U.S. patent application number 12/449577 was filed with the patent office on 2010-05-13 for vehicle.
This patent application is currently assigned to Toyota jidosha Kabushiki Kaisha. Invention is credited to Naoto Suzuki.
Application Number | 20100116571 12/449577 |
Document ID | / |
Family ID | 40387238 |
Filed Date | 2010-05-13 |
United States Patent
Application |
20100116571 |
Kind Code |
A1 |
Suzuki; Naoto |
May 13, 2010 |
VEHICLE
Abstract
A vehicle is a hybrid vehicle including an engine driven by
fuel, and the vehicle includes a motor-generator driven by electric
power and a charge plug to which a connector is removably
connected, the charge plug being capable of at least one of being
supplied with electric power from the connector and supplying
electric power to the connector. An engine is arranged to be offset
toward one side surface and the charge plug is provided in the
other side surface.
Inventors: |
Suzuki; Naoto;
(Fujinomiya-shi, JP) |
Correspondence
Address: |
OLIFF & BERRIDGE, PLC
P.O. BOX 320850
ALEXANDRIA
VA
22320-4850
US
|
Assignee: |
Toyota jidosha Kabushiki
Kaisha
Toyota-shi
JP
|
Family ID: |
40387238 |
Appl. No.: |
12/449577 |
Filed: |
August 20, 2008 |
PCT Filed: |
August 20, 2008 |
PCT NO: |
PCT/JP2008/065233 |
371 Date: |
August 14, 2009 |
Current U.S.
Class: |
180/65.25 ;
903/951 |
Current CPC
Class: |
Y02T 10/7072 20130101;
Y02T 10/70 20130101; B60K 6/445 20130101; B60L 50/16 20190201; B60K
6/28 20130101; B60K 6/365 20130101; B60W 20/00 20130101; Y02T 90/12
20130101; Y02T 90/14 20130101; B60K 2001/0416 20130101; B60L 50/66
20190201; B60W 10/26 20130101; B60L 53/126 20190201; B60L 53/16
20190201; B60K 6/40 20130101; Y02T 10/62 20130101; B60L 50/61
20190201 |
Class at
Publication: |
180/65.25 ;
903/951 |
International
Class: |
B60K 6/48 20071001
B60K006/48 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 24, 2007 |
JP |
2007-218284 |
Claims
1. A vehicle, comprising: an internal combustion engine driven by
fuel; a drive source driven by an energy source different from said
fuel; an energy source storage portion capable of storing said
energy source; an energy source supply portion to which an external
connection portion is removably connected, capable of being
supplied with said energy source from said external connection
portion and/or supplying said energy source to said external
connection portion; and an internal combustion engine accommodation
portion for accommodating said internal combustion engine, said
internal combustion engine being arranged closer to the other side
surface relative to one side surface in the internal combustion
engine accommodation portion, and said energy source supply portion
being provided in said one side surface.
2. The vehicle according to claim 1, further comprising a
transmission accommodation case for accommodating a transmission
transmitting, with speed change, rotational force generated by said
internal combustion engine to a drive shaft of the vehicle, wherein
said transmission accommodation case is provided between said one
side surface and said internal combustion engine.
3. The vehicle according to claim 2, wherein said energy source is
electric power, said energy source storage portion is a battery
capable of storing and discharging electric power, said drive
source is a rotating electric machine driven by electric power from
said battery and driving wheels, and said transmission
accommodation case accommodates said rotating electric machine.
4. The vehicle according to claim 3, wherein the wheels are driven
by motive power of said rotating electric machine or said internal
combustion engine.
5. The vehicle according to claim 1, wherein said energy source is
electric power, said energy source storage portion is a battery
capable of storing and discharging electric power, and said drive
source is a first rotating electric machine, said vehicle further
comprises a second rotating electric machine, and the wheels are
driven only by the first rotating electric machine and said second
rotating electric machine is capable of generating electric power
by using motive power of said internal combustion engine and
charging said battery or driving said first rotating electric
machine by using the generated electric power.
6. The vehicle according to claim 5, wherein said internal
combustion engine is 3-cylinder engine.
7. The vehicle according to claim 3, further comprising an inverter
case for accommodating an inverter for controlling drive of said
rotating electric machine, wherein said inverter case is provided
between said one side surface and said internal combustion
engine.
8. The vehicle according to claim 7, wherein said inverter case is
arranged in a region located between said internal combustion
engine and said energy source supply portion.
9. The vehicle according to claim 1, wherein said energy source is
electric power, said drive source is a rotating electric machine
having a polyphase winding and a neutral point of the polyphase
winding, said energy source storage portion is a battery, said
vehicle further comprises an inverter connected to said rotating
electric machine and an inverter control portion capable of
controlling drive of said inverter, said energy source supply
portion includes a line connected to said neutral point, and said
inverter control portion controls said inverter such that AC
electric power provided to said neutral point is converted to DC
electric power for supply to said battery.
10. The vehicle according to claim 9, wherein said rotating
electric machine includes a first rotating electric machine having
a first polyphase winding and a first neutral point of the first
polyphase winding and a second rotating electric machine having a
second polyphase winding and a second neutral point of the second
polyphase winding, said energy source supply portion includes a
first line connected to said first neutral point and a second line
connected to said second neutral point, said inverter includes a
first inverter for converting DC electric power from said battery
to AC electric power and supplying the AC electric power to said
first rotating electric machine and a second inverter for
converting DC electric power from said battery to AC electric power
and supplying the AC electric power to said second rotating
electric machine, and said inverter control portion controls said
first and second inverters such that AC electric power provided to
said first and second neutral points can be converted to DC
electric power for supply to said battery.
11. The vehicle according to claim 1, wherein said energy source is
electric power, said drive source is a rotating electric machine
having a polyphase winding and a neutral point of the polyphase
winding, said energy source storage portion is a battery, said
vehicle further comprises an inverter connected to said rotating
electric machine and an inverter control portion capable of
controlling drive of said inverter, said energy source supply
portion includes a line connected to said neutral point, and said
inverter control portion controls said inverter such that DC
electric power supplied from said battery to said inverter can be
converted to AC electric power for supply from said energy source
supply portion to an external load.
12. The vehicle according to claim 11, wherein said rotating
electric machine includes a first rotating electric machine having
a first polyphase winding and a first neutral point of the first
polyphase winding and a second rotating electric machine having a
second polyphase winding and a second neutral point of the second
polyphase winding, said energy source supply portion includes a
first line connected to said first neutral point and a second line
connected to said second neutral point, said inverter includes a
first inverter for converting DC electric power from said battery
to AC electric power and supplying the AC electric power to said
first rotating electric machine and a second inverter for
converting DC electric power from said battery to AC electric power
and supplying the AC electric power to said second rotating
electric machine, and said inverter control portion controls said
first inverter and said second inverter such that DC electric power
supplied from said battery to said first inverter and said second
inverter can be converted to AC electric power for supply from said
energy source supply portion to an external load.
13. The vehicle according to claim 1, wherein said energy source is
electric power, said energy source storage portion is a battery,
said vehicle further comprises a conversion device connected to
said energy source supply portion and said battery, and said
conversion device is capable of conversion of electric power
supplied from said energy source supply portion to DC electric
power that can be supplied to said battery for charging of said
battery and/or conversion of DC electric power supplied from said
battery for supply from said energy source supply portion to an
external load.
14. The vehicle according to claim 13, wherein said conversion
device is provided at a position distant from said internal
combustion engine accommodation portion, and said vehicle further
comprises a line connecting said conversion device and the energy
source supply portion to each other and passing through said
internal combustion engine accommodation portion.
15. The vehicle according to claim 14, further comprising a driver
and/or passenger accommodation portion capable of accommodating a
driver and/or a passenger and a luggage storage portion located on
a side opposite to said internal combustion engine accommodation
portion, with respect to said driver and/or passenger accommodation
portion, wherein said conversion device is arranged within said
luggage storage portion.
16. A hybrid vehicle incorporating an internal combustion engine
and a motor, comprising: a battery for supplying electric power for
driving said motor to said motor; an electric power reception
portion electrically connected to said battery, that can be
connected to a connector for supplying electric power outside the
vehicle to said hybrid vehicle; an internal combustion engine
accommodation portion for accommodating said internal combustion
engine; and one side surface and the other side surface located
opposite to said one side surface, said internal combustion engine
being arranged to be offset toward said other side surface with
respect to a centerline passing through a center in a direction of
width of said hybrid vehicle, and said electric power reception
portion being provided in said one side surface.
17. A hybrid vehicle incorporating an internal combustion engine
and a motor, comprising: a battery for supplying electric power for
driving said motor to said motor; an electric power reception
portion electrically connected to said battery, that can be
connected to a connector for supplying electric power outside the
vehicle to said hybrid vehicle; an internal combustion engine
accommodation portion for accommodating said internal combustion
engine; and one side surface and the other side surface located
opposite to said one side surface, said internal combustion engine
being arranged closer to said other side surface relative to said
one side surface, with respect to a centerline passing through a
center in a direction of width of said hybrid vehicle, and said
electric power reception portion being provided in said one side
surface.
