CN1221416C - 混合型汽车的电源装置 - Google Patents

混合型汽车的电源装置 Download PDF

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CN1221416C
CN1221416C CNB011024054A CN01102405A CN1221416C CN 1221416 C CN1221416 C CN 1221416C CN B011024054 A CNB011024054 A CN B011024054A CN 01102405 A CN01102405 A CN 01102405A CN 1221416 C CN1221416 C CN 1221416C
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car
electrical equipment
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driving
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CN1319514A (zh
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古川忠司
远矢正一
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Sanyo Electric Co Ltd
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
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Abstract

混合型汽车的电源装置，包括：装配有驱动启动用电动机的驱动电池的电池系统；将驱动电池的输出供给电动机的逆变器；和车内电器用电池。电池系统内装有由车内电器用电池给驱动电池充电的充电电路。当驱动电池的残留容量变少时，充电电路即令车内电器用电池给驱动电池充电。被充电后的驱动电池即可驱动电动机使引擎发动起来。

Description

混合型汽车的电源装置
本发明涉及驱动混合型汽车行驶的电源装置。
混合型汽车以引擎和电动机驱动车轮行驶。汽车内装有用于驱动电动机的电源的驱动电池。此驱动电池由发电机进行充电。发电机则由引擎驱动，或者作为制动再生作用，由汽车刹车时的惯性来驱动。驱动电池的充电量及放电量则由电池控制电路来控制，将残留容量控制在规定范围内。这是由于过度充电或过度放电都将使驱动电池的电气特性急剧下降的缘故。用以控制驱动电池的充电、放电的电池控制电路，与驱动电池一起装在电池系统内。
只要汽车在正常状态下行驶，这种电源装置的驱动电池就不会过放电。但当汽车停用时间过长时，有时会发生驱动电池已放电，而不能驱动汽车的电动机的情况。同时，在混合型汽车，驱动车轮行驶的电动机也兼作引擎的电池电动机，故当驱动电池已放电时，引擎将不能启动。
当驱动电池自外部充电时，就会消除这种状态。但由于驱动电池内装有100个以上的二次电池，其输出电压相当高，必须用专用的充电器方可充电。但因为驱动电池的放电而使汽车不能行驶的情况很少发生，故实际上不可能为了消除上述情况而配备专用充电器。
这种弊病可通过用车内电器用的电池来发动引擎的办法来消除。但是由于车内电器用电池的输出电压，几无例外地皆为12V，故发动引擎时或用专用的电池电动机，或者必须装备将12V的直流电升压至启动用电动机的驱动电压的逆变器。如果使用电池电动机的话，因为给引擎装上几乎不常用的电池电动机，将要提高造价。同时，若使用逆变器，由于必须将该逆变器的输出提得很高，就有抬高造价的缺点。
本发明即为克服这些缺点而开发出来的。本发明的主要目的在于，提供一种混合型汽车用电源装置，是一种造价低廉的系统，可由车内电器用电池来给驱动电池充电，从而在驱动电池的过放电情况下也可发动引擎的电源装置。
从以下结合附图的详细说明，将使上述发明的和内容更加清楚。
本发明的混合型汽车用电源装置，备有：电池系统；可装入电池系统之内并将驱动电池的输出提供给电动机的逆变器；以及用于车内电器的电源的车内电器用电池。电池系统备有：驱动启动用电动机的驱动电池；和控制此驱动电池的充电、放电的电池控制电路。另外，在电池系统内同时装有由车内电器用电池给驱动电池充电的充电电路。充电电路的作用是，当驱动电池的残留容量比设定值还低时，使由车内电器用电池的电力给驱动电池充电。充了电的驱动电池即可驱动电动机而发动引擎。
上述混合型汽车的电源装置是一种造价低的系统，并具有在驱动电池处于过放电情况下也可发动汽车的优点。即是在备有驱动电池的电源系统内，也装有由车内电器用电池给驱动电池充电的充电电路。这种装在电池系统内部的充电电路方式——以车内电器用电池的电力给驱动电池充电，再用充了电的驱动电池来驱动电动机，从而使引擎发动起来，具有造价低并且可靠性高的优点。由于它可在规定的时间内由车内电器用电池给驱动电池充电，再用充了电的驱动电池来驱动电动机，故可在充电电路中的输出电流较少的情况下给驱动电池充电。
