JP5301658B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a compressed air vehicle, and more particularly, to a hybrid vehicle having an improved compressed air vehicle that uses compressed air and electric energy as driving power sources.

Currently, most automobiles, which are a type of vehicle, run on an internal combustion engine using fossil fuels such as gasoline and light oil. However, in recent years, from the viewpoint of environmental protection such as reduction of harmful exhaust gases such as CO ₂ and use of fossil fuels, low-emission vehicles with low exhaust gas and low fuel consumption, that is, electric vehicles and hybrid vehicles of gasoline and electricity, etc. Is attracting attention. Hybrid cars are already on the market, and electric cars are about to be introduced soon. Fuel cell cars are also being developed for practical use.

  However, since the current hybrid car still uses an internal combustion engine, harmful exhaust gas is discharged into the atmosphere while traveling, although it is less than an internal combustion engine alone. Although the mileage per charge of an electric vehicle has been increased due to the high performance of the secondary battery, the problem that it takes a long time to charge still remains. Therefore, there are restrictions on the usage situation. Furthermore, it is considered that a fuel cell vehicle is very expensive to manufacture, requires infrastructure development of a driving power source, and so on, and takes a considerable long time to become commercially available.

  Under such circumstances, the inventors have invented a compressed air vehicle that does not discharge harmful exhaust gas that leads to air pollution during traveling, and is charged in a short time, and has applied for a patent. (Patent Document 1). A compressed air vehicle is a vehicle in which compressed air obtained by compressing air under high pressure operates a prime mover such as an air engine to obtain driving force.

  The driving power source refers to fuel such as gasoline or light oil in an internal combustion engine vehicle, electric energy in an electric vehicle, and compressed air in a compressed air vehicle represented by the present invention. That is, it refers to an energy source necessary for running the vehicle and lighting an air conditioner or a light that is necessary as the vehicle travels.

  Compressed-air vehicles are also introduced on the Internet website of MDI Enterprises, France. The compressed air vehicle has the advantage that it does not discharge harmful exhaust gas during traveling as described above and does not require a long time to replenish compressed air, but when only compressed air is used as the driving power source, There is a problem of insufficient power and a short traveling distance. Even in the compressed air vehicle of the homepage, although the vehicle weight is 400 kg or less, the city traveling distance (per compressed air full charge) is 100 km and the maximum speed is about 100 km / hr, which is insufficient in performance. is there.

  In order to solve the above-described drawbacks of compressed air as a driving power source, a hybrid device that uses a solar panel and uses electric energy by solar power generation has been proposed (Patent Document 2). However, this type of hybrid vehicle is not a practical vehicle because it requires a large amount of equipment, and electric energy cannot be obtained when there is no sunlight at night.

JP 2005-306191 A JP 2000-161001 A

  An object of the present invention is to take advantage of a compressed air vehicle that does not discharge harmful exhaust gas during traveling and does not require a long time for replenishing compressed air, and travel distance per full charge and compressed air. Therefore, it is an object of the present invention to provide a hybrid type compressed air vehicle that can be satisfied in practical terms.

  In order to solve the above-mentioned problems, a hybrid vehicle using compressed air and electrical energy as a driving power source is provided. This dramatically improves energy efficiency and greatly improves power and travelable distance. Here, energy efficiency refers to the efficiency with which the energy of the driving power source is converted into the driving power of the vehicle.

  That is, the hybrid vehicle of the present invention includes: (a) a first compressed air storage unit that stores compressed air; and (b) a turbine type air engine that generates power by compressed air supplied from the first compressed air storage unit. (C) a first power split unit that divides the power; (d) a first generator connected to the first power split unit; and (e) the turbine via the first power split unit. A wheel drive unit connected to the pneumatic engine, (f) an electric motor and a second generator connected to the wheel drive unit, and (g) storing electrical energy generated by the first and second generators. A power storage unit, (h) an air compression unit connected to the turbine type air engine, (i) a second compressed air storage unit connected to the air compression unit, and (j) the wheel drive unit, Connected to the second generator and the air compressor. Comprising a second power split portion, the compressed air and electrical energy is a hybrid vehicle is a drive power source.

