JPH10309003A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the electrical energy stored in a battery, by providing a second polyphase AC motor-generator apart from a first polyphase AC motor- generator directly coupled with an internal combustion engine, and driving a power transmission gear by converting and transmitting electrical energy in both directions between the motor-generators and battery. SOLUTION: A first polyphase AC motor-generator 1 directly coupled with an internal combustion engine 20 is connected to a battery 5 through a first inverter 11, and the engine 20 is connected to a power transmission gear 7 through a first clutch 21. In addition, the gear 7 is connected to a second polyphase AC motor-generator 2 through a second clutch 22 and the generator 2 is connected to the battery 5 through a second inverter 12. Wheels 19 are driven through the gear 7, etc., by converting and transmitting electric energy in both directions between the battery 5 and the motor-generator 1 or 2 by controlling the engagement and disengagement of the clutches 21 and 22 and turning on/off of the inverters 11 and 12 in accordance with the charging rate of the battery 5.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a hybrid vehicle equipped with both an internal combustion engine and a motor generator.
That is, a storage battery is provided as an energy source of the motor generator, and the motor generator is a polyphase AC motor generator, and performs bidirectional energy conversion and connection between the polyphase AC motor generator and the storage battery. The present invention relates to a hybrid vehicle provided with an inverter. The present invention relates to a hybrid vehicle (WO88 / 061) manufactured and sold by the applicant under the name of HIMR.
07).

[0002]

2. Description of the Related Art A hybrid vehicle (HIMR) manufactured and sold by the applicant is an internal combustion engine, a polyphase AC motor generator directly connected to a main rotating shaft of the internal combustion engine, a storage battery, the storage battery and the polyphase. An inverter that electrically connects the AC motor generator and converts and transmits electric energy bidirectionally, and a control circuit that controls the inverter, operates the polyphase AC motor generator as a motor to perform auxiliary acceleration. When performing, the DC energy extracted from the storage battery is converted into AC energy by an inverter and supplied to the polyphase AC motor generator, and when the polyphase AC motor generator is operated as a generator to perform braking, the generated AC energy is Is converted into DC energy by an inverter and stored in a storage battery. The control circuit controls the rotating magnetic field of the polyphase AC motor generator faster than the mechanical rotation speed of the rotating shaft in accordance with the output of the rotation sensor provided on the rotating shaft of the polyphase AC motor generator, so that By operating the phase AC motor generator as a motor and controlling the rotating magnetic field of the polyphase AC motor generator to be slower than the mechanical rotation speed of the rotating shaft, it is possible to operate this polyphase AC motor generator as a generator. it can.

[0003] This device is applied to a large bus, and is widely used in a city bus for an urban area where stops and starts are repeated frequently, or a tourist bus for a national park where air pollution by exhaust gas is strictly regulated. It has gained. A practical device has a structure in which a device in which 25 12V batteries of a car are connected in series as a storage battery is provided under the floor of a bus,
The polyphase AC motor generator is a three-phase AC cage induction machine, and the inverter is controlled by a computer. The three-phase AC squirrel-cage induction machine has a solid cage structure in which the rotor has a simple cage structure and has no contact parts such as brushes and rings.

[0004]

It is anticipated that petroleum resources will be depleted in the future in decades, and that vehicles equipped with an internal combustion engine using petroleum fuel will be converted to electric vehicles. However, it is considered that a hybrid vehicle equipped with both an internal combustion engine and a motor generator is effectively used in a transition period of the transition. The H
The hybrid vehicle manufactured and sold by the applicant under the name of IMR is an effective system as a hybrid vehicle to be used during the transition period between an internal combustion engine vehicle and an electric vehicle, but the biggest problem at present is that The storage battery has a large shape and a large weight.

[0005] In order to solve this problem, first, storage batteries themselves have been studied from various angles. That is, a storage battery that is small, easy to handle, and has a large amount of electric energy that can be stored has been studied. On the other hand, research has been conducted to reduce electric energy that must be stored in a storage battery. In other words, if the energy that can be stored in the storage battery is reduced in the current device, it is necessary to frequently perform a charging operation on the car that has returned to the garage, and this operation becomes cumbersome. This is possible with a bus company or a transportation company that manages and maintains a large number of vehicles, but not with a general office or individual that has a small number of vehicles. Further, if the energy stored in the storage battery is small, it is impossible to perform effective auxiliary acceleration when the vehicle is accelerating or climbing a long uphill.

For this purpose, it is necessary to efficiently regenerate the braking energy generated when the vehicle decelerates or stops, and when the vehicle is stopped, for example, in a city, waiting for a traffic light or on a road. It is necessary to charge the storage battery effectively even in a traffic jam.

[0007] The present invention has been made in such a background, it is possible to reduce the electric energy stored in the storage battery, it is possible to variously select the operation mode according to the running state of the car The purpose is to provide a simple hybrid vehicle. SUMMARY OF THE INVENTION It is an object of the present invention to provide an automobile that reduces the exhaust gas of an internal combustion engine by effectively using the auxiliary acceleration by an electric motor. The present invention
It is an object of the present invention to provide an automobile that effectively regenerates energy generated by braking as electric energy. An object of the present invention is to provide an automobile that reduces fuel consumption of petroleum fuel. An object of the present invention is to provide an automobile with less environmental pollution.

[0008]

SUMMARY OF THE INVENTION According to the present invention, a plurality of energy conversion means are provided, and the braking energy generated when the vehicle decelerates or stops is efficiently regenerated as electric energy, and the electric energy is effectively used. It is characterized by doing.

That is, a first aspect of the present invention relates to an internal combustion engine, a first polyphase AC motor generator directly connected to a main rotating shaft of the internal combustion engine, a storage battery, the storage battery, and the first storage battery. In a hybrid vehicle including a first inverter that electrically connects a polyphase AC motor generator and converts and transmits electric energy bidirectionally, and a first clutch that connects the main rotation shaft to a transmission, A power coupling gear (PTO) mechanically coupled to the transmission, a second clutch coupled to the power coupling gear, and a second clutch having a rotating shaft coupled via the second clutch. A polyphase AC motor generator,
A second inverter is provided which electrically connects the second polyphase AC motor generator and the storage battery and bidirectionally converts and transmits electric energy.

