JP2598465Y2 - Power supply for vehicles - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a vehicle power supply for a vehicle in which an alternator directly connected to a crankshaft of an engine is operated by a generator during braking to regenerate energy and an electric motor is operated during power running to assist driving. It concerns the device.

[0002]

2. Description of the Related Art FIG. 7 is a diagram showing a vehicle drive unit in which an AC machine unit for energy regeneration is incorporated. In FIG. 7, 1
Is an engine, 20 is an AC machine section, 21 is a clutch section, 22
Is a transmission unit, and 23 is a propeller shaft.

[0003] An AC machine section 20 is provided between the engine 1 and the clutch section 21, and a rotating shaft of the AC machine section 20 is directly connected to a crankshaft. One method of braking the vehicle is to apply a load to the engine (for example, an engine brake), but the AC machine section 20 acts as one of the loads. That is, when the alternator unit 20 is operated by the generator during braking, a part of the driving force of the engine is consumed for that,
Acts as a braking force on the engine.

Conversely, when a driving force other than the driving force of the engine is desired, for example, when starting or suddenly accelerating, the AC machine 20 can be driven by an electric motor to assist the driving. Consideration is given to providing a power supply device for a vehicle having such an AC machine section 20 with an AC → DC conversion function or a DC → AC conversion function.

(First Conventional Example) FIG. 4 is a diagram showing a first example of such a conventional power supply device for a vehicle. In FIG. 4, 1 is an engine, 2 is an AC machine main body, 3 is a field coil, 4 is a voltage regulator, 5 is a rotor position detector, 6 is a current detector, 7 is an inverter, 8 is an inverter control circuit, 9 is a resistor, 10 is a chopper, 11 is a chopper control circuit, 12 is a battery, 13 is a vehicle load,
Reference numeral 14 denotes a general control unit.

As the AC machine main body 2, for example, a three-phase synchronous AC machine is used. The output terminals of the three-phase generator coil
Connected to inverter 7. Terminal A of the inverter 7,
B and C are DC terminals. DC terminals A and C are connected to both ends of battery 12. DC terminals B and C are connected to resistor 9
And the chopper 10 are connected to both ends of a series connection body. The vehicle load 13 is connected to the battery 12 in parallel.

FIG. 2 shows a specific example of the configuration of the inverter 7. 7-1 is a diode, and 7-2 is a MOS transistor. The parts drawn in the same figure are of the same kind. Nine diodes constitute two sets of three-phase full-wave rectifier circuits (AC → DC conversion circuits), and six MOS transistors constitute one set of DC → AC conversion circuits. The MOS transistor is used as a switching element.

The rotating shaft of the alternator main body 2 is directly connected to the engine 1. When a field current is passed through the field coil 3 and the AC machine body 2 is rotated by the engine 1, the AC machine body 2 is rotated.
Generates electricity. The generated voltage is adjusted by controlling the field current by the voltage regulator 4. In this vehicle power supply device, the battery 12 is charged with the DC voltage generated between the DC terminals A and C of the inverter 7 during power generation to regenerate energy. When the battery 12 is fully charged, the chopper 10 is turned on to energize the resistor 9 to consume braking energy.

When assisting the driving of the engine, the battery voltage applied between the DC terminals A and C of the inverter 7 is converted into AC and applied to the AC machine main body 2. The inverter control circuit 8 controls on / off of a switching element (a MOS transistor in FIG. 2) in the inverter 7. Signals from the rotor position detector 5 and the current detector 6 are used for inverter control. The general control unit 14
The overall operation of the vehicle power supply device is controlled while referring to various types of vehicle information such as vehicle speed.

(Second Conventional Example) FIG. 8 is a diagram showing a second example of a conventional vehicle power supply device. 8, 24 is a power supply, 25 is a converter, 2
6 is a smoothing reactor, 27 is a smoothing capacitor, 28 is an inverter, 29 is a motor, 30 is a converter control circuit, 31 is an inverter control circuit, 44 is a resistor, 45 is a switching element, and 46 is a switching control circuit.