  Here, the air engine is a prime mover that operates by air pressure, that is, compressed air. The wheel drive unit means a power transmission device that transmits power obtained from compressed air and electric energy to the wheel, and includes a differential device such as a differential gear.

  Preferably, the hybrid vehicle of the present invention can operate the turbine type air engine not only with the compressed air from the first compressed air storage unit but also with the compressed air from the second compressed air storage unit. .

  Suitably, the said air compression part is a piston type compressor.

  Preferably, the hybrid vehicle of the present invention controls the distribution of the driving force derived from compressed air and the driving force derived from electric energy, which is transmitted from the turbine type air engine and the electric motor to a wheel driving unit. Is provided.

  Preferably, in the hybrid vehicle of the present invention, the second generator is operated with regenerative energy generated during deceleration, braking, or the like, and the power storage unit is operated as electric energy or the air compression unit is operated. Using the second compressed air storage unit as compressed air or using the second power split unit, both the electrical storage unit and the second compressed air storage unit as regenerative energy as both electric energy and compressed air. Store.

  In addition, when storing electrical energy in the power storage unit, if the power storage unit is a secondary battery or the like, the electrical energy is actually converted into chemical energy and stored, but here the chemical energy is also included. Collectively referred to as electrical energy or electricity.

  Preferably, in the hybrid vehicle of the present invention, control means for controlling distribution for storing the regenerative energy as electrical energy in the power storage unit and distribution for storing the regenerative energy as compressed air in the second compressed air storage unit. Prepare.

  In the hybrid vehicle of the present invention, both the turbine type air engine and the electric motor may be connected to the same wheel drive unit or may be connected to different wheel drive units.

  Furthermore, in the hybrid vehicle of the present invention, the electric motor and the second generator may be one device, that is, the electric motor may also serve as the second generator.

  According to the present invention, the energy efficiency of a compressed air vehicle can be dramatically improved. Furthermore, a hybrid type compressed air vehicle that is practically satisfactory in terms of power and travelable distance while taking advantage of the compressed air that does not discharge harmful exhaust gas during traveling and does not require a long time to replenish compressed air. Can be provided. Furthermore, when an energy regeneration device is provided, it is possible to provide a hybrid compressed air vehicle with even better energy efficiency.

FIG. 1 is a schematic view generally showing the configuration of a compressed air / electric hybrid vehicle according to a preferred embodiment of the present invention. FIG. 2 is a schematic diagram illustrating an example of the operation of each component during start, acceleration, and uphill travel. FIG. 3 is a schematic diagram showing an example of a start operation only by the electric motor 6 using electric energy. FIG. 4 is a schematic diagram illustrating an example of the operation of each component during steady-state traveling. FIG. 5 is a schematic diagram illustrating an example of the operation of each component during deceleration and braking. FIG. 6 is a schematic diagram showing another embodiment of the hybrid car of the present invention in which a turbine type air engine and an electric motor are connected to different wheel driving units.

  In solving the first problem of insufficient power, the present invention focuses on the following points. That is, when the driving load is large and the driving force using only compressed air is insufficient, the shortage is compensated with electric energy. Specifically, when starting, accelerating, and traveling uphill. That is, when a large amount of driving energy is required, a driving force is obtained by electric energy in addition to energy by compressed air.

  In preparation for driving the hybrid vehicle of the present invention for the first time, first, the compressed air storage unit (first compressed air storage unit) is compressed and filled with a compressor or the like. Although the storage pressure of air depends on the pressure resistance of the storage unit, it is practically preferable to use a storage unit capable of storing at 10 MPa or more, preferably 30 MPa or more. The upper limit of the pressure is inevitably determined by the pressure resistance of the storage unit, but the higher the upper limit pressure is, the higher the upper limit pressure is, which is advantageous in terms of the travel distance.

