JP2009035243A - Drive device for electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce cost of a power source system while ensuring a circumstance for stable travel with the function of the power source system maintained when a disaster prevention off-road vehicle is constituted by a series hybrid electric vehicle. <P>SOLUTION: One axle 11 of two axles 11, 12 of the electric vehicle 100 is constituted as an interlocking driving shaft in which left and right drive wheels 1, 2 are interlocked/driven. The two power source systems 85, 86 are connected in parallel to the interlocking/driving shaft 11. On axle 12 of the two axles 11, 12 is constituted as an independent drive shaft in which the left and right drive wheels 3, 4 are independently driven. To the left driving wheel 3 of the independent drive wheel 12, the two power source systems 81, 82 are connected in parallel, and to the right drive wheel 4 of the independent drive shaft 12, the two power source systems 83, 84 different from the power source systems 81, 82 are connected in parallel. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a drive device for an electric vehicle in which drive wheels are driven according to the operation of an electric motor.

In recent years, in the field of automobiles, with the improvement in performance of automobile motors and various control devices, research and development of electric vehicles has been actively conducted, paying attention to the excellent fuel efficiency and exhaust gas cleanliness. ing. Here, the electric vehicle is a vehicle in which driving wheels are driven by an electric motor, and is a vehicle including a pure electric vehicle that runs using an electric motor as a drive source instead of an engine.

There are various types of electric vehicles such as hybrid electric vehicles, pure electric vehicles, and fuel cell electric vehicles. Furthermore, the hybrid electric vehicle includes a parallel hybrid electric vehicle and a series hybrid electric vehicle. In the field of passenger cars and commercial vehicles, among other automobiles, many types of cars have already been commercialized in the form of parallel hybrids.

FIG. 1 schematically shows a configuration example of a series hybrid electric vehicle.

As shown in FIG. 1, the series hybrid electric vehicle 100 includes a power generator 20, a power generation inverter 40, a drive inverter 50, a power generation inverter 40 and a drive in series with a power transmission mechanism 30 from the engine 110 to the power generator 20. A power supply system 80 that includes a power line 60 that electrically connects the inverter 50 and an electric motor 70 and that converts the power of the engine 110 into electric energy to operate the electric motor 70 is provided.

Non-Patent Document 1 below describes an invention in which the generator and the AC power supply system of the inverter are electrically connected directly when the inverter fails in the field of general automobiles.
Japanese Patent No. 3463791

Among automobiles, there are off-road vehicles for disaster prevention that mainly travel on off-roads (off-road terrain) such as disaster sites. When such an off-road vehicle for disaster prevention is constituted by an electric vehicle, particularly a series hybrid electric vehicle, the following points are problematic.

1) Extremely high reliability is required, and it is possible to avoid situations where it is impossible to travel. Off-road vehicles for disaster prevention have many opportunities to drive in environmentally severe situations and to drive for serious missions. Therefore, it is necessary to avoid a situation in which the vehicle cannot run due to a failure.

2) To reduce the cost of the power supply system The off-road vehicle for disaster prevention is a low-volume, multi-product vehicle with different specifications for each application, and mass production effects cannot be expected. The same applies to the parts such as the generator 20 and the electric motor 70 that constitute the power supply system 80, and a small number of various types of dedicated parts must be designed and manufactured, so that the cost of the vehicle is extremely high. . Therefore, it is desired to reduce the manufacturing cost of the vehicle by reducing the cost and making the components constituting the power supply system 80 low.

However, since the conventional series hybrid electric vehicle 100 has only one power supply system 80 as shown in FIG. 1, if a failure such as a short circuit of the power supply line 60 occurs, electric power is supplied to the electric motor 70. Even if the engine 110 is normal, there is a risk that the vehicle will be unable to travel.

In particular, the power generation inverter 40 and the drive inverter 50 are semiconductor power converters, and the number of parts is significantly larger than the generator 20 and the electric motor 70 that are electromagnetic machines. For this reason, the operation reliability of the power generation inverter 40 and the drive inverter 50 becomes lower than that of the generator 20 and the electric motor 70, and the failure rate increases. Therefore, electric power is not supplied to the electric motor 70 due to a failure of the power generation inverter 40 and the drive inverter 50, and the probability that the vehicle will be unable to travel even when the engine 110 itself is normal becomes extremely large.

Therefore, in order to increase the series hybrid electric vehicle 100 to the driving reliability and running reliability equivalent to those of a conventional non-electric vehicle (all mechanical vehicle) or parallel hybrid electric vehicle, each of the power supply systems 80 having only one Parts must be designed and produced with sufficient cost and reliability. For example, measures are taken to increase the capacity of electric devices such as inverters and electric motors, or to improve the performance of a system that cools electric devices such as electric motors. However, when the cost is applied to each component of the power supply system 80 as described above, the manufacturing cost of the vehicle is further increased in combination with the fact that each component is originally produced in a small quantity and the mass production effect cannot be expected. .

As described above, conventionally, when off-road vehicles for disaster prevention are configured with series hybrid electric vehicles, demands 1) and 2) for reducing the cost of the power supply system while avoiding the situation of being unable to run. Could not be achieved at the same time.

In addition, in the invention of patent document 1, when the inverter breaks down, the situation where the vehicle becomes unable to travel is avoided by electrically connecting the generator and the AC power supply system of the inverter.
This is merely capable of supplying electric power to the electric motor, and cannot run while maintaining the original control performance of the power supply system 80 in the event of a failure.

The present invention has been made in view of such circumstances, and when a disaster-preventing off-road vehicle is constituted by a series hybrid electric vehicle, while guaranteeing a situation in which the vehicle can stably travel with the function of the power supply system 80 maintained. An object of the present invention is to reduce the cost of the power supply system 80.

Therefore, the first invention is
In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
At least one axle among the plurality of axles is configured as an interlocking drive shaft in which the left and right drive wheels are driven in conjunction with each other,
A power source that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. Multiple systems are provided,
A plurality of power supply systems are connected in parallel to the interlocking drive shaft.

The second invention is
In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
At least two axles of the plurality of axles are configured as interlocking drive shafts in which left and right drive wheels are driven in conjunction with each other,
A power supply system that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. Are provided,
A different power supply system is connected to each of the at least two interlocking drive shafts.

The third invention is
In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
At least one axle among the plurality of axles is configured as an independent drive shaft in which left and right drive wheels are independently driven,
A power source that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. Multiple systems are provided,
A plurality of different power supply systems are connected in parallel to each of the left and right drive wheels of the independent drive shaft.

A fourth invention is the second invention,
A plurality of power supply systems are connected in parallel to at least one interlocking drive shaft.

A fifth invention is the first invention,
At least one axle among the plurality of axles is configured as an independent drive shaft in which left and right drive wheels are independently driven,
A plurality of different power supply systems are connected in parallel to each of the left and right drive wheels of the independent drive shaft.

The sixth invention is the first invention, the second invention or the third invention,
Of the plurality of power supply systems, at least one power supply system includes power storage means for storing electric power.

A seventh invention is the fourth invention,
The power storage lines connected in parallel to the interlocking drive shaft are electrically connected to power storage means for storing electric power, which is a common power storage means.

In an eighth aspect based on the fifth aspect,
The power storage lines connected to the left and right drive wheels of the independent drive shaft are electrically connected to power storage means that is a common power storage means and stores power.

A ninth invention is the first invention to the eighth invention,
The electric vehicle is a four-wheeled vehicle provided with two axles.

The tenth invention is the first invention,
The electric vehicle is a four-wheel drive vehicle in which the front axle and the rear axle are interlocking drive shafts,
It is characterized in that the front axle and the rear axle are mechanically connected so as to be driven in conjunction with each other.

The eleventh invention is the first invention to the eighth invention,
The electric vehicle is a multi-axis vehicle provided with three or more axles.

The twelfth invention
In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
The plurality of axles are configured as independent drive shafts on which the left and right drive wheels are independently driven,
A power source that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. A system is provided for each independent drive shaft,
An electric motor constituting a power supply system is individually connected to each of the left and right drive wheels of the independent drive shaft.

The thirteenth invention is the first invention, the second invention, the third invention or the twelfth invention,
A power supply bridge electrically connected between the two power supply systems and supplying power from one power supply system to the other power supply system;
Control means for controlling a power supply bridge so that power is supplied from one power supply system to the other power supply system when power is insufficient in the other power supply system compared to one power supply system It is characterized by.

In a fourteenth aspect based on the thirteenth aspect,
The power supply bridge is configured to supply power in only one specific direction between two power supply systems.

In a fifteenth aspect based on the thirteenth aspect,
The power supply bridge is configured to supply electric power bidirectionally between two power supply systems.

The sixteenth invention is the first invention, the second invention, the third invention or the twelfth invention,
In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
A plurality of generators, a power generation inverter, a drive inverter, a power line electrically connecting the power generation inverter and the drive inverter, and an electric motor, which convert the engine power into electric energy and operate the electric motor Power supply system,
A power storage unit that is electrically connected to each of the two power supply systems, supplies power to the power supply system, and stores the power of the power supply system;
When power is insufficient in the power supply system, the power storage unit is controlled so that power is supplied from the power storage unit to the power supply system. And a control means for controlling the power storage unit so as to be stored in the battery.

In a seventeenth aspect based on the thirteenth aspect,
A power storage unit electrically connected to each of the two power supply systems to supply power to the power supply system and store power of the power supply system;
When power is insufficient in the power supply system, the power storage unit is controlled so that power is supplied from the power storage unit to the power supply system. And a control means for controlling the power storage unit so as to be stored in the battery.

The eighteenth invention is the first invention, the second invention, the third invention or the twelfth invention,
In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
A plurality of generators, a power generation inverter, a drive inverter, a power line electrically connecting the power generation inverter and the drive inverter, and an electric motor, which convert the engine power into electric energy and operate the electric motor Power supply system,
An auxiliary power supply bridge that is electrically connected to each of the two power supply systems and supplies power from the power supply system to the auxiliary equipment;
And an auxiliary machine electrically connected to the auxiliary machine power supply bridge.

In a nineteenth aspect based on the eighteenth aspect,
Auxiliary machines include those that perform regenerative braking,
The auxiliary machine power supply bridge is configured to supply power generated by the auxiliary machine to the power supply system when regenerative braking is performed by the auxiliary machine.

In a twentieth invention according to a twentieth invention,
An auxiliary device that is electrically connected to each of the two power supply systems and is driven by power supplied from the power supply system;
An auxiliary power supply bridge that is electrically connected to each of the two power supply systems and supplies power from the power supply system to the auxiliary equipment is provided.

As shown in FIG. 2, the electric vehicle 100 of the first invention includes a plurality of axles 11 and 12, and the left and right drive wheels 3 and 4 are driven according to the operation of the electric motor 70.

At least one axle 12 of the plurality of axles 11 and 12 is configured as an interlocking drive shaft in which the left and right drive wheels 3 and 4 are driven in conjunction with each other.

It includes a power generator 20, a power generation inverter 40, a drive inverter 50, a power line 60 that electrically connects the power generation inverter 40 and the drive inverter 50, and an electric motor 70, and converts the power of the engine 110 into electric energy. A plurality (81, 82) of power supply systems 80 for operating the electric motor 70 are provided. The plurality of power supply systems 81 and 82 are connected to the interlocking drive shaft 12 in parallel.

For this reason, according to the first aspect of the invention, a failure that causes the power supply line 60 to be short-circuited in the power supply system 81 or a failure of the power generation inverter 40 and the drive inverter 50 occurs. Is not supplied and the left and right drive wheels 3 and 4 of the interlocking drive shaft 12 are not driven by the electric motor 70 of the power supply system 81, the electric motor 70 of another power supply system 82 independent of the power supply system 81. Since the electric power is supplied without any failure, the left and right drive wheels 3 and 4 of the interlocking drive shaft 12 are reliably driven by the electric motor 70 of the power supply system 82. As a result, it is possible to avoid a situation in which the vehicle 100 is unable to travel.

Therefore, as in the conventional art, it is not necessary to design and produce each component of the power supply system 80 having only one cost sufficiently with high reliability.

Further, by making the power supply system 80 a plurality of power supply systems 81 and 82, the capacity per generator 20 and the electric motor 70 can be reduced, the parts can be reduced in size, and the same used for each vehicle. The number of parts having the same specifications, that is, the electrical equipment having the same specifications such as the generator 20 and the electric motor 70 is increased, and the mass production effect is enhanced. Thus, parts of the same specification per vehicle can be miniaturized and mass-produced, so that the cost of the power supply system 80 (81, 82) can be reduced.

As described above, according to the first invention, when the off-road vehicle for disaster prevention is constituted by a series hybrid electric vehicle, the power system 80 The cost can be reduced.

As shown in FIG. 3, the electric vehicle 100 of the second invention is provided with a plurality of axles 11 and 12, and the left and right drive wheels 1, 2, 3, and 4 are driven according to the operation of the electric motor 70.

At least two axles 11 and 12 among the plurality of axles 11 and 12 are configured as interlocking drive shafts in which left and right driving wheels are driven in conjunction with each other.

It includes a power generator 20, a power generation inverter 40, a drive inverter 50, a power line 60 that electrically connects the power generation inverter 40 and the drive inverter 50, and an electric motor 70, and converts the power of the engine 110 into electric energy. A plurality (81, 82) of power supply systems 80 for operating the electric motor 70 are provided.

Different power supply systems 81 and 82 are connected to each of the at least two interlocking drive shafts 11 and 12.

For this reason, according to the second aspect of the invention, a failure that causes the power supply line 60 to be short-circuited in the power supply system 81 or a failure of the power generation inverter 40 and the drive inverter 50 occurs. Even if the left and right drive wheels 1 and 2 of the interlocking drive shaft 11 are not driven by the electric motor 70 of the power supply system 81, the electric motor 70 of another power supply system 82 independent of the power supply system 81 is supplied. Since the electric power is supplied without failure, the left and right drive wheels 3 and 4 of the other interlocking drive shaft 12 are reliably driven by the electric motor 70 of the power supply system 82. As a result, it is possible to avoid a situation in which the vehicle 100 is unable to travel.

Therefore, according to the second invention, the same effect as the first invention can be obtained.

As shown in FIG. 4, the electric vehicle 100 of the third invention includes a plurality of axles 11 and 12, and the left and right drive wheels 3 and 4 are driven according to the operation of the electric motor 70.

At least one axle 12 of the plurality of axles 11 and 12 is configured as an independent drive shaft on which the left and right drive wheels 3 and 4 are independently driven.

It includes a power generator 20, a power generation inverter 40, a drive inverter 50, a power line 60 that electrically connects the power generation inverter 40 and the drive inverter 50, and an electric motor 70, and converts the power of the engine 110 into electric energy. A plurality of power supply systems 80 (81, 82, 83, 84) for operating the electric motor 70 are provided.

A plurality of power supply systems 81 and 82 are connected in parallel to the left drive wheel 3 of the independent drive shaft 12, and a plurality of power supply systems 83 different from the power supply systems 81 and 82 are connected to the right drive wheel 4 of the independent drive shaft 12. , 84 are connected in parallel.

For this reason, according to the third aspect of the invention, there is a failure in which the power supply line 60 is short-circuited in the power supply system 81 of the left drive wheel 3 or a failure in the power generation inverter 40 and the drive inverter 50 occurs. Even if power is not supplied to the electric motor 70 and the left driving wheel 3 is not driven by the electric motor 70 of the power supply system 81, the electric motor 70 of another power supply system 82 independent of the power supply system 81 is broken. Since the electric power is supplied, the left driving wheel 3 is reliably driven by the electric motor 70 of the power supply system 82. Similarly, even if the power supply system 83 fails, the right drive wheel 4 is reliably driven by the other power supply system 84. Thereby, the drive of the left and right wheels 3 and 4 of the independent drive shaft 12 is ensured, and the situation where the vehicle 100 cannot run can be avoided.

Therefore, according to the 3rd invention, the same operation effect as the 1st invention is acquired.

In the fourth invention, as shown in FIG. 5, at least two interlocking drive shafts 11 and 12 are connected to different power supply systems 81 and 82 (second invention), and at least one interlocking drive shaft 12 is connected. In addition, a plurality of power supply systems 82 and 83 are connected in parallel (first invention). According to the 4th invention, in addition to the effect similar to 2nd invention, the effect similar to 1st invention is acquired. Further, according to the fourth invention, when a failure occurs in any one of the plurality of power supply systems 82, 83 connected in parallel to the interlocking drive shaft 12, the interlocking drive shaft 12 is operated by another power supply system 83. The left and right wheels 3, 4 are driven. As a result, it is possible to maintain driving of all the wheels 1, 2, 3, 4 of the plurality of interlocking shafts 11, 12 of the vehicle 100.

In the fifth invention, as shown in FIG. 6, a plurality of power systems 85 and 86 are connected in parallel to the interlocking drive shaft 11 (first invention), and at least one axle of the plurality of axles 11 and 12 is used. 12 is configured as an independent drive shaft on which the left and right drive wheels 3 and 4 are independently driven. A plurality of power supply systems 81 and 82 are connected in parallel to the left drive wheel 3 of the independent drive shaft 12. A plurality of power supply systems 83 and 84 different from the power supply systems 81 and 82 are connected in parallel to the right drive wheel 4 of the independent drive shaft 12 (third invention). According to the fifth invention, in addition to the same function and effect as the first invention, the same function and effect as the third invention can be obtained. Further, according to the fifth aspect, even if a failure occurs in any power supply system 85 of the interlocking drive shaft 11 or a failure occurs in any power supply system 81 of the independent drive shaft 12, the interlocking drive shaft 11 Driving of the left and right wheels 1 and 2 and driving of the left and right wheels 3 and 4 of the independent drive shaft 12 are ensured. As a result, it is possible to maintain driving of all the wheels 1, 2, 3, 4 of the plurality of interlocking shafts 11, 12 of the vehicle 100.

In the sixth invention, as shown in FIG. 2, at least one power supply system 81, 82 among the plurality of power supply systems 81, 82 is configured to include power storage means 90 that stores electric power. According to the sixth aspect of the present invention, the control for keeping the power supply voltage supplied to the power supply line 60 by the power storage means 90 constant is facilitated, and a stable constant voltage range can be applied to the electric motor 70. . If braking torque is generated when the electric vehicle 100 is braked, the drive inverter 50 applies regenerative braking to decelerate the electric motor 70. At this time, the kinetic energy of the electric vehicle 100 is converted into electric power, the voltage value of the power supply line 60 rises, and the electric power is stored in the power storage means 90. Thus, according to the sixth aspect of the invention, regenerative braking can be applied, and electric power is stored in the power storage means 90, so that energy efficiency is excellent and fuel efficiency can be improved.

In the seventh invention, as shown in FIG. 7, the power lines 65 and 66 of the plurality of power supply systems 85 and 86 connected in parallel to the interlocking drive shaft 11 are common power storage means 90 and store electric power. The power storage means 90 is electrically connected. According to the seventh aspect, the same effect as in the sixth aspect can be obtained. Furthermore, according to the seventh invention, when the power storage means 90 is provided in the plurality of power supply systems 85 and 86, the power storage means 90 can be shared by the plurality of power supply systems 85 and 86, and the parts can be shared. Thus, the cost of the power supply system 80 can be further reduced. Further, as long as no serious failure such as a short circuit occurs in the power supply lines 65 and 66, the left and right of the interlocking drive shaft 11 are controlled by the other power supply system 86 even if a problem such as signal processing or control of the inverter of any power supply system 85 occurs. Driving of the wheels 1 and 2 is ensured.

In the eighth invention, as shown in FIG. 8, the power lines 61, 62, 63, 64 of the plurality of power systems 81, 82, 83, 84 connected to the left and right drive wheels 3, 4 of the independent drive shaft 12 are connected. Is a common power storage means 90 and is electrically connected to a power storage means 90 for storing electric power. According to the eighth invention, when the power storage means 90 is provided in the plurality of power supply systems 81, 82, 83, 84, the power storage means 90 is shared by the plurality of power supply systems 81, 82, 83, 84. In addition, the cost of the power supply system 80 can be further reduced by sharing parts. In addition, as long as a major failure such as a short circuit does not occur in the power supply lines 61, 62, 63, 64, even if a problem such as signal processing or control of the inverter of any power supply system 81 occurs, the other power supply systems 82, 83, 84 ensures driving of the left and right wheels 3 and 4 of the interlocking drive shaft 12.

In the ninth invention, as illustrated in FIGS. 2 to 8, 10, and 13, the first to eighth inventions are applied to a four-wheel vehicle 100 provided with two axles (11, 12). The

In the tenth aspect of the invention, as shown in FIG. 9, the front axle 11 and the rear axle 12 are a four-wheel drive vehicle having interlocking drive shafts, and the front axle 11 and the rear axle 12 are driven in conjunction with each other. Furthermore, the first invention is applied to a mechanically coupled vehicle. According to the tenth aspect of the present invention, even if a failure occurs in any of the power supply systems, the driving of all the wheels 1, 2, 3, 4 of the four-wheel drive vehicle 100 can be ensured, and the four-wheel drive vehicle 100 can be secured. Can maintain the function.

In the eleventh invention, as illustrated in FIGS. 11 and 12, the first to eighth inventions are applied to a multi-axle vehicle having three or more axles, that is, a six-wheel vehicle, an eight-wheel vehicle, and the like. .

