JPH05236608A - Main circuit system of electric vehicle - Google Patents
Main circuit system of electric vehicleInfo
- Publication number
- JPH05236608A JPH05236608A JP4072885A JP7288592A JPH05236608A JP H05236608 A JPH05236608 A JP H05236608A JP 4072885 A JP4072885 A JP 4072885A JP 7288592 A JP7288592 A JP 7288592A JP H05236608 A JPH05236608 A JP H05236608A
- Authority
- JP
- Japan
- Prior art keywords
- electric vehicle
- main circuit
- circuit system
- series
- depression amount
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Ac Motors In General (AREA)
Abstract
(57)【要約】
【目的】 電気自動車の低出力運転時に電力変換器（イ
ンバータ）の入力電圧を下げ、スイッチング損失を低減
させてシステム効率を向上させる。
【構成】 単位電池１００を複数個直列接続した電池を
分割して複数の電池ブロック１１，１２を形成する。ア
クセルペダル踏込量または電動機５の出力、あるいはブ
レーキペダル踏込量が大の時は切替スイッチ２１〜２３
により電池ブロック１１，１２を直列接続し、小の時は
電池ブロック１１，１２を並列接続してインバータ４の
入力電圧を低くする。
(57) [Abstract] [Purpose] When the electric vehicle is operating at low output, the input voltage of the power converter (inverter) is lowered to reduce the switching loss and improve the system efficiency. [Structure] A plurality of unit batteries 100 connected in series is divided into a plurality of battery blocks 11 and 12. When the accelerator pedal depression amount or the output of the electric motor 5 or the brake pedal depression amount is large, the changeover switches 21 to 23
Thus, the battery blocks 11 and 12 are connected in series, and when the battery blocks 11 and 12 are small, the battery blocks 11 and 12 are connected in parallel to lower the input voltage of the inverter 4.
Description
【０００１】[0001]
【産業上の利用分野】本発明は、電池を電源とし、半導
体電力変換器を介して車輪駆動用電動機を駆動する電気
自動車の主回路システムに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a main circuit system of an electric vehicle which uses a battery as a power source and drives a wheel driving electric motor through a semiconductor power converter.
【０００２】[0002]
【従来の技術】図３は、電池を電源とし、インバータを
介して交流電動機により車輪を駆動する電気自動車の公
知の主回路システムである。図において、１は電池であ
り、単位電池１００を必要個数直列接続して構成されて
いる。４はインバータであり、車輪駆動用交流電動機５
を駆動する。３は保護ヒューズであり、必要に応じて用
いられる。２は主スイッチであり、電池１とインバータ
４とを電気的に接続し、または切離すためのものであ
る。電動機５の軸は減速機６を介して差動装置７に連結
され、車輪８１，８２を駆動する。2. Description of the Related Art FIG. 3 shows a known main circuit system of an electric vehicle which uses a battery as a power source and drives wheels by an AC electric motor via an inverter. In the figure, reference numeral 1 denotes a battery, which is configured by connecting a required number of unit batteries 100 in series. Reference numeral 4 denotes an inverter, which is an AC motor 5 for driving wheels.
To drive. Reference numeral 3 is a protective fuse, which is used as necessary. Reference numeral 2 is a main switch for electrically connecting or disconnecting the battery 1 and the inverter 4. The shaft of the electric motor 5 is connected to the differential device 7 via the speed reducer 6 and drives the wheels 81 and 82.
【０００３】さて、電気自動車はエンジン自動車のそれ
とほぼ同じ性能が要求される。駆動電動機のトルク−回
転数特性の一例を図４に示す。図４は、回転数０〜Ｎ1
まではトルク一定であり、Ｎ1より高速では定出力とな
る特性である。この図において、はアクセルペダル踏
込量が最大の場合、は最小、はその中間の場合の特
性である。An electric vehicle is required to have substantially the same performance as that of an engine vehicle. An example of the torque-rotational speed characteristic of the drive motor is shown in FIG. FIG. 4 shows the number of revolutions 0 to N 1
Up to N 1 , the torque is constant, and the output is constant at a speed higher than N 1 . In this figure, is the characteristic when the accelerator pedal depression amount is the maximum, is the minimum, and is the intermediate characteristic.
