JP2007082376A - Power supply device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power supply device of vehicles equipped with a secondary battery and a capacitor for accumulation, and capable of transferring energy accumulated in the capacitor to the secondary battery. <P>SOLUTION: A power supply device of vehicles includes a battery B1, a capacitor C3 for accumulation, a step-up converter 10, and a charge circuit 6 for receiving electricity form the outside and charging the battery B1. A control device 260, when there is an input of electricity to the charge circuit 6 from the outside, causes energy accumulated in the capacitor C3 to be transferred to the battery B1, and thereafter to charge the battery B1 by the charge circuit 6 until a voltage of the capacitor C3 drops to a predetermined voltage close to a charge voltage of the battery B1. Preferably, the capacitor C3 includes a plurality of capacitor cells connected in series. A connection CU connects a pair of electrodes selected out of end electrode and intermediate electrode of the plurality of capacitor cells to the battery B1. The control device 260 changes in succession the selection of a pair of electrodes of the connection. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power supply device for a vehicle, and more particularly to a power supply device for a vehicle in which a large-capacity capacitor is mounted as a power storage device.

Japanese Patent Laid-Open No. 8-196006 (Patent Document 1) discloses a hybrid vehicle including a retarder device in which a motor generator is connected to an engine output shaft. In this hybrid vehicle, when the engine is stopped, electric energy is transferred from the capacitor to the slave battery to reduce the loss of electric energy.
JP-A-8-196006 JP 2004-31926 A

  In the technique disclosed in the above Japanese Patent Application Laid-Open No. 8-196006 (Patent Document 1), the electric energy stored in the capacitor is stepped down by a bidirectional DC-DC converter to charge the secondary battery. However, in the DC-DC converter, there is a problem that charging efficiency is not sufficient due to loss in the reactor and the switching element.

  In addition, electric vehicles and hybrid vehicles are also being considered to be able to be charged from outside using commercial power. However, in the technique described in JP-A-8-196006 (Patent Document 1), no consideration is given to charging from the outside.

  An object of the present invention is to provide a power supply device for a vehicle that includes a secondary battery and a storage capacitor and is capable of transferring energy stored in the capacitor to the secondary battery.

  In summary, the present invention is a power supply device for a vehicle, which includes a secondary battery, a capacitor, a voltage conversion circuit connected between the secondary battery and the capacitor, and an external power input connected to the capacitor. A charging circuit that charges the secondary battery via the capacitor and the voltage conversion circuit, and a control device that controls the voltage conversion circuit and the charging circuit are provided. When there is external power input to the charging circuit, the control device uses the voltage conversion circuit to store the energy stored in the capacitor until the voltage of the capacitor drops to a predetermined voltage close to the charging voltage of the secondary battery. The battery is transferred to the secondary battery and charged by the charging circuit.

  According to another aspect of the present invention, there is provided a power supply device for a vehicle, including a secondary battery, a capacitor, a voltage conversion circuit connected between the secondary battery and the capacitor, and a voltage between the secondary battery and the capacitor. A connection part connected in parallel with the conversion circuit and connecting the electrode of the capacitor to the secondary battery, and a control device for controlling the voltage conversion circuit and the connection part are provided. In the case of charging from the capacitor side to the secondary battery side, the control device has a first charge control mode in which the electrode of the capacitor is connected to the secondary battery by the connecting portion as an operation mode.

  Preferably, in the case where charging is performed from the capacitor side toward the secondary battery side, the control device further includes a second charge control mode that converts the voltage of the capacitor by the voltage conversion circuit and gives the secondary battery as an operation mode. Have.

  More preferably, the power supply device for the vehicle further includes a charging circuit that is connected to the capacitor and receives power input from the outside and charges the secondary battery. The control device selects the first charge control mode as the operation mode when the secondary battery is charged by the external power supplied to the charging circuit.

  Preferably, the capacitor includes a plurality of capacitor cells connected in series. The connection portion connects a pair of electrodes selected from the end electrodes and the intermediate electrodes of the plurality of capacitor cells to the secondary battery. The control device sequentially changes the selection of the pair of electrodes of the connection unit.

  A power supply device for a vehicle according to still another aspect of the present invention includes a secondary battery and a capacitor. The capacitor includes a plurality of capacitor cells connected in series and a connection portion that connects a pair of electrodes selected from the end electrodes and the intermediate electrodes of the plurality of capacitor cells to the secondary battery. The power supply device for a vehicle further includes a control device that sequentially changes the selection of the pair of electrodes of the connection portion.

  Preferably, the control device changes the selection of the pair of electrodes in response to a change in the voltage of the capacitor.

  Preferably, the vehicle power supply device is connected between the secondary battery and the capacitor, and performs voltage conversion in accordance with the control of the control device, and is connected to the capacitor and receives electric power input from the outside via the capacitor. The battery pack further includes a charging circuit that charges the secondary battery, and a control device that controls the connecting portion and the charging circuit. The control device stops the voltage conversion circuit according to the vehicle stop signal, sequentially changes the selection of the pair of electrodes, connects the capacitor and the secondary battery, and stores the energy accumulated in the capacitor to the secondary battery. Transport.

  Preferably, the charging circuit is provided corresponding to the first and second terminals, the first rotating electrical machine connected to the first terminal, and the first rotating electrical machine, and power is supplied to and from the power storage device. A first inverter that exchanges power, a second rotating electrical machine that is connected to the second terminal, and a second inverter that is provided corresponding to the second rotating electrical machine and that delivers power to and from the power storage device And a sensor for detecting a voltage and a current of electric power supplied via the first and second terminals. The control device controls the first and second inverters so that the power supplied between the first and second terminals is converted into DC power and supplied to the secondary battery according to the output of the sensor. Do.

