JPH0530608A - Hybrid system for electric automobile - Google Patents
Hybrid system for electric automobileInfo
- Publication number
- JPH0530608A JPH0530608A JP3176608A JP17660891A JPH0530608A JP H0530608 A JPH0530608 A JP H0530608A JP 3176608 A JP3176608 A JP 3176608A JP 17660891 A JP17660891 A JP 17660891A JP H0530608 A JPH0530608 A JP H0530608A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- charging
- capacitor
- deceleration
- circuit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、直流電源、ホィールに
取り付けられるモータ、直流電源に接続されモータを駆
動するコンバータ、及びコンバータを制御する制御装置
を有する電気自動車のハイブリッドシステムに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid system for an electric vehicle having a DC power supply, a motor mounted on a wheel, a converter connected to the DC power supply to drive the motor, and a control device for controlling the converter.
【０００２】[0002]
【従来の技術】環境汚染が地球規模での大きな問題とな
ってきており、エンジン自動車の排気ガスにも厳しい対
応が迫られている。かかる状況にあって、排気ガスのな
いクリーンな自動車として電気自動車が一部特定の用途
として実用化されているが、より広範にエンジン自動車
に代わって実用に供し得る電気自動車の早期実現が望ま
れている。2. Description of the Related Art Environmental pollution has become a major problem on a global scale, and exhaust gas from engine vehicles is required to be strictly controlled. Under such circumstances, electric vehicles have been put into practical use as clean vehicles with no exhaust gas in some specific applications, but it is desired to realize an electric vehicle that can be put to practical use in a wider range of places instead of engine vehicles in an early stage. ing.
【０００３】電気自動車の現状は、エンジン自動車と比
較すると、連続走行距離や加速性能等の面から見てまだ
かなり劣っている。エンジン自動車と同等の走行性を保
証するには、その動力源であるバッテリーや太陽電池の
小型、大容量化が最も大きな課題の１つである。しか
し、現状のバッテリーを搭載した電気自動車でも、エン
ジン自動車に近い走行性を実現するために、様々な研究
開発がなされている。The current state of electric vehicles is still inferior to engine vehicles in terms of continuous mileage and acceleration performance. In order to ensure the same drivability as an engine vehicle, one of the biggest challenges is to make the power source, such as a battery or a solar cell, smaller and larger in capacity. However, various researches and developments have been carried out in order to realize a running performance similar to that of an engine vehicle even in an electric vehicle equipped with a current battery.
【０００４】図６は電気自動車の駆動制御回路の従来例
を示す図であり、ＤＣブラシレスモータ６８の回転シャ
フトに車輪のホィールを取り付け、バッテリー（ＤＣ電
源）６１を電源としブリッジ回路６３を介してＤＣブラ
シレスモータ６８を駆動するものである。ＤＣブラシレ
スモータ６８には、回転位置を検出するためのレゾルバ
６９が取り付けられ、レゾルバ回路６８によりレゾルバ
６９を励磁してレゾルバ信号を取り出し、磁極位置（回
転位置）を検出する。また、ブリッジ回路６３とＤＣブ
ラシレスモータ６８との間には電流センサ６７を接続し
てＵＶ相の電流を検出する。そして、与えられた電流指
令、回転方向指令、回生指令、運転指令に基づき電流波
形制御回路６５により磁極位置と検出電流をフィードバ
ック信号として入力してＵＶＷ相のＰＷＭ信号を生成
し、ベースドライバ回路６４によりＵＶＷ相のＰＷＭ信
号に基づいてブリッジ回路６３の駆動信号を生成する。
これらブリッジの駆動電源や制御電源は、バッテリー６
１に接続された電源回路６２により所定の電圧に変換し
て供給される。また、バッテリー６１と並列に平滑用と
してコンデンサＣが接続される。FIG. 6 is a diagram showing a conventional example of a drive control circuit for an electric vehicle. Wheels of wheels are attached to a rotating shaft of a DC brushless motor 68, and a battery (DC power source) 61 is used as a power source via a bridge circuit 63. The DC brushless motor 68 is driven. A resolver 69 for detecting a rotational position is attached to the DC brushless motor 68, and the resolver circuit 68 excites the resolver 69 to extract a resolver signal and detect a magnetic pole position (rotational position). A current sensor 67 is connected between the bridge circuit 63 and the DC brushless motor 68 to detect the UV-phase current. Then, based on the given current command, rotation direction command, regeneration command, and operation command, the current waveform control circuit 65 inputs the magnetic pole position and the detected current as a feedback signal to generate a UVW-phase PWM signal, and the base driver circuit 64. Thus, a drive signal for the bridge circuit 63 is generated based on the UVW-phase PWM signal.
