JPH0638306A - Hybrid automobile - Google Patents

Abstract

PURPOSE:To provide a hybrid automobile which can travel at high speed without deteriorating a drive power supply. CONSTITUTION:A control section 30 makes a decision whether a DC power supply 21 is deteriorated by charging electromotive force of a DC brushless motor 15. The control section 30 makes a decision that the DC power supply 21 has deteriorated when counter-electromotive force E exceeds allowable value E1 of the DC power supply 21 or when the difference DELTAE between the counter- electromotive force E and DC power supply voltage (residual amount of DC power supply) E0 reaches a range for causing boosting charge. A charge stop signal j0 is then delivered to a charge stop circuit 61. The charge stop circuit 61 interrupts base current supply from a base drive circuit 64 to a power transistor 63. Consequently, the power transistor 63 is turned OFF to interrupt charging and high speed traveling is sustained without deteriorating the DC power supply 21.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle having an engine and a motor, for example,
The present invention relates to protection of a driving power supply supplied to a motor.

[0002]

2. Description of the Related Art In recent years, interest in the environment of the earth has increased, and social demands such as destruction of the natural environment due to air pollution, global warming, and prevention of deterioration of living space due to noise have increased. Along with this, an electric vehicle that drives a vehicle with clean electric power without using an internal combustion engine such as an engine that causes exhaust gas as a drive source is drawing attention. An electric vehicle rotates an electric motor with electric power supplied from a large-capacity drive power source, and uses it as a driving force for the vehicle.
Then, the required torque value is calculated from the operation amount such as the accelerator depression amount or the brake depression amount, and the electric current corresponding to the calculated torque value is supplied to the electric motor, so that an appropriate amount according to the driver's request is obtained. Realize running.

However, this electric vehicle requires a driving power source, it takes a long time to charge it, and there is not always sufficient equipment for charging the driving power source. Therefore, a hybrid vehicle has been developed in which a conventional engine that easily supplies fuel and a motor that is clean as energy are combined.
In this hybrid vehicle, the engine and the motor are connected by a clutch or the like, so that the motor and the engine as a drive source are appropriately switched and used according to various conditions such as a traveling speed and a traveling area. In such a conventional hybrid vehicle, the motor output shaft and the engine output shaft are connected to each other, and when the engine is traveling alone, the motor rotates, and the motor drive power supply can be charged by using the motor as a generator. (JP-A-59
-204402, page 5, upper right column).

[0004]

However, since the motor shaft and the engine output shaft are directly connected and the motor is closer to the drive wheels than the engine, the motor also rotates when the engine is driven. Therefore, for example, when driving only by the engine during high-speed traveling, the motor idles at a high speed. Therefore, electromotive force is induced in the motor, and when the voltage value exceeds the potential of the driving power source, the generated current flows as a charging current in the battery. This charging current flows backward to the drive power supply via the flywheel diode that is provided with the switching element that controls the voltage applied to the motor.Therefore, the amount of regeneration cannot be controlled by the switching element, and the allowable value of the drive power supply can be adjusted. If it exceeds the limit, liquid leakage or damage to the electrode plate may occur, causing deterioration of the performance of the driving power supply. Therefore, in the conventional hybrid type vehicle, the maximum speed could not be increased to the full capacity of the engine. For example, a speed of 1 for an onboard engine
Despite having a capacity of 80 [km / h], there was also a hybrid type vehicle whose maximum speed was suppressed to 140 [km / h] due to back electromotive force.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a hybrid type vehicle capable of running at high speed without deteriorating the driving power source.

[0006]

According to another aspect of the present invention, there is provided a first drive means for electrically generating a torque for driving a vehicle, and a first drive means for generating a torque for driving a vehicle by an internal combustion engine. 2 driving means, a driving power source that supplies power to the first driving means and is charged by charging from the first driving means, and the driving power source deteriorates when the first driving means is not driven Deterioration determining means for determining whether or not the state is charged, and when the deterioration determining means determines that the drive power source is in a state of deterioration, the first drive means stops charging the power source. A charging stop means is provided in a hybrid vehicle to achieve the above object. According to a second aspect of the invention, in the hybrid vehicle according to the first aspect, the charging is stopped by electrically disconnecting the driving power source and the first driving means by the charging stopping means. According to the invention of claim 3, in the hybrid vehicle according to claim 1,
The charging is stopped by separating the non-driving first driving means from the rotational driving system by the driving second driving means by the charging stopping means.