18. The hybrid vehicle according to claim 16, further comprising an
inverter case for accommodating an inverter for controlling drive
of said motor, wherein said inverter case is arranged between said
internal combustion engine and said one side surface, in said
internal combustion engine accommodation portion.
19. The hybrid vehicle according to claim 16, further comprising an
inverter case for accommodating an inverter for controlling drive
of said motor, wherein said inverter case is arranged between said
internal combustion engine and said electric power reception
portion, in said internal combustion engine accommodation portion.
Description
TECHNICAL FIELD
[0001] The present invention relates to a vehicle, and particularly
to a vehicle including a plurality of drive sources for drive with
energy sources different in type.
BACKGROUND ART
[0002] Various environmentally friendly electric cars and hybrid
vehicles have conventionally been proposed. For example, Japanese
Patent Laying-Open No. 11-318004 or the like describes an electric
car.
[0003] An electric car described in this Japanese Patent
Laying-Open No. 11-318004 includes a charging lid automatic
operation device for automatically opening and closing a charging
lid closing a paddle insertion portion of a charging port by using
an actuator.
[0004] A hybrid vehicle described in Japanese Patent Laying-Open
No. 8-154307 includes an internal combustion engine for power
generation and an internal combustion engine for running, so that a
driver can be guided to run the vehicle without relying on the
internal combustion engine.
[0005] In addition, a hybrid vehicle described in Japanese Patent
Laying-Open No. 2005-204361 employs two motor-generators to be able
to generate an alternating-current voltage.
[0006] Here, in a conventional hybrid vehicle, positional relation
between a device within an engine compartment and an energy source
supply portion from which energy source such as electric power is
supplied has not been considered.
DISCLOSURE OF THE INVENTION
[0007] The present invention was made in view of the
above-described problems, and an object of the present invention is
to provide a vehicle for which positional relation between a device
in an engine compartment and an energy source supply portion is
considered.
[0008] A vehicle according to the present invention includes an
internal combustion engine driven by fuel, a drive source driven by
an energy source different from the fuel, and an energy source
storage portion capable of storing the energy source. The vehicle
further includes an energy source supply portion to which an
external connection portion is removably connected, capable of at
least one of being supplied with the energy source from the
external connection portion and supplying the energy source to the
external connection portion, and an internal combustion engine
accommodation portion for accommodating the internal combustion
engine. The internal combustion engine above is arranged closer to
the other side surface relative to one side surface in the internal
combustion engine accommodation portion, and the energy source
supply portion is provided in the one side surface.
[0009] Preferably, the vehicle further includes a transmission
accommodation case for accommodating a transmission transmitting,
with speed change, rotational force generated by the internal
combustion engine above to a drive shaft of the vehicle.
Preferably, the transmission accommodation case above is provided
between the one side surface and the internal combustion
engine.
[0010] Preferably, the energy source above is electric power, the
energy source storage portion is a battery capable of storing and
discharging electric power, and the transmission accommodation case
accommodates the rotating electric machine driven by electric power
from the battery and driving wheels.
[0011] Preferably, the wheels of the vehicle above are driven by
motive power from the rotating electric machine or the internal
combustion engine. Preferably, the rotating electric machine
includes a first rotating electric machine and a second rotating
electric machine. The wheels are driven only by the first rotating
electric machine and the second rotating electric machine is
capable of generating electric power by using motive power of the
internal combustion engine and charging the battery or driving the
first rotating electric machine by using the generated electric
power.
[0012] Preferably, the internal combustion engine above is
3-cylinder engine. Preferably, the vehicle further includes an
inverter case for accommodating an inverter for controlling drive
of the rotating electric machine above, and the inverter case is
provided between the one side surface and the internal combustion
engine. Preferably, the inverter case above is arranged in a region
located between the internal combustion engine and the energy
source supply portion.
[0013] Preferably, the energy source above is electric power, the
drive source is a rotating electric machine having a polyphase
winding and a neutral point of the polyphase winding, and the
energy source storage portion is a battery. The vehicle further
includes an inverter connected to the rotating electric machine
above and an inverter control portion capable of controlling drive
of the inverter, and the energy source supply portion includes a
line connected to the neutral point. The inverter control portion
above controls the inverter such that AC electric power provided to
the neutral point is converted to DC electric power for supply to
the battery.
[0014] Preferably, the rotating electric machine above includes a
first rotating electric machine having a first polyphase winding
and a first neutral point of the first polyphase winding and a
second rotating electric machine having a second polyphase winding
and a second neutral point of the second polyphase winding. The
energy source supply portion above includes a first line connected
to the first neutral point and a second line connected to the
second neutral point. The inverter above includes a first inverter
for converting DC electric power from the battery to AC electric
power and supplying the AC electric power to the first rotating
electric machine and a second inverter for converting DC electric
power from the battery to AC electric power and supplying the AC
electric power to the second rotating electric machine. The
inverter control portion above controls the first and second
inverters such that AC electric power provided to the first and
second neutral points can be converted to DC electric power for
supply to the battery.
[0015] Preferably, the energy source above is electric power, the
drive source is a rotating electric machine having a polyphase
winding and a neutral point of the polyphase winding, and the
energy source storage portion is a battery. The vehicle further
includes an inverter connected to the rotating electric machine
above and an inverter control portion capable of controlling drive
of the inverter. The energy source supply portion above includes a
line connected to the neutral point, and the inverter control
portion controls the inverter such that DC electric power supplied
from the battery to the inverter can be converted to AC electric
power for supply from the energy source supply portion to an
external load.
[0016] Preferably, the rotating electric machine above includes a
first rotating electric machine having a first polyphase winding
and a first neutral point of the first polyphase winding and a
second rotating electric machine having a second polyphase winding
and a second neutral point of the second polyphase winding, and the
energy source supply portion includes a first line connected to the
first neutral point and a second line connected to the second
neutral point. The inverter above includes a first inverter for
converting DC electric power from the battery to AC electric power
and supplying the AC electric power to the first rotating electric
machine and a second inverter for converting DC electric power from
the battery to AC electric power and supplying the AC electric
power to the first rotating electric machine. In addition, the
inverter control portion above controls the first inverter and the
second inverter such that DC electric power supplied from the
battery to the first inverter and the second inverter can be
converted to AC electric power for supply from the energy source
supply portion to an external load.
[0017] Preferably, the energy source is electric power, the energy
source storage portion is a battery, and the vehicle further
includes a conversion device connected to the energy source supply
portion and the battery. The conversion device above is capable of
at least one of conversion of electric power supplied from the
energy source supply portion to DC electric power for charging the
battery and conversion of DC electric power supplied from the
battery for supply from the energy source supply portion to an
external load.
[0018] Preferably, the conversion device above is provided at a
position distant from the internal combustion engine accommodation
portion, and the vehicle further includes a line connecting the
conversion device and the energy source supply portion to each
other and passing through the internal combustion engine
accommodation portion.
[0019] Preferably, the vehicle further includes a driver and/or
passenger accommodation portion capable of accommodating a driver
and/or a passenger and a luggage storage portion located on a side
opposite to the internal combustion engine accommodation portion,
with respect to the driver and/or passenger accommodation portion,
and the conversion device is arranged within the luggage storage
portion.
[0020] According to the present invention, a vehicle for which
positional relation between a device in an engine compartment and
an energy source supply portion is considered.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] FIG. 1 is a plan view showing an overall structure of a
hybrid vehicle according to a first embodiment of the present
invention, in such a manner that the inside thereof can be
seen.
[0022] FIG. 2 is a schematic diagram showing arrangement of each
device within an engine compartment, in such a manner that the
inside thereof can be seen.
[0023] FIG. 3 is an overall block diagram of the vehicle according
to the first embodiment of the present invention.
[0024] FIG. 4 is a schematic diagram showing an overall structure
of a hybrid vehicle according to a second embodiment of the present
invention.
[0025] FIG. 5 is a plan view schematically showing arrangement of
each vehicle-mounted device in the hybrid vehicle shown in FIG.
4.
[0026] FIG. 6 is a schematic diagram schematically showing
arrangement of each vehicle-mounted device shown in FIG. 5, in such
a manner that the inside can be seen.
[0027] FIG. 7 is a plan view showing an overall structure of a
hybrid vehicle according to a third embodiment of the present
invention.
[0028] FIG. 8 is a schematic diagram showing arrangement of a
vehicle-mounted device within the engine compartment.
[0029] FIG. 9 is an electric circuit diagram of the hybrid vehicle
according to the third embodiment of the present invention.
[0030] FIG. 10 is an electric circuit diagram of the hybrid vehicle
according to the third embodiment of the present invention.
[0031] FIG. 11 is a diagram showing a variation of the hybrid
vehicle according to the third embodiment of the present
invention.
[0032] FIG. 12 is a plan view showing an overall structure of a
hybrid vehicle according to a fourth embodiment of the present
invention.