The drive power and control power of these bridges are battery 6
The power supply circuit 62 connected to 1 converts the voltage into a predetermined voltage and supplies the voltage. A capacitor C is connected in parallel with the battery 61 for smoothing.
【０００５】[0005]
【発明が解決しようとする課題】しかし、従来の電気自
動車の駆動回路は、上記のようにバッテリーを電源とし
て駆動しているだけであるため、種々の問題が生じてい
る。例えば減速時に回生制動をかけると、急速充電によ
るバッテリーの劣化が生じるが、その対策がなされてい
ないため、バッテリーの寿命が著しく短くなってしま
う。また、電気的に減速量をコントロールする手段も備
えていないため、摩擦ブレーキに負担がかかり高速走行
からの速やかな減速が難しく、繰り返し減速に対する耐
久性が低くなってしまう。However, since the conventional drive circuit for an electric vehicle is driven only by the battery as a power source as described above, various problems occur. For example, when regenerative braking is applied during deceleration, deterioration of the battery due to rapid charging occurs, but since no countermeasure has been taken, the life of the battery is significantly shortened. Further, since there is no means for electrically controlling the amount of deceleration, the friction brake is burdened, it is difficult to quickly decelerate from high speed running, and durability against repeated deceleration becomes low.
【０００６】このようにバッテリーの劣化や減速性能等
の問題から長距離、長時間の走行が難しく、エンジン自
動車と同じような加速、減速性能を期待することが難し
かった。As described above, it is difficult to travel a long distance for a long time due to problems such as deterioration of the battery and deceleration performance, and it is difficult to expect the same acceleration and deceleration performance as an engine vehicle.
【０００７】本発明の目的は、バッテリーへの充電量を
制限しながら減速量をコントロールできるようにするこ
とである。本発明の他の目的は、バッテリーの容量以上
の加速、減速エネルギーを得ることである。本発明のさ
らに他の目的は、走行距離の増大を可能にすることであ
る。An object of the present invention is to control the amount of deceleration while limiting the amount of charge to the battery. Another object of the present invention is to obtain acceleration and deceleration energy exceeding the capacity of the battery. Yet another object of the present invention is to enable an increase in mileage.
【０００８】[0008]
【課題を解決するための手段】本発明の電気自動車のハ
イブリッドシステムは、直流電源、ホィールに取り付け
られるモータ、直流電源に接続されモータを駆動するコ
ンバータ、及びコンバータを制御する制御装置を有する
電気自動車において、直流電源として、バッテリーと大
容量コンデンサと加速／減速に応じてバッテリー及び大
容量コンデンサを放電／充電の切り換えを行う切り換え
手段とを有し、回生制動による充電モード時にはバッテ
リーへの充電を制限して大容量コンデンサに急速放電／
充電の分担を大きくするように構成したことを特徴とす
る。A hybrid system for an electric vehicle according to the present invention includes a DC power source, a motor mounted on a wheel, a converter connected to the DC power source for driving the motor, and a control device for controlling the converter. In the above, a DC power source has a battery, a large-capacity capacitor, and a switching means for switching between discharging and charging the battery and the large-capacity capacitor in accordance with acceleration / deceleration, and limits charging to the battery in a charging mode by regenerative braking. And then rapidly discharge to a large-capacity capacitor /
It is characterized in that it is configured to increase the charge sharing.