当然，不用本方式，而在驱动电池的残留容量已变少的情况下，直接使由车内电器用电池来驱动电动机，也可使引擎发动起来，但使用这种方式，由于是由车内电器用电池驱动电动机，必须使用具有非常大输出功率的专用逆变器。而这种逆变器由于在使电动机开始旋转的瞬间有极大电流流过，故有必须将输出功率设计成很大，从而变得高昂。
本发明的上述电源装置，由于不是使由车内电器用电池直接使电动机旋转，只用此车内电器用电池给驱动电池充电，再以驱动电池使电动机旋转，故使电动机旋转的逆变器，可以使用装载于混合型汽车之上的逆变器。虽然必须使用由车内电器用电池给驱动电池充电的充电电路，但该充电电路没有必要在瞬时之内给驱动电池充电，故充电电流不大，而造价低廉。另外，因在瞬间没有大电流流过，故其可靠性高，寿命长而维护简单。
其优点还在于：由车内电器用电池给驱动电池充电的充电电路被装在电池系统之内，故只须将车内电器用电池与混合型汽车连线连接即可对驱动电池充电，即使残留容量变少了，也可以用电动机将引擎发动起来。
电池系统优选用电池控制电路检查出驱动电池以及车内电器用电池的残留容量，当驱动电池的残留容量已低于设定值而车内电器用电池的残留容量仍比设定值大时，可由车内电器用电池给驱动电池充电。
另外，电池系统的充电电路中也可以包括用驱动电池给车内电器用电池充电的电路。在此电池系统内使用电池控制电路检查出驱动电池和车内电器用电池的残留容量，若驱动电池的残留容量比设定值大，而车内电器用电池的残留量比设定值小时，亦可用驱动电池给车内电器用电池充电。
此电源装置由于可以用用驱动电池给车内电器用电池充电，所以当驱动电池被强制性放电时，可有效地利用此电力给车内电器用电池充电。驱动电池由于是由多个二次电池连接所成，故有下列性质，即当反复进行充电、放电时，各个二次电池之间的容量差会随之越来越大而失去平衡。若对已失去二次电池的平衡的驱动电池进行充电、放电时，将有某个电池变成过充电或过放电的情况出现。有时为尽量延长驱动电池的电池寿命，往往反复进行浅度的充电、放电，从而由于电池的种类不同，借助于“记忆效果”，致使实际可用的容量变小。当驱动电池出现此种情况时，可采用强制性放电办法，来消除此类失衡及“记忆效果”。此时若使用其放电电力来给车内电器用电池充电，则可使驱动电池不浪费放电电能，而给车内电器用电池进行有效的充电。
另外，电池系统还配备着驱动电池的冷却扇，此扇由车内电器用电池驱动，可防止驱动电池过热。再有，在电池系统内，车内电器用电池也可用于电池控制电路的后备电源。
图1为表示本发明实施例中有关混合型汽车的电源装置的框图。
图1所示的混合型汽车的电源装置包括：具备驱动启动用电动机3的驱动电池2的电池系统1；包容在该电池系统1内并将驱动电池2的输出提供给电动机3的逆变器4；以及用于车内电器的电源的车内电器用电池5等等。
电池系统1包括：驱动电池2；一面防止此驱动电池2的过放电或过充电一面使其进行放电、充电的电池控制电路6；由车内电器用电池5给驱动电池充量的充电电路7；以及驱动电池2的冷却扇10。
驱动电池2是由许多个电池组串连而成。每个电池组都容纳着一个或几个二次电池。电池组内的二次电池为镍镉电池、镍氢电池或锂离子二次电池。
由电池控制电路6检测出驱动电池2的电压，流过的电流以及温度。电池的温度由温度传感器检测。温度传感器设置在各个电池组近处，或者设置在与各个电池组相接触位置上。把由流过电池中的电流在与电池串联连接的电流检测电阻(图中未示)上产生的电压经放大后测出。当充电电流和放电电流，在电流检测电阻上产生的电压正负(+，-)极性要正反变化，故根据正负(+，-)极性可辨别出充电或放电。由多个二次电池串联连接而成的驱动电池2，可以分别检测各二次电池的电压和温度，也可以将多个二次电池串联连接在一起的电池组作为一个单元而检测其电压与温度。
电池控制电路6从充电容量减掉放电容量，算出驱动电池2的残留容量。充电容量是由充电电流的累积值与充电效率之积算出的。放电容量是由放电电流的累积值算出的。电池控制电路6被汽车的控制单元11所控制，并将驱动电池2的残留容量限定在设定范围内而控制其充电放电。
另外，电池控制电路6还要检测出车内电器用电池5的电压，从而检测出车内电器用电池5的残留容量。车内电器用电池5的残留容量不是根据充电放电后容量之差而是根据电压检测出的。当车内电器用电池5的电压比设定值低时，即可判定其残留容量比设定值小。
电池控制电路6将由驱动电池2所提供的电力，用逆变器(图中未示)进行降压而作为电源使用。但是，当驱动电池2的残留容量低于设定值时，来自驱动电池2的电力供给将要停止，此时电池控制电路6要从作为备用电源的车内电器用电池5供给电力。所以该电路即使在驱动电池2的残留容量变小的情况下，电池控制电路6仍可由车内电器用电池5供电而处于工作状态。
