CN111886770A - Composite electricity storage system - Google Patents

Composite electricity storage system Download PDF

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Publication number
CN111886770A
CN111886770A CN201880090870.9A CN201880090870A CN111886770A CN 111886770 A CN111886770 A CN 111886770A CN 201880090870 A CN201880090870 A CN 201880090870A CN 111886770 A CN111886770 A CN 111886770A
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China
Prior art keywords
power
battery
storage system
power storage
type battery
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CN201880090870.9A
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Chinese (zh)
Inventor
小松大辉
井上健士
牧野茂树
荒木隆宏
中村卓义
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Hitachi Ltd
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Hitachi Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/16—Regulation of the charging current or voltage by variation of field
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

A hybrid power storage system (10) is a system for supplying DC power to a plurality of motor generators (11), and is provided with 1 capacity-type battery (14) and a plurality of power-type batteries (13). The plurality of power batteries (13) are arranged in a manner of 1 to 1 with respect to the plurality of motor generators (11). This reduces the load on the capacity type battery, and suppresses heat generation and deterioration of the capacity type battery.

Description

Composite electricity storage system
Technical Field
The present invention relates to a hybrid power storage system.
Background
Conventionally, in vehicles such as hybrid vehicles and electric vehicles, a hybrid power storage system is known in which different types of batteries having different characteristics are connected in parallel to increase the amount of power regeneration and optimize the output and capacity. For example, patent document 1 discloses a method for reducing the manufacturing cost and increasing the regeneration amount by a configuration not using a DC/DC converter in a hybrid power storage system in which a lead storage battery (capacity type battery) and a lithium ion battery (power type battery) are connected in parallel.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2016-213025
Disclosure of Invention
Problems to be solved by the invention
However, in the hybrid power storage system in which the capacity type batteries and the power type batteries are connected in parallel, the power type batteries are only 1, and therefore, the electric load on the capacity type batteries is not completely reduced, and the capacity type batteries must be operated under power or regenerate electric power equal to or higher than the allowable electric power. This may cause abnormal heat generation in the capacity type battery, which may result in rapid deterioration.
The present invention has been made to solve the above-described technical problem, and an object thereof is to provide a hybrid power storage system capable of reducing a load on a capacity type battery and preventing heat generation and deterioration of the capacity type battery.
Means for solving the problems
A hybrid power storage system according to the present invention for solving the above-described problems is a hybrid power storage system for supplying dc power to a plurality of power supply targets, the hybrid power storage system including 1 capacity type battery and a plurality of power type power storage devices, the plurality of power type power storage devices being provided in a 1-to-1 arrangement with respect to the plurality of power supply targets.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, the load on the capacity type battery can be reduced, and heat generation and deterioration of the capacity type battery can be suppressed.
Drawings
Fig. 1 is a schematic diagram showing an electric vehicle to which a hybrid power storage system according to embodiment 1 is applied.
Fig. 2 is a schematic diagram showing a circuit configuration around each power battery and smoothing of a ripple current.
Fig. 3 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 2 is applied.
Fig. 4 is a schematic diagram showing an effect of shifting the switching phases of the inverters.
Fig. 5 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 3 is applied.
Fig. 6 is a flowchart showing a control process using the 1 st relay.
Fig. 7 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 4 is applied.
Fig. 8 is a flowchart showing a control process using the 2 nd relay.
Fig. 9 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 5 is applied.
Detailed Description
Hereinafter, an embodiment of a hybrid power storage system according to the present invention will be described with reference to the drawings. The following description shows specific examples of the contents of the present invention, and the present invention is not limited to these descriptions, and those skilled in the art can make various changes and modifications within the scope of the technical idea disclosed in the present specification. In all the drawings for describing the present invention, elements having the same function are denoted by the same reference numerals, and redundant description thereof will be omitted.
In the following description, an example is given in which the hybrid power storage system of the present invention is applied to an electric vehicle, but the present invention is also applied to a hybrid vehicle, a tricycle, an electric train, a ship, an airplane, and the like, in addition to the electric vehicle.
