US20100116571A1 - Vehicle - Google Patents
Vehicle Download PDFInfo
- Publication number
- US20100116571A1 US20100116571A1 US12/449,577 US44957708A US2010116571A1 US 20100116571 A1 US20100116571 A1 US 20100116571A1 US 44957708 A US44957708 A US 44957708A US 2010116571 A1 US2010116571 A1 US 2010116571A1
- Authority
- US
- United States
- Prior art keywords
- electric power
- inverter
- energy source
- internal combustion
- combustion engine
- 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.)
- Abandoned
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Images
Classifications
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
- B60K6/405—Housings
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
- B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
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- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
- B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
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- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
- B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
- B60K2001/0416—Arrangement in the rear part of the vehicle
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- 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
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- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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
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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Definitions
- the present invention relates to a vehicle, and particularly to a vehicle including a plurality of drive sources for drive with energy sources different in type.
- An electric car described in this Japanese Patent Laying-Open No. 11-318004 includes a charging lid automatic operation device for automatically opening and closing a charging lid closing a paddle insertion portion of a charging port by using an actuator.
- a hybrid vehicle described in Japanese Patent Laying-Open No. 8-154307 includes an internal combustion engine for power generation and an internal combustion engine for running, so that a driver can be guided to run the vehicle without relying on the internal combustion engine.
- a hybrid vehicle described in Japanese Patent Laying-Open No. 2005-204361 employs two motor-generators to be able to generate an alternating-current voltage.
- the present invention was made in view of the above-described problems, and an object of the present invention is to provide a vehicle for which positional relation between a device in an engine compartment and an energy source supply portion is considered.
- a vehicle includes an internal combustion engine driven by fuel, a drive source driven by an energy source different from the fuel, and an energy source storage portion capable of storing the energy source.
- the vehicle further includes an energy source supply portion to which an external connection portion is removably connected, capable of at least one of being supplied with the energy source from the external connection portion and supplying the energy source to the external connection portion, and an internal combustion engine accommodation portion for accommodating the internal combustion engine.
- the internal combustion engine above is arranged closer to the other side surface relative to one side surface in the internal combustion engine accommodation portion, and the energy source supply portion is provided in the one side surface.
- the vehicle further includes a transmission accommodation case for accommodating a transmission transmitting, with speed change, rotational force generated by the internal combustion engine above to a drive shaft of the vehicle.
- the transmission accommodation case above is provided between the one side surface and the internal combustion engine.
- the energy source above is electric power
- the energy source storage portion is a battery capable of storing and discharging electric power
- the transmission accommodation case accommodates the rotating electric machine driven by electric power from the battery and driving wheels.
- the wheels of the vehicle above are driven by motive power from the rotating electric machine or the internal combustion engine.
- the rotating electric machine includes a first rotating electric machine and a second rotating electric machine. The wheels are driven only by the first rotating electric machine and the second rotating electric machine is capable of generating electric power by using motive power of the internal combustion engine and charging the battery or driving the first rotating electric machine by using the generated electric power.
- the internal combustion engine above is 3-cylinder engine.
- the vehicle further includes an inverter case for accommodating an inverter for controlling drive of the rotating electric machine above, and the inverter case is provided between the one side surface and the internal combustion engine.
- the inverter case above is arranged in a region located between the internal combustion engine and the energy source supply portion.
- the energy source above is electric power
- the drive source is a rotating electric machine having a polyphase winding and a neutral point of the polyphase winding
- the energy source storage portion is a battery.
- the vehicle further includes an inverter connected to the rotating electric machine above and an inverter control portion capable of controlling drive of the inverter, and the energy source supply portion includes a line connected to the neutral point.
- the inverter control portion above controls the inverter such that AC electric power provided to the neutral point is converted to DC electric power for supply to the battery.
- the rotating electric machine above includes a first rotating electric machine having a first polyphase winding and a first neutral point of the first polyphase winding and a second rotating electric machine having a second polyphase winding and a second neutral point of the second polyphase winding.
- the energy source supply portion above includes a first line connected to the first neutral point and a second line connected to the second neutral point.
- the inverter above includes a first inverter for converting DC electric power from the battery to AC electric power and supplying the AC electric power to the first rotating electric machine and a second inverter for converting DC electric power from the battery to AC electric power and supplying the AC electric power to the second rotating electric machine.
- the inverter control portion above controls the first and second inverters such that AC electric power provided to the first and second neutral points can be converted to DC electric power for supply to the battery.
- the energy source above is electric power
- the drive source is a rotating electric machine having a polyphase winding and a neutral point of the polyphase winding
- the energy source storage portion is a battery.
- the vehicle further includes an inverter connected to the rotating electric machine above and an inverter control portion capable of controlling drive of the inverter.
- the energy source supply portion above includes a line connected to the neutral point, and the inverter control portion controls the inverter such that DC electric power supplied from the battery to the inverter can be converted to AC electric power for supply from the energy source supply portion to an external load.
- the rotating electric machine above includes a first rotating electric machine having a first polyphase winding and a first neutral point of the first polyphase winding and a second rotating electric machine having a second polyphase winding and a second neutral point of the second polyphase winding
- the energy source supply portion includes a first line connected to the first neutral point and a second line connected to the second neutral point.
- the inverter above includes a first inverter for converting DC electric power from the battery to AC electric power and supplying the AC electric power to the first rotating electric machine and a second inverter for converting DC electric power from the battery to AC electric power and supplying the AC electric power to the first rotating electric machine.
- the inverter control portion above controls the first inverter and the second inverter such that DC electric power supplied from the battery to the first inverter and the second inverter can be converted to AC electric power for supply from the energy source supply portion to an external load.
- the energy source is electric power
- the energy source storage portion is a battery
- the vehicle further includes a conversion device connected to the energy source supply portion and the battery.
- the conversion device above is capable of at least one of conversion of electric power supplied from the energy source supply portion to DC electric power for charging the battery and conversion of DC electric power supplied from the battery for supply from the energy source supply portion to an external load.
- the conversion device above is provided at a position distant from the internal combustion engine accommodation portion, and the vehicle further includes a line connecting the conversion device and the energy source supply portion to each other and passing through the internal combustion engine accommodation portion.
- the vehicle further includes a driver and/or passenger accommodation portion capable of accommodating a driver and/or a passenger and a luggage storage portion located on a side opposite to the internal combustion engine accommodation portion, with respect to the driver and/or passenger accommodation portion, and the conversion device is arranged within the luggage storage portion.
- a driver and/or passenger accommodation portion capable of accommodating a driver and/or a passenger and a luggage storage portion located on a side opposite to the internal combustion engine accommodation portion, with respect to the driver and/or passenger accommodation portion, and the conversion device is arranged within the luggage storage portion.
- FIG. 1 is a plan view showing an overall structure of a hybrid vehicle according to a first embodiment of the present invention, in such a manner that the inside thereof can be seen.
- FIG. 2 is a schematic diagram showing arrangement of each device within an engine compartment, in such a manner that the inside thereof can be seen.
- FIG. 3 is an overall block diagram of the vehicle according to the first embodiment of the present invention.
- FIG. 4 is a schematic diagram showing an overall structure of a hybrid vehicle according to a second embodiment of the present invention.