[0007]

In the hybrid type vehicle of the present invention, the second driving means is driven when the first driving means for electrically driving the vehicle is not driven, and for example, the power source for driving the brushless DC motor is charged. In this case, the deterioration determining means determines whether or not the driving power source is in a deteriorated state. Then, when it is determined that the state is deteriorated, the charging stop means electrically disconnects the driving power source from the first driving means, or the second driving means being driven does not drive the rotary driving system. The first driving means is separated and the charging is stopped.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the hybrid vehicle of the present invention will be described in detail below with reference to FIGS. FIG. 1 shows the basic configuration of a hybrid vehicle. This hybrid vehicle is equipped with an engine 11 as a second drive means. The output shaft 12 of the engine 11 is connected to the input shaft of a connecting / disconnecting portion (clutch) 13. Output shaft 14 of the connecting / disconnecting portion 13
Is fixed to the rotor input side of the motor 15 as the first driving means. The connecting / disconnecting portion 13 is composed of a clutch and the like, and engages and disengages with the output shaft 12 to transmit the rotation of the output shaft 12 to the drive system output shaft 16 side. On the other hand, the rotor output side of the motor 15 is also connected to one end of the drive system output shaft 16, and the other end of the drive system output shaft 16 is connected to the differential device 17. The output rotation of the differential device 17 is transmitted to the drive wheels 19 via the drive shaft 18.

Various motors such as a DC motor are used as the motor 15. In this embodiment, a rotor composed of permanent magnets having 6 poles and an electromagnetic coil composed of windings of three phases, that is, a stator coil are provided. Brushless DC motor 1
5 is used. The hybrid vehicle includes a DC power source 21 as a driving power source that supplies electric power for driving the motor 15. This DC power supply 21
Various secondary batteries such as a lead acid storage battery, a nickel cadmium battery, a sodium-sulfur battery, a lithium secondary battery, a hydrogen secondary battery, and a redox type battery are used. The DC power supply 21 is composed of, for example, a 240 [V] DC power supply.

The hybrid type vehicle is equipped with an engine controller 22, a connecting / disconnecting part controller 23, and a motor controller 24 for controlling these parts. Further, a voltage detection circuit 26 for detecting the state of each part, a vehicle speed sensor 27, an accelerator sensor 28, a brake sensor 29, and a shift lever sensor (not shown) for detecting the position of the shift lever are provided. The engine controller 22 adjusts the opening of the throttle valve according to the required output torque value. The connecting / disconnecting portion controller 23 controls the connecting / disconnecting portion 13 to selectively output the driving force of the engine 11 and the driving force of the brushless DC motor 15 to the drive system output shaft 16 according to the traveling mode of the hybrid vehicle. Control. Brushless DC is a driving mode for hybrid vehicles.
The first driving mode in which the motor 15 is driven alone, the second driving mode in which the engine 11 is driven alone, and the brushless D
The II which runs using both the C motor 15 and the engine 11
The I traveling mode is automatically selected according to the vehicle speed or the accelerator opening, or is selected by the driver.

The motor controller 24 is a DC power source 21.
The current supplied from the brushless DC motor 15 is converted into a current value for generating the required torque and supplied to the brushless DC motor 15, and regeneration from the brushless DC motor 15 to the DC power supply 21 is performed. A charging stop means is provided to prevent an unexpected charging current from flowing from the motor to the power supply side when the motor 15 is not driven. The voltage detection circuit 26 includes an analog-digital conversion circuit (not shown), which directly detects the voltage of the DC power supply 21, converts the detected voltage into a digital value, and outputs a voltage value signal. The vehicle speed sensor 27 detects the vehicle speed from the rotation speed of the drive system output shaft 16, and the accelerator sensor 28 detects the opening degree of the accelerator.
The brake sensor 29 is adapted to detect the amount of depression of the brake pedal.

