CN101678777A - 车载设备控制系统及车辆 - Google Patents
车载设备控制系统及车辆 Download PDFInfo
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- CN101678777A CN101678777A CN200880016948A CN200880016948A CN101678777A CN 101678777 A CN101678777 A CN 101678777A CN 200880016948 A CN200880016948 A CN 200880016948A CN 200880016948 A CN200880016948 A CN 200880016948A CN 101678777 A CN101678777 A CN 101678777A
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Abstract
作为能够从设置在车辆外部的外部电源(90)进行充电的车辆的电源装置,具有主电池(BA)和相对于车辆可拆装的电池组(39)。电池组(39)包括:副电池(BB1),其用于驱动与主电池(BA)共同的电力负载(变换器(14、22));连接器(52),其设置有存储关于副电池(BB1)的信息的第一存储部。车辆的电源装置还具有控制装置(30),该控制装置(30)进行关于主电池(BA)的控制,并且,从第一存储部读出信息,进行关于副电池(BB1)的控制。
Description
技术领域
本发明涉及车载设备控制系统及车辆,尤其涉及能够从外部进行充电的车辆的车载设备控制系统及车辆。
背景技术
近年来,作为有益于环境的汽车,如电动汽车、混合动力汽车以及燃料电池汽车等那样搭载电源装置、使用其电力驱动电机的车辆受到关注。
在这样的车辆中,采用能够从外部进行充电的结构正处于研究中。日本特开平8-154307号公报公开了一种混合动力电动汽车,其具有:能够由外部充电单元进行充电的电池;能够利用来自电池的电力来驱动车轮的驱动用电动机;控制电动机的动作的控制单元;以及为了驱动该车轮而直接或间接地使用的内燃机。
为了延长可利用充电的电力来行驶的距离,需要使蓄电装置大容量化。但是,当使蓄电装置大容量化时,会增加成本,而且增加车辆重量,因此,燃料经济性也变差。因此,优选是采用与购入用户的使用方式相匹配的电池容量。
即,在能够进行外部充电的混合动力车辆中,各用户的每一次充电的行驶距离不一定相同,因此,产生了为每位购买的用户改变搭载的电池容量的需求。例如,考虑根据用户的住宅与上班地之间的距离来选择最适当的电池容量。
但是,准备各种电池容量的车辆会导致制造成本的增加,另外,制造管理也变得困难。另外,优选是:能够在因搬家或调动工作等而使用环境发生了改变的情况下,改变拥有的电池容量。
发明内容
本发明的目的在于提供一种能够容易地改变电池容量的车载设备控制系统及车辆。
概括来说,本发明是一种车载设备控制系统,具备:电池组,其被构成为在车辆上可拆装,且包括存储信息的存储部;和控制装置,其在电池组被连接到车辆的情况下,根据存储部中存储的信息来控制车载设备,并且,在电池组未被连接到车辆的情况下,根据存储部中存储的信息以外的信息来控制车载设备。
优选的是,控制装置根据存储部中存储的信息来控制电池组的充放电。
优选的是,车载设备控制系统还具备冷却电池组的冷却装置。控制装置根据存储部中存储的信息来控制冷却装置。
优选的是,车载设备控制系统还具备向车载设备供给电力的第一电池。电池组还包括向车载设备供给电力的第二电池。控制装置根据存储部中存储的信息,使车载设备进行关于第一电池的控制和关于第二电池的控制。
更优选的是,控制装置根据预定的控制常数来进行关于第一电池和第二电池的处理,根据从存储部读出的信息来对控制常数进行变更。
优选的是,控制装置根据从存储部读出的信息来判断电池组是否为正规品。
优选的是,电池组还包括:向车载设备供给电力的电池;和冷却电池的冷却装置。
按照其他方式,本发明是一种车载设备控制系统,具备:电池组,其具有用于与车辆可拆装地连接的连接部;形状检测部,其设置于车辆,对连接部的形状进行检测;以及控制装置,其根据形状检测部的检测结果来控制车载设备。
优选的是,控制装置根据形状检测部的检测结果来控制电池组的充放电。
优选的是,车载设备控制系统还具备冷却电池组的冷却装置。控制装置根据形状检测部的检测结果来控制冷却装置。
优选的是,车载设备控制系统还具备向车载设备供给电力的第一电池。电池组还包括向车载设备供给电力的第二电池。控制装置根据形状检测部的检测结果,使车载设备进行关于第一电池的控制和关于第二电池的控制。
更优选的是,控制装置根据预定的控制常数来进行关于第一电池和第二电池的处理,根据形状检测部的检测结果来对控制常数进行变更。
优选的是,电池组还包括:向车载设备供给电力的电池;和冷却电池的冷却装置。
根据另一方式,本发明是一种车辆,该车辆被构成为可拆装电池组,电池组具有与车辆进行连接的连接部,该车辆具备:控制装置,其在电池组被连接到车辆的情况下,根据从电池组读出的信息来控制车载设备,并且,在电池组未被连接到车辆的情况下,根据车辆存储的信息来控制车载设备。
优选的是,控制装置根据从电池组读出的信息来控制电池组的充放电。
优选的是,车辆还具备冷却电池组的冷却装置。控制装置根据从电池组读出的信息来控制冷却装置。
优选的是,车辆还具备向车载设备供给电力的第一电池。电池组还包括向车载设备供给电力的第二电池。控制装置根据从电池组读出的信息,使车载设备进行关于第一电池的控制和关于第二电池的控制。
更优选的是,控制装置根据预定的控制常数来进行关于第一电池和第二电池的处理,根据从电池组读出的信息来对控制常数进行变更。
优选的是,控制装置根据从电池组读出的信息来判断电池组是否为正规品。
优选的是,电池组还包括:向车载设备供给电力的电池;和冷却电池的冷却装置。
