JP2002176704A - Driving gear for hybrid vehicle having two power supplying sources - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving gear for a hybrid vehicle having two power supplying sources that makes it possible to reduce vehicle weight without deteriorating performance as the hybrid vehicle and to reduce the voltage fluctuation when a large current of a high-voltage battery is used. SOLUTION: In the hybrid vehicle having the two power supplying sources, if a DC-DC converter 8 that supplies electric power from a high-voltage electricity-storing device 1 to a low-voltage one 9 is changed to a two-way converter, a part of large electric power for starting an engine can be shared by the low-voltage electricity-storing device 9 for supplying power to a low- voltage electric load 11. As a result, it is possible to reduce capacity and weight of the high-voltage electricity-storing device 1 that accumulates the engine- starting electric power. Also, the capacity of an inverter can be reduced by suppressing a terminal voltage drop of the high-voltage electricity-storing device 1. Furthermore, production cost can be reduced and weight of the hybrid vehicle can be made light without a complex circuit structure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a hybrid vehicle having a dual power supply system.

[0002]

2. Description of the Related Art In a hybrid vehicle having a generator motor connected to an engine so as to be capable of transmitting and receiving torque, the generator motor is used to start the engine, subsequently perform torque assist, generate power for supplying electric load to the vehicle, and perform regenerative braking. This reduces fuel consumption and emissions.

Further, in starting the engine by the generator motor, and subsequently in assisting the torque at the time of shifting the vehicle, it is necessary to transfer a large amount of electric power between the battery and the generator motor through an inverter. A voltage higher than the voltage 12 V, for example, a high voltage such as 36 V, 144 V, or about 300 V, is set to reduce power transmission loss and to downsize a switching element constituting an inverter.

Further, the rated voltage of the vehicle is about 12 as in the prior art.
Since a large number of low-voltage electric loads of about V are mounted, a low-voltage battery is also arranged to supply power to them, and a DC-power supply from the high-voltage battery (or generator motor) to this low-voltage battery
A so-called dual power supply system provided with a charging device including a DC converter has been used.

[0005]

However, in a hybrid vehicle, it is necessary to mount a large-capacity high-voltage battery as compared with a normal pure internal combustion engine vehicle.
There was a dilemma that the weight of the vehicle increased and the fuel efficiency decreased accordingly.

[0006] If the capacity of the high-voltage battery is reduced, the weight can be reduced, but the performance as a hybrid vehicle is reduced by the reduction of the engine starting energy and the vehicle acceleration energy stored in the high-voltage battery. In addition, the terminal voltage of the high-voltage battery is greatly reduced due to the high-rate discharge of the high-voltage battery at the time of engine start or large acceleration. As a result, the inverter needs to be upsized to supply necessary power to the generator motor. .

The present invention has been made in view of the above-mentioned problems, and has a dual power supply system capable of reducing the weight of a vehicle without deteriorating the performance as a hybrid vehicle and reducing a voltage fluctuation when a high current of a high voltage battery is used. It is an object of the present invention to provide a drive device for a hybrid vehicle having the following.

[0008]

According to a first aspect of the present invention, there is provided a drive apparatus for a hybrid vehicle having a dual power supply system, wherein a generator motor is connected to an engine so as to be able to transfer torque, and is connected to the generator motor so as to be able to transfer power. The driving apparatus for a hybrid vehicle having a dual power supply system including a high-voltage power storage device, a low-voltage power storage device that supplies power to a low-voltage electric load, and a DC-DC converter that connects the two power storage devices so as to be capable of bidirectional power transfer. When the engine is started by the electric motor, the control device drives the DC-DC converter to transmit power from the low-voltage power storage device to the high-voltage power storage device.

