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WO2014115209A1 - Système d'alimentation électrique pour véhicule - Google Patents

Système d'alimentation électrique pour véhicule Download PDF

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Publication number
WO2014115209A1
WO2014115209A1 PCT/JP2013/006899 JP2013006899W WO2014115209A1 WO 2014115209 A1 WO2014115209 A1 WO 2014115209A1 JP 2013006899 W JP2013006899 W JP 2013006899W WO 2014115209 A1 WO2014115209 A1 WO 2014115209A1
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WIPO (PCT)
Prior art keywords
battery
charging
state
storage device
power storage
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.)
Ceased
Application number
PCT/JP2013/006899
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English (en)
Inventor
Noritake Mitsutani
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of WO2014115209A1 publication Critical patent/WO2014115209A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from AC mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/526—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a power supply system for a vehicle.
  • the present invention relates to a power supply system for a vehicle that has a plurality of power storage devices mounted thereon and is configured to be capable of receiving electric power from outside the vehicle and charging the power storage devices.
  • Japanese Patent Laying-Open No. 2011-199934 discloses a power supply device including: a first secondary battery that can be charged by using an external power supply; a second secondary battery connected in parallel with the first secondary battery; and a boost converter connected between the first secondary battery and the second secondary battery, for changing electric power supplied from the second secondary battery to a motor generator in accordance with required electric power of the motor generator.
  • An object of the present invention is to provide a power supply system for a vehicle capable of appropriately performing charging of power storage devices and driving of an auxiliary load.
  • the present invention is directed to a power supply system for a vehicle, including: a first power storage device; a second power storage device; a charging device receiving electric power from outside the vehicle and charging the second power storage device; an auxiliary load circuit using electric power of the first power storage device; a voltage converting circuit configured to be capable of supplying, to the first power storage device, a part of the electric power with which the charging device charges the second power storage device; and a control device controlling the charging device and the voltage converting circuit such that a state of charge of the first power storage device is maintained at a target value, when the auxiliary load circuit is operated in a case where the charging device charges the second power storage device.
  • the control device controls the voltage converting circuit and causes the first power storage device to be charged within a range of outputtable power of the charging device, when the state of charge of the first power storage device becomes lower than a prescribed value.
  • the control device controls the voltage converting circuit such that a part of output power of the charging device is supplied to the first power storage device and the second power storage device is charged, when a state of charge of the second power storage device is higher than a prescribed threshold value, and the control device controls the voltage converting circuit such that the output power of the charging device is supplied to the first power storage device and the second power storage device is not charged, when the state of charge of the second power storage device is lower than the prescribed threshold value.
  • the control device controls the voltage converting circuit such that a part of output power of the charging device is supplied to the first power storage device and the second power storage device is charged, when the state of charge of the first power storage device is higher than a first threshold value, and the control device controls the voltage converting circuit such that the output power of the charging device is supplied to the first power storage device and the second power storage device is not charged, when the state of charge of the first power storage device is lower than the first threshold value.
  • the control device controls the voltage converting circuit such that the output power of the charging device is supplied to the first power storage device and the second power storage device is not charged, when the state of charge of the first power storage device is higher than a second threshold value smaller than the first threshold value, and the control device controls the voltage converting circuit such that a part of the output power of the charging device is supplied to the first power storage device and the second power storage device is charged, when the state of charge of the first power storage device is lower than the second threshold value.
  • charging of the power storage devices and driving of the auxiliary load can be appropriately performed during charging of the power storage devices of the vehicle.
  • Fig. 1 is an overall block diagram of a vehicle.
  • Fig. 2 is a diagram showing a connection relationship between a charging device 450 and each component and its surroundings of an auxiliary machinery driving device 800.
  • Fig. 3 is a flowchart for describing control of charging device 450 executed by a control device 100.
  • Fig. 4 is a flowchart for describing control of a converter 10 executed by control device 100.
  • Fig. 5 is an operation waveform diagram for describing one example of a state in which the controls in Figs. 3 and 4 have been executed.
  • Fig. 6 is a state transition diagram for describing control executed in a second embodiment.
  • Fig. 7 is a diagram for describing each of states B1, B2 and B2L in the second embodiment.
  • Fig. 8 is a state transition diagram for describing control executed in a third embodiment.
  • Fig. 9 is a flowchart for describing conditions for state transition between a state ST206 and a state ST208 when remote air conditioning
  • Fig. 1 is an overall block diagram of a vehicle.
  • a hybrid vehicle including an engine and a motor generator as driving sources is described as one example of the vehicle in the present embodiment.
  • the vehicle in the present embodiment is not particularly limited to the hybrid vehicle including the engine and the motor generator as the driving sources, and may be an electric powered vehicle including only a motor generator as a driving source, for example.
  • a hybrid vehicle in the following description, simply referred to as “vehicle” 1 includes an engine 2, a first motor generator (hereinafter referred to as “first MG”) 3, a power split device 4, a second motor generator (hereinafter referred to as “second MG”) 5, a wheel 6, an inverter 8, a converter 10 (in the figure, may also be referred to as “boost converter”), a first battery 50, a first system main relay (hereinafter referred to as “first SMR”) 52, an auxiliary machinery driving device 800, a second battery 60, a second system main relay (hereinafter referred to as “second SMR”) 62, a charging relay (hereinafter referred to as "CHR”) 72, a control device 100, current sensors 302, 452, 502, and 602, voltage sensors 304, 306, 454, 504, and 604, a charging device 450, capacitors C1 and C2, a diode D3, positive electrode lines PL1, PL2, PL3, and
  • a power supply device of vehicle 1 is configured to include converter 10, first battery 50, second battery 60, control device 100, and charging device 450.
  • Vehicle 1 travels by using engine 2 and second MG 5 as power sources.
  • Power split device 4 is coupled to engine 2, first MG 3 and second MG 5, and divides motive power thereamong.
  • Power split device 4 is configured to include a planetary gear mechanism having three rotation shafts of a sun gear, a carrier and a ring gear, for example. These three rotation shafts are connected to rotation shafts of engine 2, first MG 3 and second MG 5, respectively.
  • a rotor of first MG 3 is formed to be hollow to allow a crankshaft of engine 2 to pass through the center of the hollow rotor, and thereby, engine 2, first MG 3 and second MG 5 can be mechanically connected to power split device 4.
  • the rotation shaft of second MG 5 is coupled to wheel 6 by a not-shown deceleration gear or differential gear.
  • First MG 3 operates as a generator driven by engine 2, and operates as a motor that can start up engine 2.
  • Second MG 5 operates mainly as a motor that drives wheel 6.
  • Alone or together with second MG 5, engine 2 can cause vehicle 1 to travel by burning fuel such as gasoline.
  • first battery 50 and second battery 60 is a rechargeable power storage device and is configured to include a secondary battery such as, for example, a nickel-metal hydride battery or a lithium ion battery.
