CN107406002A - 车载用蓄电装置 - Google Patents

车载用蓄电装置 Download PDF

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CN107406002A
CN107406002A CN201580078189.9A CN201580078189A CN107406002A CN 107406002 A CN107406002 A CN 107406002A CN 201580078189 A CN201580078189 A CN 201580078189A CN 107406002 A CN107406002 A CN 107406002A
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battery
vehicle
high voltage
control unit
storage device
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CN107406002B (zh
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齐藤博之
谷英明
和知敏
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Mitsubishi Electric Corp
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    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0007—Measures or means for preventing or attenuating collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
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Abstract

本发明的车载用蓄电装置包括进行内部的控制的控制部(6)、根据来自控制部(6)的指令经由开关(8)与高电压蓄电池(3)相连接并强制消耗充电至高电压蓄电池(3)中的电力的负载(7)、以及根据来自控制部(6)的指令接受驱动从而对高电压蓄电池(3)进行冷却的冷却装置(10)。控制部(6)在利用冲撞检测部(14)检测到车辆的冲撞的情况下，在通过负载(7)强制消耗高电压蓄电池(3)的电力的同时，利用冷却装置(10)对高电压蓄电池(3)进行冷却。

Description

车载用蓄电装置
技术领域
本发明涉及车载用蓄电装置，尤其涉及搭载于将电池所蓄积的电能作为动力源的汽车的车载用蓄电装置。
背景技术
通常，在汽车等车辆中搭载有电池。电能被暂时蓄积于该电池。作为蓄电方法，例如通过皮带等预先将发电机连接至内燃机，伴随着内燃机的旋转，由发电机所发电得到的电能被蓄积到该电池。由此，通过预先在电池中蓄积电能，由此即使在内燃机不旋转从而无法利用发电机发电这样的状态下，也能够从电池提供电气设备所需的电力。
此外，近年来，为了高效地利用减速时车辆的能量将其转换成电能对电池充电，研发了搭载多个电池的车辆。该多个电池中包含有用于高效地蓄积车辆的电能的电池、以及被使用于车辆起动等的电池。
这些电池、以及从该电池到电气设备的布线通常需要进行绝缘处理，以避免乘客或维修操作员直接接触。但是，在车辆发生了冲撞时，绝缘部分被破坏，从而有可能导致乘客或维修操作员触电。
例如专利文献1记载有针对车辆冲撞事故的安全对策的一个示例。专利文献1中，在意外发生事故的情况下，通过利用负载强制消耗蓄积在电池内部的能量来进行触电对策。
现有技术文献
专利文献
专利文献1：日本专利第3893965号公报
发明内容
发明所要解决的技术问题