  Further, when electric energy is first stored in the power storage unit, it may be charged from an external power source like an electric vehicle. Further, the turbine type air engine may be operated with the compressed air stored in the compressed air storage unit, the first generator may be operated with the obtained power to generate electric power, and the electric energy may be charged in the power storage unit. When electric energy is charged with compressed air, it is preferable to replenish the compressed air consumed for charging.

  The power storage unit is not particularly limited as long as it can store electricity such as a nickel hydride secondary battery or a lithium ion secondary battery, or a capacitor, but the above storage battery is preferable from the viewpoint of storage capacity and ease of handling.

  In the air engine operated by compressed air, there is a piston type in addition to the turbine type of the present invention. However, it is not preferable because the mechanical loss is larger than that of the turbine type and is contrary to the solution to the second problem of increasing the travelable distance. That is, the turbine type has higher energy efficiency than the piston type, and can greatly improve the travelable distance. However, the turbine type is suitable for high-speed rotation, has a drawback that torque during low-speed rotation is small, and control is difficult.

  The hybrid vehicle of compressed air and electric energy according to the present invention has an advantage that the disadvantage of the turbine type air engine can be solved.

  Next, the role of the other configuration of the present invention for solving the above problem will be described in detail. The first power split unit splits the power generated by the operation of the air engine and transmits a part of the power to the wheel drive unit to drive the vehicle. The first generator is operated with the remaining power, and the generated electrical energy is stored in the power storage unit via the inverter (charging).

  The situation in which the power is divided into driving of the vehicle and power storage is in an operation mode such as when driving at a constant speed on a flat road or downhill. In this case, since the required driving energy is not large, a part of the generated power is converted into electric energy to prepare for a case where large driving energy is required.

  In such a case, a method of reducing the generated power by reducing the flow rate of the compressed air is also conceivable. However, when starting, accelerating, constant speed, decelerating, and braking are repeated in a short time, as in urban driving, energy loss is large and energy efficiency is very low if only compressed air flow control is used. End up. That is, the first power split unit is one of devices that solves the second problem by contributing to an increase in the travelable distance by suppressing the flow control operation of the compressed air as much as possible to prevent energy loss. It is.

  The first power split section may have any configuration as long as the power generated by the turbine type air engine can be split as described above, and is not particularly limited. For example, it can be operated by a mechanism using a planetary gear. In order to optimize the energy efficiency, the power division is preferably optimally controlled in each operation mode and traveling state by a control means such as a computer. Accordingly, all of the generated power may be used for driving the wheel, and conversely, it may be used for generating electricity.

  Here, optimizing energy efficiency means minimizing energy loss while generating the required vehicle driving force in accordance with the operation mode, driving conditions, and commands such as an accelerator pedal operation from the driver. It means to suppress.

  The electric motor that is one of the configurations of the present invention operates when receiving a large amount of driving energy, such as during acceleration or traveling uphill, receives electric energy from the power storage unit, generates power, The power drives the vehicle together with the power from the air engine. This contributes to solving the first problem of insufficient power.

  Furthermore, during extremely low speed traveling such as slow driving, the vehicle of the present invention may travel only with the power of the electric motor. In such a case, since the energy efficiency of the air engine is poor, it is to take advantage of the electric motor that is efficient at a low speed and large in low-speed torque. That is, the electric motor is an apparatus that contributes to an increase in the travelable distance and solves the second problem.

  In an embodiment of the present invention, an air compression unit connected to the turbine type air engine and the second power split unit, and a second compressed air storage unit for storing the air compressed by the air compression unit are provided. The air compressing unit plays a role of collecting compressed air (exhaust air) after operating the turbine type air engine and a function of converting regenerative energy generated when the vehicle is decelerated and braked into compressed air.

  That is, the air compression unit is a device that recovers discarded energy and improves energy efficiency, and contributes to an increase in the travelable distance, which is a second problem.