[0033] FIG. 13 is a schematic diagram schematically showing
arrangement of each vehicle-mounted device in the hybrid vehicle
according to the fourth embodiment of the present invention.
[0034] FIG. 14 is a plan view showing an overall structure of a
hybrid vehicle according to a fifth embodiment of the present
invention.
[0035] FIG. 15 is a plan view showing a variation of the hybrid
vehicle according to the fifth embodiment of the present
invention.
BEST MODES FOR CARRYING OUT THE INVENTION
[0036] A hybrid vehicle according to the present embodiment will be
described with reference to FIGS. 1 to 15. When the number, an
amount or the like is mentioned in the embodiment described below,
the scope of the present invention is not necessarily limited to
such a number, an amount or the like, unless otherwise specified.
In addition, in the embodiment below, each component is not
necessarily essential in the present invention, unless otherwise
specified. Moreover, when a plurality of embodiments are shown
below, combination as appropriate of features in the embodiments is
originally encompassed, unless otherwise specified.
First Embodiment
[0037] A hybrid vehicle according to the present first embodiment
will be described with reference to FIGS. 1 to 3. FIG. 1 shows an
overall structure of the hybrid vehicle according to the present
embodiment, in such a manner that the inside thereof can be seen,
and FIG. 2 shows arrangement of each device within an engine
compartment (internal combustion engine accommodation portion) 150
in such a manner that the inside thereof can be seen. As shown in
FIG. 1, the hybrid vehicle includes a vehicle main body 50
including a body and a plurality of exterior members attached to
the exterior of this body.
[0038] Vehicle main body 50 includes side surfaces 100A, 100B
aligned in a direction of width of the vehicle. Vehicle main body
50 includes a driver and/or passenger accommodation chamber 151
capable of accommodating a driver and/or a passenger, a luggage
room 152 defined in the rear of driver and/or passenger
accommodation chamber 151 in terms of a direction of travel,
capable of storing luggage or the like, and an engine compartment
150 defined in front of driver and/or passenger accommodation
chamber 151 in terms of the direction of travel of the hybrid
vehicle. A separator 110C is provided between driver and/or
passenger accommodation chamber 151 and engine compartment 150 for
partition.
[0039] In other words, engine compartment 150 is defined by
separator 110C, engine compartment sidewall portions 110A, 110B of
respective side surfaces 100A, 100B, that are located in the front
of separator 110C, and a front portion.
[0040] Engine compartment 150 accommodates an engine 250,
motor-generators 42-1, 42-2, inverters 40-1, 40-2, converters 8-1,
8-2, and a charging device 20.
[0041] Engine 250 is arranged to be offset toward one side surface
100A with respect to a centerline O passing through the center in
the direction of width of the hybrid vehicle. Thus, the center of
engine 250 in the direction of width (the direction of width of the
hybrid vehicle) is closer to side surface 100A relative to side
surface 100B.
[0042] Engine 250 includes four combustion chambers 260, into which
liquid fuel such as gasoline is supplied so that motive power can
be generated by burning the fuel. An intake manifold 251 for
supplying outside air into combustion chamber 260 and an exhaust
manifold 252 for exhausting exhaust gas resulting from combustion
of fuel in combustion chamber 260 are connected to engine 250. It
is noted that engine 250 of the hybrid vehicle according to the
present first embodiment is an in-line four-cylinder engine.
[0043] An exhaust pipe 253 extending along centerline O is
connected to exhaust manifold 252, and exhaust pipe 253 is
connected to a muffler 255 through a sub muffler 254.
[0044] An accommodation case for accommodating inverters 40-1, 40-2
and an accommodation case for accommodating converters 8-1, 8-2 are
stacked in a direction of height of the hybrid vehicle.
[0045] Inverters 40-1, 40-2 and converters 8-1, 8-2 are arranged
such that they are adjacent to engine 250 on the side of side
surface 100B and offset toward side surface 100B with respect to
centerline O. Namely, the accommodation cases for accommodating
inverters 40-1, 40-2 and converters 8-1, 8-2 are arranged such that
the center thereof in the direction of width is closer to engine
compartment sidewall portion 110B relative to engine compartment
sidewall portion 110A.
[0046] Thus, the side surfaces of the respective accommodation
cases for accommodating inverters 40-1, 40-2 and converters 8-1,
8-2 on the side of engine compartment sidewall portion 110A are
arranged to be opposed to the side surface of engine 250 on the
side of engine compartment sidewall portion 110B and the side
surface of exhaust manifold 252 on the side of engine compartment
sidewall portion 110B.
[0047] Charging device 20 includes a conversion device 160 disposed
on the front side of the hybrid vehicle with respect to the
accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2 and a charge plug 30 provided in engine
compartment sidewall portion 110B.
[0048] An accommodation case for accommodating conversion device
160 is provided at a position adjacent to engine 250 on the side of
engine compartment sidewall portion 110B.
[0049] Charge plug 30 is electrically connected to conversion
device 160 through a line, and a connector 190 connected to a power
supply 28 such as a household power supply can removably be
connected to charge plug 30.
[0050] It is noted that connector 190 includes both of a connector
for charging, a connector for power feed, and a connector for
charging and power feed.
[0051] A connector for supplying electric power supplied from a
commercial power supply (for example, single-phase AC 100V in
Japan) to the hybrid vehicle is used as the connector for charging.
An example of such a connector for charging includes a socket
connected to a general household power supply.
[0052] The connector for power feed is a connector for supplying
electric power from the hybrid vehicle (for example, single-phase
AC 100V in Japan) to an external load. In addition, the connector
for charging and power feed is a connector having both functions of
the connector for charging and the connector for power feed above,
and it is capable of supplying electric power supplied from the
commercial power supply to the hybrid vehicle and supplying
electric power from the hybrid vehicle to the external load.
[0053] Regarding a method of supplying and receiving electric power
between connector 190 and charge plug 30, the method may be such a
contact type (contacting) that a part of connector 190 and at least
a part of charge plug 30 are in direct contact with each other, or
may be a non-contact type (inductive).
[0054] Charge plug 30 is provided in a portion of engine
compartment sidewall portion 110B located in the direction of width
of the hybrid vehicle, with respect to the accommodation case for
accommodating conversion device 160 and the accommodation cases for
accommodating inverters 40-1, 40-2 and converters 8-1, 8-2.
[0055] Engine 250 and charge plug 30 are arranged as described
above, so that a distance between engine 250 and charge plug 30 is
great. Accordingly, even though a temperature of air around engine
250 or exhaust manifold 252 becomes high due to heat generated
therefrom, heating even of charge plug 30 can be suppressed and
deterioration of charge plug 30 due to heat can be suppressed.
[0056] In addition, engine 250 is arranged to be offset toward one
engine compartment sidewall portion 110A, so that a gap between the
accommodation case for accommodating conversion device 160 or the
accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2 and charge plug 30 can readily be secured.
Contact between charge plug 30 and each case can be suppressed and
damage of charge plug 30 can be suppressed.
[0057] Moreover, by arranging the accommodation case for
accommodating conversion device 160 and the accommodation cases for
accommodating inverters 40-1, 40-2 and converters 8-1, 8-2 so as to
cover the side surfaces of respective engine 250 and exhaust
manifold 252 on the side of engine compartment sidewall portion
110B, transfer of heat from engine 250 or the like to charge plug
30 can be suppressed.
[0058] In FIG. 2, charge plug 30 is formed in a portion of engine
compartment sidewall portion 110B, where a region R1 adjacent to
the accommodation case for accommodating conversion device 160 and
the accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2 is located.
[0059] Here, region R1 refers to a region where the accommodation
case for accommodating conversion device 160 and the accommodation
cases for accommodating inverters 40-1, 40-2 and converters 8-1,
8-2 are projected assuming that the accommodation case for
accommodating conversion device 160 and the accommodation cases for
accommodating inverters 40-1, 40-2 and converters 8-1, 8-2 arranged
adjacent to engine 250 are projected on engine compartment sidewall
portion 110B with engine 250 serving as a heat source (light
source) emitting radial heat wave (light).
[0060] Thus, by arranging charge plug 30 in the portion where
region R of engine compartment sidewall portion 110B is located,
direct radiation of heat from engine 250 to charge plug 30 can be
suppressed and deterioration of charge plug 30 can be
suppressed.
[0061] In other words, the accommodation case for accommodating
conversion device 160 and the accommodation cases for accommodating
inverters 40-1, 40-2 and converters 8-1, 8-2 are located between
charge plug 30 and engine 250, so that a space defined by charge
plug 30 and engine 250 is separated by the accommodation case for
accommodating conversion device 160 and the accommodation cases for
accommodating inverters 40-1, 40-2 and converters 8-1, 8-2.