- FIG. 5 is a plan view schematically showing arrangement of each vehicle-mounted device in the hybrid vehicle shown in FIG. 4 .
- FIG. 6 is a schematic diagram schematically showing arrangement of each vehicle-mounted device shown in FIG. 5 , in such a manner that the inside can be seen.
- FIG. 7 is a plan view showing an overall structure of a hybrid vehicle according to a third embodiment of the present invention.
- FIG. 8 is a schematic diagram showing arrangement of a vehicle-mounted device within the engine compartment.
- FIG. 9 is an electric circuit diagram of the hybrid vehicle according to the third embodiment of the present invention.
- FIG. 10 is an electric circuit diagram of the hybrid vehicle according to the third embodiment of the present invention.
- FIG. 11 is a diagram showing a variation of the hybrid vehicle according to the third embodiment of the present invention.
- FIG. 12 is a plan view showing an overall structure of a hybrid vehicle according to a fourth embodiment of the present invention.
- FIG. 13 is a schematic diagram schematically showing arrangement of each vehicle-mounted device in the hybrid vehicle according to the fourth embodiment of the present invention.
- FIG. 14 is a plan view showing an overall structure of a hybrid vehicle according to a fifth embodiment of the present invention.
- FIG. 15 is a plan view showing a variation of the hybrid vehicle according to the fifth embodiment of the present invention.
- a hybrid vehicle according to the present embodiment will be described with reference to FIGS. 1 to 15 .
- the scope of the present invention is not necessarily limited to such a number, an amount or the like, unless otherwise specified.
- each component is not necessarily essential in the present invention, unless otherwise specified.
- combination as appropriate of features in the embodiments is originally encompassed, unless otherwise specified.
- FIG. 1 shows an overall structure of the hybrid vehicle according to the present embodiment, in such a manner that the inside thereof can be seen
- FIG. 2 shows arrangement of each device within an engine compartment (internal combustion engine accommodation portion) 150 in such a manner that the inside thereof can be seen.
- the hybrid vehicle includes a vehicle main body 50 including a body and a plurality of exterior members attached to the exterior of this body.
- Vehicle main body 50 includes side surfaces 100 A, 100 B aligned in a direction of width of the vehicle.
- Vehicle main body 50 includes a driver and/or passenger accommodation chamber 151 capable of accommodating a driver and/or a passenger, a luggage room 152 defined in the rear of driver and/or passenger accommodation chamber 151 in terms of a direction of travel, capable of storing luggage or the like, and an engine compartment 150 defined in front of driver and/or passenger accommodation chamber 151 in terms of the direction of travel of the hybrid vehicle.
- a separator 110 C is provided between driver and/or passenger accommodation chamber 151 and engine compartment 150 for partition.
- engine compartment 150 is defined by separator 110 C, engine compartment sidewall portions 110 A, 110 B of respective side surfaces 100 A, 100 B, that are located in the front of separator 110 C, and a front portion.
- Engine compartment 150 accommodates an engine 250 , motor-generators 42 - 1 , 42 - 2 , inverters 40 - 1 , 40 - 2 , converters 8 - 1 , 8 - 2 , and a charging device 20 .
- Engine 250 is arranged to be offset toward one side surface 100 A with respect to a centerline O passing through the center in the direction of width of the hybrid vehicle.
- the center of engine 250 in the direction of width (the direction of width of the hybrid vehicle) is closer to side surface 100 A relative to side surface 100 B.
- Engine 250 includes four combustion chambers 260 , into which liquid fuel such as gasoline is supplied so that motive power can be generated by burning the fuel.
- An intake manifold 251 for supplying outside air into combustion chamber 260 and an exhaust manifold 252 for exhausting exhaust gas resulting from combustion of fuel in combustion chamber 260 are connected to engine 250 . It is noted that engine 250 of the hybrid vehicle according to the present first embodiment is an in-line four-cylinder engine.
- An exhaust pipe 253 extending along centerline O is connected to exhaust manifold 252 , and exhaust pipe 253 is connected to a muffler 255 through a sub muffler 254 .
- An accommodation case for accommodating inverters 40 - 1 , 40 - 2 and an accommodation case for accommodating converters 8 - 1 , 8 - 2 are stacked in a direction of height of the hybrid vehicle.
- Inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are arranged such that they are adjacent to engine 250 on the side of side surface 100 B and offset toward side surface 100 B with respect to centerline O. Namely, the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are arranged such that the center thereof in the direction of width is closer to engine compartment sidewall portion 110 B relative to engine compartment sidewall portion 110 A.
- the side surfaces of the respective accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 on the side of engine compartment sidewall portion 110 A are arranged to be opposed to the side surface of engine 250 on the side of engine compartment sidewall portion 110 B and the side surface of exhaust manifold 252 on the side of engine compartment sidewall portion 110 B.
- Charging device 20 includes a conversion device 160 disposed on the front side of the hybrid vehicle with respect to the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 and a charge plug 30 provided in engine compartment sidewall portion 110 B.
- An accommodation case for accommodating conversion device 160 is provided at a position adjacent to engine 250 on the side of engine compartment sidewall portion 110 B.
- Charge plug 30 is electrically connected to conversion device 160 through a line, and a connector 190 connected to a power supply 28 such as a household power supply can removably be connected to charge plug 30 .
- a power supply 28 such as a household power supply
- connector 190 includes both of a connector for charging, a connector for power feed, and a connector for charging and power feed.
- a connector for supplying electric power supplied from a commercial power supply (for example, single-phase AC 100V in Japan) to the hybrid vehicle is used as the connector for charging.
- a commercial power supply for example, single-phase AC 100V in Japan
- An example of such a connector for charging includes a socket connected to a general household power supply.
- the connector for power feed is a connector for supplying electric power from the hybrid vehicle (for example, single-phase AC 100V in Japan) to an external load.
- the connector for charging and power feed is a connector having both functions of the connector for charging and the connector for power feed above, and it is capable of supplying electric power supplied from the commercial power supply to the hybrid vehicle and supplying electric power from the hybrid vehicle to the external load.
- the method may be such a contact type (contacting) that a part of connector 190 and at least a part of charge plug 30 are in direct contact with each other, or may be a non-contact type (inductive).
- Charge plug 30 is provided in a portion of engine compartment sidewall portion 110 B located in the direction of width of the hybrid vehicle, with respect to the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 .
- Engine 250 and charge plug 30 are arranged as described above, so that a distance between engine 250 and charge plug 30 is great. Accordingly, even though a temperature of air around engine 250 or exhaust manifold 252 becomes high due to heat generated therefrom, heating even of charge plug 30 can be suppressed and deterioration of charge plug 30 due to heat can be suppressed.
- engine 250 is arranged to be offset toward one engine compartment sidewall portion 110 A, so that a gap between the accommodation case for accommodating conversion device 160 or the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 and charge plug 30 can readily be secured. Contact between charge plug 30 and each case can be suppressed and damage of charge plug 30 can be suppressed.
- the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 so as to cover the side surfaces of respective engine 250 and exhaust manifold 252 on the side of engine compartment sidewall portion 110 B, transfer of heat from engine 250 or the like to charge plug 30 can be suppressed.
- charge plug 30 is formed in a portion of engine compartment sidewall portion 110 B, where a region R 1 adjacent to the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 is located.
