JP4475138B2 - Internal combustion engine starter and vehicle - Google Patents

Description

  The present invention relates to an internal combustion engine starter and a vehicle, and more particularly, to charge control for electric power required for starting an internal combustion engine.

  Japanese Unexamined Patent Application Publication No. 2002-195139 (Patent Document 1) discloses an engine starting device that can start an engine in a short time even when the voltage of a secondary battery is lowered. The engine starter includes a secondary battery, a control circuit that controls power supply to the engine starting motor, a first electric double layer capacitor that is connected to the control circuit and supplies power to the motor, and a control circuit A second electric double layer capacitor for supplying power to the battery, and in normal times, the secondary battery and the first and second electric double layer capacitors are connected in parallel. In an emergency, the first and second electric double layer capacitors And a switching means for disconnecting the secondary battery from the control circuit so that the engine can be started only by charging.

According to this engine starting device, only the first and second electric double layer capacitors are charged in an emergency in which the engine cannot be started due to the voltage drop of the secondary battery and the first and second electric double layer capacitors. Since the engine is started with the energy of the first and second electric double layer capacitors, the engine can be started even if the voltage of the secondary battery is lowered. Since only the first and second electric double layer capacitors need to be charged, charging can be completed in a shorter time than when charging a secondary battery, and the engine can be started in a shorter time (patent) Reference 1).
JP 2002-195139 A JP-A-5-321797 JP-A-8-126121 JP-A-8-196006

  However, in the engine starting device disclosed in Japanese Patent Laid-Open No. 2002-195139, it is not clear how much the first and second electric double layer capacitors can be charged to start the engine. That is, since the standard of the amount of charge that can start the engine is not clear, the battery can be charged in a relatively short time compared with the case of charging the secondary battery, but the charging time is not minimized.

  Accordingly, the present invention has been made to solve such a problem, and an object of the present invention is to enable an internal combustion engine to be started in the shortest time when the internal combustion engine cannot be started using electric power from a secondary battery. Is to provide a starting device.

  Another object of the present invention is to provide a vehicle capable of starting an internal combustion engine in the shortest time when the internal combustion engine cannot be started using electric power from a secondary battery.

  According to the present invention, a starter for an internal combustion engine is connected to the internal combustion engine and generates a drive force for starting the internal combustion engine using the power received from the power line, and the power line is supplied with power. A rechargeable battery that can be supplied, a capacitor connected to the power line, and a control device that controls the operation of the drive device. The drive device generates a drive force according to the drive command, and the drive device according to the charge command. The capacitor is charged by controlling the power from the external power source input to the predetermined voltage level, and the controller uses the power from the secondary battery due to the decrease in the charge amount of the secondary battery to When the charge amount of the capacitor exceeds the predetermined charge amount necessary for the drive device to generate the driving force, the drive command is output to the drive device.

  In the internal combustion engine starter according to the present invention, the capacitor is disposed in the power line that supplies power to the drive unit. Since the capacitor has a smaller internal resistance than the secondary battery, the capacitor can be charged at a higher speed with a larger current than the secondary battery. Here, when the internal combustion engine cannot be started using the power from the secondary battery due to a decrease in the charge amount of the secondary battery, the capacitor is charged using the power from the external power source input to the drive device. When the charge amount of the capacitor exceeds a predetermined charge amount required for the drive device to drive the internal combustion engine, the internal combustion engine is driven by the drive device using the electric power charged in the capacitor.

  Therefore, according to the starter for an internal combustion engine according to the present invention, only the minimum necessary electric power is charged in the capacitor, so that the charging time of the capacitor can be minimized. As a result, the internal combustion engine can be started in the shortest time.

  Preferably, the predetermined charging amount is smaller as the temperature of the internal combustion engine is higher.

  In this internal combustion engine starter, the amount of electric power required to drive the internal combustion engine is smaller at higher temperatures when the cranking power resistance of the internal combustion engine is smaller, so the higher the temperature of the internal combustion engine, the lower the required charge amount of the capacitor. Reduce.

  Therefore, according to this internal combustion engine starter, the required charge amount of the capacitor can be set more accurately. As a result, the internal combustion engine can be started in the shortest time.

  Preferably, the starting device for the internal combustion engine further includes voltage detection means for detecting the voltage of the capacitor, and the control device calculates a charge amount of the capacitor based on the voltage of the capacitor detected by the voltage detection means.

  In this internal combustion engine starter, the state of charge of the capacitor is calculated based on the voltage of the capacitor. Here, the state of charge of the capacitor has a substantially linear relationship with the voltage of the capacitor, and the state of charge of the capacitor can be calculated easily and accurately from the voltage of the capacitor.

  Therefore, according to the internal combustion engine starter, the amount of power to be charged in the capacitor can be calculated easily and with high accuracy.

  Preferably, the drive device includes a rotating electric machine connected to the internal combustion engine and an inverter disposed between the power line and the winding of the rotating electric machine, and the electric power from the external power source is the winding of the rotating electric machine. The control device generates a command for boosting the electric power from the external power source to a predetermined voltage level using the winding of the rotating electrical machine and the inverter, and outputs the generated command to the inverter as a charging command. .

  Preferably, the electric power from the external power source is input to the neutral point of the winding of the rotating electrical machine.

  In this internal combustion engine starter, electric power from an external power source is input to a winding of the rotating electrical machine, and the input power from the external power source is set to a predetermined voltage level using the winding of the rotating electrical machine and an inverter. The voltage is boosted and the capacitor is charged.

  Therefore, according to the starter for the internal combustion engine, the capacitor can be charged to a predetermined voltage level from the external power source without separately providing a dedicated charger capable of converting the voltage.

  Preferably, the electric power from the external power source is input to one end opposite to the neutral point of the winding of the rotating electrical machine.

  In this internal combustion engine starter, when the electric power from an external power source is boosted by using a winding and an inverter of a rotating electrical machine, two windings of the rotating electrical machine are connected in series.

  Therefore, according to this internal combustion engine starter, the boosting function can be further enhanced.

  Preferably, the starter of the internal combustion engine further includes an external connection terminal to which an external power source can be connected, and the drive device has a first rotating electrical machine coupled to the internal combustion engine, a power line, and a winding of the first rotating electrical machine. A first inverter disposed between the wires, a second rotating electrical machine different from the first rotating electrical machine, and a second disposed between the power line and the winding of the second rotating electrical machine. One of the external connection terminals is connected to the winding of the first rotating electrical machine, the other of the external connection terminals is connected to the winding of the second rotating electrical machine, and the control device A command for boosting the electric power from the external power source to a predetermined voltage level is generated using the winding of the second rotating electrical machine and the first and second inverters, and the generated command is used as the charging command. And output to the second inverter.