[0062] The reason why the accommodation cases for accommodating
inverters 40-1, 40-2 and converters 8-1, 8-2 are arranged on the
side of engine 250 and exhaust manifold 252 is that a cooling path
for cooling inverters 40-1, 40-2 and converters 8-1, 8-2 is
disposed in the accommodation cases for accommodating inverters
40-1, 40-2 and converters 8-1, 8-2 and heat capacity is great.
[0063] In addition, a line connecting charge plug 30 and conversion
device 160 to each other is also disposed such that the
accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2 and the accommodation case for accommodating
conversion device 160 hide the line from engine 250. Thus,
deterioration of the line due to heat from engine 250 or the like
can also be suppressed.
[0064] An accommodation case for accommodating motor-generators
42-1, 42-2 and a powertrain 44 is arranged below the accommodation
case for accommodating conversion device 160 and the accommodation
cases for accommodating inverters 40-1, 40-2 and converters 8-1,
8-2 above.
[0065] Here, a transaxle including motor-generators 42-1, 42-2 and
powertrain 44 is accommodated in the accommodation case, and this
transaxle is arranged on the side of engine 250. More specifically,
the transaxle is arranged in a region located between the engine
and charge plug 30 and transfer of heat from engine 250 to charge
plug 30 is suppressed.
[0066] In addition, charge plug 30 may be arranged in a projection
region, assuming that the accommodation case for accommodating
motor-generators 42-1, 42-2 and powertrain 44 is projected on
engine compartment sidewall portion 110B with engine 250 serving as
the heat source emitting radial heat wave. Thus, radiant heat from
engine 250 can be prevented from reaching charge plug 30.
[0067] It is noted that a planetary gear is adopted as powertrain
44 and motive power from motor-generator 42-1 and motive power from
engine 250 can selectively be transmitted to an axle.
[0068] In the present first embodiment, transfer of heat from
engine 250 or the like to charge plug 30 is suppressed by the
accommodation case for accommodating conversion device 160 and the
accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2, however, the embodiment is not limited thereto
and other vehicle-mounted devices may be arranged.
[0069] Charge plug 30 includes a connector main body 31B to which
connector 190 shown in FIG. 1 can be connected, an accommodation
chamber for accommodating connector main body 31B, provided on an
inner side of engine compartment sidewall portion 110B in engine
compartment 150, and a lid member 31A for opening and closing an
opening of the accommodation chamber.
[0070] It is noted that lid member 31A is provided in a portion of
engine compartment sidewall portion 110B where region R1 is
located.
[0071] FIG. 3 is an overall block diagram of the vehicle according
to the first embodiment of the present invention. Referring to FIG.
3, the hybrid vehicle includes a power supply system 1 and a drive
power generation portion 3. Drive power generation portion 3
includes inverters 40-1, 40-2, motor-generators 42-1, 42-2,
powertrain 44, and a drive shaft 46. Inverters 40-1, 40-2 are
connected in parallel to a main positive bus MPL and a main
negative bus MNL. Receiving DC electric power supplied from power
supply system 1, inverters 40-1, 40-2 drive motor-generators 42-1,
42-2, respectively. In addition, inverters 40-1, 40-2 convert AC
electric power generated by motor-generators 42-1, 42-2
respectively to DC electric power and output the DC electric power
to power supply system 1.
[0072] Each inverter 40-1, 40-2 is implemented, for example, by a
bridge circuit including switching elements of three phases.
Inverter 40-1, 40-2 drives a corresponding motor-generator, by
performing a switching operation in response to a drive signal from
an HV_ECU (Hybrid Vehicle Electronic Control Unit) 70 shown in FIG.
1.
[0073] Receiving AC electric power supplied from inverters 40-1,
40-2, motor-generators 42-1, 42-2 generate rotational drive power,
respectively. In addition, receiving external rotational force,
motor-generators 42-1, 42-2 generate electric power.
Motor-generator 42-1, 42-2 is implemented, for example, by a
three-phase AC rotating electric machine including a rotor having a
permanent magnet embedded. Moreover, motor-generators 42-1, 42-2
are coupled to powertrain 44 and coupled to wheels (not shown)
through drive shaft 46 further coupled to powertrain 44.
[0074] Motor-generators 42-1, 42-2 are also coupled to engine 250
through powertrain 44 or drive shaft 46. Then, HV_ECU 70 carries
out control such that an optimal ratio between drive power
generated by engine 250 and drive power generated by
motor-generators 42-1, 42-2 is attained. Any one of
motor-generators 42-1, 42-2 is caused to function solely as a
motor, and the other motor-generator is caused to function solely
as a generator. Thus, in the hybrid vehicle according to the
present first embodiment, a hybrid system including an in-line
four-cylinder engine, two motor-generators, and powertrain 44
implemented by the planetary gear is adopted as described
above.
[0075] The hybrid system is not limited as such, and what is called
a parallel hybrid system including, for example, an in-line
four-cylinder engine, one motor, and a continuously variable
transmission (CVT) is also applicable.
[0076] In addition, a parallel hybrid system including an in-line
four-cylinder engine, one motor, and an automatic transmission (AT)
is also applicable.
[0077] Moreover, a series hybrid system including an in-line
three-cylinder engine in which combustion chambers are arranged in
a line in a direction of width of the hybrid vehicle, one motor,
and one generator is also applicable. It is noted that any of the
parallel hybrid system and the series hybrid system above may be
capable of charging and charging of outside element by using a
charging and outside-element-charging method using a neutral point
of each motor or a generator or by separately arranging a
conversion device.
[0078] Power supply system 1 includes power storage devices 6-1,
6-2, system relays SR1, SR2, converters 8-1, 8-2, a smoothing
capacitor C1, current sensors 10-1, 10-2, voltage sensors 12-1,
12-2, and 18, and a converter ECU 2. In addition, power supply
system 1 further includes charging device 20, a solar battery 22, a
voltage sensor 24, a current sensor 26, and a system relay SR3.
[0079] Power storage devices 6-1, 6-2 are DC power supplies that
can be charged and can discharge, and they are implemented, for
example, by a secondary battery such as a nickel-metal hydride
battery or a lithium-ion battery. Power storage device 6-1 is
connected to one end of system relay SR1 and power storage device
6-2 is connected to one end of system relay SR2. It is noted that
at least one of power storage devices 6-1, 6-2 may be implemented
by an electric double layer capacitor.
[0080] System relay SR1 is disposed between power storage device
6-1 and a positive electrode line PL1, a negative electrode line
NL1, and turned on and off in response to a signal SE1 from
converter ECU 2. System relay SR2 is disposed between power storage
device 6-2 and a positive electrode line PL2, a negative electrode
line NL2, and turned on and off in response to a signal SE2 from
converter ECU 2.
[0081] Converter 8-1 is provided between positive electrode line
PL1, negative electrode line NL1 and main positive bus MPL, main
negative bus MNL, and converts a voltage between positive electrode
line PL1, negative electrode line NL1 and main positive bus MPL,
main negative bus MNL based on a drive signal PWC1 from converter
ECU 2. Converter 8-2 is provided between positive electrode line
PL2, negative electrode line NL2 and main positive bus MPL, main
negative bus MNL, and converts a voltage between positive electrode
line PL2, negative electrode line NL2 and main positive bus MPL,
main negative bus MNL based on a drive signal PWC2 from converter
ECU 2.
[0082] Current sensor 10-1 detects a current I1 that flows through
positive electrode line PL1 and outputs the detected current value
to converter ECU 2. Voltage sensor 12-1 detects a voltage V1 across
positive electrode line PL1 and negative electrode line NL1 and
outputs the detected voltage value to converter ECU 2. Current
sensor 10-2 detects a current I2 that flows through positive
electrode line PL2 and outputs the detected current value to
converter ECU 2. Voltage sensor 12-2 detects a voltage V2 across
positive electrode line PL2 and negative electrode line NL2 and
outputs the detected voltage value to converter ECU 2.
[0083] Smoothing capacitor C1 is connected between main positive
bus MPL and main negative bus MNL and reduces an electric power
fluctuation component included in main positive bus MPL and main
negative bus MNL. Voltage sensor 18 detects a voltage Vh across
main positive bus MPL and main negative bus MNL and outputs the
detected voltage value to converter ECU 2.
[0084] Charging device 20 includes charge plug 30 and conversion
device 160, and conversion device 160 includes coils L1, L2, an
AC/DC conversion portion 32, a smoothing capacitor C2, a DC/AC
conversion portion 34, an isolation transformer 36, a rectifier
portion 38, and a voltage sensor 33.
[0085] Charge plug 30 serves as an electric power interface for
receiving electric power supplied from power supply 28 outside the
vehicle (such as a system power supply), and it receives AC
electric power from power supply 28 and discharges. Coils L1, L2
function as a noise filter and also function as a reactor of a
boost chopper circuit for boosting electric power from power supply
28 together with AC/DC conversion portion 32 to output the boosted
electric power to a positive electrode line PL3 and a negative
electrode line NL3.