This is an example of a case where power is supplied to an AC load such as a motor (for example, for engine assist and retarder) used in a vehicle. The power source 24 is a vehicle generator, and the generated AC from the power source is converted into DC by the converter 25. The converter 25 is composed of, for example, six switching elements, and their switching control is performed by a converter control circuit 30. Note that the converter 25 can also perform reverse conversion (conversion from DC to AC).

The DC is smoothed by a smoothing reactor 26 and a smoothing capacitor 27, and is converted by an inverter 28 into an AC suitable for an AC load (here, a motor 29). The inverter 28 is composed of, for example, six sets of anti-parallel connections of switching elements and diodes, and the switching control of the switching elements is performed by the inverter control circuit 3.
1 is performed.

The resistor 44 is a resistor for consuming surplus energy. For example, when power is generated by the engine brake, the resistance is used to turn on the switching element 45 to consume the generated energy. ON / OFF of the switching element 45 is controlled by a switching control circuit 46.

As a conventional document relating to a vehicle power supply device, there is, for example, JP-A-2-206301.

[0015]

In the first prior art vehicle power supply device described above, a battery which is a lead storage battery is used as a device for regenerating energy during braking or supplying power during power running. ing. Power supply for energy regeneration and powering occurs rapidly. However, repeated rapid charging and discharging with lead-acid batteries deteriorates quickly,
There is a problem that the battery life is shortened.

Further, in the second conventional power supply device for a vehicle, when the load suddenly decreases (for example, when the load on the motor 29 suddenly decreases), an inductive component (smoothing reactor 26 or the like) existing in the circuit is provided. ), Or a high voltage is generated when the power supply voltage rises sharply (for example, during regenerative braking), and it is applied to the DC side of the inverter, which is not desirable in terms of the withstand voltage of the inverter and wastefully consumes excess energy. There was a problem of doing it. An object of the present invention is to solve the above problems.

[0017]

According to the present invention, there is provided an AC machine directly connected to an engine and connected to charge a battery with a generated current, wherein the alternator rectifies the generated current and supplies power to the battery. A vehicle power supply device comprising: an inverter for generating an alternating current applied to the AC machine; and an inverter control circuit for controlling the inverter. A large-capacity capacitor, a high-voltage terminal connected to a battery, and a low-voltage terminal Is a buck-boost converter connected to the large-capacity capacitor, and a converter that controls the buck-boost converter so that charging of the AC machine during generator operation or discharging during motor operation is performed mainly using a large-capacity capacitor. And a control circuit.

Further, an AC machine directly connected to the engine, a converter connected to the AC machine, a smoothing circuit for smoothing the DC side voltage of the converter, and converting the smoothed voltage into AC to an AC load. And a step-up / down converter in which a high-voltage terminal is connected to a DC side of the inverter and a low-voltage terminal is connected to a large-capacity capacitor. The charge and discharge of the capacitor are controlled.

[0019]

[Operation] An AC machine is directly connected to an engine, the AC machine is operated as a generator during braking to regenerate energy, and the regenerative energy is released during power running such as starting or sudden acceleration to operate the AC machine as an electric motor. A large-capacity capacitor, a buck-boost converter, and a converter control circuit are provided in a vehicle power supply device.
Connect the battery to the high-side terminal of the buck-boost converter,
Connect a large capacity capacitor to the low voltage side terminal.

The step-up / step-down converter is controlled so that the rapid charging and rapid discharging required at the time of energy regeneration and discharge are performed mainly by a large-capacity capacitor, not by a battery. As a result, the battery is not exposed to rapid charge and discharge, and the life is not shortened. The large-capacity capacitor hardly deteriorates even if rapid charging and rapid discharging are repeatedly performed.