根据又一方式,本发明是一种车辆,该车辆被构成为可拆装电池组,电池组具有与车辆进行连接的连接部,该车辆具备:形状检测部,其设置于车辆,对连接部的形状进行检测;和控制装置,其根据形状检测部的检测结果来控制车载设备。
优选的是,控制装置根据形状检测部的检测结果来控制电池组的充放电。
优选的是,车辆还具备冷却电池组的冷却装置。控制装置根据形状检测部的检测结果来控制冷却装置。
优选的是,车辆还具备向车载设备供给电力的第一电池。电池组还包括向车载设备供给电力的第二电池。控制装置根据形状检测部的检测结果,使车载设备进行关于第一电池的控制和关于第二电池的控制。
更优选的是,控制装置根据预定的控制常数来进行关于第一电池和第二电池的处理,根据形状检测部的检测结果来对控制常数进行变更。
优选的是,电池组还包括:向车载设备供给电力的电池;和冷却电池的冷却装置。
根据本发明,可以容易地改变车辆的电源装置的电池容量。另外,能够为每位用户确定最适当的电池容量。
附图说明
图1是表示本发明实施方式的车辆1的主要结构的图。
图2是表示图1的变换器14和22的详细结构的电路图。
图3是表示图1的升压转换器12A和12B的详细结构的电路图。
图4是表示实施方式1中使用的设置在车辆和电池组之间的连接器的构造的图。
图5是表示设置有判别电池种类的开关的连接器部件102A的图。
图6是表示从插头插入面方向观察图5所示的连接器部件102A得到的图。
图7是表示开关122的OFF(断开)状态的图。
图8是表示开关122的ON(接通)状态的图。
图9是用于对电池组种类进行说明的图。
图10是表示电池组为一种的情况下的增减容量的例子的图。
图11是用于对控制装置30执行的、伴随连接追加电池组的控制进行说明的流程图。
图12是用于对作为控制常数的一个例子的发动机启动阀值的映射的切换进行说明的图。
图13是表示实施方式2的车辆与电池组的连接的图。
图14是表示图13所示的结构的变形例的图。
图15是用于对实施方式2中控制装置30执行的、伴随连接追加电池组的控制进行说明的流程图。
图16是用于说明实施方式3中的冷却装置的框图。
图17是表示实施方式3中使用的电池组的结构的变形例的图。
具体实施方式
以下,参照附图对本发明的实施方式进行详细说明。对图中相同或相当部分标注相同的符号,不重复其说明。
(车辆的整体结构)
图1是表示本发明实施方式的车辆1的主要结构的图。
参照图1,车辆1包括作为蓄电装置的主电池BA、升压转换器12A、平滑用电容器C1、和电压传感器21A。
车辆1还包括平滑用电容器CH、电压传感器10A、10B1、13、变换器14、22、发动机4、电动发电机MG1、MG2、动力分配机构3、车轮2、和控制装置30。
车辆1还包括连接器52和电池组39,该电池组39能够相对于车辆1可拆装地由连接器52进行连接。通过将电池组39搭载于车辆1或将电池组39从车辆1取下,从而能够调整搭载于车辆1的电池容量的总量。
电池组39包括:副电池BB1、升压转换器12B、平滑用电容器C2、和电压传感器10B1、21B。
搭载于该车辆的蓄电装置能够从外部进行充电。因此,车辆1还包括电力输入线ACL1、ACL2、继电器电路51、输入端子50、电压传感器74。
继电器电路51包括继电器RY1、RY2。作为继电器RY1、RY2,例如可以使用机械触点继电器,也可以使用半导体继电器。而且,电力输入线ACL1的一端连接到继电器RY1的一端,电力输入线ACL1的另一端连接到电动发电机MG1的三相线圈的中性点N1。另外,电力输入线ACL2的一端连接到继电器RY2的一端,电力输入线ACL2的另一端连接到电动发电机MG2的三相线圈的中性点N2。而且,在继电器RY1、RY2的另一连接输入端子50。
当来自控制装置30的输入许可信号EN被激活时,继电器电路51使输入端子50与电力输入线ACL1、ACL2电连接。具体来说,当输入许可信号EN被激活时,继电器电路51使继电器RY1、RY2接通,当输入许可信号EN没有被激活时,继电器电路51使继电器RY1、RY2断开。
输入端子50是用于将商用外部电源90连接到该混合动力车辆1的端子。而且,在该混合动力车辆1中,能够从连接于输入端子50的外部电源90对电池BA或BB1进行充电。
需说明的是,以上的结构利用2个旋转电机的定子线圈的中性点,但也可以为了与例如AC100V的商用电源进行连接而使用车载型或设置在车外的电池充电装置,来替代上述那样的结构,另外,在搭载选配电池组39的情况下,可以采用如下方式:合并升压转换器12A、12B来使之作为交流直流转换装置发挥功能。
平滑用电容器C1连接在电源线PL1A和接电线SL2之间。电压传感器21A检测平滑用电容器C1的两端间的电压VLA,并对控制装置30进行输出。升压转换器12A对平滑用电容器C1的端子间电压进行升压。
平滑用电容器C2连接在电源线PL1B和接电线SL2之间。电压传感器21B检测平滑用电容器C2的两端间的电压VLB,并对控制装置30进行输出。升压转换器12B对平滑用电容器C2的端子间电压进行升压。
平滑用电容器CH使由升压转换器12A、12B升压后的电压平滑化。电压传感器13检测平滑用电容器CH的端子间电压VH,并输出至控制装置30。
变换器14将从升压转换器12B或12A供给的直流电压转换为三相交流电压,并输出到电动发电机MG1。变换器22将从升压转换器12B或12A供给的直流电压转换为三相交流电压,并输出到电动发电机MG2。
动力分配机构3是与发动机4、电动发电机MG1、MG2连结而在它们之间分配动力的机构。例如,作为动力分配机构可以使用具有太阳轮、行星齿轮架、齿圈的三个旋转轴的行星齿轮机构。在行星齿轮机构中,如果确定了三个旋转轴中的二个旋转轴的旋转,那么另外一个轴的旋转就被强制确定。这该三个旋转轴分别与发动机4、电动发电机MG1、电动发电机MG2的各旋转轴连接。电动发电机MG2的旋转轴通过未图示的减速齿轮、差动齿轮与车轮2连结。另外,在动力分配机构3的内部,可进一步安装针对电动发电机MG2的旋转轴的减速器,或安装自动变速器。