  Here, the regenerative energy refers to energy (recovered energy) that can be recovered by regeneration in the kinetic energy of the vehicle when the vehicle is decelerated and / or braked.

  In the exhaust air, energy that has not been converted into power by the air engine is left, and if it is discharged to the outside air as it is, the energy is lost. Therefore, the exhaust air is regenerated into compressed air to recover the energy. Therefore, when the exhaust air is compressed by the air compression unit, compressed air can be generated with less energy than when air is taken in from outside air and compressed. Energy regeneration will be described later.

  The compressed air stored in the second compressed air storage unit may be used after using the compressed air of the first compressed air storage unit, alternately, or simultaneously. If the fuel warning lamp is turned on, that is, if it is used preliminarily, it is preferably used after use of compressed air in the first compressed air storage unit.

  The air compressor is preferably a piston-type compressor in that it generates high-pressure compressed air. In practical terms, when storing compressed air in the second compressed air storage unit by collecting the exhaust air and converting the regenerative energy, the storage pressure is preferably maintained at 1 MPa or more. Is more preferable.

  Embodiments of the invention also include energy regeneration means, and preferably control means thereof. That is, the kinetic energy of the vehicle is regenerated when the vehicle is decelerated and braked, and the regenerative energy is stored in the following three patterns. First, the second generator is operated with regenerative energy and stored as electric energy in the power storage unit via the inverter. Second, as described above, the air compression unit is operated by regenerative energy, and the produced compressed air is stored in the second compressed air storage unit. Third, the regenerative energy is divided into power for operating the second generator and power for operating the air compressor by the second power split unit, and the regenerative energy is stored in the form of both electric energy and compressed air. To do.

  The second power split unit may have any configuration as long as it can split the regenerative energy transmitted as power, and is not particularly limited. For example, it can be operated by a mechanism using a planetary gear as in the first power split section. However, the second power split section works only at the time of energy regeneration and is in a state where it does not become a travel load during travel while transmitting driving force to the wheel drive section.

  The three patterns are preferably selected by an energy regeneration control means such as a computer. For example, in principle, the regenerative energy is collected and stored as electric energy, but the third pattern is used when the amount of power stored in the power storage unit is approaching full charge, and the second pattern is used when full charge is performed. Select a pattern.

  Furthermore, when a secondary battery is used as the power storage unit, the secondary battery has a large spontaneous discharge. Therefore, the second pattern is selected in a situation where the vehicle does not run for several days or more after running. This is because compressed air hardly leaks naturally in a few months. In such a case, it is preferable that the driver can select a pattern.

  The energy regeneration means and the control means are means for increasing energy efficiency and contributing to an increase in the travelable distance, which is a second problem.

  The turbine type air engine and the electric motor of the present invention may be connected to the same wheel drive unit of the front wheel or the rear wheel, or may be connected separately to the front wheel and the rear wheel due to restrictions such as the size of the vehicle. Good. Furthermore, a vehicle structure in which an electric motor is connected to each wheel and all wheels are driven may be used. Still further, instead of the turbine type air engine, a rotary type air engine can be used as the air engine.

<Embodiment>
Hereinafter, preferred embodiments will be described in more detail with reference to the drawings.

  FIG. 1 generally shows a schematic configuration of a hybrid vehicle (hereinafter, referred to as a compressed air / electric hybrid vehicle) using compressed air and electric energy as a driving power source according to a preferred embodiment of the present invention. ing. 1 to 5 show the case where the electric motor also serves as the second generator.

  The compressed air / electric hybrid vehicle of the present invention includes a turbine type air engine 2 and an electric motor (second generator) 6 (hereinafter, the electric motor 6 when operating as an electric motor, and the second electric generator 6 when operating as an electric generator. Called a power generation device. That is, when the turbine type air engine 2 or the electric motor 6 or both the turbine type air engine 2 and the electric motor 6 are operated, the generated power is transmitted to the drive wheels 9 via the wheel drive unit 8 to drive the wheels. Is done. As an example of an electric motor, a three-phase alternating current induction motor can be mentioned, for example.