The electric vehicle 100 according to the twelfth aspect of the invention is a four-wheeled vehicle provided with a plurality of, for example, two axles 11 and 12, as shown in FIG.

The axle 11 is configured as an independent drive shaft where the left and right drive wheels 1 and 2 are independently driven, and the axle 12 is an independent drive shaft where the left and right drive wheels 3 and 4 are independently driven. It is configured.

The power supply system 80 includes two power supply systems 81 and 82. The power supply systems 81 and 82 are provided for each of the independent drive shafts 11 and 12. The power supply system 81 is connected to the generator 21, the power generation inverter 41, the drive inverters 51 and 52, the power supply line 61 that electrically connects the power generation inverter 41 and the drive inverters 51 and 52, and the drive inverters 51 and 52, respectively. It includes electric motors 71 and 72 that are electrically connected. The electric motors 71 and 72 are connected to the left and right drive wheels (front wheels) 1 and 2, respectively. The power supply system 82 includes a generator 22, a power generation inverter 42, drive inverters 53 and 54, a power line 62 that electrically connects the power generation inverter 42 and the drive inverters 53 and 54, and drive inverters 53 and 54. Electric motors 73 and 74 that are electrically connected to each other are included. The electric motors 73 and 74 are connected to the left and right drive wheels (rear wheels) 3 and 4, respectively. Thus, the left and right drive wheels 1 and 2 of the independent drive shaft 11 are individually connected to the left and right drive wheels 1 and 2 of the independent drive shaft 11 and the left and right drive wheels 3 of the independent drive shaft 12. 4 are individually connected to electric motors 73 and 74 constituting a power supply system 82.

For this reason, for example, a failure occurs in which the power supply line 61 is short-circuited in the power supply system 81 of the front wheels 1 and 2, or a failure occurs in the power generation inverter 41 and the drive inverters 51 and 52. Even if the electric power is not supplied to 72 and the front motor left driving wheel 1 or the right driving wheel 2 or both driving wheels 1 and 2 are not driven by the electric motors 71 and 72 of the power supply system 81, Since electric power is supplied to the electric motors 73 and 74 of another independent power supply system 82 without failure, the rear wheels 3 and 4 are reliably driven by the electric motors 73 and 74 of the power supply system 82. Similarly, even if the power supply system 82 fails, the front wheels 1 and 2 are reliably driven by the other power supply system 81. As a result, it is possible to avoid a situation in which driving of at least one of the left and right wheels 1, 2, 3, 4 of the independent drive shafts 11, 12 is ensured and the vehicle 100 cannot run.

As shown in FIG. 23, the electric vehicle 100 of the thirteenth aspect is provided with a plurality of axles 11 and 12, and the left and right drive wheels 1 and 2 according to the operation of the electric motor 70 (71, 72, 73, 74). 3, 4 are driven.

The electric vehicle 100 includes a power generator 21, a power generation inverter 41, drive inverters 51 and 52, a power line 61 that electrically connects the power generation inverter 41 and the drive inverters 51 and 52, and electric motors 71 and 72. A first power supply system 81 that converts the power of the engine 110 into electric energy to operate the electric motors 71 and 72, the generator 22, the power generation inverter 42, the drive inverters 53 and 54, and the power generation inverter 42. And the drive inverters 53, 54, 55 are electrically connected to each other, and electric motors 73, 74, which convert the power of the engine 110 into electric energy and operate the electric motors 73, 74. Power supply system 82 is provided. The front wheels 1 and 2 are driven by the first power supply system 81, and the rear wheels 3 and 4 are driven by the second power supply system 82.

The power supply bridge 210 is electrically connected between the two power supply systems 81 and 82, and supplies power from one power supply system 81 to the other power supply system 82.

The control unit 310 is configured to supply power from the one power supply system 81 to the other power supply system 82 when the power supply of the other power supply system 82 is insufficient compared to the one power supply system 81. To control.

Next, the function and effect of the present invention will be described. In the electric vehicle 100 of FIG. 23, a trailer 199 is added to the electric vehicle 100 of the standard specification, and a drive inverter 55 and an electric motor are connected to the second power supply system 82 as an auxiliary machine (power load) for driving the trailer 199. It is assumed that the vehicle has a motor 75 added thereto. The rated output of the electric motor 75 is 20 kW.

Here, as a comparative example, FIG. 22 shows a standard specification electric vehicle 100. An electric vehicle 100 shown in FIG. 22 is a vehicle having a configuration obtained by removing the power supply bridge 210 and the control means 310 of the present invention from the electric vehicle 100 shown in FIG.

The electric vehicle 100 is a standard specification, and the maximum output of the engine 110 is 100 kW, and the rated outputs of the generators 21 and 22 are 50 kW, respectively. Also, if 80% of the maximum output of the engine 110 (80 kW) is supplied to the electric motors 71, 72, 73, 74 of the drive wheels 1, 2, 3, 4 in the standard specification, it is possible to climb at full speed. To do.

Since the electric vehicle 100 of the standard specification does not have the trailer 199, when the electric vehicle 100 is climbing up the hill with full power, the electric power of the front wheels 1 and 2 is passed through the engine 110 and the generator 21 in the first power supply system 81. Electric power of 20 kW and a total of 40 kW are respectively supplied to the motors 71 and 72, and 20 kW and a total of 20 kW are respectively supplied to the electric motors 73 and 74 of the rear wheels 3 and 4 via the engine 110 and the generator 22 in the second power supply system 82. 40 kW of power is supplied. At this time, the first power supply system 81 and the second power supply system 82 each have 10 kW of power, so that there is a total power of 20 kW.

However, a 20 kW trailer 199 is connected to the electric vehicle 100 of the standard specification, and a drive inverter 55 and an electric motor 75 corresponding to 20 kW are connected to the second power supply system 82 to drive the trailer 199. If so, when the electric vehicle 100 is going to climb at full speed, the second power supply system 82 is overloaded by 10 kW. At this time, the first power supply system 81 has a power margin of 10 kW. For this reason, operation instability such as a sudden voltage drop in the second power supply system 82 may occur. Furthermore, there is a risk that the second power supply system 82 cannot stably supply power to the electric motors 73 and 74 on the rear wheels 3 and 4 side. For example, on an uphill that is slippery, the front wheels 1 and 2 slip, so that a majority of the driving force generated by the entire vehicle at the rear wheels 3 and 4 must be borne. As described above, if the second power supply system 82 on the rear wheels 3 and 4 side cannot supply power stably to the electric motors 73 and 74 on the rear wheels 3 and 4 due to overload, It is predicted that the four-side electric motors 73 and 74 cannot obtain the driving force necessary for climbing, and the electric vehicle 100 cannot climb.

On the other hand, in the electric vehicle 100 of the present invention, in the situation where the trailer 199 described above is connected and traveling uphill, the other power system 82 (10 kW margin) is compared to the other power system 82 (10 kW margin). 10 kW overload), the power shortage of 10 kW is supplied from one power supply system 81 with a margin of 10 kW to the other power supply system 82 of the 10 kW overload. For this reason, power is satisfied by the second power supply system 82 on the rear wheels 3 and 4 side, and power is stably supplied to the electric motors 73 and 74 on the rear wheels 3 and 4 side. Driving power necessary for climbing is obtained by the four-side electric motors 73 and 74, and the electric vehicle 100 can climb at full speed.

As described above, according to the thirteenth aspect of the present invention, the load between the two power supply systems 81, 82 generated when a large-capacity auxiliary machine (drive inverter 55, electric motor 75) is connected to one power supply system 82. Even if an imbalance is suppressed and a large-capacity auxiliary machine is added, a necessary and sufficient driving force can be obtained and the function of the electric vehicle 100 can be maintained.

Further, it is not necessary to change the basic specifications of the engine, the generator, etc., such as changing the maximum output of the engine 110 of the electric vehicle 100 and the rated output of the generators 21, 22. Therefore, according to the first aspect of the present invention, when the off-road vehicle for disaster prevention is constituted by a series hybrid electric vehicle, the running performance is improved as described above without changing the basic specifications of the engine, the generator, etc. A large-capacity auxiliary machine can be operated without loss.

In the fourteenth aspect of the invention, the power supply bridge 210 is added with auxiliary equipment (drive inverter 55, electric motor 75) from the power supply system 81 only in one specific direction between the two power supply systems 81, 82, for example, as shown in FIG. The power supply system 82 is configured to supply power.

In the fifteenth aspect of the present invention, the power supply bridge 210 is configured to supply power bidirectionally between the two power supply systems 81 and 82. According to the third invention, when one of the two power supply systems 81 and 82 is overloaded and the power is insufficient, the other power supply system 82 (with a margin in power) ( 81) can supply power to the overloaded power system 81 (82).

As shown in FIG. 26, the electric vehicle 100 of the sixteenth aspect is provided with a plurality of axles 11 and 12, and the left and right drive wheels 1, 2, 3, 4 according to the operation of the electric motor 70 (71, 72). Is driven.

The electric vehicle 100 includes a generator 21, a power generation inverter 41, a drive inverter 51, a power line 61 that electrically connects the power generation inverter 41 and the drive inverter 51, and an electric motor 71. The first power supply system 81 that converts the motive power into electric energy to operate the electric motor 71, the generator 22, the power generation inverter 42, the drive inverter 52, the power generation inverter 42, and the drive inverter 52 are electrically connected. A second power supply system 82 is provided, which includes a power line 62 and an electric motor 72 for operating the electric motor 72 by converting the power of the engine 110 into electric energy. The front wheels 1 and 2 are driven by the first power supply system 81, and the rear wheels 3 and 4 are driven by the second power supply system 82.

The power storage unit 220 is electrically connected to each of the two power supply systems 81 and 82, supplies power to the power supply systems 81 and 82, and stores the power of the power supply systems 81 and 82.

The control unit 310 controls the power storage unit 220 so that power is supplied from the power storage unit 220 to the power supply systems 81 and 82 when the power supply systems 81 and 82 have insufficient power. When there is a surplus power, the power storage unit 220 is controlled so that the power of the power supply systems 81 and 82 is stored in the power storage unit 220.

As described above, the power storage unit 220 is configured as a power storage unit common to the two power supply systems 81 and 82. For this reason, it is possible to supply insufficient power to the power supply systems 81 and 82 simply by connecting one packaged power storage unit 220 to the power supply systems 81 and 82 via the connectors 251 and 252. It is possible to receive and store power supply from the power supply systems 81 and 82 having a power margin. Therefore, it is not necessary to connect separate power storage means to each of the power supply systems 81 and 82 in advance, and only by connecting a package of one power storage unit 220 to the power supply systems 81 and 82 via the connectors 251 and 252. It can quickly deal with special tasks such as driving in tunnels and night driving. As a result, it is possible to avoid problems such as an increase in the weight of the vehicle and a reduction in the space in the vehicle even at times other than special missions. In addition, when attaching the power storage means, it is easy to handle and can be easily attached.

As described above, according to the sixteenth aspect of the present invention, when the off-road vehicle for disaster prevention is composed of a series hybrid electric vehicle, the large-capacity power storage means can be handled easily and can be easily installed. It is possible to deal with special tasks such as internal driving quickly.

In the seventeenth invention, as shown in FIG. 26, in addition to the power supply bridge 210 of the thirteenth invention, a power storage unit 220 of the sixteenth invention is provided, and these are controlled by the same control means 310 as the thirteenth and sixteenth inventions. The

Therefore, according to the seventeenth aspect, the effect of the thirteenth aspect is obtained and the effect of the sixteenth aspect is obtained.

As shown in FIG. 32, the electric vehicle 100 of the eighteenth invention is provided with a plurality of axles 11 and 12, and the left and right drive wheels 1, 2, 3, 4 according to the operation of the electric motor 70 (71, 72). Is driven.

The electric vehicle 100 includes a generator 21, a power generation inverter 41, drive inverters 51 and 52, a power line 61 that electrically connects the power generation inverter 41 and the drive inverter 51, and an electric motor 71, and an engine. The first power supply system 81 that converts the power of 110 into electric energy to operate the electric motor 71, the generator 22, the power generation inverter 42, the drive inverter 52, the power generation inverter 42, and the drive inverter 52 are electrically connected. A second power supply system 82 is provided which includes a power line 62 connected to the electric power source 72 and an electric motor 72, and converts the motive power of the engine 110 into electric energy to operate the electric motor 72. The front wheels 1 and 2 are driven by the first power supply system 81, and the rear wheels 3 and 4 are driven by the second power supply system 82.

The auxiliary machines 233 and 234 are electrically connected to the auxiliary machine power supply bridge 240. The auxiliary machine power supply bridge 240 is electrically connected to each of the two power supply systems 81 and 82, and supplies the power of the power supply systems 81 and 82 to the auxiliary machines 233 and 234.

As described above, the auxiliary machines 233 and 234 are configured such that electric power is supplied from the two power supply systems 81 and 82 via the auxiliary machine power supply bridge 240. For example, only one packaged auxiliary power supply bridge 240 is connected to the power supply systems 81 and 82 via the connectors 251 and 252 and the auxiliary power supply bridge 240 is connected to the auxiliary power supplies 233 and 234. Electric power is supplied to the auxiliary machines 233 and 234 from one or both of the systems 81 and 82. Therefore, there is no need to change the maximum output of the engine, the rated output of the generator, etc. according to the installed auxiliary machine, or to connect an auxiliary machine for each power supply system 81, 82 in advance. Simply connect the power supply bridge 240 package to the power supply systems 81 and 82 via the connectors 251 and 252 and connect the auxiliary equipment 233 and 234 to the auxiliary power supply bridge 240 to cope with the power demand of large-capacity auxiliary equipment. can do. As a result, it is possible to avoid the problem caused by mounting the auxiliary machine on the vehicle in advance, that is, the problem that the weight of the vehicle increases or the space in the vehicle is reduced even when the auxiliary machine is not used. In addition, it is easy to handle when installing the auxiliary machine, and can be easily installed. In addition, since power is supplied to the auxiliary machines 233 and 234 from one or both of the two power supply systems 81 and 82, the problem that one of the power supply systems 81 and 82 is extremely overloaded can be avoided. Driving performance can be ensured.

As described above, according to the eighteenth aspect of the present invention, when the off-road vehicle for disaster prevention is composed of a series hybrid electric vehicle, the basic specifications such as the engine and the generator are not changed, and the running performance is impaired. And the auxiliary machine can be operated. Furthermore, it is easy to handle when an auxiliary machine is additionally installed, can be easily installed, and can quickly cope with special uses such as disaster relief and communication work.

In the nineteenth invention, the auxiliary machines 233 and 234 perform regenerative braking, and the auxiliary machine power supply bridge 240 is generated in the auxiliary machines 233 and 234 when the auxiliary machine 233 and 234 performs regenerative braking. It is configured to supply power to the power supply systems 81 and 82. According to the nineteenth aspect, not only power can be supplied from the power supply systems 81 and 82 to the auxiliary machines 233 and 234, but also power generated by the auxiliary machines 233 and 234 can be supplied to the power supply systems 81 and 82.

In the twentieth invention, as shown in FIG. 32, in addition to the power supply bridge 210 of the thirteenth invention, an auxiliary machine power supply bridge 240 and auxiliary machines 233 and 234 of the eighteenth invention are provided.

For this reason, according to the twentieth invention, the effects of the thirteenth invention are obtained, and the effects of the eighteenth invention are obtained.

BEST MODE FOR CARRYING OUT THE INVENTION

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of an electric vehicle driving apparatus according to the present invention will be described with reference to the drawings.

Here, special terms used in this specification will be defined, and the usage of symbols will be described.

The “power supply system” includes the generator 20, the power generation inverter 40, the drive inverter 50, the power supply line 60 that electrically connects the power generation inverter 40 and the drive inverter 50, and the electric motor 70. The device that operates the electric motor 70 by converting the motive power of the battery into electric energy, and from the viewpoint of observing the common power storage means as shown in the drawing in order to cope with a serious failure, Even if there is a fault such as a short circuit at the location, it is a device that does not affect other power supply systems, and in order to cope with a simple fault, temporarily remove the common power storage means and observe at the starting point This means that even if there is a malfunction in the signal processing or control of the inverter at any point in its own power system, the minor failure may affect other power systems. It is used in the sense of the gastric apparatus.

In addition, “first power supply system unit”, “second power supply system unit”,... Is an aggregate of a plurality of “power supply systems”, and a plurality of power storage means are provided. The term “power supply system” is used to mean an aggregate of “power supply systems” electrically connected to a common power storage means.

The “axle” is a virtual axis corresponding to a pair of left and right wheels of the vehicle. Therefore, for example, when the left and right wheels 1 and 2 are independently driven as in the wheels 1 and 2 of FIG. 2, the virtual axis indicated by the alternate long and short dash line is referred to as “axle” (first axle). Shall be called.

The “interlocking drive shaft” is an axle provided in the vehicle, and the driving force of the electric motor common to the left and right wheels is transmitted to the left and right wheels via a differential gear or a shaft to which the left and right wheels are mechanically directly connected. It is used to mean the axle that is transmitted to the wheels and the left and right wheels are driven in conjunction.

The “independent drive shaft” is an axle provided in the vehicle, and the driving force of each electric motor provided separately for the left and right wheels is transmitted to the left wheel and the right wheel, respectively. Used to mean the axles that are driven individually.

When the power system, the generator, the power generation inverter, the drive inverter, the power line, the electric motor, and the power storage means can be described without distinguishing the same parts mounted on the same vehicle, or when the parts are collectively referred to, the power system 80 , Generator 20, generator inverter 40, drive inverter 50, power line 60, electric motor 70, power storage means 90, but when distinguishing and explaining the same parts mounted on the same vehicle, 1, 2, 3 ... For example, the power supply system is “power supply system 81”, “power supply system 82”, “power supply system 83”,.

(First embodiment)
Now, FIG. 13 shows the device configuration of the drive control device of the electric vehicle 100. In addition, in an Example, the off-road vehicle for disaster prevention comprised as a series hybrid electric vehicle as the electric vehicle 100 is assumed.

As shown in FIG. 13, in the electric vehicle 100, all the wheels 1, 2, 3, 4 are driven as drive wheels according to the operation of the plurality of electric motors 71, 72, 73, 74, 75, 76. This is an all-wheel drive (four-wheel drive) vehicle. The electric vehicle 100 is provided with a first axle (front axle) 11 and a second axle (rear axle) 12. The left front drive wheel 1 is provided on the front left side of the vehicle body 101 of the electric vehicle 100, the right front drive wheel 2 is provided on the front right side of the vehicle body 101, and the left rear drive is provided on the rear left side of the vehicle body 101. A wheel 3 is provided, and a right rear drive wheel 4 is provided on the rear right side of the vehicle body 101.

The first axle 11 is configured as an interlocking drive shaft in which the left and right drive wheels 1 and 2 are interlocked and driven via a differential gear 102.

The second axle 12 is configured as an independent drive shaft on which the left and right drive wheels 3 and 4 are independently driven.

The electric vehicle 100 is provided with a power supply system 80 in series with the power transmission mechanism 30 from the engine 110 to the generator 20 via the speed increaser 111.

The power supply system 80 mainly includes a first power supply system unit 80A provided corresponding to the second axle 12 and a second power supply system unit 80B provided corresponding to the first axle 11.

The first power supply system unit 80A includes power supply systems 81, 82, 83, and 84. The second power supply system unit 80B includes power supply systems 85 and 86.

A plurality (two) of power supply systems 81 and 82 are connected in parallel to the left drive wheel 3 of the second axle 12 which is an independent drive shaft.

A plurality (two) of power supply systems 83 and 84 different from the power supply systems 81 and 82 are connected in parallel to the right drive wheel 4 of the second axle 12 which is an independent drive shaft.

A plurality (two) of power supply systems 85 and 86 are connected in parallel to the first axle 11 which is an interlocking drive shaft.

The power supply system 81 includes a power generator 21, a power generation inverter 41, a drive inverter 51, a power line 61 that electrically connects the power generation inverter 41 and the drive inverter 51, and an electric motor 71. Is a power supply system that operates the electric motor 71 by converting the energy into electric energy. The output shaft of the electric motor 71 is connected to the left drive wheel 3 of the second axle 12 through a reduction gear or by direct connection.

Similarly, the power supply system 82 includes a generator 22, a power generation inverter 42, a drive inverter 52, a power supply line 62, and an electric motor 72, and converts the power of the engine 110 into electric energy to convert the electric motor 72. Power supply system to be operated. The output shaft of the electric motor 72 is connected to the left drive wheel 3 of the second axle 12 through a reduction gear or by direct connection.

Similarly, the power supply system 83 includes a generator 23, a power generation inverter 43, a drive inverter 53, a power supply line 63, and an electric motor 73. The power of the engine 110 is converted into electric energy to convert the electric motor 73. Power supply system to be operated. The output shaft of the electric motor 73 is connected to the right drive wheel 4 of the second axle 12 through a reduction gear or by direct connection.

Similarly, the power supply system 84 includes a generator 24, a power generation inverter 44, a drive inverter 54, a power supply line 64, and an electric motor 74. The power of the engine 110 is converted into electric energy to convert the electric motor 74 into electric energy. Power supply system to be operated. The output shaft of the electric motor 74 is connected to the right drive wheel 4 of the second axle 12 through a reduction gear or by direct connection.

