CN113682155A - Charging control system - Google Patents
Charging control system Download PDFInfo
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- CN113682155A CN113682155A CN202110542873.5A CN202110542873A CN113682155A CN 113682155 A CN113682155 A CN 113682155A CN 202110542873 A CN202110542873 A CN 202110542873A CN 113682155 A CN113682155 A CN 113682155A
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- 238000004519 manufacturing process Methods 0.000 abstract description 13
- 238000004364 calculation method Methods 0.000 description 8
- WABPQHHGFIMREM-UHFFFAOYSA-N lead(0) Chemical compound [Pb] WABPQHHGFIMREM-UHFFFAOYSA-N 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 3
- PXHVJJICTQNCMI-UHFFFAOYSA-N Nickel Chemical compound [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000003860 storage Methods 0.000 description 2
- 210000000352 storage cell Anatomy 0.000 description 2
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
- 108010066278 cabin-4 Proteins 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 229910001416 lithium ion Inorganic materials 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229910052759 nickel Inorganic materials 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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Classifications
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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
- 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
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
-
- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- 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
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- 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
- 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
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Secondary Cells (AREA)
Abstract
The invention provides a charging control system capable of suppressing increase of manufacturing cost of an electric vehicle and efficiently charging a driving battery pack as a driving secondary battery. A charging control system in an electrically powered vehicle that can be charged with electric power received from an external power supply, the electrically powered vehicle comprising: an interface unit that receives electric power from the external power supply; a driving battery pack that is charged with electric power received from the external power supply; a lead portion electrically connecting the interface portion and the drive battery pack; a circuit breaking device provided in the wire section; a control device that controls charging of the drive battery pack; and a voltage sensor that measures a voltage value of the electric power received from the external power supply, wherein the control device determines a charging curve when charging the driving battery pack, based on the voltage value measured by the voltage sensor.
Description
Technical Field
The present invention relates to a charging control system for an electric vehicle that can be charged with electric power received from an external power supply.
Background
Conventionally, there is a vehicle (hereinafter, also referred to as an electric vehicle) that includes a driving motor and a secondary battery and travels by driving the motor using electric power of the secondary battery. Among such Electric vehicles, there are vehicles that can charge a secondary battery for driving mounted thereon from an external power source, such as a Plug-in Hybrid Vehicle (Plug-in Hybrid Vehicle) and an Electric Vehicle (Electric Vehicle).
Reference 1 discloses a technique of a power storage system for a vehicle, which includes a charging inlet connected to a battery pack via a positive-side charging wire and a negative-side charging wire, and charges the battery pack with electric power received from an external power supply through the charging inlet.
In reference 2, a technique is disclosed which measures an internal temperature of a charging device of a motor vehicle using a temperature sensor and controls a charging current to a battery of the motor vehicle according to the measured internal temperature.
Documents of the prior art
Patent document 1: japanese patent laid-open publication No. 2013-247771
Patent document 2: japanese patent laid-open publication No. 2012-060778
Disclosure of Invention
Problems to be solved by the invention
However, in the conventional technology, there is room for improvement from the viewpoint of efficiently charging a driving battery pack, which is a driving secondary battery, while suppressing the manufacturing cost of the electric vehicle.
The invention provides a charging control system which can effectively charge a driving battery pack as a driving secondary battery while suppressing the manufacturing cost of an electric vehicle.
Means for solving the problems
The present invention relates to a charge control system for an electric vehicle that can be charged with electric power received from an external power supply, wherein,
the electric vehicle is provided with:
an interface unit that receives electric power from the external power supply;
a driving battery pack that is charged with electric power received from the external power supply;
a lead portion electrically connecting the interface portion and the drive battery pack;
a circuit breaking device provided in the wire section;
a control device that controls charging of the drive battery pack; and
a voltage sensor that measures a voltage value of the electric power received from the external power supply,
the control device determines a charging curve when the driving battery pack is charged with the electric power received from the external power supply, based on the voltage value measured by the voltage sensor.
Effects of the invention
According to the present invention, it is possible to efficiently charge a drive battery pack, which is a drive secondary battery, while suppressing the manufacturing cost of an electric vehicle.
Drawings
Fig. 1 is a schematic side view showing a vehicle including a charge control system according to an embodiment of the present invention.
Fig. 2 is a diagram showing a configuration of a charge control system of the vehicle shown in fig. 1.
Fig. 3 is a block diagram showing a functional configuration of a control device of the charging control system shown in fig. 2.
Fig. 4 shows an example of the first charging curve.
Fig. 5 is a diagram showing an example of the second charging curve.