[0086] AC/DC conversion portion 32 is implemented by a single-phase
bridge circuit. AC/DC conversion portion 32 converts AC electric
power provided from power supply 28 to charge plug 30 to DC
electric power and outputs the DC electric power to positive
electrode line PL3 and negative electrode line NL3, based on a
drive signal PWI1 from converter ECU 2.
[0087] Smoothing capacitor C2 is connected between positive
electrode line PL3 and negative electrode line NL3 and reduces an
electric power fluctuation component included between positive
electrode line PL3 and negative electrode line NL3. Voltage sensor
33 detects a voltage Vc across positive electrode line PL3 and
negative electrode line NL3 (corresponding to a voltage across
terminals of smoothing capacitor C2) and outputs the detected
voltage value to converter ECU 2.
[0088] DC/AC conversion portion 34 is implemented by a single-phase
bridge circuit. DC/AC conversion portion 34 converts DC electric
power supplied from positive electrode line PL3 and negative
electrode line NL3 to high-frequency AC electric power and outputs
the AC electric power to isolation transformer 36, based on a drive
signal PWI2 from converter ECU 2.
[0089] Isolation transformer 36 includes a core formed from a
magnetic material and a primary coil and a secondary coil wound
around the core. The primary coil and the secondary coil are
electrically isolated from each other and connected to DC/AC
conversion portion 34 and rectifier portion 38, respectively.
Isolation transformer 36 converts high-frequency AC electric power
received from DC/AC conversion portion 34 to a voltage level in
accordance with a turns ratio of the primary coil and the secondary
coil, and outputs the electric power to rectifier portion 38.
Rectifier portion 38 rectifies the AC electric power output from
isolation transformer 36 to DC electric power and outputs the DC
electric power to positive electrode line PL2 and negative
electrode line NL2.
[0090] Solar battery 22 is connected in parallel to smoothing
capacitor C2 with system relay SR3 being interposed. More
specifically, solar battery 22 has a positive electrode connected
to the other end of system relay SR3 having one end connected to
positive electrode line PL3, and has a negative electrode connected
to negative electrode line NL3. Solar battery 22 converts solar
energy to electric energy to generate a DC voltage.
[0091] System relay SR3 is disposed between positive electrode line
PL3 and the positive electrode of solar battery 22. System relay
SR3 is turned on and off in response to a signal SE3 from converter
ECU 2. Voltage sensor 24 detects a voltage Vs output from solar
battery 22 and outputs the detected voltage value to converter ECU
2. Current sensor 26 detects a current Is output from solar battery
22 and outputs the detected current value to converter ECU 2.
[0092] Converter ECU 2 generates drive signals PWC1, PWC2 based on
each detection value detected by each sensor described above, and
outputs generated drive signals PWC1, PWC2 to converters 8-1, 8-2,
respectively.
[0093] Here, when power storage device 6-2 is charged by power
supply 28 outside the vehicle, converter ECU 2 generates signal SE3
for turning off system relay SR3 and outputs the signal to system
relay SR3, and generates signal SE2 for turning on system relay SR2
and outputs the signal to system relay SR2. Then, converter ECU 2
generates drive signals PWI1, PWI2 for driving charging device 20
and outputs the signals to charging device 20 so as to charge power
storage device 6-2 sequentially from power supply 28 through
charging device 20 and system relay SR2.
[0094] In addition, when power storage device 6-1 is charged by
power supply 28, converter ECU 2 generates signal SE3 for turning
off system relay SR3 and outputs the signal to system relay SR3,
and generates signal SE1 for turning on system relay SR1 and
outputs the signal to system relay SR1. Then, converter ECU 2
generates drive signals PWI1, PWI2 as well as drive signals PWC1,
PWC2 for driving converters 8-1, 8-2, so as to charge power storage
device 6-1 sequentially from power supply 28 through charging
device 20, positive electrode line PL2 and negative electrode line
NL2, converter 8-2, main positive bus MPL and main negative bus
MNL, converter 8-1, and system relay SR1.
[0095] Moreover, when power storage device 6-1 is charged by solar
battery 22, converter ECU 2 generates signal SE3 for turning on
system relay SR3 and outputs the signal to system relay SR3, and
generates signal SE1 for turning on system relay SR1 and outputs
the signal to system relay SR1. Then, converter ECU 2 generates
drive signal PWI2 for driving DC/AC conversion portion 34 of
charging device 20 as well as drive signals PWC1, PWC2 for driving
converters 8-1, 8-2, so as to charge power storage device 6-1
sequentially from solar battery 22 through charging device 20,
positive electrode line PL2 and negative electrode line NL2,
converter 8-2, main positive bus MPL and main negative bus MNL,
converter 8-1, and system relay SR1.
[0096] Further, when power storage device 6-2 is charged by solar
battery 22, converter ECU 2 generates signal SE3 for turning on
system relay SR3 and outputs the signal to system relay SR3, and
generates signal SE2 for turning on system relay SR2 and outputs
the signal to system relay SR2. Then, converter ECU 2 generates
drive signal PWI2 for driving DC/AC conversion portion 34 of
charging device 20 as well as drive signals PWC1, PWC2 for driving
converters 8-1, 8-2, so as to charge power storage device 6-2
sequentially from solar battery 22 through charging device 20,
positive electrode line PL2 and negative electrode line NL2,
converter 8-2, and system relay SR1.
[0097] In supplying electric power to the outside from power
storage device 6-1 through charge plug 30, converter ECU 2
generates signal SE3 for turning off system relay SR3 and outputs
the signal to system relay SR3, and generates signal SE1 for
turning on system relay SR1 and outputs the signal to system relay
SR1. Then, converter ECU 2 generates drive signals PWI1, PWI2 as
well as drive signals PWC1, PWC2 for driving converters 8-1, 8-2 so
as to charge an external AC power supply sequentially from power
storage device 6-1 through system relay SR1, converter 8-1, main
positive bus MPL and main negative bus MNL, converter 8-2, positive
electrode line PL2 and negative electrode line NL2, and charging
device 20.
[0098] In addition, in supplying electric power to the outside from
power storage device 6-2 through charge plug 30, converter ECU 2
generates signal SE3 for turning off system relay SR3 and outputs
the signal to system relay SR3, and generates signal SE2 for
turning on system relay SR2 and outputs the signal to system relay
SR2. Then, converter ECU 2 generates drive signals PWI1, PWI2 as
well as drive signals PWC1, PWC2 for turning off drive of
converters 8-1, 8-2 so as to charge the external AC power supply
sequentially from power storage device 6-2 through system relay SR2
and charging device 20.
[0099] In the present embodiment, charging of the power storage
device mounted on the hybrid vehicle and power feed to the AC power
supply outside the hybrid vehicle from the power storage device are
both possible, however, only a function to charge the power storage
device may be achieved.
[0100] In addition, in the present first embodiment, though charge
plug 30 is formed in a portion of engine compartment sidewall
portion 110B where region R1 is located, the embodiment is not
limited thereto. For example, charge plug 30 may be arranged also
in a portion located outside region R1, where a distance from
engine 250 is greater than in an example where it is located in
region R1. In such a case, by ensuring a distance from engine 250,
heat from engine 250 can be prevented from reaching charge plug
30.
Second Embodiment
[0101] A hybrid vehicle according to a second embodiment of the
present invention will be described with reference to FIGS. 4 to 6.
It is noted that features in FIGS. 4 to 6 the same as or
corresponding to those shown in FIGS. 1 to 3 have the same
reference numerals allotted and description thereof may not be
provided.
[0102] FIG. 4 is a schematic diagram showing an overall structure
of the hybrid vehicle according to the second embodiment of the
present invention, and FIG. 5 is a plan view schematically showing
arrangement of each vehicle-mounted device in the hybrid vehicle
shown in FIG. 4. In addition, FIG. 6 is a schematic diagram
schematically showing arrangement of each vehicle-mounted device
shown in FIG. 5, in such a manner that the inside can be seen.
[0103] As shown in FIG. 4, in the hybrid vehicle according to the
second embodiment of the present invention, what is called a series
hybrid system is adopted and the hybrid vehicle includes an engine
250A, a motor-generator 42-3 driven by motive power from engine
250A and capable of functioning as a generator, a power storage
device 60 that can be charged and can discharge, a motor-generator
42-4 for generating motive power for driving wheels, inverters
40-1, 40-2, and converters 8-1, 8-2.
[0104] Engine 250A is a three-cylinder engine in which three
combustion chambers are arranged in a line in a direction of width
of the hybrid vehicle and it can be driven by liquid fuel such as
gasoline. Motor-generator 42-3 is driven by the motive power from
engine 250A, so that motor-generator 42-3 generates electric power
for driving motor-generator 42-4 or charging power storage device
60.
[0105] In addition, motor-generator 42-4 is supplied with electric
power from motor-generator 42-3 and power storage device 60 through
inverters 40-1, 40-2 or the like so that the wheels are driven.