< embodiment 1 >
Fig. 1 is a schematic diagram showing an electric vehicle to which a hybrid power storage system according to embodiment 1 is applied. As shown in fig. 1, an electric vehicle 1 has 4 wheels 2, and the electric vehicle 1 is mounted with a hybrid power storage system 10. The hybrid power storage system 10 includes 1 capacity type battery 14 and a plurality of (4 in the present embodiment) power type batteries 13, and supplies dc power to a plurality of power supply targets. In the present embodiment, the plurality of power supply targets are 4 motor generators 11 provided in a 1-to-1 manner with respect to the wheels 2 of the electric vehicle 1.
The power battery 13 has an excellent output density compared to the capacity battery 14, but has a smaller energy density and a smaller capacity (Ah) than the capacity battery 14. In other words, the power battery 13 is characterized by having a higher cost per unit energy (kWh) than the capacity battery 14, but a lower cost per unit output (kW) than the capacity battery 14, at the cost core. Examples of the power battery 13 include a lithium ion battery and a nickel hydride battery.
The power battery 13 corresponds to a "power storage device" described in the claims. The power storage device of the present invention includes a lithium ion capacitor, an electric double layer capacitor, and the like having high output characteristics similar to those of the power battery, in addition to the power battery. In this embodiment and the following embodiments, a power battery is taken as an example of the power storage device, but it goes without saying that the present invention is also applied to a lithium ion capacitor, an electric double layer capacitor, and the like.
On the other hand, although the output density of the capacity type battery 14 is lower than that of the power type battery 13, the energy density is excellent and the capacity (Ah) is large. In other words, the capacity type battery 14 has a feature that the cost per unit output (kW) is higher than that of the power type battery 13 but the cost per unit energy (kWh) is lower than that of the power type battery 13, at the cost core. Examples of such a capacity type battery 14 include a lithium ion battery, a lithium ion semisolid battery, a lithium solid state battery, a lead battery, a nickel zinc battery, and the like.
As shown in fig. 1, 4 power batteries 13 are provided in a 1-to-1 manner with respect to the 4 motor generators 11, and are connected in parallel to capacity batteries 14, respectively. Each power battery 13 is connected to each motor generator 11 via an inverter 12 as a power conversion device corresponding to each motor generator 11.
The motor generator 11 functions as a drive motor that supplies driving force to the wheels 2 using electric power supplied from the corresponding power battery 13 or/and capacity battery 14 during power running. The motor generator 11 functions as a generator for charging the corresponding power battery 13 or/and capacity battery 14 with electric power generated by regenerative braking during regeneration. Here, the motor generator 11 is an alternating current motor, such as an induction motor or a synchronous motor.
The inverter 12 converts the dc power supplied from the power battery 13 and the capacity battery 14 into three-phase ac power and outputs the three-phase ac power to the motor generator 11. The motor generator 11 rotationally drives the wheels 2 by the three-phase ac power output from the inverter 12. Thereby, the electric vehicle 1 travels.
The inverter 12, the power battery 13, and the capacity battery 14 are controlled by an ECU (Electronic Control Unit) 15 mounted on the electric vehicle 1. ECU15 incorporates a microcomputer, and executes a stored program to control each component constituting hybrid power storage system 10.
In the electric vehicle 1 configured as described above, when the electric power supplied to the motor generator 11 is insufficient due to the capacity type battery 14 alone, for example, as in acceleration of the electric vehicle 1, dc power is supplied from the power type battery 13 to the motor generator 11 via the inverter 12 in addition to the capacity type battery 14. Then, at the time of deceleration or braking of the electric vehicle 1, that is, at the time of regeneration of the motor generator 11, the ac power generated by the motor generator 11 is converted into dc power by operating the inverter 12 as a rectifying device, and is stored in the power type battery 13 or/and the capacity type battery 14. When the electric vehicle 1 is parked, the capacity type battery 14 and/or the power type battery 13 are charged by a charging device not shown.
According to the hybrid power storage system 10 of the present embodiment, the power-type battery 13 and the capacity-type battery 14 are used in combination, and it is possible to optimize the output capacity performance, which is to secure the capacity of the battery and increase the output of the battery, and to optimize the cost for the required performance (kWh, kW), as the whole battery to be used. Since such a hybrid power storage system 10 can optimize performance, the load can be reduced compared to the case where only the capacity type battery 14 is used.
