CN113696733B - Power conversion device - Google Patents
Power conversion device Download PDFInfo
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- CN113696733B CN113696733B CN202110493766.8A CN202110493766A CN113696733B CN 113696733 B CN113696733 B CN 113696733B CN 202110493766 A CN202110493766 A CN 202110493766A CN 113696733 B CN113696733 B CN 113696733B
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- 238000006243 chemical reaction Methods 0.000 title claims abstract description 31
- 239000003990 capacitor Substances 0.000 claims abstract description 153
- 230000002159 abnormal effect Effects 0.000 description 13
- 238000010586 diagram Methods 0.000 description 6
- 238000001514 detection method Methods 0.000 description 5
- 238000007599 discharging Methods 0.000 description 4
- 230000006870 function Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 2
- 239000004065 semiconductor Substances 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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- 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
- H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
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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
- H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J2207/20—Charging or discharging characterised by the power electronics converter
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Inverter Devices (AREA)
Abstract
The purpose of the present invention is to obtain a power conversion device that can quickly reduce the capacitor voltage in the event of a collision. The power conversion device (10) of the present invention comprises: a collision determination unit (141) that determines whether or not the vehicle collides with the collision target; a capacitor voltage command value determination unit (121) that determines a capacitor voltage command value (922) on the basis of the result of the collision determination; and a capacitor voltage control unit (111) that controls the capacitor voltage based on the capacitor voltage command value (922), wherein the power conversion device, when it is determined that the collision object collides with the vehicle during the collision determination, sets the capacitor voltage to be lower than the capacitor voltage command value immediately before the collision is determined.
Description
Technical Field
The present application relates to a power conversion device.
Background
Conventionally, an electric vehicle provided with an electric motor as a drive source of the vehicle is known. In such a vehicle, a power converter such as a boost converter and a dc capacitor are connected between a dc voltage source such as a battery and a driving inverter (hereinafter, referred to as an inverter). The dc voltage output from the dc voltage source is stepped up or down by the power converter, thereby controlling a dc capacitor voltage (hereinafter, referred to as a capacitor voltage) supplied to the dc capacitor. By thus controlling the capacitor voltage, a desired direct-current voltage is supplied to the inverter, and the output of the motor is controlled by changing the output alternating-current voltage of the inverter. Further, by controlling the capacitor voltage based on the operation state prediction based on the vehicle-surrounding information, improvement of the driving performance of the vehicle and optimization of the loss can also be implemented (for example, refer to patent literature 1).
Prior art literature
Patent literature
Patent document 1: japanese patent laid-open No. 2015-163042
Disclosure of Invention
Technical problem to be solved by the invention
In the event of an accident such as a collision accident, it is required to discharge the dc capacitor as rapidly as possible to sufficiently reduce the capacitor voltage. However, in the technique of patent document 1, the processing of the capacitor voltage at the time of collision is not described. Therefore, in the event of a collision, it may take time until the capacitor voltage is sufficiently reduced.
The present application has been made to solve the above-mentioned problems, and an object of the present application is to obtain a power conversion device capable of rapidly reducing a capacitor voltage at the time of a collision accident.
Technical proposal adopted for solving the technical problems
The power conversion apparatus disclosed in the present application includes: an inverter that converts a direct-current voltage output from a direct-current voltage source into an alternating-current voltage and outputs the alternating-current voltage to the motor; a power converter that is connected between a direct-current voltage source and an inverter, and that steps up or down a direct-current voltage and outputs the same to the inverter; a dc capacitor connected between the power converter and the inverter; and a discharge circuit that discharges the direct current capacitor at the time of a collision accident, wherein the power conversion apparatus includes: a collision determination unit that determines whether or not the collision target object collides with the vehicle; a voltage command value determining unit that determines a command value of a capacitor voltage of the dc capacitor based on a result of the collision determination; and a capacitor voltage control unit that controls the capacitor voltage based on the command value, wherein the power conversion device makes the capacitor voltage lower than the command value voltage before collision prediction when it is determined that the collision object collides with the vehicle in the collision determination.
Effects of the invention
According to the power conversion device disclosed in the present application, the capacitor voltage can be quickly reduced in the event of a collision accident.