Description of reference numerals:
1 vehicle
6 front chamber
9 interface part
12 voltage sensor
L1 positive side lead part
L2 negative electrode side wire guide part
SW1 positive side contactor
SW2 negative pole side contactor
BAT drive battery pack
CTR control device
Detailed Description
Hereinafter, an embodiment of a charging control system according to the present invention will be described in detail with reference to the drawings. In the following description, front-back, up-down, and up-down refer to directions viewed from an operator of a vehicle including the charge control system of the present embodiment. In the drawings, the front, the rear, the upper, and the lower of the vehicle are denoted by Fr, Rr, U, and D, respectively.
[ VEHICLE ]
As shown in fig. 1, a vehicle 1 is partitioned by a floor panel 2 and a dash panel 3 into a vehicle cabin 4 and a trunk 5 and a front chamber 6 in front thereof. A front seat 7 and a rear seat 8 are provided in the vehicle compartment 4. The front compartment 6 is provided with a drive motor MOT as a drive source for driving the left and right front wheels FW, and a drive battery pack BAT for supplying electric power to the drive motor MOT is disposed below the vehicle compartment 4. The Vehicle 1 is an Electric Vehicle, specifically, an Electric Vehicle (Electric Vehicle) that runs by driving a drive motor MOT with Electric power of a drive battery pack BAT.
Further, a charging Junction Box (Junction Box)10 is provided in the front compartment 6, and the charging Junction Box 10 relays electric power received from an external power supply (not shown) through an interface unit 9 described later. By providing the charging terminal box 10 in the front compartment 6, it is not necessary to provide a space for accommodating only the charging terminal box 10 outside the front compartment 6, and the charging terminal box 10 can be easily mounted on the vehicle 1.
The interface unit 9 is an interface for receiving electric power from an external power supply, and the interface unit 9 is, for example, a charging inlet of a connector for connecting a charging cable extending from the external power supply. Further, the interface 9 is provided at the front portion of the vehicle 1. Specifically, in the present embodiment, the interface unit 9 is provided on the left side surface of the front portion of the vehicle 1. By providing the interface unit 9 at the front portion of the vehicle 1 in this manner, the wiring length between the charge terminal box 10 provided in the front compartment 6 and the interface unit 9 (for example, the length of the positive electrode side lead portion L1 and the negative electrode side lead portion L2 described later) can be reduced. Therefore, it is possible to suppress power loss from the interface section 9 to the charging junction box 10, suppress the manufacturing cost of the vehicle 1, reduce the weight of the vehicle 1, and the like.
In the present embodiment, an example in which the interface unit 9 is used as a charging inlet is described, but the present invention is not limited to this. For example, the interface unit 9 may be a power receiving coil or the like capable of receiving power transmitted from an external power supply in a non-contact manner. When the interface unit 9 is a power receiving coil, the interface unit 9 may be provided below the front chamber 6 so as to face a power transmitting coil disposed on the ground, for example.
[ Charge control System ]
Next, the charge control system 11 of the vehicle 1 will be described with reference to fig. 2. In fig. 2, the charge control system 11 is a device that charges the drive battery pack BAT with power received from an external power supply. Specifically, the charge control system 11 includes an interface unit 9, a drive battery pack BAT, a positive electrode side lead unit L1, a negative electrode side lead unit L2, a positive electrode side contactor SW1, a negative electrode side contactor SW2, a voltage sensor 12, and a control device CTR.
The interface 9 is, for example, a connector 20 having a charging inlet having a positive terminal and a negative terminal and capable of connecting a charging cable extending from an external power supply. Here, the external power supply is, for example, a charger that converts an alternating current (hereinafter, also simply referred to as an alternating current) supplied from a commercial power supply into a direct current (hereinafter, also simply referred to as a direct current) and outputs the converted direct current from the connector 20. The interface 9 receives, for example, a direct current output from the connector 20.
The driving battery pack BAT is an electric storage device capable of storing electric power for driving the vehicle 1 (i.e., electric power for driving the driving motor MOT), and is configured to be capable of outputting a high voltage of 100 to 400[ V ], for example, as an inter-terminal voltage between a positive terminal and a negative terminal. For example, the driving battery pack BAT is configured by connecting a plurality of unit power storage cells (not shown) in series or in series-parallel. Here, the unit storage cell is a secondary battery such as a lithium ion battery or a nickel hydrogen battery, for example.
