JP5737218B2 - Vehicle power supply - Google Patents

Description

  The present invention relates to a vehicle power supply device, and more particularly to a vehicle power supply device including a plurality of power storage devices configured to be connected in parallel.

  In recent years, an electric vehicle that travels by driving a motor with electric power stored in a power storage device has been put to practical use as an environment-friendly vehicle. In a vehicle that travels with the power of a motor, in order to extend the travelable distance, it is necessary to increase the capacity of the power storage device. In order to increase the capacity of the power storage device, it is conceivable to use a large number of battery packs connected in parallel.

  However, when a plurality of battery packs are connected in parallel, if the voltage difference between the battery packs is large, a current may flow from the high voltage battery pack toward the low voltage battery pack. Such a current is referred to herein as a circulating current. If excessive current flows as a result of the circulating current, battery cells may be deteriorated, or switches (relays) provided between battery packs and harnesses may be damaged.

  Japanese Patent Laying-Open No. 2012-5173 (Patent Document 1) solves such a problem, and in a vehicle including a plurality of power storage devices (batteries) that can be connected in parallel to an electric circuit, the voltages of the plurality of power storage devices are obtained. A technique for equalization is disclosed.

JP 2012-5173 A JP 2011-101481 A

  It is possible to charge the power storage device from the outside of the vehicle as well as the electric vehicle. However, when the capacity of the power storage device is increased, the power storage device can be charged from the outside of the vehicle even if it is a hybrid vehicle that can use fuel. Is often configured. Such a hybrid vehicle is also called a plug-in hybrid vehicle. Charging the power storage device from outside the vehicle is referred to as external charging.

  When external charging is performed, it is desirable to charge the power storage device with as much electric energy as possible in order to extend the travelable distance. However, when the power storage device is overcharged, depending on the type of the power storage device, the life may be adversely affected. Therefore, it is necessary to charge the power storage device with as much electric energy as possible while monitoring so as not to overcharge.

  For this purpose, it is necessary to perform charging while accurately grasping the state of charge of the power storage device. And in order to grasp | ascertain the charge condition of an electrical storage apparatus correctly, in order to keep the precision of sensors, such as a current sensor and a voltage sensor provided in the electrical storage apparatus, it is necessary to calibrate as needed.

  Such sensor calibration may be performed during external charging. When calibrating a sensor of a power storage device during charging of a plurality of power storage devices, if there is a voltage difference in the plurality of power storage devices due to variations in internal resistance of the power storage devices, The circulating current flows from the power storage device having a higher voltage to the power storage device having a lower voltage. While the circulating current is flowing, the sensor cannot be accurately calibrated. Also, waiting for the circulating current to stop will prolong the time required for calibration.

  An object of the present invention is to provide a power supply device for a vehicle that can calibrate a sensor accurately and promptly during calibration.

  In summary, the present invention provides a power supply device for a vehicle, a plurality of power storage devices configured to be connected in parallel, a charger for receiving power from outside the vehicle and charging the plurality of power storage devices, and a plurality of power storage devices A plurality of relays for connecting the power storage devices to the charger, a plurality of sensors for detecting currents of the plurality of power storage devices, respectively, and a control device for controlling the charger by receiving outputs of the plurality of sensors . The control device calibrates the plurality of sensors after disconnecting the plurality of relays when a calibration request for the plurality of sensors is generated while charging the plurality of power storage devices by the charger.

  Preferably, when the calibration of the plurality of sensors is completed, the control device reconnects the plurality of relays and restarts charging the plurality of power storage devices.

  Preferably, the control device continuously reduces the charging power command value of the charger from the value at the time of the calibration request generation to zero before the plurality of relays are cut off after the calibration requests for the plurality of sensors are generated.

  In another aspect, the present invention is a power supply device for a vehicle, a plurality of power storage devices configured to be connected in parallel, a charger for receiving power from outside the vehicle and charging the plurality of power storage devices, A plurality of sensors that detect currents of the plurality of power storage devices, respectively, and a control device that receives the outputs of the plurality of sensors and controls the charger. When a calibration request for a plurality of sensors is generated while charging a plurality of power storage devices with a charger, the control device continuously changes the charging power command value of the charger from the value at the time of calibration request generation to zero. Multiple sensors are calibrated after the reduction.