关于主电池BA,车辆1还包括设置在正极侧的连接部40A、和设置在负极侧的作为连接部的系统主继电器SMRG。连接部40A包括连接在主电池BA的正极与电源线PL1A之间的系统主继电器SMRB、和与系统主继电器SMRB并联连接的彼此串联连接的系统主继电器SMRP和限制电阻R0。系统主继电器SMRG连接在主电池BA的负极(接地线SL1)与接地线SL2之间。
分别根据由控制装置30提供的控制信号CONT1~CONT3,控制系统主继电器SMRP、SMRB、SMRG的导通/非导通状态。
电压传感器10A测定主电池BA的端子间的电压VA。虽然未图示,但为了与电压传感器10A一起监视主电池BA的充电状态而设置有检测在主电池BA中流过的电流的电流传感器。作为主电池BA,可以使用例如铅蓄电池、镍氢电池、锂离子电池等二次电池、或双电层电容器等大容量电容器等。
电池组39包括设置在正极侧的连接部40B、和设置在负极侧的作为连接部的系统主继电器SR1G。连接部40B包括连接在副电池BB1的正极与电源线PL1B之间的系统主继电器SR1B、和与系统主继电器SR1B并联连接的彼此串联连接的系统主继电器SR1P和限制电阻R1。系统主继电器SR1G连接在副电池BB1的负极与接地线SL2之间。
分别根据由控制装置30提供的控制信号CONT4~CONT6,控制系统主继电器SR1P、SR1B、SR1G的导通/非导通状态。
接地线SL2如后面说明的那样,通过升压转换器12A、12B之中而延伸到变换器14和22侧。
电压传感器10B1测定副电池BB1的端子间的电压VBB1。虽然未图示,但为了与电压传感器10B1一起监视副电池BB1的充电状态而设置有检测在副电池BB1中流过的电流的电流传感器。作为副电池BB1,可以使用例如铅蓄电池、镍氢电池、锂离子电池等二次电池、或双电层电容器等大容量电容器等。
副电池BB1是根据用户的使用情况进行增减的选配电池,相对于此,主电池BA是所需最低限度搭载于车辆的基本电池(base battery)。
变换器14与电源线PL2和接地线SL2连接。变换器14接受由升压转换器12A和12B升压后的电压,例如为了启动发动机4而驱动电动发电机MG1。另外,变换器14使利用由发动机4传递的动力而在电动发电机MG1中发电产生的电力返回升压转换器12A和12B。此时,升压转换器12A和12B由控制装置30控制,使得作为降压电路进行动作。
电流传感器24检测在电动发电机MG1中流过的电流来作为电机电流值MCRT1,并将电机电流值MCRT1输出到控制装置30。
变换器22与变换器14并联地与电源线PL2和接地线SL2相连接。变换器22将升压转换器12A和12B输出的直流电压转换为三相交流电压,并对驱动车轮2的电动发电机MG2进行输出。另外,变换器22使伴随再生制动、在电动发电机MG2中发电产生的电力返回升压转换器12A和12B。此时,升压转换器12A和12B由控制装置30控制,使得作为降压电路进行动作。
电流传感器25检测在电动发电机MG2中流过的电流来作为电机电流值MCRT2,并将电动机电流值MCRT2输出到控制装置30。
控制装置30接收电动发电机MG1、MG2的各转矩指令值和转速、电压VBA、VBB1、VBB2、VLA、VLB、VH的各值、电机电流值MCRT1、MCRT2和起动信号IGON。而且,控制装置30对升压转换器12B输出进行升压指示的控制信号PWUB、进行降压指示的控制信号PWDB、和指示禁止动作的停止运转(shut down)信号。
而且,控制装置30对变换器14输出控制信号PWMI1和控制信号PMWC1,该控制信号PWMI1进行将作为升压转换器12A、12B输出的直流电压转换成用于驱动电动发电机MG1的交流电压的驱动指示,该控制信号PWMC1进行将电动发电机MG1中发电产生的交流电压转换成直流电压并使其返回升压转换器12A、12B侧的再生指示。
同样,控制装置30对变换器22输出控制信号PWMI2和控制信号PMWC2,该控制信号PWMI2进行将直流电压转换成用于驱动电动发电机MG2的交流电压的驱动指示,该控制信号PWMC2进行将电动发电机MG2中发电产生的交流电压转换成直流电压并使其返回升压转换器12A、12B侧的再生指示。
控制装置30包括存储用于控制变换器14、22和升压转换器12A、12B的各种映射(map)等的存储器32。
图2是表示图1的变换器14和22的详细结构的电路图。
参照图1、图2,变换器14包括U相臂15、V相臂16和W相臂17。U相臂15、V相臂16和W相臂17并联连接在电源线PL2和接地线SL2之间。
U相臂15包括:串联连接在电源线PL2和接地线SL2之间的IGBT元件Q3、Q4;和分别与IGBT元件Q3、Q4并联连接的二极管D3、D4。二极管D3的阴极与IGBT元件Q3的集电极连接,二极管D3的阳极与IGBT元件Q3的发射极连接。二极管D4的阴极与IGBT元件Q4的集电电极连接,二极管D4的阳极与IGBT元件Q4的发射极连接。
V相臂16包括:串联连接在电源线PL2和接地线SL2之间的IGBT元件Q5、Q6;和分别与IGBT元件Q5、Q6并联连接的二极管D5、D6。二极管D5的阴极与IGBT元件Q5的集电极连接,二极管D5的阳极与IGBT元件Q5的发射极连接。二极管D6的阴极与IGBT元件Q6的集电电极连接,二极管D6的阳极与IGBT元件Q6的发射极连接。
W相臂17包括:串联连接在电源线PL2和接地线SL2之间的IGBT元件Q7、Q8;和分别与IGBT元件Q7、Q8并联连接的二极管D7、D8。二极管D7的阴极与IGBT元件Q7的集电极连接,二极管D7的阳极与IGBT元件Q7的发射极连接。二极管D8的阴极与IGBT元件Q8的集电电极连接,二极管D8的阳极与IGBT元件Q8的发射极连接。