  In this internal combustion engine starter, the external connection terminal to which an external power source can be connected is disposed between the winding of the first rotating electrical machine and the winding of the second rotating electrical machine. Then, the electric power from the external power source input from the external connection terminal is boosted to a predetermined voltage level by using the windings of the first and second rotating electrical machines and the first and second inverters, and charged to the capacitor. The

  Therefore, according to the starter for the internal combustion engine, the capacitor can be charged to a predetermined voltage level from the external power source without separately providing a dedicated charger capable of converting the voltage. Further, when boosting the electric power from the external power source, the winding of the first rotating electrical machine and the winding of the second rotating electrical machine can be used in the form of being connected in series, so that it has a high boosting function.

  Preferably, one of the external connection terminals is connected to a neutral point of the winding of the first rotating electrical machine, and the other of the external connection terminals is connected to a neutral point of the winding of the second rotating electrical machine. The first inverter generates a first AC voltage having a predetermined frequency at a neutral point of the winding of the first rotating electrical machine according to the AC generation command, and the second inverter has a predetermined frequency according to the AC generation command. A second AC voltage having a frequency and having the phase of the first AC voltage inverted is generated at the neutral point of the winding of the second rotating electrical machine, and the control device has an external AC load connected to the external connection terminal. Is connected, a command for instructing generation of an AC voltage having a predetermined frequency between the neutral points of the first and second rotating electrical machines is further generated, and the generated command is used as the AC generation command. And output to the second inverter.

  In this internal combustion engine starter, the external connection terminal is disposed between the neutral point of the winding of the first rotating electrical machine and the neutral point of the winding of the second rotating electrical machine. Then, first and second AC voltages having predetermined frequencies in which phases are inverted are generated at the neutral point of the winding of the first rotating electrical machine and the neutral point of the winding of the second rotating electrical machine, respectively. To do.

  Therefore, according to this internal combustion engine starter, when an external AC load is connected to the external connection terminal, an AC voltage can be supplied to the connected external AC load. Further, it is not necessary to separately provide a dedicated inverter for generating an AC voltage to be output to the external AC load.

  Preferably, the external power source is a commercial AC power source.

  Therefore, according to the starter for the internal combustion engine, a dedicated external power source is not required, and the capacitor can be charged using a general commercial AC power source. Therefore, convenience is improved.

  According to the invention, the vehicle is connected to the internal combustion engine starter described above, the internal combustion engine connected to the first rotating electrical machine, and the second rotating electrical machine, and the second rotating electrical machine is generated. Driving wheels driven by the driving force.

  In the vehicle according to the present invention, when the internal combustion engine cannot be started using the power from the secondary battery due to the decrease in the charge amount of the secondary battery, the capacitor is charged using the power from the external power source input from the external connection terminal. Is done. When the charge amount of the capacitor exceeds a predetermined charge amount required to drive the internal combustion engine, the internal combustion engine is driven using the electric power charged in the capacitor. Further, first and second AC voltages having predetermined frequencies in which phases are inverted are generated at the neutral point of the first rotating electrical machine and the neutral point of the second rotating electrical machine, respectively. To do.

  Therefore, according to the vehicle of the present invention, when the internal combustion engine cannot be started using the power from the secondary battery due to the decrease in the charge amount of the secondary battery, the power from the external power source connected to the external connection terminal is used. Capacitor can be charged in the shortest time. As a result, the internal combustion engine can be started in the shortest time. Further, when an external AC load is connected to the external connection terminal, the generated AC voltage can be supplied to the connected external AC load.

  According to the present invention, when the internal combustion engine cannot be started using the electric power from the secondary battery, only the minimum necessary electric power is charged to the capacitor using the electric power from the external power source. Can be As a result, the internal combustion engine can be started in the shortest time.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a schematic block diagram of an engine starting device according to Embodiment 1 of the present invention. Referring to FIG. 1, engine starter 100 includes a battery B, a capacitor C, an inverter 10, a motor generator MG, a connector 20, a controller 22, a system relay SR, a smoothing capacitor 24, Voltage sensors 26 and 28, a power supply line PL, a ground line SL, a U-phase line UL, a V-phase line VL, and a W-phase line WL are provided.

  Motor generator MG is a rotating electrical machine, and includes, for example, a three-phase AC synchronous motor generator. Motor generator MG is connected to an engine (not shown), generates a driving force by a three-phase AC voltage received from inverter 10, and starts the engine. Further, after the engine is started, motor generator MG generates a three-phase AC voltage using the output of the engine, and outputs the generated three-phase AC voltage to inverter 10.

  The battery B, which is a direct current power source, is a chargeable / dischargeable battery, for example, a secondary battery such as nickel metal hydride or lithium ion. Battery B outputs the generated DC voltage to inverter 10. Battery B is generated by motor generator MG using the output of the engine and is charged by the DC voltage rectified by inverter 10.

  System relay SR is turned on / off by signal SE from control device 22. Specifically, the system relay SR is turned on by an H (logic high) level signal SE from the control device 22 and turned off by an L (logic low) level signal SE from the control device 22.

  Inverter 10 includes a U-phase arm 11, a V-phase arm 12 and a W-phase arm 13. U-phase arm 11, V-phase arm 12 and W-phase arm 13 are connected in parallel between power supply line PL and ground line SL. The U-phase arm 11 includes power transistors Q1 and Q2 connected in series, the V-phase arm 12 includes power transistors Q3 and Q4 connected in series, and the W-phase arm 13 includes power connected in series. It consists of transistors Q5 and Q6. Each of the power transistors Q1 to Q6 is made of, for example, an IGBT (Insulated Gate Bipolar Transistor). Between the collectors and emitters of the power transistors Q1 to Q6, diodes D1 to D6 that flow current from the emitter side to the collector side are respectively connected. The connection point of each power transistor in each phase arm is connected to the coil end opposite to the neutral point of each phase coil of motor generator MG via U, V, W phase lines UL, VL, WL. Is done.

  Capacitor C is arranged in parallel with battery B between system relay SR and inverter 10. Capacitor C is charged by an external DC power source connected to connector 20 described later when motor generator MG cannot be driven by battery B due to a decrease in SOC (State of Charge) of battery B. When the SOC of capacitor C (which indicates the amount of charge of the capacitor; the same applies hereinafter) reaches a predetermined amount sufficient to drive motor generator MG and start the engine, the electric power stored in capacitor C is used. Then, motor generator MG is driven to start the engine.

  Connector 20 has one end connected to the neutral point of the coil of motor generator MG and the other end connected to ground line SL. The connector 20 is connected to an external DC power supply when the engine cannot be started by driving the motor generator MG with the battery B due to the decrease in the SOC of the battery B. Then, the electric power from the external DC power source connected to the connector 20 is boosted and charged in the capacitor C by a method described later, and the motor generator MG is driven using the electric power charged in the capacitor C to drive the engine. Start is performed. In addition, connector 20 detects voltage VDC of the external DC power supply and outputs the detected voltage VDC to control device 22.