That is, in the present invention, a part of a large amount of electric power for starting an engine is changed by changing a DC-DC converter for supplying electric power from a high-voltage power storage device to a low-voltage power storage device to a bidirectional power in a hybrid vehicle having a dual power supply system. It is characterized in that a low-voltage power storage device for supplying a low-voltage electric load is shared. As a result, it is possible to reduce the capacity and weight of the high-voltage power storage device that stores the engine starting power, and to reduce the capacity of the inverter by preventing the terminal voltage of the high-voltage power storage device from decreasing, without complicating the circuit configuration. In addition, it is possible to reduce the manufacturing cost and the weight of the hybrid vehicle.

According to a second aspect of the present invention, there is provided a drive device for a hybrid vehicle having a dual power supply system, comprising: a generator motor connected to an engine so as to be capable of transmitting and receiving torque; a high-voltage power storage device battery connected to the generator motor so as to be able to transmit and receive power; In a drive device for a hybrid vehicle having a dual power supply system including a low-voltage power storage device that supplies power to a low-voltage electric load and a DC-DC converter that connects the two power storage devices so as to be capable of bidirectional power transfer, the generator motor drives the engine. It is characterized in that it has a control device for driving the DC-DC converter to transmit power from the low-voltage power storage device to the high-voltage power storage device at the time of torque assist at a predetermined power or more.

That is, the present invention provides a hybrid vehicle having a dual power supply system, in which a DC-DC converter for supplying electric power from a high-voltage power storage device to a low-voltage power storage device is changed to a bidirectional power supply, thereby enabling rapid acceleration when large power is required. In addition, a part of the sudden acceleration power is shared by a low-voltage power storage device for supplying a low-voltage electric load. As a result, it is possible to reduce the capacity and weight of the high-voltage power storage device that accumulates engine start-up power, realize a reduction in the capacity of the inverter by suppressing terminal voltage drop of the high-voltage power storage device, and improve acceleration performance.
The manufacturing cost can be reduced and the weight of the hybrid vehicle can be reduced without complicating the circuit configuration.

According to a third aspect of the present invention, there is provided a drive apparatus for a hybrid vehicle having a dual power supply system, comprising: a generator motor connected to an engine so as to be able to transfer torque; a high voltage power storage device connected to the generator motor so as to be able to transfer power; In a drive device for a hybrid vehicle having a dual power supply system including a low-voltage power storage device that supplies power to an electric load and a DC-DC converter that connects the power storage devices so as to be able to exchange power bidirectionally, the DC-DC converter is a predetermined power During the engine stop period, power is transmitted from the low-voltage power storage device to the high-voltage power storage device.

That is, in the present invention, a DC-DC converter for supplying power from a high-voltage power storage device to a low-voltage power storage device is changed to bidirectional in a drive device of a hybrid vehicle having a dual power supply system. Reverse power transmission is performed from the power storage device to the high-voltage power storage device.

With this configuration, when the engine is started thereafter (for example, when the engine is started after an idle stop), the discharge of the high-voltage storage device can be performed without having to set a large transmission current from the low-voltage storage device to the high-voltage storage device. Sufficient securing can be achieved, and reduction in capacity of the high-voltage power storage device can also be realized.

According to a fourth aspect of the present invention, in the drive device for a hybrid vehicle having a dual power supply system according to the third aspect, the predetermined engine stop period is an engine stop period due to idle stop. I have.

That is, according to the present invention, when the engine is stopped by the idle stop command, the subsequent start of the engine is predicted, and the power transmission from the low-voltage power storage device to the high-voltage power storage device is performed in advance to increase the charge level of the high-voltage power storage device. Keep it.

[0017] Thus, even if the high-voltage power storage device is downsized, the engine can be reliably started after the idle stop. Note that the power storage device is normally held in a half-charged state in a normal state for the purpose of preparing for regenerative braking, so that the above-described reverse power transmission can be performed in advance. Of course, in a state where the high-voltage power storage device is almost fully charged, for example, immediately after regenerative braking, it is desirable to stop the reverse power transmission when the engine is stopped.