各相臂的中间点与电动发电机MG1的各相线圈的各相端连接。即,电动发电机MG1为三相永磁体同步电机,U、V、W相的三个线圈各自的一端共同连接于中点。而且,U相线圈的另一端与从IGBT元件Q3、Q4的连接点引出的线UL相连接。另外,V相线圈的另一端与从IGBT元件Q5、Q6的连接点引出的线VL相连接。另外,W相线圈的另一端与从IGBT元件Q7、Q8的连接点引出的线WL相连接。
对于图1的变换器22来说,在与电动发电机MG2连接这一点上与变换器14不同,但在内部的电路构成上与变换器14相同,因此,不重复详细的说明。另外,在图2中示出了对变换器提供控制信号PWMI、PWMC的情况,但为了避免使表示变复杂,如图1所示那样,将控制信号PWMI1、PWMC1输入变换器14,将控制信号PWMI2、PWMC2输入变换器22。
图3是表示图1的升压转换器12A和12B的详细结构的电路图。
参照图1、图3,升压转换器12A包括:一端连接到电源线PL1A的电抗器L1;串联连接在电源线PL2和接地线SL2之间IGBT元件Q1、Q2;以及分别与IGBT元件Q1、Q27并联连接的二极管D1、D2。
电抗器L1的另一端连接到IGBT元件Q1的发射极和IGBT元件Q2的集电极。二极管D1的阴极与IGBT元件Q1的集电极连接,二极管D1的阳极与IGBT元件Q1的发射极连接。二极管D2的阴极与IGBT元件Q2的集电极连接,二极管D2的阳极与IGBT元件Q2的发射极连接。
需说明的是,对于图1的升压转换器12B来说,在用连接到电源线PL1B来代替连接到电源线PL1A这一点上与升压转换器12A不同,但在内部电路结构上与升压转换器12A相同,因此,不重复详细的说明。另外,在图3中示出了对升压转换器提供控制信号PWU、PWD的情况,但为了避免使表示变复杂,如图1所示那样,将控制信号PWUA、PWDA输入变换器14,将控制信号PWUB、PWDB输入变换器22。
(可搭载副电池的电源装置)
再次参照图1,本实施方式的车辆的电源装置是能够从设置在车辆1外部的外部电源90进行充电的车辆的电源装置,包括主电池BA、和相对于车辆可拆装的电池组39。电池组39包括:用于驱动与主电池BA共同的电负载(变换器14和22)的副电池BB1;和设有与关于副电池BB1的信息对应的形状的突起(pin,插脚)的连接器52。车辆的电源装置还具有控制装置30,该控制装置30进行关于主电池BA的控制,并且,从连接器的形状检测出信息,进行关于副电池BB1的控制。
从连接器的形状检测的信息例如包括副电池BB1的容量,在改变了副电池的容量时,控制装置30能够进行与其相匹配的适当的控制。对于主电池、副电池,不限于蓄电容量一定是主电池一方大。有可能存在连接容量比主电池大的副电池的情况。另外,也有可能存在与主电池相比优先使用副电池的情况。
优选的是:车辆的电源装置还具有用于连接电池组39的连接器52。电池组39还包括:根据经由连接器而从控制装置30提供的控制信号来变换副电池BB1的电源电压的电压转换电路、即升压转换器12B。
通过这样在电池组39内置升压转换器12B,即使在主电池BA的电压和副电池BB1的电压不同的情况下,也能够对各电池独立地进行充放电控制。
作为使电压相匹配的方法,可以由升压转换器12B使副电池BB1的电压与主电池BA匹配,也可以相反地由升压转换器12A使主电池BA的电压与副电池BB1匹配。
另外,也可不设置升压转换器12A,由升压转换器12B使副电池BB1的电压与主电池BA匹配。在该情况下,可以以使副电池BB1的电源电压比主电池BA的电源电压低的方式进行单元数的设定和充放电管理。也可反过来不设置升压转换器12B,由升压转换器12A使主电池BA的电压与副电池BB1匹配。在该情况下,可以以使主电池BA的电源电压比副电池BB1的电源电压低的方式进行单元数的设定和充放电管理
另外,优选的是:车辆的电源装置还包括用于利用外部电源90来对主电池BA和副电池BB1进行充电的充电装置。该充电装置由变换器14、22和电动发电机MG1、MG2的定子线圈构成。
(实施方式1)
图4是表示实施方式1中使用的设置在车辆和电池组之间的连接器的构造的图。
参照图4,连接器52为组合与车辆侧(变换器侧)连接的连接器部件102和、与电池组侧连接的连接器部件112的部件。
连接器部件112包括:与电池连接的电力电缆116、120;分别与电力电缆116、120连接的插片114、118;以及绝缘性的套。插片114为正极端子,插片118为负极端子。
连接器部件102包括:与车辆的变换器连接的电力电缆106、110:分别与电力电缆106、110连接的插入金属件104、108;以及绝缘性的套。在插入金属件104插入插片114,在插入金属件108插入插片118。用绝缘性的套进行覆盖,因此成为操作者不容易接触插片的结构。
图5是表示设置有判别电池种类的开关的连接器部件102A的图。
图6是表示从插头插入面方向观察图5所示的连接器部件102A得到的图。
参照图5、图6,作为连接器部件102的一个例子,示出了设置有电池种类判别开关122的连接器部件102A。开关122设置在例如3个插脚插入口122A、122B、122C的各自内部。而且,对连接于电池侧的连接器部件,在与电池种类相对应的位置设有插脚。在存在插脚的情况下,开关122受插脚推压而被设定为ON(接通)状态。在不存在插脚的情况下,开关122被设定为OFF(断开)状态。
图7是表示开关122的断开状态的图。
图8是表示开关122的接通状态的图。
参照图7、图8,开关122包括:用于使向ECU等控制装置发送信号的配线与5V~14V的正电压连结的电阻126;和可动切片128。在插脚未插入插脚插入口122A、122B、122C的情况下,切片128离开,因此,对ECU等控制装置提供H(逻辑高)电平的电压。而且,当插脚插入插脚插入口122A、122B、122C的任一个时,所插入的插入口内部的开关122的切片128闭合,向控制装置传输L(逻辑低)电平的信号。
在具有3个插入口的情况下,能够表示2的三次方、即8种状态。因此,通过用该插脚的位置表示当前连接的电池组的容量,从而能够由车辆侧的控制装置对其进行判别。
