間に相順切替器を接続し、交流電動機
への印加電圧の相順を切り替えることで電動機の回転方
向を正逆に切り替え、前進または後退運転を可能にす
る。A circuit switch is connected between the AC generator and the AC motor, and when the vehicle is stopped, the connection between the AC generator and the AC motor is disconnected by the switch. Furthermore, a phase sequence switch is connected between the AC generator and the AC motor, and by switching the phase sequence of the voltage applied to the AC motor, the rotation direction of the motor is switched between forward and reverse, enabling forward or backward operation. I do.
【００１２】[0012]
【発明の実施の形態】以下、図に沿って本発明の実施形
態を説明する。図１は、請求項１，２，４及び５に記載
した発明の第１実施形態を示すものである。図４と同一
の構成要素には同一番号を付してある。なお、図１で
は、便宜上、図４における補機１１の図示を省略してあ
る。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a first embodiment of the invention described in claims 1, 2, 4, and 5. The same components as those in FIG. 4 are denoted by the same reference numerals. In FIG. 1, illustration of the auxiliary equipment 11 in FIG. 4 is omitted for convenience.
【００１３】図１において、２００は補助電池１０を電
源とするエンジンスタータ、２０１，２０２は回路切替
器、２０３は回路開閉器である。ここで、回路切替器２
０１，２０２は、エンジン２、コンバータ３、インバー
タ５、電動機６からなる直列回路と、エンジン２、接続
線２０４ａ、回路開閉器２０３、接続線２０４ｂ、電動
機６からなる直列回路とを切り替えるための切替器であ
り、何れも共通接点ｏ、切替接点ａ，ｂを備えている。In FIG. 1, reference numeral 200 denotes an engine starter that uses the auxiliary battery 10 as a power source, 201 and 202 denote circuit switches, and 203 denotes a circuit switch. Here, the circuit switcher 2
Reference numerals 01 and 202 denote switching for switching between a series circuit including the engine 2, the converter 3, the inverter 5, and the motor 6 and a series circuit including the engine 2, the connection line 204a, the circuit switch 203, the connection line 204b, and the motor 6. Each of which has a common contact o and switching contacts a and b.
【００１４】通常時は、回路切替器２０１，２０２の共
通接点ｏは何れも切替接点ａ側に接続されており、実質
的に図４に示す主回路構成になっている。コンバータ３
やインバータ５等の半導体電力変換装置が故障した場
合、回路切替器２０1，２０２の共通接点ｏは何れも切
替接点ｂ側すなわち回路開閉器２０３側に接続される。Normally, the common contacts o of the circuit switches 201 and 202 are both connected to the switching contact a, and have a main circuit configuration substantially as shown in FIG. Converter 3
When the semiconductor power conversion device such as the inverter or the inverter 5 fails, the common contacts o of the circuit switches 201 and 202 are both connected to the switching contact b side, that is, to the circuit switch 203 side.
【００１５】次に、コンバータ３やインバータ５の故障
時における図１の動作について説明する。先ず、エンジ
ン１及び車両が停止している状態で、回路切替器２０
1，２０２を切替接点ｂ側に切り替え、 コンバータ３及
びインバータ５を主回路から切り離す。次いで回路開閉
器２０３を“閉”にすることにより、交流発電機２と交
流電動機６とを接続線２０４ａ、回路開閉器２０３、接
続線２０４ｂを介して直接接続する。Next, the operation of FIG. 1 when the converter 3 or the inverter 5 fails will be described. First, with the engine 1 and the vehicle stopped, the circuit switch 20
1, 202 is switched to the switching contact b side, and the converter 3 and the inverter 5 are disconnected from the main circuit. Next, by closing the circuit switch 203, the AC generator 2 and the AC motor 6 are directly connected via the connection line 204a, the circuit switch 203, and the connection line 204b.