Drawings
Fig. 1 is a block diagram showing the structure of a power conversion device in embodiment 1.
Fig. 2 is a diagram illustrating capacitor voltage control according to embodiment 1.
Fig. 3 is a diagram illustrating a hardware configuration of each functional unit according to embodiment 1.
Fig. 4 is a flowchart showing the operation of the power conversion device in embodiment 1.
Fig. 5 is a flowchart showing another example of the operation of the power conversion apparatus in embodiment 1.
Detailed Description
Embodiment 1.
Embodiment 1 will be described with reference to fig. 1 to 5. Fig. 1 is a block diagram showing the structure of a power conversion device in embodiment 1. The power conversion device 10 is a power conversion device applied to a drive system of an electric vehicle (not shown). The drive system is constituted by a battery 91 as a direct-current voltage source, the power conversion device 10, and a motor 92. The power conversion device 10 is connected between a battery 91 and a motor 92, and includes a power converter 11 and an inverter 12 after the battery 91, and the inverter 12 converts a dc voltage boosted or reduced by the power converter 11 into an ac voltage and outputs the ac voltage to the motor 92. Further, a dc capacitor 13 is connected between the power converter 11 and the inverter 12, and a discharge circuit 14 for discharging the charge of the dc capacitor 13 is provided. The "electric vehicle" refers to the entire vehicle that obtains propulsion by driving the motor 92 with the electric power of the battery 91, and is, for example, a Hybrid Electric Vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), an Electric Vehicle (EV), a fuel cell vehicle (FCEV), or the like.
The battery 91 is a rechargeable battery such as a chargeable and dischargeable storage battery. The motor 92 rotates by interaction of electromagnetic force generated by current supplied from the inverter 12 and magnetic force in the motor 92, and generates driving force of the electric vehicle. The motor 92 may have a function as a generator that generates electricity using kinetic energy that is reduced due to deceleration of the electric vehicle. The electric power obtained from the decelerated electric vehicle charges the battery 91 via the inverter 12 and the power converter 11.
The power converter 11 is, for example, a boost converter, and converts the dc voltage output from the battery 91 into a voltage of a magnitude required in the inverter 12 by boosting or stepping down the dc voltage. The driving force of the motor 92 is controlled by controlling the magnitude of the direct-current voltage supplied to the inverter 12 via the power converter 11. In the circuit configuration, the power converter 11 outputs a dc voltage to the inverter 12 via the dc capacitor 13. Therefore, the power converter 11 also outputs the dc voltage to be output to the inverter 12 by controlling the capacitor voltage of the dc capacitor 13.
Although not shown, the inverter 12 is configured by a bridge circuit including three branches (in the case where the motor 92 is three-phase) configured by connecting semiconductor switches in series.
The dc capacitor 13 has a function of absorbing power pulsation in the output of the power converter 11 and compensating power for abrupt load fluctuation on the motor 92 side.
The discharging circuit 14 is connected in parallel with the dc capacitor 13, and discharges the electric charges stored in the dc capacitor 13 as needed when an accident or the like occurs. The discharge circuit 14 uses, for example, a constant resistance circuit system that consumes power with a constant resistance, a constant current circuit system that uses a semiconductor, or the like. The discharge circuit 14 discharges the electric charge stored in the dc capacitor 13, and receives a discharge instruction 932 from a capacitor discharge instruction unit 142 described later, and discharges the dc capacitor 13. As the configuration of the discharge circuit 14, for example, a discharge circuit having a switch for closing the circuit according to the discharge instruction 932 may be used.