In the hybrid power storage system 10 of the present embodiment, the power type battery 13 is provided in a 1-to-1 manner with respect to the motor generator 11, and therefore, the load on the capacity type battery 14 can be further reduced, and the heat generation and deterioration of the capacity type battery 14 can be suppressed. The operation and effect will be described in detail below with reference to fig. 2.
Fig. 2 is a schematic diagram showing a circuit configuration around each power battery and smoothing of a ripple current. As shown in fig. 2, in the vicinity of the inverter 12 corresponding to the motor generator 11, a capacitor 16 for smoothing voltage variation when rectifying the alternating-current voltage is connected in parallel between the power battery 13 and the inverter 12. When the power type battery 13 is described by a detailed equivalent Circuit model, OCV (Open Circuit Voltage) is expressed by the Voltage source 101, direct current resistance indicating resistance of the electrolyte solution or the like is expressed by the resistor 102, a resistance component derived from polarization such as concentration polarization of ions in the electrolyte solution is expressed by the resistor 103, and a polarization capacitance component is expressed by the capacitor 104. In the present embodiment, the number of polarization terms as a parallel circuit of the resistor 103 and the capacitor 104 is 1, but a plurality of polarization terms are actually connected in series. Here, the number is simply 1.
In the present embodiment, since the power battery 13 is provided 1 to 1 with respect to the motor generator 11, for example, the power battery 13 can be disposed at a physically close position of each motor generator 11, and thus the power battery 13 can be provided adjacent to the inverter 12. Therefore, the wiring 105 from the power battery 13 to the inverter 12 shown by the broken line in fig. 2 can be shortened, and the power loss P due to the resistance r of the wiring 105 can be reduced.
That is, the power loss P is obtained by the following formula (1). I in the formula (1) is a current value. Further, when the physical distance from the power battery 13 as a power supply source to the inverter 12 as a load becomes shorter, the resistance r of the wiring 105 becomes smaller, and thus the power loss P decreases.
P＝I2r type (1)
Further, since the power battery 13 is provided in a 1-to-1 manner with respect to the motor generator 11, the voltage and the current can be smoothed. That is, normally, a voltage and a current which periodically fluctuate such as a pulsating current 106 (see fig. 2) flow into the switch of the inverter. In this state, the load on the battery is increased, and heat generation increases. In order to suppress such heat generation of the battery, it is necessary to smooth the ripple current 106 and output a stable voltage and current.
In contrast, in the present embodiment, as described above, the capacitor 16 for smoothing the voltage variation when rectifying the ac voltage is disposed in the vicinity of the inverter 12, and the ripple current 106 can be smoothed into the ripple current 107 via the capacitor 16 (see fig. 2).
In addition, since the power battery 13 of the present embodiment includes the capacitor 104, the voltage and the current can be further smoothed. Therefore, the ripple current 107 smoothed by the capacitor 16 is smoothed into a ripple current 108 (see fig. 2) when passing through the power battery 13. This reduces the current load on the capacity type battery 14, and the power type battery 13 partially bears the smoothing function of the capacitor 16, thereby reducing the capacity of the capacitor 16. In addition, when the smoothing function to be performed by the capacitor 16 is fully applied to the power battery 13, the capacitor 16 can be omitted, which provides an effect of reducing the manufacturing cost.
By smoothing the ripple current flowing into the side of the capacity type battery 14 in this way, the load on the capacity type battery 14 can be reduced, and heat generation and deterioration of the capacity type battery 14 can be suppressed.
In the present embodiment, 4 wheels are provided and a motor generator is provided for each wheel, but the present invention is not limited to this, and two wheels may be driven by one motor generator, for example. In addition, the number of wheels and the number of motor generators corresponding to the wheels may be two or more, respectively, and may be changed to any number. Furthermore, although the present embodiment has been described with an example in which 1 capacity type battery 14 and 4 power type batteries 13 are provided, the number of power type batteries 13 is not limited to 4, and may be a combination of 1 capacity type battery and N (N ≧ 2) power type batteries.