【０００４】図５は、図４の特性を得る場合の交流電動
機の電圧，電流特性の一例であり、誘導電動機の場合で
示してある。電気自動車用駆動電動機としては価格、性
能、保守性から誘導電動機が適しており、多く用いられ
ている。図５において、，，は図４のアクセルペ
ダル踏込量の，，に相当する。図５では、ペダル
踏込量が変っても電圧特性は同じであり、ペダル踏込量
に応じて電流を変える場合を示してある。FIG. 5 shows an example of the voltage and current characteristics of the AC electric motor when the characteristics shown in FIG. 4 are obtained, and is shown in the case of an induction motor. Induction motors are suitable and widely used as drive motors for electric vehicles because of their price, performance, and maintainability. In FIG. 5 ,,, correspond to ,, of the accelerator pedal depression amount in FIG. FIG. 5 shows the case where the voltage characteristic is the same even when the pedal depression amount changes, and the current is changed according to the pedal depression amount.
【０００５】電気自動車の重要な評価項目の一つにシス
テム効率がある。これはエンジン自動車の燃費に相当す
るものである。このシステム効率の大小は電気自動車の
一充電走行距離に大きく影響する。電気自動車の場合で
もエンジン自動車と同様に、ほぼ定速走行では電動機出
力は小さく加速時の最大出力の数分の１となる。しかも
このような運転時間が多い。従って、電気自動車のシス
テム効率を高めることは、低出力範囲での効率をいかに
高めるかに帰結する。ここで、システム効率を左右する
主回路機器としては、電動機とインバータとがある。System efficiency is one of the important evaluation items of an electric vehicle. This corresponds to the fuel economy of engine vehicles. The magnitude of this system efficiency has a great influence on the mileage per charge of an electric vehicle. Even in the case of an electric vehicle, as in the case of an engine vehicle, the output of the electric motor is small at a substantially constant speed and becomes a fraction of the maximum output during acceleration. Moreover, such driving time is long. Therefore, increasing the system efficiency of an electric vehicle results in how to increase the efficiency in the low power range. Here, as main circuit devices that influence system efficiency, there are an electric motor and an inverter.
【０００６】図６、図７は誘導電動機の高効率制御の公
知例を示す。誘導電動機のトルクは電圧と電流とによっ
て決まるので、アクセルペダルの踏込量に応じて高効率
が得られる電圧、電流でトルクを制御すればよい。図
６、図７において、，，は図４、図５の場合と同
じである。図５に示した制御では、ペダル踏込量に関係
なく一定な関係に電圧を制御していたが、図６ではペダ
ル踏込量に応じて電圧を変え、この電圧に応じて電流も
図７のようにする。6 and 7 show known examples of high efficiency control of an induction motor. Since the torque of the induction motor is determined by the voltage and the current, the torque may be controlled by the voltage and the current with which high efficiency can be obtained according to the depression amount of the accelerator pedal. 6, 7 are the same as those in FIGS. 4 and 5. In the control shown in FIG. 5, the voltage is controlled in a constant relationship regardless of the pedal depression amount, but in FIG. 6, the voltage is changed according to the pedal depression amount, and the current is also changed according to the voltage as shown in FIG. To
【０００７】次に、インバータの効率について述べる。
インバータの発生損失の大部分は、インバータを構成す
る半導体素子の発生損失である。この半導体素子の発生
損失は、定常損失Ｐsdとスイッチング損失Ｐswである。
定常損失Ｐsdは半導体素子に電流が流れることにより発
生する損失であり、次の数式１によって表される。Next, the efficiency of the inverter will be described.
Most of the generated loss of the inverter is generated loss of the semiconductor element that constitutes the inverter. The generated loss of this semiconductor element is a steady loss P sd and a switching loss P sw .
The steady loss P sd is a loss that occurs when a current flows through the semiconductor element, and is represented by the following formula 1.