The power lines 61, 62, 63, 64 of the plurality (four) of power systems 81, 82, 83, 84 corresponding to the second axle 12 are common power storage means 90, and power storage means for storing power. 90 is electrically connected. The power storage means 90 is composed of a capacitor, a battery, and the like, and is provided for easily performing control to keep the power supply voltage of the power supply system 80A within a certain range.

The power supply system 85 includes a generator 25, a power generation inverter 45, a drive inverter 55, a power supply line 65, and an electric motor 75, and converts the power of the engine 110 into electric energy to operate the electric motor 75. It is a system. A differential gear 102 that transmits the driving force of the electric motor 75 to the left and right drive wheels 1 and 2 is provided between the electric motor 75 and the left and right drive wheels 1 and 2 of the first axle 11. The output shaft of the electric motor 75 is connected to the input shaft of the differential gear 102 through a reduction gear or by direct connection, and the left and right output shafts of the differential gear 102 are respectively connected through left and right final gears or directly connected. Are connected to the left driving wheel 1 and the right driving wheel 2 of the first axle 11.

Similarly, the power system 86 includes a generator 26, a power generation inverter 46, a drive inverter 56, a power line 66, and an electric motor 76, and converts the power of the engine 110 into electric energy to convert the electric motor 76. Power supply system to be operated. The output shaft of the electric motor 76 is connected to the left drive wheel 1 and the right drive wheel 2 of the first axle 11 via a differential gear 102.

Each output of the electric motors 71 and 72 is taken out as a combined output, and the combined output is transmitted to the left rear drive wheel 3 as a double (tandem) motor or via a connecting gear. Similarly, the outputs of the electric motors 73 and 74 are also taken out as combined outputs, and the combined outputs are transmitted to the right rear drive wheel 4. The outputs of the electric motors 75 and 76 are taken out as a combined output, and the combined output is transmitted to the input shaft of the differential gear 102. Two input shafts may be provided in the differential gear, and an electric motor may be provided in each.

FIG. 14 shows an apparatus configuration example for combining and extracting the outputs of two electric motors. The electric motors 75 and 76 will be described as a representative.

The rotary shafts 75F and 76F of the two electric motors 75 and 76 are coupled by a connecting gear 112. An output shaft 112E is coupled to the coupling gear 112. An output obtained by combining the outputs of the two electric motors 75 and 76 is taken out from the output shaft 112E and transmitted to the input shaft 102D of the differential gear 102.

The main components of the generator 20 and the electric motor 70 are the same. However, the generator 20 rotates at a constant rotational speed near the maximum efficiency point, whereas the electric motor 70 differs in that the rotational speed changes over a wide range and is used even under inefficient conditions. For this reason, it is desirable to provide the electric motor 70 with a powerful cooling system compared to the generator 20, that is, a forced liquid cooling device that cools the electric motor 70 by circulating a coolant around the electric motor 70, for example. .

FIG. 15B illustrates an arrangement relationship of the power transmission mechanism 30 from the engine 110 to the generator 20 via the speed increaser 111. As shown in FIG. 15B, the input shaft 111D of the speed increaser 111 is connected in series to the output shaft 110E of the engine 110, and the input shaft 21D of the generator 21 is connected in series to the output shaft 111E of the speed increaser 111. It is connected to. An input shaft 22D of the generator 22 is connected in series to the output shaft 21E of the generator 21. Similarly, six generators 21, 22, 23, 24, 25, and 26 are connected in series.

FIG. 15A is a comparative example, illustrating the arrangement relationship of a power transmission mechanism 30 ′ of a conventional non-electric vehicle, and is shown at the same scale as FIG. 15B. As shown in FIG. 15A, the engine 110, the torque converter 190, and the transmission 191 are connected in series to form a power transmission mechanism 30 ′.

According to the present embodiment, the power transmission mechanism 30 of the electric vehicle 100 can be arranged in the same space as the power transmission mechanism 30 ′ of the conventional non-electric vehicle.

However, the arrangement of the power transmission device 30 shown in FIG. 15B is an example, and the layout of the power transmission mechanism 30 can be changed as appropriate according to the purpose such as avoiding interference with surrounding mechanical parts.

For example, as shown in FIG. 15C, the speed increaser 111 is provided with two output shafts 111E1 and 111E2, and the three generators 21, 22, and 23 are connected in series to the output shaft 111E1, and the output shaft It can be set as the arrangement configuration which connects three generators 24, 25, and 26 in series to 111E2.

Further, as shown in FIG. 15 (d), the speed increaser 111 is provided with three output shafts 111E1, 111E2, and 111E3, and the two generators 21 and 22 are connected in series to the output shaft 111E1, and the output Two generators 23 and 24 can be connected in series to the shaft 111E2, and two generators 25 and 26 can be connected in series to the output shaft 111E3 via a constant velocity joint 140.

As shown in FIG. 13, the accelerator pedal 131 is provided in the cab of the electric vehicle 100, and the stepping operation amount Y (mm) changes according to the stepping operation. A signal indicating the depression operation amount Y (mm) of the accelerator pedal 131 is input to the control device 132.

The control device 132 inputs and outputs signals to and from the engine controller 133, the power generation inverter 40 (41 to 46), the power storage means 90, and the drive inverter 50 (51 to 56), and generates the power generation inverter 40 (41 to 46), The power storage means 90 and the drive inverter 50 (51 to 56) are controlled. When the depression amount of the accelerator pedal 131 has already been read by the engine controller 133, the control device 132 can also receive the depression amount data of the accelerator pedal 131 from the engine controller 133 as communication or measurement data.

The engine controller 133 inputs and outputs signals to and from the control device 132 and controls the rotational speed of the engine 110.
The generators 21 to 26 are electrically connected to the power generation inverters 41 to 46 via electric cables 121 to 126, respectively.

The electric motors 71 to 76 are electrically connected to the drive inverters 51 to 56 via electric cables 151 to 156, respectively.

The power generation inverters 41, 42, 43, and 44 of the first power supply system unit 80A are electrically connected to the drive inverters 51, 52, 53, and 54 through power supply lines 61, 62, 63, and 64, respectively. . The power supply lines 61, 62, 63 and 64 are DC power supply cable plus cables and are constituted by shielded wires. The power supply lines 61, 62, 63 and 64 are electrically connected to the common power storage means 90.

That is, the plus terminal 90a and the minus terminal 90b of the power storage means 90 are accommodated in the terminal box 90C. The plus cable 90f of the electric storage means 90 is electrically connected to the plus terminal 90a, and the plus terminal 90a is electrically connected to the power supply lines (plus cables of DC power supply lines) 61, 62, 63, 64, respectively. The negative terminal 90b of the electric storage means 90 is body-grounded to one point of the vehicle body 101 via the negative cable 90g. Similarly, the minus terminals of the power generation inverters 41, 42, 43, and 44 and the minus terminals of the drive inverters 51, 52, 53, and 54 are respectively connected via minus cables 61a, 62a, 63a, and 64a, and the minus terminal 90b of the power storage means 90. The body 101 is grounded at one point.

Further, the minus terminals of the power generation inverters 45 and 46 of the second power supply system unit 80B and the minus terminals of the drive inverters 55 and 56 are respectively connected to one point of the vehicle body 101 via the minus cables 65a and 66a and the minus terminal 90e of the terminal box 90D. The body is grounded.

The rotational speed of the engine 110 is increased by the speed increaser 111 to an optimal rotational speed for the operation of the generators 21 to 26. The output of the engine 110 is transmitted to the generators 21 to 26 through the speed increaser 111.

In the generators 21 to 26, the output of the engine 110 is converted into electric power by the power generation action. The generated electric power is supplied from the generators 21 to 26 to the power generation inverters 41 to 46 via the electric cables 121 to 126, respectively. The AC power generated by the generators 21 to 26 is converted into DC power by the power generation inverters 41 to 46, respectively. DC power is supplied to the power supply lines 61 to 66 from the power generation inverters 41 to 46, respectively.

(First control example)
Control device 132 gives a command to engine controller 133 so that engine 110 has a rotational speed at which the maximum output can be obtained while electric vehicle 100 is in steady running. As a result, while the electric vehicle 100 is in steady running, the engine speed is constant regardless of the running load.

Although the generators 21 to 26 rotate at a constant rotational speed, the output voltage Vc may vary depending on the load current. Therefore, the control device 132 controls the power generation inverters 21 to 26 so that the output DC voltage value Vc becomes the specified value V0. Thus, a substantially constant DC voltage V0 is supplied from the power generation inverters 21 to 26 to the power supply lines 61 to 66.

The first power supply system unit 80 </ b> A includes power storage means 90. Control that keeps the power supply voltage Vc supplied to the power supply lines 61, 62, 63, and 64 constant by the power storage means 90 is facilitated, and a stable and constant voltage range is applied to the electric motors 71, 72, 73, and 74. Will be able to.

  The power storage means 90 contains a high-speed response type high voltage, large capacity capacitor.

The voltage value of the power supply lines 61 to 64 of the first power supply system unit 80 </ b> A is equal to the output voltage value Vc of the storage means 90.
The control device 132 increases the power generation amount of the power generators 21 to 24 with respect to the power generation inverters 41 to 44 when the output voltage Vc of the power storage unit 90 falls below the specified value V0. Is returned to the specified value V0. As a result, the power generation inverters 41 to 44 cause the power generators 21 to 24 to perform a power generation operation to increase the amount of power generation, and return the output voltage Vc of the power storage means 90 to the specified value V0. Conversely, when the output voltage Vc of the power storage means 90 rises above the specified value V0, the control device 132 causes the power generation inverters 41 to 44 to reduce or stop the power generation amount of the power generators 21 to 24 to store power. Command the output voltage Vc of the means 90 to return to the prescribed value V0. Thereby, the power generation inverters 41 to 44 reduce the power generation action of the power generators 21 to 24 and return the output voltage Vc of the power storage unit 90 to the specified value V0.

If, for example, regenerative braking of the electric motors 71 to 76 occurs, the output voltage Vc of the power storage means 90 continues to rise toward an allowable upper limit voltage and exceeds a warning value, the control device 132 instructs the generator inverters 41 to 44 to drive the generators 21 to 24 to accelerate the engine 110 and simultaneously instructs the engine controller 133 not to accelerate the engine 110. As a result, engine braking is applied to the engine 110 and functions to obstruct the rotation of the generators 21 to 24. This avoids overcharging of the power storage means 90 and prevents the power storage means 90 from being damaged by overvoltage.

(Second control example)
As described above, the first power supply system unit 80A is provided with the power storage means 90, and the power supply voltage Vc supplied to the power lines 61, 62, 63, 64 by the power storage means 90 is controlled to be constant. This makes it easy to apply a stable and constant voltage range to the electric motors 71, 72, 73 and 74. Similarly, in the first power supply system unit 80A, the power storage means 90 is used as power stabilization means, and one generator 21 of the first power supply system unit 80A is used as a master generator, and the other generators 22 are used. , 23 and 24 will be described as an example of control in which master / slave control is performed and a voltage in a substantially constant range can be supplied to the electric motors 71 to 74 more efficiently.

FIG. 16 is a flowchart showing a control procedure of the power generation inverter 41 of the master generator 21.

As in the first control example, the engine 110 is controlled at a constant rotational speed.

When the output current I of the power generation inverter 41 of the master generator 21 is within the limit current Imax (judgment in step 201 “within current limit”), the DC output voltage Vc of the power generation inverter 41 slightly exceeds the specified value V0. Then, the DC output voltage Vc of the power generation inverter 41 is controlled (step 202). On the other hand, when the output current I of the power generation inverter 41 exceeds the limit current Imax (determination “overcurrent” in step 201), the power generation inverter 41 so that the DC output current I of the power generation inverter 41 falls within the limit current Imax. The DC output current I is controlled. As a result, the electrical energy accumulated in the power storage means 90 is released to the electric motors 71, 72, 73, 74 that are loads, and the terminal voltage Vc of the power storage means 90 decreases. At this time, even if the DC output voltage Vc of the power generation inverter 41 is lower than the specified value V0, the output current I is controlled to be within the limit current Imax (step 203).

When braking torque is generated when the electric vehicle 100 is braked, the drive inverters 51, 52, 53, and 54 apply regenerative braking to decelerate the electric motors 71, 72, 73, and 74. At this time, the kinetic energy of the electric vehicle 100 is converted into electric power, the voltage value Vc of the power supply lines 61, 62, 63, 64 increases, and electric power is stored in the power storage means 90. When the current is regenerated from the load and the terminal voltage Vc of the power storage means 90 rises above the specified value V0, the load current I is not generated from the power generation inverter 41 of the master generator 21.

FIG. 17 is a flowchart showing the control procedure of the power generation inverters 42, 43, 44 of the slave generators 22, 23, 24.

As shown in FIG. 17, as in step 201, it is determined whether or not the output current I of the power generation inverter 41 of the master generator 21 is an overcurrent (step 301). When the output current I of the power generation inverter 41 of the master generator 21 is an overcurrent (determination “overcurrent” in step 301), the electric motor 71 in which the electric energy accumulated in the power storage unit 90 is a load is used. , 72, 73, 74, and the terminal voltage Vc of the electric storage means 90 is lowered. Therefore, the voltage drop value Vε = V0−Vc, which is an error between the voltage command value V0 and the actual terminal voltage Vc, is used as the control input of each power generation inverter 42, 43, 44, and the power generation of the slave generators 22, 23, 24 is performed. Individually, within a range where each power generation inverter 42, 43, 44 does not exceed the individual current limit so that the output voltage of the inverters 42, 43, 44 does not exceed the voltage command value V0 and is as close to the voltage command value V0 as possible. Controlled. Thereby, it charges until the terminal voltage Vc of the electrical storage means 90 becomes the regulation value V0. However, it is not preferable that the output voltage of each power generation inverter 42, 43, 44 overshoots. For this reason, simple PI (proportional, integral) control is sufficient as the control law. On the other hand, when the capacity of the power storage means 90 is small, the voltage drop of the terminal voltage Vc of the power storage means 90 rapidly proceeds due to overload, which is not preferable. Therefore, it is also possible to use simple PID (proportional, integral, derivative) control as the control law as long as the output voltages of the power generating inverters 42, 43, 44 do not overshoot (step 302).

(Third control example)
In the second control example, control of the power generation inverter 41 of the master generator 21 (FIG. 16) and control of the power generation inverters 42, 43, and 44 of the slave generators 22, 23, and 24 (FIG. 17) are separate flowcharts. The explanation is based on the assumption that the processes are performed in parallel.

In this third control example, a case where the control of the power generation inverter 41 of the master generator 21 and the control of the power generation inverters 42, 43, 44 of the slave generators 22, 23, 24 are performed together in the same flowchart will be described. To do.

As shown in FIG. 18, the engine 110 rotates at a constant rotational speed, and stable power is supplied to the power generation inverters 41, 42, 43, 44 of the four generators 21, 22, 23, 24. (Step 401).

Next, it is determined whether or not the terminal voltage Vc of the power storage means 90 is lower than the specified value V0 (step 402). As a result, when it is determined that the terminal voltage Vc of the power storage unit 90 is equal to or higher than the specified value V0 (determination “V0 or higher” in step 402), the electric vehicle 100 is in a state of no load or regenerative braking. The power generation inverters 41, 42, 43, and 44 do not operate and no current is output.

On the other hand, when it is determined that the terminal voltage Vc of the power storage unit 90 is lower than the specified value V0 (determination in step 402 “lower than V0”), the electric vehicle 100 is in a light load state. At that time, the power generation inverter 41 of the master generator 21 operates to output a current. The power generation inverter 41 is controlled using the voltage drop value Vε = V0−Vc as a control input of the power generation inverter 41. As a result, the power storage means 90 is charged until the terminal voltage Vc of the power storage means 90 reaches the specified value V0 (step 403).

Next, it is determined whether or not the output current I of the power generation inverter 41 of the master generator 21 is an overcurrent (step 404). When the output current I of the power generation inverter 41 of the master generator 21 is an overcurrent (judgment “overcurrent” in step 404), the electric vehicle 100 is in a heavy load state. The DC output current I of the power generation inverter 41 is controlled so that the DC output current I is within the limit current Imax. As a result, the electrical energy accumulated in the power storage means 90 is released to the electric motors 71, 72, 73, 74 that are loads, and the terminal voltage Vc of the power storage means 90 decreases.

Therefore, the voltage drop value Vε = V0−Vc is used as a control input for each power generation inverter 42, 43, 44, and the output voltage of the power generation inverters 42, 43, 44 of the slave generators 22, 23, 24 is set to the voltage command value V0. The power generation inverters 42, 43, and 44 are individually controlled within a range that does not exceed the individual current limit so that the value is as close to the voltage command value V0 as possible. Thereby, it charges until the terminal voltage Vc of the electrical storage means 90 becomes the regulation value V0. (Step 405).

As described above, in the third control example, the power storage means 90 of the first power system unit 80A is used as the power supply voltage stabilization means, and power generation is stopped if there is power regeneration from the load of the electric vehicle 100. If the load is light, the current is output only from the power generation inverter 41 of the master generator 21 to carry the load, and the current is not output from the power generation inverters 42, 43, 44 of the other three slave generators 22, 23, 24. Therefore, power loss can be extremely reduced. In addition, when the electric vehicle 100 is under heavy load, in addition to the power generation inverter 41 of the master power generator 21, the power generation inverters 42, 43, 44 of the other three slave power generators 22, 23, 24 are operated, Since current is output from 41 to 44, necessary electric power commensurate with the heavy load can be supplied to the electric motors 71 to 74.

In any of the first control example, the second control example, and the third control example, the first power supply system unit 80A is provided with the power storage means 90. Therefore, regenerative braking is applied, and the power storage means Since electric power is accumulated in 90, it is excellent in energy efficiency and fuel efficiency can be improved.

On the other hand, since the second power supply system unit 80B does not include the power storage means 90, regenerative braking cannot be performed. However, all the power supply systems in the present invention are provided with a smoothing capacitor (not shown) for removing the disturbance of the power supply waveform accompanying the operation of the power semiconductor of the inverter regardless of the presence or absence of power storage means. Needless to say.

In the second power supply system unit 80 </ b> B, the generator 25 supplies power only to the corresponding electric motor 75, and the generator 26 supplies power only to the corresponding electric motor 76. That is, the power generation inverter 45 is controlled to generate a specified voltage V0, and the corresponding drive inverter 55 is controlled to apply the specified voltage V0 to the corresponding electric motor 75. Similarly, the power generation inverter 46 is controlled to generate a specified voltage V0, and the corresponding drive inverter 56 is controlled to apply the specified voltage V0 to the corresponding electric motor 76.

FIG. 19 shows an apparatus configuration for performing regenerative braking not only on the rear wheels 3 and 4 side of the electric vehicle 100 but also on the front wheels 1 and 2 side.

FIG. 19 is a diagram corresponding to the power supply system 80 of FIG. Hereinafter, a different part from FIG. 13 is demonstrated.

The first power supply system unit 80A is provided with power storage means 91, and its plus terminal 91a and minus terminal 91b are housed in a terminal box 91C. The plus cable 91f of the power storage means 91 is electrically connected to a plus terminal 91a, and the plus terminal 91a is electrically connected to power supply lines (plus cables of DC power supply lines) 61, 62, 63, 64, respectively. The minus terminal 91b of the power storage means 91 is body-grounded to one point of the vehicle body 101 via the minus cable 91g. Similarly, the minus terminals of the power generation inverters 41, 42, 43, and 44 and the minus terminals of the drive inverters 51, 52, 53, and 54 are respectively connected via minus cables 61a, 62a, 63a, and 64a, and the minus terminal 91b of the power storage unit 91. The body 101 is grounded at one point.

The second power supply system unit 80B is provided with power storage means 92, and the plus terminal 92a and the minus terminal 92b are accommodated in the terminal box 92C. The plus cable 92f of the electricity storage means 92 is electrically connected to the plus terminal 92a, and the plus terminal 92a of the electricity storage means 92 is electrically connected to the power supply lines (plus cables of DC power supply lines) 65 and 66, respectively. The minus cable 92g of the electricity storage means 92 is electrically connected to the minus terminal 92b, and is grounded to one point of the vehicle body 101 via the minus cable 92h and the minus terminal 91b of the electricity storage means 91. Similarly, the negative terminals of the power generation inverters 45 and 46 and the negative terminals of the drive inverters 51, 52, 53, and 54 are the negative cables 65a and 66a, the negative terminal 92b of the power storage means 92, the negative cable 92h, and the negative terminals of the power storage means 91, respectively. The body is grounded to one point of the vehicle body 101 through the terminal 91b.

According to the device configuration shown in FIG. 19, since the power storage means 92 is provided not only in the first power supply system unit 80A but also in the second power supply system unit 80B, the second control example described above, the third In the same manner as described in the control example, not only the first power supply system unit 80A but also the second power supply system unit 80B, any one generator (for example, the generator 25) is used as a master generator. The same master / slave control can be performed using the other generator 26 as a slave generator.

Next, control of the drive inverters 51 to 56 corresponding to the electric motors 71 to 76 will be described.