在上述专利文献1中，在车辆冲撞后，为了耗电，利用负载来对电池内部所蓄积的能量进行放电。然而，根据负载的电阻的不同，有可能会通过大电流来放电。其结果是，有可能导致电池发热、着火。
本发明是鉴于上述问题而完成的，其目的在于获得下述车载用蓄电装置，在意外发生事故的情况下，在通过大电流进行放电的同时，能够通过利用冷却装置对电池进行冷却来抑制电池着火，从而安全性得以提高。
用于解决技术问题的技术手段
本发明是搭载于将车载用电源作为动力源的车辆的车载用蓄电装置，所述车载用电源包含单个或多个电池，并包括：进行所述车载用蓄电装置的内部的控制的控制部；根据来自所述控制部的指令与所述车载用电源相连接、强制消耗充电于所述车载用电源的所述电池中的电力的负载；以及根据来自所述控制部的指令被驱动，对所述车载用电源的所述电池进行冷却的冷却装置，所述控制部在检测到所述车辆的冲撞的情况下，使所述负载强制消耗所述电池的电力，并通过所述冷却装置对所述电池进行冷却。
发明效果
根据本发明的车载用蓄电装置，在车辆冲撞时，利用负载强制消耗电池的电力，并利用冷却装置对电池进行冷却，因此，即使在意外发生事故的情况下，在通过大电流进行放电的同时，也能够通过冷却装置对电池进行冷却，从而抑制电池着火，实现安全性的提高。
附图说明
图1是表示设有本发明的实施方式1的车载用蓄电装置的内燃机的电源系统的结构的结构图。
图2是表示本发明的实施方式1的车载用蓄电装置的控制装置的处理的流程图。
图3是表示本发明的实施方式1中发电电动机和内燃机的连接的一个示例的结构图。
图4是表示本发明的实施方式1中壳体与高电压蓄电池的结构的一个示例的剖视图。
具体实施方式
下面，基于附图详细说明本发明所涉及的车载用蓄电装置的实施方式。另外，下述说明的实施方式是对本发明进行具体化时的一个方式，并非用于将本发明限定在该范围内。
实施方式1.
图1是表示本发明的实施方式1的车载用蓄电装置及其周边的车辆的电源系统的结构图。
图1中，车载用蓄电装置15搭载于汽车等车辆。该情况下的“汽车”不限于混合动力汽车，还包含电动车。混合动力汽车是指并用由电能驱动的电动机和由汽油驱动的内燃机来作为动力源的汽车。电动车是指仅将从电池输出的电能作为动力源的汽车。但在下文中，作为“汽车”，以混合动力汽车为例进行说明。
如图1所示，车载用蓄电装置15具备壳体13。壳体13在内部收纳有高电压蓄电池3、控制部6、负载7、开关8、开关9、冷却装置10、分压用负载11、以及运算部12。
此外，如图1所示，车载用蓄电装置15与低电压蓄电池1、电气设备2、发电电动机4及电压转换装置5相连接。低电压蓄电池1向电气设备2供电。低电压蓄电池1例如由铅蓄电池构成。低电压蓄电池1的额定电压例如为12V。电气设备2例如包含空调、立体声、车载导航、电窗、动力转向装置、灯等搭载于车辆的所有电气设备。车载用蓄电装置15与冲撞检测部14相连接。
高电压蓄电池3是用于驱动车辆的动力源之一。本实施方式中，假设混合动力汽车作为车辆，因此还有一个动力源是内燃机(参照图3的标号16)。高电压蓄电池3与发电电动机4之间进行电力的传输与接收。即，高压蓄电池3由来自发电电动机4的电力进行充电，并将电力提供给发电电动机4进行发电电动机4的驱动。高电压蓄电池3例如由锂离子电池构成。高电压蓄电池3的额定电压例如为400V。但是，高电压蓄电池3不限于锂离子电池，也可以由其他电池构成。
发电电动机4与内燃机16相连接。例如，如图3所示，在发电电动机4的转子轴17设置滑轮18，经由皮带19与内燃机16相连接。若内燃机16旋转，则通过皮带19，发电电动机4也旋转。若发电电动机4旋转，则可通过发电电动机4进行发电。发电得到的电能用于对高电压蓄电池3充电，或者被输入到电压转换装置5。电压转换装置5中，对该电能进行电压转换，输入至电气设备2或低电压蓄电池1。电气设备2消耗该电能，低电压蓄电池1由该电能来进行充电。
电压转换装置5为了进行高压侧和低压侧间的电力传输与接收而进行电压的转换。此时，若高压侧和低压侧的电压大致为同电位，则不需要电压转换装置5。因此，也可设置开关来取代电压转换装置5。