【０００８】[0008]
【数１】Ｐsd＝Ｉ・Ｖd〔ｗ〕[ Formula 1] P sd = I · V d [w]
【０００９】ここで、Ｉは半導体素子に流れている電
流、Ｖdはその時の半導体素子の電圧である。この場
合、Ｖdは半導体素子固有の特性で決まる値であり、Ｉ
は電動機電流に対応した値となる。図７に示すように電
動機出力の低下に伴い電流も低減するので、定常損失も
小さくなる。しかしこの定常損失の値は半導体素子によ
ってほぼ決まってしまうので、これよりも大きく低減さ
せることは困難である。Here, I is the current flowing in the semiconductor element, and V d is the voltage of the semiconductor element at that time. In this case, V d is a value determined by the characteristic peculiar to the semiconductor element, and I
Is a value corresponding to the motor current. As shown in FIG. 7, the current also decreases as the motor output decreases, so the steady loss also decreases. However, since the value of this steady loss is almost determined by the semiconductor element, it is difficult to reduce the value more than this value.
【００１０】次にスイッチング損失Ｐswについて述べ
る。図８、図９はインバータ用半導体素子のスイッチン
グ時の代表的な動作を示したもので、図８はスイッチオ
ン時、図９はスイッチオフ時のものである。これらの図
において、Ｖ0はインバータの入力電圧であり、電池電
圧にほぼ等しい。Ｉ0はスイッチ直前または直後の半導
体素子電流である。これらの図に示す動作では、半導体
素子に発生するスイッチング損失Ｐswは次の数式２のよ
うになる。Next, the switching loss P sw will be described. FIG. 8 and FIG. 9 show typical operations at the time of switching the semiconductor element for the inverter. FIG. 8 shows a switch on and FIG. 9 shows a switch off. In these figures, V 0 is the input voltage of the inverter and is approximately equal to the battery voltage. I 0 is the semiconductor element current immediately before or after the switch. In the operation shown in these figures, the switching loss P sw generated in the semiconductor element is represented by the following mathematical formula 2.
【００１１】[0011]
【数２】Ｐsw＝（１／６）・Ｖ0・Ｉ0・ｔs・ｆ〔ｗ〕[Number 2] P sw = (1/6) · V 0 · I 0 · t s · f [w]
【００１２】ここで、ｔsは半導体素子のスイッチング
時間〔ｓ〕、ｆはスイッチング周波数〔Ｈｚ〕である。
数式２はスイッチオン時、スイッチオフ時の両方につい
て表わしている。次に、従来のインバータ動作によるス
イッチング損失について考察する。前述したように、図
６、図７においてはアクセルペダルの踏込量最大、
は最小を示している。図７に示すように、電流はペダル
踏込量最小時に大きく低下し、数式２によりスイッチン
グ損失はこの電流値に応じて低下する。一方、電動機電
圧は図６に示すようにペダル踏込量が小さいと小さい値
となるが、インバータの入力電圧は電池電圧そのもので
あるので、数式２のＶ0はペダル踏込量または電動機出
力の大小にかかわらず一定である。従って、従来の方式
ではスイッチング損失Ｐswは電流に応じて低下するのみ
で、これ以上の損失低減は困難であった。Here, t s is the switching time [s] of the semiconductor element, and f is the switching frequency [Hz].
Formula 2 represents both when the switch is on and when the switch is off. Next, the switching loss due to the conventional inverter operation will be considered. As described above, in FIGS. 6 and 7, the maximum depression amount of the accelerator pedal,
Indicates the minimum. As shown in FIG. 7, the current greatly decreases when the pedal depression amount is minimum, and the switching loss decreases according to the current value according to Equation 2. On the other hand, the electric motor voltage takes a small value when the pedal depression amount is small, as shown in FIG. 6, but since the input voltage of the inverter is the battery voltage itself, V 0 in Formula 2 is determined by the pedal depression amount or the electric motor output. It is constant regardless. Therefore, in the conventional method, the switching loss P sw only decreases according to the current, and it is difficult to further reduce the loss.
【００１３】[0013]
【発明が解決しようとする課題】本発明は上記問題点を
解決するためになされたもので、その課題ないし目的と
するところは、電気自動車の低出力運転時のシステム効
率を向上することにあり、特に、インバータから見たス
イッチング損失の低減によりシステム効率を向上させた
電気自動車の主回路システムを提供することにある。SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object thereof is to improve system efficiency during low-power operation of an electric vehicle. In particular, it is to provide a main circuit system of an electric vehicle in which system efficiency is improved by reducing switching loss seen from an inverter.
