JP4329454B2 - Electric vehicle system - Google Patents

Description

  The present invention relates to an electric vehicle system including two motor / generator systems.

  As a first prior art, a conventional electric vehicle system is a power source for auxiliary equipment such as a wiper, various lamps, audio, power window or various control devices in the same manner as a gasoline vehicle in addition to a high-voltage battery for driving a vehicle. Auxiliary battery is installed. FIG. 6 shows an example of the configuration. In FIG. 6, 101 is a power transmission mechanism, 102 is a generator motor, 103 is a power converter, 104 is a first power storage device (referred to as a high voltage battery), and 105 is a second power storage device (referred to as an auxiliary battery). , 106 are insulated DC-DC converters, which are composed of a converter 107, a high-frequency transformer 108, and an inverter 109. The auxiliary battery 105 is configured to be charged via an insulated DC-DC converter 106 from a high-voltage direct current source of a high-voltage battery 104 that is a power source of a generator motor 102 serving as a driving force of the vehicle (for example, Patent Document 1).

  As a second prior art, there is an electric vehicle system including a power generation device such as a fuel cell and a high voltage battery. Also in such a conventional hybrid vehicle, the above-mentioned auxiliary battery is configured to be charged from a high-voltage direct current source of a high-voltage battery via an insulated DC-DC converter. FIG. 7 shows an example of the configuration. In FIG. 7, the power transmission mechanism 101, the generator motor 102, the first power conversion device 103, the first power storage device 104, the second special electric device 105, the converter 107, the high-frequency transformer 108, and the inverter 109 are included. The DC-DC converter 106 is the same as the first prior art. The second power converter 110 and a power generator 111 (referred to as a fuel cell) are different from the first prior art (see, for example, Patent Document 2).

Both the first and second conventional technologies described above are configured to charge the auxiliary battery from the high voltage battery via the insulation type DC-DC converter. For this reason, when the amount of power stored in the auxiliary battery 105 is reduced, it can be charged from the high voltage battery 104 via the insulation type DC-DC converter 106. Therefore, a generator for charging the auxiliary battery 105 ( (Hereinafter referred to as an alternator) becomes unnecessary. In general, charging with such an insulating DC-DC converter is more efficient than a generator, and limited energy can be used effectively. Such a configuration has been put into practical use in an internal combustion engine and an electric hybrid vehicle (HEV) that are currently on the market, and the system can be diverted from these.
Japanese Examined Patent Publication No. 7-57041 JP 2002-110187 A

  The first and second prior arts described above have the following problems.

  Since the DC-DC converter for charging the auxiliary battery is connected to a high voltage battery, a switching element with a high withstand voltage is required. In general, since the resistance component of the switching element increases in proportion to the withstand voltage, the loss in the DC-DC converter increases and the efficiency decreases. In addition, the amount of heat generated by the loss increases, and the cooling system also becomes large. Moreover, in such an electric vehicle system in which a high voltage system and a low voltage system are mixed, the risk of electric shock is minimized so as not to exceed the overvoltage level of equipment used in the low voltage system. Therefore, the high voltage system and the low voltage system need to be electrically insulated. Therefore, the DC-DC converter in the conventional electric vehicle system insulates the high voltage system and the low voltage system by a high-frequency transformer having a large size and weight in order to achieve the above object. For this reason, the high voltage direct current source of the high voltage battery cannot be directly converted into the low voltage direct current source, and during that time, it is necessary to convert it into a high frequency voltage source. Therefore, there is a conversion loss at that stage.

  As described above, in the electric vehicle system described in the first and second prior arts, an insulation type DC-DC converter is required, so that loss is increased, and only the size and weight of the entire device are increased. Not only will the price be expensive. An electric vehicle not only has a limited mounting space, but also has a very strong demand for cost reduction, so mounting such an insulated DC-DC converter is disadvantageous.

  The present invention provides an insulated DC-DC converter as described above for charging an auxiliary battery by using a generator motor that functions as a motor and a generator with two or more different voltages each insulated. It is an object of the present invention to provide an electric vehicle system that solves the above-described problems by making the non-insulated AC-DC converter small, light, and inexpensive.

In order to solve the above-mentioned problems, an electric vehicle system according to the present invention includes a generator motor that functions as a motor and a generator, and a power that is connected to the generator motor and transmits power by using two or more different insulated voltages. The transmission mechanism is connected to the first terminal of the generator motor. When the generator motor functions as an electric motor, the inverter applies an AC voltage to the first terminal. When the generator motor functions as the generator, the first terminal A first power conversion device that operates as a converter that rectifies the generated power, and is connected to a second terminal of the generator motor, and an AC voltage is applied to the second terminal when the generator motor functions as a motor. A second power converter that operates as a converter that rectifies the power generated from the second terminal when functioning as an inverter or generator A power generator connected to the first power converter and capable of generating power; a third power converter connected between the power generator and the first power converter; A first power storage device connected to a third power conversion device, a second power storage device connected to the second power conversion device, and a power storage of the first power storage device and the second power storage device The power transmission mechanism, the first power converter, the second power converter, and a control unit that controls the third power converter based on a quantity.

In addition, the electric vehicle system of the present invention includes an electric motor and a generator motor that functions as a generator by two or more insulated voltages, a power transmission mechanism that is connected to the generator motor and transmits power, and the power generator An inverter that is connected to the first terminal of the motor and applies the AC voltage to the first terminal when the generator motor functions as a motor, and rectifies the power generated from the first terminal when the generator motor functions as a generator. As a converter that rectifies the electric power generated from the second terminal when connected to the second terminal of the generator motor and when the generator motor functions as a generator A second power conversion device that operates only, a power generation device that is connected to the first power conversion device and can generate power, and the power A third power converter connected between the generator and the first power converter; a first power storage device connected to the third power converter; and the second power converter. The power transmission mechanism, the first power conversion device, and the third power conversion device are connected to each other based on the amount of power stored in the second power storage device, the first power storage device, and the second power storage device. A control unit for controlling.

  In the electric vehicle system according to the aspect of the invention, the control unit may be configured such that the first power conversion device is a direct current of the first power storage device when the power storage amount of the first power storage device is equal to or greater than a first predetermined power storage amount. The first power conversion device is controlled so as to convert the voltage into an AC voltage, drive the generator motor, and use the power transmission mechanism as the driving force of the vehicle.

  Further, the control unit converts the DC voltage of the second power storage device into an AC voltage when the power storage amount of the second power storage device is equal to or greater than a first predetermined power storage amount. Then, the second electric power converter is controlled so as to drive the generator motor and use it as the driving force of the vehicle via the power transmission mechanism.

  In addition, the control unit determines that the first and second power conversion devices are the first and second power converters when both the first and second power storage devices have a power storage amount equal to or greater than a first predetermined power storage amount. The first and second power conversion devices are controlled so as to convert the DC voltage of the power storage device into AC voltage, drive the generator motor, and drive the vehicle via the power transmission mechanism.

  Further, the control unit converts a DC voltage generated in the power generation device into an AC voltage by the first power conversion device, drives the generator motor, and drives the driving force of the vehicle via the power transmission mechanism. The power generation device is controlled so that

  In addition, the control unit inputs the DC voltage generated in the power generation device to the first power conversion device, and adjusts the DC voltage of the first power storage device by the third power conversion device. Input to the first power converter, convert the input from both to an AC voltage by the first power converter, drive the generator motor, and use it as the driving force of the vehicle via the power transmission mechanism The power generator, the first power converter, the third power converter, or all of them are controlled in a coordinated manner.

  Further, the control unit converts a DC voltage generated in the power generation device into an AC voltage by the first power conversion device, and converts a DC voltage of the second power storage device by the second power conversion device. The power generation device or the second power conversion device or them are controlled in a coordinated manner so as to be converted into an AC voltage, drive the generator motor, and use the power transmission mechanism as the driving force of the vehicle.

  In addition, the control unit inputs the DC voltage generated in the power generation device to the first power conversion device, and adjusts the DC voltage of the first power storage device by the third power conversion device. Input to the first power conversion device, input from both is converted to an AC voltage by the first power conversion device, and a DC voltage of the second power storage device is converted to an AC voltage by the second power conversion device. The power generation device or the first power conversion device or the second power conversion device or the combination thereof so that the power generation motor is driven and the driving motor is driven through the power transmission mechanism. And control.

  The control unit converts the DC voltage of the first power storage device into an AC voltage by the first power conversion device when the power storage amount of the second power storage device is equal to or less than a first predetermined power storage amount. And driving the generator motor so that the power generated from the second terminal is converted into direct current by the second power conversion device, and the first power conversion is performed so as to charge the second power storage device. The device, the second power conversion device, the power transmission mechanism, or them are controlled in a coordinated manner.

  The control unit converts the DC voltage of the second power storage device into an AC voltage by the second power conversion device when the power storage amount of the first power storage device is equal to or less than a first predetermined power storage amount. The first electric power converter or the first electric power converter so that the electric power generated from the first terminal is converted into direct current by the first electric power converter and charges the first power storage device. The second power conversion device or the power transmission mechanism or them are controlled in cooperation.

  In addition, when the amount of power stored in the first power storage device is equal to or less than a first predetermined power storage amount, the control unit generates power by the power generation device and inputs the power to the third power conversion device, The power generation device or the third power conversion device or them are controlled in a coordinated manner so as to charge the first power storage device.

  Further, the control unit generates power by the power generation device when the power storage amount of the second power storage device is equal to or less than a first predetermined power storage amount, and converts the power to an AC voltage by the first power conversion device. And driving the generator motor so that the power generated from the second terminal is converted into direct current by the second power conversion device, and the first power conversion is performed so as to charge the second power storage device. The device, the second power conversion device, the power transmission mechanism, or them are controlled in a coordinated manner.

  In addition, the control unit transmits a driving force to the generator motor through the power transmission mechanism at the time of deceleration, and generates electric power from the first terminal, the second terminal, or both terminals by the generator motor. Electric power is generated and converted into direct current by the first power converter, the second power converter, or both power converters, and the first power converter, the second power storage apparatus, or both The first power conversion device, the second power conversion device, the power transmission mechanism, or them are controlled in a coordinated manner so as to charge the device.

  In addition, when the power storage amount of the first power storage device is determined to be greater than or equal to a second predetermined power storage amount, the control unit is configured to reduce the charge amount to the first power storage device. To control.