  • a capacitor of large capacitance may be used.
  • First battery 50 supplies electric power to converter 10 when vehicle 1 is driven. During electric power regeneration, electric power is supplied from converter 10 to first battery 50 to charge first battery 50.
  • First battery 50 and converter 10 are connected by positive electrode line PL1 and negative electrode line NL1.
  • One end of positive electrode line PL1 is connected to a positive electrode terminal of first battery 50, and one end of negative electrode line NL1 is connected to a negative electrode terminal of first battery 50.
  • the other end of positive electrode line PL1 is connected to converter 10.
  • the other end of negative electrode line NL1 is connected to inverter 8 via converter 10.
  • First SMR 52 is provided at a prescribed position on positive electrode line PL1 and negative electrode line NL1 between first battery 50 and converter 10.
  • first SMR 52 switches a state between first battery 50 and converter 10 from one of the conduction state (ON state) and the non-conduction state (OFF state) to the other.
  • first SMR 52 When first SMR 52 is turned on, transmission and reception of the electric power between first battery 50 and converter 10 via positive electrode line PL1 and negative electrode line NL1 become possible.
  • First SMR 52 includes a first SMRB 54, a first SMRP 56, a first SMRG 58, and a limiting resistor RA.
  • First SMRB 54 is provided on positive electrode line PL1 and switches a state of positive electrode line PL1 from at least one of the conduction state and the non-conduction state to the other.
  • First SMRG 58 is provided on negative electrode line NL1 and switches a state of negative electrode line NL1 from at least one of the conduction state and the non-conduction state to the other.
  • First SMRP 56 is serially connected to limiting resistor RA.
  • First SMRP 56 and limiting resistor RA are connected to negative electrode line NL1 in parallel with first SMRG 58.
  • each of first SMRB 54 and first SMRP 56 is first switched from the OFF state to the ON state in order to prevent occurrence of adhesion in the components of first SMR 52 due to a large current flowing immediately after first SMR 52 is turned on.
  • an output current from first battery 50 to converter 10 is generated.
  • excessive output current is suppressed by limiting resistor RA serially connected to first SMRP 56. Therefore, a voltage VL rises gradually.
  • voltage VL rises to become substantially equal to a voltage of first battery 50 first SMRP 56 is switched to the OFF state and first SMRG 58 is switched to the ON state.
  • each of first SMRB 54 and first SMRG 58 is switched from the ON state to the OFF state.
  • Second battery 60 is connected to an electric load (inverter 8, first MG 3 and second MG 5) in parallel with converter 10.
  • the electric load and converter 10 are connected by positive electrode line PL2 and negative electrode line NL1.
  • One end of positive electrode line PL3 is connected to a positive electrode terminal of second battery 60.
  • One end of negative electrode line NL2 is connected to a negative electrode terminal of second battery 60.
  • the other end of positive electrode line PL3 is connected to a first connection node NA located on positive electrode line PL2.
  • the other end of negative electrode line NL2 is connected to a second connection node NB located on negative electrode line NL1.
  • Second SMR 62 is provided at a prescribed position on positive electrode line PL3 and negative electrode line NL2.
  • second SMR 62 switches a state between second battery 60 and first and second connection nodes NA and NB from one of the conduction state (ON state) and the non-conduction state (OFF state) to the other.
  • second SMR 62 when second SMR 62 is turned off, second battery 60 is disconnected from first connection node NA and second connection node NB, and thus, transmission and reception of the electric power between second battery 60 and first and second connection nodes NA and NB become impossible.
  • Second SMR 62 includes a second SMRB 64 and a second SMRG 66.
  • Second SMRB 64 is provided on positive electrode line PL3 and switches a state of positive electrode line PL3 from at least one of the conduction state and the non-conduction state to the other.
  • Second SMRG 66 is provided on negative electrode line NL2 and switches a state of negative electrode line NL2 from at least one of the conduction state and the non-conduction state to the other.
  • both of second SMRB 64 and second SMRG 66 are switched to the ON state.
  • both of second SMRB 64 and second SMRG 66 are switched to the OFF state.
  • Diode D3 is provided between first connection node NA and second SMRB 64. An anode of diode D3 is connected to second SMRB 64. A cathode of diode D3 is connected to first connection node NA. Diode D3 suppresses electric power supply from the converter 10 or electric load (inverter 8 and second MG 5) side to second battery 60.
  • Dischargeable capacities of first battery 50 and second battery 60 are set such that the maximum power allowed in the electric load (inverter 8 and second MG 5) can be outputted by the simultaneous use of first battery 50 and second battery 60, for example.
  • vehicle 1 can travel with the maximum power during EV (Electric Vehicle) traveling in which engine 2 is not used.
  • EV Electric Vehicle
  • first battery 50 is preferably a high output-type battery having an output density higher than that of second battery 60.
  • second battery 60 is preferably a high capacity-type battery having a capacity density higher than that of first battery 50.
  • second battery 60 is preferably a power storage device having a voltage higher than that of first battery 50.
  • converter 10 Based on a command signal received from an MG-ECU 300, converter 10 boosts a voltage level of the electric power supplied from first battery 50 to a target level, and outputs the voltage boosted to the target level to positive electrode line PL2. In addition, based on a command signal received from MG-ECU 300, converter 10 steps down a voltage level of the regenerative power supplied from inverter 8 via positive electrode line PL2 or the charging power supplied from second battery 60 or charging device 450 via positive electrode lines PL3 and PL2, to a voltage level of first battery 50, and charges first battery 50. Furthermore, upon receiving a command signal indicating stop of operation from MG-ECU 300, converter 10 stops the switching operation. Furthermore, upon receiving a command signal for turning on an upper arm (Q1) from MG-ECU 300, converter 10 fixes the upper arm (Q1) included in converter 10 to the ON state and a lower arm (Q2) included in converter 10 to the OFF state.
  • Converter 10 includes power semiconductor switching elements (in the following description, simply referred to as “switching element") Q1 and Q2, diodes D1 and D2, and a reactor L1.
  • an IGBT Insulated Gate Bipolar Transistor
  • Any switching elements are, however, applicable as long as ON/OFF control can be executed in accordance with a command signal.
  • an MOSFET Metal Oxide Semiconductor Field Effect Transistor
  • a bipolar transistor or the like is also applicable.
  • Switching elements Q1 and Q2 are serially connected between positive electrode line PL2 and negative electrode line NL1. Diodes D1 and D2 are connected in antiparallel with switching elements Q1 and Q2, respectively.
  • One end of reactor L1 is connected to a connection node connecting switching elements Q1 and Q2, and the other end thereof is connected to positive electrode line PL1.
  • Switching element Q1 corresponds to the upper arm of converter 10, and switching element Q2 corresponds to the lower arm of converter 10.