Although not shown and described in detail, the drive battery pack BAT includes, for example, a control circuit capable of adjusting a current (hereinafter, also referred to as a charging current) when charging the drive battery pack BAT, and a charging ic (integrated circuit) that controls the control circuit. The charging IC is provided to be able to communicate with a control device CTR described later, and controls the control circuit described above in accordance with an instruction from the control device CTR.
The positive electrode lead portion L1 electrically connects the positive electrode terminal of the interface unit 9 to the positive electrode terminal of the driving battery pack BAT. The positive electrode side lead portion L1 is constituted by, for example, a lead wire having one end connected to the positive electrode terminal of the interface unit 9 and the other end connected to the positive electrode terminal of the driving battery pack BAT. The positive electrode lead portion L1 is an example of the lead portion in the present invention.
Further, a positive electrode-side contactor SW1 is provided at a middle position of the positive electrode-side lead portion L1. The positive-side contactor SW1 is a contactor (electromagnetic switch) that opens and closes under the control of the control device CTR. The positive wire portion L1 is in a conductive state when the positive contactor SW1 is in a closed state, and is in a non-conductive state when the positive contactor SW1 is in an open state. The positive-side contactor SW1 is an example of the circuit breaking device in the present invention.
Negative electrode side wire portion L2 electrically connects the negative electrode terminal of interface unit 9 to the negative electrode terminal of drive battery pack BAT. Negative-side wire guide L2 is formed of, for example, a wire having one end connected to the negative terminal of interface unit 9 and the other end connected to the negative terminal of drive battery pack BAT.
Further, a negative electrode side contact SW2 is provided at a halfway position of the negative electrode side wire portion L2. The negative-side contactor SW2 is a contactor (electromagnetic switch) that opens and closes under the control of the control device CTR. The negative-side wire portion L2 is in a conductive state when the negative-side contact SW2 is in a closed state, and is in a non-conductive state when the negative-side contact SW2 is in an open state.
The voltage sensor 12 is a voltage sensor for measuring a voltage value of the electric power received from the external power supply through the interface unit 9. Specifically, the voltage sensor 12 has one end connected to the positive electrode side lead portion L1 and the other end connected to the negative electrode side lead portion L2, and measures the voltage value (potential difference) between the positive electrode side lead portion L1 and the negative electrode side lead portion L2. The voltage sensor 12 is provided so as to be able to communicate with a control device CTR described later, and outputs voltage value information indicating a measured voltage value to the control device CTR.
As shown in fig. 2, for example, a part of the positive electrode side lead portion L1 and the negative electrode side lead portion L2, the positive electrode side contactor SW1, the negative electrode side contactor SW2, and the voltage sensor 12 are provided in the charging junction box 10.
The control device CTR controls charging of the driving battery pack BAT. The control device CTR is provided to be able to communicate with the positive side contactor SW1 and the negative side contactor SW2, for example, and outputs an open command and a close command to the positive side contactor SW1 and the negative side contactor SW 2. Thus, the control device CTR can control the opening and closing of the positive side contactor SW1 and the negative side contactor SW2, and control the charging (e.g., the start and stop of the charging) of the drive battery pack BAT.
The control device CTR may also be configured to control charging (e.g., a charging current) of the drive battery pack BAT by instructing, for example, a charging IC of the drive battery pack BAT to perform charging based on a predetermined charging profile. The charging curve will be described later. For example, the Control device CTR is realized by an ecu (electronic Control unit) having a processor, a memory, an interface, and the like.
As shown in fig. 2, the driving battery pack BAT is electrically connected to the power conversion device 13. Then, the electric power of the drive battery pack BAT is output to the power conversion device 13 in accordance with an operation of the operator of the vehicle 1 or the like. The power converter 13 converts electric power (direct current) input from the driving battery pack BAT into alternating current, and outputs the alternating current to a driving motor MOT implemented by an alternating current motor such as a three-phase alternating current motor. The driving motor MOT converts electric power input from the power conversion device 13 into motive power to drive the front wheels FW, thereby causing the vehicle 1 to travel.
When regenerative ac power generated by the drive motor MOT is input during braking of the vehicle 1, the power converter 13 converts the regenerative ac power into dc power and outputs the dc power to the drive battery pack BAT. This enables the drive battery pack BAT to be charged with regenerative power.
[ CONTROL DEVICE ]
Next, a functional configuration of the control device CTR will be described with reference to fig. 3. As shown in fig. 3, the control device CTR includes an acquisition unit 21, a calculation unit 22, an estimation unit 23, and a charging control unit 24 as functional units realized by a processor executing a program or the like stored in a memory of the control device CTR.