- region R 1 refers to a region where the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are projected assuming that the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 arranged adjacent to engine 250 are projected on engine compartment sidewall portion 110 B with engine 250 serving as a heat source (light source) emitting radial heat wave (light).
- a heat source light source
- charge plug 30 in the portion where region R of engine compartment sidewall portion 110 B is located, direct radiation of heat from engine 250 to charge plug 30 can be suppressed and deterioration of charge plug 30 can be suppressed.
- the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are located between charge plug 30 and engine 250 , so that a space defined by charge plug 30 and engine 250 is separated by the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 .
- a line connecting charge plug 30 and conversion device 160 to each other is also disposed such that the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 and the accommodation case for accommodating conversion device 160 hide the line from engine 250 .
- deterioration of the line due to heat from engine 250 or the like can also be suppressed.
- An accommodation case for accommodating motor-generators 42 - 1 , 42 - 2 and a powertrain 44 is arranged below the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 above.
- a transaxle including motor-generators 42 - 1 , 42 - 2 and powertrain 44 is accommodated in the accommodation case, and this transaxle is arranged on the side of engine 250 . More specifically, the transaxle is arranged in a region located between the engine and charge plug 30 and transfer of heat from engine 250 to charge plug 30 is suppressed.
- charge plug 30 may be arranged in a projection region, assuming that the accommodation case for accommodating motor-generators 42 - 1 , 42 - 2 and powertrain 44 is projected on engine compartment sidewall portion 110 B with engine 250 serving as the heat source emitting radial heat wave. Thus, radiant heat from engine 250 can be prevented from reaching charge plug 30 .
- a planetary gear is adopted as powertrain 44 and motive power from motor-generator 42 - 1 and motive power from engine 250 can selectively be transmitted to an axle.
- transfer of heat from engine 250 or the like to charge plug 30 is suppressed by the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 , however, the embodiment is not limited thereto and other vehicle-mounted devices may be arranged.
- Charge plug 30 includes a connector main body 31 B to which connector 190 shown in FIG. 1 can be connected, an accommodation chamber for accommodating connector main body 31 B, provided on an inner side of engine compartment sidewall portion 110 B in engine compartment 150 , and a lid member 31 A for opening and closing an opening of the accommodation chamber.
- lid member 31 A is provided in a portion of engine compartment sidewall portion 110 B where region R 1 is located.
- FIG. 3 is an overall block diagram of the vehicle according to the first embodiment of the present invention.
- the hybrid vehicle includes a power supply system 1 and a drive power generation portion 3 .
- Drive power generation portion 3 includes inverters 40 - 1 , 40 - 2 , motor-generators 42 - 1 , 42 - 2 , powertrain 44 , and a drive shaft 46 .
- Inverters 40 - 1 , 40 - 2 are connected in parallel to a main positive bus MPL and a main negative bus MNL. Receiving DC electric power supplied from power supply system 1 , inverters 40 - 1 , 40 - 2 drive motor-generators 42 - 1 , 42 - 2 , respectively.
- inverters 40 - 1 , 40 - 2 convert AC electric power generated by motor-generators 42 - 1 , 42 - 2 respectively to DC electric power and output the DC electric power to power supply system 1 .
- Each inverter 40 - 1 , 40 - 2 is implemented, for example, by a bridge circuit including switching elements of three phases.
- Inverter 40 - 1 , 40 - 2 drives a corresponding motor-generator, by performing a switching operation in response to a drive signal from an HV_ECU (Hybrid Vehicle Electronic Control Unit) 70 shown in FIG. 1 .
- HV_ECU Hybrid Vehicle Electronic Control Unit
- motor-generators 42 - 1 , 42 - 2 receive AC electric power supplied from inverters 40 - 1 , 40 - 2 .
- motor-generators 42 - 1 , 42 - 2 receive electric power.
- Motor-generator 42 - 1 , 42 - 2 is implemented, for example, by a three-phase AC rotating electric machine including a rotor having a permanent magnet embedded.
- motor-generators 42 - 1 , 42 - 2 are coupled to powertrain 44 and coupled to wheels (not shown) through drive shaft 46 further coupled to powertrain 44 .
- Motor-generators 42 - 1 , 42 - 2 are also coupled to engine 250 through powertrain 44 or drive shaft 46 . Then, HV_ECU 70 carries out control such that an optimal ratio between drive power generated by engine 250 and drive power generated by motor-generators 42 - 1 , 42 - 2 is attained. Any one of motor-generators 42 - 1 , 42 - 2 is caused to function solely as a motor, and the other motor-generator is caused to function solely as a generator.
- a hybrid system including an in-line four-cylinder engine, two motor-generators, and powertrain 44 implemented by the planetary gear is adopted as described above.
- the hybrid system is not limited as such, and what is called a parallel hybrid system including, for example, an in-line four-cylinder engine, one motor, and a continuously variable transmission (CVT) is also applicable.
- a parallel hybrid system including, for example, an in-line four-cylinder engine, one motor, and a continuously variable transmission (CVT) is also applicable.
- CVT continuously variable transmission
- a parallel hybrid system including an in-line four-cylinder engine, one motor, and an automatic transmission (AT) is also applicable.
- a series hybrid system including an in-line three-cylinder engine in which combustion chambers are arranged in a line in a direction of width of the hybrid vehicle, one motor, and one generator is also applicable. It is noted that any of the parallel hybrid system and the series hybrid system above may be capable of charging and charging of outside element by using a charging and outside-element-charging method using a neutral point of each motor or a generator or by separately arranging a conversion device.
- Power supply system 1 includes power storage devices 6 - 1 , 6 - 2 , system relays SR 1 , SR 2 , converters 8 - 1 , 8 - 2 , a smoothing capacitor C 1 , current sensors 10 - 1 , 10 - 2 , voltage sensors 12 - 1 , 12 - 2 , and 18 , and a converter ECU 2 .
- power supply system 1 further includes charging device 20 , a solar battery 22 , a voltage sensor 24 , a current sensor 26 , and a system relay SR 3 .
- Power storage devices 6 - 1 , 6 - 2 are DC power supplies that can be charged and can discharge, and they are implemented, for example, by a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery. Power storage device 6 - 1 is connected to one end of system relay SR 1 and power storage device 6 - 2 is connected to one end of system relay SR 2 . It is noted that at least one of power storage devices 6 - 1 , 6 - 2 may be implemented by an electric double layer capacitor.
- System relay SR 1 is disposed between power storage device 6 - 1 and a positive electrode line PL 1 , a negative electrode line NL 1 , and turned on and off in response to a signal SE 1 from converter ECU 2 .
- System relay SR 2 is disposed between power storage device 6 - 2 and a positive electrode line PL 2 , a negative electrode line NL 2 , and turned on and off in response to a signal SE 2 from converter ECU 2 .
- Converter 8 - 1 is provided between positive electrode line PL 1 , negative electrode line NL 1 and main positive bus MPL, main negative bus MNL, and converts a voltage between positive electrode line PL 1 , negative electrode line NL 1 and main positive bus MPL, main negative bus MNL based on a drive signal PWC 1 from converter ECU 2 .