【００１６】次に、補助蓄電装置１０の電力でエンジン
スタータ２００によりエンジン１をアイドリング始動
し、交流発電機２を回転させて交流電圧を発生させる。
交流発電機２から出力された交流電圧は、交流電動機６
に直接印加される。交流発電機２と交流電動機６とを界
磁に永久磁石を使用した同期機にすると、交流電動機６
は交流発電機２に同期して回転する。すなわち、エンジ
ン１の始動と同時に交流電動機６も回転し、この電動機
６に連結されている車輪９が回転するので、車両も始動
する。Next, the engine 1 is idling-started by the engine starter 200 with the power of the auxiliary power storage device 10, and the AC generator 2 is rotated to generate an AC voltage.
The AC voltage output from the AC generator 2 is
Is applied directly to If the AC generator 2 and the AC motor 6 are made synchronous machines using permanent magnets for the field, the AC motor 6
Rotates in synchronization with the AC generator 2. That is, the AC motor 6 also rotates at the same time as the engine 1 starts, and the wheels 9 connected to the motor 6 rotate, so that the vehicle also starts.
【００１７】この場合、交流発電機２の極数を交流電動
機６よりも少なくすることにより、交流電動機６の回転
数は交流発電機回転数より低くなる。例えば、交流発電
機２の極数を交流電動機６の極数の１／３、車両速度が
１００ｋｍ／ｈである時の交流電動機６の回転数を１
０,０００ｒｐｍ、アイドリング回転数を５００ｒｐｍ
とすれば、エンジンのアイドリング運転時の車両速度は
１．８ｋｍ／ｈとなる。エンジンスタータ２００での、
この速度までの始動、運転は特に問題とならない。その
後、アクセルを踏み込んでエンジン回転数を高めれば、
車両速度も増大する。アクセルを戻せば、車両は減速す
る。In this case, by making the number of poles of the AC generator 2 smaller than that of the AC motor 6, the rotation speed of the AC motor 6 becomes lower than the rotation speed of the AC generator. For example, the number of poles of the AC generator 2 is set to 1/3 of the number of poles of the AC motor 6, and the number of rotations of the AC motor 6 is set to 1 when the vehicle speed is 100 km / h.
000 rpm, idling rotation speed 500 rpm
Then, the vehicle speed at the time of idling operation of the engine is 1.8 km / h. In the engine starter 200,
Starting and running up to this speed does not pose any particular problem. After that, if you step on the accelerator to increase the engine speed,
Vehicle speed also increases. When you release the accelerator, the vehicle slows down.
【００１８】次に、車両を停止させる時は、回路開閉器
２０３を“ 開”にする。回路開閉器２０３を“ 開”に
すれば交流発電機２と交流電動機６との接続が開放さ
れ、交流発電機２からの電力供給が無くなるため、通常
の機械式ブレーキで車両を停止させればよい。Next, when stopping the vehicle, the circuit switch 203 is opened. When the circuit switch 203 is opened, the connection between the AC generator 2 and the AC motor 6 is released, and the power supply from the AC generator 2 is stopped. Therefore, if the vehicle is stopped by a normal mechanical brake, Good.
【００１９】次いで、図２は請求項１，２，４及び５に
記載した発明の第２実施形態を示すもので、図１におけ
る回路開閉器２０３の機能を回路切替器２０１ａ，２０
２ａに持たせたものである。図２は、図１の主要部に相
当する構成のみを示してある。回路切替器２０１ａ，２
０２ａは回路開放機能を持った切替器であり、図１に示
した接点ａ，ｂの他に開放接点ｃを持っている。FIG. 2 shows a second embodiment of the invention described in claims 1, 2, 4 and 5, wherein the function of the circuit switch 203 in FIG.
2a. FIG. 2 shows only a configuration corresponding to the main part of FIG. Circuit switches 201a, 201
A switch 02a having a circuit opening function has an open contact c in addition to the contacts a and b shown in FIG.
