JP6118221B2 - Vehicle power supply - Google Patents

Description

  The present invention relates to a vehicle power supply device, for example, a vehicle power supply device such as an electric vehicle having a battery arranged in a distributed manner and a plug-in hybrid vehicle.

  Patent Document 1 discloses an electric vehicle including a main battery, a three-phase inverter (PCU) to which power is supplied from nodes at both ends of the main battery, and a connection switching circuit. The main battery includes a plurality of battery groups connected in series, and the connection switching circuit selects one of the nodes in the plurality of battery groups to perform split charging. When the maximum charging current is equal to or greater than the optimum charging current, the nodes at both ends of the main battery are selected by the connection switching circuit, and the entire main battery is charged.

  Patent Document 2 discloses a charging system for a large-sized secondary battery including a battery module including a large number of cells connected in series and in parallel, and a load and a charging device connected in parallel to the battery module. It is shown.

  Patent Document 3 includes a plurality of power storage cells connected in series, both ends of which are connected to an inverter, and a charge switch that charges any of the plurality of power storage cells with power obtained from a solar battery. The charge control apparatus provided with the part is shown.

JP 2009-296820 A JP 2011-72084 A JP 2009-142071 A

  In recent years, a vehicle equipped with a large battery (secondary battery) has been widely spread, represented by a plug-in hybrid vehicle using a motor and an engine as power sources and an electric vehicle using a motor as a power source. Such a vehicle is equipped with a large number of battery cells (for example, nickel-metal hydride battery cells and lithium ion battery cells) that generate a voltage of about several volts in order to obtain necessary power and electric energy. In addition, these battery cells are usually used in series connection for the purpose of reducing loss due to current and the like, and generally generate a voltage of about 100 V to several hundred V.

  Here, when the number of battery cells to be mounted on the vehicle increases, it becomes difficult to mount the battery cells on one power storage module and dispose them in one place. May need to be used in series connection. For example, considering the case where such a series-connected power storage module is charged by an in-vehicle charger, as shown in Patent Document 1 and Patent Document 2, normally, both ends of the series-connected power storage module are charged. Therefore, it is desirable to arrange an on-vehicle charger in the vicinity of both ends. However, in practice, it may not be easy to dispose the on-vehicle charger in the vicinity of both ends, and in this case, the wiring length between the both ends and the on-vehicle charger increases.

  In addition, when charging is performed on both ends of the power storage modules connected in series, there is a possibility that variation occurs in the charge rate (so-called SOC (State of Charge)) for each power storage module. For example, if charging is stopped when one of the power storage modules is fully charged, the capacity of the entire battery may not be fully exhibited along with other power storage modules that are not fully charged. On the other hand, if one of the power storage modules is fully charged in order to fully charge the other power storage module, there is a risk of causing damage or deterioration of the fully charged power storage module. .

  The present invention has been made in view of the above, and one of its purposes is to easily reduce the wiring length associated with charging of a plurality of power storage modules and to reduce variation in the charging rate of the plurality of power storage modules. An object of the present invention is to provide a vehicular power supply device that can be reduced.

  The above and other objects and novel features of the present invention will be apparent from the description of this specification and the accompanying drawings.

  The power supply device for a vehicle according to the present invention includes first and second terminals, first and second power storage modules, first and second charging nodes, first to third wiring paths, first and second. , 3A, 3B, 4A and 4B switches. The first and second terminals supply power to the inverter. The first power storage module has first and second electrodes, and the second power storage module is used in series with the first power storage module, and has third and fourth electrodes. The first and second charging nodes are nodes for charging the first and second power storage modules. The first wiring path connects the first electrode and the first terminal, the second wiring path connects the second electrode and the third electrode, and the third wiring path connects the fourth electrode and the second terminal. . The first switch connects the first wiring path and the third wiring path. The second switch is inserted on the second wiring path. The 3A switch connects the first charging node and the third wiring path, and the 3B switch connects the second charging node and the node on the second electrode side of the second switch. The 4A switch connects the first charging node and the node on the third electrode side of the second switch, and the 4B switch connects the second charging node and the third wiring path.

  ADVANTAGE OF THE INVENTION According to this invention, the wiring length accompanying charge of a some electrical storage module can be shortened easily, and also it becomes possible to reduce the dispersion | variation in the charging rate of a some electrical storage module.