- Converter 8 - 2 is provided between positive electrode line PL 2 , negative electrode line NL 2 and main positive bus MPL, main negative bus MNL, and converts a voltage between positive electrode line PL 2 , negative electrode line NL 2 and main positive bus MPL, main negative bus MNL based on a drive signal PWC 2 from converter ECU 2 .
- Current sensor 10 - 1 detects a current I 1 that flows through positive electrode line PL 1 and outputs the detected current value to converter ECU 2 .
- Voltage sensor 12 - 1 detects a voltage V 1 across positive electrode line PL 1 and negative electrode line NL 1 and outputs the detected voltage value to converter ECU 2 .
- Current sensor 10 - 2 detects a current I 2 that flows through positive electrode line PL 2 and outputs the detected current value to converter ECU 2 .
- Voltage sensor 12 - 2 detects a voltage V 2 across positive electrode line PL 2 and negative electrode line NL 2 and outputs the detected voltage value to converter ECU 2 .
- Smoothing capacitor C 1 is connected between main positive bus MPL and main negative bus MNL and reduces an electric power fluctuation component included in main positive bus MPL and main negative bus MNL.
- Voltage sensor 18 detects a voltage Vh across main positive bus MPL and main negative bus MNL and outputs the detected voltage value to converter ECU 2 .
- Charging device 20 includes charge plug 30 and conversion device 160 , and conversion device 160 includes coils L 1 , L 2 , an AC/DC conversion portion 32 , a smoothing capacitor C 2 , a DC/AC conversion portion 34 , an isolation transformer 36 , a rectifier portion 38 , and a voltage sensor 33 .
- Charge plug 30 serves as an electric power interface for receiving electric power supplied from power supply 28 outside the vehicle (such as a system power supply), and it receives AC electric power from power supply 28 and discharges.
- Coils L 1 , L 2 function as a noise filter and also function as a reactor of a boost chopper circuit for boosting electric power from power supply 28 together with AC/DC conversion portion 32 to output the boosted electric power to a positive electrode line PL 3 and a negative electrode line NL 3 .
- AC/DC conversion portion 32 is implemented by a single-phase bridge circuit. AC/DC conversion portion 32 converts AC electric power provided from power supply 28 to charge plug 30 to DC electric power and outputs the DC electric power to positive electrode line PL 3 and negative electrode line NL 3 , based on a drive signal PWI 1 from converter ECU 2 .
- Smoothing capacitor C 2 is connected between positive electrode line PL 3 and negative electrode line NL 3 and reduces an electric power fluctuation component included between positive electrode line PL 3 and negative electrode line NL 3 .
- Voltage sensor 33 detects a voltage Vc across positive electrode line PL 3 and negative electrode line NL 3 (corresponding to a voltage across terminals of smoothing capacitor C 2 ) and outputs the detected voltage value to converter ECU 2 .
- DC/AC conversion portion 34 is implemented by a single-phase bridge circuit.
- DC/AC conversion portion 34 converts DC electric power supplied from positive electrode line PL 3 and negative electrode line NL 3 to high-frequency AC electric power and outputs the AC electric power to isolation transformer 36 , based on a drive signal PWI 2 from converter ECU 2 .
- Isolation transformer 36 includes a core formed from a magnetic material and a primary coil and a secondary coil wound around the core. The primary coil and the secondary coil are electrically isolated from each other and connected to DC/AC conversion portion 34 and rectifier portion 38 , respectively. Isolation transformer 36 converts high-frequency AC electric power received from DC/AC conversion portion 34 to a voltage level in accordance with a turns ratio of the primary coil and the secondary coil, and outputs the electric power to rectifier portion 38 . Rectifier portion 38 rectifies the AC electric power output from isolation transformer 36 to DC electric power and outputs the DC electric power to positive electrode line PL 2 and negative electrode line NL 2 .
- Solar battery 22 is connected in parallel to smoothing capacitor C 2 with system relay SR 3 being interposed. More specifically, solar battery 22 has a positive electrode connected to the other end of system relay SR 3 having one end connected to positive electrode line PL 3 , and has a negative electrode connected to negative electrode line NL 3 . Solar battery 22 converts solar energy to electric energy to generate a DC voltage.
- System relay SR 3 is disposed between positive electrode line PL 3 and the positive electrode of solar battery 22 .
- System relay SR 3 is turned on and off in response to a signal SE 3 from converter ECU 2 .
- Voltage sensor 24 detects a voltage Vs output from solar battery 22 and outputs the detected voltage value to converter ECU 2 .
- Current sensor 26 detects a current Is output from solar battery 22 and outputs the detected current value to converter ECU 2 .
- Converter ECU 2 generates drive signals PWC 1 , PWC 2 based on each detection value detected by each sensor described above, and outputs generated drive signals PWC 1 , PWC 2 to converters 8 - 1 , 8 - 2 , respectively.
- converter ECU 2 when power storage device 6 - 2 is charged by power supply 28 outside the vehicle, converter ECU 2 generates signal SE 3 for turning off system relay SR 3 and outputs the signal to system relay SR 3 , and generates signal SE 2 for turning on system relay SR 2 and outputs the signal to system relay SR 2 . Then, converter ECU 2 generates drive signals PWI 1 , PWI 2 for driving charging device 20 and outputs the signals to charging device 20 so as to charge power storage device 6 - 2 sequentially from power supply 28 through charging device 20 and system relay SR 2 .
- converter ECU 2 when power storage device 6 - 1 is charged by power supply 28 , converter ECU 2 generates signal SE 3 for turning off system relay SR 3 and outputs the signal to system relay SR 3 , and generates signal SE 1 for turning on system relay SR 1 and outputs the signal to system relay SR 1 .
- converter ECU 2 generates drive signals PWI 1 , PWI 2 as well as drive signals PWC 1 , PWC 2 for driving converters 8 - 1 , 8 - 2 , so as to charge power storage device 6 - 1 sequentially from power supply 28 through charging device 20 , positive electrode line PL 2 and negative electrode line NL 2 , converter 8 - 2 , main positive bus MPL and main negative bus MNL, converter 8 - 1 , and system relay SR 1 .
- converter ECU 2 when power storage device 6 - 1 is charged by solar battery 22 , converter ECU 2 generates signal SE 3 for turning on system relay SR 3 and outputs the signal to system relay SR 3 , and generates signal SE 1 for turning on system relay SR 1 and outputs the signal to system relay SR 1 .
- converter ECU 2 generates drive signal PWI 2 for driving DC/AC conversion portion 34 of charging device 20 as well as drive signals PWC 1 , PWC 2 for driving converters 8 - 1 , 8 - 2 , so as to charge power storage device 6 - 1 sequentially from solar battery 22 through charging device 20 , positive electrode line PL 2 and negative electrode line NL 2 , converter 8 - 2 , main positive bus MPL and main negative bus MNL, converter 8 - 1 , and system relay SR 1 .
- converter ECU 2 when power storage device 6 - 2 is charged by solar battery 22 , converter ECU 2 generates signal SE 3 for turning on system relay SR 3 and outputs the signal to system relay SR 3 , and generates signal SE 2 for turning on system relay SR 2 and outputs the signal to system relay SR 2 . Then, converter ECU 2 generates drive signal PWI 2 for driving DC/AC conversion portion 34 of charging device 20 as well as drive signals PWC 1 , PWC 2 for driving converters 8 - 1 , 8 - 2 , so as to charge power storage device 6 - 2 sequentially from solar battery 22 through charging device 20 , positive electrode line PL 2 and negative electrode line NL 2 , converter 8 - 2 , and system relay SR 1 .