  Inverter 10 drives motor generator MG by converting a DC voltage supplied from power supply line PL into a three-phase AC voltage based on signal PWM from control device 22 when the engine is started. Further, when the engine cannot be started by driving the motor generator MG with the battery B due to the decrease in the SOC of the battery B, the inverter 10 receives an external DC power source connected to the connector 20 based on the signal PWM from the control device 22. The supplied DC voltage is boosted using a coil of motor generator MG, and the boosted DC voltage is output to capacitor C.

  Specifically, based on signal PWM from control device 22, inverter 10 accumulates, for example, a current that flows according to the switching operation of power transistor Q2 of U-phase arm 11 as magnetic field energy in the U-phase coil of motor generator MG. Thus, the DC voltage from the external DC power supply is boosted, and the boosted boosted voltage is output to the power supply line PL via the diode D1 in synchronization with the timing when the power transistor Q2 is turned off. The power transistor Q4 or the power transistor Q6 may be switched instead of the power transistor Q2, and the power transistors Q4 and Q6 together with the power transistor Q2 perform the switching operation at the same time, so that the U, V and W phases of the motor generator MG Boosting may be performed using a coil.

  Smoothing capacitor 24 is connected between power supply line PL and ground line SL, and smoothes voltage fluctuations between power supply line PL and ground line SL. Voltage sensor 26 detects battery voltage VB of battery B and outputs the detected battery voltage VB to control device 22. The voltage sensor 28 detects the inter-terminal voltage VC of the capacitor C and outputs the detected inter-terminal voltage VC to the control device 22.

  Control device 22 generates a signal PWM for driving motor generator MG based on voltage VB from voltage sensor 26, motor current MCRT of motor generator MG and torque command value TR, and generates the generated signal PWM. Output to the inverter 10. Motor current MCRT is detected by a current sensor (not shown).

  If control device 22 determines that the engine cannot be started by driving motor generator MG with battery B due to the decrease in the SOC of battery B, control device 22 sets signal SE to L level and causes battery B to be connected from power supply line PL and ground line SL. Separate electrically. Then, control device 22 charges capacitor C by boosting the DC voltage from the external DC power source connected to connector 20 to a predetermined voltage level based on voltages VDC and VC from connector 20 and voltage sensor 28. Signal PWM is generated, and the generated signal PWM is output to the inverter 10.

  When control device 22 determines that the SOC of capacitor C has reached a predetermined amount capable of starting motor generator MG by driving motor generator MG based on voltage VC from voltage sensor 28, voltage from voltage sensor 28 is reached. Based on VC, motor current MCRT of motor generator MG, and torque command value TR, a signal PWM for driving motor generator MG is generated, and the generated signal PWM is output to inverter 10.

  FIG. 2 is a functional block diagram of the control device 22 shown in FIG. Referring to FIG. 2, control device 22 includes a charge / discharge control unit 112, a motor control phase voltage calculation unit 114, a duty ratio calculation unit 116, and a PWM signal conversion unit 118.

  Charge / discharge control unit 112 receives voltages VB and VC and signal ST from voltage sensors 26 and 28. This signal ST is a signal for instructing start of the engine. When charging / discharging control unit 112 determines that engine start is instructed based on signal ST, SOC of battery B is calculated based on voltage VB, and motor generator MG is driven to start the engine. It is determined whether the SOC of battery B is greater than the SOC. When the SOC of battery B is equal to or higher than the predetermined SOC, charging / discharging control unit 112 generates control signal CTL1 and outputs it to motor control phase voltage calculation unit 114 and PWM signal conversion unit 118.

  On the other hand, when the SOC of the battery B is less than the predetermined SOC, the charge / discharge control unit 112 generates the control signal CTL2 to charge the capacitor C using an external DC power source connected to the connector 20, thereby generating a motor. It outputs to control phase voltage calculator 114 and PWM signal converter 118, and outputs target charge voltage VCref of capacitor C to duty ratio calculator 116.

  The charge / discharge control unit 112 calculates the SOC of the capacitor C based on the voltage VC from the voltage sensor 28, and the SOC of the capacitor C has reached a predetermined SOC that can start the engine by driving the motor generator MG. It is determined whether or not. When the charge / discharge control unit 112 determines that the SOC of the capacitor C has reached a predetermined SOC, the charge / discharge control unit 112 generates a control signal CTL3 and outputs the control signal CTL3 to the motor control phase voltage calculation unit 114 and the PWM signal conversion unit 118.

  Motor control phase voltage calculation unit 114 receives torque command value TR and motor current MCRT of motor generator MG, voltages VB and VC from voltage sensors 26 and 28, and control signals CTL 1 to CTL 3 from charge / discharge control unit 112. .

  When receiving control signal CTL1 from charge / discharge control unit 112, motor control phase voltage calculation unit 114 applies to each phase coil of motor generator MG based on voltage VB, torque command value TR, and motor current MCRT. The voltage is calculated, and each calculated phase coil voltage is output to the PWM signal converter 118.

  In addition, when the motor control phase voltage calculation unit 114 receives the control signal CTL2 from the charge / discharge control unit 112, the motor control phase voltage calculation unit 114 stops its operation.

  Furthermore, when receiving the control signal CTL3 from the charge / discharge control unit 112, the motor control phase voltage calculation unit 114 applies each phase coil of the motor generator MG based on the voltage VC, the torque command value TR, and the motor current MCRT. The applied voltage is calculated, and the calculated phase coil voltages are output to the PWM signal converter 118.

  Duty ratio calculation unit 116 sets voltage VC of capacitor C to target charging voltage VCref based on voltage VDC from connector 20, voltage VC from voltage sensor 28, and target charging voltage VCref from charging / discharging control unit 112. The duty ratio is calculated, and the calculated duty ratio is output to the PWM signal converter 118.

  When the PWM signal conversion unit 118 receives the control signal CTL1 or CTL3 from the charge / discharge control unit 112, each power transistor of the inverter 10 is based on each phase coil voltage command from the motor control phase voltage calculation unit 114. A signal PWM for turning on / off Q1 to Q6 is generated, and the generated signal PWM is output to each power transistor Q1 to Q6 of inverter 10.

  Further, when receiving the control signal CTL2 from the charge / discharge control unit 112, the PWM signal conversion unit 118, based on the duty ratio from the duty ratio calculation unit 116, the power transistor Q2 (and / or Q4, Q4) of the inverter 10. A signal PWM for turning on / off Q6) is generated, and the generated signal PWM is output to power transistor Q2 (and / or Q4, Q6) of inverter 10.