1 is a block diagram illustrating a schematic circuit configuration example of a main part of a vehicle power supply device according to Embodiment 1 of the present invention. (A) And (b) is a block diagram which shows the respectively different schematic structural example including the circumference | surroundings of the charging node in the vehicle power supply device of FIG. It is a figure which shows the operation example of the power supply device for vehicles of FIG. It is a figure which shows the operation example different from FIG. It is a figure which shows the operation example further different from FIG. It is a figure which shows the operation example further different from FIG. It is a block diagram which shows the circuit structural example which deform | transformed the vehicle power supply device of FIG. It is a figure which shows an example of the mounting form of the principal part in the vehicle power supply device by Embodiment 2 of this invention. It is a figure which shows an example of the mounting form different from FIG. It is a figure which shows an example of the mounting form further different from FIG. It is a figure which shows an example of the mounting form further different from FIG. FIG. 11 is a plan view showing a schematic layout configuration example on the vehicle in the vehicle power supply device of FIG. 8 or FIG. 10. FIG. 11 is a plan view showing a schematic layout configuration example different from FIG. 12 on the vehicle in the vehicle power supply device of FIG. 8 or FIG. 10. FIG. 12 is a plan view showing a schematic layout configuration example on the vehicle in the vehicle power supply device of FIG. 9 or FIG. 11. FIG. 15 is a plan view showing a schematic layout configuration example different from FIG. 14 on the vehicle in the vehicle power supply device of FIG. 9 or FIG. 11. (A) is a block diagram which shows the schematic circuit structural example of the power supply device for vehicles examined as a premise of this invention, (b) is a top view which shows the schematic layout structural example of (a). is there.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that components having the same function are denoted by the same reference symbols throughout the drawings for describing the embodiment, and the repetitive description thereof will be omitted.

(Embodiment 1)
<< Schematic Configuration of Power Supply Device for Vehicle (Comparative Example) >>
First, prior to the description of the vehicle power supply device according to the present embodiment, the vehicle power supply device studied as a premise thereof will be described. FIG. 16A is a block diagram showing a schematic circuit configuration example of a vehicle power supply device studied as a premise of the present invention, and FIG. 16B is a schematic layout configuration of FIG. It is a top view which shows an example. The vehicle power supply device shown in FIG. 16A includes an inverter (INV) 11 to which power is supplied from external terminals Pi1 and Pi2, and two power storage modules 10a connected in series between the external terminals Pi1 and Pi2. , 10b and an AC / DC converter (on-vehicle charger) 20 for converting an external AC power source into a DC power source.

  The two power storage modules 10a and 10b output power to the battery output nodes Vo1 and Vo2 at both ends thereof, and the power is supplied to the external terminals Pi1 and Pi2 through the switch SW5 here. Each of the power storage modules 10a and 10b includes a plurality of battery cells connected in series. The AC / DC converter (on-vehicle charger) 20 is connected to the battery output nodes Vo1 and Vo2 in order to charge the two power storage modules 10a and 10b in series.

  From the viewpoint of actual mounting, the AC / DC converter 20 is mounted on one component unit (referred to as a charging unit 50) including other components not shown. The power storage module 10a is also mounted on one component unit (referred to as a battery pack [1] 51) including other components not shown, and similarly, the power storage module 10b is also mounted on the battery pack [2] 52. Is done. In this case, the charging unit 50 and the battery packs 51 and 52 are arranged on the vehicle, for example, at a place as shown in FIG.

  In the example of FIG. 16 (b), the inverter 11 and the motor (M) 40 are disposed in the engine room (or motor room) 41a, the battery pack [1] 51 is disposed under the floor 42e outside the vehicle compartment, Battery pack [2] 52 is arranged in cargo room 43e. When the number of battery cells to be mounted on the vehicle increases, it becomes difficult to store the battery cells in one battery pack and place them in one place. Thus, a plurality (two in this case) of battery packs are used. There is a case where it is necessary to disperse and store and to divide and arrange in an empty space.

  Here, as can be seen from FIG. 16A, in order to shorten the wiring length between the AC / DC converter 20 and the battery output nodes Vo1 and Vo2, the charging unit 50 includes, for example, an engine room (or a motor). (Room) 41a is preferably arranged. However, it is relatively difficult to secure an empty space in the engine room (or motor room) 41a, and a mechanism for cooling the charging unit 50 with water is required because it is in an environment where heat generation is large. Various restrictions can occur. Therefore, as shown in FIG. 16B, for example, it is conceivable that the charging unit 50 is disposed in the luggage compartment 43e in the vehicle interior where it is easy to secure an empty space, and the heat generation of the charging unit 50 is suppressed by air cooling.

  However, in this case, a long external wiring 53 is required between the battery output nodes Vo1 and Vo2 and the charging unit 50. In addition to the cost and wiring space accompanying this increase, there is a concern about power loss due to the wiring length. . Thus, in the vehicle power supply device as shown in FIG. 16A, it is not easy to shorten the wiring length associated with charging of the power storage modules 10a and 10b, and as a result, it is difficult to perform efficient charging. It may become.

  Furthermore, when the power storage modules 10a and 10b are charged in series as described above, there is a possibility that the charging rate (SOC) may vary. For example, in each of the power storage modules 10a and 10b, by mounting a so-called cell balance circuit or the like, the voltage of each battery cell included in itself can be made uniform. However, variations may still occur between the power storage modules 10a and 10b. In particular, as shown in FIG. 16B, the battery pack [1] 51 and the battery pack [2] 52 are arranged in different environments (for example, one is arranged outside the vehicle interior and the other is arranged in the vehicle interior). ) And ambient temperature, deterioration conditions, and the like may be greatly different, and variation in the charging rate (SOC) is likely to occur.