20, the horizontal axis represents the vehicle speed or the rotational speed ω of the electric motors 71, 72, 73, 74, 75, 76, and the vertical axis represents the traction force generated in the electric vehicle 100, that is, the electric motors 71, 72, 73, 74, FIG. 7 is a torque diagram showing the relationship between the torques generated at 75 and 76 as a total output torque T, and shows a curve TL having a characteristic of equal horsepower.

In FIG. 20, TL100 is a torque line indicating a rated torque (100% torque) that can be output at each rotational speed ω, and TL50 is the rated torque (100% torque) at each rotational speed ω. It is a torque line which shows the torque equivalent to 50% of. Similarly, it is assumed that a torque line TLz corresponding to each Z% torque is set in advance.

The control device 132 controls the drive inverters 51 to 56 so that a torque of Z% proportional to the depression operation amount Y of the accelerator pedal 131 is generated. Control is performed so that the total torque generated by each of the electric motors 71 to 76 is Z%.

FIG. 21 shows a configuration example of a control device for the drive inverters 51 to 56.

As described above with reference to FIG. 14, the rotating shafts 75F and 76F of the two electric motors 75 and 76 corresponding to the front wheels 1 and 2 are coupled by the connecting gear 112. Therefore, the rotary shafts 75F and 76F of the two electric motors 75 and 76 rotate at the same rotation speed ω1 due to the action of the gear 112. Therefore, one of the electric motors 75 and 76 is a master electric motor (for example, the electric motor 75) and the other is a slave electric motor (electric motor 76), and only the rotational speed ω1 of the rotating shaft 75F of the master electric motor 75 is detected. For example, this can be regarded as the rotation speed of the rotation shaft 76F of the slave electric motor 76. Further, assuming that the torque generated in each of the electric motors 75 and 76 is the same, a torque T1 / 2 that is 1/2 of the torque T1 distributed to the electric motors 75 and 76 is generated in each of the electric motors 75 and 76. A torque command may be output to the drive inverters 55 and 56.

Similarly, one of the electric motors 71 and 72 corresponding to the left rear wheel 3 is a master electric motor (for example, the electric motor 71) and the other is a slave electric motor (the electric motor 72), and the rotation shaft 71F of the master electric motor 71 is used. If only the rotation speed ω <b> 2 is detected, this can be regarded as the rotation speed of the rotation shaft 72 </ b> F of the slave electric motor 72. Further, assuming that the torque generated in each of the electric motors 71 and 72 is the same, a torque T2 / 2 that is 1/2 of the torque T2 distributed to the electric motors 71 and 72 is generated in each of the electric motors 71 and 72. A torque command may be output to the drive inverters 51 and 52.

Similarly, one of the electric motors 73 and 74 corresponding to the right rear wheel 4 is a master electric motor (for example, the electric motor 73) and the other is a slave electric motor (the electric motor 74), and the rotation shaft 73F of the master electric motor 73 is used. If only the rotation speed ω3 is detected, this can be regarded as the rotation speed of the rotation shaft 74F of the slave electric motor 74. Further, if the torque generated in each of the electric motors 73 and 74 is the same, a torque T3 / 2 that is 1/2 of the torque T3 distributed to the electric motors 73 and 74 is generated in each of the electric motors 73 and 74. A torque command may be output to the drive inverters 51 and 52.

When the depressing operation amount Y of the accelerator pedal 131 is measured, it is input to the control device 132.

Next, a torque line TLz of Z% corresponding to the current depression operation amount Y of the accelerator pedal 131 is selected using the torque diagram shown in FIG.

  Next, the required torque T1 corresponding to the rotational speed ω1 and the torque line TLz is calculated using the function f1.

  Similarly, the required torque T2 corresponding to the rotational speed ω2 and the torque line TLz is calculated using the function f2.

  Similarly, the required torque T3 corresponding to the rotational speed ω3 and the torque line TLz is calculated using the function f3.

  For example, assuming that the rotational speeds ω1, ω2, and ω3 are the same rotational speed ω0, the electric motors 75 and 76 corresponding to the front wheels 1 and 2, the electric motors 71 and 72 corresponding to the left rear wheel 3, and the right rear wheel 4 Assuming that the same magnitude of torque is distributed to each of the electric motors 73 and 74 corresponding to, the output torque value Tz corresponding to the rotational speed ω0 on the torque line TLz is 1 as shown in FIG. Torque Tz / 3 of / 3 corresponds to the electric motors 75 and 76 corresponding to the front wheels 1 and 2, the electric motors 71 and 72 corresponding to the left rear wheel 3, and the right rear wheel 4 as T1, T2 and T3, respectively. It will be distributed to each of the electric motors 73 and 74.

  When the torque T1 is thus obtained, a torque command corresponding to the torque T1 / 2 that is ½ of the torque T1 is given to the drive inverters 55 and 56, respectively, and the torque T1 / 2 is generated in the electric motors 75 and 76, respectively. . In this way, the electric motors 75 and 76 corresponding to the front wheels 1 and 2 can be easily torque controlled.

  Similarly, when the torque T2 is obtained, a torque command corresponding to a torque T2 / 2 that is ½ of the torque T2 is given to each of the drive inverters 51 and 52, and the torque T2 / 2 is obtained by each of the electric motors 71 and 72. appear. Thus, torque control of the electric motors 71 and 72 corresponding to the left rear wheel 3 can be easily performed.

Similarly, when the torque T3 is obtained, a torque command corresponding to the torque T3 / 2 that is ½ of the torque T3 is given to the drive inverters 53 and 54, respectively, and the torque T3 / 2 is respectively received by the electric motors 73 and 74. appear. In this way, torque control of the electric motors 73 and 74 corresponding to the right rear wheel 4 can be easily performed.

Hereinafter, the operational effects of the first embodiment will be described.

Consider the cost of the power supply system 80.

A special vehicle such as a disaster-preventing off-road vehicle assumed in this embodiment generally requires a large output. For example, the maximum output of the engine 110 is 300 kW. For this reason, when the power supply system 80 is configured as one unit as in the prior art, it is necessary to configure one electrical device such as an individual generator and an electric motor, and one generator 20 and one electric motor 70 are included. Requires a capacity of a maximum output of 300 kW. Similarly, one power generation inverter 40 and one drive inverter 50 are required to have a capacity of a maximum output of 300 kW. These large-capacity (300 kW) electrical equipment is a dedicated product and must be newly developed. Purchase and use inexpensive, small-capacity electrical equipment used in mass-produced general automobiles (hybrid vehicles) Can not do it.

In addition, special vehicles such as disaster-preventing off-road vehicles assumed in this embodiment have extremely low annual production. For this reason, only a very small amount of dedicated electric equipment with a large capacity (300 kW) has to be developed and produced, and if the development cost is included, the unit price of the electric equipment is the same as the electric equipment used in ordinary ordinary automobiles. There is a risk that it may be several tens to several hundred times the unit price.

Here, in vehicles with extremely low annual production, the capacity per part used in the vehicle is reduced, the parts used in the vehicle are made to have the same specifications and used in common per vehicle. Focusing on the fact that by increasing the number of parts having the same specifications, the unit price of parts can be reduced and the cost of the power supply system 80 can be reduced.

As described above, the power supply system 80 of the electric vehicle 100 is divided into six power supply systems 81, 82, 83, 84, 85, 86, so that the capacity per generator 20 used in the vehicle can be maximized. The output can be reduced to 50 kW (continuous 37 kW), the capacity of the generator 20 used in the vehicle is made to be the same specification, and the capacity is shared, and the number of the generators 20 of the same specification used per vehicle is increased to six. As a result, the unit price of the generator 20 can be reduced. Similarly, the unit price of the electric motor 70 can be reduced. In addition, the generator 20 and the electric motor 70 have the same main parts, and the use of the same specification product per vehicle further increases due to the common use of the main parts constituting the generator 20 and the electric motor 70. Thus, the mass production effect can be further increased, and the component unit price can be further reduced.

Similarly, by reducing the size of the power generation inverter 40 used in the vehicle (maximum output 50 kW (continuous 37 kW)) and increasing the amount of power generation inverter 40 used per vehicle, the unit cost of the power generation inverter 40 can be reduced. Can do. Similarly, by reducing the drive inverter 50 used in the vehicle (maximum output 50 kW (continuous 37 kW)) and increasing the amount of drive inverter 50 used per vehicle, the component cost of the drive inverter 50 can be reduced. it can. In addition, the power generation inverter 40 and the drive inverter 50 have the same main components, and the main components constituting the power generation inverter 40 and the drive inverter 50 are made common, so that the usage amount of the same specification product per vehicle is further increased. By increasing, the mass production effect can be further enhanced, and the unit price of the parts can be further lowered.

In addition, by reducing the capacity of these electrical devices, it is possible to purchase and use inexpensive small-capacity electrical devices that are used in mass-produced general automobiles (hybrid vehicles).

Furthermore, the current capacity of the electric wires, terminals, connectors, etc. constituting the power supply system 80 is also reduced, so that it is not necessary to use parts that are dedicated to large capacity, and parts that are used in general automobiles can be purchased and used at low cost. It becomes possible.

As described above, parts constituting the power system 80 can be mass-produced at low cost, and parts used in general automobiles can be purchased, so that the cost of the power system 80 can be reduced. The manufacturing cost of a special electric vehicle 100 such as an off-road vehicle for disaster prevention can be reduced.

Furthermore, in the electric vehicle 100 according to the present embodiment, the power supply system 80 is divided into six power supply systems 81, 82, 83, 84, 85, 86, so that the power supply system 80 is made redundant and multiplexed. . In addition to the above-described downsizing of components and increase in the amount of use, according to the present embodiment, the reliability for failure of the power supply system 80 is increased by redundancy and multiplexing. This eliminates the need to increase the unit price.

That is, in the first embodiment, as shown in FIG. 13, a plurality (two) of power supply systems 85 and 886 are connected to the interlocking drive shaft 11 in parallel. For this reason, according to the first embodiment, a failure occurs in which the power supply line 65 is short-circuited in any power supply system, for example, the power supply system 85, or a failure occurs in the power generation inverter 45 or the drive inverter 55. Even if power is not supplied to the electric motor 75 of the power supply system 85 and the left and right drive wheels 1 and 2 of the interlocking drive shaft 11 are not driven by the electric motor 75 of the power supply system 85, the power supply system 85 is independent of the power supply system 85. Since electric power is supplied to the electric motor 76 of the other power supply system 86 without failure, the left and right drive wheels 1 and 2 of the interlocking drive shaft 11 are reliably driven by the electric motor 76 of the power supply system 86. Thereby, the situation where the electric vehicle 100 falls into driving | running | working can be avoided.

On the other hand, the power supply lines 61, 62, 63, 64 of the plurality (four) of power supply systems 81, 82, 83, 84 connected to the left and right drive wheels 3, 4 of the independent drive shaft 12 have a common power storage means. 90, which is electrically connected to power storage means 90 for storing electric power. According to the first embodiment, when the power storage means 90 is provided in the plurality of power supply systems 81, 82, 83, 84, the power storage means 90 is common to the plurality of power supply systems 81, 82, 83, 84. The cost of the power supply system 80 can be further reduced by sharing parts.

In addition, as long as there is no serious failure in which the power system such as a short circuit is interrupted by the power lines 61, 62, 63, 64, one of the plurality of power systems 81, 82, 83, 84 (for example, the power system 81). ), The left and right wheels 3 and 4 of the independent drive shaft 12 are secured by the other power supply systems 82, 83 and 84 even when a minor failure occurs such as when the inverter control system stops. Thereby, the situation where the electric vehicle 100 falls into driving | running | working can be avoided.

As described above, even if a failure occurs in the power supply system of the four-wheel drive electric vehicle 100, the driving of all the wheels is ensured depending on the manner of the failure. Further, even in the worst failure, driving of at least one of the axles 11 and 12 is ensured. As a result, it is possible to avoid a situation in which the electric vehicle 100 becomes unable to travel, and the reliability of the power supply system 80 can be drastically improved. Therefore, as in the prior art, it is not necessary to design and produce each component of the power supply system 80 having only one cost sufficiently and with high reliability. Coupled with the decrease in the component unit price due to the increase, the component unit price can be further reduced.

As described above, according to the first embodiment, when the off-road vehicle for disaster prevention is constituted by a series hybrid electric vehicle, the power supply system is ensured while ensuring a stable driving state with the function of the power supply system 80 maintained. The cost of 80 can be reduced.

The relationship between the power supply system 80, the axle, and the drive wheels described in the first embodiment is an example, and various modifications can be made to the above relationship as described below.

(Second embodiment)
FIG. 2 shows an electric vehicle 100 according to the second embodiment.

The electric vehicle 100 shown in FIG. 2 is a four-wheeled vehicle provided with two axles 11 and 12.

At least one axle 12 of the two axles 11 and 12 is configured as an interlocking drive shaft in which the left and right drive wheels 3 and 4 are driven in conjunction with each other.

The power supply system 80 includes two power supply systems 81 and 82. The two power supply systems 81 and 82 are connected to the interlocking drive shaft 12 in parallel.

For this reason, a failure in which the power supply line 60 is short-circuited in one power supply system 81 or a failure in the power generation inverter 40 and the drive inverter 50 occurs, so that electric power is not supplied to the electric motor 70 of the power supply system 81. Even if the left and right drive wheels 3 and 4 of the interlocking drive shaft 12 are not driven by the electric motor 70 of the power supply system 81, the electric motor 70 of the other power supply system 82 independent of the power supply system 81 has no power failure. Therefore, the left and right drive wheels 3 and 4 of the interlocking drive shaft 12 are reliably driven by the electric motor 70 of the power supply system 82. Thereby, the situation where the electric vehicle 100 falls into driving | running | working can be avoided.

  In FIG. 2, a four-wheeled vehicle is assumed, but the present invention may be applied to a six-wheeled vehicle, an eight-wheeled vehicle, or the like having three or more axles. In that case, at least one axle of the three or more axles is an interlocking drive shaft, and a plurality (two or more) of power supply systems may be connected to the interlocking drive shaft in parallel.

(Third embodiment)
FIG. 3 shows an electric vehicle 100 according to the third embodiment.

The electric vehicle 100 shown in FIG. 3 is a four-wheel vehicle that includes two axles 11 and 12 and that drives the drive wheels 1, 2, 3, and 4 according to the operation of the electric motor 70.

The two axles 11 and 12 are configured as interlocking drive shafts in which the left and right drive wheels are driven in conjunction with each other.

The power supply system 80 includes two power supply systems 81 and 82. Different power supply systems 81 and 82 are connected to the two interlocking drive shafts 11 and 12, respectively.

For this reason, a failure in which the power supply line 60 is short-circuited in the power supply system 81 or a failure in the power generation inverter 40 and the drive inverter 50 occurs, so that electric power is not supplied to the electric motor 70 of the power supply system 81. Even if the left and right drive wheels 1 and 2 of the interlocking drive shaft 11 are not driven by the electric motor 70 of 81, power is supplied to the electric motor 70 of another power supply system 82 independent of the power supply system 81 without failure. Therefore, the left and right drive wheels 3 and 4 of the other interlocking drive shaft 12 are reliably driven by the electric motor 70 of the power supply system 82. As a result, it is possible to avoid a situation in which the vehicle 100 is unable to travel.

In FIG. 3, a four-wheeled vehicle is assumed, but the present invention may be applied to a six-wheeled vehicle, an eight-wheeled vehicle, or the like having three or more axles. In that case, at least two axles among the three or more axles may be interlocking drive shafts, and different power systems may be connected to each of the at least two interlocking drive shafts.

(Fourth embodiment)
FIG. 4 shows an electric vehicle 100 according to the fourth embodiment.

The electric vehicle 100 shown in FIG. 4 is a four-wheeled vehicle provided with two axles 11 and 12.

At least one axle 12 of the two axles 11 and 12 is configured as an independent drive shaft on which the left and right drive wheels 3 and 4 are independently driven.

The power supply system 80 includes four power supply systems 81, 82, 83, and 84.

Two power supply systems 81 and 82 are connected in parallel to the left drive wheel 3 of the independent drive shaft 12, and two power supply systems 83 different from the power supply systems 81 and 82 are connected to the right drive wheel 4 of the independent drive shaft 12. , 84 are connected in parallel.

For this reason, for example, a failure that causes the power supply line 60 to be short-circuited in the power supply system 81 of the left drive wheel 3 or a failure of the power generation inverter 40 and the drive inverter 50 occurs. Even if the power is not supplied and the left driving wheel 3 is not driven by the electric motor 70 of the power supply system 81, power is supplied to the electric motor 70 of another power supply system 82 independent of the power supply system 81 without failure. Therefore, the left driving wheel 3 is reliably driven by the electric motor 70 of the power supply system 82. Similarly, even if the power supply system 83 fails, the right drive wheel 4 is reliably driven by the other power supply system 84. Thereby, the drive of the left and right wheels 3 and 4 of the independent drive shaft 12 is ensured, and the situation where the vehicle 100 cannot run can be avoided.

In FIG. 4, a four-wheeled vehicle is assumed, but the present invention may be applied to a six-wheeled vehicle, an eight-wheeled vehicle, or the like having three or more axles. In that case, at least one of the three or more axles is an independent drive shaft, and a plurality of different power systems are connected in parallel to the left and right drive wheels of the at least one independent drive shaft. That's fine.

(5th Example)
FIG. 5 shows an electric vehicle 100 of the fifth embodiment.

The electric vehicle 100 shown in FIG. 5 is a four-wheel vehicle that includes two axles 11 and 12 and that drives the drive wheels 1, 2, 3, and 4 according to the operation of the electric motor 70.

In the present embodiment, as in the third embodiment, different power supply systems 81, 82, and 83 are connected to the two interlocking drive shafts 11 and 12, respectively. Two power supply systems 82 and 83 are connected to the interlocking drive shaft 12 in parallel.

Therefore, according to the fifth embodiment, in addition to the same functions and effects as those of the third embodiment, the same functions and effects as those of the second embodiment can be obtained. Further, according to the fifth embodiment, when a failure occurs in one of the two power supply systems 82 and 83 connected in parallel to the interlocking drive shaft 12 (for example, the power supply system 82), another power supply is provided. The system 83 ensures driving of the left and right wheels 3 and 4 of the interlocking drive shaft 12. Thereby, it becomes possible to maintain the drive of all the wheels 11, 12, 13, and 14 of the two interlocking shafts 11 and 12 of the electric vehicle 100, and the function of a four-wheel drive vehicle can be maintained.

In FIG. 5, a four-wheeled vehicle is assumed, but the present invention may be applied to a six-wheeled vehicle, an eight-wheeled vehicle, or the like having three or more axles.

(Sixth embodiment)
FIG. 6 shows an electric vehicle 100 according to a sixth embodiment.

The electric vehicle 100 shown in FIG. 6 is a four-wheel vehicle that includes two axles 11 and 12 and that drives the drive wheels 1, 2, 3, and 4 according to the operation of the electric motor 70.

In this embodiment, as shown in FIG. 6, as in the second embodiment, two power systems 85 and 86 are connected in parallel to the interlocking drive shaft 11, and in the same manner as in the fourth embodiment, 2 One axle 12 of the two axles 11 and 12 is configured as an independent drive shaft in which the left and right drive wheels 3 and 4 are independently driven. The left drive wheel 3 of the independent drive shaft 12 includes two axles. The power supply systems 81 and 82 are connected in parallel, and two power supply systems 83 and 84 different from the power supply systems 81 and 82 are connected in parallel to the right drive wheel 4 of the independent drive shaft 12.

According to the sixth embodiment, in addition to the same effects as the second embodiment, the same effects as the fourth embodiment can be obtained. Further, according to the sixth embodiment, a failure occurs in any power supply system (for example, power supply system 85) of the interlocking drive shaft 11, or any power supply system (for example, power supply system 81) of the independent drive shaft 12 does. Even if a failure occurs, the left and right wheels 1 and 2 of the interlocking drive shaft 11 and the left and right wheels 3 and 4 of the independent drive shaft 12 are secured. Thereby, it becomes possible to maintain the drive of all the wheels 11, 12, 13, and 14 of the two interlocking shafts 11 and 12 of the electric vehicle 100, and the function of a four-wheel drive vehicle can be maintained.

In FIG. 6, a four-wheeled vehicle is assumed, but the present invention may be applied to a six-wheeled vehicle, an eight-wheeled vehicle, or the like that includes three or more axles.

(Seventh embodiment)
In the second to sixth embodiments described above, the power storage means 90 can be included in at least one of the plurality of power supply systems.

For example, in the first embodiment shown in FIG. 2, the power storage means 90 can be included in at least one of the two power supply systems 81, 82, for example, the power supply systems 81, 82. According to the seventh embodiment, it is easy to control the power supply voltage supplied to the power supply line 60 by the power storage means 90 to be constant, and a stable constant voltage range can be applied to the electric motor 70. Become. If braking torque is generated when the electric vehicle 100 is braked, the drive inverter 50 applies regenerative braking to decelerate the electric motor 70. At this time, the kinetic energy of the electric vehicle 100 is converted into electric power, the voltage value of the power supply line 60 rises, and the electric power is stored in the power storage means 90. Thus, according to the seventh embodiment, regenerative braking can be applied, and electric power is stored in the power storage means 90, so that energy efficiency is excellent and fuel efficiency can be improved.

