CN104521092B - 无人搬运车的充电管理系统和无人搬运车的充电管理方法 - Google Patents

无人搬运车的充电管理系统和无人搬运车的充电管理方法 Download PDF

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CN104521092B
CN104521092B CN201380041177.XA CN201380041177A CN104521092B CN 104521092 B CN104521092 B CN 104521092B CN 201380041177 A CN201380041177 A CN 201380041177A CN 104521092 B CN104521092 B CN 104521092B
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guided vehicle
automatic guided
battery pack
charging
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CN104521092A (zh
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福井敏人
平山满
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Nissan Motor Co Ltd
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    • H—ELECTRICITY
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    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00036—Charger exchanging data with battery
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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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  • Engineering & Computer Science (AREA)
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Abstract

无人搬运车的充电管理系统，该无人搬运车以电池组作为驱动源而以无人状态行驶，通过设置于充电站的充电器对电池组进行充电，该无人搬运车的充电管理系统具备：充放电监视单元，其监视电池组的充放电量；不需充电阈值电压设定单元，其设定针对电池组的不需充电阈值电压；以及充电控制装置，其在判断为到达充电站的无人搬运车的电池组电压降低至低于由不需充电阈值电压设定单元设定的不需充电阈值电压时，通过充电器对电池组进行充电。在所设定的特定的时间段内，不需充电阈值电压设定单元使不需充电阈值电压降低。

Description

无人搬运车的充电管理系统和无人搬运车的充电管理方法
技术领域
本发明涉及一种无人搬运车的充电管理系统以及充电管理方法，该无人搬运车以所搭载的电池组的电力作为驱动源而以无人状态行驶并在充电站对电池组进行充电。
背景技术
以往，提出了一种无人搬运车的充电控制装置，该无人搬运车搭载即使进行部分充放电也能够使用的镍氢电池、锂离子电池作为电池组，具备充电控制单元，该充电控制单元在电池组的剩余容量成为充电开始容量时开始充电，在剩余容量达到充电停止容量时停止充电(参照日本JP2007-74800A)。
发明内容