  FIG. 3 is a diagram showing a correlation between the OCV (Open Circuit Voltage) of the capacitor C shown in FIG. 1 and the SOC. Referring to FIG. 3, capacitor C has a substantially linear relationship between SOC and OCV. In addition, since the slope of the straight line is large, there is also a characteristic that the calculation of the SOC from the OCV is not easily affected by the OCV error. Therefore, the capacitor C can estimate the SOC of the capacitor C from the inter-terminal voltage VC of the capacitor C with high accuracy.

  Therefore, in the first embodiment, the OCV of the capacitor C is calculated from the voltage VC of the capacitor C using this characteristic, and the SOC of the capacitor C is calculated based on the calculated OCV. Then, the calculated SOC of the capacitor C is compared with a predetermined threshold value SOC0 at which the motor generator MG can be driven to start the engine, and when the SOC of the capacitor C exceeds the predetermined threshold value SOC0, Charging the capacitor C from the DC power supply is terminated. Then, immediately, discharging from the capacitor C to the motor generator MG via the inverter 10 is started, and the motor generator MG is driven by the inverter 10 using the electric power from the capacitor C.

  As a result, the reference of the charge amount of the capacitor C that can start the engine by driving the motor generator MG becomes clear, and therefore, the charge amount of the capacitor C can be suppressed to the minimum necessary. Therefore, the time until the engine is started can be minimized.

  If the engine temperature is different, the cranking power resistance changes due to a change in oil viscosity, so the minimum amount of electric power required to start the engine differs depending on the engine temperature. Therefore, as shown in FIG. 4, the threshold value of the SOC at which the motor generator MG can be driven to start the engine may be changed according to the temperature of the engine. That is, when the engine temperature is T1, the threshold value is SOC (T1), and when the engine temperature is T2 higher than T1, the threshold value is SOC (T2) smaller than SOC (T1). Also good.

  In the above description, connector 20 is connected to the neutral point of the coil of motor generator MG, but may be connected to one of the coil ends opposite to the neutral point. In this case, when charging the capacitor C from the external DC power supply, it can be used in a form in which two coils of the motor generator MG are connected in series, so that the boosting function can be further enhanced.

  As described above, in the first embodiment, the capacitor C is provided in parallel with the battery B. When the engine cannot be started using the power from the battery B due to the decrease in the SOC of the battery B when the engine is started, the capacitor C is charged using the power from the external DC power source connected to the connector 20. When the SOC of capacitor C exceeds the predetermined SOC required to drive the engine, the engine is started by inverter 10 and motor generator MG using the electric power charged in capacitor C.

  Therefore, according to the first embodiment, since the capacitor C is charged with only the minimum necessary power, the charging time of the capacitor C can be minimized. As a result, the engine can be started in the shortest time.

  In addition, when charging from the external DC power supply, the voltage can be boosted using the coil of the motor generator MG, so that the capacitor C is connected to the predetermined voltage level from the external DC power supply without providing a dedicated charger capable of voltage conversion. Can be charged.

  Further, by setting the required charge amount of the capacitor C in accordance with the state of the engine, that is, by setting the required charge amount of the capacitor C to be smaller as the engine temperature is higher, the required charge amount of the capacitor C is more accurately set. Can be set.

  Furthermore, since the SOC of the capacitor C is calculated using the voltage of the capacitor C using the substantially linear relationship between the SOC and OCV of the capacitor, the amount of power to be charged in the capacitor C can be easily and accurately determined. Can be calculated. Therefore, highly accurate control is realized.

[Embodiment 2]
FIG. 5 is a schematic block diagram of an engine starting device according to Embodiment 2 of the present invention. Referring to FIG. 5, engine starter 200 includes battery B, capacitor C, boost converter 40, inverters 50 and 60, motor generators MG1 and MG2, AC lines ACL1 and ACL2, and connector 70. , Control device 72, system relay SR, smoothing capacitors 74, 76, voltage sensors 78, 80, 82, power supply lines PL1, PL2, ground line SL, U-phase lines UL1, UL2, and V-phase lines. VL1 and VL2 and W-phase lines WL1 and WL2 are provided.

  This engine starter 200 is mounted on, for example, a hybrid vehicle. Motor generator MG1 is connected to an engine (not shown, the same shall apply hereinafter), operates as an electric motor capable of starting the engine, and is incorporated into a hybrid vehicle as operating as a generator driven by the engine. . Motor generator MG2 is coupled to drive wheels (not shown, the same applies hereinafter) of the hybrid vehicle, and is incorporated in the hybrid vehicle as an electric motor that drives the drive wheels.

  Motor generators MG1 and MG2 are rotating electrical machines, and include, for example, a three-phase AC synchronous motor generator. Motor generator MG1 generates driving force by the three-phase AC voltage received from inverter 50, and starts the engine. Further, after the engine is started, motor generator MG1 generates a three-phase AC voltage using the output of the engine, and outputs the generated three-phase AC voltage to inverter 50. Motor generator MG <b> 2 generates vehicle driving torque by the three-phase AC voltage received from inverter 60. Motor generator MG2 generates an AC voltage and outputs it to inverter 60 during regenerative braking of the vehicle.

  When the engine cannot be started by driving the motor generator MG1 with the battery B due to the decrease in the SOC of the battery B, the capacitor C is charged by the power from the commercial AC power source connected to the connector 70 by the method described later. The motor generator MG1 is driven using the electric power charged in the capacitor C to start the engine. When an AC voltage output request is made to an external AC load connected to connector 70, an AC voltage is generated between neutral points N1 and N2 of motor generators MG1 and MG2 by inverters 50 and 60, and the motor generator MG1 and MG2 supply an AC voltage generated between neutral points N1 and N2 to an external AC load connected to connector 70.

  Boost converter 40 includes a reactor L, power transistors Q31 and Q32, and diodes D31 and D32. Reactor L has one end connected to power supply line PL1, and the other end connected to the connection point of power transistors Q31 and Q32. Power transistors Q31 and Q32 are connected in series between power supply line PL2 and ground line SL, and receive signal PWC from control device 72 at the base terminal. Diodes D31 and D32 are connected between the collector and emitter of each of the power transistors Q31 and Q32 so that current flows from the emitter side to the collector side.

  Inverter 50 has the same configuration as inverter 10 in the first embodiment, and includes U-phase arm 51, V-phase arm 52, and W-phase arm 53. The connection point of each power transistor in each phase arm is connected to the coil end opposite to the neutral point of each phase coil of motor generator MG1 via U, V, W phase lines UL1, VL1, WL1, respectively. Is done.

  Inverter 60 also has the same configuration as inverter 10 in the first embodiment, and includes U-phase arm 61, V-phase arm 62, and W-phase arm 63. The connection point of each power transistor in each phase arm is connected to the coil end opposite to the neutral point of each phase coil of motor generator MG2 via U, V, W phase lines UL2, VL2, WL2. Is done.