(Eighth embodiment)
In the second embodiment, the fifth embodiment, and the sixth embodiment described above, the common power storage means 90 can be electrically connected to the power lines of a plurality of power systems connected in parallel to the interlocking drive shaft. .

For example, as shown in FIG. 7, a common power storage unit 90 can be electrically connected to power lines 65 and 66 of a plurality of power systems 85 and 86 coupled in parallel to the interlocking drive shaft 12.

According to the eighth embodiment, the same effect as in the seventh embodiment described above can be obtained. Further, according to the eighth embodiment, when the power storage means 90 is provided in the plurality of power supply systems 85 and 86, the power storage means 90 can be shared by the plurality of power supply systems 85 and 86, and the common parts can be shared. As a result, the cost of the power supply system 80 can be further reduced. In addition, as long as a failure such as a short circuit does not occur in the power supply lines 65 and 66, even if a failure occurs in any one of the power supply systems (for example, the power supply system 85), the left and right wheels 1 and 2 of the interlocking drive shaft 11 are caused by the other power supply system 86. Is ensured.

In the electric vehicle 100 shown in FIG. 7, the common power storage means 90 is connected to each power line of the four power systems 81, 82, 83, 84 connected to the left and right drive wheels 3, 4 of the independent drive shaft 12. An electrically connected configuration corresponds to the first embodiment (FIG. 19) described above.

(Ninth embodiment)
In the fourth embodiment and the sixth embodiment described above, the common power storage means 90 can be electrically connected to the power lines of a plurality of power systems connected to the left and right drive wheels of the independent drive shaft.

For example, as shown in FIG. 8, a common power supply line 61, 62, 63, 64 of a plurality of power supply systems 81, 82, 83, 84 connected to the left and right drive wheels 3, 4 of the independent drive shaft 12 is common. The power storage means 90 can be electrically connected.

According to the ninth embodiment, when the power storage means 90 is provided in the plurality of power supply systems 81, 82, 83, 84, the power storage means 90 is shared by the plurality of power supply systems 81, 82, 83, 84. The cost of the power supply system 80 can be further reduced by sharing parts. Further, unless a failure such as a short circuit occurs in the power supply lines 61, 62, 63, 64, even if a failure occurs in any one of the power supply systems (for example, the power supply system 81), the other power supply systems 82, 83, 84 drive the interlock. Driving of the left and right wheels 3 and 4 of the shaft 12 is ensured.

(Tenth embodiment)
FIG. 9 shows an electric vehicle 100 according to the tenth embodiment.

The electric vehicle 100 shown in FIG. 9 is a four-wheeled vehicle that includes two axles 11 and 12 and that drives the left and right drive wheels 1, 2, 3, and 4 according to the operation of the electric motor 70.

The front axle 11 and the rear axle 12 are composed of interlocking drive shafts. Further, the front axle 11 and the rear axle 12 are mechanically coupled so as to be driven in conjunction with each other.

The power supply system 80 includes two power supply systems 81 and 82. The two power supply systems 81 and 82 are connected in parallel to an interlocking drive shaft including a front axle 11 and a rear axle 12.

According to the tenth embodiment, even if a failure occurs in any one of the power supply systems (for example, the power supply system 81), it is possible to ensure that all the wheels 1, 2, 3, 4 of the four-wheel drive vehicle 100 are driven. In addition, the function of the four-wheel drive vehicle 100 can be maintained.

In FIG. 9, a four-wheeled vehicle is assumed, but the present invention may be applied to a six-wheeled vehicle, an eight-wheeled vehicle or the like having three or more axles.

(Eleventh embodiment)
As shown in FIG. 10, the electric vehicle 100 according to the eleventh embodiment includes two axles 11 and 12, and the drive wheels 1, 2, 3, 4, and the like according to the operation of the electric motors 71, 72, 73, 74. Is a four-wheeled vehicle driven.

The two axles 11 and 12 are configured as interlocking drive shafts.

The power supply system 80 includes a first power supply system unit 80A and a second power supply system unit 80B. The first power system unit 80A includes a plurality of power systems 81 and 82, and the second power system unit 80B includes two power systems 83 and 84. The power supply systems 81 and 82 are connected in parallel to the interlocking drive shaft 12, and the power supply systems 83 and 84 are connected in parallel to the interlocking drive shaft 11.

A common power storage unit 91 is electrically connected to the power supply lines 61 and 62 of the power supply systems 81 and 82. Similarly, a common power storage unit 92 is electrically connected to the power supply lines 63 and 64 of the power supply systems 83 and 84.

The generators 21 and 22 of the power supply systems 81 and 82 may be configured by one generator. Similarly, the generators 23 and 24 of the power supply systems 83 and 84 are configured by one generator. Also good. Even in this case, one generator inverter that converts the AC output of the generator into DC power is provided for each generator.

(Twelfth embodiment)
As shown in FIG. 11A, the electric vehicle 100 of the twelfth embodiment is provided with three axles 11, 12, and 13, and driving wheels 1, 2, 3, 4, and so on according to the operation of the electric motor 70. 5 and 6 are driven 6-wheeled vehicles.

Three axles, that is, the first axle 11, the second axle 12, and the third axle 13 are configured as interlocking drive shafts.

The power supply system 80 includes a first power supply system unit 80A, a second power supply system unit 80B, and a third power supply system 80C. The first power supply system unit 80A includes a power supply system 81, the second power supply system unit 80B includes a power supply system 82, and the third power supply system 80C includes a power supply system 83. The power supply system 81 is connected to the interlocking drive shaft 13, the power supply system 82 is connected to the interlocking drive shaft 12, and the power supply system 83 is connected to the interlocking drive shaft 11.

In FIG. 11A, the power supply system constituting the first power supply system unit 80A, the second power supply system unit 80B, and the third power supply system 80C is one, and each interlocking drive 13, 12, and 11 is one. Driven by one generator and one electric motor, but one of the first power system unit 80A, the second power system unit 80B, the third power system 80C, or A plurality of power supply systems constituting any two or all of them are used, and any one of the interlocking drive shafts 13, 12, 11, or any two, or all of them are a plurality of generators, a plurality of You may comprise so that it may drive with an electric motor.

Further, in FIG. 11A, the first axle 11, the second axle 12, and the third axle 13 are used as interlocking drive shafts, but any one of the first axle 11, the second axle 12, and the third axle 13 is used. One or any two or all of them may be independent drive shafts, and the left and right drive wheels may be driven by different electric motors. In this case, it is desirable that each drive wheel is driven by two or more electric motors.

(Thirteenth embodiment)
The electric vehicle 100 according to the thirteenth embodiment is provided with three axles 11, 12, and 13 according to the operation of the electric motor 70, as shown in FIG. 5 and 6 are driven 6-wheeled vehicles.

Three axles, that is, the first axle 11, the second axle 12, and the third axle 13 are configured as interlocking drive shafts.

The power supply system 80 includes a first power supply system unit 80A and a second power supply system unit 80B. The first power supply system unit 80A includes a power supply system 81, and the second power supply system unit 80B includes power supply systems 82 and 83. The power supply system 81 is connected to the interlocking drive shaft 13, the power supply system 82 is connected to the interlocking drive shaft 12, and the power supply system 83 is connected to the interlocking drive shaft 11.

A common power storage means 90 is electrically connected to the power supply lines 62 and 63 of the power supply systems 82 and 83.

In FIG. 11B, the power supply system constituting the first power supply system unit 80A is one, and the interlocking drive 13 is driven by one generator and one electric motor. A plurality of power supply systems constituting one power supply system unit 80A may be provided, and the interlocking drive shaft 13 may be configured to be driven by a plurality of generators and a plurality of electric motors.

The second power supply system unit 80B has a plurality of power supply systems, and the interlocking drive shafts 12 and 11 are individually driven by one generator and one electric motor. The power supply system constituting the second power supply system unit 80B may be a single power supply system, and may be configured to be driven by a single generator and a single electric motor in combination with the two interlocking drives 12 and 11.

Further, in FIG. 11B, the first axle 11, the second axle 12, and the third axle 13 are used as interlocking drive shafts, but any one of the first axle 11, the second axle 12, and the third axle 13 is used. One or any two or all of them may be independent drive shafts, and the left and right drive wheels may be driven by different electric motors. In this case, it is desirable that each drive wheel is driven by two or more electric motors.

(14th embodiment)
As shown in FIG. 12A, the electric vehicle 100 according to the fourteenth embodiment is provided with four axles 11, 12, 13, and 14 according to the operation of the electric motor 70. This is an eight-wheeled vehicle in which 4, 5, 6, 7, and 8 are driven.

The four axles, that is, the first axle 11, the second axle 12, the third axle 13, and the fourth axle are configured as interlocking drive shafts.

The power supply system 80 includes a first power supply system unit 80A, a second power supply system unit 80B, a third power supply system 80C, and a fourth power supply system 80C. The first power system unit 80A includes a power system 81, the second power system unit 80B includes a power system 82, the third power system 80C includes a power system 83, and a fourth power system 80D. Consists of a power supply system 84. The power supply system 81 is connected to the interlocking drive shaft 14, the power supply system 82 is connected to the interlocking drive shaft 13, the power supply system 83 is connected to the interlocking drive shaft 12, and the power supply system 84 is connected to the interlocking drive shaft 11. Has been.

In FIG. 12A, the power supply system constituting the first power supply system unit 80A, the second power supply system unit 80B, the third power supply system 80C, and the fourth power supply system 80D is one, and each interlocking drive is performed. 14, 13, 12, and 11 are driven by one generator and one electric motor. The first power system unit 80 </ b> A, the second power system unit 80 </ b> B, and the third power system 80C, any one of the fourth power supply system 80D, or any two, or any three, or a plurality of power supply systems, and a plurality of power supply systems 14, 13, 12, 11 Any one, any two, any three, or all of them may be configured to be driven by a plurality of generators and a plurality of electric motors.

In FIG. 12A, the first axle 11, the second axle 12, the third axle 13, and the fourth axle are interlocking drive shafts. However, the first axle 11, the second axle 12, the third axle 13, The left and right drive wheels may be driven by different electric motors using any one, any two, any three, or all of the fourth axles as independent drive shafts. In this case, it is desirable that each drive wheel is driven by two or more electric motors.

(15th embodiment)
As shown in FIG. 12 (b), the electric vehicle 100 of the fifteenth embodiment is provided with four axles 11, 12, 13, 14, and drive wheels 1, 2, 3, 14 according to the operation of the electric motor 70. This is a six-wheeled vehicle in which 4, 5, 6, 7, and 8 are driven.

The four axles, that is, the first axle 11, the second axle 12, the third axle 13, and the fourth axle 14 are configured as interlocking drive shafts.

The power supply system 80 includes a first power supply system unit 80A and a second power supply system unit 80B. The first power system unit 80A includes power systems 81 and 82, and the second power system unit 80B includes power systems 83 and 84. The power supply system 81 is connected to the interlocking drive shaft 14, the power supply system 82 is connected to the interlocking drive shaft 13, the power supply system 83 is connected to the interlocking drive shaft 12, and the power supply system 84 is connected to the interlocking drive shaft 11. Has been.

A common power storage unit 91 is electrically connected to the power lines 61 and 62 of the power systems 81 and 82, and similarly, a common power storage is connected to the power lines 63 and 64 of the power systems 83 and 84. Means 92 is electrically connected.

In FIG. 12 (b), a plurality of power supply systems constituting the first power supply system unit 80A are provided, and the interlocking drive shafts 14 and 13 are individually driven by one generator and one electric motor. The power supply system constituting the first power supply system unit 80A is a single power supply system, and the two interlocking drives 14 and 13 are combined to be driven by one generator and one electric motor. May be. In the present invention, as described above, one power generation inverter corresponds to one generator and one drive inverter corresponds to one electric motor to constitute a power supply system.

In FIG. 12B, a plurality of power supply systems constituting the second power supply system unit 80B are provided, and the interlocking drive shafts 12 and 11 are individually driven by one generator and one electric motor. In this configuration, the power supply system constituting the second power supply system unit 80B is a single power supply system, and the two interlocking drive units 12 and 11 are driven by a single generator and a single electric motor. It may be configured.

In FIG. 12B, the first axle 11, the second axle 12, the third axle 13, and the fourth axle 14 are interlocking drive shafts. However, the first axle 11, the second axle 12, and the third axle 13 are used. The left and right drive wheels may be driven by different electric motors using any one, any two, any three, or all of the fourth axles 14 as independent drive shafts. In this case, it is desirable that each drive wheel is driven by two or more electric motors.

According to each of the embodiments described above, when the off-road vehicle for disaster prevention is configured with a series hybrid electric vehicle, the power The cost of the system 80 can be reduced.

(Sixteenth embodiment)
FIG. 22 shows an electric vehicle 100 in which all the wheels are provided with independent electric motors. Such an electric vehicle 100 is referred to as an “in-wheel motor” type electric vehicle in this specification. That is, when the wheel and the motor that drives it have a one-to-one correspondence, not only the type in which the motor is stored inside the wheel, but also the type in which the motor is provided outside the wheel is generically referred to in this application. Shall be called.

In this embodiment, the invention described in the first to fifteenth embodiments is applied to such an “in-wheel motor” type electric vehicle.

The electric vehicle 100 of the sixteenth embodiment shown in FIG. 22 is a four-wheeled vehicle provided with two axles 11 and 12.

The axle 11 is configured as an independent drive shaft where the left and right drive wheels 1 and 2 are independently driven, and the axle 12 is an independent drive shaft where the left and right drive wheels 3 and 4 are independently driven. It is configured.

The power supply system 80 includes two power supply systems 81 and 82. The power supply systems 81 and 82 are provided for each of the independent drive shafts 11 and 12. The power supply system 81 is connected to the generator 21, the power generation inverter 41, the drive inverters 51 and 52, the power supply line 61 that electrically connects the power generation inverter 41 and the drive inverters 51 and 52, and the drive inverters 51 and 52, respectively. It includes electric motors 71 and 72 that are electrically connected. The electric motors 71 and 72 are connected to the left and right drive wheels (front wheels) 1 and 2, respectively. The power supply system 82 includes a generator 22, a power generation inverter 42, drive inverters 53 and 54, a power line 62 that electrically connects the power generation inverter 42 and the drive inverters 53 and 54, and drive inverters 53 and 54. Electric motors 73 and 74 that are electrically connected to each other are included. The electric motors 73 and 74 are connected to the left and right drive wheels (rear wheels) 3 and 4, respectively. Thus, the left and right drive wheels 1 and 2 of the independent drive shaft 11 are individually connected to the left and right drive wheels 1 and 2 of the independent drive shaft 11 and the left and right drive wheels 3 of the independent drive shaft 12. 4 are individually connected to electric motors 73 and 74 constituting a power supply system 82.

For this reason, for example, a failure occurs in which the power supply line 61 is short-circuited in the power supply system 81 of the front wheels 1 and 2, or a failure occurs in the power generation inverter 41 and the drive inverters 51 and 52. Even if the electric power is not supplied to 72 and the front motor left driving wheel 1 or the right driving wheel 2 or both driving wheels 1 and 2 are not driven by the electric motors 71 and 72 of the power supply system 81, Since electric power is supplied to the electric motors 73 and 74 of another independent power supply system 82 without failure, the rear wheels 3 and 4 are reliably driven by the electric motors 73 and 74 of the power supply system 82. Similarly, even if the power supply system 82 fails, the front wheels 1 and 2 are reliably driven by the other power supply system 81. As a result, it is possible to avoid a situation in which driving of at least one of the left and right wheels 1, 2, 3, 4 of the independent drive shafts 11, 12 is ensured and the vehicle 100 cannot run.

In FIG. 22, a four-wheeled vehicle is assumed, but the present invention may be applied to a six-wheeled vehicle, an eight-wheeled vehicle, or the like that includes three or more axles. In this case, all of the three or more axles 11, 12, 13... Are configured as independent drive shafts, and the power supply systems 81, 82, 83... Are provided for the respective independent drive shafts 11, 12, 13. Electric motors 71, 72, constituting power supply systems 81, 82, 83, respectively, are provided on the left and right drive wheels 1, 2, 3, 4, 6,. 73, 74, 75, 76... Need only be individually connected.

By the way, the off-road vehicle for disaster prevention requires not only disaster relief but also multipurpose utilization. For this reason, depending on the specifications, not only the traveling drive system but also various auxiliary machines (power loads) are additionally mounted on the vehicle body. Moreover, the auxiliary equipment mounted on the off-road vehicle for disaster prevention is a large-capacity power load exceeding 20 to 30% of the output of the engine, and it is predicted that the running performance will be lowered or the running will be impossible. Is done. Here, the large-capacity auxiliary equipment includes communication equipment, a projector, a driving inverter added to drive the trailer with a motor in rough terrain outside the road, and the like.

In this case, if the basic specifications are changed by increasing the capacity of the engine, the generator, etc. in accordance with the added auxiliary machine, the auxiliary machine can be operated without impairing the running performance. However, as described above, the off-road vehicle for disaster prevention is a low-volume, multi-product vehicle with different specifications for each application, and mass production effects cannot be expected. That is, if the basic specifications of the engine, the generator, etc. are changed in accordance with the presence or absence of an auxiliary machine and the type of auxiliary machine to be mounted, the manufacturing cost of the vehicle will increase dramatically. Therefore, such a countermeasure must be avoided.

In addition, assuming the above-mentioned special applications, for example, disaster relief and communication work, installing auxiliary equipment (a water pump for disaster relief, communication equipment) in the vehicle in advance causes an increase in the weight of the vehicle. At the same time, there arises a problem that the space in the vehicle is reduced when the auxiliary machine is not used. In addition, there is a demand for easy attachment when adding an auxiliary machine and easy attachment.

Moreover, the off-road vehicle for disaster prevention may run for a long time without operating the engine. For example, when traveling in a tunnel or traveling at night, in such a situation, there is a request to stop the operation of the engine and run without generating exhaust gas or engine noise at all. . In this case, the auxiliary machine needs to be operated by power generation means mounted on the vehicle. However, assuming special missions such as traveling in tunnels and night driving, installing a large-capacity power generation means in the vehicle in advance causes an increase in the weight of the vehicle, and the interior of the vehicle when the power storage means is not used. The problem arises that the space is narrowed. In addition, there is a demand for easy mounting and easy mounting when the power storage means is mounted.

Below, the Example for responding to this request | requirement is described.

(Seventeenth embodiment)
FIG. 23 shows an electric vehicle 100 according to a seventeenth embodiment.

The electric vehicle 100 of the present embodiment is an “in-wheel motor” type electric vehicle similar to that of the sixteenth embodiment.

As shown in FIG. 23, two axles 11 and 12 are provided, and the left and right drive wheels 1, 2, 3, and 4 are driven according to the operation of the electric motors 71, 72, 73, and 74. .

The electric vehicle 100 includes a generator 21, a power generation inverter 41, drive inverters 51 and 52, a power line 61 that electrically connects the power generation inverter 41 and the drive inverters 51 and 52, and the drive inverters 51 and 52, respectively. A first power supply system 81 for operating the electric motors 71 and 72 by converting the motive power of the engine 110 into electric energy, a generator 22, and a power generation inverter 42, the drive inverters 53 and 54, the power source line 62 that electrically connects the power generation inverter 42 and the drive inverters 53, 54, and 55, and the electric motor 73 that is electrically connected to the drive inverters 51 and 52, respectively. 74, and a second power supply system that operates the electric motors 73 and 74 by converting the power of the engine 110 into electric energy. 2 and is provided. The front wheels 1 and 2 are driven by the first power supply system 81, and the rear wheels 3 and 4 are driven by the second power supply system 82.

In the electric vehicle 100 shown in FIG. 23, a trailer 199 is added to the electric vehicle 100 (referred to as a standard specification) configured as shown in FIG. 22, and the trailer 199 is driven by the second power supply system 82. As an auxiliary machine (power load), a drive inverter 55 and an electric motor 75 are added.

The power supply bridge 210 is electrically connected between the two power supply systems 81 and 82, and supplies power from one power supply system 81 to the other power supply system 82.

Here, the “power supply bridge” in the present specification is a device having a function of electronically adjusting the amount of power supplied between any two DC power supply systems. For this reason, for example, a switch or a breaker such as a switch and a breaker that excludes the two DC power supply systems that are electrically directly connected to force the voltages between the two power supply systems to be equal strictly and strictly. If the power supply systems are connected with mechanical contacts, the voltage of both power supply systems will be linked, and if a fault occurs such as a ground fault in one power supply system or excessive surge, an abnormal condition will occur. This is because there may be an adverse effect on power supply systems that are not. In addition, in the case of mechanical contacts, there is a concern that the contact itself may be worn out and deteriorated by being incorporated in a control system and operated at high frequency, or that it cannot be instantaneously disconnected in the event of a serious failure. In this case, a DC voltage converter (for example, a DC-DC converter) configured by an electronic circuit is interposed between two power supply systems as a power supply bridge, so that the voltages of both power supply systems are not forced to coincide with each other. In order not to change suddenly, a power supply that can supply required power to at least one of the power supply systems is used.

As the power supply bridge 210, the following known ones can be used.

In the case where power is supplied only in one specific direction between the two power supply systems 81, 82, for example, from the power supply system 81 to the power supply system 82 to which auxiliary equipment (drive inverter 55, electric motor 75) is added in FIG. The power supply bridge 210 can be constructed using a known one-way DC-DC converter that can convert and supply power only in one direction.