另外，例如通常使用多台无人搬运车，所述多台无人搬运车在组装生产线中在规定的环行轨道的行驶路线上行驶，在拣货站(Picking Station)装载组装部件并搬运到组装站，在组装站卸下组装部件后再次返回至拣货站。以在拣货站与组装站之间环行行驶的方式连续地运用多台无人搬运车，以依次提供组装站所要求的组装部件。在这样连续地运用的多台无人搬运车中，如上述以往例那样，在所搭载的电池组的剩余容量每次降低至某个规定的充电开始容量时，需要使用充电站的自动充电器进行充电。因此，充电站的自动充电器接受持续的电力供给，定期地对请求充电的各无人搬运车实施充电。结果是，为了对无人搬运车进行充电，需要不中断对充电站的自动充电器的电力供给而始终持续确保固定量的电量的状态，存在无法在特定的规定时间内抑制电力消耗这种问题。
本发明是鉴于上述问题点而完成的，目的在于提供一种无人搬运车的充电管理系统以及充电管理方法，适用于在特定的规定时间内抑制对充电器的电力供给。
本发明的一个实施方式中的无人搬运车的充电管理系统将电池组作为驱动源而以无人状态行驶，通过充电器对电池组进行充电。而且，具备：充放电监视单元，其监视电池组的充放电量；以及不需充电阈值电压设定单元，其设定针对电池组的不需充电阈值电压。另外，具备充电控制装置，该充电控制装置在判断为由到达充电站的无人搬运车的电池组的充放电引起的电压降低至低于由不需充电阈值电压设定单元设定的不需充电阈值电压时，通过充电器对电池组进行充电。而且，在本发明中，在所设定的特定的时间段内，不需充电阈值电压设定单元使所设定的不需充电阈值电压降低。
以下，根据附图详细说明本发明的实施方式。
附图说明
图1是表示一个实施方式中的无人搬运车的行驶路径的例子的概念图。
图2是表示无人搬运车和充电站的自动充电器的概要的说明图。
图3是表示充电时的无人搬运车的电池组装置与充电站的充电器的关系的说明图。
图4是表示充电时的电池组电压的变化与所提供的充电电流的变化的充电特性图。
图5是第一实施例的充电控制的控制流程图。
图6是第二实施例的充电控制的控制流程图。
图7是表示由第二实施例的充电控制引起的电池组电压的变化的时间图。
具体实施方式
以下，根据实施方式说明本发明的无人搬运车的充电管理系统。
例如图1所示，使用无人搬运车1的搬运工序的行驶路径具备行驶路线R，行驶路线R是被设定为经由拣货站PS与生产线的组装站BS的环行轨道。在搬运工序中，构成为在该行驶路线R上能够行使多台无人搬运车1，由设备侧控制装置2控制各无人搬运车1的行驶。
各无人搬运车1反复进行以下循环行驶：在拣货站PS装载组装站BS中所需的部件，在行驶路线R上行驶并搬运到组装站BS，在组装站BS卸下所装载的部件，再次在行驶路线R上行驶而返回至拣货站PS。在行驶路线R上的、例如组装站BS的附近配置有充电站CS，该充电站CS具备由设备侧控制装置2控制的自动充电器3。另外，例如在组装站BS的入口位置和出口位置设置有基站4，用于执行无人搬运车1和设备侧控制装置2之间的信号的发送和接收。
如图2、图3所示，各无人搬运车1例如在车辆中央配置有收容由二次电池(例如锂离子二次电池)构成的电池组LB以及用于监视电池组LB的状态的充放电监视器11等的电池组盒5。无人搬运车1以电池组LB作为驱动电源而行驶。该电池组LB中，将多个锂离子型单电池(cell)并联或者串联连接而构成电池模组BM(充电状态下的电压大约8V多)。使用母线BB将多个电池模组BM(例如图示例那样三个)串联连接来使用。因此，在使电池组LB处于满充电状态时，输出电压成为25V左右。因而，电池组LB的过充电电压例如设定为25V，过放电电压例如设定为18V。将判断是否需要充电的电压设定为过充电电压与过放电电压之间的例如24.9V，在低于该电压的情况下需要充电，在高于该电压的情况下不需要充电。这样，将过放电电压与判断为充电开始或者充电完成的电压之间的电压差设为充分大来保护电池以避免达到加快电池组LB劣化的过放电电压。
在向电池组LB供电的供电线12的端部以暴露于电池组盒5的外面的方式配置有受电触点13。在该受电触点13上连接从充电站CS的自动充电器3伸缩的供电触点23，从而能够对电池组LB充电。