In the present embodiment, the in-wheel motor may be configured. For example, it is conceivable to dispose the inverter 12 and the power battery 13 inside the wheel [ BAI1] of the wheel 2. By adopting the in-wheel motor configuration as described above, the electric power efficiency can be improved, and the dead space in the wheel can be effectively used, so that the influence of the arrangement of the power type battery 13 on the space in the vehicle can be suppressed.
< embodiment 2 >
Fig. 3 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 2 is applied. The hybrid power storage system 10A of the present embodiment is different from that of embodiment 1 in that a plurality of inverters 12 are connected by high-speed communication lines 201, but the other configuration is the same as that of embodiment 1.
As shown in fig. 3, the 4 inverters 12 are connected to each other by a high-speed communication line 201, and are connected to the ECU15 via the high-speed communication line 201. The high-speed communication line 201 herein is a communication line capable of transmitting and receiving data at high speed, and has a communication cycle of, for example, several tens of μ sec or less. Then, the phase information of each inverter 12 obtained by the high-speed communication is transmitted to the ECU 15. The ECU15 controls each inverter 12 based on the transmitted phase information of each inverter 12.
According to the hybrid power storage system 10A of the present embodiment, in addition to the same operational advantages as those of embodiment 1 described above, since the inverters 12 are connected by the high-speed communication line 201, the current load on the capacity type battery 14 can be reduced by taking into account the load current of the motor generators 11 using the high-speed communication line 201.
More specifically, in actual circumstances, the motor generator 11 is driven by ac power having a frequency of about 10 kHz. Therefore, the ripple current described with reference to fig. 2 of embodiment 1 is also a ripple current having a frequency of about 10 kHz. When this is smoothed, the ripple current 108 (see fig. 2) is used, but a load current of a certain frequency flows in the capacity type battery 14. When the ECU15 controls the inverters 12 without taking into account the mutual state, the load currents from the motor generators 11 are in a state of phase alignment, and therefore the load currents are 4 times the currents of the motor generators 11 (in the case of 4 motor generators 11).
When the load current is assumed to be a complete sine wave, the load from each motor generator 11 is obtained by the following equation (2), and the load on the capacity type battery 14 is obtained by the following equation (3). In equations (2) and (3), In is a load current from any motor generator 11 to the capacity type battery 14, ω is a frequency, t is a time, and a is an amplitude. Itotal is the sum of load currents from the 4 motor generators 11, which is the load current applied to the capacity type battery 14.
InAsin (ω t) formula (2)
ItotalAs 4Asin (ω t) formula (3)
On the other hand, the control currents of the inverters 12 can be intentionally shifted in phase by performing communication with each other through the high-speed communication lines 201. When the phases of the motor generators 11 are shifted by Φ, Itotal is obtained by the following equation (4).
Figure BDA0002668822220000071
When φ is, for example,. pi./2, the load currents cancel each other out, and Itotal becomes 0. That is, the current load to the capacity type battery 14 disappears.
Further, since the load currents output from the motor generators 11 are not ideal sinusoidal waves, it is difficult to completely cancel each other out, and the load is smoothed as shown in fig. 4. The upper diagram of the arrow in fig. 4 shows the form of the load current input to each power cell 13. Each pulsating current is input to the power battery 13 at a cycle corresponding to the driving frequency of the motor generator 11. The ripple current is also smoothed in the power battery 13, but the component that is not completely removed is input to the capacity battery 14. However, the respective ripple currents can be cancelled out by taking the mutual states into consideration by high-speed communication and shifting the phases. As a result, a load that is more stable than the original ripple current as shown in the lower graph of the arrow in fig. 4 is input to the capacity type battery 14, and therefore the load on the capacity type battery 14 can be reduced.
In addition, a configuration is conceivable as a control circuit in which a phase synchronization circuit is partially improved and each phase difference is controlled to be phi, which is a target. The phase synchronization circuit originally applies feedback control so that the phase of each signal becomes 0, but by applying feedback control so that the phase of each signal becomes Φ, the target phase difference can be shifted.
< embodiment 3 >
Fig. 5 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 3 is applied. The hybrid power storage system 10B of the present embodiment is different from the above-described embodiment 1 in that the 1 st relay 301 is provided between the power cell assembly 17 including the plurality of power cells 13 and the capacity type cell 14, but the other configuration is the same as that of embodiment 1.