[0106] Thus, engine 250A functions as a drive source for driving
motor-generator 42-3 functioning as the generator, and engine 250A
does not directly drive the wheels. Accordingly, as engine 250A can
drive motor-generator 42-2 with good drive efficiency, a compact
engine such as an in-line three-cylinder engine can be adopted. An
engine of lower power than engine 250 in the hybrid vehicle
according to the first embodiment above can be adopted as engine
250A in the hybrid vehicle according to the second embodiment of
the present invention, and hence the engine can be more compact.
Therefore, for example, a three-cylinder engine is adopted in the
hybrid vehicle according to the present embodiment.
[0107] On the other hand, in order to drive the wheels with motive
power from motor-generator 42-4, a motor-generator of higher power
than motor-generators 42-1, 42-2 in the hybrid vehicle according to
the first embodiment above is adopted as motor-generator 42-4
according to the second embodiment of the present invention.
[0108] This hybrid vehicle includes charging device 20, and this
charging device 20 also includes charge plug 30 and conversion
device 160.
[0109] As shown in FIGS. 5 and 6, an accommodation case for
accommodating motor-generators 42-3, 42-4 is arranged below the
accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2.
[0110] The accommodation case for accommodating motor-generators
42-3, 42-4 is placed, for example, between side members arranged in
engine compartment 150.
[0111] Engine 250A is arranged at a position displaced toward the
rear in terms of the direction of travel, above the accommodation
case for accommodating motor-generators 42-3, 42-4, and arranged to
be offset toward side surface 100A with respect to centerline O of
the hybrid vehicle.
[0112] On the other hand, the accommodation cases for accommodating
inverters 40-1, 40-2 and converters 8-1, 8-2 are arranged above the
accommodation case for accommodating motor-generators 42-3, 42-4
and arranged to be offset toward side surface 100B with respect to
centerline O.
[0113] In the present embodiment as well, charge plug 30 is
provided in a portion of engine compartment sidewall portion 110B
where a region R2 is located, that is, in the region where the
accommodation case for accommodating conversion device 160 and the
accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2 are projected assuming that the accommodation
case for accommodating conversion device 160 and the accommodation
cases for accommodating inverters 40-1, 40-2 and converters 8-1,
8-2 are radially projected with engine 250 serving as a heat
source.
[0114] In particular, in the hybrid vehicle according to the second
embodiment of the present invention, engine 250A is smaller in size
than the engine in the hybrid vehicle according to the first
embodiment above. Accordingly, an amount of heat generation can be
reduced and deterioration of charge plug 30 can be suppressed.
[0115] In addition, as compact engine 250A is mounted, an area of
projection where the accommodation case for accommodating
conversion device 160 and the accommodation cases for accommodating
inverters 40-1, 40-2 and converters 8-1, 8-2 are projected on
engine compartment sidewall portion 110B is greater and a wider
area of region R2 can be ensured. Thus, a degree of freedom of a
region where charge plug 30 is arranged can be enhanced.
[0116] In addition, by arranging compact engine 250A on the side of
side surface 100A in engine compartment 150, a large space can be
secured in a portion on the side of side surface 100B with respect
to engine 250A. Thus, the accommodation case for accommodating
conversion device 160 and the accommodation cases for accommodating
inverters 40-1, 40-2 and converters 8-1, 8-2 can be accommodated at
a distance from engine compartment sidewall portion 110B.
[0117] Thus, even when the accommodation case for accommodating
conversion device 160 or the accommodation cases for accommodating
inverters 40-1, 40-2 and converters 8-1, 8-2 vibrate(s), contact
thereof with charge plug 30 can be suppressed and damage of charge
plug 30 can be suppressed. As the three-cylinder engine is shorter
than a four-cylinder engine or the like in a length in a direction
in which combustion chambers are aligned, engine 250 and inverters
40-1, 40-2 and the like can be aligned in the direction of width of
the vehicle and efficiency in mounting vehicle-mounted devices in
engine compartment 150 can be improved. In addition, as engine 250
is more compact, a gap can be provided between vehicle-mounted
devices and collision or the like between vehicle-mounted devices
can also be suppressed.
[0118] A line electrically connecting connector main body 31B and
conversion device 160 to each other is also disposed such that the
accommodation cases for accommodating inverters 40-1, 40-2 and
converters 8-1, 8-2 hide the line from engine 250A. Thus,
deterioration of the line connected to charge plug 30 due to heat
can be suppressed.
Third Embodiment
[0119] A hybrid vehicle according to a third embodiment of the
present invention will be described with reference to FIGS. 7 to
11. It is noted that features the same as or corresponding to those
shown in FIGS. 1 to 6 above have the same reference numerals
allotted and description thereof may not be provided. FIG. 7 is a
plan view showing an overall structure of the hybrid vehicle
according to the third embodiment of the present invention, and
FIG. 8 is a schematic diagram showing arrangement of a
vehicle-mounted device within engine compartment 150. In addition,
FIG. 9 is an electric circuit diagram of the hybrid vehicle
according to the present embodiment.
[0120] Here, as shown in FIGS. 7 to 9, a line connected to charge
plug 30, through which electric power supplied through connector
190 flows, is connected to each neutral point of motor-generator
42-1, 42-2. Namely, unlike the hybrid vehicles according to the
first and second embodiments above, in the hybrid vehicle according
to the third embodiment of the present invention, power storage
device 60 can be charged through each motor-generator 42-1, 42-2,
without separately providing a conversion device.
[0121] Here, a charging and power feed operation of the hybrid
vehicle according to the third embodiment of the present invention
will be described with reference to FIG. 9.
[0122] A method of charging power storage device 60 with an AC
current through connector 190 will be described with reference to
FIG. 9. Power storage device 60 has a positive electrode connected
to a positive electrode line PL5 and a negative electrode connected
to a negative electrode line NL5. A capacitor C3 is connected
between positive electrode line PL5 and negative electrode line
NL5. A boost converter 8 is connected between positive electrode
line PL5, negative electrode line NL5 and a positive electrode line
PL4, a negative electrode line NL4. A capacitor C4 is connected
between positive electrode line PL4 and negative electrode line
NL4. Inverter 40-1 is connected between positive electrode line
PL4, negative electrode line NL4 and motor-generator 42-1. Inverter
40-2 is connected between positive electrode line PL4, negative
electrode line NL4 and motor-generator 42-2.
[0123] Motor-generator 42-1 includes a three-phase coil 11 as a
stator coil and motor-generator 42-2 includes a three-phase coil 12
as a stator coil.
[0124] Boost converter 8 includes a reactor L3, NPN transistors Q1,
Q2, and diodes D1, D2. Reactor L3 has one end connected to positive
electrode line PL5 and the other end connected to an intermediate
point between NPN transistor Q1 and NPN transistor Q2, that is,
between an emitter of NPN transistor Q1 and a collector of NPN
transistor Q2. NPN transistors Q1, Q2 are connected in series
between positive electrode line PL5 and negative electrode line
NL4, NL4. NPN transistor Q1 has a collector connected to positive
electrode line PL4 of inverter 40-1 and NPN transistor Q2 has an
emitter connected to negative electrode lines NL4, NL5. In
addition, diodes D1, D2 that permit flow of a current from the
emitter side to the collector side are arranged between the
collectors and the emitters of NPN transistors Q1, Q2,
respectively.
[0125] Inverter 40-1 includes a U-phase arm 131, a V-phase arm 132,
and a W-phase arm 133. U-phase arm 131, V-phase arm 132, and
W-phase arm 133 are provided in parallel between positive electrode
line PL4 and negative electrode line NL4.
[0126] U-phase arm 131 includes NPN transistors Q3, Q4 connected in
series, V-phase arm 132 includes NPN transistors Q5, Q6 connected
in series, and W-phase arm 133 includes NPN transistors Q7, Q8
connected in series. In addition, diodes D3 to D8 that permit flow
of a current from the emitter side to the collector side are
connected between collectors and emitters of NPN transistors Q3 to
Q8, respectively.
[0127] An intermediate point of the arm of each phase of inverter
40-1 is connected to an end of each phase of the coil of each phase
of three-phase coil 11 included in motor-generator 42-1. Namely,
motor-generator 42-1 is a three-phase permanent magnet motor, and
it is configured such that one ends of three coils of U-, V-, and
W-phases are commonly connected to a neutral point M1. The U-phase
coil has the other end connected to the intermediate point between
NPN transistors Q3, Q4, the V-phase coil has the other end
connected to the intermediate point between NPN transistors Q5, Q6,
and the W-phase coil has the other end connected to the
intermediate point between NPN transistors Q7, Q8.
[0128] Inverter 40-1 and inverter 40-2 are connected to opposing
ends of capacitor C4, in parallel to each other. Inverter 40-2
includes a U-phase arm 141, a V-phase arm 142, and a W-phase arm
143. U-phase arm 141, V-phase arm 142, and W-phase arm 143 are
provided in parallel between positive electrode line PL4 and
negative electrode line NL4.