【０００９】[0009]
【作用及び発明の効果】本発明の電気自動車のハイブリ
ッドシステムでは、直流電源として、バッテリーと大容
量コンデンサと加速／減速に応じてバッテリー及び大容
量コンデンサを放電／充電の切り換えを行う切り換え手
段とを有し、回生制動による充電モード時にはバッテリ
ーへの充電を制限して大容量コンデンサに急速放電／充
電の分担を大きくするように構成したので、バッテリー
が大きな加速／減速に対応できる容量がなくても、大容
量コンデンサで対応できる。したがって、バッテリーの
急速充電を避けることができ、バッテリーの劣化を防ぐ
ことができる。In the hybrid system for the electric vehicle of the present invention, the battery, the large-capacity capacitor, and the switching means for switching between discharging and charging the battery and the large-capacity capacitor according to acceleration / deceleration are provided as the DC power source. Also, in the charging mode by regenerative braking, the charging of the battery is limited and the large-capacity capacitor is configured to increase the share of rapid discharge / charging, so that even if the battery does not have a large capacity for acceleration / deceleration. A large capacity capacitor can be used. Therefore, rapid charging of the battery can be avoided, and deterioration of the battery can be prevented.
【００１０】[0010]
【実施例】以下、本発明の実施例を図面により説明す
る。図１は本発明の電気自動車のハイブリッドシステム
の１実施例を示す図である。Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an embodiment of a hybrid system for an electric vehicle according to the present invention.
【００１１】図１（イ）において、バッテリー１は、エ
ネルギーレベリング回路２を介して定常低電流充・放電
によりモータ７を駆動するものであり、コンデンサ４
は、並直切換回路５を介して非定常高電流充・放電によ
りモータ７を駆動する大容量コンデンサである。充電コ
ントローラ３は、バッテリー１からコンデンサ４への充
電を制御するものであり、コンバータ６は、バッテリー
１及びコンデンサ４によるモータ７の駆動を制御するも
のである。コントローラ８は、加速、減速、定速走行に
応じてコンバータ６を制御するものである。本発明は、
特に、加速／減速時において、コンデンサ４に大電流の
急速充・放電を行うようにし、バッテリー１からの放電
電流をエネルギーレベリング回路２で制限して、バッテ
リー１の急速充電による劣化を防止するように構成して
いる。In FIG. 1A, a battery 1 drives a motor 7 through a constant low current charge / discharge via an energy leveling circuit 2 and a capacitor 4
Is a large-capacity capacitor that drives the motor 7 through unsteady high-current charging / discharging via the parallel / serial switching circuit 5. The charge controller 3 controls charging from the battery 1 to the capacitor 4, and the converter 6 controls driving of the motor 7 by the battery 1 and the capacitor 4. The controller 8 controls the converter 6 according to acceleration, deceleration, and constant speed traveling. The present invention is
In particular, during acceleration / deceleration, a large current is rapidly charged / discharged in the capacitor 4, and the discharge current from the battery 1 is limited by the energy leveling circuit 2 to prevent deterioration of the battery 1 due to rapid charging. Is configured.
【００１２】例えば今、交差点のように図１（ロ）に示
す速度曲線で繰り返し加速、減速しようとする場合のバ
ッテリー１とコンデンサ４のエネルギー分担の例を示し
たのが図１（ハ）である。FIG. 1C shows an example of energy sharing between the battery 1 and the capacitor 4 when repeatedly accelerating and decelerating with the speed curve shown in FIG. 1B like an intersection. is there.
