CN103124092A - 充电系统及电动车辆 - Google Patents
充电系统及电动车辆 Download PDFInfo
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Abstract
本发明能够防止继电器的熔接故障和熔断故障。电动车辆搭载有电池的同时设有充电用的受电端子。并且,在电池与受电端子之间设有变流器,变流器与受电端子之间设有继电器。并且,充电器设有输出充电电力的电力变换单元,且设有连接于电力变换单元的供电端子。充电时若发生来自电力变换单元的充电电力无法断开的故障状态,则通过启动变流器,以对电池的蓄电电力升压之后供应给继电器。据此,能够降低流过继电器的电流,在不发生熔接故障和熔断故障的情况下切断继电器。
Description
技术领域
本发明涉及充电系统及电动车辆,尤其涉及用于防止设置于电动车辆的继电器的熔接故障和熔断故障的技术。
背景技术
近年来,正在开发作为动力源而具有电动发动机的电动车辆。在对搭载于电动车辆的电池等蓄电装置充电时,从外部的充电器延伸出来的供电连接器连接到电动车辆的受电连接器。此外,在作为动力源而具有引擎和电动发动机的混合型电动车辆中,也正在开发可通过外部的充电器对蓄电装置充电的所谓插入连接(plug-in)方式的电动车辆。
由于设置于这种电动车辆的受电连接器上施加有蓄电装置的端子电压,因此需要在暴露受电连接器而进行的充电作业中确保安全。为此,在连接蓄电装置和受电连接器的通电线上设置继电器,通过在除充电时之外切断继电器来防止对受电连接器施加端子电压。
如此设置于通电线上的继电器中,在进行充电时将被供应大电流,因此有可能发生熔接故障或熔断故障。因此,提出了一种在充电结束时将继电器转换为切断状态,同时监视伴随继电器切断的电压变动的充电系统(例如,参照专利文献1)。通过使用该充电系统,能够检测出继电器的熔接故障。
现有技术文献
专利文献
专利文献1:日本特开2010-238576号公报
然而,连接蓄电装置和受电连接器的继电器的熔接故障或熔断故障直接关系到电动车辆的安全性等的问题,因此要求预先防止熔接故障和熔断故障。并且,连接蓄电装置和受电连接器的继电器在大多数情况下一并设置在收容有变换器的壳体内。因此,在进行继电器的更换作业时会发生很多的工序,因此从维修费用的观点出发考虑,也要求预先防止熔接故障和熔断故障。
发明内容
本发明的目的在于防止继电器的熔接故障和熔断故障。
本发明的充电系统为将连接于蓄电装置的受电连接器设置于电动车辆,将充电器的供电连接器连接于所述受电连接器,以从所述充电器向所述蓄电装置供应充电电力的充电系统,其特征在于包括:继电器模块,设置于所述蓄电装置与所述受电连接器之间,以用于在连接状态和切断状态之间进行转换;变流器,设置于所述蓄电装置与所述继电器模块之间,以用于对所述蓄电装置的蓄电电力进行升压之后供应给所述继电器模块;故障控制模块,以用于当发生来自所述充电器的充电电力无法断开的故障时,在驱动所述变流器以提升施加于所述继电器模块的一端侧的电压的状态下,将所述继电器模块转换为切断状态。
本发明的充电系统的特征在于,所述故障控制模块在连接所述蓄电装置和所述供电连接器的通电线的电流降至预定值之后,将所述继电器模块转换为切断状态。
本发明的充电系统的特征在于,所述电动车辆具有用于向电动机供应电力的变换器,在车辆行驶时,从所述变流器向所述变换器供应经升压的蓄电电力。
本发明的电动车辆为具备连接于蓄电装置的受电连接器,且在充电时,充电器的供电连接器连接于所述受电连接器的电动车辆,其特征在于包括:继电器模块,设置于所述蓄电装置与所述受电连接器之间,以用于在连接状态和切断状态之间进行转换;变流器,设置于所述蓄电装置与所述继电器模块之间,以用于对所述蓄电装置的蓄电电力进行升压之后供应给所述继电器模块;故障控制模块,以用于当发生来自所述充电器的充电电力无法断开的故障时,在驱动所述变流器以提升施加于所述继电器模块的一端侧的电压的状态下,将所述继电器模块转换为切断状态。
本发明的电动车辆的特征在于,所述故障控制模块在连接所述蓄电装置和所述供电连接器的通电线的电流降至预定值之后,将所述继电器模块转换为切断状态。
本发明的电动车辆的特征在于,具有用于向电动机供应电力的变换器,在车辆行驶时,从所述变流器向所述变换器供应经升压的蓄电电力。
根据本发明,设置为当发生来自充电器的充电电力无法断开的故障时,在驱动变流器以提升施加于继电器模块的一端侧的电压的状态下,将所述继电器模块转换为切断状态。据此,能够在电流被降低的状态下切断继电器模块,从而能够防止发生熔接故障和熔断故障。
附图说明
图1为表示通过本发明的一个实施方式所提供的充电系统进行的充电状况的说明图。
图2为表示组成充电系统的电动车辆的内部结构的概略图。
图3为表示组成充电系统的充电器的内部结构的概略图。
图4为表示将充电器连接到电动车辆的状态的概略图。