  In addition, a power storage unit 7 that stores electrical energy generated from the first generator 4 or the like is mounted as an electrical energy source for operating the electric motor 6. Electrical energy generated from the first generator 4 and the second generator 6 is stored in the power storage unit 7 via the inverter 5. In addition, electric energy is supplied to the motor 6 from the power storage unit 7 via the inverter 5. The storage / discharge at this time is automatically controlled by the control means 14 in accordance with the running state of the vehicle and the driving mode, thereby satisfying the power demand from the driver and improving the energy efficiency.

  In the present embodiment, the first compressed air storage unit 1 is filled with compressed air at a pressure of 30 MPa.

  Compressed air supplied by operating a compressed air supply device (in this embodiment, a solenoid valve) that adjusts the amount of compressed air supplied from the first compressed air storage unit 1 by a control means 14 that uses an auxiliary battery 13 as a power source. Thus, the turbine type air engine 2 is operated to obtain power.

  The power generated from the turbine type air engine 2 is divided by the first power split unit 3 into power transmitted to the wheel drive unit 8 and power for operating the first generator 4 for power storage. The determination of the power split is automatically controlled by the control means 14 in accordance with the traveling state, the operation mode, and the like. In the present embodiment, a mechanism using a planetary gear is used as the first power split unit 3.

  Next, energy regeneration will be described. White arrows in the figure indicate the flow from recovery of the regenerative energy to the storage unit. The actual energy form of the regenerative energy is the power that operates the second generator 6, the air compressor 11, or both, and then the electrical energy generated from the second generator 6 and the air compressor 11 is converted into the energy of the compressed air generated in the step 11. That is, regenerative energy is stored as the electrical energy and compressed air.

  The first energy regeneration is regeneration from exhaust air. That is, the compressed air supplied from the first compressed air storage unit 1 is consumed by operating the turbine type air engine 2, but the exhaust air at that time is sent to the air compression unit 11. In this case, the air compression unit 11 is basically operated by electric energy supplied from the power storage unit 7 or the auxiliary battery 13. However, when the vehicle is decelerated, braked, or the like, the air compressor 11 operates even with regenerative energy supplied from the second power split unit 10 as power.

  The exhaust air is compressed and filled and stored in the second compressed air storage unit 12 by the action of the air compression unit 11. The compressed air charged in the second compressed air storage unit 12 is used for operating the turbine type air engine 2 by the action of a compressed air supply device (in this embodiment, a solenoid valve) by the control means 14 that uses the auxiliary battery 13 as a power source. Reused as compressed air.

  The second type of energy regeneration is regeneration (recovery) of vehicle kinetic energy during deceleration, braking, or the like. First, the second generator 6 is operated using the kinetic energy (regenerative energy) as a power source and recovered as electric energy. This is a so-called regenerative brake. Second, as described above, the compressed air is generated by operating the air compressing unit 11 using the kinetic energy as a power source via the second power dividing unit 10, and is recovered as the compressed air. Store in the compressed air storage unit 12. In this case, a regenerative brake works in the air compression unit 11.

  At this time, compressed air is generated by taking in air not only from the exhaust air but also from outside air. Furthermore, the air pressure of the 2nd compressed air storage part 12 can be performed using the thermal energy obtained at the time of a brake action, and a filling pressure can be increased.

  The control means 14 operates by sensing and determining a driving mode, a running state, and a command from the driver. For example, the control means 14 controls starting and stopping of the turbine type air engine 2, the electric motor and the second generator 6, the first generator 4, and the like. Further, the control means 14 automatically controls the ratio of the power split in the first power split unit 3 and the second power split unit 10 in principle so that the energy efficiency is optimized according to the traveling state or the like. Furthermore, the control means 14 controls whether the regenerative energy is recovered as electric energy, recovered as compressed air, or recovered as both by determining the power storage status of the power storage unit 7. However, when there is a command from the driver, the command may be prioritized over energy efficiency.