In addition, when the driver opens the door of the vehicle and gets into the vehicle, the above-mentioned reverse power transmission may be performed immediately after predicting the subsequent engine start. The distinction between the case where the driver opens the door of the vehicle and gets off the vehicle and the case where the driver gets on the vehicle can be easily determined by assuming that the driver is usually within a predetermined period after turning off the ignition key. it can. Alternatively, the reverse power transmission may be performed by detecting that the driver is sitting on the driver's seat and wearing the seat belt. Alternatively, the reverse power transmission may be performed by detecting that the driver is sitting in the driver's seat and locking the door from the inside. With this configuration, even when the engine is first started, the power of the low-voltage power storage device can be transmitted to the high-voltage power storage device before the engine is started.

According to a fifth aspect of the present invention, there is provided a drive device for a hybrid vehicle having a dual power supply system, comprising: a generator motor connected to an engine so as to be able to transfer torque; a high voltage power storage device connected to the generator motor so as to be able to transfer power; In a driving apparatus for a hybrid vehicle having a dual power supply system including a low-voltage power storage device that supplies power to an electric load and a DC-DC converter that connects the two power storage devices so that bidirectional power can be exchanged, the DC-DC converter includes: The regenerative braking performed by the generator motor during vehicle braking is characterized in that the low-voltage power storage device is charged with a larger electric power than before and after charging the low-voltage power storage device.

That is, the present invention relates to a driving apparatus for a hybrid vehicle having a dual power supply system, in which regenerative braking power is supplied not only to a high-voltage power storage device but also to a low-voltage power storage device when regenerative braking is performed using the generator motor during vehicle braking. Also used for charging.

With this configuration, a large braking torque can be obtained by performing regenerative braking with high power while reducing the load on the high-voltage power storage device. Further, the power regenerated in the low-voltage power storage device can be used for, for example, starting the engine afterwards. It can also be used effectively.

When the vehicle braking power is small, it is preferable to prohibit the transmission of large power by the low-voltage power storage device and to absorb regenerative power only by the high-voltage power storage device. It is preferable that the regenerative power be absorbed only by the high-voltage power storage device even when the power is low.

In each of the above-described inventions, the high-voltage power storage device may be configured such that the battery is replaced with an electric double layer capacitor, or both may be used in combination.

In a preferred embodiment, the high-voltage power storage device is configured by connecting an electric double layer capacitor and a switch in series, and this switch is used for starting the engine, for regenerative braking, for charging in the idle stop described above, and for immediately after braking. Turns on during acceleration.

In this way, the engine is started or torque assisted by the stored electric power of the electric double-layer capacitor only during acceleration immediately after the engine is started or braked, and the capacity reduction loss due to the leakage current of the electric double-layer capacitor during other periods. Can be avoided.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of a drive apparatus for a hybrid vehicle having a dual power supply system according to the present invention will be described below with reference to the drawings.

[0027]

Embodiment 1 In the hybrid vehicle driving apparatus of Embodiment 1 shown in FIG. 1, reference numeral 1 denotes a high-voltage battery (rated voltage of about 300 V), 2 denotes a field coil type synchronous generator motor, and 3 denotes a field of the synchronous generator motor 2. A magnetic coil, a switching element for intermittently controlling a current flowing through the field coil, a flywheel diode connected in antiparallel with the field coil,
Is a flywheel diode connected in anti-parallel with the switching element 4, 7 is an inverter, 8 is a bidirectional DC-DC
Converter, 9 is a low voltage battery (rated voltage about 12V),
10 is a controller, 11 is a low voltage electric load, and 12 is a smoothing capacitor.

The generator motor 2 is connected to an engine (not shown) so as to be capable of transmitting and receiving torque. The generator motor 2 is supplied with electric power from the high voltage battery 1 through the inverter 7 to operate electrically, or is driven by the engine to generate electric power, and the high voltage battery 1 is driven through the inverter 1. Or charge it.