  Preferably, when the calibration of the plurality of sensors is completed, the control device returns the charging power command value of the charger to the value at the time when the calibration request is generated, and restarts the charging of the plurality of power storage devices.

  ADVANTAGE OF THE INVENTION According to this invention, when calibrating a sensor during charge, it can calibrate accurately and rapidly.

1 is a block diagram illustrating a configuration of a vehicle equipped with a power supply device according to an embodiment of the present invention. It is the circuit diagram which showed the structure of the periphery of the charger and battery module of FIG. In Embodiment 1, it is a flowchart for demonstrating control of the charger and relay which the control apparatus 15 performs. It is a wave form diagram explaining operation | movement of the example of examination when not interrupting | blocking a system main relay. FIG. 5 is a waveform diagram for explaining an operation when the control described in the first embodiment is performed. 3 is a circuit diagram showing a configuration of a charger 146. FIG. In Embodiment 2, it is a flowchart for demonstrating control of the charger and relay which the control apparatus 15 performs. FIG. 9 is a waveform diagram for explaining control for sensor calibration in the second embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals indicate the same or corresponding parts.

[Configuration of vehicle and power supply device]
FIG. 1 is a block diagram illustrating a configuration of a vehicle equipped with a power supply device according to an embodiment of the present invention. In addition, although the hybrid vehicle was shown as an example of a vehicle, even if it is an electric vehicle and a fuel cell vehicle, as long as it is comprised so that external charging is possible for the vehicle-mounted electrical storage apparatus, this invention is applicable.

  Referring to FIG. 1, the hybrid vehicle includes battery modules B1 to Bn, system main relays SMRB1 to SMRBn, SMRG, current sensors SA1 to SAn, voltage sensors SV1 to SVn, charging / discharging unit 19, and engine ENG. And control device 15, charging relay CHR, charger 146, and inlet 147.

  A charging connector 148 connected to an external power source 149 is connected to the inlet 147.

  The charging / discharging unit 19 performs charging / discharging of the battery modules B1 to Bn. Charging / discharging unit 19 includes a PCU (Power Control Unit) 20, motor generators MG1, MG2, and a power split mechanism PG.

  Each of battery modules B1 to Bn includes a plurality of battery cells connected in series. The battery cell is a direct current power source, and includes a secondary battery such as a nickel metal hydride battery or a lithium ion battery. Battery modules B <b> 1 to Bn are supplied with DC voltage to PCU 20 and are charged with DC voltage from PCU 20 and charger 146.

  A sensor output 17 from various sensors indicating a driving situation / vehicle situation is input to the control device 15. The sensor output 17 includes the accelerator opening corresponding to the accelerator depression amount detected by the position sensor disposed on the accelerator pedal, the wheel speed sensor output, and the like. The control device 15 comprehensively performs various controls related to the hybrid vehicle based on these input sensor outputs.

  Engine ENG and motor generators MG1, MG2 are mechanically connected via power split mechanism PG. And according to the driving | running | working condition of a hybrid vehicle, distribution and coupling | bonding of a driving force are performed among said three persons via a power split mechanism, As a result, a driving wheel is driven.

  Motor generators MG1 and MG2 can function as both a generator and an electric motor, but motor generator MG1 mainly operates as a generator, and motor generator MG2 mainly operates as an electric motor.

  Specifically, motor generator MG1 is used as an electric motor that starts the engine during acceleration. At this time, motor generator MG1 receives the supply of electric power from battery modules B1 to Bn, drives as an electric motor, rotates the crankshaft, and starts the engine.

  Further, after the engine is started, motor generator MG1 is rotated by the driving force of the engine transmitted through power split mechanism PG to generate electric power.

  Motor generator MG2 is driven by at least one of the electric power stored in battery modules B1 to Bn and the electric power generated by motor generator MG1. The driving force of motor generator MG2 is transmitted to a wheel driving shaft (not shown) via a differential gear or the like. Thereby, motor generator MG2 assists the engine to travel the vehicle, or travels the vehicle only by its own driving force.

  Further, at the time of regenerative braking of the vehicle, motor generator MG2 is driven by the rotational force of the drive wheels and operates as a generator. At this time, the regenerative power generated by the motor generator MG2 is charged to the battery modules B1 to Bn via the PCU 20.

  PCU 20 boosts the DC voltage from battery modules B1 to Bn according to a control instruction from control device 15 during powering operation of motor generators MG1 and MG2, and converts the boosted DC voltage into an AC voltage to The motor generators MG1 and MG2 included in the output device 30 are driven and controlled.