  Capacitor C is arranged between boost converter 40 and inverters 50 and 60. Capacitor C is charged by a commercial AC power source connected to connector 70 described later when motor generator MG1 cannot be driven by battery B due to a decrease in SOC of battery B and the engine cannot be started. When the SOC of capacitor C reaches a predetermined amount sufficient to drive motor generator MG1 and start the engine, motor generator MG1 is driven using the electric power stored in capacitor C, and the engine starts. Done.

  Connector 70 is connected to neutral points N1, N2 of motor generators MG1, MG2. A commercial AC power source is connected to connector 70 when motor B cannot be driven by battery B due to a decrease in SOC of battery B to start the engine. Connector 70 detects commercial AC power supply voltage VACI and outputs the detected voltage VACI to control device 72.

  Further, connector 70 also functions as an output terminal for outputting commercial AC voltage VACO generated between neutral points N1 and N2 of motor generators MG1 and MG2 to an external AC load. A household emergency power outlet is connected.

  Boost converter 40 boosts the DC voltage from battery B by accumulating current flowing in accordance with the switching operation of power transistor Q32 as magnetic field energy in reactor L based on signal PWC from control device 72, and boosting the voltage. The boosted voltage is output to the power supply line PL2 via the diode D31 in synchronization with the timing when the power transistor Q32 is turned off. Boost converter 40 charges battery B by reducing the DC voltage received from inverters 50 and / or 60 via power supply line PL2 to the voltage level of battery B based on signal PWC from control device 72.

  Inverter 50 converts a DC voltage supplied from power supply line PL2 into a three-phase AC voltage and drives motor generator MG1 based on signal PWM1 from control device 72 when the engine is started.

  Here, when the engine cannot be started by driving motor generator MG1 with battery B due to a decrease in the SOC of battery B, inverters 50 and 60 are based on signals PWM1 and PWM2 from control device 72, respectively, by a method described later. The commercial AC voltage supplied from the commercial AC power source connected to connector 70 is boosted and rectified using the coils of motor generators MG1 and MG2, and the boosted and rectified DC voltage is output to capacitor C.

  Further, after starting the engine, inverter 50 converts the AC voltage generated by motor generator MG1 into a DC voltage based on signal PWM1 from control device 72, and outputs the converted DC voltage to power supply line PL2. To do.

  Inverter 60 converts a DC voltage received from power supply line PL2 into an AC voltage based on signal PWM2 from control device 72, and outputs the AC voltage to motor generator MG2. Thereby, motor generator MG2 is driven to generate a desired torque. Inverter 60 converts the AC voltage output from motor generator MG2 into a DC voltage based on signal PWM2 from control device 72 during regenerative braking of the vehicle, and outputs the converted DC voltage to power supply line PL2. To do.

  Further, when an AC voltage output request is made to an external AC load connected to connector 70, inverters 50 and 60 generate AC voltage VACO between neutral points N1 and N2 of motor generators MG1 and MG2. That is, inverter 50 controls the potential at neutral point N1 based on signal PWM1 from control device 72 so as to generate AC voltage VACO between neutral points N1 and N2 of motor generators MG1 and MG2. 60 controls the potential of the neutral point N2 based on the signal PWM2 from the control device 72 so as to generate the AC voltage VACO between the neutral points N1 and N2 of the motor generators MG1 and MG2.

  Smoothing capacitor 74 is connected between power supply line PL1 and ground line SL, and smoothes voltage fluctuations between power supply line PL1 and ground line SL. Smoothing capacitor 76 is connected between power supply line PL2 and ground line SL, and smoothes voltage fluctuations between power supply line PL2 and ground line SL. Voltage sensor 78 detects battery voltage VB of battery B and outputs the detected battery voltage VB to control device 72. Voltage sensor 80 detects inter-terminal voltage VC of capacitor C and outputs the detected inter-terminal voltage VC to control device 72. Voltage sensor 82 detects the voltage between terminals of smoothing capacitor 76, that is, output voltage VM of boost converter 40 (corresponding to the input voltage of inverters 50 and 60. The same applies hereinafter), and the detected voltage VM is detected by control device 72. Output to.

  Based on torque command values TR1 and TR2 of motor generators MG1 and MG2, voltages VB and VM from voltage sensors 78 and 82, and motor rotation speeds MRN1 and MRN2 of motor generators MG1 and MG2, control device 72 includes boost converter 40. Is generated, and the generated signal PWC is output to the boost converter 40. Motor rotation speeds MRN1, MRN2 of motor generators MG1, MG2 are detected by a rotation sensor (not shown).

  Control device 72 generates signal PWM1 for driving motor generator MG1 based on voltage VM from voltage sensor 82, motor current MCRT1 and torque command value TR1 of motor generator MG1, and the generated signal PWM1 is output to the inverter 50. Further, control device 72 generates signal PWM2 for driving motor generator MG2 based on voltage VM from voltage sensor 82, motor current MCRT2 and torque command value TR2 of motor generator MG2, and the generated signal PWM2 is output to the inverter 60. Motor currents MCRT1 and MCRT2 are detected by a current sensor (not shown).

  Further, when control device 72 determines that the engine cannot be started by driving motor generator MG1 with battery B due to the decrease in the SOC of battery B, control device 72 sets signal SE to L level and causes battery B to be connected to power supply line PL1 and ground line. Electrically disconnect from SL. Then, control device 72 rectifies the commercial AC voltage from the commercial AC power source connected to connector 70 based on voltages VACI and VC from connector 70 and voltage sensor 80, and boosts the voltage to a predetermined voltage level. The signals PWM1 and PWM2 for charging the capacitor C are generated, and the generated signals PWM1 and PWM2 are output to the inverters 50 and 60, respectively.

  When control device 72 determines that the SOC of capacitor C has reached a predetermined amount by which motor generator MG1 is driven to start the engine based on voltage VC from voltage sensor 80, voltage from voltage sensor 80 is reached. Based on VC, motor current MCRT1 of motor generator MG1 and torque command value TR1, signal PWM1 for driving motor generator MG1 is generated, and the generated signal PWM1 is output to inverter 50.

  Further, when an AC voltage output request is made to an external AC load connected to connector 70, control device 72 generates AC voltage VACO between neutral points N1 and N2 of motor generators MG1 and MG2. As described above, the signal PWM1 is generated while controlling the sum of the duty ratios of the upper arm power transistors Q11, Q13, and Q15 of the inverter 50 and the lower arm power transistors Q12, Q14, and Q16. The signal PWM2 is generated while controlling the total duty of the power transistors Q21, Q23, Q25 and the power transistors Q22, Q24, Q26 of the lower arm. Then, control device 72 outputs the generated signals PWM1 and PWM2 to inverters 50 and 60, respectively.

  FIG. 6 is a functional block diagram of the control device 72 shown in FIG. Referring to FIG. 6, control device 72 includes a converter control unit 122 and an inverter control unit 124. Based on torque command values TR1 and TR2 of motor generators MG1 and MG2, motor rotation speeds MRN1 and MRN2, and voltages VB and VM from voltage sensors 78 and 82, converter control unit 122 has power transistors Q31, A signal PWC for turning on / off Q32 is generated, and the generated signal PWC is output to boost converter 40.