The acquisition unit 21 acquires information on the electric power received from the external power supply via the interface unit 9. Specifically, the acquiring unit 21 includes a voltage value acquiring unit 21a that acquires a voltage value and a current value acquiring unit 21b that acquires a current value.
The voltage value acquisition unit 21a acquires the voltage value between the positive electrode side lead portion L1 and the negative electrode side lead portion L2 measured by the voltage sensor 12 when charging is performed by the electric power received from the external power supply via the interface unit 9, based on the voltage value information received by the control device CTR from the voltage sensor 12.
The current value obtaining unit 21b obtains a current value flowing through the positive electrode side lead portion L1 or the negative electrode side lead portion L2 (hereinafter, also simply referred to as a lead portion) when charging is performed by electric power received from an external power supply via the interface unit 9.
The current value of the current flowing through the lead portion during charging is substantially equal to the current value of the current flowing through the drive battery pack BAT during charging. Therefore, the current value obtaining unit 21b obtains, for example, a current value measured during charging by a current sensor (not shown) that measures a current value of a current flowing through the drive battery pack BAT, as a current value of a current flowing through the lead wire portion during charging.
The current sensor for measuring the current value of the current flowing through the drive battery pack BAT is provided in the drive battery pack BAT in a state in which it can communicate with the control device CTR, for example, and outputs current value information indicating the measured current value to the control device CTR. As described above, by obtaining the current value of the current flowing through the lead portion by the current sensor of the drive battery pack BAT, the control device CTR can obtain the current value of the current flowing through the lead portion without providing a current sensor in the lead portion. That is, the current value of the current flowing through the lead portion can be obtained while suppressing the manufacturing cost of the vehicle 1.
The current value of the current flowing through the lead portion during charging is substantially equal to the current value of the current output from the external power supply (e.g., connector 20) during charging. Therefore, the current value obtaining unit 21b may obtain a current value measured during charging by a current sensor (not shown) that measures a current value of a current output from the external power supply, as a current value of a current flowing through the lead portion during charging.
The current sensor for measuring the current value of the current output from the external power supply is configured to be provided in the external power supply in a state in which the current sensor can communicate with the control device CTR by using an arbitrary communication method (for example, wireless communication), and to output current value information indicating the measured current value to the control device CTR. In this way, by obtaining the current value of the current flowing through the lead portion by the current sensor of the external power supply, the control device CTR can obtain the current value of the current flowing through the lead portion without providing the current sensor in the lead portion. That is, the current value of the current flowing through the lead portion can be obtained while suppressing the manufacturing cost of the vehicle 1.
Here, an example in which the current value of the current flowing through the lead portion during charging is indirectly obtained is described, but the present invention is not limited to this. A current sensor that directly measures the current value of the current flowing through the lead portion may be provided, and the current value obtaining portion 21b may obtain the current value measured by the current sensor at the time of charging. In this way, the control device CTR can more accurately obtain the current value of the current flowing through the lead portion during charging.
The calculation unit 22 calculates the resistance value of the lead portion based on the voltage value acquired by the voltage value acquisition unit 21a and the current value acquired by the current value acquisition unit 21 b. The calculation unit 22 can calculate the resistance value of the lead portion using a predetermined calculation formula to which ohm's law is applied, for example. Thus, the resistance value of the wire portion can be obtained from the voltage value obtained by the voltage value obtaining portion 21a and the current value obtained by the current value obtaining portion 21b, and the temperature of the wire portion can be estimated based on the resistance value. That is, the temperature of the lead portion can be obtained without providing a temperature sensor for measuring the temperature of the lead portion, and therefore the temperature of the lead portion can be obtained while suppressing the manufacturing cost of the vehicle 1. The above-described calculation formula for calculating the resistance value is stored in advance in a memory or the like of the control device CTR, for example.
The estimating unit 23 estimates the temperature of the lead portion based on the resistance value of the lead portion calculated by the calculating unit 22. The temperature of the lead portion can be estimated by a method such as calculation based on the temperature dependence of the resistance value of the lead portion. Further, the estimating unit 23 may estimate the ambient temperature of the lead wire portion, the temperature of the circuit breaking device, or the ambient temperature of the circuit breaking device based on a correlation between the temperature of the lead wire portion and the ambient temperature of the lead wire portion, the temperature of the positive-side contactor SW1 or the negative-side contactor SW2 (hereinafter, also simply referred to as the circuit breaking device), or the ambient temperature of the circuit breaking device. Here, the ambient temperature of the lead portion and the ambient temperature of the circuit breaker are, for example, the ambient temperature inside the charging terminal box 10 (for example, the temperature of the air inside the charging terminal box 10. hereinafter, also simply referred to as the ambient temperature).