如图3所示，由充放电监视器11监视和运算由锂离子电池构成的电池组LB的充电状态。充放电监视器11进行动作来每隔规定时间(10msec)对电池组LB的充放电容量(电池组电压)和单电池电压、电池组LB的输入输出的电流量(安培小时：AH)、电池组LB的异常历史记录等进行监视并存储。充放电监视器11能够通过通信单元14(例如光通信)经由基站4和自动充电器3将这些信息发送到设备侧控制装置2。
在构成电池组LB的各单电池的电压处于关机阈值(例如2.8V～3V)以下的过放电状态的情况下，充放电监视器11显示电池组LB处于异常状态，并进行动作使无人搬运车1关机(异常停止)。对于关机阈值，能够变更其设定值，通常例如设定为3.0V。但是，在通过行驶路线R的组装站BS的过程中，关机阈值被设定为更低的设定值(例如2.8V)，抑制在组装站BS区域内的关机动作。具体地说，当从在行驶路线R的组装站BS的入口位置设置的基站4经由通信单元接收到关机禁止命令时，无人搬运车1将该设定值从3.0V变更为2.8V。另外，当从在行驶路线R的组装站BS的出口位置设置的基站4经由通信单元接收到关机禁止解除命令时，无人搬运车1将设定值从2.8V变更为3.0V。
设置于充电站CS的自动充电器3具备：直流电源21，其能够升压至电池组LB的上限电压(例如25V)；充电控制装置20，其控制从直流电源21提供给电池组LB的充电电流值和电压值；以及通信单元24，其能够与无人搬运车1的通信单元14进行通信。
通信单元24与无人搬运车1的通信单元14之间能够进行电池组LB的充放电容量(电压)、电池组LB的输入输出的电流量(安培小时：AH)、电池组LB的异常历史记录、其它指令信号等的通信。
无人搬运车1将电池组LB作为驱动电源而行驶，随着行驶，由于电池组LB的放电而电压降低。因此，使无人搬运车1在经过充电站CS时临时停止，在无人搬运车1与充电站CS的自动充电器3之间经由通信单元14、24确认无人搬运车1的电池组LB的充放电容量。在充电站CS侧判断此时的电池组LB的电压是否需要充电(是否降低至低于不需充电阈值电压)，在判断为需要充电时，由自动充电器3对无人搬运车1的电池组LB进行充电。
不需充电阈值电压例如设定为上述的24.9V。即，在电池组电压降低至低于不需充电阈值电压时判断为需要充电，在电池组电压高于不需充电阈值电压时判断为不需要充电。这样，将过放电电压与需要充电的不需充电阈值电压之间的电压差设为充分大来保护电池组LB以避免电池组LB达到过放电电压。
在充电时，当使供电触点23朝向无人搬运车1的受电触点13伸长而使供电触点23与受电触点13连接时，确认该连接而设为可充电状态。之后，在自动充电器3中，从直流电源21提供充电电力。
为了对电池组LB充电，充电控制装置20能够进行恒定电流-恒定电压方式的普通充电，也能够实施将比普通充电时的充电电流大的充电电流提供给电池组LB的恒定电流-恒定电压方式的快速充电。在需要短时间充电的搬运工序中期望进行快速充电。在恒定电流-恒定电压方式的充电中，在充电初期进行提供恒定电流的充电电流的恒定电流充电(CC充电)，从通过充电而电池组电压上升至充电上限电压(例如25V)的时间点起，进行电压固定的恒定电压充电(CV充电)直至经过规定时间为止。
图4是表示充电时的电池组电压的变化与所提供的充电电流的变化的图。当通过CC充电而电池组电压逐渐上升而电池组电压上升至充电上限电压(例如25V)时，从该时间点起执行使充电电流减少并且电压固定的恒定电压充电(CV充电)直至经过规定时间为止。当经过规定时间时，充电控制装置20使直流电源21停止来使充电停止。
另外，还能够在执行CC充电而无人搬运车1的电池组电压上升至不需充电阈值电压的时间点设为充电完成而停止充电。这样，在使电池组电压上升至不需充电阈值电压的时间点结束充电的情况下，能够省略之后执行规定时间的恒定电压充电(CV充电)，从而能够缩短充电时间。因此，适合于对在行驶路线R上环行的无人搬运车1的电池组LB充电，在后述的图5示出的流程图中，示出通过该充电停止方法结束对无人搬运车1的电池组LB的充电的例子。另外，能够通过设备侧控制装置2来变更使充电开始和结束的电池组LB的不需充电阈值电压。