  More preferably, the first terminal is connected to the neutral point of the stator of the first rotating electrical machine, and the second terminal is connected to the neutral point of the stator of the second rotating electrical machine.

  More preferably, the rotating shaft of the first rotating electrical machine is mechanically coupled to the rotating shaft of the wheel, and the vehicle includes an internal combustion engine having a crankshaft mechanically coupled to the rotating shaft of the second rotating electrical machine. .

  ADVANTAGE OF THE INVENTION According to this invention, the electrical energy accumulate | stored in the capacitor for electrical storage is transferred to a secondary battery favorably, and the power supply device of the vehicle which improved energy efficiency is realizable.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a schematic block diagram of a vehicle according to an embodiment of the present invention.

  Referring to FIG. 1, vehicle 100 includes a battery unit BU, a boost converter 10, power supply lines PL1 and PL2, a ground line SL, a large-capacity capacitor C3 for storage, a charging circuit 6, and an engine 4 And a power distribution mechanism 3 and wheels 2.

  The battery B1 in the battery unit BU is a large-capacity, relatively low-cost energy density type battery that can be charged from the outside, and is a power storage device capable of high-speed discharge to compensate for this because rapid discharge is not possible. A certain large-capacitance capacitor C3 is provided.

  Charging circuit 6 also operates as a load circuit for battery unit BU and boost converter 10 during vehicle travel. Charging circuit 6 includes inverters 20 and 30, U-phase lines UL1 and UL2, V-phase lines VL1 and VL2, W-phase lines WL1 and WL2, and motor generators MG1 and MG2.

  The vehicle 100 is a hybrid vehicle that uses both a motor and an engine for driving wheels.

  Power distribution mechanism 3 is a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 and distributes power between them. For example, as the power distribution mechanism, a planetary gear mechanism having three rotation shafts, that is, a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 4 and motor generators MG1, MG2, respectively. For example, the engine 4 and the motor generators MG1 and MG2 can be mechanically connected to the power distribution mechanism 3 by making the rotor of the motor generator MG1 hollow and passing the crankshaft of the engine 4 through the center thereof.

  The rotation shaft of motor generator MG2 is coupled to wheel 2 by a reduction gear or a differential gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG2 may be further incorporated in power distribution mechanism 3.

  Motor generator MG1 operates as a generator driven by the engine and is incorporated in the hybrid vehicle as an electric motor that can start the engine, and motor generator MG2 drives the drive wheels of the hybrid vehicle. As an electric motor, it is installed in a hybrid vehicle.

  Motor generators MG1 and MG2 are, for example, three-phase AC synchronous motors. Motor generator MG1 includes a three-phase coil including a U-phase coil U1, a V-phase coil V1, and a W-phase coil W1 as a stator coil. Motor generator MG2 includes a three-phase coil including a U-phase coil U2, a V-phase coil V2, and a W-phase coil W2 as a stator coil.

  Motor generator MG1 generates a three-phase AC voltage using the engine output, and outputs the generated three-phase AC voltage to inverter 20. Motor generator MG1 generates a driving force by the three-phase AC voltage received from inverter 20, and starts the engine.

  Motor generator MG <b> 2 generates vehicle driving torque by the three-phase AC voltage received from inverter 30. Motor generator MG2 generates a three-phase AC voltage and outputs it to inverter 30 during regenerative braking of the vehicle.

  Battery unit BU includes a battery B1 that is a power storage device having a negative electrode connected to ground line SL, a voltage sensor 70 that measures voltage VB1 of battery B1, and a current sensor 84 that measures current IB1 of battery B1. Vehicle load includes motor generators MG1 and MG2, inverters 20 and 30, and boost converter 10 that supplies a boosted voltage to inverters 20 and 30.

  In the battery unit BU, for example, a secondary battery such as nickel metal hydride, lithium ion, or a lead storage battery can be used as the battery B1. Further, a large-capacity electric double layer capacitor can be used instead of the battery B1.

  Battery unit BU outputs a DC voltage output from battery B <b> 1 to boost converter 10. Further, the battery B1 inside the battery unit BU is charged by the DC voltage output from the boost converter 10.

  Boost converter 10 includes a reactor L, npn transistors Q1 and Q2, and diodes D1 and D2. Reactor L has one end connected to power supply line PL1, and the other end connected to the connection point of npn transistors Q1 and Q2. Npn transistors Q1 and Q2 are connected in series between power supply line PL2 and ground line SL, and receive signal PWC from control device 60 as a base. Diodes D1 and D2 are connected between the collectors and emitters of npn transistors Q1 and Q2, respectively, so that current flows from the emitter side to the collector side.

For example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the npn-type transistor described above and the npn-type transistor described below, and a power MOSFET (metal oxide semiconductor field) is used instead of the npn-type transistor. A power switching element such as an -effect transistor can be used.

  Inverter 20 includes a U-phase arm 22, a V-phase arm 24 and a W-phase arm 26. U-phase arm 22, V-phase arm 24, and W-phase arm 26 are connected in parallel between power supply line PL2 and ground line SL.