【００２０】すなわち、両切替器２０１ａ，２０２ａの
切替接点ｂ同士は接続線２０４によって常時接続されて
おり、切替器２０１ａ，２０２ａの共通接点ｏを切替接
点ｂ側に接続すれば、図１における切替器２０１，２０
２を切替接点ｂ側に接続して回路開閉器２０３を“
閉”にした状態、図２の共通接点ｏを開放接点ｃ側に接
続すれば、図１における回路開閉器２０３を“ 開”に
した状態と等価になる。車両を停止させる時は、共通接
点ｏを開放接点ｃ側に接続して、交流発電機２から交流
電動機６へのの電力供給を遮断し、通常のブレーキ操作
によって停止する。本実施形態におけるコンバータ３や
インバータ５の故障時の動作は、上述した回路切替器２
０１ａ，２０２ａ等の動作が異なるだけで実質的に図１
と同様であるため、説明を省略する。That is, the switching contacts b of the switching devices 201a and 202a are always connected to each other by the connection line 204. If the common contact o of the switching devices 201a and 202a is connected to the switching contact b, the switching in FIG. Vessels 201, 20
2 to the switching contact b side and connect the circuit switch 203 to “
When the common contact o in FIG. 2 is connected to the open contact c side in the "closed" state, this is equivalent to the state in which the circuit switch 203 in FIG. 1 is "open". Connect o to the open contact c side to cut off the power supply from the AC generator 2 to the AC motor 6 and stop by a normal brake operation.Operation of the converter 3 and the inverter 5 in the present embodiment when a failure occurs Is the circuit switcher 2 described above.
FIG. 1 is substantially different from FIG.
Therefore, the description is omitted.
【００２１】図３は、請求項２，４及び５に記載した発
明の実施形態を示すものであり、図１，２と同一の構成
要素には同一番号を付してある。図３において、２０４
ｂ，２０４ｃ，２０４ｄは接続線である。このうち接続
線２０４ｂ，２０４ｃの間には相順切替器２０５が接続
されている。なお、図では三相の場合を示している。接
続線２０４ｃと接続線２０４ｄとの間に接続される回路
開閉器２０３の構成及び動作は、図１に示したものと同
じであるので、ここでは説明を省略する。FIG. 3 shows an embodiment of the invention described in claims 2, 4 and 5, and the same components as those in FIGS. 1 and 2 are denoted by the same reference numerals. In FIG.
b, 204c and 204d are connection lines. The phase sequence switch 205 is connected between the connection lines 204b and 204c. The figure shows the case of three phases. The configuration and operation of the circuit switch 203 connected between the connection line 204c and the connection line 204d are the same as those shown in FIG.
【００２２】相順切替器２０５において、Ｕ,Ｖ,Ｗは交
流発電機２の各相、Ｕ',Ｖ',Ｗ'は交流電動機６の各相
であり、交流発電機２のＵ,Ｖ相、交流電動機６のＵ',
Ｖ'相は相切替器２０５Ｕ，２０５Ｖに各々接続されて
いる。これらの相切替器２０５Ｕ，２０５Ｖの端子Ｆ，
Ｒはそれぞれ前進、後退に対応する交流電動機６の回転
方向を示す。In the phase sequence switch 205, U, V, W are the phases of the AC generator 2, U ', V', W 'are the phases of the AC motor 6, and U, V of the AC generator 2 Phase, U 'of the AC motor 6,
The V 'phase is connected to the phase switches 205U and 205V, respectively. Terminals F of these phase changers 205U, 205V,
R indicates the rotation direction of the AC motor 6 corresponding to forward and backward movement, respectively.
【００２３】同図において、コンバータ３やインバータ
５が故障した場合には、前記同様に回路切替器２０１，
２０２を切替接点ｂ側に切り替えてコンバータ３及びイ
ンバータ５を主回路から切り離す。そして、相切替器２
０５Ｕ，２０５Ｖを端子Ｆ側に接続すると、交流電動機
６のＵ'相は交流発電機２のＵ相、交流電動機６のＶ'相
は交流発電機２のＶ相となり、交流電動機６と交流発電
機２とは同相になって交流電動機６は前進方向に回転す
る。In FIG. 2, when the converter 3 or the inverter 5 fails, the circuit switch 201,
202 is switched to the switching contact b side to disconnect the converter 3 and the inverter 5 from the main circuit. And the phase switch 2
When 05U and 205V are connected to the terminal F side, the U 'phase of the AC motor 6 becomes the U phase of the AC generator 2, the V' phase of the AC motor 6 becomes the V phase of the AC generator 2, and the AC motor 6 and the AC generator The AC motor 6 rotates in the forward direction in phase with the motor 2.