  In addition, during regenerative braking of motor generators MG1 and MG2, PCU 20 converts the AC voltage generated by motor generators MG1 and MG2 into a DC voltage and charges battery modules B1 to Bn according to a control instruction from control device 15.

  Thus, in the hybrid vehicle, the battery modules B1 to Bn, the PCU 20, and the portion of the control device 15 that controls the PCU 20 constitute a power supply device that drives and controls the motor generators MG1 and MG2.

  PCU 20 includes a converter 110, a smoothing capacitor 120, motor driving devices 131 and 132 corresponding to motor generators MG1 and MG2, respectively, and a converter / inverter control unit 140. In this embodiment, since motor generators MG1 and MG2 that are AC motors are driven and controlled, motor drive devices 131 and 132 are configured by inverters. Hereinafter, the motor drive devices 131 and 132 are referred to as inverters 131 and 132.

  Based on various sensor outputs 17, control device 15 determines a required torque for motor generators MG1 and MG2 in consideration of output distribution with engine ENG and the like. Further, control device 15 calculates an optimum motor operating voltage according to the operating state of motor generators MG1, MG2.

  Control device 15 further generates a voltage command value Vmr of motor operating voltage Vm and a torque command value Tref in motor generators MG1 and MG2 based on the required torque and the optimum motor operating voltage and DC voltages VB1 to VBn. . Voltage command value Vmr and torque command value Tref are applied to converter / inverter control unit 140.

  Converter / inverter control unit 140 generates converter control signal Scnv for controlling the operation of converter 110 in accordance with voltage command value Vmr from control device 15. Based on converter control signal Scnv, converter 110 boosts voltage on positive line PL1 to generate voltage Vm and outputs it to positive line PL2, or steps down voltage Vm on positive line PL2 and outputs it to positive line PL1. Or Negative electrodes NL1 and NL2 are connected to the input side and output side of converter 110. In the converter 110, the negative electrode line NL1 and the negative electrode line NL2 are connected.

  Further, converter / inverter control unit 140 generates inverter control signals Spwm1 and Spwm2 for controlling the operations of inverters 131 and 132, respectively, according to torque command value Tref from control device 15.

FIG. 2 is a circuit diagram showing a peripheral configuration of the charger and the battery module of FIG.
Referring to FIG. 2, system main relays SMRB1 to SMRBn are provided on the positive sides of battery modules B1 to Bn, respectively. The negative sides of the battery modules B1 to Bn are connected to each other, and a system main relay SMRG common to the battery modules B1 to Bn is provided at this connection point.

  When system main relays SMRB1 to SMRBn are turned on, they connect the positive electrodes of battery modules B1 to Bn to positive electrode line PL1, respectively. In this state, the battery modules B1 to Bn form an n-row secondary battery group connected in parallel to each other.

  When system main relay SMRG becomes conductive, the negative electrodes of battery modules B1 to Bn are both connected to negative electrode line NL1.

  Charging relay CHR is provided between charger 146 and positive electrode line PL1 and negative electrode line NL1. Charging relay CHR includes a relay CHGRB that connects positive line PL1 to the positive output terminal of the charger, and a relay CHGRG that connects negative line NL1 to the negative output terminal of the charger.

  Control device 15 controls conduction of system main relays SMRB1-SMRBn, SMRG and charging relay CHR. In addition, the control device 15 controls the charger 146 based on the current values I1 to In measured by the current sensors SA1 to SAn and the voltage values V1 to Vn measured by the voltage sensors SV1 to SVn to thereby control the battery modules B1 to B1. Bn is charged.

  When charging is performed in a state where the battery modules B1 to Bn are connected in parallel, a circulating current may flow when the charging is interrupted. When the internal resistance value varies due to variations in characteristics, deterioration degree, temperature, etc. of the battery modules B1 to Bn, the battery modules are not charged evenly. Therefore, when the charging is interrupted, the open voltage of each battery module varies. There is. In such a case, if the voltage difference between the battery packs is large, a circulating current flows from the high voltage battery pack toward the low voltage battery pack.

  When the battery module B <b> 1 to Bn is charged by the charger 146, an excessive current can be prevented from flowing by controlling the charger 146. However, if the charging is interrupted, the current control by the charger 146 cannot be performed, so the circulating current may be excessive. If the circulating current is excessive, the battery cell may be deteriorated.