<< Schematic circuit configuration of power supply device (main part) for vehicle >>
FIG. 1 is a block diagram showing a schematic circuit configuration example of a main part of a vehicle power supply device according to Embodiment 1 of the present invention. The vehicle power supply device shown in FIG. 1 includes an inverter (INV) 11 to which power is supplied to external terminals Pi1 and Pi2, and two power storage modules 10a and 10b connected in series between the external terminals Pi1 and Pi2. And charging nodes Vc1 and Vc2 and a plurality of switches SW1, SW2, SW3a, SW3b, SW4a, SW4b and SW5. Charging nodes Vc1 and Vc2 are nodes for charging power storage modules 10a and 10b.

  The power storage module (first power storage module) 10a has two electrodes (first and second electrodes) N1 and N2. The power storage module (second power storage module) 10b has two electrodes (third and fourth electrodes) N3 and N4, and is used by being connected in series to the power storage module 10a. The electrode (first electrode) N1 and the external terminal (first terminal) Pi1 are connected by a wiring path (first wiring path) 12, and the electrode (second electrode) N2 and the electrode (third electrode) N3 are connected by a wiring path. (Second wiring path) 13 is connected, and electrode (fourth electrode) N4 and external terminal (second terminal) Pi2 are connected by wiring path (third wiring path) 14.

  The switch (first switch) SW1 connects the wiring path 12 and the wiring path 14. The switch (second switch) SW2 is inserted on the wiring path 13. The switch (third A switch) SW3a connects the charging node (first charging node) Vc1 and the wiring path 14, and the switch (third B switch) SW3b is connected to the charging node (second charging node) Vc2. A node on the electrode (second electrode) N2 side of the switch SW2 is connected. The switch (fourth A switch) SW4a connects the charging node Vc1 to a node on the electrode (third electrode) N3 side of the switch SW2, and the switch (fourth B switch) SW4b connects the charging node Vc2 and the wiring path 14 to each other. Connecting. The switch SW5 is inserted on the wiring path 12. Each switch is configured by a relay using an electromagnet, for example.

  Each of the power storage modules 10a and 10b is configured by a plurality of battery cells connected in series (for example, a nickel hydride battery cell or a lithium ion battery cell that generates a voltage of about several volts). Although there is no particular limitation between the electrode N1 of the power storage module 10a and the electrode N4 of the power storage module 10b, a voltage of about one hundred volts to several hundred volts is generated. The inverter (INV) 11 receives the DC power generated at the electrodes N1 and N4 at the external terminals Pi1 and Pi2 via the switch SW5, and mainly generates a three-phase AC power from the DC power. Do not drive the motor.

《Configuration around the charging node》
2 (a) and 2 (b) are block diagrams showing different schematic configuration examples including the periphery of the charging node in the vehicle power supply device of FIG. In addition to the configuration example shown in FIG. 1, the vehicle power supply device shown in FIG. 2A includes an AC / DC converter (on-vehicle charger) 20, a normal charging plug 21, and a switch controller 22. These are provided in the vehicle 15.

  The normal charging plug 21 is, for example, a plug connected to a household 100V or 200V AC power supply. The AC / DC conversion unit (on-vehicle charger) 20 is a main part of the charging unit, converts home AC power from the normal charging plug 21 into DC power, and supplies it to the charging nodes Vc1 and Vc2. The switch control unit 22 controls on / off of the switches SW1, SW2, SW3a, SW3b, SW4a, SW4b, and SW5.

  The vehicle power supply device shown in FIG. 2B includes a quick charging plug 23 and a switch control unit 22 in addition to the configuration example shown in FIG. It is. The quick charge plug 23 is, for example, a plug connected to a quick charger that generates a predetermined DC power supply, and is connected to the charging nodes Vc1 and Vc2. The quick charger is installed outside the vehicle 15. The switch control unit 22 is the same as in the case of FIG.

<< Schematic operation of the vehicle power supply (main part) >>
3 to 6 are diagrams showing different operation examples of the vehicle power supply device of FIG. Here, the case where the AC / DC conversion part (vehicle-mounted charger) 20 of Fig.2 (a) is used is demonstrated to an example. Further, here, the case where the electrodes N1 and N3 of the power storage modules 10a and 10b are positive electrodes, the electrodes N2 and N4 are negative electrodes, the charging node Vc1 side is positive and the charging node Vc2 side is negative is described as an example. To do.

  FIG. 3 shows an operation example in the overall charging mode. In the overall charging mode (first charging mode), the switches SW1, SW3b, and SW4a are controlled to be turned on by the switch control unit 22 in FIG. 2A, and the switches SW2, SW3a, SW4b, and SW5 are controlled to be turned off. As a result, a charging current 25 flows from the charging node Vc1 to the charging node Vc2 through the switch SW4a, the power storage module 10b, the wiring path 14, the switch SW1, the power storage module 10a, and the switch SW3b in this order. As a result, the power storage modules 10a and 10b are charged in series.

  FIG. 4 shows an operation example in the power supply mode (normal operation). In the power supply mode, the switch control unit 22 controls the switches SW2 and SW5 to be on, and the switches SW1, SW3a, SW3b, SW4a, and SW4b are controlled to be off. As a result, the DC power generated in the electrodes N1 and N4 of the power storage modules 10a and 10b is supplied to the external terminals Pi1 and Pi2 of the inverter (INV) 11 through the switch SW5, and the operating current is supplied through the inverter (INV) 11. 26 flows.