图9是用于对电池组种类进行说明的图。
参照图9,对于电池组,准备容量较大的电池组和容量较小的电池组来作为选配。需要选择容量大的电池组130、容量小的电池组132的任一方来连接到连接器52。另外,也可以进行完全不连接电池组这样的选择。而且,使电池组130和电池组132中设置插脚的位置不同。预先确定其位置和容量的关系,则能够通过观测开关122的接通、断开,来由车辆侧的控制装置确认插脚位置,得知电池组的容量。
在实施方式1中,用于连接电池组的连接器的设置于电池组侧部件的形状表示电池组容量等信息。在连接器的车辆侧部件102A设置有作为用于检测该形状的检测部的检测开关122。
图10是表示电池组为一种的情况下的增减容量的例子的图。
参照图10,在车辆侧设置有连接于变换器的多个连接器52-1~52-n。而且,在销售店或服务工场中,将所需数量的增设单位的电池组142-1、142-2、……连接到连接器。
车辆侧的控制装置能够通过设置在各连接器的连接检测开关122,检测连接的电池组的个数,由此可得知总计的电池容量。
图11是用于对控制装置30执行的、伴随连接追加电池组的控制进行说明的流程图。该流程图的处理例如在车辆的系统起动时由主程序调出而被执行。
参照图11,首先开始处理,在步骤S1中,控制装置30判断是否连接有追加电池组。在连接器52的检测开关122为接通状态时,判断为连接有追加电池组。在连接器52的检测开关122为断开状态时,判断为没有连接追加电池组。
当在步骤S1中判断为没有追加电池组时,处理进到步骤S4,不特别地进行控制的变更而将控制转移到主程序。在该情况下,直接应用存储在图1的存储器32中的多个映射中的标准映射。另一方面,当判断为有追加电池时,处理进到步骤S2。
在步骤S2中检测电池容量。在图9中说明的改变电池组的容量的方式中,能够通过确认是否在图6的插脚插入口122A~122C的任一个中插入有插脚,来检测出容量。另外,在图10中说明的那样的改变电池组的个数的方式中,能够根据设置在连接器52-1~52-n的每一个的开关122变为接通状态的个数来得知电池组的连接个数,因此,用个数乘以增设单位的电池容量就能够检测出电池容量。
在步骤S2的处理结束后,接着执行步骤S3的处理。在步骤S3中,对由控制装置30在混合系统的控制中所使用的控制常数进行变更。该控制常数的变更例如是通过根据电池容量来切换图1的存储器32中的多个映射等来进行的。作为映射的例子包括:相对于输出功率要求值,规定启动发动机的阀值的发动机启动映射;规定能够从电池输出的最大电力Wout以及能够对电池充电的最大电力Win的映射;升压转换器的升压控制映射;电池冷却装置的控制映射等。
图12是用于对作为控制常数的一例子的发动机启动阀值的映射的切换进行说明的图。
参照图12,映射A是增加了电池容量的情况下的映射,映射B是没有增加电池容量时使用的标准映射。电池容量较大时,能够从电池向电动机供给的电力也变大。因此,即使踩下加速踏板、输出功率要求值变大,只要有增设的电池,也能不启动发动机而只用电机来向车轴输出所要求的功率。
更为具体来说,在电池的充电状态SOC(State of Charge)为0~40%的期间,当没有增设电池时,如映射B所示那样,在具有5kW的输出功率要求时,发动机启动。另一方面,当增设了电池时,如映射A所示那样,在具有10kW的输出功率要求时,发动机启动。
另外,在电池的充电状态SOC为60%的期间,当没有增设电池时,如映射B所示那样,在具有10kW的输出功率要求时,发动机启动。另一方面,当增设了电池时,如映射A所示那样,在具有20kW的输出功率要求时,发动机启动。
另外,在电池的充电状态SOC为80%的期间,当没有增设电池时,如映射B所示那样,在具有15kW的输出功率要求时,发动机启动。另一方面,当增设了电池时,如映射A所示那样,在具有30kW的输出功率要求时,发动机启动。
另外,在电池的充电状态SOC为100%的期间,当没有增设电池时,如映射B所示那样,在具有20kW的输出功率要求时,发动机启动。另一方面,当增设了电池时,如映射A所示那样,在具有40kW的输出功率要求时,发动机启动。换句话来说,当增设电池且充电状态SOC为100%时,则直到输出功率要求值达到40kW为止,能够在使发动机停止的状态下仅用电机来进行驱动行驶。
这样,电池容量变大时,能够输出的功率也变大,因此,可不启动发动机的区域变大。
另外,由于启动发动机的SOC也被改变,因此,能够随着电池组的增加适当延长停止发动机的状态下可行驶的距离。另外,混合动力车辆利用电池的电力来使电动发电机MG1旋转,从而启动发动机,在减少了电池组的数量的情况下,启动发动机来开始充电的SOC也被改变,因此,可以防止从电池过度放电而不能启动发动机。
需说明的是,图12所示的映射是模型化而简单示出的映射,实际上,由车辆行驶实验来进行适当调整。另外,关于Win、Wout也根据电池容量来切换相对于温度或SOC规定的映射。
即优选的是:控制装置30根据预定的控制常数来进行关于主电池BA和副电池BB1的处理。而且,控制装置30根据由与存储信息的存储部相当的连接器的插脚位置读出的信息来改变预定的控制常数。
在实施方式1中示出了车辆侧的控制装置30自动读出电池组的信息并根据该信息来改变控制常数的例子,但也能考虑不必须自动执行的情况。例如,也可以为:为了能改写控制常数而在控制装置30预先设置写入端子,在追加、取下、或更换了电池组时,从写入端子改写控制装置30的存储器32上的控制常数。
如以上说明的那样,在实施方式1中,在适于安装的电池组的控制条件下执行车载设备的控制。例如,通过适当控制作为车载设备的变换器、升压转换器,从而能够良好地进行基本电池和选配电池的合计的电池的充放电。
(实施方式2)
图13是表示实施方式2中的车辆和电池组的连接的图。