【００２４】次に、相切替器２０５Ｕ，２０５Ｖを端子
Ｒ側に接続すると、交流電動機６のＵ'相は交流発電機
２のＶ相、交流電動機６のＶ'相は交流発電機２のＵ相
となり、交流電動機６の相順が前進時とは反転するの
で、交流電動機６は後退方向に回転する。これにより、
車両の走行方向を前進、後退に切り替えることができ
る。なお、この実施形態は、図１の実施形態にも適用で
きることは言うまでもない。Next, when the phase switches 205U and 205V are connected to the terminal R side, the U 'phase of the AC motor 6 is the V phase of the AC generator 2, and the V' phase of the AC motor 6 is the U phase of the AC generator 2. The AC motor 6 is in a phase, and the phase sequence of the AC motor 6 is reversed from that at the time of forward movement, so that the AC motor 6 rotates in the backward direction. This allows
The traveling direction of the vehicle can be switched between forward and backward. It is needless to say that this embodiment can be applied to the embodiment of FIG.
【００２５】[0025]
【発明の効果】以上のように本発明は、シリーズハイブ
リッド方式の電気自動車において、交流発電機の極数を
車両駆動用交流電動機の極数よりも少なくし、コンバー
タやインバータ等の半導体変換装置故障時には交流発電
機と交流電動機間の回路切替器で電力変換装置を切り離
すと共に、交流発電機と交流電動機とを直接接続し、エ
ンジンスタータによりエンジンを始動して車両を始動さ
せ、その後、走行させるようにしたものである。このた
め、駆動信頼性、走行信頼性がパラレルハイブリッド電
気自動車並みに高いシリーズハイブリッド電気自動車を
実現することができる。As described above, according to the present invention, in a series hybrid type electric vehicle, the number of poles of an AC generator is made smaller than the number of poles of an AC motor for driving a vehicle, and a failure of a semiconductor converter such as a converter or an inverter occurs. Sometimes, the power converter is disconnected by a circuit switch between the AC generator and the AC motor, the AC generator and the AC motor are directly connected, the engine is started by the engine starter, the vehicle is started, and then the vehicle is run. It was made. Therefore, it is possible to realize a series hybrid electric vehicle in which driving reliability and running reliability are as high as parallel hybrid electric vehicles.
【図１】請求項１，２，４，５に記載した発明の第１実
施形態を示す図である。FIG. 1 is a diagram showing a first embodiment of the invention described in claims 1, 2, 4, and 5;
【図２】請求項１，２，４，５に記載した発明の第２実
施形態を示す図である。FIG. 2 is a diagram showing a second embodiment of the invention described in claims 1, 2, 4, and 5;
【図３】請求項３，４，５に記載した発明の実施形態を
示す図である。FIG. 3 is a diagram showing an embodiment of the invention described in claims 3, 4 and 5;
【図４】従来のシリーズハイブリッド電気自動車の駆動
システムを示す図である。FIG. 4 is a diagram showing a drive system of a conventional series hybrid electric vehicle.