A first rotation sensor for detecting the rotation of the main rotation shaft, a first control circuit for controlling the first inverter in accordance with an output of the first rotation sensor, It is desirable to include a second rotation sensor for detecting the rotation of the AC motor generator, and a second control circuit for controlling the second inverter according to the output of the second rotation sensor.

A part of each of the first control circuit and the second control circuit, and a part of each of the first inverter and the second inverter can be shared.

As a device configuration, the first clutch can also serve as a clutch operated by a driver's left foot clutch pedal provided in the conventional device, or is operated by the driver's left foot. It can be provided separately from the clutch. If you are also using the clutch,
It is necessary to make the state where the pedal is continuously depressed by another operation, for example, lever operation. In the case where it is provided separately, the first clutch is operated by the clutch pedal provided in the conventional device. And mechanically connected in series.

With such a configuration, as the operation modes, a first mode (electric vehicle mode), a second mode (rechargeable electric vehicle mode), a third mode (engine mode), and a fourth mode (auxiliary braking assistance) Acceleration mode) A fifth mode (regeneration mode) can be set, and any of the above modes can be selected according to the driving situation.

The hybrid vehicle is provided with an acceleration / brake operating lever for manually setting a start mode, an auxiliary acceleration mode, and a braking mode below the steering wheel. By providing a mode setting switch for setting a high-speed mode and a city driving mode in the driver's seat in addition to the operation lever, an operation mode corresponding to a driving situation can be set by a simple operation.

The first control circuit detects the charge amount of the storage battery when the mode setting switch is operated to the city driving mode, and if the charge amount exceeds a predetermined amount, the first mode (the mode of the electric vehicle). ). In the first mode, the driving of the internal combustion engine is stopped, and the first polyphase AC motor generator is turned off. Further, the first clutch is disengaged and the second clutch is engaged, and the second control circuit drives the second polyphase AC motor generator as an electric motor.

[0016] The first clutch and the second clutch are "connected" or "disconnected" by the first control circuit electrically controlling an actuator connected as a mechanical system.

The second control circuit extracts DC electric energy from the storage battery under the control of the first control circuit, converts the DC electric energy into AC electric energy by the second inverter, and uses the second polyphase AC motor generator as a motor. The vehicle is operated and the vehicle is driven by the driving force.

In the first mode, since the operation of the internal combustion engine is not performed, no exhaust gas is emitted, so that the air is not polluted and the fuel consumption can be extremely reduced.

When the charge amount of the storage battery reaches the predetermined lower limit while the first mode is being executed, the first control circuit selects the second mode (the mode of the rechargeable electric vehicle).
In the second mode, the first control circuit drives the first polyphase AC motor generator as a starting motor to start the internal combustion engine, and the internal combustion engine causes the first polyphase AC motor generator to Drive as The generated AC electric energy is converted into DC electric energy by the first inverter and charged in the storage battery. At the same time, the second control circuit extracts DC electric energy from the storage battery, converts the DC electric energy into AC electric energy by the second inverter, operates the second polyphase AC motor generator as an electric motor, and transfers the power from the power extraction gear to the wheels. To communicate. As a result, the vehicle runs as an electric vehicle.

Even if the mode setting switch is operated in either the city driving mode or the high-speed mode, when the charge amount of the storage battery is insufficient, the first control circuit selects the third mode (engine mode). To start the internal combustion engine,
The first inverter is controlled to turn off the first polyphase AC motor generator, and the second control circuit controls the second inverter to turn off the second polyphase AC motor generator. To Further, the first control circuit puts the first clutch into the engaged state and the second clutch into the disengaged state, and travels in the same manner as a normal automobile by the driving force of the internal combustion engine. By selecting the third mode, even if it becomes impossible to run at a location distant from the depot, such a situation can be avoided.

When the mode setting switch is set to the high-speed mode, the first control circuit selects the fourth mode (auxiliary braking auxiliary acceleration mode). In the fourth mode, the first control circuit starts the internal combustion engine, turns on the first polyphase AC motor generator, and turns off the second polyphase AC motor generator. Further, the first clutch is brought into the engaged state, and the second clutch is brought into the disengaged state.

Thus, during normal driving, the vehicle is driven by the internal combustion engine, and when decelerating or traveling downhill, the first polyphase alternator is operated as a generator to perform auxiliary braking. The AC electric energy generated by the braking is converted into DC electric energy by the first inverter, and the storage battery is charged. When the vehicle is accelerating or traveling on an uphill, the first polyphase AC motor generator is operated as an electric motor, and the DC electric energy extracted from the storage battery is converted into AC electric energy by the first inverter and converted to the first electric energy. Auxiliary acceleration is performed by supplying the multi-phase AC motor generator. The fourth mode is an operation mode performed by a current hybrid vehicle.

In the fourth mode, high-speed running by the internal combustion engine becomes possible, so that it is not necessary to make the electric system large enough to withstand high-speed running. In addition, during acceleration or high-speed running, auxiliary acceleration and auxiliary braking by the electric system are performed, so that the size of the internal combustion engine can be designed small.

When the braking mode is set by the acceleration braking operation lever while the mode setting switch is set to the city driving mode, the first control circuit selects the fifth mode (regeneration mode). . In the fifth mode, the internal combustion engine is turned off, and the first inverter is controlled to turn off the first polyphase AC motor generator. Further, the second control circuit drives the second polyphase AC motor generator as a generator to put the first clutch into a disconnected state and put the second clutch into a connected state.

As a result, electric braking is applied to the vehicle,
The second control circuit converts the AC electric energy generated in the second polyphase AC motor generator by the electric braking into DC electric energy by the second inverter and regenerates it into the storage battery.

A second aspect of the present invention relates to an internal combustion engine, a first polyphase AC motor generator connected to a main rotating shaft of the internal combustion engine, a storage battery, the storage battery and the first polyphase A hybrid vehicle comprising: a first inverter that electrically connects an AC motor generator to convert and transmit electric energy bidirectionally; and a first clutch that connects the main rotation shaft to a transmission. Power coupling gear (PTO) mechanically coupled to the machine, a second clutch coupled to the power coupling gear, and a second polyphase having a rotating shaft coupled via the second clutch. An AC motor generator, a second inverter that electrically connects the second polyphase AC motor generator and the storage battery and bidirectionally converts and transmits electric energy,
A third clutch provided between the main rotating shaft of the internal combustion engine and the first polyphase AC motor generator.