Next, control of the capacitor voltage by the power converter 11 will be described. The control system of the power converter 11 includes: a capacitor voltage control section 111, the capacitor voltage control section 111 generating a gate signal 931 output to the power converter 11; a capacitor voltage detection unit 112, the capacitor voltage detection unit 112 detecting a capacitor voltage of the dc capacitor 13; and a capacitor voltage command value determining unit 121, wherein the capacitor voltage command value determining unit 121 determines a capacitor voltage command value 922, and the control system of the power converter 11 controls the power converter 11 such that the capacitor voltage becomes the capacitor voltage command value 922. At this time, the actual capacitor voltage detected by the capacitor voltage detecting unit 112 is transmitted to the capacitor voltage control unit 111 as a capacitor voltage detection value 951. The capacitor voltage control section 111 performs feedback control such as P control (Proportional Controller: proportional controller), PI control (Proportional-Integral Controller: proportional Integral controller), and PID control (Proportional-Integral-DIFFERENTIAL CONTROLLER: proportional Integral derivative controller), and calculates the duty ratio of the gate signal 931 output to the power converter 11 so that the actual capacitor voltage follows the capacitor voltage command value.
The control system of the power converter 11 further includes: a normal voltage command value calculation unit 131, wherein the normal voltage command value calculation unit 131 calculates a normal voltage command value 911, which is a voltage command value at the time of normal operation, based on the operation instruction information 901; an abnormal voltage command value storage unit 132, the abnormal voltage command value storage unit 132 storing an abnormal voltage command value 912 which is a voltage command value at the time of abnormality; a collision determination unit 141, wherein the collision determination unit 141 performs collision determination as to whether or not the vehicle collides; and a capacitor discharge instruction unit 142, wherein the capacitor discharge instruction unit 142 outputs a discharge instruction 932 to the discharge circuit 14 to perform the discharge of the dc capacitor 13. Further, the control system of the power converter 11 includes a collision determination information acquisition section that acquires collision determination information that is a basis of collision determination by the collision determination section 141. The collision determination acquisition unit includes a travel information acquisition unit 151 that acquires own vehicle travel information 902, a surrounding information acquisition unit 152 that acquires own vehicle surrounding information 903, and another vehicle information acquisition unit 153 that acquires other vehicle information 904.
The capacitor voltage command value determining unit 121 acquires the normal voltage command value 911 from the normal voltage command value calculating unit 131, acquires the abnormal voltage command value 912 from the abnormal voltage command value storing unit 132, acquires the collision determination signal 921 from the collision determining unit 141, and determines the capacitor voltage command value 922 based on/off of the collision determination signal 921.
The normal voltage command value operation section 131 acquires the operation instruction information 901, and also operates the normal voltage command value 911 based on the operation instruction information 901. The operation instruction information 901 is an operation instruction at the time of normal running, and the normal voltage instruction value 911 thus calculated is a voltage instruction value at the time of no collision assumption. The operation instruction information 901 is information indicating acceleration operation of the driver at the time of normal running, and the like. The normal voltage command value 911 is, for example, a larger value at the time of acceleration so as to increase the torque of the motor 92, and a smaller value at the time of no acceleration so as to reduce the switching loss of the inverter 12.
The abnormal voltage command value storage unit 132 stores therein an abnormal voltage command value 912 in advance. The abnormal voltage command value 912 is a fixed value that is calculated in advance and is sufficiently smaller than the command value voltage before collision prediction. As this fixed value, for example, it is conceivable to equalize the dc voltage (battery voltage) output from the battery 91. In this case, when it is determined that the collision object collides with the vehicle in the collision determination, the capacitor voltage is controlled to be equal to the battery voltage.
The collision determination unit 141 acquires the own vehicle running information 902, the own vehicle surrounding information 903, and the other vehicle information 904, which are collision determination information, from the running information acquisition unit 151, the surrounding information acquisition unit 152, and the other vehicle information acquisition unit 153, and outputs the results of performing collision determination based on the acquired collision determination information to the capacitor voltage command value determination unit 121 and the capacitor discharge instruction unit 142, respectively, as collision determination signals 921. The collision determination signal 921 is on when it is determined that the own vehicle collides, and is off when it is determined that the own vehicle does not collide. Fig. 2 is a diagram illustrating capacitor voltage control according to embodiment 1. In fig. 2, a part of the structure is omitted for the sake of explanation. The capacitor voltage command value determining unit 121 is provided with a selector 1211 as shown in the figure. The normal voltage command value 911, the abnormal voltage command value 912, and the collision determination signal 921 are input to the selector 1211, and the output is decided according to on/off of the collision determination signal 921. That is, when the collision determination signal 921 is on, the normal voltage command value 911 is output to the capacitor voltage control unit 111 as the capacitor voltage command value 922, and when the collision determination signal 921 is off, the abnormal voltage command value 912 is output to the capacitor voltage control unit 111 as the capacitor voltage command value 922. The capacitor voltage command value 922 and the capacitor voltage detection value 951 are input to the capacitor voltage control section 111, and the duty ratio of the gate signal 931 is operated such that the actual capacitor voltage follows the capacitor voltage command value, and the gate signal 931 generated by adding PWM (Pulse Width Modulation: pulse width modulation) modulation to the operated duty ratio is output.