  FIG. 5 shows an operation example in the split charge mode [1]. In the split charging mode [1] (second charging mode), the switch control unit 22 controls the switches SW1, SW3a, and SW3b to be on and the switches SW2, SW4a, SW4b, and SW5 to be off. As a result, a charging current 27 flows from the charging node Vc1 to the charging node Vc2 through the switch SW3a, the wiring path 14, the switch SW1, the power storage module 10a, and the switch SW3b in this order. Thereby, the power storage module 10a is divided and charged (in other words, selectively).

  FIG. 6 shows an operation example in the split charge mode [2]. In the split charge mode [2] (third charge mode), the switches SW4a and SW4b are turned on by the switch control unit 22, and the switches SW1, SW2, SW3a, SW3b and SW5 are turned off. As a result, a charging current 28 flows from the charging node Vc1 sequentially to the charging node Vc2 via the switch SW4a, the power storage module 10b, the wiring path 14, and the switch SW4b. Accordingly, the power storage module 10b is divided (in other words, selectively) and charged.

  Note that the AC / DC conversion unit (on-vehicle charger) 20 has the number of battery cells in the power storage module 10a and the power storage module in the split charging modes [1] and [2] in FIGS. 5 and 6, respectively. Depending on the number of battery cells in 10b, a lower DC voltage is generated than in the overall charging mode of FIG. If the number of battery cells in the power storage modules 10a and 10b is the same, the AC / DC conversion unit 20 performs the entire charging mode shown in FIG. 3 in both divided charging modes [1] and [2]. It generates a DC voltage that is about half that of the hour. Here, the case of normal charging using the AC / DC conversion unit 20 has been described as an example, but the same applies to the case of quick charging using the quick charging plug 23 of FIG. In this case, the external quick charger appropriately changes the DC voltage according to each mode.

<< Schematic circuit configuration of vehicle power supply (main part) (modification) >>
FIG. 7 is a block diagram illustrating a circuit configuration example in which the vehicle power supply device of FIG. 1 is modified.
The vehicle power supply device shown in FIG. 7 includes the same components as in FIG. 1, but differs from the case of FIG. 1 in the configuration example in which the arrangement of the switches SW2, SW3a, SW3b, SW4a, and SW4b is different. Yes. In FIG. 7, first, the switch (second switch) SW <b> 2 is inserted on the wiring path (third wiring path) 14.

  Accordingly, the switch (third A switch) SW3a connects the charging node (second charging node) Vc2 and the wiring path (second wiring path) 13, and the switch (third B switch) SW3b is for charging. The node (first charging node) Vc1 is connected to the node on the external terminal (second terminal) Pi2 side of the switch SW2. The switch (fourth A switch) SW4a connects the charging node Vc2 and a node on the electrode (fourth electrode) N4 side of the switch SW2, and the switch (fourth B switch) SW4b connects the charging node Vc1 and the wiring path 13 to each other. Connecting. Each switch is controlled in the same manner as in the case of FIGS. 3 to 6, whereby the same operation as in the case of FIGS. 3 to 6 is performed.

  As shown in FIGS. 1 and 7, in the vehicle power supply device according to the present embodiment, first, by providing switch SW1, closed circuit 29 (in FIG. 7) formed by switch SW1 and power storage modules 10a and 10b. (Although illustrated, the same applies to FIG. 1). Then, the switch SW2 is inserted at an arbitrary position on the closed circuit 29, and a positive charge portion is defined at one end of the switch SW2 and a negative charge portion is defined at the other end, thereby realizing the entire charge mode of FIG. Further, a negative electrode charging location is defined at a position facing one of the storage modules 10a, 10b from the positive charging location of the switch SW2, and a position opposing the other of the storage modules 10a, 10b from the negative charging location of the switch SW2. Determine the positive electrode charging point. The split charging mode shown in FIGS. 5 and 6 is realized by providing a switch so that the respective charging points can be appropriately selected from the charging nodes Vc1 and Vc2 and charged.

《Main effects of vehicle power supply device》
As described above, the following effects (1) to (3) are mainly obtained by using the vehicle power supply device of the first embodiment.

  (1) In FIG. 16A, the connection destination of the charging nodes Vc1 and Vc2 associated with the entire charging of the power storage modules 10a and 10b is fixed (fixed to the battery output nodes Vo1 and Vo2). The connection destination can be freely determined from the closed circuit 29 shown in FIG. As a result, the arrangement of the charging nodes Vc1 and Vc2 (specifically, the arrangement of the AC / DC converter (on-vehicle charger) 20 in FIG. 2A and the quick charging plug 23 in FIG. 2B) is involved. Therefore, the wiring length accompanying charging of the power storage modules 10a and 10b can be easily reduced. That is, the switch SW2 may be disposed near the charging nodes Vc1 and Vc2.

  By shortening the wiring length accompanying charging, it becomes possible to efficiently charge from the viewpoint of wiring cost, weight, wiring space, power loss, and the like. In other words, it is possible to freely determine the arrangement of the on-vehicle charger and the quick charging plug on the assumption that the wiring length associated with the charging of the power storage modules 10a and 10b is shortened.