The three-phase inverter 7 is composed of a total of six switching elements and flywheel diodes individually and anti-parallel connected to each switching element. Each switching element is intermittently controlled by the controller 10 to output a DC voltage. Conversion into a three-phase AC voltage synchronized with the rotation of the generator motor 2. The controller 10 controls the phase of the inverter 7 based on a signal from a rotation position detection sensor (not shown) that detects the rotation of the synchronous generator motor 2, and controls the PWM duty ratio of the switching element 6 and the switching element of the inverter 7. Thus, the torque of the generator motor 2 is adjusted.

Since the configuration and operation of the field coil type synchronous generator motor 2, the three-phase inverter 7 for driving and controlling the same, and the controller 10 for controlling the same are well known, further description is omitted. .

The DC-DC converter 8 controls power transmission between the low-voltage battery 9 for supplying power to the low-voltage electric load 11 and the high-voltage battery 1. In this embodiment, the DC-DC converter 9 has a configuration capable of bidirectional power transmission. DC-DC converters of this type capable of bidirectional power transmission are well known.

The DC capable of bidirectional power transmission used in this embodiment
The DC converter 8 will be described with reference to FIG.

The DC-DC converter 8 includes a choke coil 81, a first switching element 82 connecting one end of the choke coil 81 and the positive electrode of the high-voltage battery 1,
Second switching element 83 that connects one end of choke coil 81 to the negative electrodes of high-voltage battery 1 and low-voltage battery 9
The other end of the choke coil 81 is connected to the low-voltage battery 9.
Is connected to the positive electrode. Reference numerals 84 and 85 denote flywheel diodes that are individually connected in antiparallel with the switching elements 82 and 83, respectively. If there is no problem with the breakdown voltage of the switching elements 82 and 83, the flywheel diode 84 or 8
Omission of 5 is possible.

The operation of the DC-DC converter 8 is already known, but will be briefly described.

When power is transmitted from the high-voltage battery 1 to the low-voltage battery 9, the controller 10 switches on and off the two switching elements at different timings at a predetermined frequency. First, the switching element 82 is turned on and the switching element 83 is turned off only for a first predetermined period. The high-voltage battery 1 supplies power to the low-voltage battery 9 through the choke coil 81, but most of the voltage is consumed by the choke coil 81. During this period, magnetic energy is stored in the choke coil 81.

Next, the switching element 82 is turned off and the switching element 83 is turned on only for the second predetermined period.
The magnetic energy stored in the choke coil 81 maintains the energization of the choke coil 81 through the switching element 83 and the flywheel diode 85, the charging of the low-voltage battery 9 is continued, and the magnetic energy stored in the choke coil 81 is maintained. Energy is consumed. Thereafter, the above two periods may be repeated. The charging current of the low-voltage battery 9 can be controlled by changing the ratio between the first period and the second period and the switching frequency.

When power is transmitted from the low-voltage battery 9 to the high-voltage battery 1, the controller 10 switches on and off the two switching elements at different timings at a predetermined frequency. First, the switching element 83 is turned on and the switching element 82 is turned off only for the third predetermined period. The low-voltage battery 91 passes a current through the choke coil 81 and the choke coil 8
1 stores magnetic energy.

Next, the switching element 83 is turned off and the switching element 82 is turned on only for the fourth predetermined period.
The magnetic energy stored in the choke coil 81 charges the high-voltage battery 1 through the switching element 82 and the flywheel diode 84, and the magnetic energy stored in the choke coil 81 is consumed. Thereafter, the above two periods may be repeated. The charging current of the high-voltage battery 1 can be controlled by changing the ratio between the third period and the fourth period and the switching frequency.

The control which characterizes this embodiment will be described below with reference to the flowchart of FIG.

First, it is checked whether or not an engine start command has been input (S100). If the command has not been started, the process jumps to S104. If the command has been started, the DC-DC converter 8 is operated in a mode for charging the high-voltage battery 1 (S102). ).
Next, it is determined whether or not the engine has been started (S104).
If it is not completed, it jumps downstream from S106. If it is completed, it stops the high-voltage battery charging mode of the DC-DC converter 8 (S106). The start of the engine can be detected by turning on the ignition key, and the completion of the engine can be detected when the engine speed reaches a predetermined value.