[0129] U-phase arm 141 includes NPN transistors Q9, Q10 connected
in series, V-phase arm 142 includes NPN transistors Q11, Q12
connected in series, and W-phase arm 143 includes NPN transistors
Q13, Q14 connected in series. NPN transistors Q9 to Q14 correspond
to NPN transistors Q3 to Q8 of inverter 40-2, respectively. Namely,
inverter 40-2 is the same as inverter 40-1 in its configuration.
Diodes D9 to D14 that permit flow of a current from the emitter
side to the collector side are connected between collectors and
emitters of NPN transistors Q9 to Q14, respectively.
[0130] An intermediate point of the arm of each phase of inverter
40-2 is connected to an end of each phase of the coil of each phase
of three-phase coil 12 included in motor-generator 42-2. Namely,
motor-generator 42-2 is also a three-phase permanent magnet motor,
and it is configured such that one ends of three coils of U-, V-,
and W-phases are commonly connected to a neutral point M2. The
U-phase coil has the other end connected to the intermediate point
between NPN transistors Q9, Q10, the V-phase coil has the other end
connected to the intermediate point between NPN transistors Q11,
Q12, and the W-phase coil has the other end connected to the
intermediate point between NPN transistors Q13, Q14.
[0131] Power storage device 60 is implemented by a secondary
battery such as a nickel-metal hydride battery or a lithium-ion
battery. A voltage sensor 10 detects a battery voltage Vb output
from power storage device 60 and outputs detected battery voltage
Vb to HV_ECU 70. System relays SR1, SR2 are turned on and off in
response to a signal SE from HV_ECU 70. More specifically, system
relays SR1, SR2 are turned on in response to signal SE at H (logic
high) level from HV_ECU 70 and turned off in response to signal SE
at L (logic low) level from HV_ECU 70. Capacitor C3 smoothes a DC
voltage supplied from power storage device 60 and supplies the
smoothed DC voltage to boost converter 8.
[0132] Boost converter 8 boosts the DC voltage supplied from
capacitor C3 and supplies the boosted DC voltage to capacitor C4.
More specifically, receiving a signal PWC from HV_ECU 70, boost
converter 8 boosts the DC voltage in accordance with a period
during which NPN transistor Q2 was turned on in response to signal
PWC, and supplies the resultant DC voltage to capacitor C4. Here,
NPN transistor Q1 is turned off in response to signal PWC.
Alternatively, boost converter 8 down-converts the DC voltage
supplied from inverter 40-1 and/or inverter 40-2 through capacitor
C4 in response to signal PWC from HV_ECU 70 and charges power
storage device 60.
[0133] Capacitor C4 smoothes the DC voltage from boost converter 8
and supplies the smoothed DC voltage to inverters 40-1, 40-2. A
voltage sensor 13 detects a voltage across opposing ends of
capacitor C4, that is, an output voltage Vm of boost converter 8
(corresponding to a voltage input to inverters 40-2-1, 40; to be
understood similarly hereinafter), and outputs detected output
voltage Vm to HV_ECU 70.
[0134] Supplied with the DC voltage from capacitor C4, inverter
40-1 converts the DC voltage to an AC voltage based on a signal
PWM1 from HV_ECU 70 and drives motor-generator 42-1. Thus,
motor-generator 42-1 is driven to generate torque designated by a
torque control value TR1. In addition, inverter 40-2 converts an AC
voltage generated by motor-generator 42-1 during regenerative
braking of the hybrid car including a motive power output device to
a DC voltage based on signal PWM1 from HV_ECU 70 and supplies the
resultant DC voltage to boost converter 8 through capacitor C4. It
is noted that regenerative braking herein includes braking
accompanying regeneration when a driver driving a hybrid car
operates a foot brake, and deceleration (or stop of acceleration)
of a vehicle while carrying out regeneration, in which an
accelerator pedal is not pressed during running although a foot
brake is not operated.
[0135] Supplied with the DC voltage from capacitor C4, inverter
40-2 converts the DC voltage to an AC voltage based on a signal
PWM2 from HV_ECU 70 and drives motor-generator 42-2. Thus,
motor-generator 42-2 is driven to generate torque designated by a
torque control value TR2. In addition, inverter 40-2 converts an AC
voltage generated by motor-generator 42-2 during regenerative
braking of the hybrid car including a motive power output device to
a DC voltage based on signal PWM2 from HV_ECU 70 and supplies the
resultant DC voltage to boost converter 8 through capacitor C4.
[0136] A current sensor 14 detects a motor current MCRT1 that flows
in motor-generator 42-1 and outputs detected motor current MCRT1 to
HV_ECU 70. A current sensor 15 detects a motor current MCRT2 that
flows in motor-generator 42-2 and outputs detected motor current
MCRT2 to HV_ECU 70.
[0137] Here, in each inverter 40-1, 40-2 implemented by a
three-phase bridge circuit, there are eight patterns of combination
of on and off of six transistors. Among eight switching patterns,
an interphase voltage attains to zero in two patterns, and such a
voltage state is referred to as a zero-voltage vector. Regarding
the zero-voltage vector, three transistors in an upper arm can be
regarded as being in the same switching state (all on or all off),
and three transistors in a lower arm can also be regarded as being
in the same switching state. Therefore, FIG. 9 shows three
transistors in the upper arm of inverter 40-1 collectively as an
upper arm 40A and three transistors in the lower arm of inverter
40-1 collectively as a lower arm 40B. Similarly, three transistors
in the upper arm of inverter 40-2 are collectively shown as an
upper arm 40C and three transistors in the lower arm of inverter
40-2 are collectively shown as a lower arm 40D.
[0138] As shown in FIG. 9, a zero-phase equivalent circuit can be
seen as a single-phase PWM converter receiving as input,
single-phase AC electric power provided to neutral points M1, M2
through electric power input lines ACL1, ACL2 of connector 190 and
lines 92, 93. Then, by varying the zero voltage vector in each of
inverters 40-1, 40-2 and controlling switching of inverters 40-1,
40-2 to operate as the arm of the single-phase PWM converter, AC
electric power from connector 190 input through electric power
input lines ACL1, ACL2 connected to charge plug 30 can be converted
to DC electric power and output to positive electrode line PL4. The
resultant DC voltage is supplied to boost converter 8 through
capacitor C4 and power storage device 60 is charged.
[0139] FIG. 10 is an electric circuit diagram of the hybrid vehicle
according to the present embodiment, and in the hybrid vehicle
shown in FIG. 10, electric power stored in power storage device 60
can be supplied to an external AC power supply through the
connector connected to charge plug 30.
[0140] Here, in this vehicle 500, connector 190 connected to charge
plug 30 is a connector for external power feed capable of supplying
electric power charged to power storage device 60 to an external
load.
[0141] The connector for external power feed is a connector for
supplying electric power from the hybrid vehicle (for example,
single-phase AC 100V in Japan) to an external load.
[0142] Inverters 40-1, 40-2 drive respective motor-generators 42-1,
42-2 such that DC electric power supplied from power storage device
60 through boost converter 8 is converted to AC electric power for
commercial power supply in response to signals PWM1, PWM2 from
HV_ECU 70 and the AC electric power can be output from charge plug
30.
[0143] Charge plug 30 includes a primary coil 51 and a secondary
coil 52. Primary coil 51 is connected between neutral point M1 of
three-phase coil 11 included in motor-generator 42-1 and neutral
point M2 of three-phase coil 12 included in motor-generator 42-2.
An AC voltage generated across neutral point M1 of motor-generator
42-1 and neutral point M2 of motor-generator 42-2 is converted to
an AC voltage for commercial power supply, which is output from
terminals 61, 62 of charge plug 30.
[0144] Thus, in the hybrid vehicle according to the third
embodiment of the present invention, motor-generators 42-1, 42-2
are used to attain charging and power feed and a conversion device
is not mounted, because a conversion device for charging and power
feed is not necessary. In the present embodiment, two neutral
points are used so that a battery can be charged and electric power
can be supplied to an external load through connector 190, however,
a single neutral point may be used so that a battery is charged and
electric power is supplied to an external load.
[0145] The number of vehicle-mounted devices to be accommodated in
engine compartment 150 can thus be decreased, and a distance
between accommodated devices can be ensured. For example, contact
of charge plug 30 with the accommodation case for accommodating
inverters 40-1, 40-2 or the like can thus be suppressed and damage
of charge plug 30 can be suppressed.
[0146] In addition, as shown in FIG. 8, in the present embodiment
as well, the accommodation cases for accommodating inverters 40-1,
40-2 and converter 8 are arranged at a position adjacent to engine
250A on the side of engine compartment sidewall portion 110B, as in
the first and second embodiments above.
[0147] As shown in FIG. 8, charge plug 30 according to the third
embodiment of the present embodiment is also provided in a portion
of engine compartment sidewall portion 110B where a region R3 is
located, that is, in the region where the accommodation cases for
accommodating inverters 40-1, 40-2 and converter 8 are projected
with engine 250 serving as a heat source emitting radial heat
wave.
[0148] Thus, transfer of heat from engine 250 to charge plug 30 is
suppressed and deterioration of charge plug 30 due to heat can be
suppressed.