参照图13,通过连接器52连接车辆150A和电池组39A。在连接器52设置有如图4所示那样的电力电缆106、110的连接部之外,还设置有用于进行如CAN(Controller Area Network,控制器局域网)通信那样的控制用通信的通信线的连接部。需说明的是,并非一定要使通信线用的连接器和电力电缆用的连接器一体化,也可做成各自的连接器。
电池组39A包括:副电池BB1;对副电池BB1的电压进行升压的升压转换器12B;进行升压转换器12B的控制的电池组控制部156;与电池组控制部156连接的存储器158以及通信接口154。升压转换器12B经由连接器52而与车辆侧的电源线PL2和接地线SL2连接。
车辆150A在图1所示那样的车辆1的结构的基础上,还包括用于与电池组39A进行通信的通信接口152。
在存储器158存储有关于电池组39A的信息。该信息例如包括副电池BB1的容量。在存储器158还可存储电池的种类(锂离子电池、镍氢电池等)、制造年月日、制造商等。
电池组控制部156从存储器158读出关于电池组39A的容量的信息,并经由通信接口154、152将该信息传送到控制装置30。而且,控制装置30考虑电池组39A的容量,对关于车辆的驱动的控制常数、各种映射等进行切换。映射的切换也可以是由控制装置30存储多个映射,从中选择适合的映射,也可以是在存储器158中存储映射的数据,进行使控制装置30中存储的映射反映上述数据的改写处理。
图14是表示图13所示的结构的变形例的图。
在图13中分别设置有电力电缆和通信线,但在图14中采用在电力电缆上重叠通信信息的PLC(Power Line Communications,电力线通信)接口,因此不需要另外的通信线。
电池组39B包括:副电池BB1;对副电池BB1的电压进行升压的升压转换器12B;进行升压转换器12B的控制的电池组控制部166;与电池组控制部166连接的存储器168以及PLC通信接口164。升压转换器12B经由连接器52而与车辆侧的电源线PL2和接地线SL2连接。
车辆150B在图1所示的车辆1的结构的基础上,还包括用于与电池组39B进行通信的PLC通信接口162。
在存储器168存储有关于电池组39B的信息。该信息例如包括副电池BB1的容量。
电池组控制部166从存储器168读出关于电池组39B的容量的信息,并经由PLC通信接口164、162和电力电缆将该信息传送到控制装置30。而且,控制装置30考虑电池组39B的容量,对关于车辆的驱动的控制常数、各种映射等进行切换。
图15是用于对在实施方式2中控制装置30执行的、伴随连接追加电池组的控制进行说明的流程图。该流程图的处理例如在车辆的系统起动时由主程序调出而被执行。
参照图15,首先开始处理,在步骤S11中,控制装置30判断是否连接有追加电池组。在连接器52的检测开关122为接通状态时,判断为连接有追加电池组。在连接器52的检测开关122为断开状态时,判断为没有连接追加电池组。
当在步骤S11中判断为没有追加电池时,处理进到步骤S15,不特别地进行控制的变更而将控制转移到主程序。当判断为有追加电池时,处理进到步骤S12。
在步骤S12判断能否与追加电池组之间进行通信。当能进行该通信时,通过通信从电池组内的存储器读出副电池的容量等信息。
在步骤S12中,为能够通信的情况下,处理进到步骤S13。在步骤13中,对由控制装置30在混合动力系统的控制中所使用的控制常数进行变更。控制常数的变更例如可以通过根据电池容量对如下映射进行切换来进行,所述映射为:相对于输出功率要求值,规定启动发动机的阀值的发动机启动映射;规定能够从电池输出的最大电力Wout、能够对电池充电的最大电力Win的映射等。
另一方面,在步骤S12中为不能建立通信的情况下,处理进到步骤S14。作为不能建立通信的情况,一般认为是如下情况:例如连接了未预定连接的非标准的电池组(例如不是正规品的电池组或不知是否满足标准的电池组)。在该情况下,不清楚如何改变控制常数才是适当的,因此,为了防止异常放电等,作出失败判定,禁止车辆动作。
即,优选的是:控制装置30根据从作为存储部的存储器158或168读出的信息,判断电池组39A或39B是否为正规品。
而且,在搭载了不是正规品的电池组的情况下,例如禁止车辆的动作。由此,能够避免异常充放电等误工作。或者,也可以电切断不是正规品的电池组,仅使用正规品的电池组来使车辆动作。通过这种方式,能够确保用户不确认不是正规品而将电池连接在购入的车辆的情况下的车辆的动作。
与仅通过连接器形状进行判别的情况相比,非法改造变得困难。即,虽然连接器能够简单复制,但含有存储器的内容地进行复制是困难的,因此能够防止:搭载不是正规品的电池组,进行误工作。
当步骤S13或S14的处理结束时,在步骤S15中将控制转移到主程序。
如以上说明的那样,在实施方式2中,也与实施方式1同样地在适于安装的电池组的控制条件下执行车载设备的控制。
(实施方式3)
电池在充放电电流时会发热。另外也考虑到:在夏季等,当长时间报知炎热天气时,电池会变为高温。为了不缩短电池的寿命,期望冷却电池来进行使用。
但是,在改变电池的搭载量时,来自电池的发热量也发生变化。因此,需要根据电池搭载量来改变冷却能力。
图16是用于说明实施方式3中的冷却装置的框图。
图16所示的结构是在图13所示的结构中追加了冷却装置200的结构。对于冷却装置200之外的结构已在图13中进行了说明,因此不重复说明。
冷却装置200为了冷却电池组39A而设置在车辆侧。冷却装置200可以是除了对电池组39A进行冷却之外还共用地对作为基本电池的主电池BA进行冷却的冷却装置。
当将冷却装置200设置为电池组39A专用时,当车辆的控制装置30通过与电池组控制部156的通信而检测出已安装了电池组39A时,将冷却装置200设定为能够动作。通过未图示的温度传感器等检测出电池BB1的温度上升时,控制装置30使冷却装置200通过使风扇旋转或使冷却水循环来开始冷却电池组39A。
当将冷却装置200设置为基本电池和电池组39A共用时,在车辆的控制装置30通过与电池组控制部156的通信而检测出已安装了电池组39A时,增加冷却装置200的冷却能力。安装有电池组39A时相比于没有安装电池组39A时,控制装置30使风扇增加转速或增加冷却水的循环量。