In the case where power is supplied bi-directionally between the two power supply systems 81 and 82, a known bidirectional DC-DC converter that can convert and supply power in both directions is used. The power supply bridge 210 can be constructed by connecting two unidirectional DC-DC converters between the two power supply systems 81 and 82 so that the converters are opposite to each other.

-Instead of a DC-DC converter, a power supply circuit is configured using switching elements and reactors that can be opened and closed and generate a clear voltage drop when energized, so that the two power supply systems are strictly equipotential. While avoiding, it is possible to instantaneously disconnect the two power supply systems in the event of a serious failure, and this can be used as the power supply bridge 210.

The control unit 310 is configured to supply power from the one power supply system 81 to the other power supply system 82 when the power supply of the other power supply system 82 is insufficient compared to the one power supply system 81. To control. Specifically, it is detected that power is excessive in one of the two power systems 81 and 82, and that power is insufficient in the other power system. When a load imbalance occurs, the power supply bridge 210 is controlled so that power is supplied via the power supply bridge 210 from the power supply system with excessive power toward the power supply system with insufficient power. Is.

However, it is necessary that the total instantaneous power consumption consumed by the two power supply systems 81 and 82 does not exceed the power generation capacity (rated output) of the two power supply systems 81 and 82, as long as the condition is satisfied. The unbalance between the two power supply systems 81 and 82 can be adjusted.

Next, the function and effect of this embodiment will be described.

23, as described above, the trailer 199 is added to the standard specification electric vehicle 100, and the second power supply system 82 is used as an auxiliary device (power load) for driving the trailer 199. This is a vehicle to which a drive inverter 55 and an electric motor 75 are added. Here, the rated output of the electric motor 75 is 20 kW.

Here, as a comparative example, a standard specification electric vehicle 100 shown in FIG. 22 is given. The electric vehicle 100 shown in FIG. 22 is a vehicle having a configuration obtained by removing the power supply bridge 210 and the control means 310 of the present invention from the electric vehicle 100 shown in FIG.

The electric vehicle 100 is a standard specification, and the maximum output of the engine 110 is 100 kW, and the rated outputs of the generators 21 and 22 are 50 kW, respectively. Also, if 80% of the maximum output of the engine 110 (80 kW) is supplied to the electric motors 71, 72, 73, 74 of the drive wheels 1, 2, 3, 4 in the standard specification, it is possible to climb at full speed. To do.

Since the electric vehicle 100 of the standard specification does not have the trailer 199, when the electric vehicle 100 is climbing up the hill with full power, the electric power of the front wheels 1 and 2 is passed through the engine 110 and the generator 21 in the first power supply system 81. Electric power of 20 kW and a total of 40 kW are respectively supplied to the motors 71 and 72, and 20 kW and a total of 20 kW are respectively supplied to the electric motors 73 and 74 of the rear wheels 3 and 4 via the engine 110 and the generator 22 in the second power supply system 82. 40 kW of power is supplied. At this time, the first power supply system 81 and the second power supply system 82 each have 10 kW of power, so that there is a total power of 20 kW.

However, a 20 kW trailer 199 is connected to the electric vehicle 100 of the standard specification, and a drive inverter 55 and an electric motor 75 corresponding to 20 kW are connected to the second power supply system 82 to drive the trailer 199. If so, when the electric vehicle 100 is going to climb at full speed, the second power supply system 82 is overloaded by 10 kW. At this time, the first power supply system 81 has a power margin of 10 kW. For this reason, operation instability such as a sudden voltage drop in the second power supply system 82 may occur. Furthermore, there is a risk that the second power supply system 82 cannot stably supply power to the electric motors 73 and 74 on the rear wheels 3 and 4 side. For example, on an uphill that is slippery, the front wheels 1 and 2 slip, so that a majority of the driving force generated by the entire vehicle at the rear wheels 3 and 4 must be borne. As described above, if the second power supply system 82 on the rear wheels 3 and 4 side cannot supply power stably to the electric motors 73 and 74 on the rear wheels 3 and 4 due to overload, It is predicted that the four-side electric motors 73 and 74 cannot obtain the driving force necessary for climbing, and the electric vehicle 100 cannot climb.

On the other hand, in the electric vehicle 100 of the present embodiment, the other power supply system 82 is compared to the one power supply system 81 (10 kW margin) in a situation where the trailer 199 described above is connected and traveling on an uphill. When the power is insufficient due to (overload of 10 kW), the insufficient power of 10 kW is supplied from the one power supply system 81 having a margin of 10 kW to the other power supply system 82 of the 10 kW overload. For this reason, power is satisfied by the second power supply system 82 on the rear wheels 3 and 4 side, and power is stably supplied to the electric motors 73 and 74 on the rear wheels 3 and 4 side. Driving power necessary for climbing is obtained by the four-side electric motors 73 and 74, and the electric vehicle 100 can climb at full speed.

As described above, according to the present embodiment, unloading of the load between the two power supply systems 81 and 82 caused when a large-capacity auxiliary machine (the drive inverter 55 and the electric motor 75) is connected to one power supply system 82 is achieved. Even if the balance is suppressed and a large-capacity auxiliary machine is added, a necessary and sufficient driving force can be obtained and the function of the electric vehicle 100 can be maintained.

Further, it is not necessary to change the basic specifications of the engine, the generator, etc., such as changing the maximum output of the engine 110 of the electric vehicle 100 and the rated output of the generators 21, 22. Therefore, according to the first aspect of the present invention, when the off-road vehicle for disaster prevention is constituted by a series hybrid electric vehicle, the running performance is improved as described above without changing the basic specifications of the engine, the generator, etc. A large-capacity auxiliary machine can be operated without loss.

Further, the power supply bridge 210 is a power supply in which auxiliary equipment (drive inverter 55, electric motor 75) is added from the power supply system 81 only in one specific direction between the two power supply systems 81 and 82, for example, as shown in FIG. It can be configured to supply power to the grid 82. It is suitable to be applied when only one of the power supply systems falls short of power, and an inexpensive circuit configuration can be obtained.

Further, the power supply bridge 210 can be configured to supply power bidirectionally between the two power supply systems 81 and 82. According to this embodiment, when one of the two power supply systems 81 and 82 is overloaded and the power is insufficient, the other power supply system 82 (with a margin in power) ( 81) can supply power to the overloaded power system 81 (82). Both of the power supply systems 81 and 82 are suitable for application when there is a possibility of power shortage depending on the situation, and the stability of the entire power supply can be improved.

In the seventeenth embodiment, the case where the present invention is applied to an “in-wheel motor” type electric vehicle 100 similar to that of the sixteenth embodiment has been described. However, the first to fifteenth embodiments described above are used. Of course, the present invention can be applied to the electric vehicle 100 configured as described above.

(Eighteenth embodiment)
FIG. 24 shows an electric vehicle 100 according to an eighteenth embodiment.

The electric vehicle 100 shown in FIG. 24 is a four-wheeled vehicle that includes two axles 11 and 12 and that drives the drive wheels 1, 2, 3, and 4 according to the operation of the electric motors 71 and 72.

The two axles 11 and 12 are configured as interlocking drive shafts in which the left and right drive wheels are driven in conjunction with each other.

The power supply system 80 includes two power supply systems 81 and 82. Different power supply systems 81 and 82 are connected to the two interlocking drive shafts 11 and 12, respectively.

That is, the electric vehicle 100 is electrically connected to the generator 21, the generator inverter 41, the drive inverter 51, the power line 61 that electrically connects the generator inverter 41 and the drive inverter 51, and the drive inverter 51. A first power supply system 81 that includes an electric motor 71 that is electrically connected to the power supply line 61 and that converts the power of the engine 110 into electric energy to operate the electric motor 71, and a generator 22, a power generation inverter 42, a drive inverter 52, a power line 62 that electrically connects the power generation inverter 42 and the drive inverter 52, an electric motor 72 that is electrically connected to each of the drive inverters 52, and a power line Power storage means 92 electrically connected to 62, and converts the power of the engine 110 into electric energy to convert the electric motor 72 A second power supply system 82 is provided for moving. The front wheels 1 and 2 are driven by the first power supply system 81 and the rear wheels 3 and 4 are driven by the second power supply system 82.

The electric vehicle 100 shown in FIG. 24 is configured such that power storage systems 91 and 92 and auxiliary devices 231 and 232 are added to the power supply systems 81 and 82 of the electric vehicle 100 configured as shown in FIG. Yes.

As described above, the first power supply system 81 is provided with the drive inverter 51 that drives the electric motor 71 on the front wheels 1 and 2 and the auxiliary machine 231 as a power load, and the second power supply system 82 includes A drive inverter 52 for driving the electric motor 72 on the rear wheels 3 and 4 side and an auxiliary machine 232 are provided as a power load.

The power storage unit 91 is provided to accelerate the power supply response of the first power supply system 81 in case the response of the generated power supply is slower than the increase or decrease in the power consumption of the power supply load of the first power supply system 81. ing. Similarly, the power storage means 92 is provided in order to speed up the power supply response of the second power supply system 82 in case the response of the generated power supply is slower than the increase or decrease in the power consumption of the power supply load of the second power supply system 82. Is provided.

The generators 21 and 22 are permanent magnet motors. The power generation inverters 41 and 42 stably output the output voltages of the generators 21 and 22 to the power supply lines 61 and 62 as DC voltages, respectively.

The output voltage and output current of the power generation inverters 41 and 42 are input to the control means 310.

The power supply bridge 210 is electrically connected between the two power supply systems 81 and 82.

The power supply bridge 210 is configured to supply power bidirectionally between the two power supply systems 81 and 82. By connecting these two unidirectional DC-DC converters 210A and 210B between the two power supply systems 81 and 82 so that the unidirectional DC-DC converters 210A and 210B are opposite to each other, the power supply bridge 210 is It is configured. The unidirectional DC-DC converter 210 </ b> A converts the power of the second power supply system 82 using the second power supply system 82 as a power supply and supplies the power to the first power supply system 81. The unidirectional DC-DC converter 210 </ b> B converts the power of the first power supply system 81 using the first power supply system 81 as a power supply and supplies the power to the second power supply system 82.

The control means 310 monitors the load state of the first power supply system 81 and the second power supply system 82 based on the output voltage and output current of the power generation inverters 41 and 42, and either one of the power supply systems is compared with the reference level. Even if the power supply is insufficient, and the other power supply system has a sufficient amount of power compared to the reference level, the power supply that has insufficient power from the power supply system with sufficient power supply An electric power conversion command for converting electric power is given to only one corresponding one-way DC-DC converter so that electric power is supplied to the system.

However, when the power stored in the power storage units 91 and 92 can be compensated for the shortage of the power generation capacity, the power stored in the power storage units 91 and 92 is released. For example, the rated output of the engine 110 is 100 kW, the instantaneous maximum output of each of the power generation inverters 41 and 42 is 50 kW, the instantaneous maximum load of each of the drive inverters 51 and 52 is 40 kW, and the instantaneous maximum load of each of the auxiliary machines 231 and 232 is 20 kW. And Then, if all the power loads are simultaneously applied at a certain moment, the total load of the two power systems 81 and 82 is 120 kW, which exceeds the instantaneous maximum power generation capacity of 100 kW. In this way, when the full load is applied at the same time and the power generation capacity is exceeded, the power stored in the power storage means 91 and 92 is automatically released to meet the instantaneous power demand.

When the generated power is insufficient to compensate for the power stored in the respective power storage means 91, 92 in either of the two power systems 81, 82, a power conversion command is given to the power supply bridge 210 and both power systems 81, Adjust the load imbalance of 82 to deal with it.

Further, in the embodiment apparatus, the total power consumption of the two power supply systems 81 and 82 is the sum of the generated power of the two power supply systems 81 and 82 and the power storage of the power storage means 91 and 92 so that the above-described measures can be taken. It shall be designed not to exceed the total power.

Hereinafter, a control processing procedure performed by the control unit 310 will be described with reference to FIG.

As shown in FIG. 25, first, it is determined whether or not the generated power is insufficient in the first power supply system 81. That is, when the first power supply system 81 is short of generated power so that the power stored in the power storage means 91 cannot be supplemented, the DC output current of the power generation inverter 41 of the first power supply system 81 approaches the maximum value and the power generation inverter 41, that is, the voltage of the power supply line 61 of the first power supply system 81 falls below a specified value. Therefore, by determining whether the output current of the power generation inverter 41 of the first power supply system 81 approaches the maximum value and the output voltage of the power generation inverter 41 has decreased below a specified value, the first power supply system 81 It is determined whether the generated power is insufficient (step 501).

Next, similarly, it is determined whether or not the output current of the power generation inverter 42 of the second power supply system 82 approaches the maximum value and the output voltage of the power generation inverter 42 has decreased below a specified value. It is determined whether or not the generated power is insufficient in the power supply system 82 (step 502, step 503).

As a result, the generated power is insufficient in the first power supply system 81 (determination in step 501 "the first power supply system is insufficient"), and the generated power is insufficient in the second power supply system 82 (step If it is determined in 502 (“second power supply system is insufficient”), emergency measures are taken as an abnormality has occurred. That is, as described above, when the full load is applied at the same time and the power generation capacity is exceeded, the power stored in the power storage means 91 and 92 can be automatically released to meet the instantaneous power demand. An example device is designed. Accordingly, when it is determined that the generated power is insufficient in both of the two power systems 81 and 82, a failure has occurred in any of the power load, power storage means, and generator constituting the power systems 81 and 82. There is a possibility. Therefore, in this case, it is considered that an abnormality has occurred and emergency measures are taken. For example, when operating highly important auxiliary equipment such as communication equipment, in order to preferentially supply power to the auxiliary equipment 231 or 232, an “abnormal alarm” is issued to alert the driver, The power supplied to the drive inverter 51 or 52 is reduced to automatically reduce the driving force of the front wheels 1, 2 or the rear wheels 3, 4 (step 504).

The generated power is insufficient in the first power supply system 81 (determination in step 501 “the first power supply system is insufficient”), and the second power supply system 82 has a margin in the generated power (determination in step 502 “ If it is determined that the second power supply system has a margin ”), a power conversion command is output to the power supply bridge 210 so that power is supplied from the second power supply system 82 to the first power supply system 81. The That is, a power conversion command is given only to the unidirectional DC-DC converter 210A out of the unidirectional DC-DC converters 210A and 210B, and power is supplied from the second power supply system 82 to the first power supply system 81. . The control device 310 adjusts the output current of the one-way DC-DC converter 210A by, for example, PID control until it is determined that the power shortage of the first power supply system 81 has been resolved (step 505).

Similarly, there is a surplus in the generated power in the first power supply system 81 (judgment in step 501 “the first power supply system has a margin”), and the generated power is insufficient in the second power supply system 82 (step If it is determined that the second power supply system is insufficient, the power conversion command is sent to the power supply bridge 210 so that power is supplied from the first power supply system 81 to the first power supply system 82. Is output. That is, a power conversion command is given only to the one-way DC-DC converter 210B among the one-way DC-DC converters 210A and 210B, and power is supplied from the first power supply system 81 to the second power supply system 82. . The control device 310 adjusts the output current of the one-way DC-DC converter 210B by, for example, PID control until it is determined that the power shortage of the second power supply system 82 has been resolved (step 506).

There is a margin in the generated power in the first power supply system 81 (determination in step 501 “the first power supply system has a margin”), and there is also a margin in the generated power in the second power supply system 82 (determination in step 503 “ When it is determined that the second power supply system has a margin ”), the output of the power conversion command to the power supply bridge 210 is turned off. That is, no power conversion command is given to either one-way DC-DC converter 210A or 210B (step 507).

In the eighteenth embodiment, the description has been made on the assumption that it is applied to the electric vehicle 100 in which the axles 11 and 12 are interlocking drive shafts as in the third embodiment. Of course, the present invention can be applied to the electric vehicle 100 having the configuration described in the second embodiment or the fourth to sixteenth embodiments.

(Nineteenth embodiment)
FIG. 26 shows an electric vehicle 100 according to a nineteenth embodiment.

The electric vehicle 100 shown in FIG. 26 is provided with a power storage unit 220 in the eighteenth embodiment apparatus shown in FIG. 24, and these are controlled by the control means 310 similar to the eighteenth embodiment apparatus.

The power storage unit 220 is electrically connected to each of the two power supply systems 81 and 82, supplies power to the power supply systems 81 and 82, and stores the power of the power supply systems 81 and 82.

Specifically, the power storage unit 220 includes a power storage function unit 221, an internal bus 222, an output bus 223, a one-way DC-DC converter 224C1, a one-way DC-DC converter 224C2, and a clear voltage drop when energized. The electronic switches 225A and 225B for generating the internal control 226, the built-in controller 226, and the cooling device 227 are configured.

The power storage function unit 221 includes a device having a power storage function for storing power, such as a battery or a capacitor.

The internal bus 222 is electrically connected to the power storage function unit 221 and includes an electric signal line through which a direct current input / output to / from the power storage function unit 221 flows.

One terminal of the electronic switch 225A is electrically connected to the power supply line 61 of the first power supply system 81 via the connector 251 on the power storage unit 220 side and the connector 252 on the vehicle body side. Similarly, one terminal of the electronic switch 225B is electrically connected to the power supply line 62 of the second power supply system 82 via the connector 251 on the power storage unit 220 side and the connector 252 on the vehicle body side.

The other terminals of the electronic switches 225A and 225B are electrically connected to the output bus 223. The electronic switches 225 </ b> A and 225 </ b> B are closed in response to a closing command given from the built-in controller 226. Accordingly, when a turn-on command is given to the electronic switch 225A, the electronic switch 225A is turned on and the contact is closed, so that the power line 61 and the output bus 223 of the first power supply system 81 have the same potential. Similarly, when the electronic switch 225B is turned on, the power supply line 62 and the output bus 223 of the second power supply system 82 have the same potential. The electronic switches 225A and 225B can use semiconductor components such as GTO and IGBT.

The one-way DC-DC converters 224C1 and 224C2 are electrically connected between the internal bus 222 and the output bus 223 so as to be opposite to each other. The one-way DC-DC converter 224C1 converts the power of the internal bus 222 using the internal bus 222 as a DC voltage as a power source and supplies the power to the output bus 223. The one-way DC-DC converter 224C2 converts the power of the output bus 223 using the DC voltage of the output bus 223 as a power source and supplies the power to the internal bus 222. The one-way DC-DC converters 224C1 and 224C2 operate according to a power conversion command output from the built-in controller 226. When the one-way DC-DC converter 224C1 operates, the electric power stored in the power storage function unit 221 is supplied via the internal bus 222, the one-way DC-DC converter 224C1, the output bus 223, the electronic switch 225A, and / or the electronic switch 225B. The power is supplied to one power supply system 81 and / or the second power supply system 82. When the one-way DC-DC converter 224C2 operates, the power of the first power supply system 81 or / and the second power supply system 82 is changed to the electronic switch 225A or / and the electronic switch 225B, the output bus 223, the one-way DC− The power is supplied to the power storage function unit 221 via the DC converter 224C2 and the internal bus 222.

The cooling device 227 uses the electric power in the power storage unit 220 to cool a heating element such as the power storage function unit 221. Thereby, the heating element in power storage unit 220 is prevented from overheating, and power storage unit 220 can be operated normally.

The built-in controller 226 includes the voltage of the internal bus 222, the voltage of the output bus 223, the remaining amount of stored power in the power storage function unit 221, the cooling temperature of the heating element by the cooling device 227, the output current of the one-way DC-DC converters 224C1 and 224C2 The output voltage and the like are monitored, and the cooling device 227, the one-way DC-DC converters 224C1 and 224C2, and the electronic switches 225A and 225B are controlled. The built-in controller 226 sends and receives signals to and from the control unit 310, and gives a turn-on command to the electronic switches 225A and 225B in response to a discharge command or a charge command given from the control unit 310, and a one-way DC-DC. A power conversion command is given to converters 224C1 and 224C2.

The control unit 310 controls the power supply bridge 210 and controls the operation of the power storage unit 220 via the built-in controller 226. That is, the control unit 310 controls the power storage unit 220 so that power is supplied from the power storage unit 220 to the power supply systems 81 and 82 when the power supply system 81 and 82 has insufficient power. , 82, the power storage unit 220 is controlled so that the power of the power supply systems 81, 82 is stored in the power storage unit 220 when there is a margin in power.

The power storage unit 220 includes the above-described power storage function unit 221 and the like, and is configured as a portable housing package. A connector 251 is provided on the outside of the housing. The power storage unit 220 can be attached to the vehicle body of the electric vehicle 100 only by an easy operation of connecting the connector 251 to the connector 252 on the vehicle body side of the electric vehicle 100. It goes without saying that a connector can also be provided on the signal line connecting the built-in controller 226 and the control means 310.

In the eighteenth embodiment described above, the total power consumption of the two power systems 81 and 82 may exceed the total power generated by the two power systems 81 and 82 and the total power stored in the power storage means 91 and 92. Assuming that it is designed so that there is no such thing, if it deviates from the premise, it was decided that an emergency occurred and emergency measures were taken (step 504 in FIG. 25).