Also, in a vehicle power supply device for supplying a rectified voltage to an AC load via an inverter, a large-capacity capacitor is connected to the DC side of the inverter via a buck-boost converter. , It is possible to absorb the energy by charging the large-capacity capacitor even if a high voltage is likely to be generated due to interruption of an AC load or the like. Therefore, there is no possibility that the circuit element of the inverter is destroyed by the high voltage, and excess energy can be recovered.

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a diagram showing a first example of a vehicle power supply device according to the present invention. Reference numerals correspond to those in FIG. 4, 15 is a large-capacity capacitor, 16 is a current detector, 17 is a buck-boost converter, 1
8 is a current detector, and 19 is a converter control circuit. Those having the same reference numerals as those in FIG. 4 perform the same operation, and thus the description thereof will be omitted.

The first point, which differs from the conventional example of FIG. 4 in terms of configuration, is that a large-capacity capacitor 15 is newly provided as regenerative energy storage means. As is well known, the capacitor has high resistance to rapid charging and rapid discharging, and hardly deteriorates even if these are repeated. As the large-capacity capacitor 15, for example, an electric double-layer capacitor having a small size and a large capacity can be used.

A second different point is that a buck-boost converter 17 is provided between the battery 12 and the large-capacity capacitor 15. The step-up / step-down converter 17 is connected to the
In order to regenerate the power generation energy, the voltage is reduced in consideration of the withstand voltage of the large-capacity capacitor 15, and conversely, when the large-capacity capacitor 15 is discharged and applied to the AC machine main body 2, It is provided for boosting the main body 2 to a voltage equal to a voltage suitable for operating the motor (ie, substantially no-load voltage of the battery).

FIG. 3 shows an example of a specific configuration of the buck-boost converter. 17-1 is a reactor, 17-2, 17-
3 is a capacitor, 17-4 and 17-5 are MOS transistors, and 17-6 and 17-7 are diodes. MOS
The transistors 17-4 and 17-5 are used as switching elements. This configuration and operating principle are known.

The converter control circuit 19 shown in FIG.
The on / off timing of the transistors 17-4 and 17-5 is controlled to cause the step-up / step-down converter 17 to step up or step down. Voltages and currents are detected on both sides of the step-up / step-down converter 17 and used for control by the converter control circuit 19.

(Operation at the time of braking: energy regeneration) This is also called regenerative retarder control, but it is the same as the conventional one up to the point where the generated voltage is converted into DC and generated between the DC terminals A and C of the inverter 7. is there. DC terminal A,
The voltage between C is applied to the battery 12 and also to the buck-boost converter 17. The value of this voltage is adjusted by the voltage regulator 4 so as to be substantially equal to the no-load voltage of the battery 12. The reason is to charge the large-capacity capacitor 15 instead of charging the battery 12.

Then, the voltage is stepped down by the step-up / step-down converter 17 and the large-capacity capacitor 15 is charged.
The voltage V _L of the large-capacity capacitor 15 is detected, and the voltage V _L is controlled so as not to exceed the allowable voltage. Further, if a current higher than the current flowing from the inverter 7 is required as the input current from the high voltage side to the step-up / step-down converter 17, the shortage will flow out of the battery 12. To prevent this, in such a case, the voltage V _H on the high voltage side is detected, and the output (low voltage side output) of the buck-boost converter 17 is limited so that the voltage V _H does not become lower than the no-load voltage of the battery 12.

After the large capacity capacitor 15 is fully charged,
Next, the battery 12 is charged. When the battery is fully charged, the chopper 10 is turned on and the braking energy is consumed by the resistor 9 as in the related art.

(Operation during Powering Operation) When the AC machine main body 2 is driven by an electric motor to assist the driving of the engine, the charge of the large-capacity capacitor 15 is first discharged. Next, when it becomes insufficient by itself, the battery 12 is also discharged. After the charge of the large-capacity capacitor 15 is discharged, the battery 12
It is performed only by the discharge from.