  Even if the circulating current is not excessive, the current sensor and the voltage sensor cannot be calibrated with high accuracy until the circulating current settles. Since the sensor calibration request is appropriately generated according to conditions such as temperature change, it may be generated even during external charging.

[Embodiment 1]
In the first embodiment, when a sensor calibration request is generated during charging, the control device 15 controls the system main relays SMRB1 to SMRBn to be in a non-conductive state so that no circulating current is generated. Perform calibration.

  FIG. 3 is a flowchart for illustrating control of the charger and the relay executed by control device 15 in the first embodiment. 2 and 3, when the process is started, it is determined whether or not there is a sensor calibration request in step S1. The sensor calibration request is appropriately generated when conditions such as temperature change and time passage are satisfied. If there is a sensor calibration request in step S1, the process proceeds to step S2, and if there is no sensor calibration request, the process proceeds to step S8.

  In step S <b> 2, the control device 15 stops the operation of the charger 146. Subsequently, in step S3, control device 15 shuts off system main relays SMRB1 to SMRBn and controls them to a non-conductive state. Thereby, even if the voltages of the battery modules B1 to Bn vary, no circulating current is generated.

  In a state where such a circulating current does not occur, the control device 15 calibrates the sensor in step S4. For example, for the current sensors SA1 to SAn, when the system main relays SMRB1 to SMRBn are cut off, the current becomes zero in principle, so that the measured value may be calibrated.

  Note that the voltage sensors SV1 to SVn can be calibrated so that the measured value becomes the reference value if, for example, the calibration is performed so that the connection to the reference voltage source can be appropriately switched. Even if the voltage source is not used, the measurement value may be adjusted to 0 V by simply switching the connection so that the positive terminal of the voltage sensor is temporarily connected to the negative terminal.

  In step S5, when the calibration of the sensor is completed, the process proceeds to step S6. On the other hand, if the sensor calibration has not been completed in step S5, the process proceeds to step S8, and the processes in steps S1 to S4 are executed again.

  In step S6, system main relays SMRB1 to SMRBn are reconnected. In step S7, the control device 15 restarts the charger 146 to resume charging of the battery modules B1 to Bn. When the process of step S7 ends, the process proceeds to step S8.

  Hereinafter, for ease of understanding, a study example when the system main relay is not shut off will be described first, and then a control example of the present embodiment when the system main relay is shut off will be described.

  FIG. 4 is a waveform diagram for explaining the operation of the examination example when the system main relay is not shut off. In order to describe an example in which circulating current IC shown in FIG. 2 flows, description will be made with attention paid to battery modules B2 and Bn. Referring to FIG. 4, battery modules B2 and Bn are charged by charger 146 at times t0 to t1. At this time, since the battery module Bn has an internal resistance higher than that of B2, the charging current IBn is smaller than the charging current IB2.

  When a sensor calibration request is generated at time t1, charging power command value PCHG of charger 146 is set to zero. At this time, since the charge amount of the battery module Bn having a high internal resistance is smaller than that of the battery module B2 having a low internal resistance, the open circuit voltage becomes low. Since the system main relay is not actually cut off, the open voltage of the battery module B2 and the battery module Bn cannot be observed. However, for convenience of explanation, the open voltage is shown in FIG. During a period t1 to t2 in which there is a difference between the open circuit voltage VB2 and the open circuit voltage VBn, a circulating current in the direction of the arrow IC in FIG. 2 flows from the battery module B2 to the battery module Bn. Therefore, the current value IB2 and the current value IBn have opposite signs.

  As a result of charging from the battery module B2 to the battery module Bn, when the open circuit voltage becomes equal at time t2, the currents IB2 and IBn are both zero, so that the current sensor can be calibrated.

  However, the periods t1 to t2 vary depending on the degree of deterioration of the battery module. That is, the time until the circulating current becomes zero varies. Therefore, it is necessary to calibrate the sensor after a sufficient time has elapsed for the circulating current to become zero, which takes time. For this reason, if a sensor calibration request is generated during charging, the charging interruption time becomes longer.

