CN1855666A - 混合动力电动汽车用蓄电池充电系统 - Google Patents
混合动力电动汽车用蓄电池充电系统 Download PDFInfo
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Abstract
本发明的目的在于提供一种可以高能效地进行低压蓄电池的充电的混合动力电动汽车用蓄电池充电系统。因此,其特征在于,具有:高压蓄电池(103),其向车辆驱动用电动机(110)供给电力;变压器(DC/DC转换器)(104),其将从高压蓄电池(103)输入的电压降压变换为第一电压而输出;低压蓄电池(106),其利用DC/DC转换器(104)的输出电压进行充电;以及交流发电机(112),其以与DC/DC转换器(104)并联的方式与低压蓄电池(106)连接,交流发电机(112)的输出电压比第一电压低,比低压蓄电池(106)的额定电压高。
Description
技术领域
本发明涉及一种适用于混合动力电动汽车的蓄电池充电系统。
背景技术
近年来,具有利用发动机的驱动进行发电的发电机、行驶用蓄电池(高压蓄电池)、以及行驶用电动机等的混合动力电动汽车(HEV)被实用化,混合动力电动汽车可分为:并联式,其并用发动机的驱动力和行驶用电动机的驱动力,对驱动轮进行旋转驱动而行驶;串联式,其利用由发动机的驱动力进行发电得到的电力,对行驶用电动机进行驱动而行驶;以及混联式,其将它们进行融合。
在混合动力电动汽车中,除了较高电压(例如500V左右)的行驶用蓄电池之外,还具有储存较低电压(例如24V)的直流电力的车载电气设备用蓄电池(低压蓄电池)。利用来自于该低压蓄电池的电力供给使车载电气设备动作,该车载电气设备包括车辆的前照灯或制动灯等照明系电气设备、空调的压缩机或冷凝器等空调系电气设备、音响等的音响电气设备、或者各种控制器、制动器用真空泵等控制系电气设备等。
图3中表示了现有的串联式混合动力电动汽车的车载电气设备用电源装置的电路。如图3所示,在以可以传递动力的方式与车辆的驱动轮111连接的行驶用电动机110上,通过变换器109连接着高压蓄电池103。
发电机102与发动机101相连接,以利用发动机101的驱动进行发电,利用发电机控制器107对发电机102的动作进行控制,为了利用发电电力对高压蓄电池103进行充电,发电机102通过变换器109与高压蓄电池103相连接。
此外,低压蓄电池106通过变压器(DC/DC转换器)104与高压蓄电池103相连接,此外,低压蓄电池106与各种车载电气设备105相连接。
因此,高压蓄电池103的电力通过变换器109提供给电动机110,对电动机110进行旋转驱动,并对以可以传递动力的方式连接在电动机110上的驱动轮111进行旋转驱动而行驶。此外,如果储存在高压蓄电池103中的电力减少,则使发动机101动作,利用发电机控制器107的控制使发电机102动作,将发电的电力储存在高压蓄电池103中。
另一方面,储存在高压蓄电池103中的电力通过DC/DC转换器104变换为低电压而储存在低压蓄电池中。于是,由来自于该低压蓄电池106的电力供给使各种车载电气设备动作。
在电力需求大的特定车载电气设备(例如冷却器、前照灯等)动作的情况下,低压蓄电池106的消耗电量变得非常大,但在上述的特定车载电气设备不动作的情况下,低压蓄电池106的消耗电量并不那么大。
因此,通常的考虑是,使DC/DC转换器104的可变压电量与低压蓄电池106的电力消耗大的情况相吻合,使DC/DC转换器104的可变压电量较大,但在低压蓄电池106的消耗电量不大的情况下,可变压的电量有过多的剩余,造成所谓的过剩规格(over spec)。
通常,可变压电量越大,DC/DC转换器就越大型,并且价格越高。因此,为了混合动力电动汽车的小型化和低成本化,希望避免这种过剩规格,使用尽可能小型且低价格、低容量的DC/DC转换器。
为了解决这种问题,提出了如下所述的技术(例如参照专利文献1),即,如图3中的双点划线所示,在现有的辅助用电源电路中,设置利用发动机的驱动来进行发电的交流发电机112,将该交流发电机112以与DC/DC转换器104并联的方式,连接在低压蓄电池106上,利用由交流发电机112发电的电力和从DC/DC转换器104输出的电力这两个系统,向低压蓄电池供给电力。