  In addition, when the control unit determines that the power storage amount of the second power storage device is equal to or greater than a second predetermined power storage amount, the control unit causes the power transmission mechanism to reduce the charge amount to the second power storage device. Control. The control unit is configured to reduce the amount of charge to the first power storage device when the power storage amount of the first power storage device is greater than or equal to a second predetermined power storage amount. Control the device.

  In addition, when it is determined that the power storage amount of the first power storage device is greater than or equal to a second predetermined power storage amount, the control unit reduces the charge amount to the first power storage device. The power conversion device or the third power conversion device or them are controlled in cooperation.

  In addition, when it is determined that the storage amount of the second power storage device is equal to or greater than a second predetermined storage amount, the control unit reduces the charge amount to the second power storage device. Control the power converter.

  In addition, when the amount of power stored in the first power storage device is greater than or equal to the first predetermined power storage amount and less than or equal to the second predetermined power storage amount, the control unit The transmission amount of the power transmission mechanism is controlled so that the amount of charge to the battery increases as the amount of stored electricity decreases and decreases as the amount of storage increases.

  In addition, when the amount of power stored in the second power storage device is greater than or equal to the first predetermined power storage amount and less than or equal to the second predetermined power storage amount, the control unit The transmission amount of the power transmission mechanism is controlled so that the amount of charge to the battery increases as the amount of stored electricity decreases and decreases as the amount of storage increases.

  In addition, when the amount of power stored in the first power storage device is greater than or equal to the first predetermined power storage amount and less than or equal to the second predetermined power storage amount, the control unit The first power conversion device or the third power conversion device or those are controlled in a coordinated manner so that the amount of charge to the battery becomes larger as the amount of stored electricity is smaller and smaller as it is larger.

  In addition, when the power storage amount of the first power storage device is determined to be equal to or greater than a second predetermined power storage amount, the control unit is configured to reduce the charge amount to the first power storage device. Or the third power converter or control them in a coordinated manner.

  In addition, when the control unit determines that the amount of power stored in the second power storage device is greater than or equal to a second predetermined power storage amount, the power generation device is configured to decrease the amount of charge to the second power storage device. Or the first power conversion device or the second power conversion device or control them in a coordinated manner.

  In addition, when the control unit determines that the amount of power stored in the second power storage device is greater than or equal to a second predetermined power storage amount, the power generation device is configured to decrease the amount of charge to the second power storage device. Or the first power conversion device or them in cooperation.

  In addition, when the amount of power stored in the first power storage device is greater than or equal to the first predetermined power storage amount and less than or equal to the second predetermined power storage amount, the control unit The output of the power generation device or the third power conversion device or them are controlled in a coordinated manner so that the amount of charge to the battery increases as the amount of stored electricity is small and decreases as the amount of charge increases.

  The control unit in the electric vehicle system according to the present invention may be configured such that the amount of power stored in the second power storage device is greater than or equal to the first predetermined power storage amount and less than or equal to the second predetermined power storage amount. The output of the power generation device or the first power conversion device or the second power conversion is such that the amount of charge to the second power storage device increases as the power storage amount decreases and decreases as the power storage amount increases. Control the devices or them in concert.

  The control unit in the electric vehicle system according to the present invention may be configured such that the amount of power stored in the second power storage device is greater than or equal to the first predetermined power storage amount and less than or equal to the second predetermined power storage amount. In addition, the amount of charge to the second power storage device increases as the power storage amount decreases, and decreases as the power storage amount increases. To do.

  Since the generator motor according to the present invention can function as an electric motor and a generator by two or more different insulated voltages, for example, the voltage is a high voltage for driving a vehicle and 12V for driving an auxiliary machine of a vehicle. This low-voltage 2 voltage can function as an alternator for charging the auxiliary battery with this generator motor, eliminating the need for an alternator and effectively confining the limited space of an electric vehicle. Available.

  Further, in the conventional technology, in the case of an electric vehicle in which a high voltage for driving a vehicle and a low voltage of 12V for driving an auxiliary machine of a vehicle are mixed, the size and weight are large and the price is high in order to insulate each voltage system However, since the generator motor according to the present invention can input and output two voltages, ie, a high voltage and a low voltage, it is not necessary to install the DC-DC converter. The limited space can be used effectively.

  Further, when the input / output voltage of the generator motor of the present invention is two voltages, the high voltage and the low voltage as described above, since the low voltage side is insulated in the generator motor as described above, it is connected to this terminal. The power converter can be a non-insulated AC-DC converter that is small in size and weight and inexpensive. Therefore, since the withstand voltage of the switching element used for it can be used, the power loss can be suppressed low, and the heat generation associated therewith can be suppressed, so the cooling system can be downsized, and as a whole The size and weight can be reduced.

  According to the electric vehicle system of the present invention (Claim 3), an alternator and an insulated DC-DC converter that have been conventionally required for charging an auxiliary battery are reduced in size, weight, and cost. Since it can be a DC converter (second power converter), the electric vehicle system can be simplified, reduced in size and weight, and reduced in cost. Further, in such a power supply system that uses both a power generation device (such as a fuel cell) and the first power storage device, it is necessary to control the relative voltage difference between the two in order to properly use each power. A third power conversion device is required between them. In such a power supply system, power is usually supplied mainly from the power generation device, and the first power storage device is used to compensate for an output response delay of the power generation device with respect to the required power. Therefore, the third power conversion device is not provided on the side of the frequently used power generation device, but is provided on the first power storage device side where the amount of power is relatively small, thereby reducing the size of the third power conversion device. The power supply system as a whole can be reduced in size and efficiency.

  According to the electric vehicle system of the present invention (Claim 4), an alternator and an insulating DC-DC converter that have been conventionally required for charging an auxiliary battery are reduced in size, weight, and cost. Since it can be a DC converter (second power converter), the electric vehicle system can be simplified, reduced in size and weight, and reduced in cost. In addition, the second power conversion device does not require complicated control and is a very simple circuit, so that the electric vehicle system can be simplified, reduced in size and weight, and reduced in cost. Further, in such a power supply system that uses both a power generation device (such as a fuel cell) and the first power storage device, it is necessary to control the relative voltage difference between the two in order to properly use each power. A third power conversion device is required between them. In such a power supply system, power is usually supplied mainly from the power generation device, and the first power storage device is used to compensate for an output response delay of the power generation device with respect to the required power. Therefore, the third power conversion device is not provided on the side of the frequently used power generation device, but is provided on the first power storage device side where the amount of power is relatively small, thereby reducing the size of the third power conversion device. The power supply system as a whole can be reduced in size and efficiency.

  According to the present invention (Claim 5), even when power from the power generation device cannot be obtained due to a failure or the like, the vehicle can travel with the power stored in the first power generation device.

  According to the present invention (Claim 6), even when power from the power generation device cannot be obtained due to a failure or the like, the vehicle can travel with the power stored in the second power storage device.

  According to the present invention (Claim 7), even when power from the power generation device cannot be obtained due to a failure or the like, the vehicle can travel with the power stored in the first power storage device and the second power storage device. At this time, since the power stored in both power storage devices can be used, a larger driving force can be obtained than when only one power storage device is used.

  According to the present invention (Claim 8), since the electric power stored in the first power storage device and the second power storage device is not used for driving the vehicle, it is possible to stabilize the load connected to both power storage devices. Power supply is possible.

  According to the present invention (Claim 9), when a large driving force is required at the time of starting or accelerating, it becomes possible to assist the generated power of the power generating device with the first power storage device, and the driving force increases rapidly. It can correspond to.

  According to the present invention (Claim 10), when a large driving force is required at the time of starting or accelerating, it is possible to assist the generated power of the power generating device with the second power storage device, and the driving force increases rapidly. It can correspond to.

  According to the present invention (Claim 11), when a large driving force is required at the time of starting or accelerating, the generated power of the power generating device can be assisted by the first power storage device and the second power storage device. Thus, it is possible to cope with a sudden increase in driving force. At this time, since the power generated by the power generation device can be assisted by the power stored in both power storage devices, a greater driving force can be obtained than when only one power storage device is used.

  According to the present invention (Claim 12), the amount of power stored in the second power storage device is always maintained within a predetermined range, so that it is always possible to secure electric power necessary for driving auxiliary equipment such as various lamps and audio. can do.

  According to the present invention (Claim 13 and Claim 14), the amount of power stored in the first power storage device is always maintained within a predetermined range, so that the power required for torque assist of the generator motor at the time of starting is always secured. can do.

  According to the present invention (Claim 15), the amount of power stored in the second power storage device is always maintained within a predetermined range, so that the power necessary for driving the auxiliary devices such as various lamps and audio is always secured. can do.

  According to the present invention (Claim 16), since the kinetic energy at the time of deceleration can be recovered as electric energy in the first or second power storage device or both, the energy efficiency of the entire vehicle can be improved.

  According to the present invention (Claim 17), since overcharging of the first power storage device can be prevented, deterioration of the power storage device can be suppressed and the life can be extended.

  According to the present invention (invention 18), since the second power storage device can be prevented from being overcharged, deterioration of the power storage device can be suppressed and the life can be extended.

According to the present invention (Claim 20 ), since overcharging of the first power storage device can be prevented, deterioration of the power storage device can be suppressed and the life can be extended.

  According to the present invention (claim 21), the second power storage device can be prevented from being overcharged, so that deterioration of the power storage device can be suppressed and the life can be extended.

  According to the present invention (Claim 22), in the first power storage device, the power storage state in a predetermined range can be maintained without overcharging / discharging, so that deterioration of the power storage device can be suppressed and the life can be extended. Can do.

  According to the present invention (Claim 23), in the second power storage device, the power storage state in a predetermined range can be maintained without being overcharged / discharged, so that deterioration of the power storage device can be suppressed and the life can be extended. Can do.

According to the present invention (Claim 25 ), in the first power storage device, the power storage state in a predetermined range can be maintained without being overcharged / discharged, so that the deterioration of the power storage device can be suppressed and the life can be extended. Can do.

  According to the present invention (Claim 27), since the overcharge of the first power storage device can be prevented, the deterioration of the power storage device can be suppressed and the life can be extended.

  According to the present invention (claims 28 and 29), since the second power storage device can be prevented from being overcharged, deterioration of the power storage device can be suppressed and the life can be extended.

  According to the present invention (Claim 30), in the first power storage device, the power storage state in a predetermined range can be maintained without being overcharged / discharged, so that deterioration of the power storage device can be suppressed and the life can be extended. Can do.