In the present embodiment, a calculation formula indicating the correlation between the temperature of the wire portion and the atmospheric temperature is stored in advance in a memory or the like of the control device CTR, and the estimation unit 23 estimates the atmospheric temperature using the estimated temperature of the wire portion and the calculation formula. The ambient temperature is substantially equal to the temperature of the circuit breaker device during non-charging or immediately after the start of charging, and tends to change following the temperature of the circuit breaker device during charging.
Here, the charging profile is used, for example, to adjust the current value of the charging current in accordance with a charging time (for example, an elapsed time from the start of charging). More specifically, the charging profile can be a profile that specifies the charging time and the current value of the charging current for the charging time. With respect to a specific example of the charging profile, it will be described again later using fig. 4 and 5.
The charge control unit 24 can control the charging (for example, the charging current) of the drive battery pack BAT by appropriately instructing the charging IC of the drive battery pack BAT to adjust the current value defined by the determined charging curve.
In addition, a plurality of charging curves may be provided so as to correspond to different temperature ranges, respectively. In the present embodiment, as described later, a plurality of charging curves corresponding to different temperature ranges are stored in advance in a memory or the like of the control device CTR. The charge control unit 24 selects a charge curve corresponding to a temperature range including the temperature (the ambient temperature in the present embodiment) estimated by the estimation unit 23 from the plurality of charge curves, and determines the selected charge curve as the charge curve used for the control of the present charge. This makes it possible to determine an appropriate charging profile in a simple manner.
[ Charge curve ]
Next, the charging curve will be described with reference to fig. 4 and 5. Fig. 4 shows an example of the first charge curve corresponding to a temperature range of Ta to Tb [ ° c ] (where Ta < Tb). That is, when the ambient temperature estimated by the estimation unit 23 is within the temperature range of Ta to Tb [ ° c ], the charge control unit 24 selects the first charge curve shown in fig. 4. Here, the temperature range of Ta to Tb is a temperature range higher than the temperature range of Tc to Td [. degree.C ] (wherein Tc < Td) shown in FIG. 5, specifically, Ta > Td. For example, when the ambient temperature around vehicle 1 is high at the time of starting charging, such as in summer, the ambient temperature tends to be a temperature within the temperature range of Ta to Tb [ ° c ], and charging of drive battery pack BAT based on the first charging curve tends to be facilitated.
As shown in fig. 4, the first charging profile defines that the charging current in the period from 0 (zero) to t1[ s ] is a relatively large a1[ a ], and the charging current in the period after t1[ s ] has elapsed is a small a2[ a ] (i.e., a2 < a 1).
The positive-side contactor SWI and the negative-side contactor SW2, that is, the circuit breaking device generate heat during charging. The amount of heat generated at this time differs depending on the charging current. For example, the amount of heat generated by the circuit breaker when the charging current is a1[ a ] is larger than the amount of heat dissipated by the circuit breaker. Therefore, when charging is performed with the charging current of a1[ a ], the temperature of the circuit breaker device rises. On the other hand, for example, when the charging current is a2[ a ], the amount of heat generated by the circuit breaker is equal to or less than the amount of heat dissipated by the circuit breaker. Therefore, when charging is performed with the charging current of a2[ a ], the temperature rise of the circuit breaker can be stopped.
T1 s, A1A, A2A are set in advance such that even when the charging is performed based on the first charging profile when the temperature of the circuit breaker at the start of charging is Tb [ deg. ] C, the temperature of the circuit breaker does not reach the allowable temperature of the circuit breaker during the charging.
As shown in fig. 4, when charging is performed based on the first charging profile, since charging is performed by the charging current of a 1a during the charging time from 0 to t1 s, the temperature of the circuit breaker device rises, and the ambient temperature also rises to follow the temperature of the circuit breaker device. When the charging time passes t1[ s ], the charging current is changed to a2[ a ], and thus the temperature of the circuit breaker device stops increasing. Thus, the temperature of the circuit interrupting device does not reach the allowable temperature of the circuit interrupting device. Even if the temperature of the circuit breaker stops increasing, the temperature of the circuit breaker is higher than the ambient temperature for a certain period of time thereafter, and therefore the ambient temperature increases to follow the temperature of the circuit breaker.
According to such a first charging curve, since the drive battery pack BAT can be charged by a relatively large a 1a charging current within a range in which the temperature of the circuit breaker does not reach the allowable temperature of the circuit breaker, the drive battery pack BAT can be efficiently charged, and for example, the time required until the completion of charging for fully charging the drive battery pack BAT can be shortened.