另外，电池控制电路6通过控制充电电路7，由车内电器用电池5给驱动电池2充电，更可用驱动电池2给车内电器用电池5充电。即使当驱动电池2的残留容量已低于设定值，靠驱动电池2使电动机3旋转而不能发动引擎6时，电池控制电路6通过充电电路7，由车内电器用电池5给驱动电池2充电。此时给驱动电池2充电要达到的充电容量，为使用驱动电池2驱动起电动机3并可以发动引擎8所需的容量。因此，当驱动电池2的残留容量变为可以发动起引擎8时，应即停止向驱动电池2充电。另外，当车内电器用电池5的残留容量变少，而驱动电池2的残留容量比设定值大时，要用驱动电池2给车内电器用电池5充电，直至驱动电池2的电压变到设定电压而残留容量变到设定值为止。
充电电路7电压进行变换，以使可以由车内电器用电池5给驱动电池2进行充电。与车内电器用电池5相比，驱动电池2的电压较高。因此，充电电路7容纳着一条将车内电器用电池5的直流电压升压至可给驱动电池2充电的直流电压的转换电路。
一般希望充电电路7能很快地给驱动电池2充电。但没有必要如普通的汽车搭载的电池电动机将引擎发动起来所用短时间——譬如几秒钟之内给驱动电池2充电。这是因为若将充电时间缩短，则在充电电路内的充电电流就必然增大。另外，若令车内电器用电池在瞬时间内放出大电流，则实质性的输出容量将要减少。为了由车内电器用电池的输出高效地给驱动电池充电，最好将充电电路中的输出电流设定得小些。
充电电路7的输出电流，考虑到车内电器用电池5给驱动电池2充电所需时间，被设定在一个最佳值。在汽车的点火开关置于“开(on)”时，车内电器用电池即开始向驱动电池充电的电源装置将充电电路中的输出电流增大。所以如此是因为引擎的发动要等到驱动电池充电足够的时候。这种方式是这样的，即：点火开关已置于“开(on)”位置时，一旦被检测出驱动电池的残留容量比设定值小，不足以驱动电动机，车内电器用电池即开始给驱动电池充电。等到驱动电池已被充电能用电动机发动引擎的程度，停止充电，而以驱动电池旋转电动机，使引擎发动起来。
这种方式：当点火开关置于“开(on)”以后，到驱动电池被充电完成为止，电动机不旋转，这段时间是司机要求等待的时间，故要将充电电路中的输出电流增大，使充电时间缩短。这样，由车内电器用电池给驱动电池充电所需时间，与用电池电动机发动引擎所需时间相比，要设定得相当长。这种方式还表现在：当点火开关置于“关(off)”时，即使驱动电池的残留容量已低于设定值，车内电器用电池也不向驱动电池充电。
与上述方式相比，在一种即使点火开关置于“关(off)”的状态，一旦驱动电池的残留容量比设定值为低，车内电器用电池即向驱动电池充电的方式中，充电电路中的输出电流可以减到很小。同时，即使给驱动电池充电的耗费很长时间，也不要求司机在发动引擎时的等待时间。所以，后一种方式具有可用输出电流很少的充电电路给驱动电池充电的优点。
又，充电电路7还包涵着一将驱动电池2的输出变换成车内电器用电池5的充电电压的电路。此充电电路7，譬如说，在由于车内电器的使用而导致车内电器用电池5的残留容量降低时，要用驱动电池2给车内电器用电池5充电。用驱动电池2给车内电器用电池5充电的充电电路7也是将驱动电池2的电压降至车内电器用电池5的充电电压的逆变器。这种方式具有当普通的汽车装载的发电机比较起来，更能高效地给车内电器用电池5充电的优点。这是由于，与发电机比较起来，充电电路7更能高效率地给车内电器用电池5充电。
在普通的汽车上，是用把皮带挂于发动机曲轴而被旋转的专用发电机来给车内电器用电池充电的。但这种办法因为使用输出很大的发电机给车内电器用电池充电，故其效率很低。发电机的效率在输出低情况下要显著地降低。
冷却扇10的作用是，当驱动电池2的温度升至异常高时，强制性地给驱动电池送风冷却。因此，冷却扇10的运转要受电池控制电路6的控制。冷却扇10由车内电器用电池5供给电力。此冷却扇10使用的是可由车内电器用电池5驱动的市售的电动机。另外，冷却扇10也可由驱动电池来驱动。
逆变器4，将驱动电池2的直流电力转换成，譬如说，三相交流，从而可用驱动电池2来驱动电动机3。同时，逆变器4还可以将发电机9的输出转换成驱动电池2充电电压的直流电，从而可用发电机9的输出给驱动电池2充电。因此，逆变器4要连接于驱动电池2和电动机3之间，同时，也要连接在发电机9与驱动电池2之间。
车内电器用电池5是12V的铅蓄电池。但本发明的车内电器用电池不限于此类蓄电池，也可使用，譬如，输出电压为24V的电池，或铅蓄电池以外的二次电池。但不管使用哪一种，由于车内电器用电池5没有必要像驱动电池2那样要输出大功率，故与驱动电池2相比，可以使用相当低的电压即可。
由于本发明在不违背主要特征精神下可以用多种形式来实施，故上述实施例只是阐述性的而非限定性的。本发明的范围将在下面权利要求书中而非上述说明中界定，因而凡是满足和落入下述权利要求的变更或等同物，都要被视为被权利要求所涵盖。