  According to the present invention (claims 31 and 32), the second power storage device can maintain a power storage state in a predetermined range without being overcharged / discharged. Can be lengthened.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Embodiment 1)
FIG. 1 is a block diagram showing a configuration of an electric vehicle system according to Embodiment 1 of the present invention. In FIG. 1, 1 is a power transmission mechanism, 2 is a generator motor, 3 is a first power conversion device, 4 is a second power conversion device, 5 is a first power storage device (hereinafter referred to as a high voltage battery), Reference numeral 6 denotes a second power storage device (hereinafter referred to as an auxiliary battery), and reference numeral 7 denotes a control unit. For example, the first power storage device 5 may be connected to an electric air conditioner or an electric power steering, and the second power storage device 6 may be connected to a load (not shown) such as an audio or various lamps.

  The generator motor 2 has a high voltage terminal connected to the high voltage system and a low voltage terminal connected to the low voltage system, and each system is electrically insulated inside. Therefore, when an AC voltage is applied to each terminal (single or both), the generator motor 2 functions as an electric motor, and its shaft rotates to generate a driving force. Conversely, when the shaft of the generator motor 2 is rotated by the power from the power transmission mechanism 1, it functions as a generator and generates electric power at each terminal (single or both). It is also possible to apply an AC voltage to the high voltage terminal to drive the generator motor 2 and generate power at the low voltage terminal, and vice versa.

  The first power conversion device 3 is connected to a high voltage terminal of the generator motor 2, and when the generator motor 2 functions as an electric motor through the high voltage terminal, the DC voltage of the high voltage battery 5 is converted into an AC voltage to generate a high voltage. Apply to the voltage terminal. On the contrary, when the generator motor 2 is caused to function as a generator by the high voltage terminal, the AC voltage generated at the high voltage terminal is converted into a DC voltage and the high voltage battery 5 is charged.

  The second power conversion device 4 is connected to the low voltage terminal of the generator motor 2, and when the generator motor 2 functions as an electric motor by this low voltage terminal, the DC voltage of the auxiliary battery 6 is converted into an AC voltage to reduce the voltage. Apply to the voltage terminal. Conversely, when the generator motor 2 is caused to function as a generator by this low voltage terminal, the AC voltage generated at the low voltage terminal is converted into a DC voltage and the auxiliary battery 6 is charged.

  The power transmission mechanism 1 is connected to the shaft of the generator motor 2 and the axle, and has a function of transmitting the power of the generator motor 2 to the axle and transmitting the power from the axle to the shaft of the generator motor 2. The transmission amount can be adjusted from 0 to 100%.

  FIG. 2 is a diagram showing desired values for the storage states of the high-voltage battery 5 and the auxiliary battery 6. In FIG. 2, SOC1 is the minimum value of the desired power storage state, and SOC2 is the maximum value of the desired power storage state. Therefore, if the power storage state is between SOC1 and SOC2, it is determined that the battery is in a desired power storage state, a state where the amount of power storage is insufficient if it is SOC1 or less, and a fully charged state if it is SOC2 or more.

  Hereinafter, the operation of the control unit 7 that determines the operations of the power transmission mechanism 1, the first power conversion device 3, and the second power conversion device 4 will be described.

  First, the operation when starting the vehicle will be described. When it is determined that the storage state of the high voltage battery 5 is SOC1 or higher, the control unit 7 determines that the high voltage battery 5 is capable of traveling, and the power transmission mechanism 1 connects the axle and the shaft of the generator motor 2 to The DC voltage is converted into an AC voltage by the first power converter 3 and applied to the high voltage terminal of the generator motor 2, thereby causing the generator motor 2 to function as an electric motor and starting the vehicle. Further, if the storage state of the auxiliary battery 6 is SOC1 or higher, the DC voltage of the auxiliary battery 6 is converted into an AC voltage by the second power conversion device 4 and applied to the low voltage terminal of the generator motor 2. Alternatively, the generator motor 2 can function as an electric motor to start the vehicle. Further, if the storage states of both the high voltage battery 5 and the auxiliary battery 6 are SOC1 or higher, the respective DC voltages are converted into AC voltages by the first power conversion device 3 and the second power conversion device 4 to generate power. By applying to the high voltage terminal and the low voltage terminal of the electric motor 2 respectively, a larger starting force can be obtained. In other words, when a large driving force is required as in starting, the generator motor 2 can be driven by electric power from the high-voltage battery 5 and / or the auxiliary battery 6 or both. The driving force of the generator motor 2 can be adjusted by controlling the AC voltage applied to the high voltage terminal and the low voltage terminal by the first power conversion device 3 and the second power conversion device 4 depending on the respective storage states. it can.

  Next, the operation when the vehicle is traveling will be described. When it is determined that the storage state of the high voltage battery 5 is SOC1 or higher, the control unit 7 determines that the high voltage battery 5 is capable of traveling, and the power transmission mechanism 1 connects the axle and the shaft of the generator motor 2 to The DC voltage is converted into an AC voltage by the first power conversion device 3 and applied to the high voltage terminal of the generator motor 2, thereby causing the generator motor 2 to function as an electric motor and running the vehicle. Further, when further driving force is required at the time of acceleration or the like, if the storage state of the auxiliary battery 6 is SOC1 or more, the DC voltage of the auxiliary battery 6 is converted into an AC voltage by the second power conversion device 4, A driving force can also be applied to the generator motor 2 by applying it to the low voltage terminal of the generator motor 2. That is, when a large driving force is required as in acceleration, the driving force of the generator motor 2 by the high voltage battery 5 can be assisted by the power from the auxiliary battery 6. The driving force of the generator motor 2 is adjusted by controlling the AC voltage applied to the high voltage terminal and the low voltage terminal by the first power conversion device 3 and the second power conversion device 4 according to the respective storage states.

  Next, an operation when the vehicle is stopped will be described. When the storage state of the high voltage battery 5 and the auxiliary battery 6 is SOC1 or higher and the vehicle is stopped, the air conditioner, audio, various lamps, various control devices, etc. connected to the high voltage battery 5 and the auxiliary battery 6 Since the load (not shown) is driven by the electric power stored in the high voltage battery 5 and the auxiliary battery 7, the amount of power stored in each battery gradually decreases.

  First, it is assumed that the storage state of the high voltage battery 5 is SOC1 or higher and the auxiliary battery 6 is lower than SOC1. In such a case, in the electric vehicle system of the present invention, the power transmission mechanism 1 separates the axle and the generator motor 2 shaft, the first power converter 3 converts the DC voltage of the high-voltage battery 5 into an AC voltage, The generator motor 2 is driven by being applied to the high voltage terminal of the generator motor 2, and the AC voltage generated at the low voltage terminal is converted into a DC voltage by the second power converter 4 to charge the auxiliary battery 6. That is, the power of the high voltage battery 5 can be transmitted to the auxiliary battery 6 via the generator motor 2. At this time, the first power conversion device 3 and / or the second power conversion device 4 controls to increase the amount of charge to the auxiliary battery 6 as the storage state approaches SOC1. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged and does not become overcharged by first power converter 3 or second power converter 4 or both. Control the amount of charge.

  Conversely, when the auxiliary battery 6 is SOC1 or higher and the high voltage battery 5 is lower than SOC1, the second power conversion device 4 converts the DC voltage of the auxiliary battery 6 into AC voltage, and the generator motor 2 is low. The generator motor 2 can be driven by applying the voltage to the voltage terminal, and the AC voltage generated at the high voltage terminal can be converted into a DC voltage by the first power converter 3 to charge the high voltage battery 5. That is, the electric power of the auxiliary battery 6 can be transmitted to the high voltage battery 5 through the generator motor 2. At this time, the first power conversion device 3 and / or the second power conversion device 4 controls to increase the amount of charge to the high voltage battery 5 as the storage state approaches SOC1. Eventually, when the storage state of the high voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and the first power converter 3 and / or the second power converter 4 do not cause overcharging. Control the amount of charge.

  Next, it is assumed that the vehicle is running with the electric power stored in the high voltage battery 5. At this time, when the storage state of the auxiliary battery 6 becomes SOC1 or less, in the electric vehicle system of the present invention, the AC voltage generated at the low voltage terminal of the generator motor 2 at this time is converted into the second power conversion device. 4 can be converted into a DC voltage and the auxiliary battery 6 can be charged. That is, at this time, the electric power of the high voltage battery 5 is used for the electric power used as the driving force of the vehicle and the electric power used for charging the auxiliary battery 6 by causing the generator motor 2 to function as an electric motor. At this time, the power transmission mechanism 1, the first power conversion device 3, the second power conversion device 4, or all of them are coordinated to control the charge amount of the auxiliary battery 6 so that the storage state is close to SOC1. Control to make it larger. Alternatively, it is possible to charge with a constant charge amount regardless of the storage state. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged, and transmits power transmission mechanism 1, first power converter 3, second power converter 4, or all of them. By controlling in a coordinated manner, the amount of charge is controlled so as not to overcharge.

  Next, the operation at the time of deceleration of the vehicle will be described. At the time of deceleration, when the control unit 7 determines that the storage state of the high voltage battery 5 is SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1, and the AC voltage generated at the high voltage terminal Is converted into a DC voltage by the first power conversion device 3 and the kinetic energy is recovered as electricity by charging the high voltage battery 5. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the amount of power transmitted from the axle to the shaft of the generator motor 2 as the storage state of the high voltage battery 5 is closer to the SOC 1. Further, such charge amount control can be performed by the first power conversion device 3, and can also be performed in cooperation with the power transmission mechanism 1. Eventually, when the storage state of the high voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and controls the amount of charge so as not to cause overcharging by reducing the amount of power transmitted by the power transmission mechanism 1. Further, such charge amount control can be performed by the first power conversion device 4, and can also be performed in cooperation with the power transmission mechanism 1.

  At this time, if the control unit 7 determines that the storage state of the auxiliary battery 6 is SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1 and the AC generated at the low voltage terminal. The kinetic energy is recovered as electricity by converting the voltage into a DC voltage by the second power converter 4 and charging the auxiliary battery 6. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the power transmission amount from the axle to the shaft of the generator motor 2 as the storage state of the auxiliary battery 6 is closer to the SOC 1. Such charge amount control can also be performed by the second power conversion device 4 and can be performed in cooperation with the power transmission mechanism 1. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged, and controls the charge amount so as to reduce the amount of power transmitted by power transmission mechanism 1 and prevent overcharging. Such charge amount control can also be performed by the second power conversion device 4 and can be performed in cooperation with the power transmission mechanism 1.