The collision determination unit 141 receives input of the own vehicle running information 902, own vehicle surrounding information 903, and other vehicle information 904. The other vehicle information 904 includes other vehicle travel information and other vehicle surrounding information. The collision determination unit 141 performs collision determination of the own vehicle based on the collision determination information, and outputs a collision determination signal 921 to the selector 1211 and the capacitor discharge instruction unit 142. The collision determination signal 921 is on when the collision determination unit 141 determines that a collision has occurred, and is off when the collision determination unit 141 determines that no collision has occurred.
The capacitor discharge instruction unit 142 receives the collision determination signal 921, and outputs a discharge instruction 932 when the collision determination signal 921 is on.
The own vehicle travel information 902 on which the collision determination unit 141 performs collision determination is information related to travel of the own vehicle as a whole, such as a travel speed, a travel position, a travel direction, a travel state, a remaining travelable distance, a braking distance, and the like. The travel information acquisition unit 151 includes a speedometer for measuring the travel speed of the vehicle, a GPS (Global Positioning System: global positioning system) device for determining the position of the vehicle, and the like. The remaining travel distance and the braking distance are also affected by the position of surrounding obstacles and the road surface condition, and therefore, the remaining travel distance and the braking distance can also be obtained by combining with the own vehicle peripheral information 903.
The vehicle surrounding information 903, which is the basis of the collision determination by the collision determination unit 141, is information on the surrounding of the vehicle, and for example, refers to the distance to other surrounding vehicles, the distance to obstacles such as buildings, the distance to pedestrians, the road conditions such as the terrain, the height, and the pavement of the road, road information such as a straight line, a curve, and an intersection, and weather. The peripheral information acquisition unit 152 includes the following devices: an image recognition device such as a camera mounted on the vehicle, the image recognition device being capable of recognizing road information such as weather, surrounding terrain information, congestion, or obstacles from the image information; a sensing device that detects a foreign matter; a radar device that measures a distance between the host vehicle and the obstacle; and a temperature and humidity measuring device that measures temperature and humidity. The vehicle surrounding information 903 is updated at a predetermined update cycle.
The other vehicle information 904, which is the basis of the collision determination by the collision determination unit 141, includes other vehicle travel information, that is, own vehicle travel information 902 acquired by another vehicle that is a different vehicle from the own vehicle, and other vehicle surrounding information, that is, own vehicle surrounding information 903 acquired by another vehicle. The other vehicle information acquisition unit 153 is a receiving device or the like capable of receiving information from other vehicles by inter-vehicle communication or the like.
Among the collision determinations made by the collision determination unit 141 of embodiment 1, there are case 1 where the collision determination is made based on the own vehicle running information 902 and the own vehicle surrounding information 903 only, case 2 where the collision determination is made based on the other vehicle running information 904 and the own vehicle running information 902 only, and case 3 where the collision determination is made based on the own vehicle running information 902, the own vehicle surrounding information 903 and the other vehicle information 904. In case 1, a distance between an object (hereinafter referred to as a collision object) having a possibility of collision according to the own vehicle running information 902 and the own vehicle surrounding information 903 and the own vehicle is compared with a braking distance of the own vehicle in a direction toward the collision object to perform collision determination. When the distance between the collision target object and the own vehicle is longer than the braking distance, it is determined that no collision occurs, and the collision determination signal 921 is off. When the distance between the collision target object and the own vehicle is equal to or less than the braking distance, it is determined that a collision occurs, and the collision determination signal 921 is on. When the collision target is a moving object, the collision determination can be accurately performed by considering the relative speed between the own vehicle and the collision target.