  U-phase arm 22 includes npn transistors Q11 and Q12 connected in series, V-phase arm 24 includes npn transistors Q13 and Q14 connected in series, and W-phase arm 26 is connected in series. Npn transistors Q15 and Q16. Between the collector and emitter of each of the npn transistors Q11 to Q16, diodes D11 to D16 for passing a current from the emitter side to the collector side are respectively connected. The connection point of each npn transistor in each phase arm is connected to a coil end different from neutral point N1 of each phase coil of motor generator MG1 via U, V, W phase lines UL1, VL1, WL1, respectively. Is done.

  Inverter 30 includes a U-phase arm 32, a V-phase arm 34 and a W-phase arm 36. U-phase arm 32, V-phase arm 34, and W-phase arm 36 are connected in parallel between power supply line PL2 and ground line SL.

  U-phase arm 32 includes npn-type transistors Q21 and Q22 connected in series, V-phase arm 34 includes npn-type transistors Q23 and Q24 connected in series, and W-phase arm 36 is connected in series. Npn transistors Q25 and Q26. Between the collector and emitter of each of the npn transistors Q21 to Q26, diodes D21 to D26 that flow current from the emitter side to the collector side are respectively connected. Also in inverter 30, the connection point of each npn transistor in each phase arm is different from neutral point N2 of each phase coil of motor generator MG2 via U, V, W phase lines UL2, VL2, WL2. Each is connected to the coil end.

  Vehicle 100 further includes smoothing capacitors C1 and C2, relay circuit 40, connector 50, control device 60, power input lines ACL1 and ACL2, voltage sensors 72 and 73, and current sensors 80 and 82. including.

  The vehicle 100 further detects a voltage sensor 74 that measures a voltage VIN applied to the connector 50 from the outside, a seating sensor 52 that detects whether or not the driver is sitting in the driver's seat, and detects opening and closing of the door of the driver's seat. Door opening / closing sensor 53.

  Capacitor C1 is connected between power supply line PL1 and ground line SL, and reduces the influence on battery B1 and boost converter 10 due to voltage fluctuation. Voltage VL between power supply line PL1 and ground line SL is measured by voltage sensor 73.

  Capacitor C2 is connected between power supply line PL2 and ground line SL, and reduces the influence on inverters 20 and 30 and boost converter 10 due to voltage fluctuation. Voltage VH between power supply line PL2 and ground line SL is measured by voltage sensor 72.

  Boost converter 10 boosts a DC voltage supplied from battery unit BU via power supply line PL1, and outputs the boosted voltage to power supply line PL2. More specifically, boost converter 10 accumulates magnetic field energy in reactor L based on a signal PWC from control device 60, and flows the current flowing in accordance with the switching operation of npn transistor Q2, and stores the accumulated energy in npn. The step-up operation is performed by discharging the current by flowing the current to the power supply line PL2 through the diode D1 in synchronization with the timing when the type transistor Q2 is turned off.

  Boost converter 10 reduces the DC voltage received from one or both of inverters 20 and 30 via power supply line PL2 to the voltage level of battery unit BU based on signal PWC from control device 60. The battery inside the unit BU is charged.

  Inverter 20 converts a DC voltage supplied from power supply line PL2 into a three-phase AC voltage based on signal PWM1 from control device 60, and drives motor generator MG1.

  Thereby, motor generator MG1 is driven to generate torque specified by torque command value TR1. Inverter 20 receives the output from the engine and converts the three-phase AC voltage generated by motor generator MG1 into a DC voltage based on signal PWM1 from control device 60, and the converted DC voltage is supplied to power supply line PL2. Output.

  Inverter 30 converts a DC voltage supplied from power supply line PL2 into a three-phase AC voltage based on signal PWM2 from control device 60, and drives motor generator MG2.

  Thereby, motor generator MG2 is driven so as to generate torque specified by torque command value TR2. Inverter 30 also generates a three-phase AC voltage generated by motor generator MG2 by receiving rotational force from the drive shaft during regenerative braking of the hybrid vehicle on which vehicle 100 is mounted, based on signal PWM2 from control device 60. The voltage is converted to a voltage, and the converted DC voltage is output to power supply line PL2.

  Note that regenerative braking here refers to braking that involves regenerative power generation when a driver operating a hybrid vehicle performs a footbrake operation, or regenerative braking by turning off the accelerator pedal while the vehicle is running, although the footbrake is not operated. This includes decelerating (or stopping acceleration) the vehicle while generating electricity.

  Relay circuit 40 includes relays RY1 and RY2. As relays RY1 and RY2, for example, mechanical contact relays can be used, but semiconductor relays may also be used. Relay RY1 is provided between power input line ACL1 and connector 50, and is turned ON / OFF in response to control signal CNTL from control device 60. Relay RY2 is provided between power input line ACL2 and connector 50, and is turned ON / OFF in response to control signal CNTL from control device 60.

  Relay circuit 40 connects / disconnects power input lines ACL 1, ACL 2 and connector 50 in accordance with control signal CNTL from control device 60. That is, when the relay circuit 40 receives the control signal CNTL at the H (logic high) level from the control device 60, the relay circuit 40 electrically connects the power input lines ACL1 and ACL2 to the connector 50, and the control device 60 receives the L (logic low). When receiving the level control signal CNTL, the power input lines ACL 1 and ACL 2 are electrically disconnected from the connector 50.

  Connector 50 includes a terminal for inputting electric power from the outside between neutral points N1, N2 of motor generators MG1, MG2.