  • Converter 10 is configured to include a chopper circuit. Based on a command signal received from MG-ECU 300, converter 10 boosts a voltage of positive electrode line PL1 by using reactor L1, and outputs the boosted voltage to positive electrode line PL2.
  • MG-ECU 300 controls a boost ratio of the output voltage from first battery 50 by controlling a ratio between the ON period and the OFF period (duty) of switching element Q1 and/or switching element Q2.
  • converter 10 steps down a voltage of positive electrode line PL2, and outputs the stepped-down voltage to positive electrode line PL1.
  • MG-ECU 300 controls a step-down ratio of the voltage of positive electrode line PL2 by controlling a ratio between the ON period and the OFF period (duty) of switching element Q1 and/or switching element Q2.
  • Capacitor C1 is connected between positive electrode line PL2 and negative electrode line NL1, and smoothes voltage fluctuations between positive electrode line PL2 and negative electrode line NL1.
  • Capacitor C2 is connected between positive electrode line PL1 and negative electrode line NL1, and smoothes voltage fluctuations between positive electrode line PL1 and negative electrode line NL1.
  • inverter 8 converts a DC voltage from positive electrode line PL2 into a three-phase AC voltage based on a command signal received from MG-ECU 300, and outputs the converted AC voltage to first MG 3.
  • inverter 8 converts a three-phase AC voltage generated by first MG 3 by using the motive power of engine 2 into a DC voltage based on a command signal received from MG-ECU 300, and outputs the converted DC voltage to positive electrode line PL2.
  • inverter 8 converts a DC voltage from positive electrode line PL2 into a three-phase AC voltage based on a command signal received from MG-ECU 300, and outputs the converted AC voltage to second MG 5.
  • inverter 8 converts a three-phase AC voltage generated by second MG 5 by using the rotational force inputted from wheel 6 into a DC voltage based on a command signal received from MG-ECU 300, and outputs the converted DC voltage to positive electrode line PL2.
  • Each of first MG 3 and second MG 5 is a three-phase AC rotating electric machine and is formed by, for example, a three-phase AC synchronous motor generator.
  • First MG 3 outputs the three-phase AC voltage generated by using the motive power of engine 2 to inverter 8.
  • First MG 3 is also driven by inverter 8 when engine 2 is started up, and cranks engine 2.
  • Second MG 5 is driven by inverter 8 and generates the driving force for driving vehicle 1. Second MG 5 also outputs the three-phase AC voltage generated by using the rotational force received from wheel 6 to inverter 8 during regenerative braking of vehicle 1.
  • Current sensor 302 detects a current IL flowing through reactor L1 of converter 10, and outputs current IL to MG-ECU 300.
  • Voltage sensor 304 detects voltage VL across capacitor C2, and outputs voltage VL to MG-ECU 300.
  • Voltage sensor 306 detects a voltage VH across capacitor C1, and outputs voltage VH to MG-ECU 300.
  • Current sensor 452 detects a current Ichg flowing through positive electrode line PL4, and outputs current Ichg to charging device 450.
  • Voltage sensor 454 detects a voltage Vchg between positive electrode line PL4 and negative electrode line NL3, and outputs voltage Vchg to charging device 450.
  • Voltage sensor 458 detects an AC voltage VAC inputted to charging device 450, and outputs AC voltage VAC to charging device 450.
  • Charging device 450 outputs the received detection results to control device 100. Instead of charging device 450, current sensor 452 and voltage sensors 454 and 458 may directly output the detection results to control device 100.
  • Current sensor 502 detects a current IB1 flowing through positive electrode line PL1, and outputs current IB1 to a B1 monitoring unit 500.
  • Voltage sensor 504 detects a voltage VB1 of first battery 50, and outputs voltage VB1 to B1 monitoring unit 500.
  • Current sensor 602 detects a current IB2 flowing through positive electrode line PL3, and outputs current IB2 to a B2 monitoring unit 600.
  • Voltage sensor 604 detects a voltage VB2 of second battery 60, and outputs voltage VB2 to B2 monitoring unit 600.
  • Auxiliary machinery driving device 800 is connected to positive electrode line PL1 and negative electrode line NL1.
  • Auxiliary machinery driving device 800 includes an air conditioner, a DC/DC converter, an auxiliary battery, and an auxiliary load shown in Fig. 2 later.
  • the DC/DC converter steps down a DC voltage of positive electrode line PL1 and charges the auxiliary battery.
  • the auxiliary battery supplies the electric power to the auxiliary load mounted on vehicle 1.
  • the auxiliary load is, for example, a headlight, a watch, an audio device, various ECUs or the like, although the type of the auxiliary load is not limited.
  • the auxiliary battery is a rechargeable power storage device and is, for example, a lead storage battery.
  • Charging device 450 is connected to converter 10 in parallel with second battery 60.
  • One end of positive electrode line PL4 is connected to a positive electrode terminal of charging device 450.
  • One end of negative electrode line NL3 is connected to a negative electrode terminal of charging device 450.
  • the other end of positive electrode line PL4 is connected to a third connection node NC located on positive electrode line PL3.
  • the other end of negative electrode line NL3 is connected to a fourth connection node ND located on negative electrode line NL2.
  • charging device 450 charges at least one of first battery 50 and second battery 60 with the electric power supplied from a power supply (in the following description, referred to as "external power supply") 710 external to vehicle 1, or stops this charging.
  • a power supply in the following description, referred to as "external power supply” 710 external to vehicle 1, or stops this charging.
  • An inlet 456 is connected to charging device 450.
  • Inlet 456 is provided at vehicle 1 and has a shape that is connectable to a connector 702 provided at one end of a charging cable 700.
  • a plug 706 is provided at the other end of charging cable 700.
  • Plug 706 is connected to a wall outlet 708 provided at external power supply 710.
  • External power supply 710 is, for example, an AC power supply.
  • the AC power supply is, for example, a commercial power supply supplied from an electric power company to a household.
  • inlet 456 When inlet 456 is connected to external power supply 710 by charging cable 700, the AC power of external power supply 710 can be supplied to charging device 450.
  • the AC power supplied from external power supply 710 is converted into the DC power by charging device 450, and is outputted to positive electrode line PL4 and negative electrode line NL3.
  • a switch is provided in connector 702.
  • the switch When connector 702 is connected to inlet 456, the switch is closed. At this time, a signal indicating that the switch has been closed is transmitted from the switch to control device 100. By receiving the signal indicating that the switch has been closed, control device 100 determines that connector 702 has been connected to inlet 456. The switch is opened and closed in conjunction with a restriction member for restricting a position of connector 702 with connector 702 connected to inlet 456.
  • Plug 706 has a shape that is connectable to wall outlet 708 provided in the household.
  • the AC power from external power supply 710 is supplied to wall outlet 708.
  • charging cable 700 further includes a CCID (Charging Circuit Interrupt Device) 704.
  • CCID Charging Circuit Interrupt Device
  • CCID 704 has a relay and a control pilot circuit.