  At this time, if the control unit 7 determines that both batteries are SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1, and the AC voltage generated at the high voltage terminal and the low voltage terminal. The kinetic energy can be recovered as electricity by converting the battery voltage to DC voltage by the first power conversion device 3 and the second power conversion device 4, respectively, and charging the high voltage battery 5 and the auxiliary battery 6 respectively. . At this time, the power transmission mechanism 1, the first power conversion device 3, or the second power conversion device 4 is set such that the charge amount of each of the high-voltage battery 5 and the auxiliary battery 6 increases as the storage state of the high-voltage battery 5 and the auxiliary battery 6 approaches the SOC 1. Or control them all. Further, when the storage state of each battery reaches SOC2, the power transmission mechanism 1, the first power conversion device 3, and the second power conversion device 4 are controlled to reduce the respective charge amounts.

  In the present embodiment, the plurality of voltages can function as an electric motor and a generator by two voltages, a high voltage for driving the vehicle and a low voltage for driving the auxiliary machinery. Needless to say, two or more voltages can be used. For example, it can be applied to a plurality of voltage systems such as a high voltage for driving a vehicle, 42V for heavy load, and 14V for driving auxiliary equipment.

  The first power storage device 5 may be a large-capacity capacitor such as an electric double layer capacitor.

  In addition, the first power conversion device 3 is provided with a relay for connecting / disconnecting the generator motor 2 and the high-voltage battery 5 and has a function of appropriately connecting / disconnecting according to the amount of charge or the amount of power generation. You may do it.

  Further, the second power conversion device 4 is provided with a relay for connecting / disconnecting the generator motor 2 and the auxiliary battery 6 and has a function of appropriately connecting / disconnecting depending on the charge amount and the power generation amount. You may do it.

(Embodiment 2)
FIG. 3 is a block diagram showing the configuration of the electric vehicle system according to Embodiment 2 of the present invention. In FIG. 3, the power transmission mechanism 1, the generator motor 2, the first power conversion device 3, the first power storage device 5 (hereinafter referred to as a high voltage battery), and the second power storage device 6 (hereinafter referred to as an auxiliary battery). The control unit 7 is the same as that of the first embodiment. The second power conversion device 8 is configured by a diode rectifier circuit, and is different from the first embodiment in that the power flow is unidirectional from the generator motor 2 to the auxiliary battery 6. For example, the first power storage device 5 may be connected to an electric air conditioner or an electric power steering, and the second power storage device 6 may be connected to a load (not shown) such as an audio or various lamps.

  The second power converter 8 is connected to the low voltage terminal of the generator motor 2, converts the alternating voltage generated at the low voltage terminal into a direct voltage, and charges the auxiliary battery 6.

  Hereinafter, the operation of the control unit 7 that determines the operations of the power transmission mechanism 1 and the first power converter 3 will be described.

  First, the operation when starting the vehicle will be described. When it is determined that the storage state of the high voltage battery 5 is SOC1 or higher, the control unit 7 determines that the high voltage battery 5 is capable of traveling, and the power transmission mechanism 1 connects the axle and the shaft of the generator motor 2 to The DC voltage is converted into an AC voltage by the first power converter 3 and applied to the high voltage terminal of the generator motor 2, thereby causing the generator motor 2 to function as an electric motor and starting the vehicle. The driving force of the generator motor 2 can be adjusted by controlling the AC voltage applied to the high voltage terminal by the first power conversion device 3 according to the storage state of the high voltage battery 5.

  Next, the operation when the vehicle is traveling will be described. When it is determined that the storage state of the high voltage battery 5 is SOC1 or higher, the control unit 7 determines that the high voltage battery 5 is capable of traveling, and the power transmission mechanism 1 connects the axle and the shaft of the generator motor 2 to The DC voltage is converted into an AC voltage by the first power conversion device 3 and applied to the high voltage terminal of the generator motor 2, thereby causing the generator motor 2 to function as an electric motor and running the vehicle. The driving force of the generator motor 2 can be adjusted by controlling the AC voltage applied to the high voltage terminal by the first power conversion device 3 according to the storage state of the high voltage battery 5.

  Next, an operation when the vehicle is stopped will be described. When the storage state of the high voltage battery 5 and the auxiliary battery 6 is SOC1 or higher and the vehicle is stopped, the air conditioner, audio, various lamps, various control devices, etc. connected to the high voltage battery 5 and the auxiliary battery 6 Since the load (not shown) is driven by the electric power stored in the high voltage battery 5 and the auxiliary battery 7, the amount of power stored in each battery gradually decreases.

  First, it is assumed that the storage state of the high voltage battery 5 is SOC1 or higher and the auxiliary battery 6 is lower than SOC1. In such a case, in the electric vehicle system of the present invention, the power transmission mechanism 1 separates the axle and the generator motor 2 shaft, the first power converter 3 converts the DC voltage of the high-voltage battery 5 into an AC voltage, The generator motor 2 is driven by being applied to the high voltage terminal of the generator motor 2, and the AC voltage generated at the low voltage terminal is converted into a DC voltage by the second power converter 4 to charge the auxiliary battery 6. That is, the power of the high voltage battery 5 can be transmitted to the auxiliary battery 6 via the generator motor 2. At this time, the first power conversion device 3 and / or the second power conversion device 4 controls to increase the amount of charge to the auxiliary battery 6 as the storage state approaches SOC1. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged and does not become overcharged by first power converter 3 or second power converter 4 or both. Control the amount of charge.

  Next, it is assumed that the vehicle is running with the electric power stored in the high voltage battery 5. At this time, when the storage state of the auxiliary battery 6 becomes SOC1 or less, in the electric vehicle system of the present invention, the AC voltage generated at the low voltage terminal of the generator motor 2 at this time is converted into the second power conversion device. 4 can be converted into a DC voltage and the auxiliary battery 6 can be charged. That is, at this time, the electric power of the high voltage battery 5 is used for the electric power used as the driving force of the vehicle and the electric power used for charging the auxiliary battery 6 by causing the generator motor 2 to function as an electric motor. At this time, by controlling the power transmission mechanism 1 or the first power conversion device 3 or them in a coordinated manner, the amount of charge to the auxiliary battery 6 is controlled so as to increase as the storage state approaches SOC1. Alternatively, it is possible to charge with a constant charge amount regardless of the storage state. When the storage state of the auxiliary battery 6 eventually reaches SOC2, the control unit 7 determines that the battery is fully charged, and controls the power transmission mechanism 1 or the first power conversion device 3 or those in cooperation to control overload. The amount of charge is controlled so as not to be charged. Moreover, the charge amount is reduced by the second power conversion device 4 so as not to overcharge.

  Next, the operation at the time of deceleration of the vehicle will be described. At the time of deceleration, when the control unit 7 determines that the storage state of the high voltage battery 5 is SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1, and the AC voltage generated at the high voltage terminal Is converted into a DC voltage by the first power conversion device 3 and the kinetic energy is recovered as electricity by charging the high voltage battery 5. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the amount of power transmitted from the axle to the shaft of the generator motor 2 as the storage state of the high voltage battery 5 is closer to the SOC 1. Further, such charge amount control can be performed by the first power conversion device 3, and can also be performed in cooperation with the power transmission mechanism 1. Eventually, when the storage state of the high voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and controls the amount of charge so as not to cause overcharging by reducing the amount of power transmitted by the power transmission mechanism 1. Further, such charge amount control can be performed by the first power conversion device 4, and can also be performed in cooperation with the power transmission mechanism 1.

  At this time, if the control unit 7 determines that the storage state of the auxiliary battery 6 is SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1 and the AC generated at the low voltage terminal. The kinetic energy is recovered as electricity by converting the voltage into a DC voltage by the second power converter 4 and charging the auxiliary battery 6. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the power transmission amount from the axle to the shaft of the generator motor 2 as the storage state of the auxiliary battery 6 is closer to the SOC 1. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged, and controls the charge amount so as to reduce the amount of power transmitted by power transmission mechanism 1 and prevent overcharging.

  At this time, if the control unit 7 determines that both batteries are SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1, and the AC voltage generated at the high voltage terminal and the low voltage terminal. The kinetic energy can be recovered as electricity by converting the battery voltage to DC voltage by the first power conversion device 3 and the second power conversion device 4, respectively, and charging the high voltage battery 5 and the auxiliary battery 6 respectively. . At this time, the power transmission mechanism 1 and / or the first power conversion device 3 are controlled such that the charge amounts of the high voltage battery 5 and the auxiliary battery 6 become larger as the storage states of the high voltage battery 5 and the auxiliary battery 6 are closer to the SOC 1. Further, when the storage state of each battery reaches SOC2, the power transmission mechanism 1 and the first power conversion device 3 are controlled to reduce the respective charge amounts.

  In the present embodiment, the plurality of voltages can function as an electric motor and a generator by two voltages, a high voltage for driving the vehicle and a low voltage for driving the auxiliary machinery. Needless to say, two or more voltages can be used. For example, it can be applied to a plurality of voltage systems such as a high voltage for driving a vehicle, 42V for heavy load, and 14V for driving auxiliary equipment.

  The first power storage device 5 may be a large-capacity capacitor such as an electric double layer capacitor.

  In addition, the first power conversion device 3 is provided with a relay for connecting / disconnecting the generator motor 2 and the high-voltage battery 5 and has a function of appropriately connecting / disconnecting according to the amount of charge or the amount of power generation. You may do it.

  Further, the second power conversion device 4 is provided with a relay for connecting / disconnecting the generator motor 2 and the auxiliary battery 6 and has a function of appropriately connecting / disconnecting depending on the charge amount and the power generation amount. You may do it. At this time, a signal for controlling them is sent from the control unit 7 to the second power conversion device 4.

(Embodiment 3)
FIG. 4 is a block diagram showing the configuration of the electric vehicle system in the third embodiment of the present invention. In FIG. 4, the power transmission mechanism 1, the generator motor 2, the first power conversion device 3, the second power conversion device 4, the first power storage device 5 (hereinafter referred to as a high voltage battery), the second power storage device. 6 (hereinafter referred to as an auxiliary battery) and the control unit 7 are the same as those in the first embodiment. The third embodiment is different from the first embodiment in that a third power conversion device 9 and a power generation device 10 (hereinafter referred to as a fuel cell) are newly provided. For example, the first power storage device 5 may be connected to an electric air conditioner or an electric power steering, and the second power storage device 6 may be connected to a load (not shown) such as an audio or various lamps.