The third clutch is an electromagnetic clutch, and includes a first rotation sensor for detecting rotation of the first polyphase AC motor generator, and the first rotation sensor according to an output of the first rotation sensor. A first control circuit for controlling an inverter, a second rotation sensor for detecting rotation of the second polyphase AC motor generator, and controlling the second inverter according to an output of the second rotation sensor It is desirable to provide a second control circuit that performs the control.

A part of each of the first control circuit and the second control circuit and a part of each of the first inverter and the second inverter can be shared.

That is, the second aspect is characterized in that a third clutch is provided in addition to the above-described configuration, and the operation modes are further diversified.

Since the third clutch is provided between the main rotating shaft of the internal combustion engine and the first polyphase AC motor generator, in addition to the five operation modes described above, a sixth mode (electric vehicle) Mode) The seventh mode (regenerative mode) can be selected.

Since the third clutch is constituted by an electromagnetic clutch, its "connection" and "disconnection" are performed by the first control circuit electrically controlling.

When the mode setting switch is operated to set the city driving mode, the first control circuit selects the sixth mode (electric vehicle mode). The driving power of the electric vehicle in the sixth mode is provided by a first polyphase AC motor generator of a different system from the first mode.

That is, the first control circuit controls the third clutch to be disconnected, the internal combustion engine to be turned off, and the first polyphase AC motor generator to be driven as an electric motor. In addition, while the first clutch is in contact,
The second clutch is disengaged, and the second polyphase AC motor generator is turned off.

Thus, DC electric energy from the storage battery can be converted into AC electric energy by the first inverter, and the first polyphase AC motor generator can be operated as a motor to drive the vehicle. In the sixth mode, larger power can be taken out at the time of high-speed running than in the case of the first mode.

When electric braking is applied to the vehicle with the mode setting switch set to the city driving mode, the first control circuit selects the seventh mode (regeneration mode). In the seventh mode, the storage battery is charged by a first polyphase AC motor generator of a different system from the fifth mode.

That is, AC electric energy generated in the first polyphase AC motor generator by the electric braking is converted into DC electric energy by the first inverter and regenerated to the storage battery. In the seventh mode, larger braking energy can be regenerated than in the fifth mode.

A third aspect of the present invention relates to an internal combustion engine, a first polyphase AC motor generator directly connected to a main rotating shaft of the internal combustion engine, a storage battery, the storage battery and the first polyphase motor. A hybrid vehicle comprising: a first inverter that electrically connects an AC motor generator to convert and transmit electric energy bidirectionally; and a first clutch that connects the main rotation shaft to a transmission. Power coupling gear (PTO) mechanically coupled to the machine, a second clutch coupled to the power coupling gear, and a second polyphase having a rotating shaft coupled via the second clutch. An AC motor generator, a second inverter that electrically connects the second polyphase AC motor generator and the storage battery and bidirectionally converts and transmits electric energy,
A flywheel that stores mechanical rotational energy, a third polyphase AC motor generator connected to the flywheel rotation shaft, and the third polyphase AC motor generator and the storage battery are electrically connected. A third inverter connected and bidirectionally converting and transmitting electric energy.

A first rotation sensor for detecting the rotation of the main rotation shaft, a first control circuit for controlling the first inverter in accordance with an output of the first rotation sensor, A second rotation sensor that detects rotation of the AC motor generator, a second control circuit that controls the second inverter according to the output of the second rotation sensor, and a second rotation sensor that detects rotation of the flywheel. Three rotation sensors,
It is desirable to have a third control circuit for controlling the third inverter according to the output of the third rotation sensor.

By providing the flywheel, the third polyphase AC motor generator, the third inverter, and the third control circuit, when a large amount of braking energy is generated, the generated energy is given priority to the storage battery. And accumulate on the flywheel. That is, the generated DC electric energy is first used to rotationally drive the flywheel and is stored as rotating mechanical energy.
If energy due to braking is generated even when the flywheel reaches a predetermined rotation speed, the energy is converted into DC electric energy and stored in the storage battery.

When DC electric energy is used for auxiliary acceleration, if the flywheel is in a rotating state, the rotating mechanical energy is used prior to the storage battery, and the rotating mechanical energy of the flywheel is insufficient. When this happens, the energy stored in the storage battery is used.

With this configuration, the large energy generated in a short time during braking can be effectively used. Further, when the flywheel is in a rotating state, when large energy (large current) that cannot be taken out of the storage battery is required, the mechanical energy of rotating the flywheel is temporarily converted to electric energy. Can be supplied effectively.

With the configuration of the present invention described above, the electric energy stored in the storage battery can be reduced, and the operation mode can be variously selected according to the running state of the automobile. Accordingly, the amount of exhaust gas of the internal combustion engine can be reduced, and energy generated by braking can be effectively regenerated as electric energy. Further, fuel consumption can be reduced and environmental pollution can be reduced.

In the above description, the technical idea that the flywheel shares a part of the storage battery is described. However, a part (or all) of the storage battery can be replaced with a large capacitance.

[0044]

BEST MODE FOR CARRYING OUT THE INVENTION

[0045]

Next, an embodiment of the present invention will be described with reference to the drawings.

(First Embodiment) FIG. 1 is a block diagram showing a configuration of a main part of a first embodiment of the present invention.

In the first embodiment of the present invention, the internal combustion engine 20, the first polyphase AC motor generator 1 directly connected to the main rotating shaft of the internal combustion engine 20, the storage battery 5, the storage battery 5, and the second A first inverter 11 electrically connects one polyphase AC motor generator 1 to convert and transmit electric energy bidirectionally, and a first clutch 21 connecting a main rotating shaft to the transmission 6 is provided. As a first feature of the present invention, a power connection gear (PTO) 7 mechanically connected to the transmission 6, a second clutch 22 connected to the power connection gear 7, A second polyphase AC motor generator 2 whose rotating shaft is connected via a clutch 22 and the second polyphase AC motor generator 2 and the storage battery 5 are electrically connected to each other to provide bidirectional electric energy. And a second inverter 12 for converting and transmitting.