  For example, input power from a commercial power supply 55 of AC 100V can be input to the vehicle via the connector 50. Whether or not the power supply is connected to the connector 50 is determined by the control device 60 based on the line voltage VIN of the power input lines ACL1 and ACL2 measured by the voltage sensor 74.

  Voltage sensor 70 detects battery voltage VB1 of battery B1, and outputs the detected battery voltage VB1 to control device 60. Voltage sensor 73 detects the voltage across capacitor C1, that is, input voltage VL of boost converter 10, and outputs the detected voltage VL to control device 60. Voltage sensor 72 detects the voltage across capacitor C2, that is, output voltage VH of boost converter 10 (corresponding to the input voltage of inverters 20 and 30; the same applies hereinafter), and the detected voltage VH is detected by control device 60. Output to.

  Current sensor 80 detects motor current MCRT1 flowing through motor generator MG1, and outputs the detected motor current MCRT1 to control device 60. Current sensor 82 detects motor current MCRT2 flowing through motor generator MG2, and outputs the detected motor current MCRT2 to control device 60.

  Control device 60 includes torque command values TR1 and TR2 and motor rotational speeds MRN1 and MRN2 of motor generators MG1 and MG2 output from an externally provided ECU (Electronic Control Unit), voltage VL from voltage sensor 73, and voltage sensor. Based on voltage VH from 72, a signal PWC for driving boost converter 10 is generated, and the generated signal PWC is output to boost converter 10.

  Control device 60 generates signal PWM1 for driving motor generator MG1 based on voltage VH, motor current MCRT1 of motor generator MG1 and torque command value TR1, and outputs the generated signal PWM1 to inverter 20. To do. Further, control device 60 generates a signal PWM2 for driving motor generator MG2 based on voltage VH, motor current MCRT2 and torque command value TR2 of motor generator MG2, and outputs the generated signal PWM2 to inverter 30. To do.

  Here, control device 60 uses a signal for commercial power supplied between neutral points N1 and N2 of motor generators MG1 and MG2 based on signal IG from ignition switch (or ignition key) and state of charge SOC of battery B1. Signals PWM1 and PWM2 for controlling inverters 20 and 30 are generated so that battery B1 is charged from the AC voltage.

  Further, control device 60 determines whether charging is possible from the outside based on the state of charge SOC of battery B1, and when it is determined that charging is possible, outputs control signal CNTL at H level to relay circuit 40. On the other hand, when control device 60 determines that battery B1 is almost fully charged and cannot be charged, control device 60 outputs control signal CNTL at L level to relay circuit 40, and signal IG indicates a stopped state. Inverters 20 and 30 are stopped.

FIG. 2 is a functional block diagram of the control device 60 shown in FIG.
Referring to FIG. 2, control device 60 includes a converter control unit 61, a first inverter control unit 62, a second inverter control unit 63, and a power input control unit 64. Converter control unit 61 generates a signal PWC for turning ON / OFF npn transistors Q1 and Q2 of boost converter 10 based on battery voltage VB1, voltage VH, torque command values TR1 and TR2, and motor rotational speeds MRN1 and MRN2. The generated signal PWC is output to boost converter 10.

  First inverter control unit 62 generates a signal PWM1 for turning on / off npn transistors Q11-Q16 of inverter 20 based on torque command value TR1 of motor generator MG1, motor current MCRT1, and voltage VH. The generated signal PWM1 is output to the inverter 20.

  Second inverter control unit 63 generates signal PWM2 for turning on / off npn transistors Q21-Q26 of inverter 30 based on torque command value TR2 and motor current MCRT2 of motor generator MG2 and voltage VH, The generated signal PWM2 is output to the inverter 30.

  The power input control unit 64 determines the driving state of the motor generators MG1 and MG2 based on the torque command values TR1 and TR2 and the motor rotational speeds MRN1 and MRN2, and sets two inverters according to the signal IG and the SOC of the battery B1. The electric power supplied from the outside is coordinated and converted into direct current and boosted to charge the battery.

  Here, the H level signal IG is a signal indicating that the hybrid vehicle on which the vehicle 100 is mounted is started, and the L level signal IG is a signal indicating that the hybrid vehicle is stopped. .

  Then, when the driving state of motor generators MG1 and MG2 is stopped and signal IG also indicates that the hybrid vehicle is stopped, power input control unit 64 determines that the SOC of battery B1 is lower than a predetermined level. If it is lower, the charging operation is performed. Specifically, the relays RY1 and RY2 are turned on by the signal CNTL, and if there is an input of the voltage VIN, the control signal CTL1 is generated in response to the input, and the inverters 20 and 30 are coordinated to control the AC voltage supplied from the outside as DC. And the voltage is boosted to charge the battery.

  On the other hand, power input control unit 64 is in a state where the drive state of motor generators MG1 and MG2 is in an operating state or when signal IG indicates that the hybrid vehicle is in operation, and the SOC of battery B1 is higher than a predetermined level. In this case, the charging operation is not performed. Specifically, relays RY1 and RY2 are opened by signal CNTL, and control signal CTL0 is generated to cause boost converter 10 and inverters 20 and 30 to perform normal operations during vehicle operation.

FIG. 3 is a functional block diagram of converter control unit 61 shown in FIG.
Referring to FIG. 3, converter control unit 61 includes an inverter input voltage command calculation unit 112, a feedback voltage command calculation unit 114, a duty ratio calculation unit 116, and a PWM signal conversion unit 118.