【００１４】[0014]
【課題を解決するための手段】上記課題を解決するた
め、本発明は、スイッチング損失は数式２に示されるよ
うにインバータ入力電圧つまり電池電圧に大きく依存す
ること、及び、ペダル踏込量が小さい時または電動機出
力が小さい時は、図６に示されるようにインバータ出力
電圧が低くなることに着目してなされたものである。す
なわち本発明は、単位電池を複数個直列接続した電池を
電源とし、半導体電力変換器を介して車輪駆動用電動機
を駆動する電気自動車の主回路システムにおいて、前記
電池を複数ブロックに分割して複数の電池ブロックを形
成すると共に、アクセルペダル踏込量、電動機出力また
はブレーキペダル踏込量が大の時は切替スイッチにより
前記電池ブロックを直列接続し、小の時は切替スイッチ
により前記電池ブロックを並列接続して前記半導体電力
変換器の入力電圧を低くするようにしたものである。In order to solve the above-mentioned problems, the present invention requires that the switching loss greatly depends on the inverter input voltage, that is, the battery voltage, as shown in Equation 2, and when the pedal depression amount is small. Alternatively, when the electric motor output is small, the output voltage of the inverter becomes low as shown in FIG. That is, the present invention is a main circuit system of an electric vehicle that uses a battery in which a plurality of unit batteries are connected in series as a power source and drives a wheel driving electric motor via a semiconductor power converter, and divides the battery into a plurality of blocks to form a plurality of blocks. When the accelerator pedal depression amount, the motor output or the brake pedal depression amount is large, the battery blocks are connected in series, and when the accelerator pedal depression amount, the motor output or the brake pedal depression amount is large, the battery blocks are connected in parallel by the changeover switch. The input voltage of the semiconductor power converter is lowered.
【００１５】[0015]
【作用】本発明において、電池ブロックの直並列接続を
切り替えることにより、低出力時は電気自動車としての
電池電圧は低くなり、これによりインバータの入力電圧
も低くなる。この結果、ペダル踏込量が小さい時または
電動機出力が小さい時に、数式２により示されるインバ
ータのスイッチング損失に寄与するＶ0を小さくし、結
果的にスイッチング損失を低減して主回路のシステム効
率を向上させる。In the present invention, by switching the series-parallel connection of the battery blocks, the battery voltage of the electric vehicle becomes low when the output is low, so that the input voltage of the inverter also becomes low. As a result, when the pedal depression amount is small or the motor output is small, V 0 that contributes to the switching loss of the inverter expressed by Formula 2 is reduced, and as a result, the switching loss is reduced and the system efficiency of the main circuit is improved. Let
【００１６】[0016]
【実施例】以下、図に沿って各発明の実施例を説明す
る。図１は第１ないし第３の発明の一実施例を示す図で
あり、図３と同一の構成要素には同一番号を付して詳述
を省略し、以下、異なる部分を中心に説明する。図１に
おいて、１１，１２は、複数の単位電池１００を直列に
接続したものを二分割して構成された電池ブロックであ
る。２１〜２３は切替スイッチであり、スイッチ２１は
電池ブロック１１の負極と電池ブロック１２の正極との
間、スイッチ２２は電池ブロック１１の正極と電池ブロ
ック１２の正極との間、スイッチ２３は電池ブロック１
１の負極と電池ブロック１２の負極との間にそれぞれ接
続されている。Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an embodiment of the first to third inventions, the same components as those in FIG. 3 are assigned the same reference numerals and detailed explanations thereof will be omitted, and hereinafter, different portions will be mainly described. .. In FIG. 1, reference numerals 11 and 12 denote battery blocks configured by dividing a plurality of unit batteries 100 connected in series into two. 21 to 23 are changeover switches, the switch 21 is between the negative electrode of the battery block 11 and the positive electrode of the battery block 12, the switch 22 is between the positive electrode of the battery block 11 and the positive electrode of the battery block 12, and the switch 23 is the battery block. 1
1 and the negative electrode of the battery block 12 are connected to each other.