Further, a first rotation sensor 31 for detecting the rotation of the main rotation shaft of the internal combustion engine 20 and a first control circuit 41 for controlling the first inverter 11 according to the output of the first rotation sensor 31 A second rotation sensor 32 for detecting rotation of the second polyphase AC motor generator 2, and a second control circuit 42 for controlling the second inverter 12 according to the output of the second rotation sensor 32. And are provided.

In the driver's seat, as shown in FIG. 2, an acceleration / brake operating lever 8 for selecting an auxiliary acceleration mode and a braking mode by operating the driver's seat is provided below the steering wheel 4, and a high-speed operation lever is provided on the front surface thereof. A mode setting switch 9 for selecting a mode and a city driving mode is arranged.

The acceleration braking operation lever 8 is connected to the first switch S
_The auxiliary acceleration mode is set at position ₁ and the second switch S
_The braking mode is set at position ₂ . The second switch S ₂ is more steps are provided, configured to generate a large braking torque by closing this step order. When the mode setting switch 9 is pressed, a high-speed mode or a city driving mode is set.
Pressing it again cancels the set mode.

The first control circuit 41 constitutes a main control circuit, and the first control circuit 41 includes the accelerator pedal 2
4, an accelerator stroke sensor 14 for detecting a stroke, a brake stroke sensor 15 for detecting a stroke of a brake pedal (not shown), a key switch 28, an acceleration braking operation lever 8, a first rotation sensor 31,
Outputs from a current detector 16 for detecting a current of the storage battery 5 and a voltage detector 17 for detecting a voltage of the storage battery 5 are input. The output from the mode setting switch 9 and the second rotation sensor 32 is input to the second control circuit 42.

The first clutch 21 is connected to the first polyphase AC motor generator 1 directly connected to the internal combustion engine 20 and a power connection gear (P
T0) 7 is connected or disconnected, and the second clutch 22 connects or disconnects the second polyphase AC motor generator 2 and the power transmission gear 7. The power transmission gear 7 is connected to a differential gear 18 via a transmission 6, and a wheel 19 is driven by the differential gear 18.

Although the construction of the clutch is omitted in FIG. 1, the first clutch 21 is also used as a clutch operated by a driver's left foot clutch pedal (illustrated energy saving) provided in the conventional apparatus. Or provided separately from the clutch. In the case of dual use, the state where the clutch pedal is continuously depressed is set by another operation such as lever operation. In addition, when we establish separately,
The first clutch 21 is mechanically connected in series with a clutch operated by a clutch pedal provided in a conventional device.

In large vehicles, in recent years, devices in which a clutch pedal and a clutch are not directly connected by a mechanical system have become widespread. That is, the clutch pedal in the driver's seat is provided with a pedal sensor for detecting the amount of depression of the clutch pedal as an electric signal, and the output of the pedal sensor is taken into the control circuit. On the other hand, an actuator is connected to the clutch as a mechanical system. According to the operation of the actuator, the clutch is disconnected or a half-clutch state is created. The control circuit is configured to electrically control the actuator. Therefore, the first clutch 21 and the second clutch 22 can also have such an electrical configuration.

In the first embodiment, the first mode (electric vehicle mode), the second mode (rechargeable electric vehicle mode), the third mode (engine mode), the fourth mode (auxiliary braking auxiliary acceleration mode), and the fifth mode The five modes (regeneration mode) are automatically selected and set according to the running state of the vehicle.

The driver operates the mode setting switch 9 to set the high-speed mode or the city driving mode. The second control circuit 42 selects any of the modes according to the setting. First control circuit 4
Reference numeral 1 controls auxiliary acceleration and braking according to the input from the acceleration / braking operation lever 8 and sends a control signal to the second control circuit 42.

When the mode operation switch 9 is operated to select the city driving mode, the vehicle travels in the first mode or the fifth mode, and when the charge amount of the storage battery 5 becomes low, the second mode is selected. Is done. The selection of the second mode is automatically set by observing the charge amount of the storage battery 5.

When the high-speed mode is selected by the operation, the vehicle travels in the fourth mode, and when the vehicle stops, the second mode is selected. The selection of the second mode when the vehicle is stopped is automatically set by observing the charge amount of the storage battery 5.

Regardless of whether the mode is set by the mode setting switch 9 in the local driving mode or the high-speed mode, the third mode is automatically selected when the charge amount of the storage battery 5 is insufficient, and only the internal combustion engine 1 is used. Running is performed.

Here, the operation of each mode will be described.

First, the first mode (electric vehicle mode)
Will be described. FIG. 3 is a flowchart showing the flow of operation in the first mode in the first embodiment of the present invention, and FIG. 4 is a diagram for explaining a power transmission path when the first mode is set in the first embodiment of the present invention.

When the acceleration braking operation lever 8 is operated and the city driving mode is set, the first control circuit 41 takes in the outputs of the current detector 16 and the voltage detector 17 and outputs the output of the storage battery 5.
Is detected, and it is determined whether or not the charged amount exceeds the upper limit predetermined amount. If the upper limit is not exceeded, the second mode (rechargeable electric vehicle mode) is selected and controlled.

If the charged amount exceeds the upper limit predetermined value, the vehicle can be driven as an electric vehicle, so that the first mode is selected, the first clutch 21 is disconnected, and the second clutch 22 is connected. State, and the driving of the internal combustion engine 20 is stopped.
Next, the output of the first rotation sensor 31 is taken in, and it is confirmed whether or not the internal combustion engine 20 has stopped. If the internal combustion engine 20 has stopped, the first inverter 11 is turned off, and the second control circuit 4 is turned off.
2 to send a control signal.

The second control circuit 42 controls the second inverter 12 according to the control signal, and drives the second polyphase AC motor generator 2 as a motor. Subsequently, the output of the second rotation sensor 32 is taken in, the drive of the second polyphase AC motor generator 2 is confirmed, and if it is in the drive state, the second clutch 22 is brought into the contact state.

As a result, as shown in FIG.
Is converted into AC electric energy by the second inverter 12, the second polyphase AC motor generator 2 is driven as an electric motor, and the driving force of the second
Power connection gear 7, transmission 6, and differential gear
The power is transmitted to the wheels 19 via the gear 18, and the vehicle is driven only by electric power. In the operation in the first mode, the exhaust gas is not emitted at all because the internal combustion engine 20 is not in the operating state.