在此,如图16所示,当电池冷却装置和控制该装置的ECU与电池组不是一体时,也考虑到:电池的冷却性能发生变化,能够仅利用电池来进行行驶的距离等车辆性能会降低。
图17是表示实施方式3中所使用的电池组的结构的变形例的图。
参照图17,多个电池组202-1~202-n经由系统主继电器SMR而与电源线PL2和接地线SL2连接。由车辆的控制装置控制系统主继电器SMR的导通/非导通。
电池组202-1包括连接器52、升压转换器12B、副电池BB1、温度传感器204、风扇控制部206、以及送风风扇208。
温度传感器204测定副电池BB1的温度。风扇控制部206在由温度传感器204检测出的电池温度比预定值高时,使风扇208旋转来进行温度调节,使得电池温度不会过于上升。即,温度传感器204、风扇控制部206和风扇208相当于电池组202-1所包括的温度调节装置。
其他的电池组202-n也具有与电池组202-1相同的结构,因此,不重复其说明。
在实施方式3中,在每个电池组设置包括风扇等的温度调节装置,因此,即使改变电池组的个数、形状,也不需要特别的考虑就能够将内置在电池组中的副电池保持在适当的温度。换句话来说,将冷却装置和其控制部分做成与电池组一体的结构,在电池组内完成冷却控制(从温度测量到风扇控制),从而能够防止:在追加电池组时,电池的冷却性能降低,以及由此引起的行驶性能降低。
最后,对在本实施方式中公开的车载设备控制系统进行总结说明。参照图1、图13、图14,车载设备控制系统具有:电池组39A、39B,其被构成为在车辆上可拆装,且包括存储信息的存储部(存储器158、168);和控制装置30,其在电池组被连接到车辆的情况下,根据存储部中存储的信息来控制车载设备,并且,在电池组未被连接到车辆的情况下,根据存储部中存储的信息以外的信息来控制车载设备。
如图16所示,优选的是:车载设备控制系统还具有冷却电池组39A的冷却装置200。控制装置30根据存储在存储部(存储器158)中的信息来控制冷却装置200。
如图1和图13所示,优选的是:车载设备控制系统还具备向车载设备供给电力的第一电池BA。电池组39还包括向车载设备供给电力的第二电池BB1。控制装置30根据存储部(存储器158)中存储的信息,使作为车载设备的变换器14、22、升压转换器12A、12B等进行关于第一电池BA的控制和关于第二电池BB1的控制。
优选的是:关于第一电池和第二电池的控制包括充放电控制,控制装置30根据存储部中存储的信息控制电池组的充放电。
如图1和图5所示,本发明另一方式的车载设备控制系统具备:电池组39,其具有用于与车辆可拆装地连接的连接部(连接器52);形状检测部(开关122),其设置于车辆,对连接部的形状进行检测;以及控制装置30,其根据形状检测部的检测结果来控制车载设备。
应该认为,本次公开的实施方式,在所有方面都只是例示而并非限制性的内容。本发明的范围并不是由上述的说明而是由权利要求所表示,包括与权利要求同等的含义和范围内的所有变更。
Claims (26)
1.一种车载设备控制系统,具备:
电池组(39A、39B),其被构成为在车辆上可拆装,且包括存储信息的存储部(158、168);和
控制装置(30),其在上述电池组被连接到上述车辆的情况下,根据上述存储部中存储的信息来控制车载设备,并且,在上述电池组未被连接到上述车辆的情况下,根据上述存储部中存储的信息以外的信息来控制上述车载设备。
2.根据权利要求1所述的车载设备控制系统,其中,
上述控制装置根据上述存储部中存储的信息来控制上述电池组的充放电。
3.根据权利要求1或2所述的车载设备控制系统,其中,
还具备冷却上述电池组(39A)的冷却装置(200),
上述控制装置(30)根据上述存储部(158)中存储的信息来控制上述冷却装置(200)。
4.根据权利要求1所述的车载设备控制系统,其中,
还具备向上述车载设备供给电力的第一电池(BA),
上述电池组(39)还包括向上述车载设备供给电力的第二电池(BB1),
上述控制装置(30)根据上述存储部(158)中存储的信息,使上述车载设备(14、22、12A、12B)进行关于上述第一电池(BA)的控制和关于上述第二电池(BB1)的控制。
5.根据权利要求4所述的车载设备控制系统,其中,
上述控制装置根据预定的控制常数来进行关于上述第一电池和上述第二电池的处理,根据从上述存储部读出的上述信息来对上述控制常数进行变更。
6.根据权利要求1所述的车载设备控制系统,其中,
上述控制装置根据从上述存储部读出的上述信息来判断上述电池组是否为正规品。
7.根据权利要求1所述的车载设备控制系统,其中,
上述电池组还包括:
向上述车载设备供给电力的电池(BB1);和
冷却上述电池的冷却装置(208)。
8.一种车载设备控制系统,具备:
电池组(39),其具有用于与车辆可拆装地连接的连接部(52);
形状检测部(122),其设置于上述车辆,对上述连接部的形状进行检测;以及
控制装置(30),其根据上述形状检测部的检测结果来控制车载设备。
9.根据权利要求8所述的车载设备控制系统,其中,
上述控制装置根据上述形状检测部的检测结果来控制上述电池组的充放电。
10.根据权利要求8或9所述的车载设备控制系统,其中,
还具备冷却上述电池组的冷却装置,
上述控制装置根据上述形状检测部的检测结果来控制上述冷却装置。
11.根据权利要求8所述的车载设备控制系统,其中,
还具备向上述车载设备供给电力的第一电池,
上述电池组还包括向上述车载设备供给电力的第二电池,
上述控制装置根据上述形状检测部的检测结果,使上述车载设备进行关于上述第一电池的控制和关于上述第二电池的控制。
12.根据权利要求11所述的车载设备控制系统,其中,
上述控制装置根据预定的控制常数来进行关于上述第一电池和上述第二电池的处理,根据上述形状检测部的检测结果来对上述控制常数进行变更。
13.根据权利要求8所述的车载设备控制系统,其中,