【００１７】これにより、スイッチ２１を“閉”とし、
スイッチ２２，２３を“開”とすれば二つの電池ブロッ
ク１１，１２が直列接続され、単位電池１００がすべて
直列接続される。また、スイッチ２１を“開”とし、ス
イッチ２２，２３を“閉”とすれば二つの電池ブロック
１１，１２が並列接続されることになり、電池電圧は直
列接続の場合の１／２となる。なお、切替スイッチ２１
〜２３の切り替えは、次に述べるようにアクセルペダル
の踏込量の大小や電動機出力の大小、ブレーキペダル踏
込量の大小に応じて行うものとし、図示されていない
が、これらのペダル踏込量の大小や電動機出力の大小を
検出して切替スイッチ２１〜２３を操作する適宜な制御
手段が別個に設けられている。As a result, the switch 21 is closed,
When the switches 22 and 23 are opened, the two battery blocks 11 and 12 are connected in series, and the unit batteries 100 are all connected in series. If the switch 21 is opened and the switches 22 and 23 are closed, the two battery blocks 11 and 12 are connected in parallel, and the battery voltage is half that in the case of series connection. .. The changeover switch 21
As will be described below, the switching of 23 to 23 is made according to the amount of depression of the accelerator pedal, the amount of electric motor output, and the amount of depression of the brake pedal. An appropriate control means for detecting the magnitude of the motor output and operating the changeover switches 21 to 23 is separately provided.
【００１８】図２は、切替スイッチ２１〜２３の切替動
作を説明する図である。力行運転時においてアクセルペ
ダル踏込量または電動機出力がＰ2より小さくなった場
合、前述のように切替スイッチ２１〜２３を切り替えて
電池ブロック１１，１２を直列接続から並列接続に切り
替える。これにより、電池電圧すなわちインバータ４の
入力電圧Ｖ0は直列接続時の１／２となり、数式２で示
されるインバータのスイッチング損失Ｐswが著しく低減
されるので、電気自動車のシステム効率が向上する。FIG. 2 is a diagram for explaining the switching operation of the changeover switches 21-23. When the accelerator pedal depression amount or the electric motor output becomes smaller than P 2 during the power running operation, the changeover switches 21 to 23 are changed over to switch the battery blocks 11 and 12 from the serial connection to the parallel connection as described above. As a result, the battery voltage, that is, the input voltage V 0 of the inverter 4 becomes 1/2 of that in the case of series connection, and the switching loss P sw of the inverter shown in Formula 2 is significantly reduced, so that the system efficiency of the electric vehicle is improved.
【００１９】また、アクセルペダル踏込量または電動機
出力がＰ1より大きくなった場合、切替スイッチ２１〜
２３を切り替えて電池ブロック１１，１２を並列接続か
ら直列接続に切り替える。これにより、電池電圧すなわ
ちインバータ４の入力電圧Ｖ0は並列接続時の２倍とな
り、電動機の高出力運転が行なわれる。並列接続と直列
接続との切替点Ｐ1，Ｐ2は、電気自動車の運転状況を考
慮してシステム効率が最も高くなる点に選ばれる。ま
た、切替点Ｐ1，Ｐ2を一致させずこれらに差を設けてい
るのは、切り替えた点でスイッチを安定して切り替える
ためである。When the accelerator pedal depression amount or the electric motor output becomes larger than P 1 , the changeover switches 21 to
23 is switched to switch the battery blocks 11 and 12 from parallel connection to series connection. As a result, the battery voltage, that is, the input voltage V 0 of the inverter 4 becomes twice as high as that in the parallel connection, and the high output operation of the electric motor is performed. The switching points P 1 and P 2 between the parallel connection and the series connection are selected as the points where the system efficiency is highest in consideration of the driving situation of the electric vehicle. Further, the switching points P 1 and P 2 are not made to coincide with each other and are provided with a difference in order to stably switch the switches at the switching points.