控制部6控制开关8、开关9及冷却装置10。
开关8根据来自控制部6的指令信号，在通常运转时和紧急时进行切换。在通常运转时，开关8将低电压蓄电池1和负载7连接，利用负载7来消耗低电压蓄电池1的充电能量。另一方面，在紧急时，开关8将高电压蓄电池3和负载7连接，利用负载7来强制消耗高电压蓄电池3的充电能量。
开关9与冷却装置10相连接。冷却装置10对高电压蓄电池3进行冷却。冷却装置10由搭载于车载用蓄电装置15的空冷风扇构成。开关9根据来自控制部6的指令信号，将低电压蓄电池1和高电压蓄电池3中的某一个连接至冷却装置10。在通常运转时，开关9将低电压蓄电池1和冷却装置10连接，使用低电压蓄电池1的电力来驱动冷却装置10。在紧急时，开关9经由分压用负载11将高电压蓄电池3和冷却装置10连接，使用高电压蓄电池3的电力来驱动冷却装置10。由此，在通常运转时，冷却装置10使用低电压蓄电池1的电力，因此冷却装置10不应对高电压蓄电池3的电压。因此，需要分压用负载11。
分压用负载11通过分压将从高电压蓄电池3施加到冷却装置10的电压降低至冷却装置10的可驱动电压范围内。
控制部6与运算部12相连接。高电压蓄电池3中设置有电流传感器(未图示)及电压传感器(未图示)。运算部12基于来自高电压蓄电池3的电流传感器和电压传感器的信息，运算高电压蓄电池3的充电状态，并输入至控制部6。
冲撞检测部14沿用搭载于气囊用控制装置(未图示)等的冲撞传感器。但是，冲撞检测部14并不限于该情况，可以在气囊用控制装置的冲撞传感器以外单独进行设置。冲撞检测部14在检测到车辆的冲撞的情况下，将用于通知该情况的检测信号输入至控制部6。
负载7在车辆冲撞等紧急时消耗充电至高电压蓄电池3中的电能。具体而言，在紧急时，通过使高电压蓄电池3的电极与负载7电连接来进行放电。图4示出了高电压蓄电池3和负载7的结构。
图4是表示高电压蓄电池3、负载7及冷却装置10的结构的剖视图。如图4所示，本实施方式中，负载7由壳体13构成。壳体13由电阻体构成。壳体13搭载于电池安装架20。壳体13和电池安装架20被固定。电池安装架20具有足够支撑壳体13的强度。此外，壳体13也具有足够保护高电压蓄电池3的强度。如图4所示，设置为冷却装置10与高电压蓄电池3紧密接触。冷却装置10由空冷风扇构成，来自空冷风扇的冷风直接抵达高电压蓄电池3，从而高电压蓄电池3被冷却。由此，通过驱动冷却装置10，从而来自高电压蓄电池3的发热得以散热。此外，高电压蓄电池3与壳体13彼此隔开间隙进行配置。高电压蓄电池3和壳体13两者由于进行了用于防止触电的绝缘处理，从而在电气上被隔断。但是，在高电压蓄电池3与壳体13之间设置有开关8，根据来自控制部6的指令信号，通过切换开关8，高电压蓄电池3的电极21与壳体13经由开关8电连接。由此，在本实施方式中，负载7是作为电阻体的壳体13本身，在冲撞等紧急时，通过控制部6切换开关8，从而负载7和高电压蓄电池3的电极经由开关8电连接，从而对被充电到高电压蓄电池3的电能进行放电。
图2是表示本发明的实施方式1的车载用蓄电装置15的控制部6的处理流程的流程图。以一定周期定期实施图2的处理。该周期例如设为10ms，但并不限于此，可适当地设定为任意的周期。
如图2所示，控制部6首先在步骤S1中，通过冲撞检测部14检测车辆的冲撞。在没有检测到车辆的冲撞的情况下，直接结束处理。
当在步骤S1中检测到车辆的冲撞时，前进至步骤S2。在步骤S2中，控制部6切换开关8，利用负载7，开始对高电压蓄电池3内部所蓄积的电能进行放电。
在步骤S3中，控制部6利用高电压蓄电池3的电能驱动冷却装置10，对高电压蓄电池3进行冷却。
在步骤S4中，基于高电压蓄电池3的电流传感器和电压传感器的信息，利用运算部12对高电压蓄电池3的充电状态进行运算。控制部6获取由运算部12运算得到的高电压蓄电池3的充电状态的运算结果。