Claims (15)

1.一种混合型汽车的电源装置，包括：
(a)可用作车内电器电源的车内电器用电池；
(b)与车内电器用电池相连的电源系统；包括：
(1)驱动启动用电动机的驱动电池；
(2)控制该驱动电池的放电、充电的电池控制电路，该电池控制电路与驱动电池相连，所述电池控制电路从充电容量减掉放电容量，从而可计算出驱动电池的残留容量；
(3)充电电路，所述充电电路与驱动电池和电池控制电路相连，当电池控制系统检测到的驱动电池的残留容量处于低于设定值的情况下，由车内电器用电池给驱动电池充电；
(c)安装于电池系统内部与驱动电池相连的、可将驱动电池的输出提供给电动机的逆变器。
2.如权利要求1的混合型汽车的电源装置，其中，所述电池控制电路对车内电器用电池的电压进行检测，而检测出车内电器用电池的残留容量。
3.如权利要求1的混合型汽车的电源装置，其中，所述电池控制电路将由驱动电池供给的电力降压而作为电源使用。
4.如权利要求1的混合型汽车的电源装置，其中，当驱动电池的残留容量低于设定值时，所述电池控制电路使驱动电池停止供给电力，而由车内电器用电池供给电力。
5.如权利要求1的混合型汽车的电源装置，其中，所述电池系统的电池控制电路对驱动电池和车内电器用电池的残留容量进行检测，当驱动电池的残留容量低于设定值，而车内电器用电池的残留容量高于设定值时，则由车内电器用电池给驱动电池充电。
6.如权利要求1的混合型汽车的电源装置，其中，所述电池系统的充电电路之中内装有从驱动电池向车内电器用电池充电的电路。
7.如权利要求6的混合型汽车的电源装置，其中，所述电池系统的电池控制电路对驱动电池和车内电器用电池的残留容量进行检测，当驱动电池的残留容量高于设定值，而车内电器用电池的残留容量低于设定值时，则由驱动电池向车内电器用电池充电。
8.如权利要求1的混合型汽车的电源装置，其中，当驱动电池的残留容量低于设定值，用驱动电池使电动机旋转，而不能发动混合型汽车的引擎时，电池控制电路由充电电路由车内电器用电池向驱动电池充电。
9.如权利要求8的混合型汽车的电源装置，其中，由车内电器用电池给驱动电池充电的充电容量为，驱动电池驱动电动机并能使混合型汽车的引擎发动起来的容量。
10.如权利要求1的混合型汽车的电源装置，其中，所述充电电路内装有一可将车内电器用电池的直流电压升压至可给驱动电池充电的直流电压的转换电路。
11.如权利要求1的混合型汽车的电源装置，其中，所述充电电路在汽车的点火开关被置于“开(on)”位置时，开始由车内电器用电池给驱动电池充电。
12.如权利要求11的混合型汽车的电源装置，其中，所述充电电路在给驱动电池充电至用电动机可使引擎发动起来程度，即停止充电。
13.如权利要求1的混合型汽车的电源装置，其中，在点火开关被置于“关(off)”的状态下，只要驱动电池的残留容量低于设定值，所述充电电路就由车内电器用电池给驱动电池充电。
14.如权利要求1的混合型汽车的电源装置，其中，所述充电电路中内装有一把驱动电池的输出变换成车内电器用电池的充电电压的电路。
15.如权利要求1的混合型汽车的电源装置，其中，所述电池系统中配备着一驱动电池冷却扇，此冷却扇可由车内电器用电池来驱动。
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