  The fuel cell 10 is a device that generates power by oxidizing hydrogen that is finally supplied as fuel. What is discharged from the fuel cell 10 is water vapor, and since there is no harmful component, there is an advantage that it is very excellent in environmental properties. However, since the fuel cell 10 generates power by the oxidation reaction of the fuel, there is a disadvantage in that there is a time delay from when power generation is started until the desired power is actually obtained. Therefore, as shown in FIG. 4, the shortage of power is compensated by the high voltage battery 5 in the transition period until the desired power is obtained from the fuel cell by connecting the high voltage battery 5 in parallel with the fuel cell 10. be able to.

  As shown in FIG. 4, in order to properly use the power of the high voltage battery 5 and the fuel cell 10 connected in parallel, it is necessary to control the relative voltage difference between the two. In this embodiment, the 3rd power converter device 9 is provided between the high voltage battery 5 and the 1st power converter device 3 for this purpose. The third power converter 9 is a DC voltage converter. The third power conversion device 9 is a function of adjusting the DC voltage input from the high voltage battery 5 and outputting it to the first power conversion device 3 side. The third power conversion device 9 is input from the fuel cell 10 or the first power conversion device 3. The DC voltage is adjusted and output to the high voltage battery 5 for charging. The charge / discharge of the high voltage battery 5 is realized by the function of the third power converter 9.

  That is, when charging the high voltage battery 5, the fuel cell 10 side is used as an input, the high voltage battery 5 side is used as an output, and the third power conversion device 9 has a predetermined voltage that can charge the high voltage battery 5. Control the output voltage. By performing such control, the high voltage battery 5 can be charged. Here, the voltage applied to the high-voltage battery 5 may be a constant value until the control unit 7 determines that the battery is fully charged, or may be varied according to the power during charging.

  On the other hand, when the high voltage battery 5 is discharged, the fuel cell 10 side is output, the high voltage battery 5 side is input, and the voltage of the high voltage battery 5 is equal to the output voltage of the fuel cell 10. 3 controls the output voltage of the power converter 9. By performing such control, the output response delay of the fuel cell 10 with respect to the required power can be compensated by the high voltage battery 5 and the power can be output stably.

  Hereinafter, the operation of the control unit 7 that determines the operation of the power transmission mechanism 1, the first power conversion device 3, the second power conversion device 4, the third power conversion device 9, and the fuel cell 10 will be described.

  First, the operation when starting the vehicle will be described. When the control unit 7 determines that the storage state of the high voltage battery 5 is SOC1 or higher, the control unit 7 determines that the vehicle is capable of traveling, and the power transmission mechanism 1 connects the axle and the shaft of the generator motor 2 and A power request required for traveling is sent to the fuel cell 10 to increase the amount of power generation. However, as described above, the fuel cell 10 has a time delay from the start of power generation until the desired power is actually obtained. In this transition period, the DC voltage of the high-voltage battery 5 is input to the first power conversion device 3 via the third power conversion device 9 and converted into an AC voltage by the first power conversion device 2 to generate the generator motor 2. Is applied to the high voltage terminal to cause the generator motor 2 to function as an electric motor and start the vehicle. At this time, as the generated power of the fuel cell 10 increases, the third power conversion device 9 is controlled so as to reduce the discharge amount of the high-voltage battery 5 while satisfying the required driving power of the vehicle. Eventually, when the power generated by the fuel cell 10 reaches the required power, the third power conversion device 9 is controlled so as to stop the discharge of the high-voltage battery 5 (used for driving the vehicle).

  Further, if the storage state of the auxiliary battery 6 is SOC1 or higher, the DC voltage of the auxiliary battery 6 is converted into an AC voltage by the second power conversion device 4 and applied to the low voltage terminal of the generator motor 2. Alternatively, the generator motor 2 can function as an electric motor to start the vehicle. At this time, as the generated power of the fuel cell 10 increases, the second power conversion device 4 is controlled so as to reduce the discharge amount of the auxiliary battery 6 while satisfying the required driving power of the vehicle. Eventually, when the power generated by the fuel cell 10 reaches the required power, the second power conversion device 4 is controlled so as to stop discharging of the auxiliary battery 6 (used for driving the vehicle).

  Further, if the storage states of both the high voltage battery 5 and the auxiliary battery 6 are SOC1 or higher, the respective DC voltages are converted into AC voltages by the first power conversion device 3 and the second power conversion device 4 to generate power. By applying to the high voltage terminal and the low voltage terminal of the electric motor 2 respectively, a larger starting force can be obtained. At this time, as the generated power of the fuel cell 10 increases, the third power conversion device 9 is controlled so as to reduce the discharge amount of the high-voltage battery 5 while satisfying the required driving power of the vehicle, and the auxiliary battery 6 The second power converter 4 is controlled so as to reduce the amount of discharge. Eventually, when the power generated by the fuel cell 10 reaches the required power, the third power converter 9 and the second power converter 9 and the second power converter 9 stop the discharge of the high voltage battery 5 and the auxiliary battery 6 (used for driving the vehicle). Control the power converter.

  That is, a large driving force is required as in starting, and in a transition period in which the power from the fuel cell 10 does not reach the required power, the power from the high-voltage battery 5 and / or the auxiliary battery 6 is used. The generator motor 2 can be driven to assist the output power of the fuel cell 10.

  Next, the operation when the vehicle is traveling will be described. When the vehicle is started and the generated power of the fuel cell 10 reaches the required power, the DC voltage of the fuel cell 10 is converted into an AC voltage by the first first power converter 3 to generate a high voltage of the generator motor 2. When applied to the terminals, the generator motor 2 is caused to function as an electric motor, and the vehicle is driven.

  Further, when further driving force is required at the time of acceleration or the like, if the storage state of the high voltage battery 5 is SOC1 or more, the DC voltage of the high voltage battery 5 is adjusted to a desired DC voltage by the third power converter 9. And by inputting into the 1st power converter device 3, the output electric power of the fuel cell 10 can be assisted, and it can respond to the sudden increase in a driving force.

  At this time, if the storage state of the auxiliary battery 6 is SOC1 or higher, the DC voltage of the auxiliary battery 6 is converted into an AC voltage by the second power converter 4 and applied to the low voltage terminal of the generator motor 2. Therefore, it is possible to apply a driving force to the generator motor 2 and cope with a sudden increase in the driving force.

  If the storage state of the high voltage battery 5 and the auxiliary battery 6 is SOC1 or higher, the output of the fuel cell 10 is assisted by the high voltage battery 5 as described above, and the generator motor is driven by the auxiliary battery 6 as described above. 2 can be given a driving force and can cope with a sudden increase in driving force.

  That is, when a large driving force is required, such as during acceleration, the driving force generated by the power generated by the fuel cell 10 can be assisted by the high voltage battery 5 or the auxiliary battery 6 or both.

  Needless to say, when the generated power cannot be obtained due to a failure of the fuel cell 10 or the like, the vehicle can be driven with the power stored in the high voltage battery 5 and / or the auxiliary battery 6.

  Next, an operation when the vehicle is stopped will be described. When the storage state of the high voltage battery 5 and the auxiliary battery 6 is SOC1 or higher and the vehicle is stopped, the air conditioner, audio, various lamps, various control devices, etc. connected to the high voltage battery 5 and the auxiliary battery 6 Since the load (not shown) is driven by the electric power stored in the high voltage battery 5 and the auxiliary battery 7, the amount of power stored in each battery gradually decreases.

  First, it is assumed that the storage state of the high voltage battery 5 is SOC1 or higher and the auxiliary battery 6 is lower than SOC1. In such a case, in the electric vehicle system of the present invention, the first power converter 3 converts the DC voltage of the high voltage battery 5 into an AC voltage and applies it to the high voltage terminal of the generator motor 2 to thereby generate the generator motor 2. The AC voltage generated at the low voltage terminal is converted into a DC voltage by the second power converter 4 and the auxiliary battery 6 is charged. That is, the power of the high voltage battery 5 can be transmitted to the auxiliary battery 6 via the generator motor 2. At this time, the first power conversion device 3 and / or the second power conversion device 4 controls to increase the amount of charge to the auxiliary battery 6 as the storage state approaches SOC1. Charging is possible with a constant charge amount regardless of the state of charge. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged and does not become overcharged by first power converter 3 or second power converter 4 or both. Control the amount of charge.

  Conversely, when the auxiliary battery 6 is SOC1 or higher and the high voltage battery 5 is lower than SOC1, the second power conversion device 4 converts the DC voltage of the auxiliary battery 6 into AC voltage, and the generator motor 2 is low. The generator motor 2 can be driven by applying the voltage to the voltage terminal, and the AC voltage generated at the high voltage terminal can be converted into a DC voltage by the first power converter 3 to charge the high voltage battery 5. That is, the electric power of the auxiliary battery 6 can be transmitted to the high voltage battery 5 through the generator motor 2. At this time, the first power conversion device 3 and / or the second power conversion device 4 controls to increase the amount of charge to the high voltage battery 5 as the storage state approaches SOC1. Charging is possible with a constant charge amount regardless of the state of charge. Eventually, when the storage state of the high voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and the first power converter 3 and / or the second power converter 4 do not cause overcharging. Control the amount of charge.

  In addition, as another charging method when the storage state of the high voltage battery 5 is SOC1 or higher and the auxiliary battery 6 is lower than SOC1, the electric power generated by the fuel cell 10 by the third power converter 9 is described above. It is also possible to charge the high voltage battery 5. At this time, the third power conversion device 9 and / or the fuel cell 10 controls so that the amount of charge to the high voltage battery 5 increases as the state of charge approaches SOC1. Charging is possible with a constant charge amount regardless of the state of charge. When the storage state of the high-voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and the third power conversion device 9 and / or the fuel cell 10 determines the amount of charge so as not to overcharge. Control.