【００１３】まず、（ロ）の速度曲線で示すようにｔ1
から直線的に加速を開始しｔ2 で定速走行に移行する場
合、（ハ）のエネルギー分担で示すように最終値のｅ1
に対し、そのうちバッテリーではｅ2 だけ分担して残り
（ｅ1 −ｅ2 ）をコンデンサが分担する。定速走行に移
行するとｅ3 を全部バッテリーで分担する。そして、ｔ
3 から減速を開始しｔ4 で停止するまでの間は、回生制
動をかけることによりｅ5 のうちｅ4 だけバッテリーが
回収し残り（ｅ5 −ｅ4 ）をコンデンサに回収する。一
時停止後再度ｔ5 からスタートしてｔ6 で定速走行に移
行し、ｔ7 から減速を開始しｔ8 で停止するまでも同様
である。このように大量の急速放出、急速回収をコンデ
ンサで分担することによって、バッテリーではほぼ定常
値の範囲内で放出、回収を行えばよいので、バッテリー
の利用効率を高め、寿命も延ばすことができる。First, as shown by the velocity curve (b), t 1
When linear acceleration is started from and the vehicle moves to constant speed running at t 2 , the final value e 1 as shown in (c) Energy sharing
On the other hand, in the battery, only e 2 is shared and the rest (e 1 -e 2 ) is shared by the capacitor. When shifting to constant speed driving, all e 3 is shared by the battery. And t
During the period from the start of deceleration from 3 until the stop at t 4 , regenerative braking is applied to recover the battery by e 4 of e 5 and the remaining (e 5 −e 4 ) is collected in the capacitor. The same applies until the vehicle starts again from t 5 after a temporary stop, shifts to constant speed traveling at t 6 , starts decelerating from t 7 , and stops at t 8 . By thus sharing a large amount of rapid release and rapid recovery by the capacitor, it is sufficient for the battery to release and recover within a range of a substantially constant value, so that the utilization efficiency of the battery and the life thereof can be extended.
【００１４】上記のようなコンデンサとしては、例えば
スーパーキャパシタと呼ばれる電極／電解質界面形成に
よる電気化学コンデンサを用いることができる。この電
気化学コンデンサは、従来のソリッドステート等のもの
と比較して３桁程度容量が大きいことから、最近注目さ
れているものであり、このような大容量の電気化学コン
デンサを使用することによって上記本発明の実現が容易
になった。As the above-mentioned capacitor, for example, an electrochemical capacitor by forming an electrode / electrolyte interface called a supercapacitor can be used. This electrochemical capacitor has recently been attracting attention because it has a capacity of about three orders of magnitude larger than that of a conventional solid state or the like. By using such a large capacity electrochemical capacitor, Implementation of the present invention has been facilitated.
【００１５】図２乃至図４は本発明の電気自動車のハイ
ブリッドシステムの具体的な回路の構成例を示す図であ
る。2 to 4 are diagrams showing a concrete circuit configuration example of the hybrid system of the electric vehicle of the present invention.
【００１６】図２（イ）に示す例は、バッテリー１２の
回収充電回路をスイッチＳＷ２と電流制御回路１３との
直列回路で構成し、放電回路をスイッチＳＷ１と整流回
路Ｄとの直列回路で構成したものであり、これらの回路
を通してコンデンサ１１と共にブリッジ回路からなるコ
ンバータ１４に接続してモータ１５を駆動している。充
電回路及び放電回路をトランジスタで構成した例を示し
たのが図２（ロ）である。ＰＮＰタイプのトランジスタ
ＴＲ１、ＴＲ２をバッテリー１２の出力端子に逆並列接
続したものであり、トランジスタＴＲ１が、ベースに印
加されるオン／オフ信号によりスイッチングを行う
（イ）の放電回路を構成し、トランジスタＴＲ２が、ト
ランジスタＴＲ４のオン／オフによりスイッチングと電
流制御を行う（イ）の回収充電回路を構成している。す
なわち、抵抗Ｒ１、Ｒ２及びトランジスタＴＲ３、ＴＲ
4 からなるトランジスタＴＲ２のベース駆動回路は、ト
ランジスタＴＲ４をオン／オフすることにより駆動する
ものであり、抵抗Ｒ１、Ｒ２、あるいはトランジスタＴ
Ｒ４のベースバイアスを制御することにより電流を制御
する。In the example shown in FIG. 2A, the recovery charging circuit for the battery 12 is composed of a series circuit of a switch SW2 and a current control circuit 13, and the discharging circuit is composed of a series circuit of a switch SW1 and a rectifying circuit D. Through these circuits, the motor 15 is driven by being connected to the converter 14 including the capacitor 11 and the bridge circuit. FIG. 2B shows an example in which the charging circuit and the discharging circuit are formed using transistors. The PNP type transistors TR1 and TR2 are connected in anti-parallel to the output terminal of the battery 12, and the transistor TR1 constitutes a discharge circuit of (a) which performs switching by an on / off signal applied to the base, TR2 constitutes a recovery / charging circuit (a) that performs switching and current control by turning on / off the transistor TR4. That is, the resistors R1 and R2 and the transistors TR3 and TR
The base drive circuit of the transistor TR2 composed of 4 drives by turning on / off the transistor TR4. The base drive circuit includes resistors R1 and R2, or a transistor T2.