  • the relay When the relay is open, a path for supplying the electric power from external power supply 710 to inlet 456 is interrupted.
  • the relay When the relay is closed, the electric power can be supplied from external power supply 710 to inlet 456.
  • the state of the relay is controlled by control device 100, with connector 702 connected to inlet 456.
  • the control pilot circuit transmits a pilot signal (square wave signal) CPLT to a control pilot line, with plug 706 connected to wall outlet 708 and connector 702 connected to inlet 456. Pilot signal CPLT is changed periodically by an oscillator provided in the control pilot circuit.
  • pilot signal CPLT When plug 706 is connected to wall outlet 708 and connector 702 is connected to inlet 456, the control pilot circuit generates pilot signal CPLT having a predetermined pulse width (duty cycle).
  • the pulse width of pilot signal CPLT is determined depending on the type of the charging cable.
  • Pilot signal CPLT is transmitted to an HV-ECU 200.
  • Pilot signal CPLT may, for example, be transmitted from CCID 704 via connector 702, charging device 450 and a charging device microcomputer to HV-ECU 200.
  • HV-ECU 200 determines a current capacity that can be supplied from charging cable 700 to vehicle 1.
  • a CHR 72 is provided on positive electrode line PL4 and negative electrode line NL3. In response to a signal received from control device 100, CHR 72 switches a state between charging device 450 and third and fourth connection nodes NC and ND from at least one of the conduction state (ON state) and the interruption state (OFF state) to the other.
  • CHR 72 has a configuration similar to that of first SMR 52.
  • the configuration of CHR 72 corresponds to the configuration formed by replacing first battery 50 in the aforementioned configuration of first SMR 52 with charging device 450 and replacing first SMRB 54, first SMRP 56, first SMRG 58, and limiting resistor RA with a CHRB 74, a CHRP 76, a CHRG 78, and a limiting resistor RC.
  • each of CHRB 74 and CHRP 76 is switched from the OFF state to the ON state. Thereafter, CHRP 76 is switched from the ON state to the OFF state, and CHRG 78 is switched from the OFF state to the ON state.
  • Control device 100 generates the command signals for controlling inverter 8, converter 10, first SMR 52, second SMR 62, CHR 72, and charging device 450, and outputs the generated command signals to the devices to be controlled.
  • Control device 100 includes HV-ECU 200, MG-ECU 300, a charging device microcomputer 400, B1 monitoring unit 500, and B2 monitoring unit 600.
  • B1 monitoring unit 500 receives a detection value of current IB1 from current sensor 502 and a detection value of voltage VB1 from voltage sensor 504. B1 monitoring unit 500 transmits these detection values to HV-ECU 200. B1 monitoring unit 500 may also, for example, calculate an SOC (State Of Charge) indicating a remaining capacity (also called "state of charge”) of first battery 50 based on these detection values, and transmit the calculated SOC to HV-ECU 200. For example, the SOC is defined as 100% when the power storage device is in the fully-charged state, and is defined as 0% when the power storage device is in the completely discharged state.
  • SOC State Of Charge
  • the remaining capacity can be calculated in accordance with various known methods by using a voltage of the power storage device, a charging/discharging current, a temperature of the power storage device, and the like, detailed description will not be given here.
  • SOC1 the SOC of first battery 50
  • SOC2 the SOC of second battery 60
  • B1 monitoring unit 500 may, for example, calculate a limit value Win1 of the charging power of first battery 50 (hereinafter, also simply referred to as "Win1”) and a limit value Wout1 of the discharging power of first battery 50 (hereinafter, also simply referred to as "Wout1") based on SOC1, current IB1, voltage VB1, a battery temperature of first battery 50, the outside temperature or the like, and transmit calculated Win1 and Wout1 to HV-ECU 200.
  • SOC1, Win1 and Wout1 may, for example, be calculated by HV-ECU 200.
  • B2 monitoring unit 600 receives a detection value of current IB2 from current sensor 602 and a detection value of voltage VB2 from voltage sensor 604. B2 monitoring unit 600 transmits these detection values to HV-ECU 200. B2 monitoring unit 600 may also, for example, calculate SOC2 based on these detection values, and transmit calculated SOC2 to HV-ECU 200.
  • B2 monitoring unit 600 may, for example, calculate a limit value Win2 of the charging power of second battery 60 (hereinafter, simply referred to as "Win2”) and a limit value Wout2 of the discharging power of second battery 60 (hereinafter, simply referred to as "Wout2”) based on SOC2, current IB2, voltage VB2, a battery temperature of second battery 60, the outside temperature or the like, and transmit calculated Win2 and Wout2 to HV-ECU 200.
  • SOC2, Win2 and Wout2 may, for example, be calculated by HV-ECU 200.
  • HV-ECU 200 Based on the information of first battery 50 and second battery 60 received from B1 monitoring unit 500 and B2 monitoring unit 600, HV-ECU 200 calculates a control demand amount CHPW for charging device 450 (i.e., a demand amount of the charging power from charging device 450) and a control demand amount CHPWCNV for converter 10 (i.e., a demand amount of the electric power supplied from converter 10 to first battery 50). HV-ECU 200 transmits calculated control demand amount CHPW for charging device 450 to charging device microcomputer 400. HV-ECU 200 transmits calculated control demand amount CHPWCNV for converter 10 to MG-ECU 300.
  • MG-ECU 300 Based on control demand amount CHPWCNV for converter 10 received from HV-ECU 200, MG-ECU 300 generates the command signal for controlling converter 10, and transmits the generated command signal to converter 10.
  • charging device microcomputer 400 Based on control demand amount CHPW received from HV-ECU 200, charging device microcomputer 400 generates the command signal for controlling charging device 450, and transmits the generated command signal to charging device 450.
  • control device 100 switches CHR 72 from the OFF state to the ON state, and charges first battery 50 or second battery 60 by using charging device 450.
  • Fig. 2 is a diagram showing a connection relationship between charging device 450 and each component and its surroundings of auxiliary machinery driving device 800.
  • charging device 450 includes a PFC (Power Factor Correction) boost circuit 812, a smoothing capacitor 818, a charging DC/DC converter 814, and an auxiliary machinery DC/DC converter 816.
  • Auxiliary machinery driving device 800 includes an auxiliary battery 802, an auxiliary load 804, a DC/DC converter 806, and an air conditioner 808.
  • PFC boost circuit 812 is connected to inlet 456, and converts AC voltage VAC provided from inlet 456 into a DC voltage and outputs the DC voltage to smoothing capacitor 818.
  • Charging DC/DC converter 814 includes an insulating transformer and a DC-AC converting circuit and an AC-DC converting circuit before and after the insulating transformer, although they are not shown. Charging DC/DC converter 814 converts the voltage of smoothing capacitor 818 into a charging voltage of second battery 60, and outputs the charging voltage to second battery 60.