- converter ECU 2 In supplying electric power to the outside from power storage device 6 - 1 through charge plug 30 , converter ECU 2 generates signal SE 3 for turning off system relay SR 3 and outputs the signal to system relay SR 3 , and generates signal SE 1 for turning on system relay SR 1 and outputs the signal to system relay SR 1 .
- converter ECU 2 generates drive signals PWI 1 , PWI 2 as well as drive signals PWC 1 , PWC 2 for driving converters 8 - 1 , 8 - 2 so as to charge an external AC power supply sequentially from power storage device 6 - 1 through system relay SR 1 , converter 8 - 1 , main positive bus MPL and main negative bus MNL, converter 8 - 2 , positive electrode line PL 2 and negative electrode line NL 2 , and charging device 20 .
- converter ECU 2 in supplying electric power to the outside from power storage device 6 - 2 through charge plug 30 , converter ECU 2 generates signal SE 3 for turning off system relay SR 3 and outputs the signal to system relay SR 3 , and generates signal SE 2 for turning on system relay SR 2 and outputs the signal to system relay SR 2 . Then, converter ECU 2 generates drive signals PWI 1 , PWI 2 as well as drive signals PWC 1 , PWC 2 for turning off drive of converters 8 - 1 , 8 - 2 so as to charge the external AC power supply sequentially from power storage device 6 - 2 through system relay SR 2 and charging device 20 .
- charging of the power storage device mounted on the hybrid vehicle and power feed to the AC power supply outside the hybrid vehicle from the power storage device are both possible, however, only a function to charge the power storage device may be achieved.
- charge plug 30 is formed in a portion of engine compartment sidewall portion 110 B where region R 1 is located, the embodiment is not limited thereto.
- charge plug 30 may be arranged also in a portion located outside region R 1 , where a distance from engine 250 is greater than in an example where it is located in region R 1 . In such a case, by ensuring a distance from engine 250 , heat from engine 250 can be prevented from reaching charge plug 30 .
- FIGS. 4 to 6 A hybrid vehicle according to a second embodiment of the present invention will be described with reference to FIGS. 4 to 6 . It is noted that features in FIGS. 4 to 6 the same as or corresponding to those shown in FIGS. 1 to 3 have the same reference numerals allotted and description thereof may not be provided.
- FIG. 4 is a schematic diagram showing an overall structure of the hybrid vehicle according to the second embodiment of the present invention
- FIG. 5 is a plan view schematically showing arrangement of each vehicle-mounted device in the hybrid vehicle shown in FIG. 4
- FIG. 6 is a schematic diagram schematically showing arrangement of each vehicle-mounted device shown in FIG. 5 , in such a manner that the inside can be seen.
- the hybrid vehicle includes an engine 250 A, a motor-generator 42 - 3 driven by motive power from engine 250 A and capable of functioning as a generator, a power storage device 60 that can be charged and can discharge, a motor-generator 42 - 4 for generating motive power for driving wheels, inverters 40 - 1 , 40 - 2 , and converters 8 - 1 , 8 - 2 .
- Engine 250 A is a three-cylinder engine in which three combustion chambers are arranged in a line in a direction of width of the hybrid vehicle and it can be driven by liquid fuel such as gasoline.
- Motor-generator 42 - 3 is driven by the motive power from engine 250 A, so that motor-generator 42 - 3 generates electric power for driving motor-generator 42 - 4 or charging power storage device 60 .
- motor-generator 42 - 4 is supplied with electric power from motor-generator 42 - 3 and power storage device 60 through inverters 40 - 1 , 40 - 2 or the like so that the wheels are driven.
- engine 250 A functions as a drive source for driving motor-generator 42 - 3 functioning as the generator, and engine 250 A does not directly drive the wheels. Accordingly, as engine 250 A can drive motor-generator 42 - 2 with good drive efficiency, a compact engine such as an in-line three-cylinder engine can be adopted. An engine of lower power than engine 250 in the hybrid vehicle according to the first embodiment above can be adopted as engine 250 A in the hybrid vehicle according to the second embodiment of the present invention, and hence the engine can be more compact. Therefore, for example, a three-cylinder engine is adopted in the hybrid vehicle according to the present embodiment.
- motor-generator 42 - 4 in order to drive the wheels with motive power from motor-generator 42 - 4 , a motor-generator of higher power than motor-generators 42 - 1 , 42 - 2 in the hybrid vehicle according to the first embodiment above is adopted as motor-generator 42 - 4 according to the second embodiment of the present invention.
- This hybrid vehicle includes charging device 20 , and this charging device 20 also includes charge plug 30 and conversion device 160 .
- an accommodation case for accommodating motor-generators 42 - 3 , 42 - 4 is arranged below the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 .
- the accommodation case for accommodating motor-generators 42 - 3 , 42 - 4 is placed, for example, between side members arranged in engine compartment 150 .
- Engine 250 A is arranged at a position displaced toward the rear in terms of the direction of travel, above the accommodation case for accommodating motor-generators 42 - 3 , 42 - 4 , and arranged to be offset toward side surface 100 A with respect to centerline O of the hybrid vehicle.
- the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are arranged above the accommodation case for accommodating motor-generators 42 - 3 , 42 - 4 and arranged to be offset toward side surface 100 B with respect to centerline O.
- charge plug 30 is provided in a portion of engine compartment sidewall portion 110 B where a region R 2 is located, that is, in the region where the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are projected assuming that the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are radially projected with engine 250 serving as a heat source.
- engine 250 A is smaller in size than the engine in the hybrid vehicle according to the first embodiment above. Accordingly, an amount of heat generation can be reduced and deterioration of charge plug 30 can be suppressed.
- an area of projection where the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 are projected on engine compartment sidewall portion 110 B is greater and a wider area of region R 2 can be ensured.
- a degree of freedom of a region where charge plug 30 is arranged can be enhanced.
- the accommodation case for accommodating conversion device 160 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 can be accommodated at a distance from engine compartment sidewall portion 110 B.
- a line electrically connecting connector main body 31 B and conversion device 160 to each other is also disposed such that the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 hide the line from engine 250 A.
- inverters 40 - 1 , 40 - 2 and converters 8 - 1 , 8 - 2 hide the line from engine 250 A.
- FIG. 7 is a plan view showing an overall structure of the hybrid vehicle according to the third embodiment of the present invention
- FIG. 8 is a schematic diagram showing arrangement of a vehicle-mounted device within engine compartment 150
- FIG. 9 is an electric circuit diagram of the hybrid vehicle according to the present embodiment.
- a line connected to charge plug 30 through which electric power supplied through connector 190 flows, is connected to each neutral point of motor-generator 42 - 1 , 42 - 2 .
- power storage device 60 can be charged through each motor-generator 42 - 1 , 42 - 2 , without separately providing a conversion device.
- Power storage device 60 has a positive electrode connected to a positive electrode line PL 5 and a negative electrode connected to a negative electrode line NL 5 .
- a capacitor C 3 is connected between positive electrode line PL 5 and negative electrode line NL 5 .