According to this embodiment, part of the power for starting the engine can be shared by the low-voltage battery 9 for supplying power to the low-voltage electric load 11, and as a result, the high-voltage battery 1 that stores the power for starting the engine can be used. The capacity of the inverter 7 can be reduced by reducing the capacity and weight and suppressing the voltage drop of the terminal of the high-voltage battery 1, and the manufacturing cost can be reduced and the weight of the hybrid vehicle can be reduced without complicating the circuit configuration. can do.

[0042]

Embodiment 2 Another embodiment will be described below with reference to FIG.

However, in this embodiment, S100 is replaced by a determination step of "Is the acceleration command greater than or equal to a first predetermined value?", And S104 is replaced by a determination step of "Is the acceleration command less than or equal to a second predetermined value?" . Note that the second predetermined value is set to a value smaller than the first predetermined value. By doing so, the same effects as in the first embodiment can be obtained even during large acceleration.

(Modification) In the above embodiment, a battery was used as the low-voltage power storage device, but a large-capacity capacitor may be used.

[0045]

Embodiment 3 Another embodiment will be described below with reference to the flowchart shown in FIG.

This embodiment is different from the first embodiment shown in FIG. 3 in that when the vehicle is stopped at idle, reverse power is transmitted from the low-voltage battery 9 to the high-voltage battery 1 so that the power consumption of the generator motor 2 at the time of starting the engine is increased. It is provided.

First, it is determined whether or not the engine has stopped due to idle stop (S200). This determination may be made by receiving an engine stop signal from an ECU (engine control device), or may be made based on the engine speed based on the engine speed or an electric signal linked thereto. In the case where the engine is stopped when the ignition switch is turned off, the control device that executes this flowchart itself stops operating, so that the reverse power transmission from the low-voltage battery 9 to the high-voltage battery 1 described below is not performed. Therefore, only when the ECU (engine control device) determines that the engine is idling stop and stops the engine, the reverse power transmission operation described later is executed. This EC
Since the idle stop operation control by U itself is not the gist of the present invention, a detailed description is omitted, for example, when the running and stopping of the vehicle are repeated a predetermined number of times within a predetermined period immediately before, it is determined that the vehicle is traveling in an urban area. It is preferable to instruct the engine stop, that is, the idle stop, when the vehicle stops thereafter. Naturally, the fact that the ECU has stopped the engine for idling stop means that a command to start the engine will be issued after a short period of time.

Therefore, when the controller 10 recognizes that the engine has stopped, it performs reverse power transmission from the low-voltage battery (low-voltage power storage device) 9 to the high-voltage battery (high-voltage power storage device) 1 (S202). Since the normal idle stop period lasts for a time related to the signal stop period, the magnitude of the reverse transmission current is determined based on the relationship between this time and the amount of power to be reversely transmitted. The magnitude of the reverse transmission current is determined by increasing the duty ratio of the inverter or the switching element in the DC-DC converter 8. The magnitude of the reverse transmission current may be controlled according to the amount of stored power of the high-voltage battery 1.

Next, the terminal voltage VH of the high-voltage battery 1 (or the storage capacity of the high-voltage battery 1 estimated by integrating the charge / discharge current thereof) has reached a predetermined value VHth or more, or the terminal voltage VL of the low-voltage battery 9 Is determined to be less than or equal to a predetermined value VLth (S204).
If not, it is determined whether the execution time of the reverse charging in S202 has reached a predetermined value (S206).
When it reaches, the reverse power transmission (high-voltage battery charging mode) is stopped (S208). Next, the process proceeds to S100 shown in FIG.
Determine if the engine has started.

Thus, at the time of starting the engine which requires a large amount of electric power, the high-voltage battery 1 can cope with a good power storage state.

[0051]

Embodiment 4 Another embodiment will be described below with reference to the flowchart shown in FIG.