However, the off-road vehicle for disaster prevention sometimes travels for a long time without operating the engine 110. For example, when traveling in a tunnel or when traveling at night, in such a situation, there is a request to stop the operation of the engine 110 and drive without generating exhaust gas or engine noise at all. is there. In this case, in the case of the existing electric vehicle 100, the power demand is covered by the existing power storage means 91 and 92. However, in the long-term power demand after the operation of the engine 110 is stopped, the power storage means 91, It is impossible to cover with only 92 stored electricity.

Therefore, in the present embodiment, unlike the eighteenth embodiment described above, the total power consumption of the two power supply systems 81 and 82 is the sum of the generated power of the two power supply systems 81 and 82 and the stored power of the power storage means 91 and 92. In such a case, it is assumed that there is a possibility of exceeding the total of the above. In such a case, it is assumed that an abnormality has occurred. We deal with it by supplying it. Conversely, when there is a margin in the power of the power supply systems 81, 82, the power of the power supply systems 81, 82 is supplied to the power storage unit 220 to charge the power storage unit 220 and replenish the power stored in the power storage unit 220. Like to do.

Hereinafter, the control processing procedure performed by the controller 310 and the built-in controller 226 of the power storage unit 220 will be described with reference to FIGS. 27, 28, and 29.

As shown in FIG. 27, in Step 601, Step 602, Step 603, Step 605, and Step 606, the same processing as Step 501, Step 502, Step 503, Step 505, and Step 506 in FIG. 25 is performed. In the following, overlapping description will be omitted as appropriate, and the description will focus on the processing of step 604 and step 607 of FIG. 27 corresponding to step 504 and step 507 of FIG.

That is, the generated power is insufficient in the first power supply system 81 (determination in step 601 “the first power supply system is insufficient”), and the generated power is insufficient in the second power supply system 82 (step 602). If it is determined that the second power supply system is insufficient, the control unit 310 gives a discharge command to the built-in controller 226 of the power storage unit 220 (step 604).

The processing after step 604 is shown in FIG.

First, control means 310 gives a discharge command to built-in controller 226 of power storage unit 220 (step 701).

When a discharge command is given to the built-in controller 226, the built-in controller 226 receives this and gives a power conversion command to the one-way DC-DC converter 224C1. Further, the output voltage of the output bus 223 and the output voltage of the internal bus 222 are input, and the current values of the input power supply voltage and the output voltage of the one-way DC-DC converter 224C1 are recognized. Further, the voltage of the power supply line 61 of the first power supply system 81 and the voltage of the power supply line 61 of the second power supply system 81 are input. Data on the voltage of the power supply line 61 of the first power supply system 81 and the voltage of the power supply line 61 of the second power supply system 81 are sent to the built-in controller 226 via the control means 310. Here, the closing operation of the electronic switches 225A and 225B performed in the previous control step is maintained. For example, if only the electronic switch 225A is closed and the discharging operation from the power storage unit 220 to the power supply system 81 is performed in the previous control step, only the electronic switch 225A remains closed. If the control is performed for the first time, both electronic switches 225A and 225B are open (step 702).

Next, the built-in controller 226 compares the voltage of the power supply line 61 of the first power supply system 81 and the voltage of the power supply line 61 of the second power supply system 81 to determine which power supply system has the lower voltage ( Step 703).

When the voltage of the first power supply system 81 is lower than the voltage of the second power supply system 82 (judgment in step 703, “first power supply system is low voltage”), the power shortage of the first power supply system 81 is determined. In order to solve the problem, only the electronic switch 225 </ b> A is given a command to supply the stored power of the power storage function unit 221 to the first power supply system 81. As a result, the electronic switch 225A is turned on. As a result, the electric power stored in the power storage function unit 221 is discharged and supplied to the first power supply system 81 via the electronic switch 225A. The reason why the other electronic switch 225B is not turned on at the same time is that when the electronic switch 225B is turned on at the same time, a power flow from the second power supply system 82 to the first power supply system 81 occurs, and the power supply of the second power supply system 82 is insufficient. This is to avoid this.

After the electronic switch 225A is turned on, the power shortage of the first power supply system 81 is resolved by the processing of the subsequent step 707, the power storage means 91 of the first power supply system 81 is charged, and the voltage of the power supply line 61 increases. If the voltage of the first power supply system 81 is equal to the voltage of the second power supply system 82, the following step 705 is executed in the next control cycle (step 704).

If the voltage of the first power supply system 81 and the voltage of the second power supply system 82 are substantially the same (the voltage difference is within the error range) (judgment in step 703, “the voltages of both power supply systems are substantially The same "), an input command is given to both the electronic switch 225A and the electronic switch 225B. As a result, the electronic switch 225A and the electronic switch 225B are turned on simultaneously. This is because the voltage difference between the voltage of the first power supply system 81 and the voltage of the second power supply system 82 is within an error range, for example, a voltage sufficiently smaller than the voltage corresponding to the voltage drop in the electronic switches 225A and 225B. If it is a difference, even if the electronic switch 225A and the electronic switch 225B are turned on at the same time, the voltage drop in the electronic switches 225A and 225B prevents the voltage between the first power supply system 81 and the second power supply system 82. This is because no power flow occurs. When the electronic switches 225A and 225B are simultaneously turned on, the electric power stored in the power storage function unit 221 is discharged and supplied to the first power supply system 81 and the second power supply system 82 via the electronic switches 225A and 225B.

After the electronic switches 225A and 225B are turned on simultaneously, the power shortage of the first power supply system 81 (or the second power supply system 82) is resolved by the processing in the subsequent step 707, and the power storage means of the first power supply system 81 91 (or the power storage means 92 of the second power supply system 82) is charged and the voltage of the power supply line 61 (or the power supply line 62) rises, so that the voltage falls within the voltage range corresponding to the voltage drop of the electronic switches 225A and 225B. In some cases, the voltage difference between the voltage of the first power supply system 81 and the voltage of the second power supply system 82 increases. In that case, in the next control cycle, the process of step 704 or the process of step 706 described below is executed (step 705).

When the voltage of the second power supply system 82 is lower than the voltage of the first power supply system 81 (judgment in step 703 “second power supply system is low voltage”), the power shortage of the second power supply system 82 is reduced. In order to solve the problem, only the electronic switch 225B is given a command to supply the stored power of the power storage function unit 221 to the second power supply system 82. As a result, the electronic switch 225B is turned on. As a result, the electric power stored in the power storage function unit 221 is discharged and supplied to the second power supply system 82 via the electronic switch 225B. The reason why the other electronic switch 225A is not turned on at the same time is that when the electronic switch 225A is turned on at the same time, a power flow from the first power supply system 81 to the second power supply system 82 occurs, and the power supply of the first power supply system 81 is insufficient. This is to avoid this.

After the electronic switch 225B is turned on, the power shortage of the second power supply system 82 is resolved by the processing of the subsequent step 707, the power storage means 92 of the second power supply system 82 is charged, and the voltage of the power supply line 62 increases. If the voltage of the first power supply system 81 is equal to the voltage of the second power supply system 82, the process of step 705 is executed in the next control cycle (step 706).

After the processing in step 704, step 705, or step 706, the one-way DC-DC converter 224C1 has an output voltage that is slightly lower than the initial voltage at the start of control in a range where the output current does not exceed a predetermined limit current value. A step 707 for controlling the voltage to increase by the voltage ΔV (V) may be added. The voltage increase ΔV is, for example, the following equation:
ΔV = K1 | Va-Vb | + Vc
As shown in FIG. 4, the difference between the voltage value Va of the first power supply system 81 and the voltage value Vb of the second power supply system 82 is multiplied by a proportional coefficient K1 with respect to the absolute value, and a fixed value Vc is added. Can be set. Further, the voltage increase ΔV may be determined in consideration of time differentiation or integration of the voltage difference between the voltage value Va of the first power supply system 81 and the voltage value Vb of the second power supply system 82 (step 707).

  The built-in controller 226 monitors the remaining amount of stored power in the power storage function unit 221. When it is determined that the remaining amount of stored power in the power storage function unit 221 is below the reference level and the stored power is insufficient, the power conversion command for the one-way DC-DC converter 224C1 is canceled and the power storage function unit The power supply from 221 to the power supply systems 81 and 82 is stopped.

In step 605 of FIG. 27, the power of the second power supply system 82 is supplied to the first power supply system 81 via the power supply bridge 210 as in step 505 of FIG. At this time, a command is given from the control means 310 to the built-in controller 226 so as not to give a closing command to the electronic switches 225A and 225B. As a result, the power storage unit 220 and the power supply systems 81 and 82 are electrically disconnected, and power is supplied to the first power supply system 81 only via the power supply bridge 210. Thus, if the power shortage of the first power supply system 81 can be compensated for by the power of the second power supply system 82, the next control step is also transferred to the same step 605 and the same processing is performed. However, if the power of the second power supply system 82 is insufficient as a result of the process of step 605, the next control step moves to step 604, and the power storage unit 220 and the power supply systems 81 and 82 are electrically connected. The power shortage of the power supply systems 81 and 82 is resolved by the stored power of the power storage unit 220 (step 605).

In step 606 of FIG. 27, the power of the first power supply system 81 is supplied to the second power supply system 82 via the power supply bridge 210 as in step 506 of FIG. At this time, a command is given from the control means 310 to the built-in controller 226 so as not to give a closing command to the electronic switches 225A and 225B. As a result, the power storage unit 220 and the power supply systems 81 and 82 are electrically disconnected, and power is supplied to the second power supply system 82 only through the power supply bridge 210. Thus, if the power shortage of the second power supply system 82 can be compensated for by the power of the first power supply system 81, the next control step is also transferred to the same step 606, and the same processing is performed. However, if the power of the first power supply system 81 is insufficient as a result of the process of step 606, the next control step is shifted to step 604, and the power storage unit 220 and the power supply systems 81 and 82 are electrically connected. The power shortage of the power supply systems 81 and 82 is resolved by the stored power of the power storage unit 220 (step 606).

As described above, the built-in controller 226 monitors the remaining amount of stored power in the power storage function unit 221. When it is determined that the remaining amount of stored power in the power storage function unit 221 is below the reference level and there is a possibility that the stored power may be insufficient, the built-in controller 226 requests the control unit 310 to give a charge command. When the control means 310 receives this request, the condition that power is available in both the first power supply system 81 and the second power supply system 82 is satisfied (determination in step 601 “first power supply system”). And the determination in step 603 (the second power supply system has a margin)), a charging command is given to the built-in controller 226.

In this case, since there is a power supply bridge 210 between the first power supply system 81 and the second power supply system 82, it is possible to charge the power storage unit 220 with the power of both power supply systems 81 and 82. However, in the following, in order to simplify the description, control for charging the power storage unit 220 using the power of the power supply system having a larger margin will be described.

That is, there is a margin in the generated power in the first power supply system 81 (judgment in step 601 “the first power supply system has a margin”), and there is also a margin in the generated power in the second power supply system 82 (in step 603). If it is determined that “the second power supply system has a margin”), the control unit 310 gives a charge command to the built-in controller 226 of the power storage unit 220 (step 607).

The processing after step 607 is shown in FIG.

First, the control means 310 gives a charge command to the built-in controller 226 of the power storage unit 220 (step 801).

When a charge command is given to the built-in controller 226, the built-in controller 226 receives this and gives a power conversion command to the one-way DC-DC converter 224C2. Further, the output voltage of the output bus 223 and the output voltage of the internal bus 222 are input, and the current values of the input power supply voltage and the output voltage of the one-way DC-DC converter 224C1 are recognized. Further, the voltage of the power supply line 61 of the first power supply system 81 and the voltage of the power supply line 61 of the second power supply system 81 are input. Data on the voltage of the power supply line 61 of the first power supply system 81 and the voltage of the power supply line 61 of the second power supply system 81 are sent to the built-in controller 226 via the control means 310. Here, the closing operation of the electronic switches 225A and 225B performed in the previous control step is maintained. For example, if only the electronic switch 225A is closed and the charging operation from the power supply system 81 to the power storage unit 220 is performed in the previous control step, only the electronic switch 225A remains closed. If the control is performed for the first time, both electronic switches 225A and 225B are open (step 802).

Next, the built-in controller 226 compares the voltage of the power supply line 61 of the first power supply system 81 and the voltage of the power supply line 61 of the second power supply system 81 to determine which power supply system has the higher voltage ( Step 803).

When the voltage of the first power supply system 81 is higher than the voltage of the second power supply system 82 (judgment in step 803, “first power supply system is high voltage”), the first power supply with more power margin In order to supply power to the power storage function unit 221 from the system 81, an input command is given only to the electronic switch 225A. As a result, the electronic switch 225A is turned on. As a result, the power of the first power supply system 81 is supplied to the power storage function unit 221 via the electronic switch 225A, and the power storage function unit 221 is charged. The reason why the other electronic switch 225B is not turned on at the same time is that when the electronic switch 225B is turned on at the same time, a power flow from the first power supply system 81 to the second power supply system 82 occurs, and the power margin of the first power supply system 81 is increased. This is to avoid this.

After the electronic switch 225A is turned on, if the power margin of the first power supply system 81 is reduced by the processing of the subsequent step 807, the voltage of the first power supply system 81 and the voltage of the second power supply system 82 become equal. In the next control cycle, the processing of the following step 805 is executed (step 804).

When the voltage of the first power supply system 81 and the voltage of the second power supply system 82 are substantially the same (the voltage difference is within the error range) (judgment in step 803, “the voltages of both power supply systems are approximately The same "), an input command is given to both the electronic switch 225A and the electronic switch 225B. As a result, the electronic switch 225A and the electronic switch 225B are turned on simultaneously. This is because the voltage difference between the voltage of the first power supply system 81 and the voltage of the second power supply system 82 is within an error range, for example, a voltage sufficiently smaller than the voltage corresponding to the voltage drop in the electronic switches 225A and 225B. If it is a difference, even if the electronic switch 225A and the electronic switch 225B are turned on at the same time, the voltage drop in the electronic switches 225A and 225B prevents the voltage between the first power supply system 81 and the second power supply system 82. This is because no power flow occurs. By simultaneously turning on the electronic switches 225A and 225B, the power of the first power supply system 81 and the second power supply system 82 is supplied to the power storage function unit 221 via the electronic switches 225A and 225B, and the power storage function unit 221 is charged.

After the electronic switches 225A and 225B are turned on at the same time, the power margin of the first power supply system 81 (or the second power supply system 82) is reduced by the processing in the subsequent step 807, and the voltage drop of the electronic switches 225A and 225B is reduced. The voltage difference between the voltage of the first power supply system 81 and the voltage of the second power supply system 82 may increase within the voltage value range. In that case, in the next control cycle, the processing in step 804 or the processing in step 806 described below is executed (step 805).

When the voltage of the second power supply system 82 is higher than the voltage of the first power supply system 81 (judgment in step 803 "second power supply system is high voltage"), the second power supply with more power margin In order to supply power to the power storage function unit 221 from the system 82, an input command is given only to the electronic switch 225B. As a result, the electronic switch 225B is turned on. As a result, the power of the second power supply system 82 is supplied to the power storage function unit 221 via the electronic switch 225B, and the power storage function unit 221 is charged. The reason why the other electronic switch 225A is not turned on at the same time is that when the electronic switch 225A is turned on at the same time, a power flow from the second power supply system 82 to the first power supply system 81 occurs, and the power margin of the second power supply system 82 This is to avoid this.

After the electronic switch 225B is turned on, if the power margin of the second power supply system 82 is reduced by the processing of the subsequent step 807, the voltage of the first power supply system 81 and the voltage of the second power supply system 82 become equal. In the next control cycle, the process of step 805 is executed (step 806).

After the process of step 804 or step 805 or step 806, the one-way DC-DC converter 224C2 has a range in which the output current does not exceed a predetermined limit current value and the range in which the power storage function unit 221 can withstand the charging current. The output current is controlled so as to increase by a slight current ΔI (A) from the initial current at the start of control (step 807).

  The built-in controller 226 monitors the remaining amount of stored power in the power storage function unit 221. When it is determined that the remaining amount of stored power in the power storage function unit 221 exceeds the reference level and the stored power is approaching full charge or has reached full charge, a power conversion command for the one-way DC-DC converter 224C2 Is released, and power supply from the power supply systems 81 and 82 to the power storage function unit 221 is stopped.

As described above, the power storage unit 220 of this embodiment is configured as a power storage unit common to the two power supply systems 81 and 82. For this reason, it is possible to supply insufficient power to the power supply systems 81 and 82 simply by connecting one packaged power storage unit 220 to the power supply systems 81 and 82 via the connectors 251 and 252. It is possible to receive and store power supply from the power supply systems 81 and 82 having a power margin. Therefore, it is not necessary to connect separate power storage means to each of the power supply systems 81 and 82 in advance, and only by connecting a package of one power storage unit 220 to the power supply systems 81 and 82 via the connectors 251 and 252. It can quickly deal with special tasks such as driving in tunnels and night driving. As a result, it is possible to avoid problems such as an increase in the weight of the vehicle and a reduction in the space in the vehicle even at times other than special missions. In addition, when attaching the power storage means, it is easy to handle and can be easily attached.

As described above, according to the present embodiment, when the off-road vehicle for disaster prevention is configured with a series hybrid electric vehicle, the large-capacity power storage means can be handled easily and can be easily installed. Quickly handle special tasks such as driving.

In addition, although the embodiment has been described assuming a configuration in which the power storage unit 220 is provided in addition to the power supply bridge 210, the arrangement of the power supply bridge 210 may be omitted.

In addition, in the nineteenth embodiment, the description has been made on the assumption that it is applied to the electric vehicle 100 in which the axles 11 and 12 are interlocking drive shafts as in the third embodiment. Of course, the present invention can be applied to the electric vehicle 100 having the configuration described in the first embodiment, the second embodiment, or the fourth to sixteenth embodiments.

(20th embodiment)
In the nineteenth embodiment, the power storage unit 220 is configured using a one-way DC-DC converter. However, as shown in FIG. 30, one terminal of each of the electronic switches 225A and 225B is connected to the first power supply system 81. And the other terminals of the electronic switches 225A, 225B are electrically connected to one terminal of the bidirectional DC-DC converter 224, respectively. Alternatively, the power storage unit 220 may be configured by electrically connecting the other terminal of the bidirectional DC-DC converter 224 to the power storage function unit 221.

(21st Example)
In the nineteenth embodiment and the twentieth embodiment, the power storage unit 220 is configured using the electronic switches 225A and 225B. However, the power storage unit 220 may be configured without using the electronic switches 225A and 225B.

FIG. 31 shows an apparatus having a configuration in which the power supply bridge 210 is not provided.

That is, one terminal of the bidirectional DC-DC converters 224D1 and 224D2 is electrically connected to the power supply line 61 of the first power supply system 81 and the power supply line 62 of the second power supply system 82, respectively. The other terminals of the DC-DC converters 224 </ b> D <b> 1 and 224 </ b> D <b> 2 are electrically connected to the power storage function unit 221 to configure the power storage unit 220.

(Twenty-second embodiment)
FIG. 32 shows an electric vehicle 100 according to a twenty-second embodiment.

The electric vehicle 100 shown in FIG. 32 is provided with an auxiliary machine power supply bridge 240 and auxiliary machines 233 and 234 in the eighteenth embodiment apparatus shown in FIG.

The auxiliary machine power supply bridge 240 is electrically connected to each of the two power supply systems 81 and 82, and supplies the power of the power supply systems 81 and 82 to the auxiliary machines 233 and 234.

The auxiliary machines 233 and 234 are electrically connected to the auxiliary machine power supply bridge 240. The auxiliary machines 233 and 234 are AC power supply loads.

The auxiliary machine power supply bridge 240 includes auxiliary machine inverters 241A and 241B, a power conversion transformer 242 and a built-in controller 243.

Auxiliary machine inverter 241A is electrically connected to power supply line 61 of first power supply system 81 and is also electrically connected to primary winding 242a of power conversion transformer 242.

The auxiliary inverter 241 </ b> B is electrically connected to the power line 62 of the second power supply system 82 and is also electrically connected to the secondary winding 242 b of the power conversion transformer 242. The auxiliary machine inverters 241A and 241B are voltage type inverters.

The auxiliary machine inverter 241A is electrically connected to the power line 61 of the first power supply system 81 via a connector 251 on the auxiliary machine power supply bridge 240 side and a connector 252 on the vehicle body side. Similarly, the auxiliary machine inverter 241B is electrically connected to the power line 62 of the second power supply system 82 via the connector 251 on the auxiliary machine power supply bridge 240 side and the connector 252 on the vehicle body side.

The auxiliary machines 233 and 234 are electrically connected to the tertiary winding 242c of the power conversion transformer 242.

The power conversion transformer 242 includes a primary winding 242a, a secondary winding 242b, and a tertiary winding 242c, and converts a three-phase AC voltage.

The built-in controller 243 monitors the output voltages of the auxiliary machine inverters 241A and 241B and the load states (for example, load current and power factor) of the auxiliary machines 233 and 234. The built-in controller 243 exchanges signals with the control unit 310.

The control unit 310 controls the torque of the engine 110 and the output voltage of the power generation inverters 41 and 42 based on the information obtained from the built-in controller 243.

The built-in controller 243 controls the output voltage of the auxiliary machine inverters 241A and 241B based on the output voltage of the auxiliary machine inverters 241A and 241B and the load state of the auxiliary machines 233 and 234.