When boosting control is performed by the buck-boost converter 17, attention should be paid to the following two points. The first point is that the voltage obtained by boosting does not exceed the no-load voltage of the battery 12. The second point is that the input current from the large-capacity capacitor 15 to the buck-boost converter 17 is not so large as to damage the buck-boost converter 17.

First, if the voltage obtained by boosting becomes larger than the no-load voltage of the battery 12, the output current of the buck-boost converter 17 also flows into the battery 12 and flows to the inverter 7. This is because the current that goes is reduced. For this reason, the boosted voltage needs to be maintained at about the no-load voltage of the battery 12.

FIG. 5 is a diagram showing output characteristics of the step-up / step-down converter 17 during the step-up operation. The horizontal axis represents the output current I during boosting, and the vertical axis represents the output voltage V during boosting. Step-up output voltage V
Is detected as the high-side voltage V _H in FIG. 1, and this is controlled so as to have a constant voltage value V _C of about the no-load voltage of the battery 12. I _M is the buck-boost converter 1 when boosting
7 is the maximum value of the output current, but when the current exceeds this value, the boosted output voltage V decreases.

Regarding the second point, if an excessive current is input to the step-up / step-down converter 17, there is a possibility that the circuit element may be destroyed. Therefore, the large-capacity capacitor 15
It is necessary to limit the input current from the terminal so that it does not exceed a predetermined value.

FIG. 6 is a diagram showing input characteristics during the step-up operation of the step-up / step-down converter. The horizontal axis represents time, and the vertical axis represents input power P, input voltage V, and input current I from the large-capacity capacitor 15. Although not shown, the scale is different depending on each case. Since the voltage decreases as the large-capacity capacitor 15 discharges, the curve of the input voltage V gradually decreases.

In this characteristic diagram, the input is made so that the input power P is constant (that is, V × I = constant). Therefore, as the input voltage V decreases, the input current I increases. Has control. However, even if the input current I is increased, it is not allowed to be large enough to adversely affect the circuit elements of the buck-boost converter 17. Therefore, to limit the input current I as not a limit current value I ₁ or more. In FIG. 6, the time when the current limit value I ₁ is reached is t ₁ . Thereafter, the input current I = I ₁ (constant)
Since the input voltage V is decreasing, the input power P
Also decrease. With respect to the input at the time of boosting, such control is performed.

Now, the operation at the time of power running control will be described in the following two cases. (1) When the load current required by the inverter 7 is smaller than the output current of the buck-boost converter 17 At this time, the current sent to the inverter 7 can be covered only by the output current of the buck-boost converter 17. Therefore, the motor operation of the AC machine main body 2 is performed only by the discharge energy of the large-capacity capacitor 15. Since the high voltage V _H of the buck-boost converter 17 is controlled so as not to be higher than the no-load voltage of the battery 12, the large-capacity capacitor 1
Part of the discharge energy of No. 5 is not used for charging the battery 12.

(2) When the load current required by the inverter 7 is larger than the output current of the buck-boost converter 17 At this time, the output current of the buck-boost converter 17 alone is insufficient. Only at this stage, power supply from the battery 12 to the inverter 7 is started to make up for the shortfall. After the discharge of the large-capacity capacitor 15 is completed, power is supplied to the inverter 7 only from the battery 12.

[0039] In the case where the input current to the buck-boost converter 17 has reached the limit current value I _1, since thereafter, the input current is prevented from increasing, as described in FIG. 6, the input power P gradually decreases. Accordingly, the output current of the buck-boost converter 17 changes, and the inverter 7
There may be a case where the load current larger than the required load current changes to a small value. At that time, the control (2) is performed.

(Second Embodiment) FIG. 9 is a diagram showing a second embodiment of the vehicle power supply device of the present invention. Reference numerals correspond to those in FIG. 8, 32 is an energy buffer, 33 is a buck-boost converter, 34 is a large capacity capacitor, and 35 is a buck-boost converter control circuit. The energy buffer 32 includes a buck-boost converter 33 and a large-capacity capacitor 34. The buck-boost converter 33 is controlled by a control signal from a buck-boost converter control circuit 35. As the large capacity capacitor 34, for example, an electric double layer capacitor is used.