  (2) Unlike the case of FIG. 16A, in addition to the entire charging of the power storage modules 10a and 10b, each of the power storage modules 10a and 10b can be charged in a divided manner (in other words, selectively). Thereby, variation in the charging rate (SOC) of each power storage module 10a, 10b can be reduced, and it becomes possible to improve the capacity of the battery as a whole, or prevent damage or deterioration of each power storage module 10a, 10b. .

  Note that the overall charging mode in FIG. 3 and the split charging mode in FIGS. 5 and 6 can be used in appropriate combination. As an example of the typical usage, first, charging is performed using the entire charging mode, and after reaching a predetermined condition, charging is performed using the split charging mode so that the charging rate (SOC) becomes uniform. Such a method is mentioned.

  (3) In addition to the overall charging mode, also in the split charging mode, the wiring length associated with the charging described in (1) above is reduced, and the degree of freedom associated with the placement of the in-vehicle charger and the quick charging plug is improved. The effect is obtained. For example, even when one end of the switch SW3a is connected to the electrode N1 instead of the wiring path 14 in FIG. 1 or when one end of the switch SW3b is connected to the electrode N1 instead of the wiring path 14 in FIG. It is possible to perform split charging (and overall charging) of the modules 10a and 10b. However, in this case, the same problem as in the case of FIGS. 16A and 16B described above may occur along with the wiring for the electrode N1. Therefore, as shown in FIGS. 1 and 7, one end of the switch SW3a in FIG. 1 and one end of the switch SW3b in FIG. 7 are configured to be connected to the electrode N1 via the switch SW1, and the switch SW1 is changed as shown in FIG. It would be beneficial to build a split charging path through.

  Although FIG. 2A shows the normal charging plug 21 and FIG. 2B shows the quick charging plug 23, there are electric vehicles and plug-in hybrid vehicles having both plugs. . In this case, by using the vehicular power supply device of the present embodiment, the positions of both plugs can be freely determined individually, and the wiring length associated with overall charging or split charging can be shortened. .

(Embodiment 2)
<< Mounting form of vehicle power supply (main part) >>
FIG. 8 is a diagram showing an example of a mounting form of the main part of the vehicle power supply device according to Embodiment 2 of the present invention. FIG. 8 shows an example of a detailed mounting form of the configuration example of FIG. The vehicle power supply device of FIG. 8 includes an inverter (INV) 11, a battery pack [1] 30a, a charging unit 31a, a battery pack [2] 32a, and a switch control unit 34. It has a configuration mounted on.

  The inverter (INV) 11 includes external terminals (first and second terminals) Pi1 and Pi2. The battery pack [1] 30a is a component unit including external terminals Pb11 to Pb14, and includes the power storage module 10a and switches SW1 and SW5 shown in FIG. The external terminal Pb11 is connected to the electrode (here, the positive electrode) N1 of the power storage module 10a via the switch SW5. The external terminal Pb13 is connected to the electrode (here, the negative electrode) N2 of the power storage module 10a. The external terminals Pb12 and Pb14 are commonly connected internally, and the common node becomes a part of the wiring path 14 in FIG.

  The charging unit 31a is a component unit having external terminals Pc11 to Pc15, and is added to the switches SW2, SW3a, SW3b, SW4a, SW4b and the AC / DC converter (on-vehicle charger) 20 shown in FIG. The switch SW6 is included inside. The external terminal Pc11 is connected to one end of the switch SW2, and the external terminal Pc13 is connected to the other end of the switch SW2. Here, the charging node Vc1 is a positive output node of the AC / DC converter 20, and the charging node Vc2 is a negative output node of the AC / DC converter 20.

  The external terminals Pc12 and Pc14 are commonly connected internally, and the common node becomes a part of the wiring path 14 in FIG. The switch SW6 is inserted on the wiring path 14 between the external terminals Pc12 and Pc14. The switches SW3a and SW4b are connected to both ends of the switch SW6. The external terminal Pc15 is connected to the AC input node of the AC / DC converter 20.

  The battery pack [2] 32a is a component unit including external terminals Pb21 and Pb22. In addition to the power storage module 10b shown in FIG. 2A, the battery pack [2] 32a includes a switch SW7, a main switch SWm, and a precharge relay circuit. 33 and a service plug SP are included therein. The external terminal Pb21 is connected to one end of the switch SW7, and the other end of the switch SW7 is connected to the electrode N3 (here, the positive electrode) of the power storage module 10b. That is, the path between the external terminal Pb21 and the electrode N3 constitutes a part of the wiring path 13 in FIG. 2A, and the switch SW7 is inserted on the wiring path 13.

  The external terminal Pb22 is connected to one end of the main switch SWm or the precharge relay circuit 33. The service plug SP connects the main switch SWm or the other end of the precharge relay circuit 33 to the electrode N4 (here, the negative electrode) of the power storage module 10b. That is, the path between the electrode N4 and the external terminal Pb22 forms part of the wiring path 14 in FIG. 2A, and the service plug SP, the main switch SWm, and the precharge relay circuit 33 are connected to the wiring path 14. Inserted above.