The hybrid type vehicle also has a controller 3
0, and the control unit 30 performs CP for various controls.
It has a U (central processing unit) 31. This CPU31
A ROM (read only memory) 33, a RAM (random access memory) 34, an output I / F (interface) via a bus line 32 such as a data bus.
35 and the input I / F 36 are connected to each other. RO
The M33 stores various programs and data for the CPU 31 to determine the traveling state and the like based on various signals input from the input I / F 36 and to appropriately control each unit. The RAM 34 is a working memory for the CPU 31 to perform processing in accordance with the programs and data stored in the ROM 33, and temporarily stores various signals input from the input I / F 36 and control signals output from the output I / F 35. It is supposed to be done.

The output I / F 35 of the control unit 30 is connected to a disconnecting section controller 23, an engine controller 22 and a motor controller 24, respectively, and a CPU
A control signal is supplied from 31 in accordance with traveling conditions and the like. On the other hand, a voltage detection circuit 26, a vehicle speed sensor 27, an accelerator sensor 28, and a brake sensor 29 are connected to the input I / F 36, and a CPU 31
The respective detection signals and the like are read by.

FIG. 2 shows the circuit configuration of the motor controller 24 of the hybrid type vehicle and its surroundings. As shown in this figure, the rotor of the resolver 42 is connected to the rotor shaft 41 of the brushless DC motor 15 so as to rotate integrally therewith.
The motor controller 24 includes a resolver circuit 43 connected to this resolver 42. Resolver circuit 43
Applies the AC voltages x and y of Em sin ωt and Em cos ωt to the resolver 42, receives the resolver signal a of the AC voltage Emsin (ωt + θ) from the resolver 42, detects the absolute position of the magnetic pole of the rotor, and detects the current waveform. Control circuit 44
The excitation position signal b is output to. In addition,
As a means for detecting the absolute position of the magnetic pole of the rotor, for example, an optical rotary encoder or a magnetic encoder (for example, one using a Hall element or a ferromagnetic thin film) may be used.

In the electric power waveform control circuit 44, the current corresponding to the load condition of the hybrid type vehicle, for example, the depression amount of the accelerator or the brake is applied to the brushless DC motor 1.
5 is a circuit for controlling so that a predetermined torque is obtained by being supplied to No. 5. That is, the output I / F of the control unit 30
35, a current command signal j for commanding a required current
1, the rotation direction command signal j2, the regenerative signal j3, and the operation command signal j4 are supplied, and based on these signals, the pulse width modulation (PWM) signal d of the UVW phase having the duty ratio corresponding to the required current is used as a base. It is designed to output to the drive circuit 52.

The motor controller 24 is a brushless D
A bridge circuit 46 for exciting the stator coil of the C motor 15 is provided. The bridge circuit 46 includes six power transistors 51 to 56, and the base of the power transistors 51 to 56 is supplied with a transistor drive signal c as a switching signal from the base drive circuit 52. The base drive circuit 52 receives the PW supplied from the current waveform control circuit 44.
The power transistors 51 to 56 are driven according to the M signal d.

Further, the motor controller 24 is 240
A power supply circuit 57 for converting the [V] DC power supply 21 into predetermined voltages q and r is provided. The power supply circuit 57 supplies the drive power q for driving the power transistors 51 to 56 to the bridge circuit 46 to the base drive circuit 52, and the control power supply voltage r to the control unit 30 current waveform control circuit 44. It is supplied to each circuit such as the base drive circuit 52.

A large-capacity capacitor 57 for smoothing purposes is connected in parallel with the bridge circuit 46 to stabilize the voltage supplied from the DC power supply 21 to the bridge circuit 46. The phase current supplied from the bridge circuit 46 to the brushless DC motor 15 is detected by the current sensor 58, and the U-phase current detection signal s and the V-phase current detection signal t are supplied to the current waveform control circuit 44. It The current waveform control circuit 44 controls the phase and waveform of the phase current supplied from the bridge circuit 46 by these detection signals s and t and the excitation position signal b supplied from the resolver circuit 43.