Next, the operation in the second mode (the mode of the rechargeable electric vehicle) will be described. FIG. 5 is a flowchart showing the flow of the operation in the second mode in the first embodiment of the present invention, and FIG. 6 is a diagram for explaining the charging path and the power transmission path when the second mode is set in the first embodiment of the present invention.

When the first mode is being executed, the first control circuit 41 controls the current detector 16 and the voltage detector 1.
7, the second mode is selected when the charge amount of the storage battery 5 has reached the predetermined lower limit.

In the second mode, the first control circuit 41
Starts the internal combustion engine 20 with the first clutch 21 disconnected and the second clutch 22 engaged. The internal combustion engine 20 is started by rotating the first polyphase AC motor generator 1 at a starting speed. Next, the output of the first rotation sensor 31 is taken, and it is confirmed whether or not the internal combustion engine 20 has been started, and if it has been started, the first inverter 11 is controlled to control the first polyphase AC motor generator 1. Drive as a generator,
A control signal is sent to the second control circuit 42. The second control circuit 42 controls the second inverter 12 according to the control signal, and drives the second polyphase AC motor generator 2 as a motor.

As a result, as shown in FIG. 6, the AC electric energy generated by first polyphase AC motor generator 1 is converted into DC electric energy by first inverter 11, and storage battery 5 is charged. Will be At the same time, the DC electric energy of the storage battery 5 is converted into AC electric energy by the second inverter 12, and the second polyphase AC motor generator 2 is driven as an electric motor, and its driving force is the second clutch 22 and the power connection. Gear 7, transmission 6, and differential gear 1
The vehicle is driven by electric power, transmitted to the wheels 19 through 8.

In the operation in the second mode, since the internal combustion engine 20 is driven only for charging, the fuel consumption is extremely small, and the air pollution by the exhaust gas can be minimized.

FIG. 7 is a flowchart showing the flow of operation in the third mode in the first embodiment of the present invention, and FIG. 8 is a diagram for explaining a power transmission path when the third mode is set in the first embodiment of the present invention.

The first control circuit 41 takes in the outputs of the current detector 16 and the voltage detector 17 and determines whether or not the charged amount of the storage battery 5 has fallen below a predetermined lower limit. When the speed is lower, the third mode (engine mode) is selected regardless of whether the mode setting switch 9 is operated in the city running mode or the high speed mode. If not, select another mode depending on the situation.

In the third mode, the first control circuit 41
First, the electric energy of the storage battery 5 is taken from the first inverter 11 and the internal combustion engine 20 is started by rotating the first polyphase AC motor generator 1 as a motor at a starting speed. Subsequently, the detection output of the first rotation sensor 31 is taken in, the start of the internal combustion engine 20 is confirmed, and if it is in the start state, the first inverter 11 and the second inverter 12 are controlled to perform the first multi-phase operation. The AC motor generator 1 and the second polyphase AC motor generator 2 are turned off. Next, the second clutch 22
Is disengaged and the first clutch 21 is brought into contact.

As a result, as shown in FIG. 8, the driving force of the internal combustion engine 20 is reduced by the first clutch 21, the power connection gear 7,
The power is transmitted to the wheels 19 via the transmission 6 and the differential gear 18 and travels in the same manner as a normal automobile.

Next, the operation in the fourth mode (auxiliary braking auxiliary acceleration mode) will be described. FIG. 9 is a flowchart showing the flow of operation in the fourth mode in the first embodiment of the present invention, and FIG. 10 is a diagram for explaining a charging path and a power transmission path when the fourth mode is set in the first embodiment of the present invention.

The first control circuit 41 takes in the output of the mode setting switch 9 and determines whether or not the operation is in the high-speed mode. If the high-speed mode has been operated, the fourth mode is selected.

In the fourth mode, the first control circuit 41
Sets the internal combustion engine 20 in the starting state, and outputs the first rotation sensor 31
After the start-up of the internal combustion engine 20 is confirmed, the second clutch 22 is disengaged and the second inverter 12 is turned off. Next, the first clutch 21
To make the internal combustion engine 20 and the first polyphase AC motor generator 1 or any one of them a driving force transmitted to the wheels 19, and from the first polyphase AC motor generator 1 to the storage battery. 5 can be charged.

In this state, the first control circuit 41 takes in the output of the acceleration braking operation lever 8 and determines whether the mode is set to the auxiliary acceleration mode or the braking mode. If neither mode is set, the internal combustion engine 2
Normal driving is performed by driving 0.

If the auxiliary acceleration mode is set by the acceleration braking operation lever 8, the first control circuit 41 supplies DC electric energy from the storage battery 5 to the first inverter 11 and converts it into AC electric energy. The first polyphase AC motor generator 1 is driven as a motor. This driving force is added to the driving force of the internal combustion engine 20 to perform auxiliary acceleration.

If the braking mode is set by the acceleration braking operation lever 8, the first control circuit 41 controls the first inverter 11 to drive the first polyphase AC motor generator 1 as a generator. In addition to performing electric braking, the first inverter 11 converts AC electric energy generated in the first polyphase AC motor generator 1 into DC electric energy and charges the storage battery 5.

As described above, in the fourth mode, when the vehicle is accelerating or traveling on an uphill, the auxiliary acceleration by the electric energy is performed, so that the amount of exhaust gas can be reduced, and the vehicle decelerates. When traveling downhill or when traveling downhill, the electric energy by the electric braking can be effectively regenerated.

FIG. 11 is a flowchart showing the flow of operation in the fifth mode in the first embodiment of the present invention, and FIG. 12 is a diagram for explaining a charging path when the fifth mode is set in the first embodiment of the present invention.

When the mode setting switch 9 is operated in the city driving mode, the second control circuit 42 receives control information from the first control circuit 41 that sets the acceleration braking operation lever 8 to the braking mode. Then the fifth mode (regeneration mode)
Select

In the fifth mode, the first control circuit 41
After the first clutch 21 is disconnected, the internal combustion engine 20 is stopped, and the first polyphase AC motor generator 1 is turned off. Next, the second control circuit 42 drives the second polyphase AC motor generator 2 as a generator, and the second clutch 2
2 is brought into the contact state, the output of the second rotation sensor 32 is taken in, and the drive of the second polyphase AC motor generator 2 is confirmed.
As shown in FIG. 2, AC electric energy generated in the second polyphase AC motor generator 2 is converted into DC electric energy by the second inverter 12 and the storage battery 5 is charged.