In case 2, the distance between the collision target object and the own vehicle and the braking distance of the own vehicle in the direction toward the collision target object are calculated from the other vehicle surrounding information of the other vehicle information 904 and the own vehicle running information 902, and the collision determination is performed in the same manner as in case 1. In case 2, even when a part or all of the surrounding information acquiring section 152 does not function and the own vehicle cannot acquire the surrounding information of the own vehicle, the collision determination can be made by using the surrounding information acquired by the other vehicle.
In case 3, the distance between the collision target object and the own vehicle and the braking distance of the own vehicle in the direction toward the collision target object are calculated by using the other vehicle information 904 in addition to the own vehicle running information 902 and the own vehicle surrounding information 903, and the collision determination is performed in the same manner as in case 1. Case 3 uses not only information acquired by the host vehicle but also information acquired by other vehicles, thereby enabling simplification and high accuracy of collision determination. For example, when the collision target is another vehicle, the distance to the collision target and the relative speed can be directly calculated by directly acquiring the travel information from the other vehicle, and the calculation can be performed simply and with high accuracy as compared with the case of estimating the calculation from the own vehicle periphery information 903.
The determination period of the collision determination by the collision determination unit 141 is set to an integer multiple of at least 1 or more of the update period of the own vehicle surrounding information 903. When the integral multiple is 1 time, and the determination period for the collision determination is synchronized with the update period of the vehicle surrounding information 903, the time from the acquisition of the collision determination information such as the vehicle surrounding information 903 to the completion of the collision determination can be minimized.
Here, a hardware configuration for realizing each functional unit according to embodiment 1 will be described. Fig. 3 is a diagram illustrating a hardware configuration of each functional unit according to embodiment 1. The capacitor voltage control unit 111, the normal voltage command value calculation unit 131, and the collision determination unit 141 are mainly composed of a processor 81, a memory 82 as a main storage device, and an auxiliary storage device 83, respectively. The Processor 81 is configured by, for example, a CPU, an ASIC (Application SPECIFIC INTEGRATED Circuit), a DSP (DIGITAL SIGNAL Processor) and an FPGA (Field Programmable GATE ARRAY field programmable gate array). The memory 82 is constituted by a volatile storage device such as a random access memory, and the auxiliary storage device 83 is constituted by a nonvolatile storage device such as a flash memory, a hard disk, or the like. The auxiliary storage device 83 stores a predetermined program executed by the processor 81, and the processor 81 executes the program by appropriately reading the program, thereby performing various arithmetic processing. At this time, the predetermined program is temporarily stored in the memory 82 from the auxiliary storage 83, and the processor 81 reads the program from the memory 82. The processing performed by the capacitor voltage control unit 111, the normal voltage command value calculation unit 131, and the collision determination unit 141 is realized by the processor 81 executing a predetermined program as described above.
Next, the operation will be described. Fig. 4 is a flowchart showing the operation of the power conversion device in embodiment 1. First, the travel information acquisition unit 151, the surrounding information acquisition unit 152, and the other vehicle information acquisition unit 153 acquire collision determination information, and collision determination is performed based on the acquired collision determination information (step ST 101). After the collision determination is performed, the collision determination unit 141 outputs a collision determination signal 921 to the capacitor voltage command value determination unit 121 and the capacitor discharge instruction unit 142.
Next, it is recognized whether or not the collision determination signal 921 is on (step ST 102), and when the collision determination signal 921 is on, the capacitor voltage command value determination unit 121 outputs the abnormal voltage command value 912 to the capacitor voltage control unit 111 as the capacitor voltage command value 922 (step ST 103). Next, the capacitor discharge instruction unit 142 outputs a discharge instruction 932 to the discharge circuit 14 (step ST 104). When the collision determination signal 921 is off, the capacitor voltage command value determining unit 121 outputs the normal voltage command value 911 as the capacitor voltage command value 922 to the capacitor voltage control unit 111 (step ST 105).