  Inverter control unit 124 generates signal PWM1 for turning on / off power transistors Q11-Q16 of inverter 50 based on torque command value TR1 of motor generator MG1, motor current MCRT1, and voltage VM from voltage sensor 82, The generated signal PWM1 is output to the inverter 50.

  Further, inverter control unit 124 generates signal PWM2 for turning on / off power transistors Q21-Q26 of inverter 60 based on torque command value TR2 of motor generator MG2 and motor current MCRT2 and voltage VM from voltage sensor 82. Then, the generated signal PWM2 is output to the inverter 60.

  Further, inverter control unit 124 calculates the SOC of battery B based on voltage VB from voltage sensor 78 in accordance with signal ST. When inverter control unit 124 determines that the engine cannot be started by driving motor generator MG1 with battery B due to the decrease in SOC of battery B, inverter controller 124 charges capacitor C using a commercial AC power source connected to connector 70. Therefore, signals PWM1 and PWM2 for turning on / off power transistors Q11 to Q16 and Q21 to Q26 of inverters 50 and 60 are generated based on voltages VACI and VC from connector 70 and voltage sensor 80, and the generated signals PWM1 and PWM2 are output to inverters 50 and 60, respectively.

  Further, inverter control unit 124 calculates the SOC of capacitor C based on voltage VC from voltage sensor 80. When inverter control unit 124 determines that the SOC of capacitor C has reached a predetermined amount capable of starting the engine by driving motor generator MG1 with capacitor C, voltage VC from voltage sensor 80 and torque of motor generator MG1 are determined. Based on command value TR1 and motor current MCRT1, signal PWM1 for turning on / off power transistors Q11-Q16 of inverter 50 is generated, and the generated signal PWM1 is output to inverter 50.

  In addition, inverter control unit 124 has an AC voltage between neutral points N1 and N2 of motor generators MG1 and MG2 in response to a signal AC indicating an output request of AC power to an external AC load connected to connector 70. In order to generate VACO, signals PWM1 and PWM2 for driving inverters 50 and 60 are generated, and the generated signals PWM1 and PWM2 are output to inverters 50 and 60, respectively.

  FIG. 7 is a detailed functional block diagram of inverter control unit 124 shown in FIG. Referring to FIG. 7, inverter control unit 124 includes control unit 142, motor control phase voltage calculation units 144 and 146, duty ratio calculation unit 148, and PWM signal conversion units 150 and 152.

  Control unit 142 receives voltages VB and VC from voltage sensors 78 and 80, voltage VACI from connector 70, and signals ST and AC. When control unit 142 determines that the start of the engine has been instructed based on signal ST, it calculates the SOC of battery B based on voltage VB, and from a predetermined SOC that can start engine by driving motor generator MG1. Also, it is determined whether the SOC of the battery B is large. When the SOC of battery B is equal to or higher than the predetermined SOC, control unit 142 generates control signal CTL1 and outputs it to motor control phase voltage calculation unit 144 and PWM signal conversion unit 150.

  On the other hand, when the SOC of battery B is smaller than the predetermined SOC, control unit 142 generates a control signal CTL2 to charge capacitor C using a commercial AC power source connected to connector 70, and is used for motor control. Phase voltage calculation sections 144 and 146 and PWM signal conversion sections 150 and 152 are output, and target charging voltage VCref of capacitor C is output to duty ratio calculation section 148.

  Then, control unit 142 calculates the SOC of capacitor C based on voltage VC from voltage sensor 80, and whether or not the SOC of capacitor C has reached a predetermined SOC that can drive motor generator MG1 and start the engine. Determine whether. If control unit 142 determines that the SOC of capacitor C has reached a predetermined SOC, control unit 142 stops outputting control signal CTL2, and sends control signal CTL1 to motor control phase voltage calculation unit 144 and PWM signal conversion unit 150. Output.

  If control unit 142 determines that there is a request for output of an AC voltage to an external AC load connected to connector 70 based on signal AC, control unit 142 generates control signal CTL3 and motor control phase voltage calculation unit 144. 146 and PWM signal converters 150 and 152.

  Motor control phase voltage calculation unit 144 receives torque command value TR1 and motor current MCRT1 of motor generator MG1, voltage VM from voltage sensor 82, and control signals CTL1 to CTL3 from control unit 142.

  When motor control phase voltage calculation unit 144 receives control signal CTL1 or CTL3 from control unit 142, it applies to each phase coil of motor generator MG1 based on voltage VM, torque command value TR1 and motor current MCRT1. The voltage is calculated, and each calculated phase coil voltage is output to the PWM signal converter 150.

  Further, when the motor control phase voltage calculation unit 144 receives the control signal CTL2 from the control unit 142, the motor control phase voltage calculation unit 144 stops its operation.

  Motor control phase voltage calculation unit 146 receives torque command value TR2 and motor current MCRT2 of motor generator MG2, voltage VM from voltage sensor 82, and control signals CTL2 and CTL3 from control unit 142.

  The motor control phase voltage calculation unit 146 stops its operation when receiving the control signal CTL2 from the control unit 142.

  When motor control phase voltage calculation unit 146 receives control signal CTL3 from control unit 142, it applies to each phase coil of motor generator MG2 based on voltage VM, torque command value TR2, and motor current MCRT2. The voltage is calculated and the calculated phase coil voltage is output to the PWM signal converter 152.

  Duty ratio calculation unit 148 sets voltage VC of capacitor C to target charging voltage VCref based on voltage VACI from connector 70, voltage VC from voltage sensor 80, and target charging voltage VCref from control unit 142. , And outputs the calculated duty ratio to the PWM signal converters 150 and 152.

  More specifically, duty ratio calculation unit 148 operates when power voltage QCI of inverter 50 is set when voltage VACI is positive, that is, when voltage level of AC line ACL1 is positive and voltage level of AC line ACL2 is negative. And / or Q14, Q16) is turned on / off to calculate a duty ratio for setting the voltage VC of the capacitor C to the target charging voltage VCref, and the calculated duty ratio is output to the PWM signal converter 150. At this time, the duty ratio calculation unit 148 outputs the duty ratio to 0 to the PWM signal conversion unit 152.

  Further, duty ratio calculation unit 148 has power transistor Q22 (and / or Q24) of inverter 60 when voltage VACI is negative, that is, when the voltage level of AC line ACL1 is negative and the voltage level of AC line ACL2 is positive. , Q26) is turned on / off to calculate a duty ratio for setting the voltage VC of the capacitor C to the target charging voltage VCref, and the calculated duty ratio is output to the PWM signal converter 152. At this time, the duty ratio calculation unit 148 outputs a duty ratio of 0 to the PWM signal conversion unit 150.