上述电池组还包括:
向上述车载设备供给电力的电池;和
冷却上述电池的冷却装置。
14.一种车辆,该车辆被构成为可拆装电池组(39),上述电池组具有与车辆进行连接的连接部(52),该车辆具备:
控制装置(30),其在上述电池组被连接到上述车辆的情况下,根据从上述电池组读出的信息来控制车载设备,并且,在上述电池组未被连接到上述车辆的情况下,根据上述车辆存储的信息来控制上述车载设备。
15.根据权利要求14所述的车辆,其中,
上述控制装置根据从上述电池组读出的信息来控制上述电池组的充放电。
16.根据权利要求14或15所述的车辆,其中,
还具备冷却上述电池组的冷却装置,
上述控制装置根据从上述电池组读出的信息来控制上述冷却装置。
17.根据权利要求14所述的车辆,其中,
还具备向上述车载设备供给电力的第一电池,
上述电池组还包括向上述车载设备供给电力的第二电池,
上述控制装置根据从上述电池组读出的信息,使上述车载设备进行关于上述第一电池的控制和关于上述第二电池的控制。
18.根据权利要求17所述的车辆,其中,
上述控制装置根据预定的控制常数来进行关于上述第一电池和上述第二电池的处理,根据从上述电池组读出的信息来对上述控制常数进行变更。
19.根据权利要求14所述的车辆,其中,
上述控制装置根据从上述电池组读出的信息来判断上述电池组是否为正规品。
20.根据权利要求14所述的车辆,其中,
上述电池组还包括:
向上述车载设备供给电力的电池;和
冷却上述电池的冷却装置。
21.一种车辆,该车辆被构成为可拆装电池组(39、39A、39B),上述电池组具有与车辆进行连接的连接部(52),该车辆具备:
形状检测部(122),其设置于上述车辆,对上述连接部的形状进行检测;和
控制装置(30),其根据上述形状检测部的检测结果来控制车载设备。
22.根据权利要求21所述的车辆,其中,
上述控制装置根据上述形状检测部的检测结果来控制上述电池组的充放电。
23.根据权利要求21或22所述的车辆,其中,
还具备冷却上述电池组的冷却装置,
上述控制装置根据上述形状检测部的检测结果来控制上述冷却装置。
24.根据权利要求21所述的车辆,其中,
还具备向上述车载设备供给电力的第一电池,
上述电池组还包括向上述车载设备供给电力的第二电池,
上述控制装置根据上述形状检测部的检测结果,使上述车载设备进行关于上述第一电池的控制和关于上述第二电池的控制。
25.根据权利要求24所述的车辆,其中,
上述控制装置根据预定的控制常数来进行关于上述第一电池和上述第二电池的处理,根据上述形状检测部的检测结果来对上述控制常数进行变更。
26.根据权利要求21所述的车辆,其中,
上述电池组还包括:
向上述车载设备供给电力的电池;和
冷却上述电池的冷却装置。
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- 2008-04-24 DE DE112008001341.1T patent/DE112008001341B4/de not_active Expired - Fee Related
- 2008-04-24 WO PCT/JP2008/058442 patent/WO2008146577A1/ja active Application Filing
- 2008-04-24 US US12/450,801 patent/US8515605B2/en not_active Expired - Fee Related
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CN102275523A (zh) * | 2010-06-01 | 2011-12-14 | 丰田自动车株式会社 | 车辆以及用于控制车辆的设备和方法 |
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CN104093590A (zh) * | 2011-07-29 | 2014-10-08 | 埃弗罗尼克公司 | 电池的充电设备和方法 |
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CN106458039A (zh) * | 2014-05-20 | 2017-02-22 | 丰田自动车株式会社 | 电源控制装置 |
CN106458039B (zh) * | 2014-05-20 | 2018-12-18 | 丰田自动车株式会社 | 电源控制装置 |
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WO2021164609A1 (zh) * | 2020-02-18 | 2021-08-26 | 华为技术有限公司 | 车载设备的认证方法及装置 |
Also Published As
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US9731667B2 (en) | 2017-08-15 |
US20100138087A1 (en) | 2010-06-03 |
DE112008001341T5 (de) | 2010-03-25 |
JP4842885B2 (ja) | 2011-12-21 |
US20130300191A1 (en) | 2013-11-14 |
WO2008146577A1 (ja) | 2008-12-04 |
CN101678777B (zh) | 2012-07-25 |
US8515605B2 (en) | 2013-08-20 |
JP2008295159A (ja) | 2008-12-04 |
DE112008001341B4 (de) | 2016-10-06 |
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