  As another charging method when the auxiliary battery 6 is SOC1 or higher and the high-voltage battery 5 is lower than SOC1, the electric power generated by the fuel cell 10 is generated via the reverse current prevention circuit 10 as the first charging method. The power converter 3 is input to the power converter 3, converted into an AC voltage, applied to the high voltage terminal of the generator motor 2 to drive the generator motor 2, and the AC voltage generated at the low voltage terminal is converted to the second power converter 4. Thus, it is possible to charge the auxiliary battery 6 by converting into a DC voltage. At this time, by controlling the first power conversion device 3 or the second power conversion device 4 or the fuel cell 10 or them in a coordinated manner, the amount of charge to the auxiliary battery 6 increases as the storage state approaches SOC1. Control to do. When the storage state of auxiliary battery 6 eventually reaches SOC2, control unit 7 determines that the battery is fully charged, and cooperates with first power converter 3 or second power converter 4 or fuel cell 10 or with them. The amount of charge is controlled so as not to overcharge.

  Next, charging of the high voltage battery 5 and the auxiliary battery 6 during traveling will be described. It is assumed that the vehicle is running only with the power generated by the fuel cell 10. In this state, it is assumed that the storage state of the high voltage battery 5 becomes SOC1 or less due to a load (electric compressor, electric steering, etc.) connected to the high voltage battery 5. In such a case, the control unit 7 controls the fuel cell 10 to generate power for charging the high voltage battery 5 in addition to the required power of the vehicle. The third power conversion device 9 charges the high voltage battery 5 by adjusting the DC voltage of the fuel cell 10 to a predetermined voltage that can charge the high voltage battery 5. At this time, by controlling the third power conversion device 9 and / or the fuel cell 10 in a coordinated manner, the amount of charge to the high voltage battery 5 is controlled to increase as the storage state approaches SOC1. Charging is possible with a constant charge amount regardless of the state of charge. When the storage state of the high-voltage battery 5 eventually reaches SOC2, the control unit 7 determines that the battery is fully charged, and controls the third power conversion device 9 and / or the fuel cell 10 in a coordinated manner, thereby overloading. The amount of charge is controlled so as not to be charged.

  Next, it is assumed that the storage state of the auxiliary battery 6 becomes SOC1 or less due to a load (audio, various lamps, various control devices, etc.) connected to the auxiliary battery 6. In such a case, the control unit 7 controls the fuel cell 10 to generate power for charging the auxiliary battery 6 in addition to the required power of the vehicle. The first power conversion device 3 converts the direct current voltage of the fuel cell 10 into an alternating current voltage, which is applied to the high voltage terminal of the generator motor 2 to drive the generator motor 2, and the alternating voltage generated at the low voltage terminal is 2 is converted into a DC voltage by the power converter 4 and the auxiliary battery 6 is charged. That is, electric power for charging the auxiliary battery 6 is generated by the fuel cell 10, and the electric power can be transmitted to the auxiliary battery 6 via the generator motor 2. At this time, by controlling the first power conversion device 3 or the second power conversion device 4 or the fuel cell 10 or all of them in a coordinated manner, the charge amount of the auxiliary battery 6 is reduced as the storage state is closer to the SOC1. Control to enlarge. Charging is possible with a constant charge amount regardless of the state of charge. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged, and coordinates first power converter 3 or second power converter 4 or fuel cell 10 or all of them. Thus, the amount of charge is controlled so as not to overcharge.

  Further, when the storage state of both the high voltage battery 5 and the auxiliary battery 6 is equal to or lower than SOC1, control is performed to generate power for charging both batteries by adding the generated power of the fuel cell 10 to the required power of the vehicle. However, it is possible to charge both batteries by the above procedure.

  Next, the operation at the time of deceleration of the vehicle will be described. At the time of deceleration, when the control unit 7 determines that the storage state of the high voltage battery 5 is SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1, and the AC voltage generated at the high voltage terminal Is converted into a DC voltage by the first power conversion device 3, the high voltage battery 5 is adjusted to a predetermined voltage that can be charged by the third power conversion device 9, and the kinetic energy is charged by charging the high voltage battery 5. Recover as electrical energy. At this time, the third power conversion device 9 has a function of bypassing the first power conversion device 3 and the high voltage battery 5, and a predetermined voltage at which the high voltage battery 5 can be charged by the first power conversion device 3. It is also possible to control the high voltage battery 5 to be charged. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the amount of power transmitted from the axle to the shaft of the generator motor 2 as the storage state of the high voltage battery 5 is closer to the SOC 1. Such charge amount control can also be performed by the first power converter 3 or the third power converter 9 or both, and can also be performed in cooperation with the power transmission mechanism 1. is there. Eventually, when the storage state of the high voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and controls the amount of charge so as not to cause overcharging by reducing the amount of power transmitted by the power transmission mechanism 1. Such charge amount control can also be performed by the first power conversion device 3 or the third power conversion device 9 or both, and can also be performed in cooperation with the power transmission mechanism 1. is there.

  Next, when the controller 7 determines that the storage state of the auxiliary battery 6 is SOC2 or less during deceleration, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1 and is generated at the low voltage terminal. The kinetic energy can also be recovered as electric energy by converting the alternating voltage to be converted into a direct current voltage by the second power conversion device 4 and charging the auxiliary battery 6. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the power transmission amount from the axle to the shaft of the generator motor 2 as the storage state of the auxiliary battery 6 is closer to the SOC 1. Such charge amount control can also be performed by the second power conversion device 4 and can be performed in cooperation with the power transmission mechanism 1. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged, and controls the charge amount so as to reduce the amount of power transmitted by power transmission mechanism 1 and prevent overcharging. Such charge amount control can also be performed by the second power conversion device 4 and can be performed in cooperation with the power transmission mechanism 1.

  Further, when the control unit 7 determines that both batteries are SOC2 or less during deceleration, the kinetic energy can be recovered as electric energy by charging each of the high voltage battery 5 and the auxiliary battery 6 according to the above procedure. At this time, the power transmission mechanism 1, the first power conversion device 3, or the second power conversion device 4 is set such that the charge amount of each of the high-voltage battery 5 and the auxiliary battery 6 increases as the storage state of the high-voltage battery 5 and the auxiliary battery 6 approaches the SOC 1. Alternatively, the third power conversion device 9 or all of them are controlled in cooperation. Further, when the storage state of each battery reaches SOC2, the charge amount is set by the power transmission mechanism 1, the first power conversion device 3, the second power conversion device 4, and the third power conversion device 9, respectively. Control to decrease.

  In the present embodiment, the plurality of voltages can function as an electric motor and a generator by two voltages, a high voltage for driving the vehicle and a low voltage for driving the auxiliary machinery. Needless to say, two or more voltages are used. The present invention can also be applied to a system. For example, it can be applied to a plurality of voltage systems such as a high voltage for driving a vehicle, 42V for heavy load, and 14V for driving auxiliary equipment.

  The first power storage device 5 may be a large-capacity capacitor such as an electric double layer capacitor. At this time, the third power conversion device 9 may be unnecessary.

  In addition, the first power conversion device 3 is provided with a relay for connecting / disconnecting the generator motor 2 and the high-voltage battery 5 and has a function of appropriately connecting / disconnecting according to the amount of charge or the amount of power generation. You may do it.

  Further, the second power conversion device 4 is provided with a relay for connecting / disconnecting the generator motor 2 and the auxiliary battery 6 and has a function of appropriately connecting / disconnecting depending on the charge amount and the power generation amount. You may do it.

  Further, the third power conversion device 9 is provided with a relay for connecting / disconnecting the first power conversion device 3 and the high voltage battery 5 so that the third power conversion device 9 can be appropriately connected / disconnected depending on the amount of charge or the amount of power generation. May have such a function as well as a function of bypassing.

  In the present embodiment, the power generation device 10 is a fuel cell, but other power generation means may be used.

(Embodiment 4)
FIG. 5 is a block diagram showing the configuration of the electric vehicle system according to Embodiment 3 of the present invention. In FIG. 5, the power transmission mechanism 1, the generator motor 2, the first power conversion device 3, the second power conversion device 4, the first power storage device 5 (hereinafter referred to as a high voltage battery), the second power storage device. 6 (hereinafter referred to as an auxiliary battery), a control unit 7, a third power converter 9, and a power generator 10 (hereinafter referred to as a fuel cell) are the same as those in the third embodiment. The second power conversion device 8 is configured by a diode rectifier circuit, and is different from the third embodiment in that the power flow is unidirectional from the generator motor 2 to the auxiliary battery 6. For example, the first power storage device 5 may be connected to an electric air conditioner or an electric power steering, and the second power storage device 6 may be connected to a load (not shown) such as an audio or various lamps.

  The second power converter 8 is connected to the low voltage terminal of the generator motor 2, converts the alternating voltage generated at the low voltage terminal into a direct voltage, and charges the auxiliary battery 6.

  Hereinafter, the operation of the control unit 7 that determines the operation of the power transmission mechanism 1, the first power conversion device 3, the third power conversion device 9, and the fuel cell 10 will be described.

  First, the operation when starting the vehicle will be described. When the control unit 7 determines that the storage state of the high voltage battery 5 is SOC1 or higher, the control unit 7 determines that the vehicle is capable of traveling, and the power transmission mechanism 1 connects the axle and the shaft of the generator motor 2 and A power request required for traveling is sent to the fuel cell 10 to increase the amount of power generation. However, as described above, the fuel cell 10 has a time delay from the start of power generation until the desired power is actually obtained. In this transition period, the DC voltage of the high-voltage battery 5 is input to the first power conversion device 3 via the third power conversion device 9 and converted into an AC voltage by the first power conversion device 2 to generate the generator motor 2. Is applied to the high voltage terminal to cause the generator motor 2 to function as an electric motor and start the vehicle. At this time, as the generated power of the fuel cell 10 increases, the third power conversion device 9 is controlled so as to reduce the discharge amount of the high-voltage battery 5 while satisfying the required driving power of the vehicle. Eventually, when the power generated by the fuel cell 10 reaches the required power, the third power conversion device 9 is controlled so as to stop the discharge of the high-voltage battery 5 (used for driving the vehicle).

  That is, a large driving force is required as in starting, and the generator motor 2 is driven by the power from the high voltage battery 5 in the transition period when the power from the fuel cell 10 does not reach the required power. The output power can be assisted.

  Next, the operation when the vehicle is traveling will be described. When the vehicle is started and the generated power of the fuel cell 10 reaches the required power, the DC voltage of the fuel cell 10 is converted into an AC voltage by the first first power converter 3 to generate a high voltage of the generator motor 2. When applied to the terminals, the generator motor 2 is caused to function as an electric motor, and the vehicle is driven.