  • Auxiliary machinery DC/DC converter 816 supplies a part or all of the electric power supplied from external power supply 710 to auxiliary machinery driving device 800. More specifically, auxiliary machinery DC/DC converter 816 is used to supply a part or all of the electric power supplied from external power supply 710 as the charging power of auxiliary battery 802 and the consumed power of auxiliary load 804.
  • auxiliary load 804 receives the electric power supply from first battery 50 via DC/DC converter 806.
  • air conditioner 808 receives the electric power supply from first battery 50.
  • auxiliary load 804 receives the electric power supply from auxiliary battery 802 and receives the electric power supply from auxiliary machinery DC/DC converter 816 as necessary. At this time, charging of auxiliary battery 802 is also executed.
  • air conditioner 808 can receive the electric power supply from first battery 50.
  • the electric power of charging device 450 is supplied to first battery 50 via converter 10 in Fig. 1 as necessary. As described above, decrease in the states of charge of auxiliary battery 802 and first battery 50 when the electric power is consumed by air conditioner 808 and auxiliary load 804 during external charging is prevented.
  • Fig. 3 is a flowchart for describing control of charging device 450 executed by control device 100.
  • the control of charging device 450 is executed mainly by HV-ECU 200 and charging device microcomputer 400.
  • Charging device microcomputer 400 may be arranged near charging device 450 and contained in the same housing.
  • step S100 it is determined in step S100 whether connector 702 is connected to inlet 456 or not. If connection between connector 702 and inlet 456 is detected in step S100, the process proceeds to step S101. If connection between connector 702 and inlet 456 is not detected in step S100, the process proceeds to step S102.
  • step S102 CHR 72 is turned off, and thereafter, the process proceeds to step S108 and the control returns to the main routine.
  • step S101 CHR 72 is turned on, and thereafter, the process proceeds to step S103.
  • step S103 it is determined whether voltage VB2 of second battery 60 is equal to or higher than a threshold value CP1(B2).
  • a measurement value of voltage VB2 is detected by voltage sensor 604 and is transmitted to HV-ECU 200 via B2 monitoring unit 600.
  • step S103 If VB2 greater than or equal to CP1(B2) is satisfied in step S103, the process proceeds to step S105. If VB2 greater than or equal to CP1(B2) is not satisfied in step S103, the process proceeds to step S104.
  • step S104 a B2 charging process 1 (quick charging) is performed by HV-ECU 200 and charging device microcomputer 400. Specifically, HV-ECU 200 provides charging device microcomputer 400 with a charging command including control demand amount CHPW corresponding to quick charging. After step S104, the process proceeds to step S108.
  • step S105 it is determined whether voltage VB2 of second battery 60 is equal to or higher than a threshold value CP2(B2). Threshold value CP2(B2) is set to be higher than threshold value CP1(B2). A measurement value of voltage VB2 is detected by voltage sensor 604 and is transmitted to HV-ECU 200 via B2 monitoring unit 600.
  • step S105 If VB2 greater than or equal to CP2(B2) is satisfied in step S105, the process proceeds to step S107. If VB2 greater than or equal to CP2(B2) is not satisfied in step S105, the process proceeds to step S106.
  • step S106 a B2 charging process 2 (forced charging) is performed by HV-ECU 200 and charging device microcomputer 400.
  • HV-ECU 200 provides charging device microcomputer 400 with a charging command including control demand amount CHPW corresponding to forced charging.
  • Control demand amount CHPW corresponding to forced charging is set to have a smaller value than that of control demand amount CHPW corresponding to quick charging in step S104.
  • step S104 the process proceeds to step S108 and the control returns to the main routine.
  • step S107 charging of second battery 60 is stopped, and thereafter, the process proceeds to step S108 and the control returns to the main routine.
  • Fig. 4 is a flowchart for describing control of converter 10 executed by control device 100.
  • the control of converter 10 is executed mainly by HV-ECU 200 and MG-ECU 300.
  • step S120 when the process of this flowchart starts, it is determined in step S120 whether connector 702 is connected to inlet 456 or not. If connection between connector 702 and inlet 456 is detected in step S120, the process proceeds to step S121. If connection between connector 702 and inlet 456 is not detected in step S120, the process proceeds to step S128. In step S128, the control returns to the main routine.
  • control device 100 determines whether there is an auxiliary machinery driving command or not.
  • the auxiliary machinery driving command includes a command for operating air conditioner 808 in Fig. 2, a command for operating auxiliary load 804 in Fig. 2, and the like. If it is determined in step S121 that there is an auxiliary machinery driving command, the process proceeds to step S122. On the other hand, if it is determined in step S121 that there is no auxiliary machinery driving command, the process proceeds to step S123.
  • step S123 SMR 52 and SMR 62 are turned off, and thereafter, the process proceeds to step S128 and the control returns to the main routine.
  • step S122 SMR 52 and SMR 62 are turned on, and thereafter, the process proceeds to step S124.
  • step S124 it is determined whether voltage VB1 of first battery 50 is equal to or lower than a threshold value CP1L(B1).
  • a measurement value of voltage VB1 is detected by voltage sensor 504 and is transmitted to HV-ECU 200 via B1 monitoring unit 500.
  • step S124 If VB1 less than or equal to CP1L(B1) is satisfied in step S124, the process in step S125 is performed, and thereafter, the process proceeds to step S126. If VB1 less than or equal to CP1L(B1) is not satisfied in step S124, the process proceeds to step S126 without performing the process in step S125.
  • step S125 HV-ECU 200 provides MG-ECU 300 with a charging command including control demand amount CHPWCNV corresponding to minute charging.
  • step S126 it is determined whether voltage VB1 of first battery 50 is equal to or higher than a threshold value CP1H(B1).
  • a measurement value of voltage VB1 is detected by voltage sensor 504 and is transmitted to HV-ECU 200 via B1 monitoring unit 500.
  • Threshold value CP1H(B1) is preferably set to be higher than threshold value CP1L(B1) in order to prevent frequent changes in the charging command.
  • step S127 HV-ECU 200 provides MG-ECU 300 with a charging command including control demand amount CHPWCNV corresponding to stop of minute charging.
  • step S128, the control returns to the main routine.
  • Fig. 5 is an operation waveform diagram for describing one example of a state in which the controls in Figs. 3 and 4 have been executed. Referring to Figs. 1 and 5, charging is not yet executed at time t0. At this time, when connector 702 is connected to inlet 456 and charging start conditions are satisfied, control demand amount CHPW for charging device 450 rises from 0 to FULL at time t1. In response thereto, charging of second battery 60 is started and voltage VB2 also starts to rise.
  • first battery 50 is discharged and voltage VB1 falls due to the use of the auxiliary machinery (e.g., air conditioner 808 for air conditioning).
  • air conditioner 808 for air conditioning
  • the case is assumed in which air conditioning is executed by remote operation before boarding during execution of external charging (hereinafter referred to as "remote air conditioning").