在该技术中,因为由DC/DC转换器104和交流发电机112分担向低压蓄电池106的电力供给,所以即使在来自于低压蓄电池106的电力要求大的情况下,也可以使用可变压电量较小的DC/DC转换器104,可以使混合动力电动汽车更小型化或低价格化。
DC/DC转换器104和交流发电机112的输出电压基本上是恒定的,但实际的充电电路部的电压会根据电气设备负载的大小和低压蓄电池106的状态而变动。
因此,在向蓄电池供给电力时,当然电力供给侧的电压必须设定为蓄电池的最佳输入电压。
所以,在现有技术中,例如在使用低压蓄电池106的额定电压为24V、最佳输入电压为28.5V±3V的蓄电池的情况下,将DC/DC转换器104和交流发电机112的输出电压都设定为最适值即28.5V,由DC/DC转换器104和交流发电机112这两者向低压蓄电池106供给电力。
专利文献1:特开平10-174201公报
作为从电力供给源到低压蓄电池106的充电途径,可以考虑从由发电机102供给电力的DC/DC转换器104充电的途径,以及从由发动机驱动的交流发电机112充电的途径这两个,一般来说,前者的能效高。
因此,在考虑混合动力电动汽车的更节能化、低油耗化的情况下,优选采取如下的方式:在平时用DC/DC转换器104的输出电力进行低压蓄电池106的充电,仅在低压蓄电池106的电力消耗大,从DC/DC转换器104的输出不足的情况下,将交流发电机112的电力辅助性地提供给低压蓄电池106。
但是,在上述现有技术中,因为DC/DC转换器104和交流发电机112这两者的电力提供给低压蓄电池106,所以即使在利用DC/DC转换器104的电力就可以向低压蓄电池106供给充分的电力的情况下,交流发电机112发电的电力也会向低压蓄电池106供给,由交流发电机112的发电而消耗的消耗扭矩导致发动机的油耗增加。
本发明就是鉴于上述问题而提出的,其目的在于,提供一种可以高能效地进行低压蓄电池的充电的混合动力电动汽车用蓄电池充电系统。
发明内容
为了实现上述目的,本发明的蓄电池充电系统的特征在于,具有:高压蓄电池,其向车辆驱动用电动机供给电力;变压器,其将从所述高压蓄电池输入的电压降压变换为第一电压而输出;低压蓄电池,其利用所述变压器的输出电压进行充电;以及交流发电机,其以与所述变压器并联的方式,连接在所述低压蓄电池上,由发动机驱动,所述交流发电机的输出电压比所述第一电压低,比所述低压蓄电池的额定电压高。
根据本发明的蓄电池充电系统,因为交流发电机的输出电压比变压器输出的第一电压低,比低压蓄电池的额定电压高,所以在低压蓄电池的要求电力并不那么大的平时,主要在低压蓄电池中储存从变压器输出的电力,因此,可以通过简单的结构,在低压蓄电池充电时高能效地进行充电。
所述第一电压和所述交流发电机的输出电压之间的电压差,优选设定为大于或者等于规定的电压差。
由此,可以可靠地防止在低压蓄电池的要求电力并不那么大的平时,从交流发电机向低压蓄电池供给电力。
所述规定的电压差优选为2伏,所述第一电压优选为28.5伏,所述低压蓄电池的所述额定电压优选为24伏,所述交流发电机的输出电压优选为26.5伏。
由此,在向额定电压为24V的低压蓄电池进行充电时,可以高能效地进行充电。
附图说明
图1是表示本发明的一个实施方式中的低压蓄电池的充电系统的电路图。
图2是表示本发明的一个实施方式中的变压器(DC/DC转换器)的输出电压和交流发电机的输出电压以及充电电路部的电压的时间变化、以及电气设备消耗电流和变压器的最大电流的时间变化的曲线图。
图3是现有的混合动力电动汽车的车载电气设备用电源装置的电路图。
具体实施方式
下面参照附图,对本发明的实施方式进行说明。图1和图2用于说明本发明的一个实施形式所涉及的蓄电池充电系统,图1是表示本实施方式中的低压蓄电池的充电系统的电路。此外,图2是表示本实施方式中的变压器(DC/DC转换器)的输出电压和交流发电机的输出电压以及充电电路部的电压(低压蓄电池106的端子电压)的曲线图。并且,在图1中,对与图3的现有技术相当的部分标注相同的标号。