  When receiving the control signal CTL1 from the control unit 142, the PWM signal conversion unit 150 turns on the power transistors Q11 to Q16 of the inverter 50 based on the phase coil voltage commands from the motor control phase voltage calculation unit 144. The signal PWM1 to be turned off / off is generated, and the generated signal PWM1 is output to the power transistors Q11 to Q16 of the inverter 50.

  Further, when receiving the control signal CTL2 from the control unit 142, the PWM signal conversion unit 150 determines the power transistor Q12 (and / or Q14, Q16) of the inverter 50 based on the duty ratio received from the duty ratio calculation unit 148. The on / off signal PWM1 is generated, and the generated signal PWM1 is output to the power transistor Q12 (and / or Q14, Q16) of the inverter 50.

  Further, when receiving the control signal CTL3 from the control unit 142, the PWM signal conversion unit 150 sets a duty for switching control based on each phase coil voltage command received from the motor control phase voltage calculation unit 144 to a predetermined value. A signal PWM1 for turning on / off each of the power transistors Q11 to Q16 of the inverter 50 while changing with the frequency is generated, and the generated signal PWM1 is output to the power transistors Q11 to Q16 of the inverter 50.

  When receiving the control signal CTL2 from the control unit 142, the PWM signal conversion unit 152 turns on / off the power transistor Q22 (and / or Q24, Q26) of the inverter 60 based on the duty ratio received from the duty ratio calculation unit 148. The signal PWM2 to be turned off is generated, and the generated signal PWM2 is output to the power transistor Q22 (and / or Q24, Q26) of the inverter 60.

  Furthermore, when receiving the control signal CTL3 from the control unit 142, the PWM signal conversion unit 152 sets a duty for switching control based on each phase coil voltage command received from the motor control phase voltage calculation unit 144 to a predetermined value. A signal PWM2 for turning on / off each of the power transistors Q21 to Q26 of the inverter 60 while changing with the frequency is generated, and the generated signal PWM2 is output to the power transistors Q21 to Q26 of the inverter 60.

  FIG. 8 is a waveform diagram of the total duty and AC voltage VACO when AC voltage VACO is generated. Referring to FIG. 8, a curve k <b> 1 shows a change in the total duty in the switching control of inverter 50, and a curve k <b> 2 shows a change in the total duty in switching control of inverter 60. Here, the total sum of duty is obtained by subtracting the on-duty of the lower arm from the on-duty of the upper arm in each inverter. In FIG. 8, when the duty sum is positive, the neutral point potential of the corresponding motor generator is higher than the intermediate voltage VM / 2 of the inverter input voltage VM, and when the duty sum is negative, It shows that the neutral point potential is lower than the voltage VM / 2.

  Control device 72 periodically changes the sum of the duty of inverter 50 at a predetermined frequency according to curve k1, and periodically changes the sum of the duty of inverter 60 at a predetermined frequency according to curve k2. Here, the sum total of the duty of the inverter 60 is periodically changed by a phase obtained by inverting the phase where the sum of the duty of the inverter 50 changes.

  Then, at the time t0 to t1, the potential at the neutral point N1 becomes higher than the voltage VM / 2, the potential at the neutral point N2 becomes lower than the voltage VM / 2, and between the neutral points N1 and N2. The AC voltage VACO on the positive side is generated. Here, when an external AC load is connected to the connector 70, a surplus current that cannot flow from the upper arm to the lower arm of the inverter 50 starts from the neutral point N1 via the AC line ACL1, the external AC load, and the AC line ACL2. Flows to the neutral point N2, and flows from the neutral point N2 to the lower arm of the inverter 60.

  From time t1 to time t2, the potential at the neutral point N1 is lower than the voltage VM / 2, the potential at the neutral point N2 is higher than the voltage VM / 2, and is negative between the neutral points N1 and N2. Side AC voltage VACO is generated. The surplus current that cannot flow from the upper arm to the lower arm of inverter 60 flows from neutral point N2 to neutral point N1 via AC line ACL2, external AC load and AC line ACL1, and from neutral point N1. It flows to the lower arm of the inverter 50.

  Thus, inverters 50 and 60 can generate AC voltage VACO between neutral points N1 and N2 of motor generators MG1 and MG2.

  FIG. 9 is a schematic block diagram when the engine starting device 200 according to Embodiment 2 of the present invention is applied to a hybrid vehicle. Referring to FIG. 9, motor generator MG <b> 1 is connected to engine 92, starts engine 92, and generates power by the rotational force from engine 92. Motor generator MG2 is coupled to drive wheels 94 to drive drive wheels 94 and generate power during regenerative braking of the hybrid vehicle.

  When the battery generator B cannot drive the motor generator MG1 and start the engine 92 due to the decrease in the SOC of the battery B, a commercial AC power supply is connected to the connector 70, and the motor generators MG1, MG2 and the inverters 50, 60 are connected. The capacitor C is charged from the commercial AC power source. At this time, system relay SR is turned off, and battery B is disconnected from the system.

  When the SOC of capacitor C reaches a predetermined amount capable of starting engine 92 based on voltage VC of capacitor C, motor generator MG1 is driven by inverter 50 using the electric power from capacitor C, and motor generator MG1 The engine 92 is started by the driving force.

  On the other hand, an external AC load is also connected to the connector 70. When an AC power output request is made to the external AC load, an AC voltage is generated between the neutral points of motor generators MG1 and MG2, and the generated AC voltage is output from connector 70 to the external AC load. .

  In the second embodiment, as in the first embodiment, the threshold value of the SOC that can start the engine by driving motor generator MG1 may be changed according to the temperature of the engine.

  In the above description, connector 70 is connected to the neutral point of motor generators MG1 and MG2. However, in each of motor generators MG1 and MG2, either one of the coil ends opposite to the neutral point is connected. You may make it connect.

  In the above description, the external power source connected to the connector 70 is a commercial AC power source. However, the external power source may be a DC power source.

  As described above, according to the second embodiment, the same effect as in the first embodiment can be obtained. Further, according to the second embodiment, after the engine is started, AC power can be supplied to the external AC load connected to the connector 70 using the power generated using the output of the engine. .