  • converter 10 When voltage VB1 falls to threshold value CP1L(B1) at time t2, converter 10 is controlled such that a boost gate of converter 10 is turned on and first battery 50 is charged by a balance target value. Then, during times t2 to t3, voltage VB1 rises. The charging power balance (B2 balance) of the second battery becomes smaller than the maximum value by the amount at which first battery 50 is charged.
  • control demand amount CHPW charger power command
  • first battery 50 is discharged and voltage VB1 falls due to the use of the auxiliary machinery (air conditioner 808).
  • voltage VB1 falls to CP1L(B1).
  • the boost gate of converter 10 is turned on, and first battery 50 is charged by the balance target value, and voltage VB1 rises again.
  • voltage VB2 reaches threshold value CP2(B2) at time t6, charging is completed.
  • charging device 450 and charging device microcomputer 400 operate similarly to charging when auxiliary machinery driving device 800 is not in operation.
  • charging device microcomputer 400 checks the state of second battery 60 and executes feedback control of the actual charging power with respect to provided power command CHPW.
  • HV-ECU 200 takes out the amount corresponding to the electric power consumed by auxiliary machinery driving device 800 from the electric power supplied by charging device 450, and maintains the SOC of first battery 50.
  • a power feedback center value (the balance target value of the B1 balance in Fig. 5) of converter 10 for maintaining the SOC of first battery 50 is preferably set on the minute charging side within a range of outputtable power of charging device 450.
  • Converter 10 is stopped when voltage VB1 reaches a full charging voltage (threshold value CP1H(B1) in Fig. 5), and converter 10 is operated when voltage VB1 falls to threshold value CP1L(B1) in Fig. 5.
  • the SOC of first battery 50 can be maintained within a small range near the fully-charged state, regardless of component tolerance of the current sensor and the like of first battery 50.
  • first battery 50 can also be charged to cover the shortfall during charging of second battery 60, and thus, restart of charging, such as charging of first battery 50 after the end of charging of second battery 60, can be prevented.
  • a second embodiment is the same as the first embodiment in terms of the configuration shown in Figs. 1 and 2, the case is assumed in which a capacity of second battery 60 is larger than a capacity of first battery 50.
  • a request for air conditioning (or a my room function and the like) by remote control operation during charging is defined as "load operation sub-mode".
  • the my room function herein refers to a function that auxiliary machinery driving device 800 can be used by using a part of the supplied electric power during plug-in charging from the external power supply.
  • the second embodiment proposes a state transition method to make the most of the energy of second battery 60 in the load operation sub-mode.
  • Fig. 6 is a state transition diagram for describing control executed in the second embodiment.
  • Fig. 6 shows remote air conditioning as one example of a request for transition to the load operation sub-mode.
  • Fig. 7 is a diagram for describing each of states B1, B2 and B2L in the second embodiment.
  • state B1 is a state in which first battery 50 is mainly charged.
  • first SMR 52 and second SMR 62 in Fig. 1 are both controlled to the connected state, and thus, the electric power can be transmitted from charging device 450 via converter 10 to first battery 50 and auxiliary machinery driving device 800.
  • DC/DC converter 806 in Fig. 2 is operated and auxiliary load 804 can be driven.
  • charging device 450 observes voltage VB2 of second battery 60 and executes quick charging until voltage VB2 of second battery 60 reaches threshold value CP1(B2).
  • charging device 450 stops without executing forced charging (threshold value CP2(B2)).
  • HV-ECU 200 observes voltage VB1 of first battery 50 and executes quick charging by using converter 10 until voltage VB1 of first battery 50 reaches threshold value CP1(B1).
  • HV-ECU 200 executes forced charging until voltage VB1 of first battery 50 reaches threshold value CP2(B1).
  • converter 10 is stopped without executing forced charging.
  • State B2 is a state in which second battery 60 is mainly charged.
  • first SMR 52 and second SMR 62 in Fig. 1 are both controlled to the disconnected state, and DC/DC converter 816 is operated instead of DC/DC converter 806 in Fig. 2.
  • auxiliary load 804 can be driven by DC/DC converter 816, while air conditioner 808 cannot be driven.
  • charging device 450 observes voltage VB2 of second battery 60 and executes quick charging until voltage VB2 of second battery 60 reaches threshold value CP1(B2).
  • charging device 450 executes forced charging until voltage VB2 of second battery 60 reaches threshold value CP2(B2).
  • HV-ECU 200 stops converter 10.
  • first SMR 52 in Fig. 1 is in the disconnected state, and thus, first battery 50 is not charged.
  • State B2L is a state in which second battery 60 is charged and the electric power is supplied to auxiliary machinery driving device 800 as well.
  • first SMR 52 and second SMR 62 in Fig. 1 are both controlled to the connected state, and thus, the electric power can be transmitted from charging device 450 via converter 10 to first battery 50 and auxiliary machinery driving device 800.
  • DC/DC converter 806 in Fig. 2 is operated and auxiliary load 804 can be driven.
  • charging device 450 observes voltage VB2 of second battery 60 and executes quick charging until voltage VB2 of second battery 60 reaches threshold value CP1(B2).
  • charging device 450 executes forced charging until voltage VB2 of second battery 60 reaches threshold value CP2(B2).
  • charging device 450 stops without executing forced charging.
  • HV-ECU 200 observes voltage VB1 of first battery 50 and executes a minute charging feedback process by using converter 10.
  • minute charging feedback process when voltage VB1 is lower than threshold value CP1H(B1), converter 10 is operated (the boost gate is turned on) as shown by the B1 balance in Fig. 5, and the power command for converter 10 is set to have a value that allows minute charging of first battery 50.
  • voltage VB1 reaches a threshold value CP1(B1)H
  • the operation of converter 10 is stopped.
  • voltage VB1 falls to a threshold value CP1(B1)L
  • the operation of converter 10 is restarted. In this case, forced charging using threshold value CP2(B1) is not executed.
  • the state transition shown in Fig. 6 will be described. First, charging starts by connecting the connector to the inlet and pressing a charging start button. Then, state transition from a state ST200 to a state ST202 occurs. In state ST202, the control shown by state B1 in Fig. 7 is executed. When first battery 50 is in the fully-charged state, state transition to state ST202 does not occur and state transition from state ST200 to a state ST203 occurs.
  • state ST203 the control shown by state B2 in Fig. 7 is executed.
  • second battery 60 is charged to attain the fully-charged state (voltage VB2 reaches threshold value CP2(B2)) in state ST203, state transition from state ST203 to a state ST208 occurs.
  • auxiliary machinery DC/DC converter 816 cannot be used in states ST202 and ST203 described above, state transition from state ST202 or ST203 to a state ST204.