The current is controlled by controlling the base bias of R4.
【００１７】図３（イ）に示す例は、コンデンサ１１及
びバッテリー１２と、コンバータ１４との間に減速量に
応じて回収電流を制御する電流制御回路２１を接続した
ものである。基本的には図２においてバッテリー１２に
接続したスイッチＳＷ２と電流制御回路１３からなる回
収充電回路と、スイッチＳＷ１と整流回路Ｄからなる放
電回路と同じ構成となり、（ロ）に示すようにトランジ
スタＴＲ５〜ＴＲ８及び抵抗Ｒ３、Ｒ４からなる。そし
て、抵抗Ｒ４又はトランジスタＴＲ８のベースバイアス
を制御することによって減速量に応じた電流制御が行わ
れる。In the example shown in FIG. 3A, a current control circuit 21 for controlling the recovery current according to the deceleration amount is connected between the capacitor 11 and the battery 12 and the converter 14. Basically, the configuration is the same as that of the recovery charging circuit including the switch SW2 and the current control circuit 13 connected to the battery 12 and the discharging circuit including the switch SW1 and the rectifying circuit D in FIG. ~ TR8 and resistors R3 and R4. Then, by controlling the base bias of the resistor R4 or the transistor TR8, current control according to the deceleration amount is performed.
【００１８】図４に示す例は、図３の変形例を示したも
のであり、コンバータ１４を構成するブリッジ回路で電
流制御を行うようにしたものである。従来は、先に説明
したようにブリッジ回路のトランジスタを電流波形制御
回路で生成されたＰＷＭ信号によりオン／オン制御して
いたが、回収充電回路を構成するトランジスタＴＲＵ
２、ＴＲＶ２、ＴＲＷ２の駆動回路は、例えば図３
（ロ）のトランジスタＴＲ７、ＴＲ８、及び抵抗Ｒ３、
Ｒ４からなる駆動回路と同様な構成とする。The example shown in FIG. 4 shows a modification of FIG. 3, in which the bridge circuit constituting the converter 14 controls the current. Conventionally, as described above, the transistor of the bridge circuit is ON / ON-controlled by the PWM signal generated by the current waveform control circuit, but the transistor TRU forming the recovery charging circuit is used.
2, TRV2, and TRW2 drive circuits are shown in FIG.
(B) transistors TR7 and TR8, and a resistor R3,
The configuration is similar to that of the drive circuit made up of R4.
【００１９】図５はコンデンサとバッテリーの直並列切
換回路を備えた本発明の他の実施例を示す図であり、コ
ンデンサ３１は、スイッチＳＷＣ１〜ＳＷＣ４で切り換
え接続可能な複数の直列回路から構成され、また、バッ
テリー３２もレベリング回路３３の下に複数の直列回路
から構成されると共に、スイッチＳＷＣ４、ＳＷＢ１に
よりバッテリー３２とコンデンサ３１をブリッジ回路３
４に直列に接続できるように構成されている。そして、
回生制動によりモータ３５からエネルギーを回収する場
合には、スイッチＳＷＣ１〜ＳＷＣ３、ＳＷＢ１をそれ
ぞれ閉にすると共にスイッチＳＷＣ４をアース側のａ接
点に切り換え、コンデンサ３１の各直列回路Ｃ11〜
Ｃ1n、Ｃ21〜Ｃ2n、Ｃ31〜Ｃ3nとバッテリー３２の直列
回路を全て並列にしてブリッジ回路３４に接続する。ま
た、モータ３５へエネルギーを放出する加速時には、ス
イッチＳＷＢ１を開にし、スイッチＳＷＣ４をバッテリ
ー３２とコンデンサ３１とが直列接続されるｂ接点に切
り換えると共に、スイッチＳＷＣ１〜ＳＷＣ３を順次切
り換えて開閉する。このようにしてバッテリー３１を切
離して残りにコンデンサ３１の各直列回路Ｃ11〜Ｃ1n、
Ｃ21〜Ｃ2n、Ｃ31〜Ｃ3nを順次接続して時系列的にコン
デンサ３１の各直列回路Ｃ11〜Ｃ1n、Ｃ21〜Ｃ2n、Ｃ31
〜Ｃ3nのエネルギーを放出する。なお、バッテリー３２
は、３個以上あってもよいし、スイッチＳＷＢ１は、レ
ベリング回路３３とバッテリー３２にあって、そのスイ
ッチＳＷＢ１とバッテリー３２との接続点にスイッチＳ
ＷＣ４の接点ｂを接続するように構成したもよい。FIG. 5 is a diagram showing another embodiment of the present invention provided with a capacitor / battery serial / parallel switching circuit. The capacitor 31 is composed of a plurality of series circuits which can be switched and connected by switches SWC1 to SWC4. Also, the battery 32 is composed of a plurality of series circuits below the leveling circuit 33, and the bridge circuit 3 connects the battery 32 and the capacitor 31 by the switches SWC4 and SWB1.