This embodiment is different from the first embodiment shown in FIG. 3 in that the generator motor 2 is regeneratively braked when the vehicle is decelerated, and during this regenerative braking, the DC-DC converter 8 forwards power (from the high-voltage battery 1 to the low-voltage battery 1). (Power transmission to the battery 9) to reduce the burden of charging the high-voltage battery 1 during regenerative braking. Since the regenerative braking of the generator motor 2 is well known, a detailed description thereof will be omitted.

First, it is checked whether regenerative braking has occurred. The regenerative braking itself may electrically detect the state of the generator motor 2, may detect a decrease in the engine speed or the vehicle speed, or may detect depression of a brake lever.

If regenerative braking has occurred, it is determined whether the regenerative braking power is equal to or greater than a predetermined value (S302).
If it is ES, proceed to S304; otherwise, S304
Steps S308 to S308 are not performed to temporarily increase the forward power transmission current during regenerative braking.

In step S304, the power storage level of the high-voltage battery 1 is checked. If the level is lower than the predetermined level, the process proceeds to step S306. Otherwise, the process bypasses steps S306 and S308 to temporarily increase the forward power supply current during regenerative braking. Do not do.

In S306, the forward transmission power of the DC-DC converter 8 (the transmission power from the high-voltage battery 1 to the low-voltage battery 9) is increased by a predetermined amount. This increase is, for example,
This is performed by increasing the duty ratio of the inverter or the switching element in the DC-DC converter 8.
The increase amount of the forward transmission power may be linked to the magnitude of the regenerative braking.

Next, it is checked whether or not the storage capacity of the low-voltage battery 9 estimated by the terminal voltage of the low-voltage battery 9 or the integration of the charging / discharging current thereof has reached a predetermined value or more (S30).
8) If so, proceed to S310; otherwise, proceed to S30
Go to 0.

Next, the process proceeds to S100 shown in FIG. 3 or S200 shown in FIG. 4, and it is detected whether the engine has been started or the engine has been stopped due to idle stop.

In this way, the charging burden on the high-voltage battery 1 during the large regenerative braking can be eliminated, and the high-voltage battery 1
Life can be extended.

In this embodiment, the regenerative braking power in the range that the high-voltage battery 1 can accept and the range in which the regenerative power is small is stored in the high-voltage battery 1. This is preferable in that the storage level of the high-voltage battery 1 is increased in the subsequent vehicle acceleration or engine start.

[0061]

Embodiment 5 Another embodiment will be described below with reference to FIG.

In this embodiment, in each of the above embodiments,
The high voltage battery 1 is replaced with a series connection circuit of an electric double layer capacitor 20 and a switch 21.

In this embodiment, the switch 21 is turned on at the time of reverse power transmission during the idle stop period, at the time of regenerative braking, at the time of engine starting and at the time of torque assist, and temporarily switches the regenerative braking power and the engine starting power after the idle stop. To store electricity.

In this embodiment, in the engine start other than the engine start immediately after the idle stop period,
The engine starting power stored in the electric double layer capacitor 20 may be insufficient.

Therefore, as shown in FIG. 7, when an engine start command is input to the controller 10 (S400),
The storage power of the electric double layer capacitor 20 is checked (S40
2) If it is lower than a predetermined level, the switch 21 is turned on, and the reverse power is transmitted from the low-voltage battery 9 to the electric double layer capacitor 20 to store predetermined power in the electric double layer capacitor 20. (S404), and then
The process jumps to S100 to instruct the inverter 7 to perform an engine start operation, and to supply power to the inverter 7 from the electric double layer capacitor 20 and the low voltage battery 9.

In this way, the electric power for starting the engine and the regenerative braking electric power are temporarily stored in the electric double-layer capacitor 20 while the leakage current loss of the electric double-layer capacitor 20 is suppressed to the minimum, and thereafter, It can be prepared for starting the engine or accelerating the vehicle.

In this embodiment, it is preferable to increase the ratio of the regenerative power received by the low-voltage battery 9 during regenerative braking.

(Modification) In the above embodiment, the switch 21 is provided in series with the electric double layer capacitor 20. However, if the leakage current of the electric double layer capacitor 20 is improved, the switch 21 can be omitted.