  The operation of each component according to each operation mode will be described below.

<At departure>
An example of the operation of each component when starting is shown in FIG. At the time of starting, power is generated by operating the turbine type air engine 2 by the compressed air supplied from the first compressed air storage unit 1. Basically, all of the power is transmitted to the wheel drive unit 8 and used for the driving force of the vehicle. Further, energy regeneration from the exhaust air is also performed (hereinafter, the same applies when the turbine type air engine 2 is operated). Although FIG. 2 shows a case where compressed air is not supplied from the second compressed air storage unit 12, compressed air may be supplied from the second compressed air storage unit 12 as described above (described later). The same applies to 4, 5).

  However, as described above, the turbine-type air engine 2 alone is not sufficient as starting power, so the electric energy already stored in the power storage unit 7 is supplied to the electric motor 6 and generated from the electric motor 6. The power is also transmitted to the wheel drive unit 8 and used for the driving force of the vehicle. As a result, sufficient starting power can be obtained.

  At this time, the driver's accelerator pedal operation or the like senses the strength of the required starting force (starting acceleration), and the control means 14 optimizes the balance between the flow rate of compressed air and the amount of electric energy supplied from the power storage unit 7. To control. For example, in the case of a gradual start command, the control means 14 gives priority to energy efficiency and commands a start by only the electric motor 6 by electric energy, whereas in the case of a full throttle start command, the control means 14 gives the compressed air and electric energy. Control combinations to get maximum power. FIG. 3 shows an example in the case of starting with only the electric motor 6 by electric energy.

<During acceleration and uphill driving>
In this case, basically, the vehicle is driven by both the power obtained from the turbine type air engine 2 and the power obtained from the electric motor 6 as in the case of starting (FIG. 2). Also at this time, the control means 14 optimally controls the balance between the flow rate of the compressed air and the amount of electric energy supplied from the power storage unit 7 by judging the intensity of the acceleration command, the grade of the uphill slope, and the like. As a result, the disadvantage of insufficient power of the compressed air vehicle can be improved.

<During constant speed>
FIG. 4 shows an example of the operation of each component when traveling at a constant speed on a flat road. When traveling at a constant speed on a flat road, basically, only the turbine type air engine 2 is operated, and the vehicle travels only with the motive power. When the speed is not so high as when driving in an urban area, etc., the drive power is small, so a part of the generated power is divided by the first power split section 3 to operate the first generator 4 The generated electrical energy is stored in the power storage unit 7.

  On the other hand, in the case of traveling on a highway even at constant speed, the electric motor 6 is also operated, and the vehicle is driven by both the power obtained from the turbine type air engine 2 and the power obtained from the electric motor 6. To do.

<Deceleration and braking>
FIG. 5 shows an example of the operation of each component during deceleration and braking. During deceleration and braking, the second generator 6 connected to the wheel drive unit 8 is operated with kinetic energy transmitted from the wheel side, thereby generating resistance due to rotation of the second generator 6 (regenerative braking). ) Inductive power is generated and the power storage unit 7 is charged.

  Further, the second power split unit 10 transmits the regenerative energy as power to the air compression unit (piston type compressor) 11 to be operated. Then, the regenerative energy is converted into compressed air using the inertial rotation of the crank of the compressor 11, and the second compressed air storage unit 12 is charged and stored. Furthermore, air preheating of the 2nd compressed air storage part 12 is performed with the thermal energy which arises by brake operation, and the increase in the stored amount of compressed air is aimed at.

  Although FIG. 5 shows a state during deceleration and braking in a state where the turbine type air engine 2 is operated, the turbine type air engine 2 may be stopped.