4 can be connected in series. And
When recovering energy from the motor 35 by regenerative braking, the switches SWC1 to SWC3 and SWB1 are closed, and the switch SWC4 is switched to the contact a on the ground side, and the series circuits C 11 to C 11 of the capacitor 31 are connected.
All the series circuits of C 1n , C 21 to C 2n , C 31 to C 3n and the battery 32 are connected in parallel and connected to the bridge circuit 34. Further, at the time of acceleration for releasing energy to the motor 35, the switch SWB1 is opened, the switch SWC4 is switched to the b-contact in which the battery 32 and the capacitor 31 are connected in series, and the switches SWC1 to SWC3 are sequentially switched to open and close. In this way, the battery 31 is separated, and the remaining series circuits C 11 to C 1n of the capacitor 31 are
C 21 -C 2n, the series circuits of the time series capacitor 31 are sequentially connected to C 31 ~C 3n C 11 ~C 1n , C 21 ~C 2n, C 31
Emit energy of ~ C3n . The battery 32
May be three or more, and the switch SWB1 is provided in the leveling circuit 33 and the battery 32, and the switch SB1 is provided at the connection point between the switch SWB1 and the battery 32.
It may be configured to connect the contact b of the WC4.
【００２０】なお、本発明は、上記の実施例に限定され
るものではなく、種々の変形が可能である。例えば上記
の実施例では、トランジスタを用いて説明したが、サイ
リスタその他の半導体スイッチング素子を用いてもよい
し、これらとトランジスタとを組み合わせて用いてもよ
い。また、１組のホィールを駆動する例で示したが、各
ホィール単位で駆動する所謂ホィールモータに適用して
もよいことはいうまでもない。The present invention is not limited to the above embodiment, but various modifications can be made. For example, in the above embodiments, the description has been made using the transistor, but a thyristor or other semiconductor switching element may be used, or these may be used in combination with a transistor. Although an example of driving one set of wheels has been shown, it goes without saying that the invention may be applied to a so-called wheel motor that drives each wheel.
【００２１】以上に説明したように、本発明によれば、
加速、減速時のエネルギー放出、回収に際し、バッテリ
ーの負担を抑えてコンデンサに分担させるので、減速時
のバッテリーの急速充電を抑えることができ、急速充電
に基づく劣化を防ぎ、寿命を長くすることができる。し
かも、減速時の大量のエネルギーをコンデンサに回収し
て加速時のエネルギーとして利用するので、加速時のバ
ッテリー負担を軽減することができ、バッテリーの利用
効率を高めることができる。したがって、電気自動車に
おける走行距離を長くし、加速、減速性能を高めること
ができる。As described above, according to the present invention,
When releasing or recovering energy during acceleration or deceleration, the burden on the battery is suppressed and the capacitor is shared, so quick charging of the battery during deceleration can be suppressed, deterioration due to rapid charging can be prevented, and life can be extended. it can. Moreover, since a large amount of energy at the time of deceleration is collected in the capacitor and used as energy at the time of acceleration, it is possible to reduce the battery load at the time of acceleration, and it is possible to improve the battery utilization efficiency. Therefore, the traveling distance of the electric vehicle can be increased and the acceleration / deceleration performance can be improved.