The operation in each mode has been described above. Here, selection of each operation mode will be described.

As described above, the auxiliary acceleration mode and the braking mode are set by the driver operating the acceleration braking operation lever 8, and the normal traveling mode is set when the acceleration braking operation lever 8 is not operated. The first control circuit 41 automatically selects the first mode to the fifth mode according to the running state at that time according to the mode setting.

When the mode setting switch 9 is operated, the operation mode is automatically set depending on whether the mode is traveling at high speed or traveling in the city. For example, if high-speed running is instructed, the first control circuit 41 selects the fourth mode (auxiliary braking auxiliary acceleration mode). During the operation of the fourth mode, the state of charge of the storage battery 5 is observed, and when it is determined that the charged amount is sufficient, the fourth mode is continued to perform the auxiliary acceleration according to the operation input of the acceleration braking operation lever 8. Alternatively, auxiliary braking is performed, and energy generated by the braking is regenerated to the storage battery 5. When it is determined that the charge amount of the storage battery 5 is insufficient, the first polyphase AC motor generator 1 cannot be used as an electric motor to perform auxiliary acceleration.
The third mode (engine mode) is selected, and the internal combustion engine 20 is selected.
The vehicle travels using only the driving force.

When traveling in the city is instructed by the mode setting switch 9, the first mode (electric vehicle mode)
Is selected, and the amount of charge of the storage battery 5 is observed while running only by electric power. When the charge amount is sufficient, the first mode is continued as it is. When it is determined that the amount of charge is small, charging is necessary, so the second mode (the mode of the rechargeable electric vehicle) is selected, and the vehicle runs by electric power while charging the storage battery 5.

When the charged amount of the storage battery 5 is further reduced, traveling by electric power is not possible. Therefore, the fourth mode (auxiliary braking auxiliary acceleration mode) is selected, and
The vehicle travels by the driving force of the internal combustion engine 20 while charging the battery. When the charge amount of the storage battery 5 is further reduced, the third mode (engine mode) is selected and the vehicle runs only with the driving force of the internal combustion engine 20.

(Second Embodiment) FIG. 13 is a block diagram showing a configuration of a main part of a second embodiment of the present invention.

The second embodiment of the present invention comprises a control circuit 40 in which the first control circuit 41 and the second control circuit 42 shown in FIG. Inverter 10 is provided in which a part of each of 11 and second inverter 12 is shared. The rest is configured in the same manner as in the first embodiment, and the operations in the first to fifth modes are performed similarly.

(Third Embodiment) FIG. 14 is a block diagram showing a configuration of a main part of a third embodiment of the present invention.

The third embodiment of the present invention has an electromagnetic clutch between the main rotating shaft of the internal combustion engine 20 and the first polyphase AC motor generator 1 in addition to the configuration of the first embodiment shown in FIG. The configured third clutch 23 is provided. The internal combustion engine 20 and the first polyphase AC motor generator 1
3, the first polyphase AC motor generator 1
Is detected by the first rotation sensor 31.

In the third embodiment, as in the second embodiment, the first control circuit 41 and the second control circuit 42 are shared, and each of the first inverter 11 and the second inverter 12 Although a common unit can be used, here, as in the first embodiment, a configuration in which the first control circuit 41 and the second control circuit 42, and the first inverter 11 and the second inverter 12 are provided. An example is described.

In the third embodiment, in addition to the operations in the first to fifth modes described in the first embodiment, an operation mode of a sixth mode (electric vehicle mode) and a seventh mode (regeneration mode) is adopted. be able to. The description of the operation in the first mode to the fifth mode has been described above, and thus will not be repeated here.

FIG. 15 is a flowchart showing the flow of the operation in the sixth mode in the third embodiment of the present invention, and FIG. 16 is a diagram for explaining the power transmission path when the sixth mode is set in the third embodiment of the present invention.

When the acceleration braking operation lever 8 is operated and the city driving mode is set, the first control circuit 41 takes in the outputs of the current detector 16 and the voltage detector 17 and outputs the output of the storage battery 5.
Is detected, and it is determined whether or not the charged amount exceeds the upper limit predetermined amount. If the upper limit is not exceeded, the second mode (rechargeable electric vehicle mode) is selected and controlled.

If the charged amount exceeds the upper limit predetermined amount, the vehicle can be driven as an electric vehicle. Therefore, the sixth mode is selected, the first clutch 21 is brought into the engaged state, and the second clutch 22 Then, the driving of the internal combustion engine 20 is stopped by disengaging the third clutch 23. Next, a control signal is sent to the second control circuit 42 to turn off the second inverter 12 and control the first inverter 11 to drive the first polyphase AC motor generator 1 as a motor.

As a result, as shown in FIG. 16, the DC electric energy of the storage battery 5 is converted into AC electric energy by the first inverter 11, and the first polyphase AC motor generator 1 is driven as an electric motor. The driving force is the first clutch 2
1, transmitted to the wheels 19 via the power connection gear 7, the transmission 6, and the differential gear 18, and the vehicle is driven only by electric power.

In the operation in the sixth mode, as in the operation in the first mode, since the internal combustion engine 20 is not in the operating state, the exhaust gas is not released. Is driven by the multi-phase AC motor generator 1, so that large power can be taken out.

Next, the operation in the seventh mode in the third embodiment of the present invention will be described. FIG. 17 is a flowchart showing the operation flow in the seventh mode in the third embodiment of the present invention, and FIG. 18 is a diagram for explaining a charging path when the seventh mode is set in the third embodiment of the present invention.

The first control circuit 41 takes in the output of the acceleration braking operation lever 8 and selects the seventh mode if the braking mode is set. In the seventh mode, the first control circuit 41 puts the second clutch 22 and the third clutch 23 into the disengaged state and puts the first clutch 21 into the engaged state. Further, the second inverter 12 is turned off. Next, the first polyphase AC motor generator 1 is driven as a generator, and the output of the first rotation sensor 31 is taken in.
The drive of the first polyphase AC motor generator 1 is confirmed, and as shown in FIG. 18, the AC electric energy generated in the first polyphase AC motor generator 1 is converted into DC electric energy by the first inverter 11. After conversion, the storage battery 5 is charged.