图5为表示执行故障保护控制的充电系统的主要部分的概略图。
图6为表示在执行故障保护控制时的电压和电流的变化状态的说明图。
符号说明:
10:充电系统
11:电动车辆
12:充电器
13:电池(蓄电装置)
23:变换器
24:变流器
35:受电连接器
36:受电线(通电线)
37:受电线(通电线)
39、40:继电器(继电器模块)
42:车辆控制单元(故障控制模块)
52:供电连接器
具体实施方式
以下,参照附图来详细说明本发明的实施方式。图1为表示通过本发明的一个实施方式所提供的充电系统10进行的充电状况的概略图。并且,图2为表示组成充电系统10的电动车辆11的内部结构的概略图。而且,图3为表示组成充电系统10的充电器12的内部结构的概略图。如图1所示,电动车辆11中作为蓄电装置搭载有电池13,在对电池13充电时,充电器12的充电电缆14连接于电动车辆11的充电口15。
如图2所示,电动车辆11具有作为动力源的电动发电机(电动机)20,电动发电机20通过驱动轴21连接于驱动轮22。并且,电动发电机20通过变换器23和变流器24与电池13连接。通过一对电线25、26连接于电池13的变流器24由绝缘栅双极晶体管(IGBT)、电抗器、电容器等构成,能够将电池13的直流电升压之后输出。并且,变流器24通过一对电线27、28与变换器23连接,变换器23中供应有通过变流器24升压的直流电。在此,电线27、28上设有主继电器29、30。并且,通过多个电线31~33连接于电动发电机20的变换器23由IGBT和电容器等构成,且能够从直流电模拟生成用于驱动电机的交流电。其中,变流器24不仅对从电池13流向变换器23的直流电进行升压,而且在再生时能够对从变换器23流向电池13的直流电进行降压。并且,变换器23能够使直流电和交流电双向变换。
并且,电动车辆11的充电口15由可自由开闭地设置于车体侧部的充电盖34和收容于充电盖34的内侧的受电连接器35构成。受电连接器35设有一对受电端子35a、35b,其中一个受电端子35a通过受电线(通电线)36连接于正极侧的电线27,另一个受电端子35b通过受电线(通电线)37连接于负极侧的电线28。即,受电连接器35和电池13通过变流器24连接。并且,受电线36上设有用于测量电流I1的电流传感器38。并且,受电线36上设有继电器(继电器模块)39,受电线37上设有继电器(继电器模块)40。进一步地,受电连接器35上设有信号端子35c,信号端子35c上连接有通信线41。并且,电动车辆11上设有用于控制变换器23、变流器24、继电器39、40等的车辆控制单元42,且设有用于管理电池13的充放电的电池控制单元43。这些控制单元42、43通过通信网络44相互连接。在此,各控制单元42、43通过CPU和存储器等构成。
如图3所示,充电器12中设有根据来自外部电源50的交流电生成直流电(充电电力)的电力变换单元51。该电力变换单元51由整流电路、变压器、开关电路等构成。并且,设在充电器12的充电电缆14的前端处设有相对于受电连接器35可自由装卸的供电连接器52。该供电连接器52上设有与受电连接器35的受电端子35a、35b对应的一对供电端子52a、52b。其中一个供电端子52a通过供电线53连接于电力变换单元51的正极端子51a,另一个供电端子52b通过供电线54连接于电力变换单元51的负极端子51b。进一步地,供电连接器52上设有信号端子52c,信号端子52c上连接有通信线55。并且,充电器12中设有由CPU和存储器等构成的充电控制单元59,由充电控制单元56控制电力变换单元51。
图4为表示将充电器12连接到电动车辆11的状态的概略图。如图4所示,当将充电电缆14连接到充电口15时,打开车体的充电盖34使受电连接器35露出,对受电连接器35连接充电电缆14的供电连接器52。据此,变成通过供电线以及受电线36、37、53、54连接电力变换单元51和电池31的同时,通过通信线41、55连接车辆控制单元42和充电控制单元56的状态。然后,为了充电电力的供应,车辆控制单元42将主继电器29、30转换为切断状态的同时,将继电器39、40转换为连接状态。接着,充电控制单元56设定对应于电池13的目标充电状态SOC(例如,100%)的目标电压(例如,400V),并由电力变换单元51向电池13供应充电电力,直到电池13的端子电压达到目标电压为止。