  The precharge relay circuit 33 is a series circuit including a precharge switch SWp and a resistor Rp, and is configured to be connected in parallel to the main switch SWm. For example, when the main switch SWm is controlled from off to on in order to start power supply from the power storage modules 10a and 10b to the inverter (INV) 11, a large current instantaneously flows through the contact of the main switch SWm and is damaged. There are cases like this. Therefore, the precharge relay circuit 33 first controls the precharge switch SWp to turn on to first energize the circuit through the resistor Rp connected in series to suppress an instantaneous large current, and then The main switch SWm is controlled from off to on.

  In the vehicle power supply device, for example, switches are usually provided at various locations so that safety can be maintained even when any of the switches is damaged (for example, fixed to ON). As an example, in FIG. 8, a switch SW6 and a switch SW7 are provided. The switch (second switch) SW2 may also be provided from such a viewpoint of safety. In this case, the switch SW2 provided from the viewpoint of safety is diverted to charge nodes Vc1, Vc2. It is also possible to be a connection destination.

  When the switch SW6 as shown in FIG. 8 is provided, the switch SW2 is turned off and the switch SW6 is turned on or the switch SW2 is turned on and the switch SW6 is turned off in the overall charging mode of FIG. Is possible. The former corresponds to a circuit configuration similar to that in FIG. 1, and the latter corresponds to a circuit configuration similar to that in FIG. The switch SW5 is provided to control the attachment / detachment of the inverter (INV) 11 in addition to the above-described safety viewpoint.

  The service plug SP is a plug (switch) that is manually opened when a maintenance worker or the like performs maintenance or the like of the vehicle power supply device. When the service plug SP is opened, the internal switches SW1, SW2, SW3a, SW3b, SW4a, SW4b, SW5 to SW7, SWm, and SWp are automatically opened to ensure safety. Each of the switches SW1, SW2, SW3a, SW3b, SW4a, SW4b, SW5 to SW7, SWm, SWp is constituted by a relay using an electromagnet, for example. Each of the power storage modules 10a and 10b is constituted by a plurality of battery cells connected in series as described in the first embodiment.

  The vehicle power supply device of FIG. 8 is assembled by appropriately connecting the above-described component units (that is, the inverter (INV) 11, the battery pack [1] 30a, the charging unit 31a, and the battery pack [2] 32a) by external wiring. It is done. Specifically, the external terminals Pi1 and Pi2 of the inverter (INV) 11 are connected to the external terminals Pb11 and Pb12 of the battery pack [1] 30a, respectively. External terminals Pb13 and Pb14 of battery pack [1] 30a are connected to external terminals Pc11 and Pc12 of charging unit 31a, respectively. The external terminals Pc13 and Pc14 of the charging unit 31a are connected to the external terminals Pb21 and Pb22 of the battery pack [2] 32a, respectively. The external terminal Pc15 of the charging unit 31a is connected to the normal charging plug 21.

  As in the case of FIGS. 3 to 6, the switch control unit 34 switches each of the switches SW1, SW2, SW3a, SW3b according to the whole charge mode, the split charge mode ([1] or [2]), or the power supply mode. , SW4a, SW4b, SW5 to SW7, SWm, SWp are controlled. In the split charging mode ([1] or [2]), the switch SW6 may be on, but it is more desirable to be controlled off in order to completely disconnect the power storage modules 10a and 10b.

  For example, the switch control unit 34 may be configured by one component, or may be configured by being divided into a plurality of component units as internal components for each of the battery packs 30a and 32a and the charging unit 31a. When the configuration is divided, for example, the switch control unit in the battery pack [1] 30a controls on / off of the switches SW1 and SW3.

  Although not shown, actually, each of the battery packs 30a and 32a and the charging unit 31a includes an external terminal for a control signal in addition to the above-described external terminal for a power supply. For example, when the switch control unit 34 is configured by a single component, the switch control unit controls each switch in the battery packs 30a and 32a and the charging unit 31a via an external terminal for a control signal. On the other hand, when the switch control unit 34 is divided and configured, the switch control unit in each component unit can be set to the full charge mode, the split charge mode ([1] or [2]) or the charge mode via the control signal external terminal. In response to a command indicating a power supply mode or the like, the corresponding switch is controlled in accordance with each command.

  Each of FIG. 9 to FIG. 11 is a diagram illustrating an example of an implementation different from FIG. The vehicle power supply device shown in FIG. 9 differs from the configuration in FIG. 8 in the configuration in the charging unit 31b and the configuration in the battery pack [2] 32b. In FIG. 9, only the AC / DC converter 20 is included in the charging unit 31b from the charging unit 31a and the battery pack [2] 32a in FIG. 8, and the remaining components are included in the battery pack [2] 32b. It has a configuration. With this change in the component unit framework, the switch SW2 and the switch SW7 are provided on the same wiring path 13 in the same component unit. Therefore, the switch SW7 is deleted from the viewpoint of reducing the number of components. ing. Similarly, from the viewpoint of reducing the number of parts, the main switch SWm and the precharge relay circuit 33 are arranged at the position of the switch SW6 in FIG.