如图1所示,本实施方式的蓄电池充电系统中,具有发动机101、电动机控制器108、变换器109、电动机110、驱动轮111、由发动机101驱动的发电机102、高压蓄电池103、DC/DC转换器(变压器)104、输出电压为24V的低压蓄电池106、以及由发动机101驱动的交流发电机112。
在以可以传递动力的方式与车辆的驱动轮111连接的行驶用电动机110上,连接有变换器109。发电机102与发动机101相连接,以利用发动机101的驱动进行发电。并且,发电机102利用发电机控制器107对动作进行控制,为了利用发电电力进行充电,通过变换器109与高压蓄电池103相连接,同时为了将发电电力直接用于电动机110而与电动机110相连接。并且,在这里将高压蓄电池103的额定电压VH设定为500V。
此外,低压蓄电池106与车载电气设备105相连接,该车载电气设备105包括车辆的前照灯或制动灯等照明系电气设备、空调的压缩机或冷凝器等空调系电气设备、音响装置等音响电气设备、或者制动器用真空泵等控制系电气设备等,此外,低压蓄电池106通过DC/DC转换器104与高压蓄电池103相连接。此外,发动机101上连接着交流发电机112,以可以利用发动机的驱动来进行发电,交流发电机112与低压蓄电池106相连接。发电机控制107和电动机控制器108包含在车载电气设备105中。
并且,DC/DC转换器104的设定方式为,将从高压蓄电池103输入的电压VH(500伏)的直流电流,降压变换为规定的低电平电压V1(在这里为28.5伏)的直流电流而输出,向低压蓄电池106供给电力。此外,交流发电机112的输出电压设定为,比从DC/DC转换器104输出的V1低规定值(在这里为2伏)的电压V2(在这里为26.5伏),这些电压V1、V2都是比低压蓄电池106的额定电压VL(在这里为24伏)高的设定电压。
因为本发明的一个实施方式所涉及的蓄电池充电系统具有这种结构,所以如果接通未图示的车辆总开关,则储存在高压蓄电池103中的电力通过变换器109提供给电动机110,对电动机110进行旋转驱动,并使以可以传递动力的方式连接在电动机110上的驱动轮111旋转而使车辆行驶。
此外,将储存在高压蓄电池103中的电力(直流500V)通过DC/DC转换器104变换为电压V2(28.5V)而储存在低压蓄电池106中。然后,利用来自于低压蓄电池106的电力供给使各种车载电气设备105动作。
并且,如果储存在高压蓄电池103中的电力减少,则驱动发动机101,利用发电机控制器108的控制使发电机102动作而进行发电,将由发电机102发电的电力储存在高压蓄电池103中。
此时,如果消耗电力大的设备(例如冷却器、前照灯等)利用来自于低压蓄电池106的电力供给而动作,则由低压蓄电池106的消耗电量比DC/DC转换器104的变压供给可能电量大,DC/DC转换器104的实际的高电压电路部的电压下降。
于是,如果充电电路部的电压低于交流发电机112的输出电压,则由交流发电机112将利用发动机的驱动发电的电力提供给低压蓄电池106。
图2是表示此时的DC/DC转换器104的输出电压和交流发电机112的输出电压的变化以及充电电路部的电压的变化的曲线图。如图2所示,在T0~T1期间,虽然由于各种原因而稍微有些上下变动,但充电电路部的电压比交流发电机112的输出电压高,因此,主要是储存在高压蓄电池103中的电力通过DC/DC转换器104向低压蓄电池106的供给。
然后,在T1之后,低压蓄电池106被消耗的电量比从DC/DC转换器104可输出的电量大,充电电路部的电压下降。
这样,在T1时刻之后,除了DC/DC转换器104之外,交流发电机112向低压蓄电池106供给利用发动机101的驱动而发电的电力。
即,在T1之后的期间,因为低压蓄电池106被消耗的电量比DC/DC转换器104可输出的电量大,所以DC/DC转换器104和交流发电机112协同向低压蓄电池106供给电力。
因此,在图2的T0~T1期间,在低压蓄电池106的电力消耗量并不那么大时,向低压蓄电池106的电力供给,主要是供给通过DC/DC转换器104降压的高压蓄电池103的电力,因为不会像现有技术那样从能效低的交流发电机112向低压蓄电池106供给电力,所以可以高能效地对低压蓄电池106进行充电。