After the above-described processing, the capacitor voltage follows the capacitor voltage command value 922 by feedback control of the capacitor voltage control section 111. When the capacitor voltage detection value 951 reaches the capacitor voltage command value 922 and converges, the control of the capacitor voltage by the capacitor voltage control unit 111 is stopped.
For the control of the capacitor voltage by the capacitor voltage control portion 111 when it is determined that a collision occurs and the timing at which the capacitor discharge instruction portion 142 outputs the discharge instruction 932, it is conceivable to perform both simultaneously. In this case, when it is determined that a collision occurs, the capacitor voltage can be made to drop faster. The capacitor voltage command value 922 in this case is an abnormal voltage command value 912, and is controlled by the capacitor voltage control section 111 so that the capacitor voltage becomes smaller than the immediately preceding capacitor voltage command value. In parallel with this, the discharging by the discharging circuit 14 is performed, and thereby the capacitor voltage can be reduced more quickly while the capacitor voltage is increased in the reduction speed.
It is also conceivable that the timing at which the capacitor discharge instruction 932 is output by the capacitor discharge instruction unit 142 is set after the control of the capacitor voltage by the capacitor voltage control unit 111 is stopped. In this case, by setting the rated power of the discharge circuit 14 to be small, the entire device can be miniaturized. This is because, after the control of the capacitor voltage by the capacitor voltage control section 111 is stopped, the capacitor voltage becomes lower than the immediately preceding capacitor voltage command value, and the capacitor voltage at the start of discharge is also smaller.
In addition, other examples of embodiment 1 shown in fig. 5 are also conceivable. In the example shown in fig. 5, after the collision determination signal 921 is turned on in step ST102, it is checked whether the collision determination signal is turned on twice or more in succession (step ST 1021). If it is continued twice or more, the process proceeds to step ST103, otherwise, the process proceeds to step ST105. The other steps are the same as the example of fig. 4. In the example shown in fig. 5, a storage unit (not shown) that stores the result of the collision determination is additionally provided.
According to embodiment 1, the capacitor voltage can be quickly reduced in the event of a collision accident. More specifically, it comprises: a collision determination unit that determines whether or not the vehicle collides with the collision target; a capacitor voltage command value determining unit that determines a capacitor voltage command value based on a result of the collision determination; and a capacitor voltage control unit that controls the capacitor voltage based on the capacitor voltage command value, and that makes the capacitor voltage lower than the immediately preceding capacitor voltage command value when it is determined that the collision object collides with the vehicle in the collision determination. Therefore, when a collision is predicted, the capacitor voltage is controlled to be lower than the immediately preceding capacitor voltage command value, and even if discharge of the dc capacitor is required at the time of occurrence of the collision, discharge by the discharge circuit can be performed in a short time.
When it is determined that a collision has occurred, the capacitor voltage can be reduced more quickly when the capacitor voltage control by the capacitor voltage control unit and the discharge instruction by the discharge instruction unit are performed simultaneously.
In addition, when it is determined that a collision has occurred, if a discharge instruction by the discharge instruction unit is made after the capacitor voltage control by the capacitor voltage control unit is completed, the rated power of the discharge circuit can be set small, and the entire device can be miniaturized.
The present application has been described in terms of exemplary embodiments, but the various features, aspects and functions described in the embodiments are not limited to application to the specific embodiments, and can be applied to the embodiments alone or in various combinations.
Accordingly, numerous modifications not shown by way of example are conceivable within the scope of the disclosed technology. For example, the case of deforming at least one component, the case of adding, or the case of omitting is included.
Description of the reference numerals
10 Power conversion device, 11 power converter, 12 inverter, 13 dc capacitor, 14 discharge circuit, 91 battery, 92 motor, 111 capacitor voltage control unit, 121 capacitor voltage command value determination unit, 141 collision determination unit, 142 capacitor discharge instruction unit, 902 host vehicle travel information, 903 host vehicle peripheral information, 904 other vehicle information, 912 abnormal voltage command value, 921 collision determination signal, 932 discharge instruction.