  Further, in FIG. 9, the form of the external terminal is different from that in FIG. 8 due to the change in the framework of the component unit described above. The battery pack [2] 32b shown in FIG. 9 includes external terminals Pb31, Pb32, Pb33, and Pb44. The external terminals Pb31 and Pb32 are terminals respectively corresponding to the external terminals Pc11 and Pc12 of FIG. 8, and are connected to the external terminals Pb13 and Pb14 of the battery pack [1] 30a, respectively. External terminals Pb33 and Pb44 are provided at the positions of charging nodes Vc1 and Vc2 in FIG. In FIG. 9, the external terminals Pc13, Pc14, Pb21, and Pb22 in FIG. 8 are deleted.

  The charging unit 31b shown in FIG. 9 includes external terminals Pc15 to Pc17. The external terminal Pc15 is connected to the normal charging plug 21 as in the case of FIG. The external terminals Pc16 and Pc17 are provided at the positions of the charging nodes Vc1 and Vc2 in FIG. 8, respectively, and are connected to the external terminals Pb33 and Pb44 of the battery pack [2] 32b described above. Further, the switch control unit 34 in FIG. 9 controls on / off of the switches SW1, SW2, SW3a, SW3b, SW4a, SW4b, SW5, SWm, and SWp.

  The vehicle power supply device shown in FIG. 10 differs from FIG. 8 in the arrangement of the main switch SWm and the precharge relay circuit 33. The main switch SWm and the precharge relay circuit 33 are inserted on the wiring path 14 in the battery pack [2] 32a in FIG. 8, but in FIG. 10, on the wiring path 14 in the battery pack [1] 30a. Has been inserted. Here, it is inserted on the wiring path 14 between one end of the switch SW1 and the external terminal Pb12.

  The vehicle power supply device shown in FIG. 11 is different from FIG. 9 in that the arrangement of the main switch SWm and the precharge relay circuit 33 in the battery pack [2] 32b is changed to the same position as in FIG. Yes. Accordingly, in FIG. 11, the switch SW6 is provided at the position of the main switch SWm and the precharge relay circuit 33 in FIG. The switch control unit 34 in FIG. 11 controls on / off of the switches SW1, SW2, SW3a, SW3b, SW4a, SW4b, SW5, SW6, SWm, and SWp.

  Which mounting form in FIGS. 8 to 11 is used may be appropriately determined according to the specifications of the mounted vehicle. Of course, the present invention is not necessarily limited to the mounting forms shown in FIGS. 8 to 11, and it is possible to add / delete / move components as needed, or to further change the framework of the component units. is there.

《Layout configuration of power supply for vehicle (main part)》
FIG. 12 is a plan view showing a schematic layout configuration example on the vehicle in the vehicle power supply device of FIG. 8 or FIG. 10. In FIG. 12, an inverter (INV) 11 and a motor (M) 40 driven by the inverter (INV) 11 are arranged in an engine room (or motor room) 41 a located in the front part on the vehicle 15. . A charging unit 31a and a battery pack [2] 32a are arranged in a luggage compartment 43a in the passenger compartment located at the rear portion on the vehicle 15. In addition, a battery pack [1] 30a is disposed under the floor 42a outside the passenger compartment located at an intermediate portion between the front portion and the rear portion.

  In this example, the battery pack [1] 30a is not disposed in the vehicle interior but in the under floor 42a outside the vehicle interior from the viewpoint of safety. The charging unit 31a is arranged in a luggage compartment 43a in the vehicle compartment that can easily secure an empty space and can suppress the temperature by air cooling. In addition, by arranging the charging unit 31a in the luggage compartment 43a in the passenger compartment, for example, when the ordinary charging plug 21 is arranged at the same position as the conventional gasoline filling port, the charging unit 31a and the ordinary charging plug 21 are arranged. Can be connected with a short wiring.

  As can be seen from FIG. 12, by using the vehicle power supply device according to the present embodiment, unlike the case of FIG. 16B described above, a long external wiring (see FIG. 16) between the charging unit 31a and its connection destination. The external wiring 53) of (b) becomes unnecessary, and various beneficial effects as described in the first embodiment can be obtained. Further, as shown in FIG. 12, when the battery pack [1] 30a and the battery pack [2] 32a are arranged in different environments (for example, one is arranged outside the vehicle interior and the other is arranged in the vehicle interior), Deterioration conditions and the like may be greatly different, and variation in the charging rate (SOC) is likely to occur. When the vehicle power supply device according to the present embodiment is used, split charging can be performed, so that such variation in the charging rate (SOC) can be reduced. In the example of FIG. 12, the battery pack [1] 30a has more battery cells than the battery pack [2] 32a.

  FIG. 13 is a plan view showing a schematic layout configuration example different from FIG. 12 on the vehicle in the vehicle power supply device of FIG. 8 or FIG. In FIG. 13, unlike FIG. 12, the battery pack [1] 30a and the charging unit 31a are arranged under the floor 42b outside the vehicle compartment, and the battery pack [2] 32a is arranged in the luggage compartment 43b inside the vehicle compartment. Depending on the type of vehicle, it may be easy to secure an empty space under the floor 42b outside the passenger compartment, and sufficient air cooling may be performed. In such a case, an arrangement as shown in FIG. 13 may be used.