还能够将CC充电执行预先设定的规定时间，使无人搬运车1的电池组电压上升与充电时间相应的量而设为充电完成从而停止充电。这样，在使电池组电压上升与充电时间相应的量的时间点结束充电的情况下，能够使充电时间缩短到规定时间，因此适合于对在行驶路线R上环行的无人搬运车1的电池组LB充电。因此，在后述的图6示出的流程图中，示出通过该充电停止方法结束对无人搬运车1的电池组LB的充电的例子。另外，能够通过设备侧控制装置2来变更开始充电的电池组LB的不需充电阈值电压。
当在充电站CS中对电池组LB的充电结束时，自动充电器3判断为充电结束，使供电触点23缩回来使供电触点23与无人搬运车1的受电触点13之间的连接断开。当触点13、23之间的连接被断开时，无人搬运车1从充电站CS脱离并向行驶路线R行驶。
另外，以在拣货站PS与组装站BS之间环行行驶的方式连续地运用上述多台无人搬运车1，以依次提供组装站BS所要求的组装部件。在这样连续地运用的多台无人搬运车1中，在所搭载的电池组LB的剩余容量每次成为某个规定的不需充电阈值电压以下时，需要由充电站CS的自动充电器3进行充电。因此，充电站CS的自动充电器3为了定期地对需要充电的各无人搬运车1实施充电，需要接受电力供给。结果是，为了对无人搬运车1充电，需要使对充电站CS的自动充电器3的电力供给不中断而始终持续确保固定量的电力量的状态，存在无法在特定的时间段中抑制电力消耗这种问题。
在本实施方式的无人搬运车的充电管理系统中，解决了这种问题，能够在特定的时间段中抑制电力消耗。关于特定的时间段，并不特别限定，例如考虑进入电力消耗集中的夏季白天时间段那样的特定时间段13:00～16:00的规定时间段。
因此，在本实施方式中，执行错峰控制来解决上述问题，该错峰控制是：与通常时间段相比，在电力消耗集中的时间段(高峰时间段)以使对无人搬运车1的电池组LB充电的不需充电阈值电压降低的方式设定不需充电阈值电压。由此，在高峰时间段，使电池组LB所具有的蓄电能力充分发挥来抑制从自动充电器3对电池组LB的充电，从而能够抑制所消耗的电力。
为了执行上述错峰控制，在设备侧控制装置2中设置有：选择开关2A，其选择是(错峰启动(ON))否(错峰关闭(OFF))执行供给电力的错峰控制；以及设定单元2B，其能够设定错峰时间段。另外，在设备侧控制装置2中设置有设定单元2C，该设定单元2C用于设定通常时的无人搬运车1的不需充电阈值电压VA和执行错峰控制时的无人搬运车1的不需充电阈值电压VA。在无人搬运车1到达充电站CS的自动充电器3时，这些设定值构成是否执行错峰控制的判断基准。
在本实施方式中，为了进行错峰控制，在无人搬运车1到达充电站CS的自动充电器3时，执行图5示出的充电控制的控制流程图。以下，根据图5示出的充电控制的控制流程图来详细说明本实施方式的无人搬运车1的充电管理系统。
当无人搬运车1在行驶路线R上行驶而到达充电站CS时，无人搬运车1相对于自动充电器3停止在规定位置。自动充电器3经由通信装置24开始与无人搬运车1的通信单元14进行通信(步骤S1)，判断与无人搬运车1的通信是否建立(步骤S2)。
当通信建立时，判断由设备侧控制装置2进行的电力设定是否成为错峰设定(错峰启动)(步骤S3)。在电力设定成为错峰设定(错峰启动)的情况下，判断当前时间段是否为高峰时间段(步骤S4)。在是错峰设定(错峰启动)且是高峰时间段的情况下，进入到步骤S5，将不需充电阈值电压VA设定为低的设定电压(例如23.0V)。在不是错峰设定(错峰关闭)的情况下或者不是高峰时间段的情况下，进入到步骤S6，将不需充电阈值电压VA设定为通常设定的电压(例如24.9V)。
接着，与无人搬运车1的通信单元14进行交互通信，获取无人搬运车1的电池组电压(步骤S7)，判断该电池组电压是否超出所设定的不需充电阈值电压VA(步骤S8)。在电池组电压降低至小于所设定的不需充电阈值电压VA的情况下，开始进行充电(步骤S9)。
关于对无人搬运车的电池组LB的充电，使供电触点23从自动充电器3朝向无人搬运车1伸长而与无人搬运车1的受电触点13连接。使触点13、23彼此连接而成为可充电状态。自动充电器3启动直流电源21，将来自直流电源21的直流电力经由供电触点23、受电触点13提供给无人搬运车1的电池组LB而开始充电。然后，控制由直流电源21提供给电池组LB的充电电流值。电池组电压从充电开始电压起随着充电而上升。