- a boost converter 8 is connected between positive electrode line PL 5 , negative electrode line NL 5 and a positive electrode line PL 4 , a negative electrode line NL 4 .
- a capacitor C 4 is connected between positive electrode line PL 4 and negative electrode line NL 4 .
- Inverter 40 - 1 is connected between positive electrode line PL 4 , negative electrode line NL 4 and motor-generator 42 - 1 .
- Inverter 40 - 2 is connected between positive electrode line PL 4 , negative electrode line NL 4 and motor-generator 42 - 2 .
- Motor-generator 42 - 1 includes a three-phase coil 11 as a stator coil and motor-generator 42 - 2 includes a three-phase coil 12 as a stator coil.
- Boost converter 8 includes a reactor L 3 , NPN transistors Q 1 , Q 2 , and diodes D 1 , D 2 .
- Reactor L 3 has one end connected to positive electrode line PL 5 and the other end connected to an intermediate point between NPN transistor Q 1 and NPN transistor Q 2 , that is, between an emitter of NPN transistor Q 1 and a collector of NPN transistor Q 2 .
- NPN transistors Q 1 , Q 2 are connected in series between positive electrode line PL 5 and negative electrode line NL 4 , NL 4 .
- NPN transistor Q 1 has a collector connected to positive electrode line PL 4 of inverter 40 - 1 and NPN transistor Q 2 has an emitter connected to negative electrode lines NL 4 , NL 5 .
- diodes D 1 , D 2 that permit flow of a current from the emitter side to the collector side are arranged between the collectors and the emitters of NPN transistors Q 1 , Q 2 , respectively.
- Inverter 40 - 1 includes a U-phase arm 131 , a V-phase arm 132 , and a W-phase arm 133 .
- U-phase arm 131 , V-phase arm 132 , and W-phase arm 133 are provided in parallel between positive electrode line PL 4 and negative electrode line NL 4 .
- U-phase arm 131 includes NPN transistors Q 3 , Q 4 connected in series
- V-phase arm 132 includes NPN transistors Q 5 , Q 6 connected in series
- W-phase arm 133 includes NPN transistors Q 7 , Q 8 connected in series.
- diodes D 3 to D 8 that permit flow of a current from the emitter side to the collector side are connected between collectors and emitters of NPN transistors Q 3 to Q 8 , respectively.
- An intermediate point of the arm of each phase of inverter 40 - 1 is connected to an end of each phase of the coil of each phase of three-phase coil 11 included in motor-generator 42 - 1 .
- motor-generator 42 - 1 is a three-phase permanent magnet motor, and it is configured such that one ends of three coils of U-, V-, and W-phases are commonly connected to a neutral point M 1 .
- the U-phase coil has the other end connected to the intermediate point between NPN transistors Q 3 , Q 4
- the V-phase coil has the other end connected to the intermediate point between NPN transistors Q 5 , Q 6
- the W-phase coil has the other end connected to the intermediate point between NPN transistors Q 7 , Q 8 .
- Inverter 40 - 1 and inverter 40 - 2 are connected to opposing ends of capacitor C 4 , in parallel to each other.
- Inverter 40 - 2 includes a U-phase arm 141 , a V-phase arm 142 , and a W-phase arm 143 .
- U-phase arm 141 , V-phase arm 142 , and W-phase arm 143 are provided in parallel between positive electrode line PL 4 and negative electrode line NL 4 .
- U-phase arm 141 includes NPN transistors Q 9 , Q 10 connected in series
- V-phase arm 142 includes NPN transistors Q 11 , Q 12 connected in series
- W-phase arm 143 includes NPN transistors Q 13 , Q 14 connected in series.
- NPN transistors Q 9 to Q 14 correspond to NPN transistors Q 3 to Q 8 of inverter 40 - 2 , respectively.
- inverter 40 - 2 is the same as inverter 40 - 1 in its configuration.
- Diodes D 9 to D 14 that permit flow of a current from the emitter side to the collector side are connected between collectors and emitters of NPN transistors Q 9 to Q 14 , respectively.
- An intermediate point of the arm of each phase of inverter 40 - 2 is connected to an end of each phase of the coil of each phase of three-phase coil 12 included in motor-generator 42 - 2 .
- motor-generator 42 - 2 is also a three-phase permanent magnet motor, and it is configured such that one ends of three coils of U-, V-, and W-phases are commonly connected to a neutral point M 2 .
- the U-phase coil has the other end connected to the intermediate point between NPN transistors Q 9 , Q 10
- the V-phase coil has the other end connected to the intermediate point between NPN transistors Q 11 , Q 12
- the W-phase coil has the other end connected to the intermediate point between NPN transistors Q 13 , Q 14 .
- Power storage device 60 is implemented by a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery.
- a voltage sensor 10 detects a battery voltage Vb output from power storage device 60 and outputs detected battery voltage Vb to HV_ECU 70 .
- System relays SR 1 , SR 2 are turned on and off in response to a signal SE from HV_ECU 70 . More specifically, system relays SR 1 , SR 2 are turned on in response to signal SE at H (logic high) level from HV_ECU 70 and turned off in response to signal SE at L (logic low) level from HV_ECU 70 .
- Capacitor C 3 smoothes a DC voltage supplied from power storage device 60 and supplies the smoothed DC voltage to boost converter 8 .
- Boost converter 8 boosts the DC voltage supplied from capacitor C 3 and supplies the boosted DC voltage to capacitor C 4 . More specifically, receiving a signal PWC from HV_ECU 70 , boost converter 8 boosts the DC voltage in accordance with a period during which NPN transistor Q 2 was turned on in response to signal PWC, and supplies the resultant DC voltage to capacitor C 4 . Here, NPN transistor Q 1 is turned off in response to signal PWC. Alternatively, boost converter 8 down-converts the DC voltage supplied from inverter 40 - 1 and/or inverter 40 - 2 through capacitor C 4 in response to signal PWC from HV_ECU 70 and charges power storage device 60 .
- Capacitor C 4 smoothes the DC voltage from boost converter 8 and supplies the smoothed DC voltage to inverters 40 - 1 , 40 - 2 .
- a voltage sensor 13 detects a voltage across opposing ends of capacitor C 4 , that is, an output voltage Vm of boost converter 8 (corresponding to a voltage input to inverters 40 - 2 - 1 , 40 ; to be understood similarly hereinafter), and outputs detected output voltage Vm to HV_ECU 70 .
- inverter 40 - 1 converts the DC voltage to an AC voltage based on a signal PWM 1 from HV_ECU 70 and drives motor-generator 42 - 1 .
- motor-generator 42 - 1 is driven to generate torque designated by a torque control value TR 1 .
- inverter 40 - 2 converts an AC voltage generated by motor-generator 42 - 1 during regenerative braking of the hybrid car including a motive power output device to a DC voltage based on signal PWM 1 from HV_ECU 70 and supplies the resultant DC voltage to boost converter 8 through capacitor C 4 .
- regenerative braking herein includes braking accompanying regeneration when a driver driving a hybrid car operates a foot brake, and deceleration (or stop of acceleration) of a vehicle while carrying out regeneration, in which an accelerator pedal is not pressed during running although a foot brake is not operated.