  • the case where auxiliary machinery DC/DC converter 816 cannot be used refers to the case in which auxiliary machinery DC/DC converter 816 breaks down, the case in which the electric power exceeding the rating of auxiliary machinery DC/DC converter 816 is consumed by the auxiliary machinery, or the other cases.
  • state ST204 the control shown by state B2L in Fig. 7 is executed.
  • States ST202, ST203 and ST204 described above are included in state ST201 in which remote air conditioning is not in execution.
  • state ST207 the control shown by state B2L in Fig. 7 is executed.
  • transition to state B2L occurs temporarily to use second battery 60 preferentially.
  • the charging process is not quitted except when power failure or abnormality occurs.
  • the charging control does not end and the control of maintaining the fully-charged state is executed by charging device 450, even if first battery 50 and second battery 60 attain the fully-charged state.
  • the SOC of second battery 60 decreases as a result of discharging.
  • state transition from state ST207 to a state ST206 occurs.
  • state ST206 the control shown by state B1 in Fig. 7 is executed.
  • state ST206 as well, when the state of the electric power consumed by remote air conditioning being larger than the electric power supplied from charging device 450 continues further, the SOC of first battery 50 also decreases. In this case, the system is forcibly ended before the SOC of first battery 50 reaches the lower limit thereof that causes over-discharging.
  • a difference is preferably provided to achieve appropriate hysteresis to prevent frequent occurrence of the state transition.
  • the upper limit of the usable power in the air conditioning device during the normal time is determined in accordance with the discharging limit (Wout1) of first battery 50.
  • the usable power may be increased to a total of Wout1 of first battery 50 and Wout2 of second battery 60.
  • the usable power can also be increased to a value obtained by adding the charging power of charging device 450. As a result, more opportunities of using large electric power for air conditioning are obtained as compared with the conventional case.
  • state transition from state ST205 to state ST202 occurs. This is because there is no guarantee that first battery 50 is in the fully-charged state, and thus, transition to state ST202 occurs to charge first battery 50 preferentially.
  • the energy of large-capacity second battery 60 can be used maximally in the load operation sub-mode.
  • a third embodiment is the same as the first embodiment in terms of the configuration shown in Figs. 1 and 2, the case is assumed in which first battery 50 is lower in internal resistance than second battery 60.
  • the third embodiment proposes a state transition method to optimize the electric power energy efficiency when the load operation sub-mode is requested.
  • Fig. 8 is a state transition diagram for describing control executed in the third embodiment.
  • the state transition diagram shown in Fig. 8 is different from the state transition diagram in the second embodiment shown in Fig. 6 in that a transition destination when state transition from state ST201 in which remote air conditioning is not in execution to state ST205 in which remote air conditioning is in execution occurs is state ST206 as well as in terms of the switching conditions when state transition occurs between state ST206 and state ST208.
  • the remaining state transitions (state transitions inside state ST201 in which remote air conditioning is not in execution) are as described with reference to Fig. 6, and thus, description will not be repeated here.
  • Fig. 9 is a flowchart for describing conditions for the state transition between state ST206 and state ST208 when remote air conditioning in Fig. 8 is in execution.
  • step S301 when the process starts, it is first determined in step S301 whether a total power balance of first battery 50 and second battery 60 is on the discharging side or not.
  • step S301 If it is determined in step S301 that the total power balance is on the discharging side, the process proceeds to step S302. If it is determined in step S301 that the total power balance is not on the discharging side (is on the charging side), the process proceeds to step S303.
  • step S302 it is determined whether the SOC of first battery 50 is equal to or lower than a prescribed threshold value close to the empty state (Empty) or not. If the SOC of first battery 50 is equal to or lower than the prescribed threshold value close to the empty state in step S302, the process proceeds to step S305 through a path A3. If the SOC of first battery 50 does not decrease to the prescribed threshold value close to the empty state in step S302, the process proceeds to step S304 through a path A1.
  • step S303 it is determined whether the SOC of first battery 50 is equal to or higher than a prescribed threshold value close to the fully-charged state (Full) or not. If the SOC of first battery 50 is equal to or higher than the prescribed threshold value close to the fully-charged state in step S303, the process proceeds to step S305 through a path A4. If the SOC of first battery 50 does not reach the prescribed threshold value close to the fully-charged state in step S303, the process proceeds to step S304 through a path A2.
  • a prescribed threshold value close to the fully-charged state Full
  • step S304 the charging control shown by state B1 in Fig. 7 is executed as the process during the normal time.
  • step S305 the charging control shown by state B2L in Fig. 7 is executed.
  • the transition through path A1 shows the case in which the electric power of first battery 50 is consumed.
  • switching is done to consume the electric power of second battery 60, in order to prevent over-discharging of first battery 50.
  • the transition through path A2 shows the case in which first battery 50 is charged with the electric power.
  • first battery 50 is charged such that the SOC of first battery 50 reaches the prescribed threshold value close to the fully-charged state
  • the control is switched such that the gate of converter 10 is disconnected to stop the operation and only second battery 60 is charged, in order to prevent overcharging of first battery 50.
  • the transition through path A3 shows the case in which the electric power of second battery 60 is consumed.
  • control demand amount CHPWCNV for converter 10 is guarded by guard value Wout2 determined depending on the battery properties, in order to prevent over-discharging of second battery 60.
  • guarding is performed by guard value Wout1 determined depending on the properties of first battery 50, and the A/C (air conditioner) power is reduced.
  • the boost gate of converter 10 may be disconnected.
  • the transition through path A4 shows the case in which second battery 60 is charged with the electric power.
  • control is executed such that charging device 450 is stopped and forced charging is not executed from threshold value CP1(B2) to threshold value CP2(B2), and thereby, overcharging of second battery 60 is avoided.
  • the charging-discharging balance of first battery 50 and second battery 60 as a whole is determined when an amount of the electric power used by the load may fluctuate at the time of application of the load operation request sub-mode.
  • first battery 50 that has low internal resistance and can be charged with high efficiency is charged preferentially
  • second battery 60 is charged when first battery 50 cannot be charged additionally.
  • first battery 50 that has low internal resistance and can be charged with high efficiency is discharged preferentially
  • second battery 60 is discharged when first battery 50 cannot be discharged additionally.
  • a power supply system for a vehicle described in the first to third embodiments includes: first battery 50; second battery 60 having a capacity and an internal resistance larger than those of first battery 50; charging device 450 receiving electric power from outside the vehicle and charging second battery 60; auxiliary machinery driving device 800 using electric power of first battery 50; converter 10 configured to be capable of supplying, to first battery 50, a part of the electric power with which charging device 450 charges second battery 60; and control device 100 controlling charging device 450 and converter 10 such that a state of charge of first battery 50 is maintained at a target value, when auxiliary machinery driving device 800 is operated in a case where charging device 450 charges second battery 60.