  FIG. 5 is a waveform diagram for explaining the operation when the control described in the first embodiment is performed. In order to describe an example in which circulating current IC shown in FIG. 2 flows, description will be made with attention paid to battery modules B2 and Bn. Referring to FIG. 5, at time t10 to t11, battery modules B2 and Bn are charged by the charger. At this time, since the battery module Bn has an internal resistance higher than that of B2, the charging current IBn is smaller than the charging current IB2.

  When a sensor calibration request is generated at time t11, the charging power command value PCHG of the charger is set to zero. At the same time, system main relays SMRB1 to SMRBn are also set from the on state to the off state.

  At this time, since the charge amount of the battery module Bn having a high internal resistance is smaller than the charge amount of the battery module B2 having a low internal resistance, the voltage becomes low. After time t11, system main relays SMRB1 to SMRBn are opened, so that voltages VB2 and VBn also show an open voltage as shown in FIG. 5, and current values IB2 and IBn are both zero.

Therefore, the current sensor can be calibrated immediately after time t11.
When the sensor is calibrated during charging, if the system main relays SMRB1 to SMRBn are not shut off, a circulating current may flow as shown in FIG. 4, and a sufficient time has elapsed for the circulating current to become zero. It is necessary to calibrate the sensor after waiting. Therefore, it takes time to calibrate the sensor, and the charging interruption time becomes long.

  In the present embodiment, when the sensor is calibrated during charging, as shown in FIG. 5, system main relays SMRB1 to SMRBn are cut off so that no circulating current flows. As a result, sensor calibration can be performed immediately, and charging can be resumed immediately after sensor calibration is completed. Therefore, it is possible to shorten the charging interruption time.

  1 and FIG. 2 show an example in which a plurality of system main relays are individually provided on the positive electrode side and one is commonly provided on the negative electrode side. However, the present invention is applicable to other configurations. A plurality of system main relays may be individually provided on the negative electrode side, and one may be provided in common on the positive electrode side, or a plurality of system main relays may be provided on both the positive electrode side and the negative electrode side. Even in these configurations, if the circulating current does not flow between the battery modules by shutting off the system main relay, the sensor being charged can be configured immediately.

[Embodiment 2]
In the first embodiment, the system main relay is cut off, but the circulating current can be prevented from flowing by gradually reducing the charging power of the charger 146.

  FIG. 6 is a circuit diagram showing a configuration of charger 146 in FIGS. 1 and 2. Referring to FIG. 6, charger 146 includes a reactor L1 connected in series to node N1, a reactor L2 connected in series to node N2, a smoothing capacitor C1, bridge circuits 60, 62, 66, A transformer 64.

  Bridge circuit 60 converts AC voltage Vac between nodes N1 and N2 into a DC voltage by on / off control of the power semiconductor switching element, and outputs the DC voltage between power lines PL3 and NL3. A smoothing capacitor C1 is connected between power lines PL3 and NL3.

  Bridge circuit 62 converts the DC voltage between power lines PL3 and NL3 into AC power by on / off control of the power semiconductor switching element, and outputs the AC power to the primary side of transformer 64. The transformer 64 converts the primary side AC voltage into voltage according to a predetermined primary / secondary side winding ratio, and outputs it to the secondary side.

  Bridge circuit 66 converts the secondary side AC voltage of transformer 64 into a DC voltage by on / off control of the power semiconductor switching element, and outputs the converted DC voltage Vdc between nodes N3 and N4.

  With such a configuration, it is possible to execute an AC / DC conversion operation that converts an AC voltage (for example, AC 100 V) from an external power source into a DC voltage Vdc that charges the battery modules B1 to Bn while ensuring insulation. .

  Note that the on / off control of the power semiconductor switching element for AC / DC conversion in the bridge circuits 60, 62, and 66 can be performed by a well-known one, and thus detailed description thereof is omitted.

  As shown in FIG. 2, the control device 15 outputs a charging power command value PCHG to the charger 146, and the power semiconductor switching element for AC / DC conversion in the bridge circuits 60, 62, 66. A control signal SW for controlling permission / stop of on / off control is output. When control signal SW (ON) is applied to charger 146, on / off of the power semiconductor switching element is permitted, and when control signal SW (OFF) is applied to charger 146, power semiconductor switching element is turned off. Fixed.

  FIG. 7 is a flowchart for illustrating control of the charger and the relay executed by control device 15 in the second embodiment. 2 and 7, when the process is started, it is determined whether or not there is a sensor calibration request in step S11. The sensor calibration request is appropriately generated when conditions such as temperature change and time passage are satisfied. If there is a sensor calibration request in step S11, the process proceeds to step S12. If there is no sensor calibration request, the process proceeds to step S18.