Fig. 5 shows an example of the second charging curve corresponding to the temperature range of Tc to Td c. That is, when the ambient temperature estimated by the estimation unit 23 is included in the temperature range of Tc to Td, the charging control unit 24 selects the second charging curve shown in fig. 5. For example, when the ambient temperature around vehicle 1 at the time of starting charging is lower than summer season except summer season, the ambient temperature is likely to be a temperature within the temperature range of Tc to Td [ ° c ], and charging of drive battery pack BAT based on the second charging curve is likely to be performed.
As shown in fig. 5, the second charging profile defines a1[ a ] as the charging current in the period from 0 (zero) to t2[ s ] (where t2 > t1), and a2[ a ] as the charging current in the period after the charging time has elapsed t2[ s ].
That is, in the second charging curve, the period of charging by the charging current of a1[ a ] is made longer than that of the first charging curve. However, t2 s, a 1a, and a2 a are set in advance such that even when charging is performed based on the second charging profile when the temperature of the circuit breaker at the start of charging is Td [ ° c ], the temperature of the circuit breaker does not reach the allowable temperature of the circuit breaker during the charging.
As shown in fig. 5, when charging is performed based on the second charging profile, since charging is performed by the charging current of a 1a during the charging time from 0 to t2 s, the temperature of the disconnecting device rises, and the ambient temperature also rises to follow the temperature of the disconnecting device. When the charging time passes t2[ s ], the charging current is changed to a2[ a ], and thus the temperature of the circuit breaker device stops increasing. Thus, the temperature of the circuit interrupting device does not reach the allowable temperature of the circuit interrupting device.
According to such a second charging curve, the drive battery pack BAT can be charged with a relatively large a 1a charging current in a range where the temperature of the circuit breaker does not reach the allowable temperature of the circuit breaker, and therefore, the drive battery pack BAT can be efficiently charged, and for example, the time required until the completion of charging for fully charging the drive battery pack BAT can be shortened. Further, according to the second charging profile, charging can be performed for a longer time with a relatively large charging current of a1[ a ] than in the first charging profile, and therefore, the required time can be further shortened.
As described above, according to charge control system 11 of the present embodiment, it is possible to estimate the ambient temperature based on the voltage value measured by voltage sensor 12, and to control the charging of drive battery pack BAT based on the charging curve determined based on the estimated ambient temperature. Thus, even if the charge control system 11 does not include a temperature sensor for measuring the ambient temperature or the temperature of the circuit breaker, the drive battery pack BAT can be efficiently charged with a relatively large charging current in a range where the temperature of the circuit breaker does not reach the allowable temperature of the circuit breaker, and the time required until the charging is completed can be shortened. Therefore, the convenience of the vehicle 1 can be improved.
As described above, the circuit breaker (contactor) capable of cutting off the electric power received from the external power supply generates heat under the influence of the charging current. Therefore, from the viewpoint of preventing a failure (e.g., welding) of the circuit interrupting device, it is necessary to limit the charging current so that the temperature of the circuit interrupting device does not exceed the allowable temperature of the circuit interrupting device. It is assumed that this may become a factor of cost increase when a temperature sensor that measures the atmospheric temperature or the temperature of the circuit interrupting device is provided in order to control the charging current in such a manner that the temperature of the circuit interrupting device does not exceed the allowable temperature of the circuit interrupting device.
In contrast, according to the charge control system 11 of the present embodiment, the use of the voltage sensor 12 makes it possible to control the charging current so that the temperature of the circuit breaker does not exceed the allowable temperature of the circuit breaker without adding a component such as a temperature sensor that may cause an increase in the manufacturing cost of the vehicle 1. Therefore, the drive battery pack BAT can be efficiently charged while suppressing the manufacturing cost of the vehicle 1.
In the charge control system 11 of the present embodiment, the interface 9 is disposed in the front portion of the vehicle 1, and the charge junction box 10 including the disconnecting device is disposed in the front compartment 6 of the vehicle 1. Therefore, the ambient temperature in charge terminal box 10 is likely to become high under the influence of heat from another member (e.g., a heat sink) disposed in front chamber 6.
Therefore, as described above, by estimating the ambient temperature by the control device CTR and appropriately selecting the charging curve according to the estimated ambient temperature, the drive battery pack BAT can be efficiently charged with a relatively large charging current in a range where the temperature of the circuit breaker does not reach the allowable temperature of the circuit breaker, which contributes to improvement of the charging efficiency.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and modifications, improvements, and the like can be appropriately made.