Claims (8)
1. A power conversion apparatus, comprising: an inverter that converts a direct-current voltage output from a direct-current voltage source into an alternating-current voltage and outputs the alternating-current voltage to the motor; a power converter that is connected between the direct-current voltage source and the inverter, and that steps up or down the direct-current voltage and outputs the same to the inverter; a dc capacitor connected between the power converter and the inverter; and a discharge circuit that discharges the dc capacitor in the event of a collision, the power conversion device comprising:
A collision determination unit that determines whether or not the collision target object collides with the vehicle;
A voltage command value determining unit that determines a command value of a capacitor voltage of the dc capacitor based on a result of the collision determination; and
A capacitor voltage control unit that controls the capacitor voltage based on the command value,
The power conversion device is configured to, when it is determined that the collision object collides with the vehicle in the collision determination, make the capacitor voltage lower than a capacitor voltage command value immediately before the determination of the collision by the capacitor voltage control unit.
2. The power conversion device of claim 1, wherein,
The command value is set lower than a capacitor voltage command value immediately before the collision is determined, and the discharge of the DC capacitor by the discharge circuit is started.
3. The power conversion device of claim 1, wherein,
After the capacitor voltage is set to be lower than a capacitor voltage command value immediately before the collision is determined, the discharge of the DC capacitor by the discharge circuit is started.
4. A power conversion apparatus according to any one of claim 1 to 3,
When it is determined that the collision object collides with the host vehicle by the collision determination twice or more in succession, the capacitor voltage is made lower than a capacitor voltage command value immediately before the collision is determined to occur.
5. A power conversion apparatus according to any one of claim 1 to 3,
The collision determination unit performs the collision determination based on the traveling information of the host vehicle and the surrounding information of the host vehicle.
6. A power conversion apparatus according to any one of claim 1 to 3,
The collision determination unit performs the collision determination based on traveling information of the own vehicle and surrounding information of another vehicle that is a vehicle different from the own vehicle.
7. A power conversion apparatus according to any one of claim 1 to 3,
The collision determination unit performs the collision determination based on the traveling information of the own vehicle, the surrounding information of the own vehicle, traveling information of another vehicle that is a vehicle different from the own vehicle, and the surrounding information of the other vehicle.
8. A power conversion apparatus according to any one of claim 1 to 3,
When it is determined that the collision object collides with the vehicle in the collision determination, the capacitor voltage is set equal to the dc voltage output from the dc voltage source.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-087837 | 2020-05-20 | ||
| JP2020087837A JP6928145B1 (en) | 2020-05-20 | 2020-05-20 | Power converter |
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| CN113696733A CN113696733A (en) | 2021-11-26 |
| CN113696733B true CN113696733B (en) | 2024-04-26 |
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| CN202110493766.8A Active CN113696733B (en) | 2020-05-20 | 2021-05-07 | Power conversion device |
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| DE112012005937T5 (en) * | 2012-02-23 | 2014-12-24 | Toyota Jidosha Kabushiki Kaisha | electric vehicle |
| JP6195651B1 (en) * | 2016-07-19 | 2017-09-13 | 三菱電機株式会社 | Power converter and voltage sensor characteristic abnormality diagnosis method |
| JP6685347B2 (en) * | 2018-06-11 | 2020-04-22 | 三菱電機株式会社 | Power control device |
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| CN103561993A (en) * | 2011-05-31 | 2014-02-05 | 丰田自动车株式会社 | Vehicle and method of controlling vehicle |
| CN104884294A (en) * | 2012-12-21 | 2015-09-02 | 丰田自动车株式会社 | Vehicle having power control unit |
| JP2017099072A (en) * | 2015-11-19 | 2017-06-01 | トヨタ自動車株式会社 | vehicle |
| CN107089143A (en) * | 2016-02-17 | 2017-08-25 | 丰田自动车株式会社 | Vehicle |
| CN108242898A (en) * | 2016-12-26 | 2018-07-03 | 三菱电机株式会社 | Power conversion system |
| CN107323275A (en) * | 2017-05-12 | 2017-11-07 | 安徽康力节能电器科技有限公司 | A kind of vehicle for including energy storage device |
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| CN113696733A (en) | 2021-11-26 |
| JP2021182831A (en) | 2021-11-25 |
| JP6928145B1 (en) | 2021-09-01 |
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