When the load on the motor 29 suddenly decreases,
A high voltage is likely to be generated at both ends of the smoothing capacitor 27 (DC side of the inverter) due to the electromagnetic energy due to the large current that has been flowing through the smoothing reactor 26 up to that point. At this time, the buck-boost converter 33 is stepped down by using the voltage as an input voltage, and the large-capacity capacitor 34 is charged. Thus, by absorbing the electromagnetic energy of the smoothing reactor 26 with the large-capacity capacitor 34,
Overvoltage is prevented from being applied to the smoothing capacitor 27 and the inverter. Even when the power generation voltage of the power supply 24 sharply rises (for example, at the time of brake regeneration), the application of the overvoltage is similarly avoided.

The energy charged in the large-capacity capacitor 34 is appropriately boosted by a step-up / step-down converter 33 and used to charge a vehicle battery (not shown in FIG. 9), or drives a motor 29 via an inverter 28. Or to use it. When the motor 29 is a motor that assists the driving of the engine, if power is supplied from the large-capacity capacitor 34 during an uphill or the like, the driving force of the engine is increased.

When braking is to be applied to the motor 29, the inverter 28 is switched to power generation control instead of applying a mechanical external force to perform braking. That is, the inverter 2
The control for supplying power to the motor 29 from 8 is stopped, and the motor 29 is caused to generate power by rotational inertia energy. The generated voltage is
The large-capacity capacitor 34 is charged through the step-up / step-down converter 33. Thus, the surplus energy of the motor 29 is regenerated.

Next, the operation of the step-up / step-down converter 33 at the time of step-up and step-down will be described. FIG. 10 is a diagram illustrating an example of a specific configuration of the buck-boost converter 33 according to the second example of the present invention. The reference numerals correspond to those in FIG.
The capacitor 37 is a reactor, 38 to 40 the switching elements, 41 and 42 diodes, 43 capacitors, I _L is the current flowing through the reactor 37. In this example, three switching elements are used, and these are turned on and off by the buck-boost converter control circuit 35 shown in FIG.
Is controlled by

FIG. 11 is an equivalent circuit at the time of boosting of the buck-boost converter of FIG. At the time of boosting, the switching element 39 is kept on, the switching element 40 is kept off, and the switching element 38 is on / off controlled, so that such an equivalent circuit is obtained. The voltage of the large-capacitance capacitor 34 across the V _34, the voltage across the capacitor 43 and V _43. At the time of boosting, _V34 is the input voltage,
_V43 is the output voltage.

The current I _L flows in the direction of flowing out of the large-capacity capacitor 34 as shown by the arrow. When the switching element 38 is off, it flows to the capacitor 43 through the diode 42, and when the switching element 38 is on,
It flows through the switching element 38. At the moment when the switching element 38 is turned off, the voltage appearing at both ends of the switching element 38 is increased by the energy stored in the reactor 37 by the current flowing up to that time.

FIG. 12 is a diagram for explaining the operation of the equivalent circuit of FIG. 11 at the time of boosting. (A) is a switching element 38
ON indicates OFF status, (ii) the change of the current I _L,
(C) shows the change of the voltage V ₄₃ of the output side. When the switching element 38 is turned on, the diode 42 and the capacitor 43 are short-circuited, so that the current _IL increases. Meanwhile, while the charging of the capacitor 43 is not performed, since discharge is performed to the output side, the voltage V ₄₃ slide into decline.

When the switching element 38 is turned off, the short circuit caused by the switching element 38 is released, and the diode 42 and the capacitor 4
3, the impedance increases and the current _IL decreases. Further, as described above, the switching element 3
Since the voltage at both ends increases, the voltage V ₄₃ also becomes larger than before. Values during the entire period of the voltage V ₄₃ of the output side,
It is expressed by the following equation. However, T _ON and T _OFF are the switching elements 38 respectively.
Are on and off periods. The degree of boosting can be changed by adjusting the on and off periods. Since the numerator is a fixed period, V ₄₃ increases as T _OFF of the denominator decreases.