１ エンジン ２ 交流発電機 ３ コンバータ ４ 主蓄電装置 ５ インバータ ６ 車両駆動用交流電動機 ７ 減速機 ８ デフギア ９ 車輪 １０ 補助蓄電装置 １２ 充電器 ２００ エンジンスタータ ２０１，２０１ａ，２０２，２０２ａ 回路切替器 ２０３ 回路開閉器 ２０４，２０４ａ，２０４ｂ，２０４ｃ，２０４ｄ 接
続線 ２０５ 相順切替器 ２０５Ｕ，２０５Ｖ 相切替器 ａ，ｂ 切替接点 ｃ 開放接点 ｏ 共通接点 Ｆ，Ｒ 端子DESCRIPTION OF SYMBOLS 1 Engine 2 AC generator 3 Converter 4 Main storage device 5 Inverter 6 AC motor for vehicle drive 7 Reduction gear 8 Differential gear 9 Wheel 10 Auxiliary storage device 12 Charger 200 Engine starter 201, 201a, 202, 202a Circuit switch 203 Circuit opening and closing Units 204, 204a, 204b, 204c, 204d Connection line 205 Phase sequence switch 205U, 205V Phase switch a, b Switching contact c Open contact o Common contact F, R terminal
───────────────────────────────────────────────────── フロントページの続き (72)発明者 山田 良昭 埼玉県上尾市大字壱丁目一番地 日産ディ ーゼル工業株式会社内 (72)発明者 山田 淳 埼玉県上尾市大字壱丁目一番地 日産ディ ーゼル工業株式会社内 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yoshiaki Yamada Nissan Diesel Industry Co., Ltd. Inside the corporation
Claims (5)
により半導体電力変換装置を介して車両駆動用交流電動
機を駆動し、この交流電動機の動力により車輪を駆動す
るとともに、前記交流発電機と前記交流電動機との間に
蓄電装置を備えてなる電気自動車の駆動システムにおい
て、 前記交流発電機の極数を前記交流電動機の極数よりも少
なくし、 前記電力変換装置の故障時には、この電力変換装置を前
記交流発電機及び交流電動機から切り離して前記交流発
電機と前記交流電動機とを直接接続し、車両始動時にエ
ンジンスタータによりエンジンを始動して前記交流発電
機の発生電力を前記交流電動機に供給し、この交流電動
機を直接駆動することを特徴とする電気自動車の駆動シ
ステム。1. An AC motor for driving a vehicle is driven by a power of an AC generator connected to an engine via a semiconductor power converter, and a wheel is driven by the power of the AC motor. In a drive system for an electric vehicle including a power storage device between the AC motor and the AC motor, the number of poles of the AC generator is made smaller than the number of poles of the AC motor, and the power converter is used when the power converter fails. Is separated from the AC generator and the AC motor, the AC generator and the AC motor are directly connected, and an engine is started by an engine starter at the time of starting the vehicle to supply the generated power of the AC generator to the AC motor. A drive system for an electric vehicle, wherein the AC motor is directly driven.
ムにおいて、 前記電力変換装置の故障時に、前記交流発電機と前記交
流電動機とを回路開閉器を介して接続することを特徴と
する電気自動車の駆動システム。2. The electric vehicle according to claim 1, wherein the AC generator and the AC motor are connected via a circuit switch when the power converter breaks down. Drive system.
動システムにおいて、 前記電力変換装置の故障時に、前記交流発電機を相順切
替器を介して前記交流電動機に接続し、この相順切替器
により前記交流電動機への印加電圧の相順を切り替えて
前記交流電動機を正逆転可能に構成したことを特徴とす
る電気自動車の駆動システム。3. The drive system for an electric vehicle according to claim 1, wherein the AC generator is connected to the AC motor via a phase sequence switch when the power converter fails. A drive system for an electric vehicle, wherein a phase sequence of a voltage applied to the AC motor is switched by a switch so that the AC motor can be rotated forward and backward.
の駆動システムにおいて、 前記交流発電機及び交流電動機が、界磁に永久磁石を用
いた同期機であることを特徴とする電気自動車の駆動シ
ステム。4. The electric vehicle drive system according to claim 1, wherein the AC generator and the AC motor are synchronous machines using a permanent magnet for a field. Drive system.
動車の駆動システムにおいて、 前記エンジンスタータの電力を補助蓄電装置から供給す
ることを特徴とする電気自動車の駆動システム。5. The drive system for an electric vehicle according to claim 1, wherein the electric power of the engine starter is supplied from an auxiliary power storage device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14064098A JP3463791B2 (en) | 1998-05-22 | 1998-05-22 | Electric vehicle drive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14064098A JP3463791B2 (en) | 1998-05-22 | 1998-05-22 | Electric vehicle drive system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11341607A true JPH11341607A (en) | 1999-12-10 |
| JP3463791B2 JP3463791B2 (en) | 2003-11-05 |
Family
ID=15273384
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14064098A Expired - Fee Related JP3463791B2 (en) | 1998-05-22 | 1998-05-22 | Electric vehicle drive system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3463791B2 (en) |
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| JP2008049818A (en) * | 2006-08-24 | 2008-03-06 | Mazda Motor Corp | Control apparatus of hybrid vehicle |
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