在步骤S5中，控制部6判定高电压蓄电池3的充电装置是否大致为0(电池耗尽的状态)。在大致为0的情况下，前进至步骤S6。当从大致为0开始进一步进行放电，从而变为过放电时，若进行充电，则电池内部会发生短路，从而有可能导致电池着火、冒烟，因此存在危险。另一方面，在不是大致为0的情况下，返回步骤S2的处理。
步骤S6中，控制部6切换开关8，停止通过负载7进行的高电压蓄电池3的放电。
步骤S7中，控制部6停止冷却装置10，结束处理。
由此，在意外发生事故的情况下，在通过负载7进行大电流的放电的同时，通过利用冷却装置10对高电压蓄电池3进行冷却，从而能够提高安全性。
如上所述，本实施方式的车载用蓄电装置15被搭载于以车载用电源作为动力源的车辆，车载用电源由包含单个或多个电池的高电压蓄电池3构成。车载用蓄电装置15包括进行内部的控制的控制部6、根据来自控制部6的指令与高电压蓄电池3相连接并对充电至高电压蓄电池3中的电力进行强制消耗的负载7、以及根据来自控制部6的指令受到驱动从而对高电压蓄电池3进行冷却的冷却装置10。控制部6在利用冲撞检测部14检测到车辆的冲撞的情况下，在由负载7强制消耗高电压蓄电池3的电力的同时，利用冷却装置10对高电压蓄电池3进行冷却。通过该结构，本实施方式的车载用蓄电装置15在意外发生了故障的情况下，在高电压蓄电池3以大电流进行放电的同时，利用冷却装置10对高电压蓄电池3进行冷却，从而抑制高电压蓄电池3变为高温，能够提前防止高电压蓄电池3着火，因此能够提高安全性。
此外，本实施方式的车载用蓄电装置15还具备设置于高电压蓄电池3和冷却装置10之间的分压用负载11。控制部6在检测到车辆的冲撞的情况下，经由分压用负载11将高电压蓄电池3和冷却装置10连接，利用分压用负载11对高电压蓄电池3的电压进行分压，并将分压后的电压施加到冷却装置10。由此，无需设置应对高电压的冷却装置，因此能够以低成本制作车载用蓄电装置15。
此外，在本实施方式的车载用蓄电装置15中，构成为：由空冷风扇构成冷却装置10，使来自空冷风扇的冷风直接抵达高电压蓄电池3。由此，由于能够使冷却装置10的冷却风直接抵达高电压蓄电池3，因此能够高效地对伴随大电流放电而发热的高电压蓄电池3进行冷却，从而能够提高安全性。
另外，冷却装置10不限于空冷风扇那样的空冷式的情况，也可以是水冷式。
另外，本实施方式中，通过分压用负载11进行降压，但不限于分压，也可以利用变压器的电压转换单元来进行降压。
另外，关于冲撞时冷却装置10的驱动有无，也可以不基于来自车载用蓄电装置15内部的控制部6的信号来实施，而是基于外部的例如发动机控制部等的信号来实施。
另外，设为由电阻体构成的壳体13来构成负载7，但并不限于该情况，也可以在车载用蓄电装置15内另外设置用于构成负载7的电阻体。
另外，毋庸置疑的是高电压蓄电池3可以由单个电池构成，也可以由多个电池构成。

Claims (3)

1.一种车载用蓄电装置，搭载于以车载用电源作为动力源的车辆，其特征在于，
所述车载用电源包含单个或多个电池，
所述车载用蓄电装置包括：进行所述车载用蓄电装置的内部的控制的控制部；
根据来自所述控制部的指令与所述车载用电源相连接、强制消耗充电至所述车载用电源的所述电池中的电力的负载；以及
根据来自所述控制部的指令被驱动，对所述车载用电源的所述电池进行冷却的冷却装置，
所述控制部在检测到所述车辆的冲撞的情况下，利用所述负载强制消耗所述电池的电力，并通过所述冷却装置对所述电池进行冷却。
2.如权利要求1所述的车载用蓄电装置，其特征在于，
还包括设置于所述车载用电源的所述电池与所述冷却装置之间的分压部，
所述控制部在检测到所述车辆的冲撞的情况下，经由所述分压部将所述电池与所述冷却装置连接，通过所述分压部对所述电池的电压进行分压，并将分压后的电压施加到所述冷却装置。
3.如权利要求1或2所述的车载用蓄电装置，其特征在于，
所述冷却装置由空冷风扇构成，
通过使来自所述空冷风扇的冷风直接抵达所述电池，由此对所述电池进行冷却。
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