Specifically, the power type battery 17 is configured by 4 power type batteries 13. The power type battery pack 17 corresponds to a "power type power storage device pack" described in the claims. The power type battery pack 17 and the capacity type battery 14 are connected by 1 st relay 301. The 1 st relay 301 is a relay for controlling the capacity type battery 14, and the on/off operation thereof is controlled by the ECU 15. The ECU15 controls the 1 st relay 301 based on, for example, voltage information of the power battery 13, SOC information, accelerator pedal angle information of the electric vehicle 1, speed information of the electric vehicle 1, and the like.
According to the hybrid power storage system 10B of the present embodiment, in addition to the same operational advantages as those of embodiment 1 described above, the load on the capacity type battery 14 can be further reduced because the 1 st relay 301 is provided between the power type assembled battery 17 and the capacity type battery 14.
More specifically, for example, when the energy of 1 power battery 13 is 1kWh, the electric vehicle 1 in the present situation can travel about 10km/kWh [ BAI2], and therefore can travel about 40km with only 4 power batteries 13. Therefore, if the vehicle is traveling for a short period of time, the vehicle can travel only with the power type battery 13, and if the 1 st relay 301 is turned off, the load on the capacity type battery 14 becomes 0.
Since such control is possible, for example, when the voltage and soc (state of charge) of power battery 13 are equal to or less than predetermined values, the load on capacity battery 14 can be reduced by turning on first relay 301 and performing control processing. Examples of the control process include a control process for compensating for an energy shortage of the power battery 13 by the capacity type battery 14, a control process for regenerating all the energy of the power battery 13 by the acceleration interlock control for turning on the 1 st relay 301 only when the accelerator pedal is depressed, and a control process for compensating for an energy shortage of the power battery 13 by turning on the 1 st relay 301 when the electric vehicle 1 is completely stopped.
An example of a control process using the 1 st relay 301 will be described below with reference to fig. 6. This control process is executed by the ECU15, for example.
As shown in fig. 6, in step S100, the control process is turned on to start the calculation.
In step S101, the ECU15 determines whether the accelerator pedal is being depressed. If it is determined that the driver is depressing the accelerator pedal, the control process proceeds to step S102. On the other hand, if it is determined that the pedal is not pressed, the control process proceeds to step S104. The ECU15 determines whether the accelerator pedal is being depressed or not based on the accelerator pedal angle signal.
In step S102, ECU15 determines whether or not the voltage and SOC of power battery 13 are outside predetermined ranges. The predetermined range here is a control range determined according to the safe use range of the battery. For example, in the case of a battery whose deterioration progresses beyond the use range of 30 to 70% SOC, the control is performed so as to maintain the range. The same applies to the voltage. When it is determined that the voltage and the SOC of the power battery 13 are out of the predetermined ranges, the control process proceeds to step S103. On the other hand, if it is determined that the range is not out of the predetermined range, the control process proceeds to step S104.
In step S103, the ECU15 transmits a control signal to the 1 st relay 301 to turn on the 1 st relay 301. Therefore, the capacity type battery 14 and the power type assembled battery 17 are electrically connected, and electric power is supplied from the capacity type battery 14 to the power type battery 13. Step S103 corresponds to a case where the electric load is small or a case where the power type battery 13 is in a dangerous water area. At the timing of step S103, when the power load is small, the power is supplied from the capacity battery 14 to the power battery 13, thereby preventing the energy shortage. Then, when step S103 ends, the control process proceeds to step S105.
In step S104, the ECU15 transmits a control signal to the 1 st relay 301 to turn off the 1 st relay 301. Step S104 corresponds to a case where the electric load is large or a case where only the power type battery 13 can bear electric power. At the timing of step S104, the load on the capacity type battery 14 can be reduced. Then, when step S104 ends, the control process proceeds to step S105.
In step S105, the operation ends. Then, such control processing is repeated every operation cycle.
In this way, when the power load is large, the load on the capacity type battery 14 can be reduced by controlling the 1 st relay 301 so that the capacity type battery 14 is not connected.