在进行这种充电时,由于受电线36、37中流有较大的电流(例如,100A),因此,在充电电力的供应过程中不慎将继电器39、40转换为切断状态或连接状态的事件是导致继电器39、40发生熔接故障和熔断故障的主要原因。为此,在充电开始时,在由电力变换单元51输出充电电力之前使继电器39、40转换为连接状态,而在充电结束时,在切断来自电力变换单元51的充电电力之后使继电器39、40转换为切断状态。然而,由于电力变换单元51输出较大的充电电力,因此在充电时,从电力变换单元51发生较大的电磁噪声(electromagnetic noise),而且还可推测到充电器12内的充电控制单元56因该电磁噪声而发生误动作。而且,根据充电控制单元56的误动作内容,还可想到不能断开由电力变换单元51输出的充电电力的情况。因此,本发明的一个实施方式所提供的充电系统10以及电动车辆11,在发生由充电器12持续供应充电电力的故障时,为了在不发生熔接故障和熔断故障的情况下将继电器39、40转换为切断状态,按以下的顺序执行故障保护控制。
图5为表示执行故障保护控制的充电系统10的主要部分的概略图。并且,图6为表示在执行故障保护控制时的电压和电流的变化状态的说明图。其中,在图5中,对于与图4所示的部件相同的部件赋予相同的符号并省略其说明。如图5及图6所示,在充电结束时,从车辆控制单元42向充电控制单元56输出停止信号,充电控制单元56接收该停止信号之后使来自电力变换单元51的电力供应停止。此时,如图6的符号a所示,在通过电流传感器38持续检测到预定值以上的电流I1时,判定为充电器12不能断开充电电力的故障状态。如此,当检测出充电器12的故障状态时,起到故障控制模块的功能的车辆控制单元42使变流器24升压驱动,据此对继电器39、40的一端侧供应对电池13的蓄电电力进行升压之后的电力。即,由电池13以电压Vi输出至变流器24的电力通过变流器24被升压为电压Vo之后输出至继电器39、40。然后,如图6所示,车辆控制单元42在直至达到电力变换单元51的输出电压V1为止(符号b),即直至使流过受电线36、37的电流I1降低为零为止(符号c),在提升变流器24的输出电压Vo的状态下,使继电器39、40从连接状态(ON)转换为切断状态(OFF)。
如此,在发生充电电力的供应无法断开的故障时,通过驱动变流器24,对电池13的蓄电电力升压之后供应至继电器39、40。据此,即使发生充电电力的供应无法断开的故障的情况下,能够消除继电器39、40的一端侧(变流器侧)和另一端侧(受电连接器侧)之间的电位差,从而能够使流过继电器39、40的电流I1降低至零。而且,通过在使流过继电器39、40的电流I1下降的状态下将继电器39、40转换为切断状态,据此能够防止继电器39、40的熔接故障和熔断故障。需要说明的是,虽然在前述说明中将电流I1降低至零,但是并不局限于此,只要是不会发生熔接故障等情况的电流值,也可以设置为电流I1下降至预定值以下时将继电器39、40转换为切断状态。
而且,由于受电线36、37连接于电线27、28,因此变流器24变成设置在继电器39、40与电池13之间的同时设置在变换器23与电池13之间的状态。即,在车辆行驶时,能够将从电池13经过变流器24而被升压的电力供应至电动发电机20。据此,能够谋求供应给电动发电机20的电力的低电流化,且能够实现变换器23的小型轻量化。据此,变流器24不仅能够在充电器12发生故障时使用,而且还能够在对供应给变换器23的电力进行升压时使用,因此能够抑制制造成本且能够使电动车辆11具备故障保护功能。
当然,本发明并不限定于前述实施方式,在不脱离其要旨的范围内可进行各种变更。在前述说明中,车辆控制单元42起到故障控制模块的功能,但并不局限于此,可以使充电控制单元56起到故障控制模块的功能。并且,虽然在前述说明中基于由电流传感器38检测出的电流I1判定充电器12的故障状态和继电器39、40的切断时机,但是并不局限于此,也可以基于流过供电线53、54、受电线37、电线25、26的电流,判定继电器39、40的切断时机。并且,对于图示的情况而言,虽然基于流过变流器24与继电器39之间的受电线36的电流I1判定继电器39、40的切断时机,但并不局限于此,也可以基于流过继电器39与受电连接器35之间的受电线36的电流判定继电器39、40的切断时机。而且,也可以通过利用用于测量电力变换单元51的输出电压V1和变流器24的输出电压Vo的电压传感器,判定充电器12的故障状态和继电器39、40的切断时机。
并且,在前述说明中,继电器39、40设置于电池13的正极侧和负极侧这两电极侧,但是在对仅在电池13的正极侧具备继电器39的电动车辆或者仅在电池13的负极侧具备继电器40的电动车辆进行充电时,也可以适用本发明。在此,从提高充电作业时的安全性的观点出发,优选为将继电器39、40设置到电池13的正极侧和负极侧这两电极侧。并且,图示的电动车辆11为作为驱动源而只具备电动发电机20的电动车辆,但是也可以是作为驱动源而具备电动发电机20和引擎的混合型电动车辆。并且,作为蓄电装置,采用了锂离子二次电池和镍氢二次电池等电池13,但并不局限于此,作为蓄电装置可以使用锂离子电容器和双电层电容器等电容器。
Claims (6)
1.一种充电系统,将连接于蓄电装置的受电连接器设置于电动车辆,将充电器的供电连接器连接于所述受电连接器,以从所述充电器向所述蓄电装置供应充电电力,其特征在于,所述充电系统包括:
继电器模块,设置于所述蓄电装置与所述受电连接器之间,以用于在连接状态和切断状态之间进行转换;
变流器,设置于所述蓄电装置与所述继电器模块之间,以用于对所述蓄电装置的蓄电电力进行升压之后供应给所述继电器模块;
故障控制模块,以用于当发生来自所述充电器的充电电力无法断开的故障时,在驱动所述变流器以提升施加于所述继电器模块的一端侧的电压的状态下,将所述继电器模块转换为切断状态。
2.如权利要求1所述的充电系统,其特征在于,所述故障控制模块在连接所述蓄电装置和所述供电连接器的通电线的电流降至预定值之后,将所述继电器模块转换为切断状态。
3.如权利要求1或2所述的充电系统,其特征在于,所述电动车辆具有用于向电动机供应电力的变换器,在车辆行驶时,从所述变流器向所述变换器供应经升压的蓄电电力。
4.一种电动车辆,具备连接于蓄电装置的受电连接器,在充电时,充电器的供电连接器连接于所述受电连接器,其特征在于,所述电动车辆包括:
继电器模块,设置于所述蓄电装置与所述受电连接器之间,以用于在连接状态和切断状态之间进行转换;
变流器,设置于所述蓄电装置与所述继电器模块之间,以用于对所述蓄电装置的蓄电电力进行升压之后供应给所述继电器模块;
故障控制模块,以用于当发生来自所述充电器的充电电力无法断开的故障时,在驱动所述变流器以提升施加于所述继电器模块的一端侧的电压的状态下,将所述继电器模块转换为切断状态。
5.如权利要求4所述的电动车辆,其特征在于,所述故障控制模块在连接所述蓄电装置和所述供电连接器的通电线的电流降至预定值之后,将所述继电器模块转换为切断状态。
6.如权利要求4或5所述的电动车辆,其特征在于,所述电动车辆具有用于向电动机供应电力的变换器,在车辆行驶时,从所述变流器向所述变换器供应经升压的蓄电电力。
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CN104508936B (zh) * | 2013-08-02 | 2016-08-31 | 株式会社小松制作所 | 充电装置 |
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CN104859467A (zh) * | 2014-02-20 | 2015-08-26 | 丰田自动车株式会社 | 车辆控制装置 |
CN106660528A (zh) * | 2014-06-17 | 2017-05-10 | 马自达汽车株式会社 | 自动制动器装置 |
US10081341B2 (en) | 2014-06-17 | 2018-09-25 | Mazda Motor Corporation | Automatic brake device |
CN106660528B (zh) * | 2014-06-17 | 2019-05-14 | 马自达汽车株式会社 | 自动制动器装置 |
CN109791174A (zh) * | 2016-08-11 | 2019-05-21 | Lg伊诺特有限公司 | 电路故障检测器、包括其的电动车辆充电控制器及电路故障检测方法 |
CN109791174B (zh) * | 2016-08-11 | 2021-07-06 | Lg伊诺特有限公司 | 电路故障检测器、包括其的电动车辆充电控制器及电路故障检测方法 |
CN110520327A (zh) * | 2017-01-17 | 2019-11-29 | 荷贝克先进电池技术有限责任公司 | 车辆用电池系统 |
CN111152672A (zh) * | 2018-11-07 | 2020-05-15 | 丰田自动车株式会社 | 充电装置 |
CN113415164A (zh) * | 2021-05-24 | 2021-09-21 | 江铃汽车股份有限公司 | 电动车辆的快速放电方法、系统、介质及电动车辆 |
Also Published As
Publication number | Publication date |
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US9102238B2 (en) | 2015-08-11 |
US20130127413A1 (en) | 2013-05-23 |
JP5378488B2 (ja) | 2013-12-25 |
CN103124092B (zh) | 2015-04-29 |
JP2013110816A (ja) | 2013-06-06 |
DE102012110524A1 (de) | 2013-05-23 |
DE102012110524B4 (de) | 2021-06-10 |
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