  The inverter input voltage command calculation unit 112 calculates the optimum value (target value) of the inverter input voltage, that is, the voltage command VH_com based on the torque command values TR1 and TR2 and the motor rotation speeds MRN1 and MRN2, and the calculated voltage command VH_com. Is output to the feedback voltage command calculation unit 114.

  Feedback voltage command calculation unit 114 controls output voltage VH to voltage command VH_com based on output voltage VH of boost converter 10 detected by voltage sensor 72 and voltage command VH_com from inverter input voltage command calculation unit 112. The feedback voltage command VH_com_fb is calculated, and the calculated feedback voltage command VH_com_fb is output to the duty ratio calculation unit 116.

  Duty ratio calculation unit 116 controls output voltage VH of boost converter 10 to voltage command VH_com based on battery voltage VB1 from voltage sensor 70 and feedback voltage command VH_com_fb from feedback voltage command calculation unit 114. The duty ratio is calculated, and the calculated duty ratio is output to the PWM signal converter 118.

  PWM signal conversion unit 118 generates a PWM (Pulse Width Modulation) signal for turning ON / OFF npn transistors Q1 and Q2 of boost converter 10 based on the duty ratio received from duty ratio calculation unit 116. The PWM signal thus output is output as a signal PWC to the npn transistors Q1 and Q2 of the boost converter 10.

  Note that increasing the ON duty of npn transistor Q2 in the lower arm of step-up converter 10 increases the power storage in reactor L, so that a higher voltage output can be obtained. On the other hand, by increasing the ON duty of the npn transistor Q1 in the upper arm, the voltage of the power supply line PL2 decreases. Therefore, by controlling the duty ratio of npn transistors Q1 and Q2, the voltage of power supply line PL2 can be controlled to an arbitrary voltage equal to or higher than the output voltage of battery B1.

  Further, when the control signal CTL1 is activated, the PWM signal conversion unit 118 sets the npn transistor Q1 to the conductive state and sets the npn type transistor Q2 to the nonconductive state regardless of the output of the duty ratio calculation unit 116. . As a result, a charging current can flow from power supply line PL2 toward power supply line PL1.

  FIG. 4 is a functional block diagram of first and second inverter control units 62 and 63 shown in FIG.

  Referring to FIG. 4, each of first and second inverter control units 62 and 63 includes a motor control phase voltage calculation unit 120 and a PWM signal conversion unit 122.

  Motor control phase voltage calculation unit 120 receives input voltage VH of inverters 20 and 30 from voltage sensor 72 and receives motor current MCRT1 (or MCRT2) flowing in each phase of motor generator MG1 (or MG2) as current sensor 80 (or 82), and receives torque command value TR1 (or TR2) from the ECU. Based on these input values, motor control phase voltage calculation unit 120 calculates a voltage to be applied to each phase coil of motor generator MG1 (or MG2), and converts the calculated each phase coil voltage into a PWM signal. To the unit 122.

  When PWM signal converter 122 receives control signal CTL0 from power input controller 64, PWM signal converter 122 actually receives each npn of inverter 20 (or 30) based on each phase coil voltage command received from motor control phase voltage calculator 120. A signal PWM1_0 (a type of signal PWM1) (or PWM2_0 (a type of signal PWM2)) for turning ON / OFF the type transistors Q11 to Q16 (or Q21 to Q26) is generated, and the generated signal PWM1_0 (or PWM2_0) is converted into an inverter 20 (Or 30) to npn transistors Q11 to Q16 (or Q21 to Q26).

  In this way, each npn transistor Q11 to Q16 (or Q21 to Q26) is subjected to switching control, and each phase of motor generator MG1 (or MG2) is output so that motor generator MG1 (or MG2) outputs a commanded torque. The current flowing through is controlled. As a result, a motor torque corresponding to the torque command value TR1 (or TR2) is output.

  Further, when the PWM signal converter 122 receives the control signal CTL1 from the power input controller 64, the U-phase arm 22 (or 32) of the inverter 20 (or 30) regardless of the output of the motor control phase voltage calculator 120. ), A signal PWM1_1 (signal for turning ON / OFF the npn transistors Q11 to Q16 (or Q21 to Q26) so that an alternating current having the same phase flows through the V-phase arm 24 (or 34) and the W-phase arm 26 (or 36). (A kind of PWM1) (or PWM2_1 (a kind of signal PWM2)) and the generated signal PWM1_1 (or PWM2_1) is output to the npn transistors Q11 to Q16 (or Q21 to Q26) of the inverter 20 (or 30). .

  When alternating current of the same phase flows through the U, V, and W phase coils, no rotational torque is generated in motor generators MG1 and MG2. The inverters 20 and 30 are cooperatively controlled, whereby the alternating voltage VIN is converted into a direct charge voltage.

  Next, a procedure for transferring the energy stored in the large-capacitance capacitor C3 to the battery B1 when the vehicle is stopped will be described.

  FIG. 5 is a schematic circuit diagram showing a main configuration for transferring energy from the large-capacitance capacitor C3 to the battery B1 in the circuit diagram of FIG.

  FIG. 6 is a flowchart showing a program control structure executed by the control device 60 when the energy of the capacitor C3 is transferred to the battery B1.

  Referring to FIGS. 5 and 6, when the process is started, first, in step S <b> 1, control device 60 observes signal IG to determine whether or not the driver has stopped the vehicle and turned off the ignition switch. Detect.

  If the signal IG is not in the OFF state, the process proceeds to the main routine in step S15.

  On the other hand, if the signal IG indicates an off state in step S1, then in step S2, the control device 60 observes the output of the door opening / closing sensor 53 and detects whether or not the driver's seat door is open.