【００２０】上記実施例では、電池を二つのブロックに
分割し、直列接続と並列接続とを切り替えている。しか
るに、図示されていないが、切替スイッチを増やすこと
により三つ以上のブロックに分割し、これらの直並列接
続が可能なように構成することにより、同様の効果を得
ることができる。また、上記実施例では、力行運転時の
アクセルペダルの踏込量または電動機出力の大小に応じ
て並列接続と直列接続とを切り替えているが、制動運転
時にブレーキペダルの踏込量の大小に応じて同様な切り
替えを行なうこともでき、その場合にも同様の効果が得
られる。In the above embodiment, the battery is divided into two blocks, and the series connection and the parallel connection are switched. Although not shown, however, the same effect can be obtained by dividing the block into three or more blocks by increasing the number of changeover switches, and by arranging them so that they can be connected in series and parallel. Further, in the above embodiment, parallel connection and series connection are switched according to the amount of depression of the accelerator pedal during power running or the magnitude of the motor output, but the same applies depending on the amount of depression of the brake pedal during braking operation. It is also possible to perform such switching, and in that case, the same effect can be obtained.
【００２１】更に、上記実施例では切替スイッチ２１〜
２３を機械スイッチとして説明したが、スイッチの動作
性能や寿命の点から、切替スイッチとしては半導体スイ
ッチを用いることが好ましい。しかし、半導体スイッチ
にすると数式１に示した定常損失がスイッチに発生し、
電気自動車としてのシステム効率を低下させるので、こ
の定常損失ができるだけ小さい素子を用いることが望ま
しい。Further, in the above embodiment, the changeover switches 21-
Although 23 has been described as a mechanical switch, it is preferable to use a semiconductor switch as the changeover switch from the viewpoint of operating performance and life of the switch. However, when a semiconductor switch is used, the steady loss shown in Equation 1 occurs in the switch,
Since the system efficiency as an electric vehicle is reduced, it is desirable to use an element whose steady loss is as small as possible.
【００２２】[0022]
【発明の効果】以上のように第１ないし第３の発明によ
れば、ペダル踏込量が小さい時または電気自動車の駆動
電動機の低出力時に半導体電力変換器の入力電圧を低く
することができるため、前記数式２で示される電力変換
器のスイッチング損失が大きく低減されて電気自動車の
システム効率を向上させることができる。また、本発明
は、実施例のように駆動電動機が誘導電動機であって半
導体電力変換器がインバータである場合ばかりでなく、
他の交流電動機の場合は勿論、チョッパによる直流電動
機駆動の場合でも同様に適用可能であり、かつその効果
もある。As described above, according to the first to third inventions, the input voltage of the semiconductor power converter can be lowered when the pedal depression amount is small or when the drive motor of the electric vehicle has a low output. The switching loss of the electric power converter represented by the formula 2 can be greatly reduced, and the system efficiency of the electric vehicle can be improved. Further, the present invention is not limited to the case where the drive motor is an induction motor and the semiconductor power converter is an inverter as in the embodiment,
Not only in the case of other AC electric motors, but also in the case of driving a DC electric motor by a chopper, the same can be applied and the same effect can be obtained.
【図１】第１ないし第３の発明の一実施例を示す主回路
システムの構成図である。FIG. 1 is a configuration diagram of a main circuit system showing an embodiment of the first to third inventions.
【図２】図１の実施例における電池ブロックの直並列切
替動作を示す図である。FIG. 2 is a diagram showing a series-parallel switching operation of the battery block in the embodiment of FIG.
【図３】従来の技術を示す主回路システムの構成図であ
る。FIG. 3 is a configuration diagram of a main circuit system showing a conventional technique.
【図４】駆動電動機のトルク−回転数特性を示す図であ
る。FIG. 4 is a diagram showing a torque-rotation speed characteristic of a drive motor.
【図５】駆動電動機の電圧，電流特性を示す図である。FIG. 5 is a diagram showing voltage-current characteristics of a drive motor.
【図６】誘導電動機の電圧特性を示す図である。FIG. 6 is a diagram showing a voltage characteristic of an induction motor.
【図７】誘導電動機の電流特性を示す図である。FIG. 7 is a diagram showing current characteristics of an induction motor.
【図８】半導体素子のスイッチング時（スイッチオン
時）の電圧，電流波形図である。FIG. 8 is a voltage and current waveform diagram when the semiconductor element is switching (when the switch is on).