In this embodiment, the motor controller 24 is provided with a charge stop circuit 61 as a charge stop means for stopping the charging of the brushless DC motor 15 from the motor 15 to the DC power supply 21. . The charge stop circuit 61 has a diode 62, which is connected in the forward direction from the DC power supply 21 toward the bridge circuit 46 and supplies the power of the DC power supply 21 to the bridge circuit 46. In this diode 62,
A power transistor 63 is connected in parallel, and an anode and an emitter and a cathode and a collector are connected to each other. A base drive circuit 64 is connected to the base of the power transistor 63, and the base drive circuit 64 receives the control signal j supplied from the control unit 30.
The switching operation of the power transistor 63 is controlled according to 0. An IGBT (insulated gate bipolar transistor) is used as the power transistor 63, and an FET (field effect transistor) or another element may be used.

Next, the charging phenomenon when the motor is not driven in the hybrid type vehicle thus constructed will be described. Outline of Charging Phenomenon When the engine rotates at high speed, the motor rotor also rotates at high speed. However, if the induced voltage of the motor is higher than the voltage of the driving power supply at this time, the motor is connected in antiparallel with the switching element of the bridge circuit 46. Current flows backwards through the flywheel diode and charges the drive power supply. Note that this charging phenomenon is distinguished from the regenerative operation. The control unit 30 determines from the load conditions such as the shift lever position, the accelerator pedal, and the depression amount of the brake to determine whether or not the regeneration is performed while the hybrid vehicle is traveling. A switching signal for regeneration is output to the circuit 46. Figure 3
It is for explaining the charging stop state in which the charging is stopped. As shown in this figure, as the charge stop operation,
When the voltage E induced in the motor coil exceeds the allowable value E1 of the DC power supply 21, and the difference ΔE between the induced voltage E and the DC power supply voltage (DC power supply remaining amount) E0 has reached the range in which a rapid charge state occurs. In that case, stop charging.

Details of Charge Stop Operation FIG. 4 shows the details of the charge stop determination process. The CPU 31 determines whether the mode in which the vehicle is currently traveling is the second traveling mode in which the engine 11 alone travels (step 11). In the case of the second traveling mode (step 11; Y), the CPU 31 determines the current vehicle speed V from the vehicle speed sensor 27 (step 12). Then, the induced voltage E generated in the brushless DC motor 15 from this vehicle speed V
Is calculated and the calculated voltage E is stored in the RAM 34 (step 13). Regarding the relationship between the vehicle speed and the induced voltage E shown in FIG. 3, the corresponding calculation formula or map is ROM.
It is stored in 33.

Then, the CPU 31 determines whether or not the induced voltage E is equal to or higher than the charging allowable voltage E1 of the DC power source 21 (step 14). When the charging allowable voltage E1 or more (step 14; Y), the CPU 31 outputs the output I / F.
The charge stop signal j0 is output to the charge stop circuit 61 of the motor controller 24 via 35 (step 15).
When this charge stop signal j0 is supplied, the charge stop circuit 6
The base drive circuit 64 of 1 is the power transistor 6
For 3, the supply of the base current is stopped. As a result, the power transistor 63 is turned off (step 16), and charging by the induced voltage of the brushless DC motor 15 is stopped, so that high-speed traveling is continued without degrading the DC power supply 21.

On the other hand, in step 14, the induced voltage E
However, if the charging allowable voltage E1 of the DC power supply 21 has not been reached (step 14; N), the voltage E0 of the DC power supply 21 detected by the voltage detection circuit 26 is fetched (step 17).
Then, in step 13, the voltage E stored in the RAM 34 is read out, and the voltage difference ΔE from the voltage E0 is calculated (step 18), and it is determined whether or not this voltage difference ΔE is in a range that causes the DC power supply 21 to rapidly charge. (Step 1
9). If the voltage difference is within the rapid charging range (step 1
9; Y), the process proceeds to step 15, and charging of the DC power supply 21 from the brushless DC motor 15 is stopped.