  Further, when further driving force is required at the time of acceleration or the like, if the storage state of the high voltage battery 5 is SOC1 or more, the DC voltage of the high voltage battery 5 is adjusted to a desired DC voltage by the third power converter 9. And by inputting into the 1st power converter device 3, the output electric power of the fuel cell 10 can be assisted, and it can respond to the sudden increase in a driving force.

  That is, when a large driving force is required, such as during acceleration, the power generated by the fuel cell 10 can be assisted by the power stored in the high voltage battery 5, and a sudden increase in driving force can be accommodated.

  Needless to say, when the generated power cannot be obtained due to a failure of the fuel cell 10 or the like, the vehicle can be driven with the power stored in the high voltage battery 5.

  Next, an operation when the vehicle is stopped will be described. When the storage state of the high voltage battery 5 and the auxiliary battery 6 is SOC1 or higher and the vehicle is stopped, the air conditioner, audio, various lamps, various control devices, etc. connected to the high voltage battery 5 and the auxiliary battery 6 Since the load (not shown) is driven by the electric power stored in the high voltage battery 5 and the auxiliary battery 7, the amount of power stored in each battery gradually decreases.

  First, it is assumed that the storage state of the high voltage battery 5 is SOC1 or higher and the auxiliary battery 6 is lower than SOC1. In such a case, in the electric vehicle system of the present invention, the first power converter 3 converts the DC voltage of the high voltage battery 5 into an AC voltage and applies it to the high voltage terminal of the generator motor 2 to thereby generate the generator motor 2. The AC voltage generated at the low voltage terminal is converted into a DC voltage by the second power converter 4 and the auxiliary battery 6 is charged. That is, the power of the high voltage battery 5 can be transmitted to the auxiliary battery 6 via the generator motor 2. At this time, the first power conversion device 3 controls to increase the amount of charge to the auxiliary battery 6 as the storage state is closer to the SOC1. Charging is possible with a constant charge amount regardless of the state of charge. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged, and uses first power conversion device 3 to control the amount of charge so as not to be overcharged.

  In addition, as another charging method when the storage state of the high voltage battery 5 is SOC1 or higher and the auxiliary battery 6 is lower than SOC1, the electric power generated by the fuel cell 10 by the third power converter 9 is described above. It is also possible to charge the high voltage battery 5. At this time, the third power conversion device 9 and / or the fuel cell 10 controls so that the amount of charge to the high voltage battery 5 increases as the state of charge approaches SOC1. Charging is possible with a constant charge amount regardless of the state of charge. When the storage state of the high-voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and the third power conversion device 9 and / or the fuel cell 10 determines the amount of charge so as not to overcharge. Control.

  Next, charging of the high voltage battery 5 and the auxiliary battery 6 during traveling will be described. It is assumed that the vehicle is running only with the power generated by the fuel cell 10. In this state, it is assumed that the storage state of the high voltage battery 5 becomes SOC1 or less due to a load (electric compressor, electric steering, etc.) connected to the high voltage battery 5. In such a case, the control unit 7 controls the fuel cell 10 to generate power for charging the high voltage battery 5 in addition to the required power of the vehicle. The third power conversion device 9 charges the high voltage battery 5 by adjusting the DC voltage of the fuel cell 10 to a predetermined voltage that can charge the high voltage battery 5. At this time, by controlling the third power conversion device 9 and / or the fuel cell 10 in a coordinated manner, the amount of charge to the high voltage battery 5 is controlled to increase as the storage state approaches SOC1. Charging is possible with a constant charge amount regardless of the state of charge. When the storage state of the high-voltage battery 5 eventually reaches SOC2, the control unit 7 determines that the battery is fully charged, and controls the third power conversion device 9 and / or the fuel cell 10 in a coordinated manner, thereby overloading. The amount of charge is controlled so as not to be charged.

  Next, it is assumed that the storage state of the auxiliary battery 6 becomes SOC1 or less due to a load (audio, various lamps, various control devices, etc.) connected to the auxiliary battery 6. In such a case, the control unit 7 controls the fuel cell 10 to generate power for charging the auxiliary battery 6 in addition to the required power of the vehicle. The first power conversion device 3 converts the direct current voltage of the fuel cell 10 into an alternating current voltage, which is applied to the high voltage terminal of the generator motor 2 to drive the generator motor 2, and the alternating voltage generated at the low voltage terminal is 2 is converted into a DC voltage by the power converter 4 and the auxiliary battery 6 is charged. That is, electric power for charging the auxiliary battery 6 is generated by the fuel cell 10, and the electric power can be transmitted to the auxiliary battery 6 via the generator motor 2. At this time, by controlling the first power converter 3 or the fuel cell 10 or them in a coordinated manner, the amount of charge to the auxiliary battery 6 is controlled to increase as the storage state approaches SOC1. Charging is possible with a constant charge amount regardless of the state of charge. Eventually, when the storage state of the auxiliary battery 6 reaches SOC2, the control unit 7 determines that it is fully charged, and overcharges by controlling the first power conversion device 3 or the fuel cell 10 or them in a coordinated manner. The amount of charge is controlled so as not to become

  Further, when the storage state of both the high voltage battery 5 and the auxiliary battery 6 is equal to or lower than SOC1, control is performed to generate power for charging both batteries by adding the generated power of the fuel cell 10 to the required power of the vehicle. However, it is possible to charge both batteries by the above procedure.

  Next, the operation at the time of deceleration of the vehicle will be described. At the time of deceleration, when the control unit 7 determines that the storage state of the high voltage battery 5 is SOC2 or less, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1, and the AC voltage generated at the high voltage terminal Is converted into a DC voltage by the first power conversion device 3, the high voltage battery 5 is adjusted to a predetermined voltage that can be charged by the third power conversion device 9, and the kinetic energy is charged by charging the high voltage battery 5. Recover as electrical energy. At this time, the third power conversion device 9 has a function of bypassing the first power conversion device 3 and the high voltage battery 5, and a predetermined voltage at which the high voltage battery 5 can be charged by the first power conversion device 3. It is also possible to control the high voltage battery 5 to be charged. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the amount of power transmitted from the axle to the shaft of the generator motor 2 as the storage state of the high voltage battery 5 is closer to the SOC 1. Such charge amount control can also be performed by the first power converter 3 or the third power converter 9 or both, and can also be performed in cooperation with the power transmission mechanism 1. is there. Eventually, when the storage state of the high voltage battery 5 reaches SOC2, the control unit 7 determines that the battery is fully charged, and controls the amount of charge so as not to cause overcharging by reducing the amount of power transmitted by the power transmission mechanism 1. Such charge amount control can also be performed by the first power conversion device 3 or the third power conversion device 9 or both, and can also be performed in cooperation with the power transmission mechanism 1. is there.

  Next, when the controller 7 determines that the storage state of the auxiliary battery 6 is SOC2 or less during deceleration, the power from the axle is transmitted to the generator motor 2 via the power transmission mechanism 1 and is generated at the low voltage terminal. The kinetic energy can also be recovered as electric energy by converting the alternating voltage to be converted into a direct current voltage by the second power conversion device 4 and charging the auxiliary battery 6. At this time, the power transmission mechanism 1 controls the amount of charge by controlling the power transmission amount from the axle to the shaft of the generator motor 2 as the storage state of the auxiliary battery 6 is closer to the SOC 1. Eventually, when the storage state of auxiliary battery 6 reaches SOC2, control unit 7 determines that the battery is fully charged, and controls the charge amount so as to reduce the amount of power transmitted by power transmission mechanism 1 and prevent overcharging.

  Further, when the control unit 7 determines that both batteries are SOC2 or less during deceleration, the kinetic energy can be recovered as electric energy by charging each of the high voltage battery 5 and the auxiliary battery 6 according to the above procedure. At this time, the power transmission mechanism 1, the first power conversion device 3, or the third power conversion device 9 is set such that the charge amount of each of the high voltage battery 5 and the auxiliary battery 6 increases as the storage state of the high voltage battery 5 and the auxiliary battery 6 approaches the SOC 1. Or all of them are controlled in coordination. Further, when the storage state of each battery reaches SOC2, the power transmission mechanism 1, the first power conversion device 3, and the third power conversion device 9 perform control so as to decrease the respective charge amounts.

  In this embodiment, the plurality of voltages can function as an electric motor and a generator by two voltages, a high voltage for driving the vehicle and a low voltage for driving the auxiliary machinery. Needless to say, the present invention can also be applied to a plurality of voltage systems such as a high voltage for driving a vehicle, 42V for heavy load, and 14V for driving auxiliary equipment.

  The first power storage device 5 may be a large-capacity capacitor such as an electric double layer capacitor. At this time, the third power conversion device 9 may be unnecessary.

  In addition, the first power conversion device 3 is provided with a relay for connecting / disconnecting the generator motor 2 and the high-voltage battery 5 and has a function of appropriately connecting / disconnecting according to the amount of charge or the amount of power generation. You may do it.

  Further, the second power conversion device 4 is provided with a relay for connecting / disconnecting the generator motor 2 and the auxiliary battery 6 and has a function of appropriately connecting / disconnecting depending on the charge amount and the power generation amount. You may do it. At this time, a signal for controlling them is sent from the control unit 7 to the second power conversion device 4.

  Further, the third power conversion device 9 is provided with a relay for connecting / disconnecting the first power conversion device 3 and the high voltage battery 5 so that the third power conversion device 9 can be appropriately connected / disconnected depending on the amount of charge or the amount of power generation. May have such a function as well as a function of bypassing.

  In the present embodiment, the power generation device 10 is a fuel cell, but other power generation means may be used.

  In the electric vehicle system according to the present invention, an alternator and an insulated DC-DC converter that have been conventionally required for charging an auxiliary battery can be made into a small, lightweight, inexpensive non-insulated AC-DC converter. Simplification of the automobile system, reduction in size and weight, and reduction in cost can be realized, and it is useful when used in electric vehicles, fuel cell hybrid vehicles, and the like.