  If the driver's seat door is not open in step S2, observation is continued in step S2 until the driver's seat door is opened.

  On the other hand, if it is detected in step S2 that the driver's seat door is opened, then in step S3, the control device 60 observes the output of the seating sensor 52 and detects whether or not the driver gets off. Until the driver gets off, the observation in step S3 is continued. When it is detected that the driver gets off, the process proceeds to step S4.

  In step S4, the control device 60 observes the output of the door opening / closing sensor 53 and detects whether or not the driver's seat door is closed. The observation in step S4 is continued until the driver's seat door is closed. When the driver's seat door is closed, the process proceeds from step S4 to step S5.

  In step S5, a predetermined time is waited. For example, the predetermined time is determined in consideration of the time required to insert the power plug into the connector 50 after the driver returns to the home after returning home. This time may be learned or may be determined by the driver.

  Thereafter, in step S6, the electric energy stored in the large-capacitance capacitor C3 is transferred to the battery B1 until the voltage VH between the power supply line PL2 and the ground line SL becomes substantially equal to the battery-side voltage VL.

  In this case, control device 60 operates step-up converter 10 as a step-down converter, and gradually brings the potential of power supply line PL2 closer to the potential of power supply line PL1.

  Thereafter, in step S7, the control device 60 observes the voltage VIN and detects whether AC 100V is applied from the commercial power supply 55 up to the front of the relay circuit 40. If an input is detected for voltage VIN, the process proceeds to step S8, and if not detected, the process proceeds to step S13.

  In step S8, relays RY1 and RY2 of relay circuit 40 are controlled to be in a conductive state, and then the process of step S9 is performed. In step S9, it is determined whether or not the state of charge SOC of battery B1 is smaller than Sth (F), which is the SOC indicating the fully charged state.

  If SOC <Sth (F) in step S9, external charging is performed in step S10 as described with reference to FIGS.

In step S9, the state of charge state SOC is determined again.
If SOC <Sth (F) is not satisfied in step S9, the process proceeds to step S11, and the charging operation of the charging circuit 6 is stopped. In step S12, relays RY1 and RY2 in relay circuit 40 are controlled from the conductive state to the non-conductive state. If the voltage VIN is not input in step S7 and if the connection of the relay circuit 40 is cut off in step S12, the process proceeds to step S13.

  In step S13, control device 60 controls system main relays SMR1 to SMR3 to be in a non-conductive state, and subsequently, the remaining power stored in large-capacity capacitor C3 in step S14 is the motor generator in charging circuit 6. It is discharged by flowing it through a coil so that there is no high voltage portion other than the battery unit when the vehicle operation is stopped. When the process of step S14 ends, control is transferred to the main routine in step S15.

  Next, a method of generating a DC charging voltage from the commercial power AC voltage VIN implemented in step S10 will be described.

FIG. 7 is a simplified diagram of the circuit diagram of FIG.
In FIG. 7, the U-phase arm of inverters 20 and 30 in FIG. 1 is shown as a representative. A U-phase coil is shown as a representative of the three-phase coils of the motor generator. If the U phase is described as a representative, the same phase current flows through each phase coil, so the other two phase circuits also operate in the same manner as the U phase.

  As can be seen from FIG. 7, the set of U-phase coil U <b> 1 and U-phase arm 22 and the set of U-phase coil U <b> 2 and U-phase arm 32 have the same configuration as that of boost converter 10. Therefore, for example, it is possible not only to convert a fluctuating AC voltage to a DC voltage but also to further boost it and convert it to a battery charging voltage of about 200V, for example.

FIG. 8 is a diagram illustrating a control state of the transistor during charging.
7 and 8, first, when voltage VIN> 0, that is, when voltage VM1 on line ACL1 is higher than voltage VM2 on line ACL2, transistor Q1 of the boost converter is turned on and transistor Q2 is turned off. It is said. Thus, boost converter 10 can flow a charging current from power supply line PL2 toward power supply line PL1.

  In the first inverter, the transistor Q12 is switched with a period and a duty ratio corresponding to the voltage VIN, and the transistor Q11 is controlled to be in an OFF state or a switching state in which the transistor Q11 is turned on in synchronization with the conduction of the diode D11. At this time, in the second inverter, the transistor Q21 is turned off and the transistor Q22 is controlled to be turned on.

  If voltage VIN> 0, current flows in the path of coil U1 → transistor Q12 → diode D22 → coil U2 in the ON state of transistor Q12. At this time, the energy accumulated in the coils U1 and U2 is released when the transistor Q12 is turned off, and a current flows to the power supply line PL2 via the diode D11. In order to reduce the loss due to the diode D11, the transistor Q11 may be turned on in synchronization with the conduction period of the diode D11. Based on the values of voltage VIN and voltage VH, the boost ratio is obtained, and the switching cycle and duty ratio of transistor Q12 are determined.

  Next, when voltage VIN <0, that is, voltage VM1 on line ACL1 is lower than voltage VM2 on line ACL2, transistor Q1 of the boost converter is turned on and transistor Q2 is turned off. Thus, boost converter 10 can flow a charging current from power supply line PL2 toward power supply line PL1.

  In the second inverter, the transistor Q22 is switched at a cycle and a duty ratio corresponding to the voltage VIN, and the transistor Q21 is controlled to be in an OFF state or a switching state in which the transistor Q21 is turned on in synchronization with the conduction of the diode D21. At this time, in the first inverter, the transistor Q11 is turned off and the transistor Q12 is controlled to be turned on.