When the voltage difference ΔE is not within the rapid charging range (step 19; N) and when it is determined in step 11 that the vehicle is in the Ith traveling mode or the IIIth traveling mode (step 11; N), the CPU 31 I / F
The charge signal stop j0 is supplied to the charge stop circuit 61 of the motor controller 24 via 35 (step 2).
0). In this case, the CPU 31 does not output the charge stop signal j0 to the charge stop circuit 61. Therefore, the base current is output from the base drive circuit 64, and the power transistor 63 is turned on (step 21).
As a result, the counter electromotive force generated in the brushless DC motor 15 is regenerated to the DC power supply 21 via the transistor or flywheel diode of the bridge circuit and the power transistor 63.

In the first embodiment described above, the power transistor 63 is used as an electronic contact, and ON / OFF control is performed by the base drive circuit 64. However, the power transistor 63 is charged from the brushless DC motor 15. It may be used as a current control element for current. That is, the CPU 31 limits the charging current by calculating the current value that can be charged to the DC power supply 21 and controlling the current supplied from the base drive circuit 64 to the base of the power transistor 63. For example, the voltage difference Δ
When E is in the rapid charging range, the CPU 21 calculates the charging current in the range where the DC power supply 21 does not deteriorate, and supplies the corresponding base current to the power transistor 63.

FIG. 5 shows the circuit configuration of the motor controller 24 and its periphery in the second embodiment. In the second embodiment, the charge stop circuit 71 as the charge stop means is composed of a relay 72 and a relay circuit 73 for controlling ON / OFF of the contacts of the relay 72. As the relay 72, the b contact is connected between the DC power supply 21 and the bridge circuit 46. In the second embodiment, the charging stop signal j0 is not output from the control unit 30 in a state where the DC power supply 21 can be charged without deterioration and is in a state other than regeneration. Therefore, the relay 72 of the charge stop circuit 71 is in the OFF state, the b contact thereof is in the connected state, and power is supplied to the brushless DC motor 15 and charging or regeneration from the brushless DC motor 15 is performed.

On the other hand, when the back electromotive force voltage E exceeds the allowable value E1 of the DC power supply 21, and the difference ΔE between the back electromotive force voltage E and the DC power supply voltage (DC power supply remaining amount) E0, rapid charging is performed. When it reaches the range that causes the condition, stop charging. That is, when the control unit 30 determines that the DC power supply 21 is in a charging stop state in which the charging should be stopped because the deterioration occurs, the control unit 30 supplies the charging stop signal j0 to the charging stop circuit 71. In the charging stop circuit 71, when the charging stop signal j0 is supplied, the relay circuit 73 causes the relay 72 to
Is operated to disconnect the b contact. Therefore, the brushless DC motor 15 and the DC power supply 21 are electrically disconnected, and the charging is stopped.

Next, a third embodiment will be described. FIG. 6 shows the configuration of a third embodiment of a hybrid vehicle. In the first and second embodiments, deterioration of the DC power supply 21 due to inflow of an excessive current from the brushless DC motor 15 is cut off or limited by an electric circuit (charging stop circuits 61, 71) arranged between the two. I decided to do it. On the other hand, in the third embodiment,
The motor 15 and the output shaft 14 are connected by a clutch, and this clutch is configured to function as a charge stopping means. As a result, in the second traveling mode of the engine 11 traveling alone, the output shaft 12 of the engine 11
The brushless DC motor 15 is disconnected from the drive system output shaft 16 that is connected to and rotates with the motor to prevent the motor from idling and protect the DC power supply 21 from deterioration due to regeneration of excessive current.

In the third embodiment, the disconnecting portion 13
Is composed of a clutch C1 that connects the output shaft 12 of the engine 11 and the drive system output shaft 16, and the motor 15 includes a transmission 81. The transmission 81 includes a planetary gear set 82, a clutch C0 and a one-way clutch F.
0 and a brake B0. The planetary gear set 81 has a sun gear 83, a plurality of pinions 84, a carrier 85 connecting the pinions 84, and a ring gear 86, and the ring gear 86 is connected to the drive system output shaft 16. In this embodiment, the clutch C0 and the brake B0 are connected to each other by the disconnecting portion controller 2
3 is controlled.