< embodiment 4 >
Fig. 7 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 4 is applied. The hybrid power storage system 10C of the present embodiment is different from the above-described embodiment 3 in that a 2 nd relay 401 is further provided for each power cell 13, but the other configuration is the same as that of embodiment 3.
Specifically, the hybrid power storage system 10C further includes 4 2 nd relays 401 provided in a 1-to-1 manner for the 4 power batteries 13. Each power cell 13 is connected to a capacity cell 14 via a corresponding 2 nd relay 401. The 2 nd relay 401 is a relay for controlling the power type battery 13, and the on/off operation thereof is controlled by the ECU 15. ECU15 controls relay 2 based on, for example, voltage information and SOC information of power battery 13.
According to the hybrid power storage system 10C of the present embodiment, in addition to the same operational advantages as those of embodiment 3 described above, since 4 2 nd relays 401 provided in a 1-to-1 manner are further provided for 4 power type cells 13, and each power type cell 13 is connected to a capacity type cell 14 via the 2 nd relay 401, the electric power load from the power type cell 13 can be distributed.
For example, in embodiment 3 described above, only the 1 st relay 301 is controlled, so that all the loads from the power batteries 13 are simultaneously input to the capacity battery 14. On the other hand, with the configuration of the present embodiment, the timing of inputting the load to each power cell 13 can be shifted, so that abrupt power output from the capacity cell 14 can be prevented.
Hereinafter, a control process for shifting the timing of the load will be described with reference to fig. 8. The control process is performed by the ECU15, for example.
As shown in fig. 8, in step S200, the control process is turned on to start the calculation.
In step S201, the ECU15 determines whether or not the voltage and SOC of the 1 st power battery 13 are outside the predetermined ranges corresponding thereto. Here, the predetermined range corresponding thereto is a control range corresponding to the 1 st power battery 13. Therefore, the predetermined range corresponding to the 2 nd power type cell 13 is the control range corresponding to the 2 nd power type cell 13, and the predetermined range corresponding to the nth power type cell 13 is the control range corresponding to the nth power type cell 13. The predetermined ranges corresponding to the power batteries 13 may be the same control range or different control ranges. The order of the power batteries 13 is not determined by a predetermined rule or the like, and is determined appropriately according to the arrangement position of the power batteries 13 in the electric vehicle 1, for example.
When it is determined that the voltage and the SOC of the 1 st power battery 13 are out of the predetermined ranges corresponding thereto, the control process proceeds to step S202. On the other hand, if it is determined that the range is not out of the predetermined range, the control process proceeds to step S203.
In step S202, the ECU15 transmits a control signal to the 2 nd relay 401 corresponding to the 1 st power battery 13, and turns on the 2 nd relay 401. Therefore, the 1 st power-type battery 13 is electrically connected to the capacity-type battery 14 via the corresponding 2 nd relay 401 and 1 st relay 301, and electric power is supplied from the capacity-type battery 14 to the 1 st power-type battery 13. On the other hand, in step S203, the ECU15 transmits a control signal to the 2 nd relay 401 corresponding to the 1 st power battery 13, and turns off the 2 nd relay 401.
Next, the same control processing is sequentially performed for the 2 nd and 3 rd power batteries 13. Then, in step S204, ECU15 determines whether or not the voltage and SOC of nth (in the present embodiment, 4 th) power battery 13 are out of the predetermined ranges corresponding thereto.
When it is determined that the voltage and the SOC of the nth power battery 13 are out of the predetermined ranges corresponding thereto, the control process proceeds to step S205. On the other hand, if it is determined that the range is not out of the predetermined range, the control process proceeds to step S206.
In step S205, the ECU15 transmits a control signal to the 2 nd relay 401 corresponding to the nth power battery 13, and turns on the 2 nd relay 401. Therefore, the nth power cell 13 is electrically connected to the capacity type cell 14 via the corresponding 2 nd relay 401 and 1 st relay 301, and electric power is supplied from the capacity type cell 14 to the nth power cell 13. Then, when step S205 ends, the control process proceeds to step S207.
On the other hand, in step S206, the ECU15 sends a control signal to the 2 nd relay 401 corresponding to the nth power battery 13, and turns off the 2 nd relay 401. Then, when step S206 ends, the control process proceeds to step S207.