  If voltage VIN <0, in the ON state of transistor Q22, current flows through the path of coil U2, transistor Q22, diode D12, and coil U1. At this time, the energy stored in the coils U1 and U2 is released when the transistor Q22 is turned off, and a current flows to the power supply line PL2 via the diode D21. In order to reduce the loss due to the diode D21, the transistor Q21 may be turned on in synchronization with the conduction period of the diode D21. At this time, the step-up ratio is obtained based on the values of voltage VIN and voltage VH, and the switching cycle and duty ratio of transistor Q22 are determined.

  By alternately repeating the charging control when voltage VIN> 0 and voltage VIN <0, AC power supplied to the vehicle can be converted to DC and boosted to a voltage required for charging the battery.

  Further, if only charging control when voltage VIN> 0 is performed, power is directly received by the vehicle from a power generator to which DC power is supplied, such as a solar battery, and the voltage is increased to a voltage necessary for charging the battery. Can be charged.

  As described above, in Embodiment 1, the energy stored in large-capacitance capacitor C3 when the vehicle is stopped is transferred to battery B1 to reduce voltage VH between power supply line PL2 and ground line SL. To charge the battery B1 using the charging circuit 6. By doing so, the boosting amount in the charging circuit 6 can be reduced, so that charging efficiency is improved.

  For example, immediately after the vehicle stops, the voltage of power supply line PL1 is about 200V, whereas the voltage of power supply line PL2 is as high as about 700V. In order to perform charging by operating the charging circuit in this state, it is necessary to convert the voltage supplied from the commercial power supply 55 into a direct current, further boost it to about 700 V, and perform charging.

  On the other hand, if charging by the charging circuit 6 is performed after the voltage of the power supply line PL2 is lowered to about 200V, it is only necessary to convert the input of AC 100V to DC and boost it to about 200V. Thereby, the loss at the time of charge is reduced.

[Embodiment 2]
In the first embodiment, before charging from the outside by the charging circuit, energy stored in the capacitor is transferred to battery B1 using boost converter 10 as a step-down converter. However, when boost converter 10 is used, there is a problem that the energy transfer efficiency is not good due to heat loss due to reactor L, switching elements Q1 and Q2, and diodes D1 and D2.

FIG. 9 is a circuit diagram showing a configuration of vehicle 200 according to the second embodiment.
Referring to FIG. 9, the power supply device for the vehicle includes battery B1, power storage capacitor C3, boost converter 10 connected between battery B1 and capacitor C3, and external power input connected to capacitor C3. A charging circuit 6 that receives and charges battery B1 through capacitor C3 and a control device 260 that controls boost converter 10 and charging circuit 6 are provided. When there is external power input to charging circuit 6, control device 260 uses battery B1 to store the energy stored in capacitor C3 until the voltage of capacitor C3 drops to a predetermined voltage close to the charging voltage of battery B1. Then, charging by the charging circuit 6 is performed. Preferably, capacitor C3 includes a plurality of capacitor cells connected in series. Connection unit CU connects a pair of electrodes selected from end electrodes and intermediate electrodes of a plurality of capacitor cells to battery B1. The control device 260 sequentially changes the selection of the pair of electrodes of the connection unit.

  Vehicle 200 includes capacitor modules CAP1 to CAP6 in which capacitor C3 is connected in series in the configuration of vehicle 100 shown in FIG. Vehicle 200 further includes a connection unit CU for selectively connecting a pair of electrodes of the end electrodes and intermediate electrodes of capacitor modules CAP1 to CAP6 to battery B1, and a pair of electrodes of connection unit CU. A control device 260 for sequentially changing the selection is included. Since other parts of vehicle 200 are similar to those of vehicle 100 in FIG. 1, description thereof will not be repeated.

  Connection unit CU includes relay RA1 that connects power supply line PL2 and power supply line PL1, relay RA2 that connects the intermediate electrodes of capacitor modules CAP1 and CAP2 to power supply line PL1, and intermediate power supplies and power supply lines of capacitor modules CAP2 and CAP3. And relay RA3 for connecting to PL1.

  Connection unit CU further includes relay RA4 that connects the intermediate electrodes of capacitor modules CAP3 and CAP4 to power supply line PL1, relay RA5 that connects the intermediate electrodes of capacitor modules CAP4 and CAP5 to power supply line PL1, and capacitor modules CAP5 and CAP6. Relay RA6 that connects the intermediate power supply and power supply line PL1.

  The connection unit CU further includes a relay RB1 that connects the intermediate electrodes of the capacitor modules CAP1 and CAP2 and the ground line SL, a relay RB2 that connects the intermediate electrodes of the capacitor modules CAP2 and CAP3 and the ground line SL, and a capacitor module CAP3. , A relay RB3 connecting the intermediate electrode of CAP4 and the ground line SL, a relay RB4 connecting the intermediate electrode of the capacitor modules CAP4 and CAP5 and the ground line SL, and an intermediate electrode of the capacitor modules CAP5 and CAP6 and the ground line SL And a relay RB6 that connects one end of the capacitor module CAP6 to the ground line SL.

  FIG. 10 is a flowchart showing a control structure of a program executed by control device 260. The process of FIG. 10 is a process of step S6A performed in place of step S6 of FIG.