- inverter 40 - 2 Supplied with the DC voltage from capacitor C 4 , inverter 40 - 2 converts the DC voltage to an AC voltage based on a signal PWM 2 from HV_ECU 70 and drives motor-generator 42 - 2 . Thus, motor-generator 42 - 2 is driven to generate torque designated by a torque control value TR 2 . In addition, inverter 40 - 2 converts an AC voltage generated by motor-generator 42 - 2 during regenerative braking of the hybrid car including a motive power output device to a DC voltage based on signal PWM 2 from HV_ECU 70 and supplies the resultant DC voltage to boost converter 8 through capacitor C 4 .
- a current sensor 14 detects a motor current MCRT 1 that flows in motor-generator 42 - 1 and outputs detected motor current MCRT 1 to HV_ECU 70 .
- a current sensor 15 detects a motor current MCRT 2 that flows in motor-generator 42 - 2 and outputs detected motor current MCRT 2 to HV_ECU 70 .
- each inverter 40 - 1 , 40 - 2 implemented by a three-phase bridge circuit, there are eight patterns of combination of on and off of six transistors.
- an interphase voltage attains to zero in two patterns, and such a voltage state is referred to as a zero-voltage vector.
- three transistors in an upper arm can be regarded as being in the same switching state (all on or all off), and three transistors in a lower arm can also be regarded as being in the same switching state. Therefore, FIG. 9 shows three transistors in the upper arm of inverter 40 - 1 collectively as an upper arm 40 A and three transistors in the lower arm of inverter 40 - 1 collectively as a lower arm 40 B.
- three transistors in the upper arm of inverter 40 - 2 are collectively shown as an upper arm 40 C and three transistors in the lower arm of inverter 40 - 2 are collectively shown as a lower arm 40 D.
- a zero-phase equivalent circuit can be seen as a single-phase PWM converter receiving as input, single-phase AC electric power provided to neutral points M 1 , M 2 through electric power input lines ACL 1 , ACL 2 of connector 190 and lines 92 , 93 . Then, by varying the zero voltage vector in each of inverters 40 - 1 , 40 - 2 and controlling switching of inverters 40 - 1 , 40 - 2 to operate as the arm of the single-phase PWM converter, AC electric power from connector 190 input through electric power input lines ACL 1 , ACL 2 connected to charge plug 30 can be converted to DC electric power and output to positive electrode line PL 4 . The resultant DC voltage is supplied to boost converter 8 through capacitor C 4 and power storage device 60 is charged.
- FIG. 10 is an electric circuit diagram of the hybrid vehicle according to the present embodiment, and in the hybrid vehicle shown in FIG. 10 , electric power stored in power storage device 60 can be supplied to an external AC power supply through the connector connected to charge plug 30 .
- connector 190 connected to charge plug 30 is a connector for external power feed capable of supplying electric power charged to power storage device 60 to an external load.
- the connector for external power feed is a connector for supplying electric power from the hybrid vehicle (for example, single-phase AC 100V in Japan) to an external load.
- Inverters 40 - 1 , 40 - 2 drive respective motor-generators 42 - 1 , 42 - 2 such that DC electric power supplied from power storage device 60 through boost converter 8 is converted to AC electric power for commercial power supply in response to signals PWM 1 , PWM 2 from HV_ECU 70 and the AC electric power can be output from charge plug 30 .
- Charge plug 30 includes a primary coil 51 and a secondary coil 52 .
- Primary coil 51 is connected between neutral point M 1 of three-phase coil 11 included in motor-generator 42 - 1 and neutral point M 2 of three-phase coil 12 included in motor-generator 42 - 2 .
- An AC voltage generated across neutral point M 1 of motor-generator 42 - 1 and neutral point M 2 of motor-generator 42 - 2 is converted to an AC voltage for commercial power supply, which is output from terminals 61 , 62 of charge plug 30 .
- motor-generators 42 - 1 , 42 - 2 are used to attain charging and power feed and a conversion device is not mounted, because a conversion device for charging and power feed is not necessary.
- two neutral points are used so that a battery can be charged and electric power can be supplied to an external load through connector 190 , however, a single neutral point may be used so that a battery is charged and electric power is supplied to an external load.
- the number of vehicle-mounted devices to be accommodated in engine compartment 150 can thus be decreased, and a distance between accommodated devices can be ensured.
- contact of charge plug 30 with the accommodation case for accommodating inverters 40 - 1 , 40 - 2 or the like can thus be suppressed and damage of charge plug 30 can be suppressed.
- the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converter 8 are arranged at a position adjacent to engine 250 A on the side of engine compartment sidewall portion 110 B, as in the first and second embodiments above.
- charge plug 30 according to the third embodiment of the present embodiment is also provided in a portion of engine compartment sidewall portion 110 B where a region R 3 is located, that is, in the region where the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converter 8 are projected with engine 250 serving as a heat source emitting radial heat wave.
- the accommodation case for accommodating motor-generators 42 - 1 , 42 - 2 and powertrain 44 is arranged below the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converter 8 , and it is arranged closer to engine compartment sidewall portion 110 B relative to engine compartment sidewall portion 110 A.
- the accommodation case for accommodating motor-generators 42 - 1 , 42 - 2 and powertrain 44 is arranged on the side of engine compartment sidewall portion 110 B with respect to engine 250 .
- charge plug 30 may be arranged within a region where the accommodation case for accommodating motor-generators 42 - 1 , 42 - 2 and the like is projected on engine compartment sidewall portion 110 B with engine 250 serving as a heat source emitting radial heat wave.
- FIG. 11 shows a variation of the hybrid vehicle according to the third embodiment of the present invention.
- a charge plug 30 A includes connector main body 31 B that can be accommodated in and drawn out of the vehicle main body and a line connected to connector main body 31 B.
- the line connected to connector main body 31 B can be accommodated in the vehicle main body and also can be drawn out of the vehicle main body by drawing out connector main body 31 B.
- charge plug 30 A can directly be connected to a household power supply or the like.
- FIGS. 12 and 13 A hybrid vehicle according to a fourth embodiment of the present invention will be described with reference to FIGS. 12 and 13 . It is noted that features the same as or corresponding to those shown in FIGS. 1 to 11 above have the same reference numerals allotted and description thereof may not be provided.
- FIG. 12 is a plan view showing an overall structure of the hybrid vehicle according to the fourth embodiment of the present invention.
- FIG. 13 is a schematic diagram schematically showing arrangement of each vehicle-mounted device in the hybrid vehicle according to the present embodiment.
- the hybrid vehicle according to the fourth embodiment of the present invention is what is called a series hybrid type hybrid vehicle.
- Engine 250 generates motive power for driving motor-generator 42 - 3 , and electric power generated by motor-generator 42 - 3 is supplied to motor-generator 42 - 4 through inverters 40 - 1 , 40 - 2 or the like so that motor-generator 42 - 3 is driven.
- engine 250 A is arranged to be offset toward engine compartment sidewall portion 110 A with respect to centerline O, and contact between charge plug 30 and the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converter 8 can be suppressed.
- the line connected to charge plug 30 is disposed such that the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and charge plug 30 or the accommodation case for accommodating motor-generators 42 - 3 , 42 - 4 hide(s) the line from engine 250 A.
- Motor-generators 42 - 3 , 42 - 4 are arranged below the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converter 8 .