【図９】半導体素子のスイッチング時（スイッチオフ
時）の電圧，電流波形図である。FIG. 9 is a voltage / current waveform diagram when the semiconductor element is switching (switching off).
３ 保護ヒューズ ４ インバータ ５ 車輪駆動用交流電動機 ６ 減速機 ７ 差動装置 １１，１２ 電池ブロック ２１，２２，２３ 切替スイッチ ８１，８２ 車輪 １００ 単位電池 Ｐ1，Ｐ2 切替点3 Protective Fuse 4 Inverter 5 Wheel Drive AC Motor 6 Reducer 7 Differential Device 11, 12 Battery Block 21, 22, 23 Changeover Switch 81, 82 Wheel 100 Unit Battery P 1 , P 2 Change Point
Claims (4)
源とし、半導体電力変換器を介して車輪駆動用電動機を
駆動する電気自動車の主回路システムにおいて、 前記電池を分割して複数の電池ブロックを形成すると共
に、アクセルペダル踏込量が大の時は切替スイッチによ
り前記電池ブロックを直列接続し、小の時は切替スイッ
チにより前記電池ブロックを並列接続して前記半導体電
力変換器の入力電圧を低くすることを特徴とする電気自
動車の主回路システム。1. A main circuit system of an electric vehicle in which a plurality of unit batteries are connected in series as a power source and a wheel driving electric motor is driven via a semiconductor power converter in a main circuit system of the electric vehicle. When the accelerator pedal depression amount is large, the battery blocks are connected in series by the changeover switch, and when the accelerator pedal depression amount is large, the battery blocks are connected in parallel by the changeover switch to reduce the input voltage of the semiconductor power converter. A main circuit system of an electric vehicle characterized by:
源とし、半導体電力変換器を介して車輪駆動用電動機を
駆動する電気自動車の主回路システムにおいて、 前記電池を分割して複数の電池ブロックを形成すると共
に、車輪駆動用電動機の出力が大の時は切替スイッチに
より前記電池ブロックを直列接続し、小の時は切替スイ
ッチにより前記電池ブロックを並列接続して前記半導体
電力変換器の入力電圧を低くすることを特徴とする電気
自動車の主回路システム。2. A main circuit system of an electric vehicle in which a plurality of unit batteries are connected in series as a power source and a wheel driving electric motor is driven via a semiconductor power converter in a main circuit system of the electric vehicle. When the output of the wheel drive motor is large, the battery blocks are connected in series by the changeover switch, and when the output is small, the battery blocks are connected in parallel by the changeover switch to input voltage of the semiconductor power converter. The main circuit system of an electric vehicle, which is characterized in that
源とし、半導体電力変換器を介して車輪駆動用電動機を
駆動する電気自動車の主回路システムにおいて、 前記電池を分割して複数の電池ブロックを形成すると共
に、ブレーキペダル踏込量が大の時は切替スイッチによ
り前記電池ブロックを直列接続し、小の時は切替スイッ
チにより前記電池ブロックを並列接続して前記半導体電
力変換器の入力電圧を低くすることを特徴とする電気自
動車の主回路システム。3. A main circuit system of an electric vehicle in which a plurality of unit batteries are connected in series as a power source and a wheel driving electric motor is driven via a semiconductor power converter in a main circuit system of the electric vehicle. When the brake pedal depression amount is large, the battery blocks are connected in series by a changeover switch, and when the brake pedal depression amount is large, the battery blocks are connected in parallel by a changeover switch to reduce the input voltage of the semiconductor power converter. A main circuit system of an electric vehicle characterized by:
求項１，２または３記載の電気自動車の主回路システ
ム。4. The main circuit system for an electric vehicle according to claim 1, 2 or 3, wherein the changeover switch is a semiconductor switch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4072885A JPH05236608A (en) | 1992-02-24 | 1992-02-24 | Main circuit system of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4072885A JPH05236608A (en) | 1992-02-24 | 1992-02-24 | Main circuit system of electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05236608A true JPH05236608A (en) | 1993-09-10 |
Family
ID=13502242
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4072885A Pending JPH05236608A (en) | 1992-02-24 | 1992-02-24 | Main circuit system of electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05236608A (en) |
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