  In step S12, control device 15 lowers charging power command value PCHG of charger 146. As for the descent, the command value is continuously changed from the value of the charging power command value PCHG when the sensor calibration request is generated to zero at an appropriate descent speed to zero. If the command value is continuously changed to zero at an appropriate descending speed, the battery module having a high internal resistance and the slow charging is selectively charged from the charger, so as shown by an arrow IC in FIG. No circulating current flows.

  In step S13, when the charge power command value has not yet dropped to zero, the process proceeds to step S17, and the processes of steps S11 to S12 are executed again.

  In step S13, when the charging power command value becomes zero, the control device 15 proceeds to step S14 to calibrate the sensors SA1 to SAn. At this time, prior to calibration, the control device 15 sets the charging power command value PCHG to zero and outputs a control signal SW (OFF) prohibiting switching of the switching element to the charger 124. This ensures that the charging power is electrically zero.

  In step S14, the sensor is calibrated by adjusting the measured values of the sensors SA1 to SAn to zero.

  In step S15, when the sensor calibration is completed, the process proceeds to step S16. On the other hand, if the sensor calibration has not been completed in step S15, the process proceeds to step S17, and the processes in steps S11 to S14 are executed again.

  In step S16, the control device 15 transmits a control signal SW (ON) to the charger 146 to allow the switching element to be turned on and off, and sets the original charging power command value PCHG at the time when the calibration request is generated to the charger 146. The charger 146 is re-driven to resume the charging of the battery modules B1 to Bn. When the process of step S16 ends, the process proceeds to step S17.

  FIG. 8 is a waveform diagram for explaining control for sensor calibration in the second embodiment. In order to describe an example in which circulating current IC shown in FIG. 2 flows, description will be made with attention paid to battery modules B2 and Bn. Referring to FIG. 8, battery modules B2 and Bn are charged by charger 146 from time t20 to t21. At this time, since the battery module Bn has an internal resistance higher than that of B2, the charging current IBn is smaller than the charging current IB2. Although not shown, since the charge amount of the battery module Bn having a high internal resistance is smaller than that of the battery module B2 having a low internal resistance, the open circuit voltage is lower than the battery module B2 of the battery module Bn.

  When a sensor calibration request is generated at time t21, control device 15 gradually decreases charging power command value PCHG of charger 146 from the current value to time t23, and sets it to zero at time t23. When the charge power command value is lowered, the voltage of the charger 146 is also gradually lowered. At this time, when the voltage of the charger 146 decreases to the open voltage of the battery module B2 having a low internal resistance at time t22, the charging current IB2 does not flow through the battery module B2.

  Therefore, during time t22 to t23, the battery module Bn having a high internal resistance is selectively charged. Then, after time t23, the control signal SW is changed from SW (ON) to SW (OFF), and it is ensured that the current of the charger 146 becomes zero, so that the sensor can be calibrated.

  In the control for instantaneously changing the charging power to zero as described in the examination example shown in FIG. 4, the circulating current converges to zero unless the internal resistance differences of the battery modules B1 to Bn are grasped. The time cannot be determined. On the other hand, when the charging power is gradually approached to zero as shown in FIG. 8, it is ensured that the open voltage of each battery is the same when the output is stopped by selecting an appropriate rate of decrease of the charging command value. It is easy to guarantee that.

  Further, compared to the case of the first embodiment, it is not necessary to turn off the system main relay every time a sensor calibration request is generated. Therefore, the number of relay operations is reduced, and the life of the relay contacts can be expected to be extended.

  Further, in order to control the sensor calibration executed by the vehicle power supply device of the second embodiment (to gradually lower the charging power command value of the charger 146 to zero), the system main relay described in the first embodiment Blocking may be combined.

  Specifically, a process for shutting off system main relays SMRB1 to SMRBn is executed between steps S13 and S14 in FIG. 7, and a process for connecting system main relays SMRB1 to SMRBn is executed between steps S15 and S16. You may make it do. By doing so, the relay is not cut off while the circulating current is flowing through the system main relay. Therefore, the life of the relay contact can be expected to be longer than that of the first embodiment, and the current path can be surely established. Since it is cut off, it can be expected that the accuracy of calibration of the current sensor is improved as compared with the second embodiment.