(Fourth Embodiment) FIG. 19 is a block diagram showing a configuration of a main part of a fourth embodiment of the present invention.

The fourth embodiment of the present invention has, in addition to the configuration of the first embodiment, a flywheel 25 for storing mechanical rotational energy, and a third polyphase connected to the rotating shaft of the flywheel 25. An AC motor generator 3, a third inverter 13 that electrically connects the third polyphase AC motor generator 3 and the storage battery 5 to convert and transmit electric energy in two directions, and controls the rotation of the flywheel 25. Third rotation sensor 3 to be detected
3, and a flywheel device 30 provided with a third control circuit 43 for controlling the third inverter 13 in accordance with the output of the third rotation sensor 33.

Further, a distribution circuit 26 for distributing the DC input / output of the first inverter 11 to the storage battery 5 and the flywheel device 30 is provided. A voltage detection circuit 27 for detecting a voltage is connected, and the detection output is sent to a first control circuit 41.

The first control circuit 41 includes means for controlling the distribution circuit 26. The means for controlling the distribution circuit 26 includes DC energy appearing on the DC side output of the first inverter 11 in the braking mode. the flywheel device 30 is preferentially accumulate, accumulator 5 and the DC energy when the terminal voltage of the third inverter 13 stored energy of the flywheel 30 increases exceeds a predetermined value V ₁
And in the auxiliary acceleration mode, the stored energy of the flywheel device 30 is given to the DC input of the first inverter 11 in preference to the stored energy of the storage battery 5,
Control means for controlling the storage energy of the storage battery 5 to be applied to the DC input of the first inverter 11 when the storage energy of the flywheel device 30 decreases and the terminal voltage of the third inverter 13 falls below a predetermined value V ₂ ; Is included.

As shown in FIG. 20, the flywheel device 30 includes a flywheel 2 in a housing formed in an explosion-proof structure.
5 and the third polyphase AC motor generator 3 are housed in a directly connected state, and fixed to a chassis.

In the fourth embodiment, the same mode as each mode described in the first and second embodiments can be used. That is, the first mode to the fifth mode can be taken. In each case, when DC electric energy is stored in the storage battery 5, the generated energy is stored in the flywheel 25 in preference to the storage battery 5 when suddenly large braking energy is generated. That is, the generated DC electric energy is used to rotationally drive the flywheel 25, and the energy is stored in the flywheel 25 as rotational mechanical energy. Electric energy is stored in the storage battery 5 in a state where the flywheel 25 has a constant rotation speed. On the other hand, when the DC electric energy stored in the storage battery 5 is used, if the flywheel 25 is in a rotating state, the rotational mechanical energy of the flywheel 25 is used first before the storage battery 5 to rotate the flywheel 25. Is controlled to extract energy from the storage battery 5 after the state becomes insufficient to extract energy.

With such a configuration, large energy generated in a short time during braking can be effectively used, and cannot be taken out of the storage battery 5 while the flywheel 25 is rotating. Such large energy (large current) can be utilized by temporarily converting the rotational energy of the flywheel 25 into electric energy.

FIG. 21 is a view for explaining energy distribution during acceleration and braking of a vehicle by the flywheel device according to the fourth embodiment of the present invention. The auxiliary acceleration mode set during starting or acceleration, the flywheel energy stored in the device 30 to below a predetermined value V _2, the first inverter stored energy of the flywheel device 30 in preference to the stored energy of the storage battery 5 11 DC inputs.
When the stored energy of the flywheel device 30 falls below a predetermined value V ₂ , the stored energy of the storage battery 5 is given to the DC input of the first inverter 11.

[0111] In the braking mode set at the time of deceleration, the stored energy of the flywheel device 30 to over V _1, preferentially a DC energy appearing at the DC side output of the first inverter 11 to the flywheel device 30 When the stored energy exceeds a predetermined value V ₁ , that is, when the stored energy of the flywheel device 30 reaches the upper limit, the DC energy is stored in the storage battery 5.

In the fourth embodiment, as in the third embodiment, the third clutch 23 shown in FIG. 14 is provided between the main rotating shaft of the internal combustion engine 20 and the first polyphase AC motor generator 1. In the case of this configuration, the sixth mode and the seventh mode can be taken in addition to the first mode to the fifth mode.

[0113]

As described above, according to the present invention, the electric energy stored in the storage battery can be reduced, and the operation mode can be variously selected according to the running state of the automobile. Further, the exhaust gas of the internal combustion engine can be reduced by effectively using the auxiliary acceleration by the electric motor, and the regeneration can be effectively performed without releasing the energy generated by the braking. In addition, fuel consumption can be reduced and environmental pollution can be reduced.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a main part of a first embodiment of the present invention.

FIG. 2 is a perspective view showing an arrangement example of an acceleration braking operation lever and a mode setting switch in the first embodiment of the present invention.

FIG. 3 is a flowchart showing a flow of an operation in a first mode in the first embodiment of the present invention.

FIG. 4 is a diagram illustrating a power transmission path when a first mode is set in the first embodiment of the present invention.

FIG. 5 is a flowchart showing a flow of an operation in a second mode in the first embodiment of the present invention.

FIG. 6 is a diagram illustrating a charging path and a power transmission path when a second mode is set in the first embodiment of the present invention.

FIG. 7 is a flowchart showing a flow of an operation in a third mode in the first embodiment of the present invention.

FIG. 8 is a diagram illustrating a power transmission path when a third mode is set in the first embodiment of the present invention.

FIG. 9 is a flowchart showing a flow of an operation in a fourth mode in the first embodiment of the present invention.

FIG. 10 is a diagram illustrating a charging path and a power transmission path when a fourth mode is set in the first embodiment of the present invention.

FIG. 11 is a flowchart showing a flow of an operation in a fifth mode in the first embodiment of the present invention.

FIG. 12 is a diagram illustrating a charging path when a fifth mode is set in the first embodiment of the present invention.