此外,在低压蓄电池106被消耗的电量大的情况下,因为在DC/DC转换器104输出的电力的基础上,交流发电机112发电的电力也被提供给低压蓄电池106,所以即使在消耗电量大的情况下,储存在低压蓄电池106中的电力也不会不足。此外,因为此时可以将DC/DC转换器104可输出电量抑制得较小,所以可以使用小型且低价格、低容量的DC/DC转换器104,以可以使车辆小型化或低成本化。
以上对本发明的实施方式进行了说明,但本发明并不限于上述的实施方式,可以在不脱离本发明的主旨的范围内进行各种变形来实施。
例如,高压蓄电池103的额定电压VH、低压蓄电池106的额定电压VL以及DC/DC转换器104、交流发电机112的设定输出电压V1、V2等值并不限于本实施方式所示的值,只要是设定为交流发电机的输出电压比变压器的输出电压低规定差压ΔV0或以上,比低压蓄电池的电压高规定差压ΔV1或以上,则可以对各个值进行各种变更。
Claims (3)
1.一种混合动力电动汽车用蓄电池充电系统,其特征在于,具有:
高压蓄电池(103),其向车辆驱动用电动机(110)供给电力;
变压器(104),其将从所述高压蓄电池(103)输入的电压降压变换为第一电压而输出;
低压蓄电池(106),其利用所述变压器(104)的输出电压进行充电;以及
交流发电机(112),其以与所述变压器(104)并联的方式与所述低压蓄电池(106)连接,由发动机(101)驱动,
所述交流发电机(112)的输出电压比所述第一电压低,比所述低压蓄电池(106)的额定电压高。
2.根据权利要求1所述的混合动力电动汽车用蓄电池充电系统,其特征在于,
所述第一电压和所述交流发电机(112)的输出电压之间的电压差,设定为大于或等于规定的电压差。
3.根据权利要求2所述的混合动力电动汽车用蓄电池充电系统,其特征在于,
所述规定的电压差为2伏,
所述第一电压为28.5伏,
所述低压蓄电池(106)的所述额定电压为24伏,
所述交流发电机(112)的输出电压为26.5伏。
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KR100309824B1 (ko) * | 1997-12-20 | 2002-03-21 | 이계안 | 헤드램프전원공급장치 |
JP3515404B2 (ja) | 1999-01-29 | 2004-04-05 | 日産ディーゼル工業株式会社 | 電源装置 |
JP3656243B2 (ja) * | 2000-06-06 | 2005-06-08 | スズキ株式会社 | ハイブリッド車両の制御装置 |
JP3886733B2 (ja) | 2001-04-03 | 2007-02-28 | 矢崎総業株式会社 | 車両用電源装置 |
JP4595253B2 (ja) | 2001-06-15 | 2010-12-08 | トヨタ自動車株式会社 | 電力供給装置 |
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- 2006-03-27 CN CNA2006100659372A patent/CN1855666A/zh active Pending
- 2006-03-28 KR KR1020060027688A patent/KR100737085B1/ko not_active IP Right Cessation
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Also Published As
Publication number | Publication date |
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JP2006280110A (ja) | 2006-10-12 |
DE102006014152A1 (de) | 2006-11-16 |
KR100737085B1 (ko) | 2007-07-06 |
US20060232238A1 (en) | 2006-10-19 |
KR20060105470A (ko) | 2006-10-11 |
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