[0149] In the third embodiment of the present invention as well,
the accommodation case for accommodating motor-generators 42-1,
42-2 and powertrain 44 is arranged below the accommodation cases
for accommodating inverters 40-1, 40-2 and converter 8, and it is
arranged closer to engine compartment sidewall portion 110B
relative to engine compartment sidewall portion 110A.
[0150] In addition, as shown in FIG. 7, when viewed
two-dimensionally, the accommodation case for accommodating
motor-generators 42-1, 42-2 and powertrain 44 is arranged on the
side of engine compartment sidewall portion 110B with respect to
engine 250.
[0151] Here, charge plug 30 may be arranged within a region where
the accommodation case for accommodating motor-generators 42-1,
42-2 and the like is projected on engine compartment sidewall
portion 110B with engine 250 serving as a heat source emitting
radial heat wave.
[0152] FIG. 11 shows a variation of the hybrid vehicle according to
the third embodiment of the present invention. As shown in FIG. 11,
a charge plug 30A includes connector main body 31B that can be
accommodated in and drawn out of the vehicle main body and a line
connected to connector main body 31B.
[0153] The line connected to connector main body 31B can be
accommodated in the vehicle main body and also can be drawn out of
the vehicle main body by drawing out connector main body 31B.
[0154] Thus, according to charge plug 30A, charge plug 30A can
directly be connected to a household power supply or the like.
Fourth Embodiment
[0155] A hybrid vehicle according to a fourth embodiment of the
present invention will be described with reference to FIGS. 12 and
13. It is noted that features the same as or corresponding to those
shown in FIGS. 1 to 11 above have the same reference numerals
allotted and description thereof may not be provided.
[0156] FIG. 12 is a plan view showing an overall structure of the
hybrid vehicle according to the fourth embodiment of the present
invention. FIG. 13 is a schematic diagram schematically showing
arrangement of each vehicle-mounted device in the hybrid vehicle
according to the present embodiment.
[0157] As shown in FIG. 12, the hybrid vehicle according to the
fourth embodiment of the present invention is what is called a
series hybrid type hybrid vehicle. Engine 250 generates motive
power for driving motor-generator 42-3, and electric power
generated by motor-generator 42-3 is supplied to motor-generator
42-4 through inverters 40-1, 40-2 or the like so that
motor-generator 42-3 is driven.
[0158] Therefore, in the fourth embodiment of the present invention
as well, a compact engine is adopted as in the hybrid vehicle
according to the second embodiment above.
[0159] In the hybrid vehicle according to the fourth embodiment of
the present invention as well, engine 250A is arranged to be offset
toward engine compartment sidewall portion 110A with respect to
centerline O, and contact between charge plug 30 and the
accommodation cases for accommodating inverters 40-1, 40-2 and
converter 8 can be suppressed.
[0160] In addition, in the present embodiment as well, the line
connected to charge plug 30 is disposed such that the accommodation
cases for accommodating inverters 40-1, 40-2 and charge plug 30 or
the accommodation case for accommodating motor-generators 42-3,
42-4 hide(s) the line from engine 250A. Motor-generators 42-3, 42-4
are arranged below the accommodation cases for accommodating
inverters 40-1, 40-2 and converter 8.
[0161] In the fourth embodiment of the present invention, as in the
third embodiment above, the line connected to charge plug 30 is
connected to each neutral point of each motor-generator 42-3, 42-4,
and power storage device 60 can be charged through each
motor-generator 42-3, 43-3.
[0162] In addition, in the present embodiment as well, as in the
hybrid vehicle according to the third embodiment above, electric
power stored in power storage device 60 can be supplied to an
external AC power supply through charge plug 30.
[0163] As shown in FIG. 13, in the hybrid vehicle according to the
fourth embodiment of the present invention, charge plug 30 is
arranged in a portion where a region R4 is located when the
accommodation cases for accommodating inverters 40-1, 40-2 and
converter 8 are projected on engine compartment sidewall portion
110B with engine 250A serving as a heat source emitting radial heat
wave.
[0164] In addition, in the present embodiment as well, charge plug
30 may be arranged in a region where the accommodation case for
accommodating motor-generators 42-3, 42-4 and the like is projected
on engine compartment sidewall portion 110B with engine 250A
serving as a heat source emitting radial heat wave.
[0165] By thus arranging charge plug 30, heating of 30 by heat from
engine 250 can be suppressed.
Fifth Embodiment
[0166] A hybrid vehicle according to a fifth embodiment of the
present invention will be described with reference to FIG. 14. It
is noted that features shown in FIG. 14 the same as or
corresponding to those shown in FIGS. 1 to 13 above have the same
reference numerals allotted and description thereof may not be
provided.
[0167] FIG. 14 is a plan view showing an overall structure of the
hybrid vehicle according to the present fifth embodiment. The
hybrid vehicle shown in FIG. 14 includes conversion device 160
connected to charge plug 30 through a line 161 and connected to
power storage devices 6-1, 6-2 through a line 162. Conversion
device 160 is capable of at least one of conversion of DC electric
power from power storage devices 6-1, 6-2 to AC electric power for
supply of the AC electric power to an external load through charge
plug 30 and conversion of AC electric power supplied through
connector 190 connected to charge plug 30 to DC electric power for
charging of power storage devices 6-1, 6-2.
[0168] Namely, conversion device 160 has at least one of a DC/AC
function and an AC/DC function. It is noted that conversion device
160 may additionally have a DC/DC function.
[0169] Here, conversion device 160 can convert DC electric power at
approximately 200V to 300V charged to power storage devices 6-1,
6-2, for example, to DC electric power around 10V for supply to the
outside, or it can convert DC electric power supplied from the
outside to DC electric power that can be supplied to the battery (a
DC current at approximately 200V to 300V) for charging of power
storage devices 6-1, 6-2.
[0170] Such conversion device 160 is mounted at a position distant
from engine compartment 150 containing engine 250. Thus, an amount
of heat provided from engine 250 to conversion device 160 can be
lowered and heat-resistance treatment for conversion device 160 can
be simplified.
[0171] In the example shown in FIG. 14, conversion device 160 is
incorporated in luggage room 152 and driver and/or passenger
accommodation chamber 151 is located between luggage room 152 and
engine compartment 150, so that conversion device 160 is hardly
affected by heat from engine 250. In addition, by incorporating
conversion device 160 in luggage room 152, a capacity of driver
and/or passenger accommodation chamber 151 can be ensured.
[0172] Power storage devices 6-1, 6-2 are arranged, for example, in
the rear of a back seat in driver and/or passenger accommodation
chamber 151. Therefore, a distance between conversion device 160
and luggage room 152 can be decreased by incorporating conversion
device 160 in luggage room 152 and line 162 connecting conversion
device 160 and power storage devices 6-1, 6-2 to each other can be
shorter. It is noted that power storage devices 6-1, 6-2 may be
incorporated in luggage room 152.
[0173] By incorporating conversion device 160 at a position distant
from engine compartment 150 as described above, a space for
mounting other devices in engine compartment 150 can be
secured.
[0174] Charge plug 30 and conversion device 160 are connected to
each other through line 161, and only line 161 of charging device
20 is located within engine compartment 150.
[0175] As line 161 can be wired if only a small space is available,
efficiency in mounting devices in engine compartment 150 can be
improved by disposing line 161 in the space between devices mounted
in engine compartment 150.
[0176] In addition, by arranging line 161 between the devices, an
amount of heat provided from engine 250 to line 161 can be lowered
and heat-resistance treatment for line 161 can be simplified.
[0177] Conversion device 160 is mounted on the side of engine
compartment sidewall portion 110B relative to engine compartment
sidewall portion 110A in the direction of width of the vehicle.
Thus, line 161 can extend along side surface 100B or can be
disposed in the vicinity of side surface 100B, and line 161 can be
arranged at a position distant from engine 250. Thus, deterioration
of line 161 due to heat from engine 250 can be suppressed.
[0178] Though conversion device 160 is incorporated in luggage room
152 in the example shown in FIG. 14 above, a position thereof is
not limited as such, and it may be incorporated in driver and/or
passenger accommodation chamber 151 as shown in FIG. 15. By
incorporating conversion device 160 in driver and/or passenger
accommodation chamber 151, a distance between 1 power storage
device 60 and power storage devices 6-1, 6-2 can be decreased, a
length of line 161 and line 162 can be shorter, and reduction in
current loss can be achieved. In order to efficiently use a space
in driver and/or passenger accommodation chamber 151, conversion
device 160 is preferably arranged under a seat.
[0179] It should be understood that the embodiments disclosed
herein are illustrative and non-restrictive in every respect. The
scope of the present invention is defined by the terms of the
claims, rather than the description of the embodiments above, and
is intended to include any modifications within the scope and
meaning equivalent to the terms of the claims.
INDUSTRIAL APPLICABILITY
[0180] The present invention is applicable to a hybrid vehicle and
suitable for a hybrid vehicle driven by fuel and electric
power.
* * * * *