JPS60187201A - Electric vehicle driven by internal combustion engine - Google Patents

Abstract

PURPOSE:To absorb part or all of braking power by an engine brake by operating a generator as a motor by reversely converting a converter at the generator side at the braking time. CONSTITUTION:A synchronous generator 2 is coupled with a Diesel engine 1 as an internal combustion engine to supply an AC power to a converter 11 at a generator side. The output of the converter 11 is supplied through a filter reactor 4L, a filter capacitor 4C and GTO inverters 8L, 8R as converters at a motor side to an induction motor 9L coupled with a left wheel and an induction motor 9R coupled with right wheel, respectively. When a traveling vehicle starts being braked, the motors 9L, 9R become induction generators to supply powers through the inverters 8L, 8R and the converter 11 to the generator 1. Thus, the generator 2 becomes the synchronous motor to act an engine brake.

Description

[Detailed Description of the Invention] [Technical Field to which the Invention Pertains] This invention relates to an internal combustion engine-driven electrical system that is equipped with an internal combustion engine, a generator, and a semiconductor converter, and drives wheels via an AC motor. Regarding vehicles.

[Prior art and its problems]

For large construction machinery vehicles such as large dump trucks and self-propelled crane trucks, it is important that the equipment mounted on the vehicle is small and lightweight, easy to maintain, and that continuous unloading is required. In order to obtain continuous non-mechanical braking, this method is better than the conventional mechanical type, which applies power from an internal combustion engine to the wheels via a clutch, reduction gear, or differential gear. An internal combustion engine drives an alternating current generator, and a semiconductor converter converts the output of this alternator into variable voltage/variable frequency alternating current power, which drives an alternating current motor connected to the wheels. The formula has started to be used.

Figure 1 shows 3 phases @,! 1 is a main circuit connection diagram showing a conventional example of an internal combustion engine-driven electric vehicle in which wheels are driven by four electric motors. In FIG. 1, a synchronous generator 2 is connected to an internal combustion engine 1 such as a diesel engine or a gasoline engine, and a synchronous generator 2 is connected to the synchronous generator tr1.
The output of the diode rectifier 3 is converted into direct current.

An inverted filter formed by a filter reactor 4L and a filter capacitor 4C is connected to a circuit that connects the DC side of this diode rectifier 3 and the DC side of GTC inverters 8L and 8R, which will be described later. The direct current output from the diode rectifier 3 is
Power is smoothed. This smoothed 11-current power is input to the GT (5 inverters 8L and 8R) as a converter on the motor side, which is preferably a gate turn-off thyristor.
do. The induction motor 9L that drives the left wheel is G for the left wheel.
The visiting electric rock 9R that drives the right wheel receives AC power from the T6 inverter 8L and from the GT (5 inverter 8R) for the right wheel. Because it converts DC power into AC power with variable voltage and variable frequency,
The rotational speed and torque of 9L and 9R, that is, the running speed and traction torque of the vehicle, are controlled by the forward conversion operation of GTO inverters 8L and 8R. Inverter 8L and electric motor 9 for the left wheel and inverter 8R and t for the right wheel.
Motive 9R can be controlled separately (11t1), so it is possible to run smoothly on curves.Also, even if drowning occurs between the wheel and the ground, the torque and rotational speed of the wheel can be controlled. Through control, this slippage can be quickly eliminated.

The direct current intermediate circuit includes a braking resistor 6 and a chopper 7.
When the connection circuit is connected and the vehicle is to be operated under braking, the induction motors 9L and 9R are operated as induction generators, and the GTO inverters 8L and B< are operated in reverse order to generate the above-mentioned interference generator. AC power from is converted to DC power by f:1! lL! Since the direct current power is sent to the DC intermediate circuit, this DC force is consumed by the braking resistor 6 via the chopper 7, thereby suppressing the speed of the vehicle. At this time, adjustment of the power consumed by the dynamic resistance 6 is delayed by controlling the chopper 7.