FIG. 13 is an equivalent circuit at the time of step-down of the step-up / step-down converter of FIG. The reference numerals correspond to those in FIG. At the time of step-down, the switching elements 38 and 39 are kept off, and the switching element 40 is on / off controlled. . When stepping down, V
₄₃ is the input voltage and V ₃₄ is the output voltage. Therefore,
Current I _L flows in the direction flowing into the large-capacity capacitor 34 as indicated by the arrow.

FIG. 14 is a diagram for explaining the operation of the equivalent circuit of FIG. 13 at the time of step-down. (A) is a switching element 40
ON indicates OFF status, (ii) the change of the current I _L,
(C) shows the change of the voltage V ₃₄ of the output side. When the switching element 40 is turned on, the capacitor 43 discharges, and its current flows through the reactor 37 and the capacitor 3
6. Charge the large-capacity capacitor 34. When the switching element 40 is turned off, a flywheel current flows.
That is, the current I _L which has passed through capacitor 36, a large-capacity capacitor 34 is returned to the reactor 37 through the diode 41. Therefore, current I _L slide into gradually decrease.

Assuming that the ON period and the OFF period of the switching element 38 are T _ON and T _OFF , respectively, the output-side voltage V
The value over the entire period of ₃₄ is given by: The degree of step-down can be changed by adjusting the on and off periods. Since the denominator is constant, V ₃₄ increases as T _ON of the numerator increases.

In the second embodiment, the high voltage energy generated when the power supply voltage suddenly rises or the load suddenly decreases is absorbed by causing the step-up / step-down converter 33 to step down and charge the large-capacity capacitor 34. No high voltage is applied, and the circuit elements of the inverter are not destroyed. The energy thus accumulated in the large-capacity capacitor 34 is appropriately taken out through the step-up / step-down converter 33 and used for charging the battery or supplying power to the load.

The same can be said for the case where the power supply 24 of the second embodiment is a three-phase AC power supply which is not a vehicle generator. For example, a power supply device or the like for driving a motor of an elevator in a building can be provided with the energy buffer 32 to perform the same operation. When a braking operation is performed on the elevator motor, the motor is operated for power generation, and the generated energy is stored in the large-capacity capacitor 34 via the buck-boost converter 33. As a result, energy is regenerated. The regenerated energy is used later to drive the motor 29 or the converter 25
May be regenerated to the power supply 24 side.

[0054]

As described above, according to the vehicle power supply device of the present invention, rapid charging and rapid discharging when regenerating and discharging energy are performed mainly by a large-capacity capacitor. Life is no longer shortened. In addition, in the case of a vehicle power supply device that supplies power to an AC load via an inverter after rectifying and smoothing the generated voltage, a large-capacity capacitor is connected to the DC side of the inverter via a buck-boost converter, and the buck-boost converter If charge / discharge control is performed, even when a high voltage is likely to be generated due to interruption of an AC load or the like, the energy can be absorbed by charging the large-capacity capacitor, and the inverter can be prevented from being destroyed.

[Brief description of the drawings]

FIG. 1 is a diagram showing a first example of a vehicle power supply device of the present invention.

FIG. 2 is a diagram showing an example of a specific configuration of the inverter according to the first example of the present invention;

FIG. 3 is a diagram showing an example of a specific configuration of the buck-boost converter according to the first example of the present invention;

FIG. 4 is a diagram showing a first example of a conventional vehicle power supply device.

FIG. 5 is a diagram showing output characteristics of a buck-boost converter during a boost operation;

FIG. 6 is a diagram showing input characteristics of a buck-boost converter during a boost operation;

FIG. 7 is a diagram showing a vehicle drive unit in which an energy regeneration AC machine unit is incorporated.