It is also possible to arrange a series connection circuit of the electric double layer capacitor 20 and the switch 21 in parallel with the high voltage battery 1.

[Brief description of the drawings]

FIG. 1 is a block circuit diagram illustrating a drive device of a hybrid vehicle having a dual power supply system according to a first embodiment.

FIG. 2 is a circuit diagram of the DC-DC converter of FIG.

FIG. 3 is a flowchart illustrating the operation of the first embodiment.

FIG. 4 is a flowchart illustrating an operation of a third embodiment.

FIG. 5 is a flowchart illustrating an operation of a fourth embodiment.

FIG. 6 is a block circuit diagram showing a circuit configuration of a fifth embodiment.

FIG. 7 is a flowchart illustrating the operation of the fifth embodiment.

[Explanation of symbols]

 1: High voltage battery (high voltage power storage device) 2: Generator motor 7: Inverter 8: DC-DC converter 9: Low voltage battery (low voltage power storage device) 10: Controller (control device) 11: Low voltage electric load

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H02J 7/00 H02J 7/34 B 7/34 H02M 3/155 F H02M 3/155 H B60K 9/00 ZHVE F term (reference) 3G092 AC02 AC03 DF05 EA11 GA12 GB08 HF19Z 3G093 AA07 AA16 BA00 BA14 BA19 CB06 EB09 5G003 AA07 BA04 DA07 DA18 FA06 GA01 GB03 GB06 5H115 PG04 PI15 PI16 PI29 PI30 PO17 PU10 PU25 PV02 PV09 Q04 PV23 Q02 AA15 AS08 AS17 BB13 BB14 BB57 DD04 EE14 FG05

Claims (5)

[Claims] 1. A generator motor connected to an engine so as to be capable of transmitting and receiving torque, a high-voltage power storage device connected to the generator motor so as to be able to transmit and receive electric power, a low-voltage power storage device for supplying power to a low-voltage electric load, and both of the power storage devices. DC- connected to enable bidirectional power transfer
A drive device for a hybrid vehicle having a dual power supply system, comprising: a DC converter; and
A drive device for a hybrid vehicle having a dual power supply system, comprising: a control device that drives a DC converter to transmit power from the low-voltage power storage device to the high-voltage power storage device. 2. A generator motor connected to an engine so as to be capable of transmitting and receiving torque, a high-voltage power storage device connected to the generator motor so as to be able to transmit and receive electric power, a low-voltage power storage device for supplying power to a low-voltage electric load, and both of the power storage devices. DC- connected to enable bidirectional power transfer
A drive device for a hybrid vehicle having a dual power supply system, comprising: A drive device for a hybrid vehicle having a dual power supply system, comprising a control device for causing the device to transmit power. 3. A generator motor connected to an engine so as to be capable of transmitting and receiving torque, a high-voltage power storage device connected to the generator motor so as to be able to transfer electric power, a low-voltage power storage device for supplying power to a low-voltage electric load, and both of the power storage devices. DC- connected to enable bidirectional power transfer
A drive device for a hybrid vehicle having a dual power supply system comprising: a DC converter; and wherein the DC-DC converter transmits power from the low-voltage power storage device to the high-voltage power storage device during a predetermined engine stop period. For hybrid vehicles. 4. A drive apparatus for a hybrid vehicle having a dual power supply system according to claim 3, wherein said predetermined engine stop period is an engine stop period due to idle stop. 5. A generator motor connected to an engine so as to be capable of transmitting and receiving torque, a high-voltage power storage device connected to the generator motor so as to be able to transfer electric power, a low-voltage power storage device for supplying a low-voltage electric load, and both of the power storage devices. DC- connected to enable bidirectional power transfer
And a DC converter comprising: a drive device for a hybrid vehicle having a dual power supply system, comprising: a DC-DC converter, the regenerative braking performed by the generator motor at the time of vehicle braking; And charging the low-voltage power storage device.