In the conventional example shown in Fig. 1, this vehicle can obtain sufficient and stable traction and braking force depending on the speed, but
For restraint braking when descending, use that ft1ll movement 1iI, and apply all the forces continuously with tlill dynamic resistance 6? 11, a large capacitance resistor is required. Since such a thick braking resistor 6 must be installed, not only does the loaded weight and space used for the vehicle's original purpose decrease, but also the braking resistor 6 reduces the vehicle's capacity. This has the disadvantage of deteriorating fuel efficiency.

[Purpose of the invention]

This invention reduces the 1li consumed by braking resistance during braking operation.
It is an object of the present invention to provide an internal combustion engine-driven electric vehicle which can reduce the braking resistance and reduce the weight by reducing the force (bv1) in the motion 1 and improve the fuel efficiency during driving.

[Rest of invention]

This invention uses a diode rectifier that converts AC power and force from an AC generator into DC power, and converts the DC power into AC θ11. City 1
By using a converter that can also operate as a power converter, and operating this converter in reverse during braking, the alternating current generator connected to the internal combustion engine can be operated as an output power converter. , is connected to the DC intermediate circuit to apply engine braking /'li! jll Sengi J'
The objective is to reduce the total 4-dynamic force expended in +1 and to make the braking resistance smaller and lighter.

[Embodiments of the invention]

FIG. 2 is a main circuit connection diagram showing an embodiment of the present invention,
The content of the present invention will be explained in detail below with reference to FIG.

In FIG. 2, a synchronous generator 2 is connected to a diesel engine 1 serving as an internal combustion engine 4'J, and a generator 1U
AC power is supplied to the first converter 11. This generator side converter 11 is a bridge connection of diodes and thyristors connected in antiparallel to each other, and the alternating current blc'-power from the synchronous generator 2 is the light '1, and the machine side converter 1
1 can be converted into direct current by the diode composing it, and if the thyristor of this is turned on and off appropriately, the power can be converted into an output and synchronously sent. IiJ: Machine 2 can also be operated by electric motor.

The DC side of the generator side converter 11 is so-called II':l0i
C middle 1. ) 1 circuit, and this DC 1i41 circuit includes a filter reactor 4L and a filter capacitor → J-4
A filter formed in an inverted shape is connected to C.
The pulsating component of the DC power output from the generator-side converter 11 is removed. This smoothed DC power is input to the GT (5 inverters 8L and 8R) as a converter on the motor side, which is composed of a gate turn-off thyristor.
AC power is separately supplied from the GTO inverter 8R to the fat 4 electric motor 9R connected to the right wheel, and the variable voltage output from these GTO inverters 8L and 8R is - Variable frequency alternating current power allows the vehicle to operate at the desired traction torque and travel speed.

When a running vehicle configured as described above enters a braking operation, the diesel engine 1 is idling, so the synchronous generator 2 is generating AC voltage, and therefore the DC intermediate circuit is connected to the generator. It is charged with the DC voltage from the diode of the 1111 converter 11. Assuming that the vehicle is going down a slope, the left and right induction motors 9L and 9R are rotated through the wheels by the 1η energy possessed by this vehicle, so that the induction motors 9L and 9R take advantage of fat induction. to generate AC power, and GTCI inverter 8
L and 8R convert this AC power into DC power and send it to the DC intermediate circuit. At this time, since the synchronous generator 2 is generating AC voltage as described above, the generator side converter 11 is capable of reverse conversion operation in the same way as a separately excited converter connected to a normal power system. By performing a reverse conversion operation on this generator-side converter 11, the generator-side converter 11 receives electric power sent from the induction motors 9L and 9R to the current open circuit, and further sends it to the synchronous generator 2. Sends out AC power.