由车载充放电监视器11监视电池组电压的上升。自动充电器3经由通信单元14、24获取无人搬运车1的电池组电压(步骤S10)，判断电池组电压是否超过所设定的不需充电阈值电压VA(步骤S11)。
在电池组电压超过不需充电阈值电压VA的情况下，结束充电(步骤S12)。具体地说，使直流电源21停止而停止充电，使供电触点23收回而解除与无人搬运车1侧的受电触点13之间的连接。
在步骤S8中无人搬运车1的电池组电压超过不需充电阈值电压VA的情况下以及在通过步骤S9～S12的处理而无人搬运车1的电池组电压超过不需充电阈值电压VA的情况下，经由通信单元14、24对无人搬运车1输出发车允许的指令(步骤S13)。
然后，等待下一趟无人搬运车1到达充电站CS(步骤S14→S1)，如果下一趟无人搬运车1到达，则执行与上述相同的控制过程(步骤S1～S13)。此外，在完成时，自动充电器3停止。
图6示出的充电控制的控制流程图示出将图5示出的充电控制的控制流程图的一部分处理(步骤S10和S11)变更为其它处理(步骤S20和S21)的例子。
即，在该实施例中，当在步骤S9中开始充电时，在步骤S20中设定充电计时器，对无人搬运车1的电池组LB实施规定时间的充电。然后，在判断为由充电计时器设定的规定时间已经过(步骤S21)的情况下，充电结束(步骤S12)。
因而，在图6示出的流程图的处理中，即使判断为电池组电压降低至低于不需充电阈值电压而执行了充电，由充电计时器设定的规定时间后的电池组电压也由于温度条件、充电开始电压而发生变动。即，存在由充电计时器设定的规定时间后的电池组电压上升至超出不需充电阈值电压的情况、由充电计时器设定的规定时间后的电池组电压未达到不需充电阈值电压而结束充电的情况。这样，在采用充电由充电计时器设定的时间的充电方法的情况下，能够使无人搬运车1在充电站CS的停车时间固定。因此，作为对在环行轨道的行驶路线R上行驶的无人搬运车1充电的方法是期望的充电方法。
图7示出本实施例中的无人搬运车1的电池组电压的变化。横轴表示从开始时间(8点)起的时间经过，例如表示将11点～12点作为午餐时间、将15点～16点作为操作员的换班时间而使组装生产线和无人搬运车1停止并将13点～17点设为高峰时间段的情况。
无人搬运车1的电池组电压在充电站CS中充电时(充电启动(ON)时)上升，之后(充电停止(OFF)时)，随着无人搬运车1使用电池组LB的电源来行驶而降低。在组装生产线和无人搬运车1停止的午餐时间(11点～12点)，电池组电压停止降低。
当实施错峰控制时，不需充电阈值电压VA降低至23.0V。因此，即使无人搬运车1在充电站CS中停车，无人搬运车1也能够以不执行对电池组LB的充电的状态继续行驶。另外，即使电池组电压降低至低于23.0V(不需充电阈值电压VA)而执行充电，也由于其充电次数减少而与通常时相比能够削减充电所消耗的电力。
当经过17点而解除错峰控制时，不需充电阈值电压VA被切换为24.9V。因此，无人搬运车1的电池组电压在充电站CS中被充电(充电启动时)而上升，之后(充电停止时)随着无人搬运车1使用电池组LB的电源来行驶而降低。
在本实施方式中，能够起到以下记载的效果。
(A)一种无人搬运车1的充电管理系统，该无人搬运车1以电池组LB作为驱动源而以无人状态行驶，通过设置于充电站CS的充电器3对电池组LB进行充电。该充电管理系统具备：充放电监视单元11，其监视电池组LB的充放电量；以及不需充电阈值电压设定单元2C，其设定针对电池组LB的不需充电阈值电压。充电管理系统还具备充电控制装置20，该充电控制装置20在判断为到达充电站CS的无人搬运车1的电池组LB的电压降低至低于由不需充电阈值电压设定单元2C设定的不需充电阈值电压时，通过充电器3对电池组LB进行充电。在所设定的特定的时间段内，不需充电阈值电压设定单元2C使所设定的不需充电阈值电压降低。
即，在所设定的特定的时间段内使所设定的不需充电阈值电压降低，因此在特定的时间段内使电池组LB所具有的蓄电能力充分发挥而抑制从充电器3对电池组LB的充电，从而能够抑制所消耗的电力。