For example, in the above-described embodiment, the second charging curve is adjusted between a1[ a ] and a2[ a ] in the same manner as the first charging curve, but the present invention is not limited thereto. For example, the second charging profile may be defined such that the charging current in a period from 0 (zero) to t2[ s ] is A3[ a ] (where A3 > a1), and the charging current in a period after the charging time has elapsed t2[ s ] is a4[ a ] (where a4 > a 2). In this way, the time required for completing charging to fully charge the drive battery pack BAT can be further shortened.
In the above-described embodiment, the charging curve in which the charging current is controlled in 2 stages is described, but the present invention is not limited thereto. The charging profile is only required to ensure that the charging time for charging with as large a charging current as possible within a range not exceeding the allowable temperature of the circuit breaking device is as long as possible, and for example, the charging current may be controlled in 3 stages or more, or the charging current may be continuously changed.
In the above-described embodiment, the charging curve adjusts the current value of the charging current according to the charging time, but the present invention is not limited thereto. The charging curve may be adjusted in current value of the charging current based on a temperature estimated from, for example, the atmospheric temperature of the charging junction box 10. More specifically, the charging curve may be set such that, for example, the charging current is set to a1[ a ] before the ambient temperature reaches Tx [ ° c (where Tx < the allowable temperature of the circuit breaker is set), and the charging current is set to a2[ a ] after the ambient temperature exceeds Tx [ ° c ]. When such a charging profile is used, the control device CTR estimates the ambient temperature and the like at a predetermined cycle during charging, and controls the charging current based on the estimated temperature and the charging profile. Thus, the control device CTR can control the charging current in real time according to the estimated temperature, and can efficiently charge the drive battery pack BAT in a range where the temperature of the circuit breaker does not exceed the allowable temperature of the circuit breaker.
In the above-described embodiment, the charging profile is stored in advance in the memory or the like of the control device CTR, but the present invention is not limited to this. For example, the control device CTR may generate the charging curve on the spot (i.e., in real time) based on the estimated atmospheric temperature and the like. The control device CTR may communicate with an external computer to acquire the charging profile from the external computer.
In the above-described embodiment, the interface 9 is disposed at the front portion of the vehicle 1, and the charge junction box 10 including the disconnecting device is disposed in the front compartment 6.
In the above-described embodiment, the description has been given of the example in which the electric vehicle is the vehicle 1, but the vehicle 1 may be a plug-in hybrid vehicle including an internal combustion engine in addition to the driving motor MOT.
In the present specification, at least the following matters are described. Although the components and the like according to the above-described embodiment are shown in parentheses, the present invention is not limited to these.
(1) A charge control system (charge control system 11) in an electric vehicle (vehicle 1) capable of being charged with electric power received from an external power supply,
the electric vehicle is provided with:
an interface unit (interface unit 9) that receives electric power from the external power supply;
a driving battery pack (driving battery pack BAT) that is charged with power received from the external power supply;
lead portions (a positive electrode side lead portion L1, a negative electrode side lead portion L2) that electrically connect the interface portion and the drive battery pack;
a disconnecting device (a positive electrode side contactor SW1, a negative electrode side contactor SW2) provided in the lead portion;
a control device (control device CTR) for controlling charging of the driving battery pack; and
a voltage sensor (voltage sensor 12) for measuring a voltage value of the electric power received from the external power supply,
the control device determines a charging curve when the driving battery pack is charged with the electric power received from the external power supply, based on the voltage value measured by the voltage sensor.
According to (1), the charging curve when the driving battery pack is charged with the electric power received from the external power supply is determined based on the voltage value measured by the voltage sensor that measures the voltage value of the electric power received from the external power supply, and therefore the driving battery pack, which is the driving secondary battery, can be efficiently charged while suppressing the manufacturing cost of the electric vehicle.
(2) The charging control system according to (1), wherein,
the control device calculates a resistance value of the lead portion based on the voltage value and a current value of the current flowing through the lead portion, and determines the charging curve based on the resistance value.
According to (2), since the resistance value of the lead portion is calculated based on the voltage value of the electric power received from the external power supply and the current value of the current flowing through the lead portion, and the charging curve is determined based on the resistance value, it is possible to efficiently charge the driving battery pack, which is the secondary battery for driving, while suppressing the manufacturing cost of the electric vehicle.
(3) The charging control system according to (2), wherein,
the control device estimates at least one of the temperature of the wire portion, the ambient temperature of the wire portion, the temperature of the circuit breaking device, and the ambient temperature of the circuit breaking device based on the resistance value, and determines the charging profile based on the estimated temperature.