【図１】 本発明の電気自動車のハイブリッドシステム
の１実施例を示す図である。FIG. 1 is a diagram showing an embodiment of a hybrid system for an electric vehicle of the present invention.
【図２】乃至FIG. 2
【図４】 本発明の電気自動車のハイブリッドシステム
の具体的な回路の構成例を示す図である。FIG. 4 is a diagram showing a configuration example of a specific circuit of a hybrid system for an electric vehicle of the present invention.
【図５】 コンデンサとバッテリーの直並列切換回路を
備えた本発明の他の実施例を示す図である。FIG. 5 is a diagram showing another embodiment of the present invention including a series-parallel switching circuit for a capacitor and a battery.
【図６】 電気自動車の駆動制御回路の従来例を示す図
である。FIG. 6 is a diagram showing a conventional example of a drive control circuit of an electric vehicle.
１…バッテリー、２…エネルギーレベリング回路、３…
充電コントローラ、４…コンデンサ、５…並直切換回
路、６…コンバータ、７…モータ、８…コントローラ1 ... Battery, 2 ... Energy leveling circuit, 3 ...
Charge controller, 4 ... Capacitor, 5 ... Parallel-switching circuit, 6 ... Converter, 7 ... Motor, 8 ... Controller
Claims (1)
ータ、直流電源に接続されモータを駆動するコンバー
タ、及びコンバータを制御する制御装置を有する電気自
動車において、直流電源として、バッテリーと大容量コ
ンデンサと加速／減速に応じてバッテリー及び大容量コ
ンデンサを放電／充電の切り換えを行う切り換え手段と
を有し、回生制動による充電モード時にはバッテリーへ
の充電を制限して大容量コンデンサに急速放電／充電の
分担を大きくするように構成したことを特徴とする電気
自動車のハイブリッドシステム。Claims: 1. An electric vehicle having a DC power supply, a motor mounted on a wheel, a converter connected to the DC power supply for driving the motor, and a control device for controlling the converter. Has a large-capacity capacitor and switching means for switching between discharging and charging the battery and the large-capacity capacitor in accordance with acceleration / deceleration, and limits the charging of the battery in the charging mode by regenerative braking to rapidly discharge the large-capacity capacitor. / A hybrid system for electric vehicles, which is configured to increase the charge sharing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3176608A JPH0530608A (en) | 1991-07-17 | 1991-07-17 | Hybrid system for electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3176608A JPH0530608A (en) | 1991-07-17 | 1991-07-17 | Hybrid system for electric automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0530608A true JPH0530608A (en) | 1993-02-05 |
Family
ID=16016546
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3176608A Pending JPH0530608A (en) | 1991-07-17 | 1991-07-17 | Hybrid system for electric automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0530608A (en) |
Cited By (21)
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|---|---|---|---|---|
| US5563479A (en) * | 1993-10-29 | 1996-10-08 | Aisin Seiki Kabushiki Kaisha | Power supply apparatus for electric vehicle |
| US5883496A (en) * | 1996-05-08 | 1999-03-16 | Toyota Jidosha Kabushiki Kaisha | Electric vehicle power supply |
| US5948327A (en) * | 1996-04-05 | 1999-09-07 | Hoya Corporation | Lens injection-compression-molding method |
| WO2001008921A1 (en) * | 1999-08-02 | 2001-02-08 | Nissan Diesel Co., Ltd. | Power source system for driving vehicle |
| KR100423217B1 (en) * | 1995-09-27 | 2004-05-17 | 모토로라 인코포레이티드 | Hybrid energy storage system |
| WO2008007626A1 (en) | 2006-07-10 | 2008-01-17 | Toyota Jidosha Kabushiki Kaisha | Vehicle power control device |
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| US5948327A (en) * | 1996-04-05 | 1999-09-07 | Hoya Corporation | Lens injection-compression-molding method |
| US5883496A (en) * | 1996-05-08 | 1999-03-16 | Toyota Jidosha Kabushiki Kaisha | Electric vehicle power supply |
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| US6777912B1 (en) | 1999-08-02 | 2004-08-17 | Nissan Diesel Motor Co, Ltd. | Power source system for driving vehicle |
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