As mentioned above, the synchronous generator 2 is the generator 1μ11 transformer 1.
Synchronization t14' after receiving the AC power reversely converted by 1.
mJ aircraft, and its speed is faster than the speed of diesel engine 1 during idle link. This increase in m1llt of the diesel engine 1 during idling means that engine braking is applied, so the energy held by the vehicle that is descending from F= is absorbed by this engine braking. The traveling speed of the vehicle will be suppressed. In the embodiment shown in FIG. 2, a braking resistor 6 and a chopper 7 are installed, but if the generator-side converter 11 and the chopper 7 are properly controlled, the vehicle can be braked. It is possible to freely set the ratio in which the energy generated when the brake is applied is absorbed by the engine brake and the braking resistor 6, so in extreme cases, the braking resistor 6 and the chopper 7 may not be necessary. . Therefore, '66 of braking resistance 6 and chopper 7
can be made much smaller than before.

FIG. 3 is a main circuit connection diagram showing a second embodiment of the present invention, and in this FIG.
1 filter reactor 4L, braking resistance 6, chopper 7,
Electric motor Bil + GTO inverter 8L and 8R as converter % Codes and names attached to induction motors 9L and 9R
Since the purpose and function are the same as those shown in FIG. 2, the explanation thereof will be omitted.

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d? A generator 1 side converter 1 for converting the DC power into DC power and outputting it to the DC intermediate circuit, and inversely converting the DC power from the DC intermediate circuit to operate the synchronous generator 2 as a motor.
2 is configured by connecting anti-parallel circuits of Cyrisks in a bridge connection, so even if the output voltage of the synchronous motor 2 is constant, the direct IAf and intermediate circuit voltage can be changed. The operation during braking is the same as that described in the embodiment shown in FIG.

In addition, as shown in FIG.
Even if the generator-side converter 12 shown in the figure is #l' and the constituent elements are triacs, and a K41A converter capable of forward and inverse conversion is formed by bridge-connecting these, it is also possible to use GTO instead of a thyristor. Even if a semiconductor switching element such as a thyristor or a transistor is used, the same operation as in the above-described embodiment can be achieved, and these are consistent with the spirit of the present invention.

〔Effect of the invention〕

According to this invention, the alternating current power output from the internal combustion engine is converted into direct current power by the generator-side converter capable of forward and reverse conversion. Therefore, when braking, this converter on the generator side performs reverse conversion operation, and the electric power returned from the electric motor that drives the wheels is given to the above-mentioned alternator. By operating the engine, part or all of the braking force is absorbed by the engine brake.Therefore, when it is necessary to operate the engine for a long period of time, for example, when continuously dismounting, the braking operation is performed. Since the braking force 1σ that occurs due to this can be absorbed by the engine brake, it corresponds to the engine brake that absorbs the braking resistance in the intermediate circuit and the chopper force by this engine brake. As a result, the braking resistance and chopper can be made extremely small.Therefore, it is possible not only to expand the payload and space, which was the original purpose of the vehicle, but also to It is also possible to improve fuel efficiency during driving.

[Brief explanation of drawings]

Part 1 is a main circuit connection diagram illustrating a conventional example of an internal combustion/sealed and hidden ridge-type vehicle, FIG. 2 is a main circuit connection diagram illustrating an embodiment of the present invention, and FIG. FIG. 3 is a main circuit connection diagram showing a second embodiment. 1... Diesel engine as an internal combustion engine, 2...
・Synchronous generator, 3... diode rectifier, 4C...
Filter capacitor, 4L...filter reactor,
6... Braking resistance, 7... Chopper, 13L, 8R・
...GTO inverter, 9L, as motor side converter,
9R... Induction motor, 11.12... Generator side converter.

Claims (1)

[Claims] 1) An internal combustion engine and an alternator are connected, the output of the alternator is converted to direct current by a first semiconductor converter, the direct current is converted to alternating current by a second semiconductor converter, and this alternating current is connected to the wheels. In an internal combustion engine-driven electric vehicle that controls speed by controlling torque and rotational speed by applying voltage to a connected induction motor, the first semiconductor converter is configured as a converter capable of 11@ conversion and inverse conversion operations. An internal combustion engine-driven electric vehicle characterized in that, during braking operation, the converter performs a reverse conversion operation to operate the alternator as an electric motor, thereby applying engine braking.