FIG. 13 is a block diagram showing a configuration of a main part of a second embodiment of the present invention.

FIG. 14 is a block diagram showing a configuration of a main part of a third embodiment of the present invention.

FIG. 15 is a flowchart showing a flow of an operation in a sixth mode in the third embodiment of the present invention.

FIG. 16 is a diagram illustrating a power transmission path when a sixth mode is set in the third embodiment of the present invention.

FIG. 17 is a flowchart showing a flow of an operation in a seventh mode in the third embodiment of the present invention.

FIG. 18 is a diagram illustrating a charging path when a seventh mode is set in the third embodiment of the present invention.

FIG. 19 is a block diagram showing a configuration of a main part of a fourth embodiment of the present invention.

FIG. 20 is a diagram showing a mounting example of a flywheel device according to a fourth embodiment of the present invention.

FIG. 21 is a diagram illustrating energy distribution during acceleration and braking of a vehicle by a flywheel device according to a fourth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 1st polyphase AC motor generator 2 2nd polyphase AC motor generator 3 3rd polyphase AC motor generator 4 Steering handle 5 Storage battery 6 Transmission 7 Power connection gear (PTO) 8 Acceleration braking operation lever 9 Mode Setting Switch 10 Inverter 11 First Inverter 12 Second Inverter 13 Third Inverter 14 Accelerator / Stroke Sensor 15 Brake / Stroke Sensor 16 Current Detector 17 Voltage Detector 18 Differential Gear 19 Wheel 20 Internal Combustion Engine Reference Signs List 21 first clutch 22 second clutch 23 third clutch 24 accelerator pedal 25 flywheel 26 distribution circuit 27 voltage detection circuit 28 key switch 30 flywheel device 31 first rotation sensor 32 second rotation sensor 33 Third rotation sensor 40 Control circuit 41 First control circuit 42 Second control circuit 43 Third control circuit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification symbol FI F02D 29/02 F02D 29/02 D 29/06 29/06 D (72) Inventor Isao Umitsu 3-chome Hinodai, Hino-shi, Tokyo No. 1 in Hino Motors, Ltd. (72) Inventor Tetsuo Koike 3-1-1, Hinodai, Hino, Tokyo

Claims (11)

[Claims] An internal combustion engine, a first polyphase AC motor generator directly connected to a main rotating shaft of the internal combustion engine, a storage battery, and an electric storage battery and the first polyphase AC motor generator are electrically connected to each other. A hybrid vehicle comprising: a first inverter that is electrically connected and bidirectionally converts and transmits electric energy; and a first clutch that couples the main rotating shaft to a transmission. Power connection gear (PT
O), a second clutch connected to the power connection gear, a second polyphase AC motor generator whose rotation shaft is connected via the second clutch, and a second polyphase AC motor generator. A hybrid vehicle comprising: a second inverter that electrically connects an AC motor generator and the storage battery and bidirectionally converts and transmits electric energy. 2. A first rotation sensor for detecting rotation of the main rotation shaft; a first control circuit for controlling the first inverter according to an output of the first rotation sensor; The hybrid vehicle according to claim 1, further comprising a second rotation sensor that detects rotation of the motor generator, and a second control circuit that controls the second inverter in accordance with an output of the second rotation sensor. 3. The hybrid vehicle according to claim 2, wherein said first control circuit and said second control circuit are shared. 4. The hybrid vehicle according to claim 3, wherein a part of each of said first inverter and said second inverter is shared. 5. An electric motor, comprising: an internal combustion engine; a first polyphase AC motor generator connected to a main rotating shaft of the internal combustion engine; a storage battery; and the storage battery and the first polyphase AC motor generator. A hybrid vehicle comprising: a first inverter that is electrically connected and bidirectionally converts and transmits electric energy; and a first clutch that couples the main rotating shaft to a transmission. Power connection gear (PT
O), a second clutch connected to the power connection gear, a second polyphase AC motor generator whose rotation shaft is connected via the second clutch, and a second polyphase AC motor generator. A second inverter that electrically connects the AC motor generator and the storage battery and bidirectionally converts and transmits electric energy, between the main rotating shaft of the internal combustion engine and the first polyphase AC motor generator; A hybrid vehicle comprising a third clutch provided. 6. The hybrid vehicle according to claim 5, wherein said third clutch is an electromagnetic clutch. 7. A first rotation sensor for detecting rotation of the first polyphase AC motor generator, and a first control circuit for controlling the first inverter in accordance with an output of the first rotation sensor. A second rotation sensor that detects the rotation of the second polyphase AC motor generator, and a second control circuit that controls the second inverter according to the output of the second rotation sensor. The hybrid vehicle according to claim 5. 8. The hybrid vehicle according to claim 7, wherein said first control circuit and said second control circuit are shared. 9. The hybrid vehicle according to claim 8, wherein a part of each of said first inverter and said second inverter is shared. 10. An internal combustion engine, a first polyphase AC motor generator directly connected to a main rotating shaft of the internal combustion engine, a storage battery,
A first inverter that electrically connects the storage battery and the first polyphase AC motor generator to convert and transmit electric energy bidirectionally, and a first clutch that connects the main rotation shaft to a transmission; And a power-coupled gear (PT) mechanically coupled to the transmission.
O), a second clutch connected to the power connection gear, a second polyphase AC motor generator whose rotation shaft is connected via the second clutch, and a second polyphase AC motor generator. A second inverter that electrically connects the AC motor generator and the storage battery and converts and transmits electric energy bidirectionally, a flywheel that stores mechanical rotational energy, and a second flywheel that is connected to the flywheel rotating shaft. A third polyphase AC motor generator, and a third inverter that electrically connects the third polyphase AC motor generator and the storage battery and bidirectionally converts and transmits electric energy. And a hybrid car. 11. A first rotation sensor for detecting rotation of the main rotation shaft, a first control circuit for controlling the first inverter according to an output of the first rotation sensor,
A second rotation sensor that detects the rotation of the second polyphase AC motor generator, a second control circuit that controls the second inverter according to the output of the second rotation sensor,
The hybrid vehicle according to claim 10, further comprising: a third rotation sensor that detects rotation of the flywheel, and a third control circuit that controls the third inverter according to an output of the third rotation sensor.