DESCRIPTION OF SYMBOLS 1 ... 1st compressed air storage part, 2 ... Turbine type air engine, 3 ... 1st power division part, 4 ... 1st generator, 5 ... Inverter, 6 ... Electric motor And 2nd generator, 7 ... power storage unit, 8, 8a, 8b ... wheel drive unit, 9, 9a, 9b ... wheel (drive wheel), 10 ... second power split unit, 11 ... Air compressor, 12 ... Second compressed air storage, 13 ... Auxiliary battery, 14 ... Control means

Claims (14)

A hybrid vehicle in which compressed air and electric energy are driving power sources,
(A) a first compressed air storage section for storing compressed air;
(B) a turbine type air engine that generates power by compressed air supplied from the first compressed air storage unit;
(C) a first power split unit that splits the power;
(D) a first generator connected to the first power split unit;
(E) a wheel drive unit connected to the turbine type air engine via the first power split unit;
(F) an electric motor and a second generator connected to the wheel drive unit;
(G) a power storage unit that stores electrical energy generated by the first and second generators;
(H) an air compressor connected to the turbine type air engine;
(I) a second compressed air storage unit connected to the air compression unit;
(J) a second power split unit connected to the wheel drive unit, the second generator, and the air compression unit,
The second generator is operated with regenerative energy to act as electrical energy (including chemical energy) in the power storage unit, or the air compression unit is operated as compressed air in the second compressed air storage unit, or the first Regenerative energy is stored in both parts of the power storage unit and the second compressed air storage unit as both electric energy (including chemical energy) and compressed air using two power split units,
A hybrid vehicle using compressed air and electric energy as a driving power source. The air compression unit is a piston type compressor.
The hybrid vehicle according to claim 1. Control means for controlling the distribution of the driving force derived from compressed air and the driving force derived from electric energy transmitted from the turbine type air engine and the electric motor to the wheel driving unit;
The hybrid vehicle according to claim 1 or 2. The control means also controls the distribution for storing the regenerative energy as electrical energy (including chemical energy) in the power storage unit and the distribution for storing compressed air in the second compressed air storage unit.
The hybrid vehicle according to claim 3. Having two wheel drive units, the turbine type air engine and the electric motor are respectively connected to different wheel drive units,
The hybrid vehicle according to claim 1 or 2. Having two wheel drive units, the turbine type air engine and the electric motor are respectively connected to different wheel drive units,
The hybrid vehicle according to claim 4. The motor and the second generator are one device, that is, the motor also serves as the second generator.
The hybrid vehicle according to claim 4. The motor and the second generator are one device, that is, the motor also serves as the second generator.
The hybrid vehicle according to claim 6. When starting, accelerating, and traveling uphill, the control means controls the turbine-type air engine and the electric motor to drive the wheel drive unit with the driving force of both.
The hybrid vehicle according to claim 7. When starting, accelerating, and traveling uphill, the control means controls the turbine-type air engine and the electric motor to drive the wheel drive unit with the driving force of both.
The hybrid vehicle according to claim 8. At the time of constant speed running, the control means controls so that only the turbine type air engine is operated and the wheel driving unit is driven by the driving force.
The hybrid vehicle according to claim 7. At the time of constant speed running, the control means controls so that only the turbine type air engine is operated and the wheel driving unit is driven by the driving force.
The hybrid vehicle according to claim 8. At the time of deceleration and / or braking, the second generator is operated with the regenerative energy generated to generate electric energy (including chemical energy) in the power storage unit, or the air compression unit is operated to generate the second compressed air. As the compressed air in the storage unit or using the second power split unit, the electric storage unit (including chemical energy) and the compressed air as both the electric storage unit and the second compressed air storage unit are regenerated. The control means controls to store energy;
The hybrid vehicle according to claim 7. At the time of deceleration and / or braking, the second generator is operated with the regenerative energy generated to generate electric energy (including chemical energy) in the power storage unit, or the air compression unit is operated to generate the second compressed air. As the compressed air in the storage unit or using the second power split unit, the electric storage unit (including chemical energy) and the compressed air as both the electric storage unit and the second compressed air storage unit are regenerated. The control means controls to store energy;
The hybrid vehicle according to claim 8.

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