FIG. 8 is a diagram showing a second example of a conventional vehicle power supply device.

FIG. 9 is a diagram showing a second example of the vehicle power supply device of the present invention.

FIG. 10 is a diagram showing an example of a specific configuration of the buck-boost converter according to the second embodiment of the present invention;

11 is an equivalent circuit at the time of boosting of the buck-boost converter of FIG.

12 is a chart for explaining the operation of the equivalent circuit of FIG. 11 at the time of boosting;

13 is an equivalent circuit of the buck-boost converter of FIG. 10 at the time of step-down.

14 is a chart for explaining the operation of the equivalent circuit of FIG. 13 at the time of step-down.

[Explanation of symbols]

1 ... Engine, 2 ... AC machine body, 3 ... Field coil, 4 ...
Voltage regulator, 5: Rotor position detector, 6: Current detector,
7 ... inverter, 8 ... inverter control circuit, 9 ... resistor,
DESCRIPTION OF SYMBOLS 10 ... Chopper, 11 ... Chopper control circuit, 12 ... Battery, 13 ... Vehicle load, 14 ... General control part, 15 ... Large capacity capacitor, 16 ... Current detector, 17 ... Step-up / step-down converter, 18 ... Current detector, 19 ... converter control circuit,
20: AC machine section, 21: Clutch section, 22: Transmission section, 23: Propeller shaft, 24: Power supply, 2
5 ... Converter, 26 ... Smoothing reactor, 27 ... Smoothing capacitor, 28 ... Inverter, 29 ... Motor, 30 ...
Converter control circuit, 31 ... Inverter control circuit, 32
... Energy buffer unit, 33 ... Step-up / step-down converter, 34 ...
Large-capacity capacitor, 35 ... step-up / down converter control circuit,
36: condenser, 37: reactor, 38-40: switching element, 41, 42: diode, 43: capacitor, 44: resistor, 45: switching element, 46:
Switching control circuit

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Satoshi Tozawa 8 Fujitsuzawa-shi Isawa Motor Co., Ltd. Fujisawa Plant (72) Inventor Keiichi Iida 8 Tsudohana Fujisawa-city Isuzu Motor Corporation Fujisawa Plant (72) The creator Yoshio Sato 8 Tozai, Fujisawa-shi, Isuzu Cera Mix Research Laboratories Co., Ltd. (72) The creator Kazuhiro Takayama 1-12-11 Higashirokugo, Ota-ku, Tokyo Nikko Electric Industry Co., Ltd. (72) Person Kazumi Nishizawa 1-12-11 Higashirokugo, Ota-ku, Tokyo Nikko Electric Industry Co., Ltd. (56) References JP-A-5-260610 (JP, A) JP-A-4-183203 (JP, A) JP-A-4-271209 (JP, A) JP-A-63-305705 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60L 11/00-11/18 H02M 7/42 -7/98

Claims (2)

(57) [Scope of request for utility model registration] 1. An AC machine directly connected to an engine and connected to charge a battery with a generated current, and an inverter for rectifying the generated current and generating an AC applied to the AC machine using the battery as a power source. A power supply device for a vehicle, comprising: an inverter control circuit that controls the inverter; a large-capacity capacitor; a buck-boost converter having a high-voltage terminal connected to a battery and a low-voltage terminal connected to the large-capacity capacitor; A converter control circuit for controlling the step-up / step-down converter so that the charging of the alternator during the operation of the generator or the discharging of the motor during the operation of the motor is performed mainly by using a large-capacity capacitor. . 2. An AC machine directly connected to an engine, a converter connected to the AC machine, a smoothing circuit for smoothing a DC side voltage of the converter, and converting the smoothed voltage into AC to an AC load. And a step-up / down converter in which a high-voltage terminal is connected to a DC side of the inverter and a low-voltage terminal is connected to a large-capacity capacitor. A power supply device for a vehicle, which controls charging and discharging of a capacitor.