Configuration diagram of an electric vehicle system according to Embodiment 1 of the present invention The figure which shows the electrical storage state of the electrical storage apparatus which concerns on Embodiment 1-4 of this invention Configuration diagram of an electric vehicle system according to Embodiment 2 of the present invention Configuration diagram of an electric vehicle system according to Embodiment 3 of the present invention Configuration diagram of an electric vehicle system according to Embodiment 4 of the present invention Configuration diagram of an electric vehicle system in prior art 1 Configuration diagram of electric vehicle system in prior art 2

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Power transmission mechanism 2 Generator motor 3 1st power converter device 4, 8 2nd power converter device 5 1st electrical storage apparatus 6 2nd electrical storage apparatus 7 Control part 9 3rd power converter device 10 Electric power generation apparatus

Claims (27)

A generator motor that functions as a motor and a generator with two or more different voltages isolated;
A power transmission mechanism connected to the generator motor for transmitting power;
An inverter that is connected to the first terminal of the generator motor and applies an AC voltage to the first terminal when the generator motor functions as a motor, and power generated from the first terminal when the generator motor functions as a generator. A first power converter that operates as a converter that rectifies
An inverter that is connected to the second terminal of the generator motor and applies the AC voltage to the second terminal when the generator motor functions as a motor, and the electric power generated from the second terminal when the generator motor functions as a generator. A second power converter that operates as a converter that rectifies
A power generator connected to the first power converter and capable of generating power;
A third power converter connected between the power generator and the first power converter;
A first power storage device connected to the third power conversion device;
A second power storage device connected to the second power conversion device;
Controlling the power transmission mechanism, the first power conversion device, the second power conversion device, and the third power conversion device based on the amount of power stored in the first power storage device and the second power storage device An electric vehicle system including a control unit. A generator motor that functions as a motor and a generator with two or more different voltages isolated;
A power transmission mechanism connected to the generator motor for transmitting power;
An inverter that is connected to the first terminal of the generator motor and applies an AC voltage to the first terminal when the generator motor functions as a motor, and power generated from the first terminal when the generator motor functions as a generator. A first power converter that operates as a converter that rectifies
A second power converter that is connected to the second terminal of the generator motor and operates only as a converter that rectifies the power generated from the second terminal when the generator motor functions as a generator;
A power generator connected to the first power converter and capable of generating power;
A third power converter connected between the power generator and the first power converter;
A first power storage device connected to the third power conversion device;
A second power storage device connected to the second power conversion device;
An electric vehicle comprising: a control unit that controls the power transmission mechanism, the first power conversion device, and the third power conversion device based on a storage amount of the first power storage device and the second power storage device system. The controller is
When the power storage amount of the first power storage device is equal to or greater than a first predetermined power storage amount, the first power conversion device converts the DC voltage of the first power storage device into an AC voltage and drives the generator motor electric vehicle system according to claim 1 or 2, for controlling the first power converter to the driving force of the vehicle through the power transmission mechanism. The controller is
When the power storage amount of the second power storage device is equal to or greater than a first predetermined power storage amount, the second power conversion device converts the DC voltage of the second power storage device into an AC voltage and drives the generator motor and, an electric vehicle system according to claim 1, via the power transmission mechanism for controlling the second power converter so that the driving force of the vehicle. The controller is
When both the first and second power storage devices have a power storage amount equal to or greater than a first predetermined power storage amount, the first and second power conversion devices respectively supply the DC voltages of the first and second power storage devices. converted into AC voltage, an electric vehicle system according to claim 1, wherein the generator motor is driven, via the power transmission mechanism for controlling the first and second power converter to the driving force of the vehicle . The controller is
The DC voltage generated in the power generator is converted into an AC voltage by the first power converter, the generator motor is driven, and the power is generated so as to be a driving force of the vehicle via the power transmission mechanism. The electric vehicle system according to claim 1 , wherein the electric vehicle system is controlled. The controller is
A DC voltage generated in the power generation device is input to the first power conversion device, and a DC voltage of the first power storage device is adjusted by the third power conversion device, so that the first power conversion device The power generation device or the input device converts the input from both into an AC voltage by a first power conversion device, drives the generator motor, and uses the power transmission mechanism as a driving force of the vehicle. The electric vehicle system according to claim 1 or 2 , wherein the first power converter or the third power converter or all of them are controlled in a coordinated manner. The controller is
DC voltage generated in the power generation device is converted into AC voltage by the first power conversion device, DC voltage of the second power storage device is converted into AC voltage by the second power conversion device, The electric vehicle system according to claim 1 , wherein the electric motor system is driven and the electric power generation apparatus or the second electric power conversion apparatus is controlled in a coordinated manner so that the electric motor is driven and the driving force of the vehicle is obtained via the power transmission mechanism. . The controller is
A DC voltage generated in the power generation device is input to the first power conversion device, and a DC voltage of the first power storage device is adjusted by the third power conversion device, so that the first power conversion device The input from both sides is converted into an AC voltage by the first power converter, the DC voltage of the second power storage device is converted into an AC voltage by the second power converter, and the generator motor drives to the power generation device or the first power converter and the second power converter or they cooperatively controlled so that the driving force of the vehicle through the power transmission mechanism according to claim 1 The electric vehicle system described in 1. The controller is
When the power storage amount of the second power storage device is equal to or less than a first predetermined power storage amount, the first power conversion device converts the DC voltage of the first power storage device into an AC voltage, and drives the generator motor Then, the first power conversion device or the second power is generated so that the power generated from the second terminal is converted into direct current by the second power conversion device and the second power storage device is charged. electric vehicle system according to claim 1 or 2 for controlling converter or the power transmission mechanism or they cooperate. The controller is
When the amount of power stored in the first power storage device is equal to or less than a first predetermined power storage amount, the second power conversion device converts the DC voltage of the second power storage device into an AC voltage, and drives the generator motor. Then, the first power conversion device or the second power conversion device is configured such that the electric power generated from the first terminal is converted into direct current by the first power conversion device and the first power storage device is charged. or the power transmission mechanism or an electric vehicle system according to claim 1 for controlling them in cooperation. The controller is
When the amount of power stored in the first power storage device is equal to or less than a first predetermined power storage amount, the power generation device generates power, inputs the power to the third power conversion device, and charges the first power storage device The electric vehicle system according to claim 1 or 2 , wherein the electric power generation device or the third electric power conversion device or the two are controlled in a coordinated manner. The controller is
When the amount of power stored in the second power storage device is equal to or less than a first predetermined power storage amount, power is generated by the power generation device, converted into an alternating voltage by the first power conversion device, and the generator motor is driven Then, the first power conversion device or the second power is generated so that the power generated from the second terminal is converted into direct current by the second power conversion device and the second power storage device is charged. electric vehicle system according to claim 1 or 2 for controlling converter or the power transmission mechanism or they cooperate. The controller is
During deceleration, a driving force is transmitted to the generator motor via the power transmission mechanism, and the generator motor generates electric power from the first terminal or the second terminal or both terminals, and the first motor The power conversion device or the second power conversion device or both power conversion devices respectively convert to direct current and charge the first power storage device or the second power storage device or both power storage devices. 3. The electric vehicle system according to claim 1, wherein the first power conversion device, the second power conversion device, the power transmission mechanism, or them are controlled in a coordinated manner. The controller is
If the charged amount of the first power storage device system determines that the second predetermined storage amount or more, according to claim 1 for controlling the power transmission mechanism to decrease the amount of charge to said first power storage device or 2. The electric vehicle system according to 2. The controller is
If the charged amount of the second power storage device determines that the second predetermined storage amount or more, according to claim 1 or 2 for controlling the power transmission mechanism to decrease the amount of charge to said second power storage device The electric vehicle system described in 1. The controller is
When it is determined that the power storage amount of the first power storage device is greater than or equal to a second predetermined power storage amount, the first power conversion device or the third power supply device is configured to decrease the amount of charge to the first power storage device. electric vehicle system according to claim 1 or 2 for controlling and coordinating the power converter or their. The controller is
The second power conversion device is controlled so as to decrease a charge amount of the second power storage device when it is determined that a power storage amount of the second power storage device is equal to or more than a second predetermined power storage amount. Item 4. The electric vehicle system according to Item 1 . The controller is
When the amount of power stored in the first power storage device is not less than the first predetermined power storage amount and not more than the second predetermined power storage amount, the amount of charge to the first power storage device is electric vehicle system according to claim 1 or 2 so much, to control the transmission amount of the power transmission mechanism to smaller is larger when the storage amount is small. The controller is
When the amount of power stored in the second power storage device is not less than the first predetermined power storage amount and not greater than the second predetermined power storage amount, the amount of charge to the second power storage device is electric vehicle system according to claim 1 or 2 so much, to control the transmission amount of the power transmission mechanism to smaller is larger when the storage amount is small. The controller is
When the amount of power stored in the first power storage device is not less than the first predetermined power storage amount and not more than the second predetermined power storage amount, the amount of charge to the first power storage device is many smaller the storage amount is small, the first power conversion device or the third power converter or an electric vehicle system according to claim 1 or 2 for controlling them in cooperation to smaller is larger. The controller is
When it is determined that the power storage amount of the first power storage device is equal to or greater than a second predetermined power storage amount, the output of the power generation device or the third power supply so as to decrease the amount of charge to the first power storage device The electric vehicle system according to claim 1 or 2 , wherein the power conversion device or the coordinated control thereof is controlled. The controller is
When it is determined that the power storage amount of the second power storage device is equal to or greater than a second predetermined power storage amount, the output of the power generation device or the first power supply is decreased so as to reduce the amount of charge to the second power storage device. electric vehicle system according to claim 1 for controlling and coordinating the power converter, or their power conversion device or the second. The controller is
When it is determined that the power storage amount of the second power storage device is equal to or greater than a second predetermined power storage amount, the output of the power generation device or the first power supply is decreased so as to reduce the amount of charge to the second power storage device. The electric vehicle system according to claim 2 , wherein the power conversion device or the coordinated control thereof is controlled. The controller is
When the amount of power stored in the first power storage device is not less than the first predetermined power storage amount and not more than the second predetermined power storage amount, the amount of charge to the first power storage device is electric vehicle system according to claim 1 or 2 so much, to the control output or the third power converter or they cooperate power generator to smaller is larger when the storage amount is small. The controller is
When the amount of power stored in the second power storage device is not less than the first predetermined power storage amount and not greater than the second predetermined power storage amount, the amount of charge to the second power storage device is many smaller the storage amount is small, according to claim 1, as the output or the first power converter or the said power generation device so as to reduce the second power converter or they cooperatively controlled is greater Electric car system. The controller is
When the amount of power stored in the second power storage device is not less than the first predetermined power storage amount and not greater than the second predetermined power storage amount, the amount of charge to the second power storage device is 2. The electric vehicle system according to claim 1 , wherein the electric vehicle system controls the output of the electric power generation device or the first electric power conversion device or them in a coordinated manner so that the electric power storage amount increases as the electric power storage amount decreases and decreases as the electric storage amount increases.

Images