On the other hand, the clutch C0 connects the sun gear 83 and the carrier 85, and the brake B0 locks the sun gear 83 to the case 87. The one-way clutch F0 is arranged between the sun gear 83 and the carrier 85. The brushless DC motor 15 is composed of a permanent magnet rotor 88 and a three-phase eight-pole stator 89, and a rotor output shaft 90 of the rotor 88 is connected to a carrier 85.

FIG. 7 shows the configuration of the motor controller 24 and its periphery in the third embodiment. In the third embodiment, the clutch C0 and the brake B0 function as mechanical charging stop means,
The charge stop circuits 61 and 7 in the first and second embodiments.
1 (FIGS. 2 and 5) is not provided and has the same configuration.
Further, as in the first embodiment, the control unit 30 functions as a deterioration determination unit, and charging is possible without deterioration of the DC power supply 21, or is a charging stopped state in which charging should be stopped due to deterioration. To judge. Then, according to each of the determined states, the CPU 31 instructs the disconnecting section controller 23 via the output I / F 35 to engage and release the brake B0, the clutch C0, and the clutch C1.

The operation of the third embodiment thus constructed will be described below. When the brushless DC motor 15 is driven When the brushless DC motor 15 is traveling alone, the CPU 31
Through the output I / F 35, the connection controller 23 is instructed to release the clutch C1 and to instruct or disengage the brake B0 and the clutch C0 in accordance with the selection of the low speed stage and the high speed stage. When the low speed stage is selected, the sun gear 83 is locked to the case 87 by the brake B0. At this time, the rotor 88 input from the carrier 85
Rotation is reduced and output to the ring gear 86. On the other hand, when the high speed stage is selected, the brake B0 is released and the sun gear 83 and the carrier 85 are connected by the clutch C0 (one-way clutch F0). As a result, the rotor 88 rotates at the same speed as the ring gear 8
6 is output to the drive system output shaft 16.

When the engine 11 is driven When the engine 11 is driven, the CPU 31 controls the output I / F 3
5 to the disconnecting portion controller 23, the clutch C1
Is instructed to be engaged. When the charging is performed, if the control unit 30 determines that the DC power supply 21 is in a chargeable state without deterioration, it appropriately instructs the engagement and release of the brake B0 and the clutch C0, and outputs the drive system output. The rotation of the shaft 16 is taken into the rotor from the ring gear 86. Induction power is generated by the rotation of the rotor, and when the potential of the DC power supply 21 is exceeded, the power supply is charged.

On the other hand, when the control unit 30 determines that the DC power supply 21 is in a charging stopped state in which the charging should be stopped due to deterioration, the CPU 31 causes the connection / disconnection controller 23 to engage the clutch C1 and the brake. B0 and clutch C0
Instruct to open. As a result, the drive torque of the engine 12 is transmitted to the drive system output shaft 16 via the clutch C1. At this time, the ring gear 86 also rotates, but since the brake B0 and the clutch C0 are released (the one-way clutch F0 is in the free direction), the carrier 85 becomes free and the rotor 88 does not rotate. Therefore, even if the drive system output shaft 16 rotates at high speed due to the rotation of the engine 11, the rotation is not transmitted to the brushless DC motor 15 and does not run idle, so that an excessive current is generated and deterioration of the DC power supply 21 is prevented.

FIG. 8 shows the construction of the connecting / disconnecting portion 13 and its periphery in the fourth embodiment of the hybrid vehicle. In the fourth embodiment, similarly to the third embodiment, the idling of the motor is prevented by disconnecting the connection between the motor output shaft and the engine output shaft with a clutch. The configuration of the motor controller 24 in the fourth embodiment is the same as that shown in FIG.