  In the above, motor generator MG corresponds to “rotating electric machine” in the present invention, and motor generators MG1 and MG2 correspond to “first rotating electric machine” and “second rotating electric machine” in the present invention, respectively. . Inverter 10 corresponds to "inverter" in the present invention, and inverters 50 and 60 correspond to "first inverter" and "second inverter" in the present invention, respectively. Further, engine and engine 92 correspond to “internal combustion engine” in the present invention, and battery B corresponds to “secondary battery” in the present invention. Furthermore, each of voltage sensors 28 and 80 corresponds to “voltage detection means” in the present invention, and each of connectors 20 and 70 corresponds to “external connection terminal” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is a schematic block diagram of an engine starting device according to Embodiment 1 of the present invention. It is a functional block diagram of the control apparatus shown in FIG. FIG. 2 is a first diagram showing a correlation between OCV and SOC of capacitor C shown in FIG. 1. FIG. 6 is a second diagram showing a correlation between OCV and SOC of capacitor C shown in FIG. 1. It is a schematic block diagram of the engine starting device by Embodiment 2 of this invention. It is a functional block diagram of the control apparatus shown in FIG. It is a detailed functional block diagram of the inverter control part shown in FIG. It is a wave form diagram of the sum total of duty and the alternating voltage when the alternating voltage is generated. It is a schematic block diagram at the time of applying the engine starting device by Embodiment 2 of this invention to a hybrid vehicle.

Explanation of symbols

  10, 50, 60 Inverter, 11, 51, 61 U-phase arm, 12, 52, 62 V-phase arm, 13, 53, 63 W-phase arm, 20, 70 Connector, 22, 72 Controller, 24, 74, 76 Smoothing capacitor, 26, 28, 78, 80, 82 Voltage sensor, 40 Boost converter, 92 Engine, 94 Drive wheel, 100, 200 Engine starter, 112 Charge / discharge control unit, 114, 144, 146 Motor control phase voltage calculation Unit, 116, 148 duty ratio calculation unit, 118, 150, 52 PWM signal conversion unit, 122 converter control unit, 124 inverter control unit, 142 control unit, B battery, C capacitor, SR system relay, PL, PL1, PL2 Power line, SL ground line, L reactor, Q1-Q6, Q11 Q16, Q21-Q26, Q31, Q32 Power transistor, D1-D6, D11-D16, D21-D26, D31, D32 Diode, UL, UL1, UL2 U-phase line, VL, VL1, VL2 V-phase line, WL, WL1 , WL2 W phase line, ACL1, ACL2 AC line, MG, MG1, MG2 motor generator, N1, N2 neutral point.

Claims (9)

A driving device connected to the internal combustion engine and generating a driving force for starting the internal combustion engine using electric power received from an electric power line;
A secondary battery capable of supplying power to the power line;
A capacitor connected to the power line;
A control device for controlling the operation of the driving device ;
Voltage detecting means for detecting the voltage of the capacitor ,
The driving device includes:
A first rotating electrical machine coupled to the internal combustion engine;
A first inverter disposed between the power line and the winding of the first rotating electrical machine,
The first inverter drives the first rotating electric machine so as to generate the driving force in accordance with a driving command given from the control device, and the first rotation in accordance with a charging command given from the control device. Charging the capacitor by controlling the power from the external power source input to the winding of the electric machine to a predetermined voltage level;
The control device calculates the charge amount of the capacitor based on the voltage of the capacitor detected by the voltage detection means,
When the first rotating electrical machine cannot generate the driving force using the power from the secondary battery due to a decrease in the charge amount of the secondary battery, the control device issues the charge command to the first inverter. An internal combustion engine that outputs the drive command to the first inverter when the charge amount of the capacitor reaches a predetermined charge amount required for the first rotating electrical machine to generate the driving force . Starter.   2. The starting device for an internal combustion engine according to claim 1, wherein the predetermined charging amount is smaller as the temperature of the internal combustion engine is higher. Before SL controller commands the first with winding of a rotating electric machine and said first inverter to generate a command for boosting the power from the external power supply to the predetermined voltage level, and the generated The starter for an internal combustion engine according to claim 1 or 2 , wherein the engine is output to the first inverter as the charge command. The internal combustion engine starter according to any one of claims 1 to 3 , wherein electric power from the external power source is input to a neutral point of the winding of the first rotating electrical machine. The starter for an internal combustion engine according to any one of claims 1 to 3 , wherein electric power from the external power supply is input to one end of the first rotating electrical machine opposite to a neutral point of the winding. Further comprising an external connection terminal to which the external power supply can be connected,
The driving device includes :
A different second rotary electric machine and the front Symbol first rotating electric machine,
Further comprising a second inverter disposed between the winding of the second rotating electric machine and said power line,
One of the external connection terminals is connected to the winding of the first rotating electrical machine,
The other of the external connection terminals is connected to a winding of the second rotating electrical machine,
The control device generates a command for boosting electric power from the external power source to the predetermined voltage level using the windings of the first and second rotating electrical machines and the first and second inverters. The starter for an internal combustion engine according to claim 1 or 2, wherein the generated command is output to the first and second inverters as the charging command. A driving device connected to the internal combustion engine and generating a driving force for starting the internal combustion engine using electric power received from an electric power line;
A secondary battery capable of supplying power to the power line;
A capacitor connected to the power line;
A control device for controlling the operation of the driving device;
It has an external connection terminal that can be connected to an external power supply,
The driving device generates the driving force according to a driving command, and charges the capacitor by controlling power from the external power source input to the driving device to a predetermined voltage level according to a charging command,
The control device outputs the charge command to the drive device when the drive device cannot generate the drive force using power from the secondary battery due to a decrease in the charge amount of the secondary battery, and the drive When the charge amount of the capacitor exceeds a predetermined charge amount required for the device to generate the driving force, the drive command is output to the drive device,
The driving device includes:
A first rotating electrical machine coupled to the internal combustion engine;
A first inverter disposed between the power line and the winding of the first rotating electrical machine;
A second rotating electrical machine different from the first rotating electrical machine;
A second inverter disposed between the power line and the winding of the second rotating electrical machine,
One of the external connection terminals is connected to a neutral point of the winding of the first rotating electrical machine,
The other of the external connection terminals is connected to a neutral point of the winding of the second rotating electrical machine,
The control device generates a command for boosting electric power from the external power source to the predetermined voltage level using the windings of the first and second rotating electrical machines and the first and second inverters. , Outputting the generated command to the first and second inverters as the charging command,
The first inverter generates a first AC voltage having a predetermined frequency at a neutral point of the winding of the first rotating electrical machine according to an AC generation command,
The second inverter has the predetermined frequency according to the AC generation command, and converts a second AC voltage obtained by inverting the phase of the first AC voltage to the winding of the second rotating electrical machine. Generated at the neutral point,
The control device issues a command to instruct generation of an AC voltage having the predetermined frequency between neutral points of the first and second rotating electrical machines when an external AC load is connected to the external connection terminal. Furthermore generates and outputs to the first and second inverter command that the generated as the alternating current generating command, the starting device of the internal combustion engine. The internal combustion engine starter according to claim 7, wherein the external power source is a commercial AC power source. A starting device for an internal combustion engine according to claim 7 ,
The internal combustion engine coupled to the first rotating electrical machine;
A vehicle comprising: a drive wheel coupled to the second rotating electrical machine and driven by a driving force generated by the second rotating electrical machine.

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