  Finally, Embodiments 1 and 2 are summarized with reference to the drawings again. As shown in FIG. 1, the power supply device for a vehicle according to the first embodiment charges a plurality of battery modules B1 to Bn that are configured to be connected in parallel and receives power from outside the vehicle. Charger 146, a plurality of relays SMRB1 to SMRBn for connecting the plurality of battery modules B1 to Bn to the charger 146, and a plurality of sensors SA1 for detecting currents of the plurality of battery modules B1 to Bn, respectively. To SAn and a control device 15 that controls the charger 146 by receiving the outputs of the plurality of sensors SA1 to SAn. As shown in FIG. 3, when a calibration request for a plurality of sensors SA1 to SAn is generated during charging of a plurality of battery modules B1 to Bn by a charger 146, the control device 15 includes a plurality of relays. A plurality of sensors SA1 to SAn are calibrated after SMRB1 to SMRBn are cut off.

  Preferably, when the calibration of the plurality of sensors SA1 to SAn is completed, the control device reconnects the plurality of relays SMRB1 to SMRBn and resumes charging to the plurality of battery modules B1 to Bn.

  Preferably, if the control according to the second embodiment is further applied to the first embodiment, the control device 15 may generate a calibration request for the plurality of sensors SA1 to SAn before shutting off the plurality of relays SMRB1 to SMRBn. The charging power command value PCHG of the charger 146 is continuously reduced from the value when the calibration request is generated to zero.

  As shown in FIG. 1, the power supply device for a vehicle according to the second embodiment charges a plurality of battery modules B1 to Bn configured to be connected in parallel and a plurality of battery modules B1 to Bn receiving electric power from the outside of the vehicle. Charger 146, a plurality of sensors SA1 to SAn for detecting currents of the plurality of battery modules B1 to Bn, respectively, and a control device 15 that receives the outputs of the plurality of sensors SA1 to SAn and controls the charger 146. With. As shown in FIGS. 7 and 8, the control device 15, when charging is performed on the plurality of battery modules B <b> 1 to Bn by the charger 146, the calibration request for the plurality of sensors SA <b> 1 to SAn is generated, The plurality of sensors SA1 to SAn are calibrated after the charging power command value PCHG of the charger 146 is continuously reduced from the value at the time of calibration request generation to zero.

  Preferably, when the calibration of the plurality of sensors SA1 to SAn is completed, the control device 15 returns the charging power command value of the charger 146 to the value at the time when the calibration request is generated, and the plurality of battery modules B1 to Bn are Resume charging.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 15 Control apparatus, 17 Sensor output, 19 Charging / discharging part, 30 Power output device, 60, 62, 66 Bridge circuit, 64 transformer, 110 converter, 120, C1 smoothing capacitor, 124,146 charger, 131,132 inverter, 140 Inverter control unit, 147 inlet, 148 charging connector, 149 external power supply, B1-Bn battery module, CHGRB, CHGRG relay, CHR charging relay, ENG engine, L1, L2 reactor, MG1, MG2 motor generator, NL1, NL2 negative line, PG power split mechanism, PL1, PL2 positive line, SA1-SAn current sensor, SMRB1-SMRBn, SMRG system main relay, SV1-SVn voltage sensor.

Claims (3)

And several of the power storage device,
A charger for receiving power from outside the vehicle and charging the plurality of power storage devices;
And several of the relay,
A plurality of sensors for respectively detecting currents of the plurality of power storage devices;
A controller for receiving the outputs of the plurality of sensors and controlling the charger;
When all of the plurality of relays are in a connected state, the plurality of power storage devices are connected in parallel, and the plurality of power storage devices can be charged simultaneously by the charger,
When a calibration request for the plurality of sensors is generated while the plurality of power storage devices are being charged by the charger, the control device shuts off the plurality of relays and then turns the plurality of sensors on. A vehicle power supply to be calibrated.   2. The vehicle power supply device according to claim 1, wherein when the calibration of the plurality of sensors is completed, the control device reconnects the plurality of relays and resumes charging the plurality of power storage devices.   The controller continuously reduces the charging power command value of the charger from the value at the time of the calibration request generation to zero before the plurality of relays are cut off after the calibration request of the plurality of sensors is generated. The power supply device for a vehicle according to claim 1.

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