In step S207, the operation ends. Then, such control processing is repeated every operation cycle.
By dividing and controlling the predetermined range N by the power battery 13 in this way, the timing of turning on the 2 nd relay 401 can be shifted. For example, the predetermined range corresponding to the 1 st power cell 13 is set to SOC30 to 70%, and the predetermined range corresponding to the nth power cell 13 is changed to SOC35 to 75%, so that the 2 nd relay 401 corresponding to the nth power cell 13 is turned on when the SOC of the entire power cell 13 becomes approximately 35%, but the 2 nd relay 401 corresponding to the 1 st power cell 13 can be kept off. In the configuration of embodiment 3, since all the power cells 13 are supplied with electric power, large electric power is supplied, but the configuration of the present embodiment makes it possible to make the load timing of the capacity cells 14 different, because the load becomes 1/N of the total electric power load.
< embodiment 5 >
Fig. 9 is a schematic diagram showing an electric vehicle to which the hybrid power storage system according to embodiment 5 is applied. The hybrid power storage system 10D of the present embodiment is different from the above-described embodiment 4 in that a DC/DC converter 501 is provided between the power type assembled battery 17 and the capacity type battery, but the other configurations are the same as those of embodiment 4.
That is, 4 power-type batteries 13 constitute a power-type assembled battery 17, and 1DC/DC converter 501 is provided between the power-type assembled battery 17 and the capacity-type battery 14. The DC/DC converter 501 is controlled by the ECU 15. ECU15 controls DC/DC converter 501 based on, for example, voltage information of power battery 13, SOC information, accelerator pedal angle information of electric vehicle 1, speed information of electric vehicle 1, and the like.
According to the hybrid power storage system 10D of the present embodiment, in addition to the same operational advantages as those of embodiment 4 described above, since the DC/DC converter 501 is provided between the power cell stack 17 and the capacity type battery 14, the hybrid power storage system 10D can be configured even if the voltages of the capacity type battery 14 and the power cell 13 are different. Further, since the provision of the DC/DC converter 501 allows control to continuously supply power that can be constantly supplied for running from the capacity type battery 14 to the power type battery 13, for example, the load on the capacity type battery 14 can be further reduced.
Description of the symbols
1 electric vehicle, 2 wheels, 10A, 10B, 10C, 10D composite electric storage system, 11 motor generator, 12 inverter, 13 power type battery, 14 capacity type battery, 15ECU, 16 capacitor, 17 power type battery pack, 201 high speed communication line, 301 1 st relay, 401 nd relay, 501DC/DC converter.

Claims (7)

1. A hybrid power storage system for supplying DC power to a plurality of power supply targets,
comprises 1 capacity type battery and a plurality of power type power storage devices,
the plurality of power storage devices are provided in a 1-to-1 manner with respect to the plurality of power supply targets.
2. The composite electricity storage system according to claim 1,
the plurality of power supply targets are a plurality of motor generators provided in a 1-to-1 manner with respect to wheels of a vehicle.
3. The composite electricity storage system according to claim 2,
the hybrid power storage system includes a plurality of inverters provided in a 1-to-1 manner with respect to the plurality of motor generators,
each power storage device is provided adjacent to the corresponding inverter.
4. The composite electricity storage system according to claim 3,
the inverters are connected by a high-speed communication line.
5. The composite electricity storage system according to any one of claims 1 to 4,
the plurality of power storage devices form a power storage device group,
a 1 st relay is provided between the power storage device group and the capacity type battery.
6. The composite electricity storage system according to any one of claims 1 to 5,
the hybrid power storage system includes a plurality of 2 nd relays provided in a 1-to-1 manner with respect to the plurality of power storage devices,
each power storage device is connected to the capacity type battery via the corresponding 2 nd relay.
7. The composite electricity storage system according to any one of claims 1 to 6,
the plurality of power storage devices form a power storage device group,
a DC/DC converter is provided between the power storage device group and the capacity type battery.
CN201880090870.9A 2018-03-20 2018-10-11 Composite electricity storage system Pending CN111886770A (en)

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