  • control device 100 controls converter 10 and causes first battery 50 to be charged within a range of outputtable power of charging device 450, when the state of charge of first battery 50 becomes lower than a prescribed value. More preferably, as shown at times t2 to t3 and t5 to t6 in Fig. 5, when the state of charge of first battery 50 becomes lower than a value corresponding to threshold value CP1H(B1), the charging-discharging balance target of first battery 50 is preferably set such that minute charging is executed.
  • control device 100 controls converter 10 such that a part of output power of charging device 450 is supplied to first battery 50 and second battery 60 is charged (state ST207 (state B2L)), when a state of charge of second battery 60 is higher than a prescribed threshold value, and control device 100 controls converter 10 such that the output power of charging device 450 is supplied to first battery 50 and second battery 60 is not charged (state ST206 (state B1)), when the state of charge of second battery 60 is lower than the prescribed threshold value.
  • control device 100 controls converter 10 such that a part of output power of charging device 450 is supplied to first battery 50 and second battery 60 is charged (step S305 (state B2L)), when the state of charge of first battery 50 is higher than a first threshold value (YES in S303), and control device 100 controls converter 10 such that the output power of charging device 450 is supplied to first battery 50 and second battery 60 is not charged (step S304 (state B1)), when the state of charge of first battery 50 is lower than the first threshold value (threshold value for determining whether the state of charge of first battery 50 is close to the fully-charged state or not) (NO in S303).
  • control device 100 controls converter 10 such that the output power of charging device 450 is supplied to first battery 50 and second battery 60 is not charged (step S304 (state B1)), when the state of charge of first battery 50 is higher than a second threshold value (threshold value for determining whether the state of charge of first battery 50 is close to the Empty state or not) smaller than the first threshold value (NO in S302), and control device 100 controls converter 10 such that a part of the output power of charging device 450 is supplied to first battery 50 and second battery 60 is charged (step S305 (state B2L)), when the state of charge of first battery 50 is lower than the second threshold value (YES in S302).
  • a second threshold value threshold value for determining whether the state of charge of first battery 50 is close to the Empty state or not

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)

Abstract

Un système d'alimentation électrique pour un véhicule comprend: une première batterie (50); une seconde batterie (60) ayant une capacité et une résistance interne supérieures à celles de la première batterie (50); un dispositif de charge (450) qui reçoit de l'énergie électrique depuis l'extérieur du véhicule, et qui charge la seconde batterie (60); un dispositif d'entraînement de machine auxiliaire (800) qui utilise l'énergie électrique de la première batterie (50); un convertisseur (10) configuré pour être capable de fournir, à la première batterie (50), une partie de l'énergie électrique avec laquelle le dispositif de charge (450) charge la seconde batterie (60); et un dispositif de commande (100) qui commande le dispositif de charge (450) et le convertisseur (10) de sorte qu'un état de charge de la première batterie (50) est maintenu à une valeur cible, lorsque le dispositif d'entraînement de machine auxiliaire (800) est actionné dans le cas où le dispositif de charge (450) charge la seconde batterie (60). En conséquence, il peut être prévu un système d'alimentation électrique pour un véhicule, capable d'effectuer de manière appropriée la charge en énergie des dispositifs de stockage d'énergie et l'entraînement de la charge auxiliaire.
PCT/JP2013/006899 2013-01-23 2013-11-25 Système d'alimentation électrique pour véhicule Ceased WO2014115209A1 (fr)

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EP3409528A1 (fr) * 2017-05-31 2018-12-05 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Appareil de commande de charge de véhicule électrique
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WO2019060732A1 (fr) * 2017-09-22 2019-03-28 Locus Robotics Corp. Système et procédé de charge électrique pour un robot autonome
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TWI678860B (zh) * 2017-09-08 2019-12-01 日商新電元工業股份有限公司 電力控制裝置及電力控制裝置之控制方法
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EP3623199A1 (fr) * 2018-09-13 2020-03-18 Yazaki Corporation Dispositif d'alimentation électrique de véhicule
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WO2021130174A1 (fr) * 2019-12-24 2021-07-01 Vito Nv Machine électrique dotée de dispositifs de stockage d'énergie hybride
EP4442496A4 (fr) * 2022-03-30 2025-04-09 Aisin Corporation Système de charge/décharge de véhicule
EP4450320A4 (fr) * 2022-11-29 2025-06-11 Shenzhen Vmax New Energy (Group) Co., Ltd Circuit de commande d'obc bidirectionnel avec fonctions de charge et de décharge, et son procédé de commande

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BE1022153B1 (nl) * 2014-08-07 2016-02-19 Fcl Holding Nv Methode voor het snelladen van loodzuur batterijen
CN106467032B (zh) * 2015-08-19 2019-06-21 本田技研工业株式会社 驱动装置以及输送设备
CN106467032A (zh) * 2015-08-19 2017-03-01 本田技研工业株式会社 驱动装置以及输送设备
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US10158246B2 (en) * 2015-09-29 2018-12-18 Honda Motor Co., Ltd. Energy storage device, transport apparatus, and control method
US10906419B2 (en) 2016-04-01 2021-02-02 Locus Robotics Corp. Electrical charging system for a robot
US10500962B2 (en) * 2017-03-28 2019-12-10 Subaru Corporation Vehicle control apparatus
EP3409528A1 (fr) * 2017-05-31 2018-12-05 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Appareil de commande de charge de véhicule électrique
US20180361865A1 (en) * 2017-06-14 2018-12-20 Honda Motor Co., Ltd. Power supply unit for a vehicle
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TWI678860B (zh) * 2017-09-08 2019-12-01 日商新電元工業股份有限公司 電力控制裝置及電力控制裝置之控制方法
US10399443B2 (en) 2017-09-22 2019-09-03 Locus Robotics Corp. Autonomous robot charging station
WO2019060732A1 (fr) * 2017-09-22 2019-03-28 Locus Robotics Corp. Système et procédé de charge électrique pour un robot autonome
US10579064B2 (en) 2017-09-22 2020-03-03 Locus Robotics Corp. Autonomous robot charging profile selection
DE102018210644A1 (de) * 2018-06-28 2020-01-02 Volkswagen Aktiengesellschaft Verfahren zum Laden einer Hochvoltbatterie in einem Traktionsnetz und Traktionsnetz
EP3623199A1 (fr) * 2018-09-13 2020-03-18 Yazaki Corporation Dispositif d'alimentation électrique de véhicule
WO2021130174A1 (fr) * 2019-12-24 2021-07-01 Vito Nv Machine électrique dotée de dispositifs de stockage d'énergie hybride
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EP4442496A4 (fr) * 2022-03-30 2025-04-09 Aisin Corporation Système de charge/décharge de véhicule
EP4450320A4 (fr) * 2022-11-29 2025-06-11 Shenzhen Vmax New Energy (Group) Co., Ltd Circuit de commande d'obc bidirectionnel avec fonctions de charge et de décharge, et son procédé de commande

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