(B)充放电监视单元11被搭载于无人搬运车1。不需充电阈值电压设定单元2C经由通信单元14、24对到达充电站CS的无人搬运车1的充放电监视单元11询问电池组LB的充放电容量，来获取电池组LB的充放电容量。因此，在无人搬运车1中搭载用于监视电池组LB的充放电容量的充放电监视单元11即可，能够降低无人搬运车1的成本。由此，在无人搬运车1的台数多的情况下能够实现系统整体的低成本化。
(C)充放电监视单元11监视构成电池组LB的多个单电池的电压，在任一个单电池电压降低至预先设定的电压值以下的情况下，显示无人搬运车1的电池组LB处于异常状态的情况并使无人搬运车1停止。在无人搬运车1行驶于面对生产线的组装站BS的区域内的过程中，与行驶于其它区域内的情况相比，使用于判断电池组LB处于异常的预先设定的电压值降低，因此能够抑制在经过组装站BS的区域的过程中无人搬运车1异常停止。
本发明并不限定于上述一个实施方式，在不脱离本发明的宗旨的范围内能够进行各种变形、应用。
本申请主张2012年8月2日在日本专利局申请的特愿2012-171716的优先权，并以此为基础提出申请，通过参照将该申请的全部内容取入到本说明书。

Claims (5)

1.一种无人搬运车(1)的充电管理系统，该无人搬运车(1)以电池组(LB)作为驱动源而以无人状态行驶，通过设置于充电站(CS)的充电器(3)对上述电池组(LB)进行充电，该无人搬运车(1)的充电管理系统具备：
充放电监视单元(11)，其监视上述电池组(LB)的充放电量；
不需充电阈值电压设定单元(2C)，其设定用于判断上述电池组(LB)是否需要充电的不需充电阈值电压；以及
充电控制装置(20)，其在判断为到达上述充电站(CS)的无人搬运车(1)的电池组(LB)的电压降低至低于上述不需充电阈值电压时，通过充电器(3)对上述电池组(LB)进行充电，
其中，在所设定的特定的时间段内，上述不需充电阈值电压设定单元(2C)使上述不需充电阈值电压降低，
上述充放电监视单元(11)构成为：监视构成电池组(LB)的多个单电池的电压，在任一个单电池的电压降低至预先设定的电压值以下的情况下，显示无人搬运车(1)的电池组(LB)处于异常状态的情况并使无人搬运车(1)停止，
在无人搬运车(1)行驶于规定的区域的过程中，与无人搬运车(1)行驶于其它区域的情况相比，将上述预先设定的电压值降低。
2.根据权利要求1所述的无人搬运车(1)的充电管理系统，其特征在于，
上述充放电监视单元(11)被搭载于无人搬运车(1)，
上述不需充电阈值电压设定单元(2C)经由通信单元(14、24)向到达充电站(CS)的无人搬运车(1)的充放电监视单元(11)询问电池组(LB)的充放电容量，来获取电池组(LB)的充放电容量。
3.根据权利要求1所述的无人搬运车(1)的充电管理系统，其特征在于，
上述规定的区域是抑制无人搬运车(1)停止的区域。
4.一种无人搬运车(1)的充电管理方法，该无人搬运车(1)以电池组(LB)作为驱动源而以无人状态行驶，通过设置于充电站(CS)的充电器(3)对上述电池组(LB)进行充电，该无人搬运车(1)的充电管理方法包括以下步骤：
监视上述电池组(LB)的充放电量；
设定用于判断上述电池组(LB)是否需要充电的不需充电阈值电压；以及
在判断为到达上述充电站(CS)的无人搬运车(1)的电池组(LB)的电压降低至低于上述不需充电阈值电压时，通过充电器(3)对上述电池组(LB)进行充电，
其中，在所设定的特定的时间段内，使上述不需充电阈值电压降低，并且
监视上述电池组(LB)的充放电量的步骤包括以下步骤：
监视构成电池组(LB)的多个单电池的电压，在任一个单电池的电压降低至预先设定的电压值以下的情况下，显示无人搬运车(1)的电池组(LB)处于异常状态的情况并使无人搬运车(1)停止；以及
在无人搬运车(1)行驶于规定的区域的过程中，与无人搬运车(1)行驶于其它区域的情况相比，将上述预先设定的电压值降低。
5.根据权利要求4所述的无人搬运车(1)的充电管理方法，其特征在于，
上述规定的区域是抑制无人搬运车(1)停止的区域。
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