According to (3), at least one of the temperature of the lead portion, the ambient temperature of the lead portion, the temperature of the circuit breaker, and the ambient temperature of the circuit breaker is estimated based on the resistance value of the lead portion, and the charging curve is determined based on the estimated temperature, so that the battery pack for driving, which is a secondary battery for driving, can be efficiently charged while suppressing the manufacturing cost of the electric vehicle.
(4) The charging control system according to (3), wherein,
the control device includes a plurality of charging curves corresponding to different temperature ranges, and determines a charging curve corresponding to a temperature range including the estimated temperature from the plurality of charging curves.
According to (4), an appropriate charging profile can be determined by a simple method.
(5) The charge control system according to any one of (1) to (4), wherein,
the charging curve adjusts a current value of the charging current according to the charging time.
According to (5), since the current value of the charging current can be adjusted according to the charging time, the driving battery pack can be efficiently charged within a range not exceeding the allowable temperature of the circuit breaker device.
(6) The charging control system according to (3), wherein,
the charging curve adjusts a current value of a charging current according to the estimated temperature.
According to (6), since the current value of the charging current can be adjusted according to the estimated temperature, the driving battery pack can be efficiently charged within a range not exceeding the allowable temperature of the circuit breaker device.
(7) The charge control system according to any one of (1) to (6), wherein,
the interface portion is provided at a front portion of the electric vehicle, and
the circuit breaking device and a part of the wire guide are provided in a front chamber (front chamber 6) of the electric vehicle.
According to (7), the drive battery pack BAT can be efficiently charged, contributing to an improvement in charging efficiency.
Claims (7)
1. A charging control system for an electrically powered vehicle capable of being charged with electric power received from an external power supply,
the electric vehicle is provided with:
an interface unit that receives electric power from the external power supply;
a driving battery pack that is charged with electric power received from the external power supply;
a lead portion electrically connecting the interface portion and the drive battery pack;
a circuit breaking device provided in the wire section;
a control device that controls charging of the drive battery pack; and
a voltage sensor that measures a voltage value of the electric power received from the external power supply,
the control device determines a charging curve when the driving battery pack is charged with the electric power received from the external power supply, based on the voltage value measured by the voltage sensor.
2. The charge control system according to claim 1,
the control device calculates a resistance value of the lead portion based on the voltage value and a current value of the current flowing through the lead portion, and determines the charging curve based on the resistance value.
3. The charge control system according to claim 2,
the control device estimates at least one of the temperature of the wire portion, the ambient temperature of the wire portion, the temperature of the circuit breaking device, and the ambient temperature of the circuit breaking device based on the resistance value, and determines the charging profile based on the estimated temperature.
4. The charge control system according to claim 3,
the control device includes a plurality of charging curves corresponding to different temperature ranges, and determines a charging curve corresponding to a temperature range including the estimated temperature from the plurality of charging curves.
5. The charge control system according to any one of claims 1 to 4,
the charging curve adjusts a current value of the charging current according to the charging time.
6. The charge control system according to claim 3,
the charging curve adjusts a current value of a charging current according to the estimated temperature.
7. The charge control system according to any one of claims 1 to 6,
the interface portion is provided at a front portion of the electric vehicle,
the circuit breaking device and a part of the wire guide are disposed in a front compartment of the electric vehicle.
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| JP2020-086837 | 2020-05-18 | ||
| JP2020086837A JP7441112B2 (en) | 2020-05-18 | 2020-05-18 | Charging control system |
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| CN113682155A true CN113682155A (en) | 2021-11-23 |
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Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100839980B1 (en) * | 2006-12-22 | 2008-06-19 | 주식회사 에이티티알앤디 | System for controlling discharge or charge of battery pack and therefor |
| JP2012096712A (en) * | 2010-11-04 | 2012-05-24 | Toyota Motor Corp | Vehicle control apparatus |
| JP2017063555A (en) * | 2015-09-25 | 2017-03-30 | トヨタ自動車株式会社 | Charger |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2008067426A (en) | 2006-09-04 | 2008-03-21 | Yamaha Motor Electronics Co Ltd | Vehicular charge control method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100839980B1 (en) * | 2006-12-22 | 2008-06-19 | 주식회사 에이티티알앤디 | System for controlling discharge or charge of battery pack and therefor |
| JP2012096712A (en) * | 2010-11-04 | 2012-05-24 | Toyota Motor Corp | Vehicle control apparatus |
| JP2017063555A (en) * | 2015-09-25 | 2017-03-30 | トヨタ自動車株式会社 | Charger |
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