- the line connected to charge plug 30 is connected to each neutral point of each motor-generator 42 - 3 , 42 - 4 , and power storage device 60 can be charged through each motor-generator 42 - 3 , 43 - 3 .
- electric power stored in power storage device 60 can be supplied to an external AC power supply through charge plug 30 .
- charge plug 30 is arranged in a portion where a region R 4 is located when the accommodation cases for accommodating inverters 40 - 1 , 40 - 2 and converter 8 are projected on engine compartment sidewall portion 110 B with engine 250 A serving as a heat source emitting radial heat wave.
- charge plug 30 may be arranged in a region where the accommodation case for accommodating motor-generators 42 - 3 , 42 - 4 and the like is projected on engine compartment sidewall portion 110 B with engine 250 A serving as a heat source emitting radial heat wave.
- FIG. 14 A hybrid vehicle according to a fifth embodiment of the present invention will be described with reference to FIG. 14 . It is noted that features shown in FIG. 14 the same as or corresponding to those shown in FIGS. 1 to 13 above have the same reference numerals allotted and description thereof may not be provided.
- FIG. 14 is a plan view showing an overall structure of the hybrid vehicle according to the present fifth embodiment.
- the hybrid vehicle shown in FIG. 14 includes conversion device 160 connected to charge plug 30 through a line 161 and connected to power storage devices 6 - 1 , 6 - 2 through a line 162 .
- Conversion device 160 is capable of at least one of conversion of DC electric power from power storage devices 6 - 1 , 6 - 2 to AC electric power for supply of the AC electric power to an external load through charge plug 30 and conversion of AC electric power supplied through connector 190 connected to charge plug 30 to DC electric power for charging of power storage devices 6 - 1 , 6 - 2 .
- conversion device 160 has at least one of a DC/AC function and an AC/DC function. It is noted that conversion device 160 may additionally have a DC/DC function.
- conversion device 160 can convert DC electric power at approximately 200V to 300V charged to power storage devices 6 - 1 , 6 - 2 , for example, to DC electric power around 10V for supply to the outside, or it can convert DC electric power supplied from the outside to DC electric power that can be supplied to the battery (a DC current at approximately 200V to 300V) for charging of power storage devices 6 - 1 , 6 - 2 .
- Such conversion device 160 is mounted at a position distant from engine compartment 150 containing engine 250 . Thus, an amount of heat provided from engine 250 to conversion device 160 can be lowered and heat-resistance treatment for conversion device 160 can be simplified.
- conversion device 160 is incorporated in luggage room 152 and driver and/or passenger accommodation chamber 151 is located between luggage room 152 and engine compartment 150 , so that conversion device 160 is hardly affected by heat from engine 250 .
- conversion device 160 is incorporated in luggage room 152 , a capacity of driver and/or passenger accommodation chamber 151 can be ensured.
- Power storage devices 6 - 1 , 6 - 2 are arranged, for example, in the rear of a back seat in driver and/or passenger accommodation chamber 151 . Therefore, a distance between conversion device 160 and luggage room 152 can be decreased by incorporating conversion device 160 in luggage room 152 and line 162 connecting conversion device 160 and power storage devices 6 - 1 , 6 - 2 to each other can be shorter. It is noted that power storage devices 6 - 1 , 6 - 2 may be incorporated in luggage room 152 .
- conversion device 160 By incorporating conversion device 160 at a position distant from engine compartment 150 as described above, a space for mounting other devices in engine compartment 150 can be secured.
- Charge plug 30 and conversion device 160 are connected to each other through line 161 , and only line 161 of charging device 20 is located within engine compartment 150 .
- line 161 can be wired if only a small space is available, efficiency in mounting devices in engine compartment 150 can be improved by disposing line 161 in the space between devices mounted in engine compartment 150 .
- line 161 By arranging line 161 between the devices, an amount of heat provided from engine 250 to line 161 can be lowered and heat-resistance treatment for line 161 can be simplified.
- Conversion device 160 is mounted on the side of engine compartment sidewall portion 110 B relative to engine compartment sidewall portion 110 A in the direction of width of the vehicle.
- line 161 can extend along side surface 100 B or can be disposed in the vicinity of side surface 100 B, and line 161 can be arranged at a position distant from engine 250 .
- deterioration of line 161 due to heat from engine 250 can be suppressed.
- conversion device 160 is incorporated in luggage room 152 in the example shown in FIG. 14 above, a position thereof is not limited as such, and it may be incorporated in driver and/or passenger accommodation chamber 151 as shown in FIG. 15 .
- conversion device 160 By incorporating conversion device 160 in driver and/or passenger accommodation chamber 151 , a distance between 1 power storage device 60 and power storage devices 6 - 1 , 6 - 2 can be decreased, a length of line 161 and line 162 can be shorter, and reduction in current loss can be achieved.
- conversion device 160 is preferably arranged under a seat.
- the present invention is applicable to a hybrid vehicle and suitable for a hybrid vehicle driven by fuel and electric power.
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JP2007218284 | 2007-08-24 | ||
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US13/137,303 Active 2030-03-13 US9827971B2 (en) | 2007-08-24 | 2011-08-04 | Vehicle with an energy source supply portion |
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US13/137,303 Active 2030-03-13 US9827971B2 (en) | 2007-08-24 | 2011-08-04 | Vehicle with an energy source supply portion |
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US (3) | US20100116571A1 (ru) |
EP (1) | EP2179880B1 (ru) |
JP (1) | JP5227323B2 (ru) |
KR (1) | KR20100049113A (ru) |
CN (1) | CN101784407B (ru) |
BR (1) | BRPI0811014B1 (ru) |
RU (1) | RU2430840C1 (ru) |
WO (1) | WO2009028520A1 (ru) |
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JP2018014808A (ja) * | 2016-07-20 | 2018-01-25 | トヨタ自動車株式会社 | 電力供給システム |
US10780789B2 (en) * | 2016-12-09 | 2020-09-22 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Charging apparatus |
US11942869B2 (en) * | 2018-07-25 | 2024-03-26 | Denso Corporation | Power module and electric power conversion device |
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US20210399649A1 (en) * | 2020-06-18 | 2021-12-23 | Audi Ag | Inverter |
US11831248B2 (en) * | 2020-06-18 | 2023-11-28 | Audi Ag | Inverter including DC/AC converter and DC/DC converter connectible to rotor and stator included in electric machine |
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Also Published As
Publication number | Publication date |
---|---|
US20110290572A1 (en) | 2011-12-01 |
CN101784407B (zh) | 2013-08-14 |
BRPI0811014B1 (pt) | 2020-10-27 |
JP5227323B2 (ja) | 2013-07-03 |
US20110315461A1 (en) | 2011-12-29 |
EP2179880B1 (en) | 2014-09-24 |
WO2009028520A1 (ja) | 2009-03-05 |
RU2430840C1 (ru) | 2011-10-10 |
EP2179880A4 (en) | 2011-07-13 |
BRPI0811014A2 (pt) | 2015-01-27 |
KR20100049113A (ko) | 2010-05-11 |
EP2179880A1 (en) | 2010-04-28 |
JPWO2009028520A1 (ja) | 2010-12-02 |
CN101784407A (zh) | 2010-07-21 |
US9827971B2 (en) | 2017-11-28 |
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