The power conversion transformer 242 can switch the output frequency to either AC 60 Hz or AC 50 Hz, and considers the power factor of the load so that, for example, 100 kW can be output as the maximum instantaneous active power at 440 V in three phases. Select the capacity assuming a larger apparent power.

The auxiliary power supply bridge 240 includes the above-described power conversion transformer 242 and the like, and is configured as a portable housing package. A connector 251 is provided on the outside of the housing. Therefore, the auxiliary machine power supply bridge 240 can be attached to the vehicle body of the electric vehicle 100 only by an easy operation of connecting the connector 251 of the auxiliary machine power supply bridge 240 to the connector 252 on the vehicle body side of the electric vehicle 100. Needless to say, the signal line between the built-in controller 243 and the control means 310 also has a connector.

The auxiliary machine 233 is, for example, an emergency drinking water supply pump temporarily installed in a disaster-stricken area, and consumes three-phase 60 kW of power at AC 440V. However, regenerative braking is not performed. The auxiliary machine 234 is, for example, a drive motor for an emergency temporary elevator, and consumes AC440V and three-phase 40kW power. The auxiliary machine 234 performs regenerative braking and regenerates 20 kW of power. Therefore, if the elevator is raised at a maximum output of 40 kW while the feed water pump is driven at a maximum output of 60 kW, the power load is 100 kW in total.

Below, operation | movement when supplying electric power to the auxiliary machines 233 and 234 is demonstrated.

The DC power of the power line 61 of the first power supply system 81 is output as three-phase AC power to the primary winding 242a of the power conversion transformer 242 by the auxiliary inverter 241A. The power conversion transformer 242 performs voltage conversion, outputs AC440V three-phase AC power to the tertiary winding 242c, and supplies power to the auxiliary machines 233 and 234. Similarly, the DC power of the power line 62 of the second power system 82 is output as three-phase AC power to the secondary winding 242b of the power conversion transformer 242 by the auxiliary inverter 241B. The power conversion transformer 242 performs voltage conversion, outputs AC440V three-phase AC power to the tertiary winding 242c, and supplies power to the auxiliary machines 233 and 234.

The control means 310 increases the engine torque by increasing the throttle amount of the engine 110 when the loads of the auxiliary machines 233 and 234 are large, and controls the throttle of the engine 110 when the loads of the auxiliary machines 233 and 234 are small. The engine torque is controlled so as to decrease the engine torque by decreasing the amount. Further, the control unit 310 controls the output voltage of the power generation inverters 41 and 42 so that the output voltage of the power generation inverters 41 and 42 does not fluctuate due to the fluctuation of the engine torque. In this way, it is possible to cope with fluctuations in power demand accompanying fluctuations in the power loads of the auxiliary machines 233 and 234. However, when the response of the generated power supply is slower than the increase or decrease in the power consumption of the power load of the first power supply system 81, the power stored in the power storage means 91 is supplied to the power supply line 61 of the first power supply system 81. As a result, the power supply response of the first power supply system 81 is accelerated. Similarly, when the response of the generated power supply is slower than the increase or decrease in the power consumption of the power load of the second power supply system 82, the power stored in the power storage unit 92 is the power line 62 of the second power supply system 82. The power supply response of the second power supply system 82 is accelerated. Furthermore, by adding the power storage unit 220 of the above-described embodiment and supplying power from the power storage unit 220, it is possible to speed up the response of power supply to a transient increase in power demand.

When the built-in controller 243 supplies power to the auxiliary machines 233 and 234 by setting the load of the auxiliary machine inverter 241A larger than the load of the auxiliary machine inverter 241B, the built-in controller 243 uses the output voltage of the auxiliary machine inverter 241A as the auxiliary machine inverter 241B. And the output current of the auxiliary machine inverter 241A is adjusted to be higher than the average value of the output current of the auxiliary machine inverter 241A and the output current of the auxiliary machine inverter 241B. Accordingly, it is possible to extract a larger amount of power from the first power supply system 81 side and supply the power to the auxiliary machines 233 and 234.

Similarly, when power is supplied to the auxiliary machines 233 and 234 by making the load of the auxiliary machine inverter 241B larger than the load of the auxiliary machine inverter 241A, the output voltage of the auxiliary machine inverter 241B is set to the output of the auxiliary machine inverter 241A. The output current of the auxiliary machine inverter 241B is adjusted so as to increase above the average value of the output current of the auxiliary machine inverter 241A and the output current of the auxiliary machine inverter 241B. Thereby, it is possible to extract a larger amount of power from the second power supply system 82 side and supply the power to the auxiliary machines 233 and 234.

Similarly, the load of the auxiliary machine inverter 241A and the load of the auxiliary machine inverter 241B can be adjusted to the same extent. Thereby, the electric power of the power supply systems 81 and 82 can be supplied to the auxiliary machines 233 and 234 while adjusting the load balance between the first power supply system 81 and the second power supply system 82. However, if the load balance between the first power supply system 81 and the second power supply system 82 cannot be achieved by this control, the power supply bridge 210 is operated, and the first power supply system 81 and the second power supply system are connected via the power supply bridge 210. The load can be balanced by supplying power between the two power supply systems 82.

Now, in this embodiment, when the elevator is lowered by braking while the water supply pump is driven at a maximum output of 60 kW, 20 kW of power can be regenerated. However, the loads 233 and 234 as a whole are 40 kW of power supply load. Therefore, in this embodiment, power is only supplied from the power supply systems 81 and 82 to the auxiliary devices 233 and 234 via the auxiliary power supply bridge 240, and power is supplied from the auxiliary devices 233 and 234 via the auxiliary power supply bridge 240. The phenomenon that power is regenerated in the systems 81 and 82 does not occur.

However, it is of course possible to select the auxiliary machines 233 and 234 whose power is regenerated in the power supply systems 81 and 82. When power is regenerated from the auxiliary machines 233 and 234 to the power supply systems 81 and 82 via the auxiliary machine power supply bridge 240, the engine 110 is reversely driven by operating the power generation inverters 41 and 42 to reverse the engine brake. The regenerative energy can be consumed as heat energy by the effect of. When power is regenerated in the power supply systems 81 and 82, the power storage unit 220 described in the above embodiment can be charged with the regenerated power. Thereby, the energy regenerated from the power load is absorbed and the power systems 81 and 82 can be stabilized.

As described above, in this embodiment, the auxiliary machines 233 and 234 are configured to be supplied with power from the two power supply systems 81 and 82 via the auxiliary machine power supply bridge 240. For this reason, only one packaged auxiliary machine power supply bridge 240 is connected to the power supply systems 81 and 82 via the connectors 251 and 252, and the auxiliary machine power supply bridge 240 is connected to the auxiliary machines 233 and 234. Power is supplied to the auxiliary machines 233 and 234 from one or both of the two power supply systems 81 and 82. Therefore, there is no need to change the maximum output of the engine, the rated output of the generator, etc. according to the installed auxiliary machine, or to connect an auxiliary machine for each power supply system 81, 82 in advance. Simply connect the power supply bridge 240 package to the power supply systems 81 and 82 via the connectors 251 and 252 and connect the auxiliary equipment 233 and 234 to the auxiliary power supply bridge 240 to cope with the power demand of large-capacity auxiliary equipment. can do. As a result, it is possible to avoid the problem caused by mounting the auxiliary machine on the vehicle in advance, that is, the problem that the weight of the vehicle increases or the space in the vehicle is reduced even when the auxiliary machine is not used. In addition, it is easy to handle when installing the auxiliary machine, and can be easily installed. In addition, since power is supplied to the auxiliary machines 233 and 234 from one or both of the two power supply systems 81 and 82, the problem that one of the power supply systems 81 and 82 is extremely overloaded can be avoided. Driving performance can be ensured.

As described above, according to the present embodiment, when the off-road vehicle for disaster prevention is configured with a series hybrid electric vehicle, the basic specifications such as the engine and the generator are not changed, and the running performance is impaired. And the auxiliary machine can be operated. Furthermore, it is easy to handle when an auxiliary machine is additionally installed, can be easily installed, and can quickly cope with special applications such as disaster relief.

In the above-described embodiment, a disaster relief water supply pump or the like is assumed as the auxiliary machines 233 and 234, and the case where the power demand for a relatively long period increases and the power needs to be supplied for a long period is assumed. However, depending on the type of auxiliaries, the power demand may increase momentarily during vehicle travel, or the power demand may increase for a slightly longer period during vehicle travel, even if it is not as long as the feed pump. is there. A coping method in this case will be described.

1) In the case of an auxiliary machine that consumes a large amount of power for an instant of 0.1 seconds or less, such as a digital communication device or radar, for example, in response to an instantaneous increase in power demand, This can be handled by a large smoothing capacitor for power supply that can respond to power demand at high speed. Such a high-speed response cannot be obtained with a normal battery or a storage capacitor. A large smoothing capacitor for power supply is usually provided in the power supply systems 81 and 82 for power supply stabilization. For this reason, the existing thing already provided in the power supply systems 81 and 82 can be utilized, and it is not necessary to newly install an apparatus. However, when the electric energy stored in the large power supply smoothing capacitor is discharged and electric power is supplied to the auxiliary machine within an instant of 0.1 seconds or less, the first power supply system 81 and the second power supply system 82 are used. The load current imbalance is a problem. This can be dealt with by operating the power supply bridge 210 to adjust the load balance between the power supply systems 81 and 82. In order to operate the power supply bridge 210 in a plurality of control cycles during the instantaneous power demand increase duration of 0.1 second, the control period of the power supply bridge 210 is compared with the continuous time of 0.1 second. And a sufficiently short time, for example, 0.01 seconds or less.

2) For example, when a trailer wheel is driven by an electric motor in response to a slightly longer power demand, the power demand of the auxiliary machine increases for several seconds to several tens of minutes. In this case, the power supply bridge 210 is operated to adjust the load balance of both power supply systems 81 and 82, and the power storage unit 220 is connected to both power supply systems 81 and 82, and the power stored in the power storage unit 220 is used. It is conceivable to cope with the power demand of auxiliary equipment.

In the embodiment, the description has been made on the assumption that the auxiliary power supply bridge 240 and the auxiliary equipments 233 and 234 are provided in addition to the power supply bridge 210. However, the arrangement of the power supply bridge 210 may be omitted. .

In the twenty-second embodiment, the description has been made assuming that the axles 11 and 12 are applied to the electric vehicle 100 as the interlocking drive shaft as in the third embodiment. Of course, the present invention can be applied to the electric vehicle 100 having the configuration described in the first embodiment, the second embodiment, or the fourth to sixteenth embodiments.

(23rd embodiment)
In the above-described twenty-second embodiment, the auxiliary machine power supply bridge 240 is configured assuming that the auxiliary machines 223 and 224 are AC power loads, but the auxiliary machines 223 and 224 are DC power loads. Similarly, the auxiliary power supply bridge 240 can be configured.

FIG. 33 shows a configuration example of the auxiliary machine power supply bridge 240 when the auxiliary machines 223 and 224 are DC power supply loads.

That is, one terminal of the bidirectional DC-DC converters 244D1 and 244D2 is electrically connected to the power supply line 61 of the first power supply system 81 and the power supply line 62 of the second power supply system 82, respectively. The other terminals of the DC-DC converters 244D1 and 244D2 are electrically connected to the auxiliary machines 233 and 234, respectively, and the auxiliary machine power supply bridge 240 is configured. The DC power of the power supply line 61 of the first power supply system 81 and the power supply line 62 of the second power supply system 82 are respectively supplied to the auxiliary machines 233 and 234 via the bidirectional DC-DC converters 244D1 and 244D2. If the auxiliary machines 233 and 234 are devices that perform regenerative braking, the power generated by the braking of the auxiliary machines 233 and 234 is supplied to the power line of the first power system 81 via the bidirectional DC-DC converters 244D1 and 244D2, respectively. 61, supplied to the power supply line 62 of the second power supply system 82 as DC power.

By adjusting the output currents of the bidirectional DC-DC converters 244D1 and 244D2, the balance of the loads of the first power supply system 81 and the second power supply system 82 can be adjusted.

If the auxiliary machines 233 and 234 are devices dedicated to power consumption that do not perform regenerative braking, power can be supplied only to the auxiliary machines 233 and 244 instead of the two bidirectional DC-DC converters 244D1 and 244D2. Two unidirectional DC-DC converters can be used. Also in this case, the balance of the load of the first power supply system 81 and the second power supply system 82 can be adjusted by adjusting the output currents of the two unidirectional DC-DC converters.

FIG. 1 is a diagram schematically showing a configuration example of a series hybrid electric vehicle. FIG. 2 is a configuration diagram of the electric vehicle according to the second embodiment. FIG. 3 is a configuration diagram of the electric vehicle according to the third embodiment. FIG. 4 is a configuration diagram of an electric vehicle according to a fourth embodiment. FIG. 5 is a configuration diagram of an electric vehicle according to a fifth embodiment. FIG. 6 is a configuration diagram of an electric vehicle according to a sixth embodiment. FIG. 7 is a configuration diagram of an electric vehicle according to an eighth embodiment. FIG. 8 is a configuration diagram of an electric vehicle according to a ninth embodiment. FIG. 9 is a configuration diagram of the electric vehicle according to the tenth embodiment. FIG. 10 is a configuration diagram of an electric vehicle according to an eleventh embodiment. Fig.11 (a) is a block diagram of the electrically-driven vehicle of 12th Example, FIG.11 (b) is a block diagram of the electrically-driven vehicle of 13th Example. FIG. 12A is a configuration diagram of the electric vehicle according to the fourteenth embodiment, and FIG. 12B is a configuration diagram of the electric vehicle according to the fifteenth embodiment. FIG. 13 is a configuration diagram of the electric vehicle according to the first embodiment. FIG. 14 is a diagram illustrating an apparatus configuration example for synthesizing and taking out outputs of two electric motors. FIGS. 15B, 15C, and 15D are diagrams illustrating the positional relationship of the power transmission mechanism of the embodiment, and FIG. 15A is a diagram illustrating the positional relationship of the transmission mechanism of the comparative example. is there. FIG. 16 is a flowchart showing a control procedure of the power generation inverter of the master generator. FIG. 17 is a flowchart showing a control procedure of the power generation inverter of the slave generator. FIG. 18 is a flowchart showing a control procedure that combines the control of the generator inverter of the master generator and the control of the generator inverter of the slave generator. FIG. 19 is a diagram showing a modification of the configuration shown in FIG. FIG. 20 is a diagram illustrating a characteristic curve that provides equal horsepower. FIG. 21 is a diagram illustrating a configuration example of a control device for a drive inverter. FIG. 22 is a block diagram of an electric vehicle according to the sixteenth embodiment. FIG. 23 is a configuration diagram of an electric vehicle according to a seventeenth embodiment. FIG. 24 is a configuration diagram of an electric vehicle according to an eighteenth embodiment. FIG. 25 is a flowchart of the control processing procedure performed by the control means of the eighteenth embodiment. FIG. 26 is a configuration diagram of an electric vehicle according to a nineteenth embodiment. FIG. 27 is a flowchart of a control processing procedure performed by the control means of the nineteenth embodiment and the built-in controller of the power storage unit. FIG. 28 is a flowchart of the control processing procedure performed by the control means of the nineteenth embodiment and the built-in controller of the power storage unit. FIG. 29 is a flowchart of a control processing procedure performed by the control means and the built-in controller of the power storage unit of the nineteenth embodiment. FIG. 30 is a configuration diagram of a power storage unit of the twentieth embodiment. FIG. 31 is a configuration diagram of the power storage unit of the twenty-first embodiment. FIG. 32 is a configuration diagram of an electric vehicle according to a twenty-second embodiment. FIG. 33 is a block diagram of an auxiliary machine power supply bridge according to the 23rd embodiment.

Explanation of symbols

  1, 2, 3, 4, 5, 6, 7, 8 Drive wheel, 100 Electric vehicle, 102 Differential gear, 110 Engine, 70, 71, 72, 73, 75, 76, 77 Electric motor, 80, 80A, 80B , 80C, 80D, 81-86 power supply system, 132 control device

Claims (20)

In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
At least one axle among the plurality of axles is configured as an interlocking drive shaft in which the left and right drive wheels are driven in conjunction with each other,
A power source that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. Multiple systems are provided,
A drive device for an electric vehicle, wherein a plurality of power supply systems are connected in parallel to the interlocking drive shaft. In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
At least two axles of the plurality of axles are configured as interlocking drive shafts in which left and right drive wheels are driven in conjunction with each other,
A power supply system that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. Are provided,
A drive device for an electric vehicle, characterized in that a different power supply system is connected to each of at least two interlocking drive shafts. In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
At least one axle among the plurality of axles is configured as an independent drive shaft in which left and right drive wheels are independently driven,
A power source that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. Multiple systems are provided,
A drive device for an electric vehicle, wherein a plurality of different power supply systems are connected in parallel to each of the left and right drive wheels of the independent drive shaft. The drive device for an electric vehicle according to claim 2, wherein a plurality of power supply systems are connected in parallel to at least one interlocking drive shaft. At least one axle among the plurality of axles is configured as an independent drive shaft in which left and right drive wheels are independently driven,
The drive device for an electric vehicle according to claim 1, wherein a plurality of different power supply systems are connected in parallel to each of the left and right drive wheels of the independent drive shaft. 4. The drive device for an electric vehicle according to claim 1, wherein at least one of the plurality of power supply systems includes power storage means for storing electric power. 5. 5. The power storage line connected in parallel to the interlocking drive shaft is electrically connected to a power storage line that is a common power storage unit and stores electric power. Drive device for electric vehicle. The power storage line connected to the left and right drive wheels of the independent drive shaft is electrically connected to a power storage line that is a common power storage unit and stores electric power. The drive device for an electric vehicle according to claim 5. The drive device for an electric vehicle according to any one of claims 1 to 8, wherein the electric vehicle is a four-wheel vehicle provided with two axles. The electric vehicle is a four-wheel drive vehicle in which the front axle and the rear axle are interlocking drive shafts,
The drive device for an electric vehicle according to claim 1, wherein the front axle and the rear axle are mechanically coupled so as to be driven in conjunction with each other. The drive device for an electric vehicle according to claim 1, wherein the electric vehicle is a multi-axis vehicle provided with three or more axles. In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
The plurality of axles are configured as independent drive shafts on which the left and right drive wheels are independently driven,
A power source that includes a generator, a power generation inverter, a drive inverter, a power line that electrically connects the power generation inverter and the drive inverter, and an electric motor, and converts the engine power into electric energy to operate the electric motor. A system is provided for each independent drive shaft,
An electric vehicle drive device, wherein an electric motor constituting a power supply system is individually connected to each of the left and right drive wheels of the independent drive shaft. A power supply bridge electrically connected between the two power supply systems and supplying power from one power supply system to the other power supply system;
Control means for controlling a power supply bridge so that power is supplied from one power supply system to the other power supply system when power is insufficient in the other power supply system compared to one power supply system The drive device for an electric vehicle according to claim 1, 2, 3, or 12. 14. The drive device for an electric vehicle according to claim 13, wherein the power supply bridge is configured to supply electric power only in a specific direction between the two power supply systems. The drive device for an electric vehicle according to claim 13, wherein the power supply bridge is configured to supply electric power bidirectionally between two power supply systems. In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
A plurality of generators, a power generation inverter, a drive inverter, a power line electrically connecting the power generation inverter and the drive inverter, and an electric motor, which convert the engine power into electric energy and operate the electric motor Power supply system,
A power storage unit that is electrically connected to each of the two power supply systems, supplies power to the power supply system, and stores the power of the power supply system;
When power is insufficient in the power supply system, the power storage unit is controlled so that power is supplied from the power storage unit to the power supply system. The drive device for an electric vehicle according to claim 1, 2, 3, or 12, further comprising a control unit that controls the power storage unit so as to be stored in the vehicle. A power storage unit that is electrically connected to each of the two power supply systems, supplies power to the power supply system, and stores the power of the power supply system;
When power is insufficient in the power supply system, the power storage unit is controlled so that power is supplied from the power storage unit to the power supply system. 14. The drive device for an electric vehicle according to claim 13, further comprising control means for controlling the power storage unit so as to be stored in the vehicle. In a drive device for an electric vehicle that includes a plurality of axles and that drives left and right drive wheels according to the operation of the electric motor,
A plurality of generators, a power generation inverter, a drive inverter, a power line electrically connecting the power generation inverter and the drive inverter, and an electric motor, which convert the engine power into electric energy and operate the electric motor Power supply system,
An auxiliary power supply bridge that is electrically connected to each of the two power supply systems and supplies power from the power supply system to the auxiliary equipment;
13. The drive device for an electric vehicle according to claim 1, further comprising an auxiliary machine electrically connected to the auxiliary machine power supply bridge. Auxiliary machines include those that perform regenerative braking,
19. The electric machine according to claim 18, wherein the auxiliary power supply bridge is configured to supply electric power generated by the auxiliary equipment to the power supply system when regenerative braking is performed by the auxiliary equipment. Vehicle drive device. An auxiliary device that is electrically connected to each of the two power supply systems and is driven by power supplied from the power supply system;
14. The drive device for an electric vehicle according to claim 13, further comprising an auxiliary power supply bridge that is electrically connected to each of the two power supply systems and supplies electric power of the power supply system to the auxiliary equipment.

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