In this hybrid vehicle drive system, the drive system output shaft 16 is connected to the rotor output shaft 90 of the brushless DC motor 15 via the clutch C2, and the transmission 81 and the clutch C1. The engine 11 is connected. The output shaft 12 of the engine 11 is connected to a clutch C1, which is a carrier 8 of a planetary gear set 82 that forms a part of a transmission 81.
Connected to 5. And planetary gear set 8
Two ring gears 86 are connected to the drive system output shaft 16. In the third embodiment described above, the rotor is freed by opening both the brake B0 and the clutch C0 at the same time, whereas in the hybrid vehicle according to the fourth embodiment, the brake B0 and the clutch C0 are released. Since the operation is selective, the clutch C2 is designed to free the rotor. That is, by releasing the clutch C2, the brushless DC motor 15 is disconnected from the drive system output shaft 16, and the DC power source 21
Of the rotor is prevented from being lost.

FIG. 9 shows the structure of the connecting / disconnecting portion 13 and its periphery in the fifth embodiment of the hybrid vehicle. In the fifth embodiment, as in the third embodiment, the idling of the motor is prevented by disconnecting the connection between the motor output shaft and the engine output shaft with the clutch. In this embodiment, two stages of connecting clutches are arranged on the engine side and two stages on the motor side. The configuration of the motor controller 24 is also the same as that shown in FIG.

In this hybrid vehicle drive system, the drive system output shaft 16 is connected to the ring gear 86 of the planetary gear set 82 which constitutes the transmission 81. In the carrier 85 of the planetary gear set 82,
The brushless DC motor 15 is connected via the clutch C2, and the engine 11 is connected via the clutch C1. Also in the fourth embodiment configured as described above, the brushless DC motor 15 is disconnected from the drive system output shaft 16 by opening the clutch C2,
The idling of the rotor that deteriorates the DC power supply 21 is prevented.

[0039]

As described above, according to the present invention,
When the deterioration determining means determines that the driving power source is deteriorated by the first driving means when the first driving means is not driven, the charging stopping means charges the power source from the first driving means. Since it is configured to stop, it is possible to travel at high speed without degrading the driving power supply.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram of an embodiment of a hybrid vehicle of the present invention.

FIG. 2 is a circuit configuration diagram of a motor controller of a hybrid vehicle and its peripheral diagram.

FIG. 3 is an explanatory diagram of a charging stop state in which regeneration is stopped, same as above.

FIG. 4 is a flowchart showing a regenerative determination process of a regenerative operation by the hybrid vehicle.

FIG. 5 is a motor controller circuit configuration diagram and a peripheral diagram thereof in the second embodiment.

FIG. 6 is a configuration diagram of a connecting / disconnecting portion and a peripheral view thereof in the third embodiment.

FIG. 7 is a configuration diagram of a motor controller and a peripheral view thereof in the third embodiment.

FIG. 8 is a configuration diagram of a connecting / disconnecting portion and a peripheral view thereof in the fourth embodiment.

FIG. 9 is a configuration diagram of a connecting / disconnecting portion and a peripheral view thereof in the fifth embodiment.

[Explanation of symbols]

 11 Engine 13 Disconnection Section 15 Brushless DC Motor 16 Drive System Output Shaft 21 DC Power Supply 26 Voltage Detection Circuit 27 Vehicle Speed Sensor 30 Control Section 31 CPU 46 Bridge Circuit 61 Charge Stop Circuit 63 Power Transistor 64 Base Drive Circuit 81 Gearbox 82 Planetary Gear Set 83 Sun gear 84 Pinion 85 Carrier 86 Ring gear 88 Permanent magnet type rotor 89 Stator 89 90 Rotor output shaft B0 Brake C0, C1, C2 clutch F0 One way clutch

Claims (3)

[Claims] 1. A first drive means for electrically generating a torque for driving a vehicle, a second drive means for generating a torque for driving a vehicle by an internal combustion engine, and a power source for the first drive means. And a drive power source that is charged by regeneration from the first drive means and a deterioration determination that determines whether or not the drive power source is in a state of deterioration when the first drive means is not driven. And a charge stopping unit that stops charging of the power source by the first driving unit when the deterioration determining unit determines that the charging is in a state in which the driving power source deteriorates. Hybrid type car. 2. The hybrid vehicle according to claim 1, wherein the charging stopping means stops the charging by electrically disconnecting the driving power source and the first driving means. 3. The charging stopping means stops the charging by separating the non-driving first driving means from the rotary driving system by the driving second driving means. Hybrid type car.