  FIG. 14 is a plan view showing a schematic layout configuration example on the vehicle in the vehicle power supply device of FIG. 9 or FIG. 11. In FIG. 14, as in FIG. 12, the battery pack [1] 30a is arranged under the floor 42c outside the vehicle compartment, and the charging unit 31b and the battery pack [2] 32b are arranged in the cargo compartment 43c inside the vehicle compartment. The However, in the example of FIG. 12, the charging unit 31a is connected to both the battery pack [1] 30a and the battery pack [2] 32a, whereas in the example of FIG. 14, the battery pack [1] 30a is a battery. The pack [2] 32b is connected, and the charging unit 31b is connected to the battery pack [2] 32b.

  FIG. 15 is a plan view showing a schematic layout configuration example different from FIG. 14 on the vehicle in the vehicle power supply device of FIG. 9 or FIG. 11. In FIG. 15, unlike FIG. 14, the battery pack [1] 30a and the charging unit 31b are arranged under the floor 42d outside the vehicle compartment, and the battery pack [2] 32b is arranged in the cargo compartment 43d inside the vehicle compartment. Depending on the type of vehicle, it may be easy to secure an empty space under the floor 42d outside the passenger compartment, and sufficient air cooling may be performed. In such a case, an arrangement as shown in FIG. 15 may be used.

  Even when any of the arrangements of FIGS. 12 to 15 is used, since the connection destination of the AC / DC converter (on-vehicle charger) 20 can be freely determined by using the vehicle power supply device according to the present embodiment, charging ( It is possible to easily shorten the wiring length associated with overall charging and split charging.

  As mentioned above, the invention made by the present inventor has been specifically described based on the embodiments. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the invention. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. . In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  For example, here, the case where the power storage modules 10a and 10b are mainly distributed and arranged at distant locations has been described as a useful application example, but the present invention is not necessarily limited to such a situation. In some cases, a large number of battery cells connected in series are arranged in one place, and the present invention can also be applied to a case where it is desired to perform overall charging and split charging from a position between the many battery cells.

10a, 10b Power storage module 11 Inverter 12-14 Wiring path 15 Vehicle 20 AC / DC converter (on-vehicle charger)
25, 27, 29 Charging current 41a Engine room (motor room)
42a to 42e Under floor outside the passenger compartment 43a to 43e Car compartment in the passenger compartment N1 to N4 Electrodes Pi1, Pi2 External terminals SW1, SW2, SW3a, SW3b, SW4a, SW4b Switches Vc1, Vc2 Charging nodes

Claims (6)

First and second terminals for supplying power to the inverter;
A first power storage module having first and second electrodes;
A second power storage module used in series with the first power storage module and having third and fourth electrodes;
First and second charging nodes for charging the first and second power storage modules;
A first wiring path connecting the first electrode and the first terminal;
A second wiring path connecting the second electrode and the third electrode;
A third wiring path connecting the fourth electrode and the second terminal;
A first switch connecting the first wiring path and the third wiring path;
A second switch inserted on the second wiring path;
A third A switch connecting the first charging node and the third wiring path;
A third B switch connecting the second charging node and a node on the second electrode side of the second switch;
A 4A switch connecting the first charging node and a node on the third electrode side of the second switch;
A 4B switch connecting the second charging node and the third wiring path;
A vehicle power supply device. The vehicle power supply device according to claim 1,
Furthermore, the vehicle power supply apparatus which has a vehicle-mounted charger connected to the said 1st and 2nd charging node and converting the alternating current power supply from the outside into a direct current power supply. The vehicle power supply device according to claim 2,
The inverter is arranged at the front part on the vehicle,
The second power storage module is disposed at a rear portion on the vehicle,
The first power storage module is disposed in an intermediate part between the front part and the rear part,
The on-vehicle charger is a vehicle power supply device disposed at the rear portion. The vehicle power supply device according to claim 2,
The on-vehicle charger operates in any of the first to third charging modes,
In the first charging mode, the first and second power storage modules are charged in series with the first, third B and 4A switches on, and the second, third A and fourth B switches off.
In the second charging mode, the first power storage module is charged with the first, third A and 3B switches turned on, and the second, fourth A and fourth B switches turned off,
In the third charging mode, the vehicle power supply device charges the second power storage module with the fourth A and fourth B switches turned on and the first, second, third A and third B switches turned off. First and second terminals for supplying power to the inverter;
A first power storage module having first and second electrodes;
A second power storage module used in series with the first power storage module and having third and fourth electrodes;
First and second charging nodes for charging the first and second power storage modules;
A first wiring path connecting the first electrode and the first terminal;
A second wiring path connecting the second electrode and the third electrode;
A third wiring path connecting the fourth electrode and the second terminal;
A first switch connecting the first wiring path and the third wiring path;
A second switch inserted on the third wiring path;
A third A switch connecting the second charging node and the second wiring path;
A third B switch connecting the first charging node and a node on the second terminal side of the second switch;
A 4A switch for connecting the second charging node and a node on the fourth electrode side of the second switch;
A 4B switch connecting the first charging node and the second wiring path;
A vehicle power supply device. The vehicle power supply device according to claim 5,
Furthermore, the vehicle power supply apparatus which has a vehicle-mounted charger connected to the said 1st and 2nd charging node and converting the alternating current power supply from the outside into a direct current power supply.

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