  Referring to FIGS. 9 and 10, when the process is started, control device 260 performs a process of sequentially selecting electrodes at both ends of one capacitor module as a pair of electrodes in steps S21 to S26. In steps S27 to S29, the electrodes at both ends of the two capacitor modules connected in series are selected as a pair of electrodes and sequentially switched. In steps S30 and S31, the process of selecting and connecting the electrodes at both ends of the three capacitor modules connected in series as a pair of electrodes is sequentially performed. Finally, in step S32, a process of connecting both ends of the six capacitor modules connected in series to the battery B1 is performed.

  The process of each step will be described more specifically. First, when the process is started, in step S21, control device 260 turns on relays RA1 and RB1 until both of the relays RA1 and RB1 have been turned off for a predetermined time or until a predetermined voltage drop has occurred in the inter-electrode voltage of capacitor module CAP1. Then, it is changed to the off state again.

  For example, it is assumed that the voltage VH across the capacitor C3 is 700V when the vehicle is stopped. Assume that the voltage of battery B1 is, for example, 100V. If a 700V capacitor unit is directly connected to a 100V battery B1, the difference is as much as 600V. Therefore, an excessive current flows to the battery B1 to charge the battery B1, and the battery B1 is overheated.

  The capacitor C3 includes a large number of capacitor cells connected in series, and is divided into, for example, six capacitor modules CAP1 to CAP6. Each capacitor module CAP1 includes a plurality of capacitor cells connected in series.

  The voltage of 700V is shared by the capacitor modules CAP1 to CAP6 by 116V. The difference between the voltage between the electrodes of the capacitor module and the voltage of the battery B1 is 16V, and each capacitor module can be connected to the battery B1.

  Next, in step S22, control device 260 turns both relays RA2 and RB2 on until a predetermined time or a time during which a predetermined voltage drop occurs in the inter-electrode voltage of capacitor module CAP2 from the off state, and then turns off again. Change to state.

  Subsequently, in step S23, control device 260 turns relays RA3 and RB3 on from the OFF state until a predetermined time or a time during which a predetermined voltage drop occurs in the inter-electrode voltage of capacitor module CAP3, and then turns OFF again. To change.

  Subsequently, in step S24, control device 260 turns on relays RA4 and RB4 from the off state until a predetermined time or a time during which a predetermined voltage drop occurs in the interelectrode voltage of capacitor module CAP4, and then turns off again. To change.

  Subsequently, in step S25, control device 260 turns on relays RA5 and RB5 from the off state until a predetermined time or a time during which a predetermined voltage drop occurs in the voltage between electrodes of capacitor module CAP5, and then turns off again. To change.

  Subsequently, in step S26, control device 260 turns relays RA6 and RB6 both on for a predetermined time or a time during which a predetermined voltage drop occurs in the inter-electrode voltage of capacitor module CAP6 from the off state, and then again in the off state. To change.

  The voltage of the battery B1 rises due to charging, but for the sake of simplicity of explanation, if this is ignored, the above processing is performed, so that energy is discharged from the capacitor modules CAP1 to CAP6 to each battery. The voltage of the modules CAP1 to CAP6 drops, for example, from 116V to around 100V. The voltage shared by the entire capacitor is reduced to about 600V.

  The voltage of 600V is shared by the capacitor modules CAP1 to CAP6 by 100V. When this is divided into two capacitor modules, the shared voltage is 200V. The difference between the voltage between the electrodes of the two capacitor modules and the voltage of the battery B1 is about 100 V, and each capacitor module can be connected to the battery B1.

  Therefore, in step S27, control device 260 causes relays RA1 and RB2 to be turned off for a predetermined time or a time during which a predetermined voltage drop occurs in the interelectrode voltage at the portion where capacitor modules CAP1 and CAP2 are connected in series. Until it is turned on and then turned off again.

  Similarly, in step S28, control device 260 causes relays RA3 and RB4 to be turned off for a predetermined time or a time during which a predetermined voltage drop occurs in the interelectrode voltage at the part where capacitor modules CAP3 and CAP4 are connected in series. Until it is turned on, and then changed to the off state again.

  Further, similarly, in step S29, control device 260 determines that relay RA5 and RB6 are both turned off for a predetermined time or a time during which a predetermined voltage drop occurs in the interelectrode voltage at the part where capacitor modules CAP5 and CAP6 are connected in series. It is turned on until it has elapsed, and then changed to the off state again.

  The voltage of the battery B1 rises due to charging, but for the sake of simplicity of explanation, if this is ignored, the above processing is performed, so that energy is discharged from the capacitor modules CAP1 to CAP6 to each battery. The voltage of the two sets of modules drops, for example, from 200V to around 100V. The voltage shared by the entire capacitor is reduced to about 300V.

  The voltage of 300V is shared by the capacitor modules CAP1 to CAP6 by 50V. If this is divided into three capacitor modules, the shared voltage is 150V. The difference between the voltage between the electrodes of the three capacitor modules and the voltage of the battery B1 is about 50 V, and each capacitor module can be connected to the battery B1.

  Therefore, in step S30, control device 260 causes relays RA1 and RB3 to be turned off for a predetermined time or a time during which a predetermined voltage drop occurs in the interelectrode voltage at the portion where capacitor modules CAP1 to CAP3 are connected in series. Until it is turned on and then turned off again.

  Similarly, in step S31, control device 260 determines that relay RA4 and RB6 are both turned off for a predetermined time or a time during which a predetermined voltage drop occurs in the voltage between the electrodes where capacitor modules CAP4 to CAP6 are connected in series. Until it is turned on, and then changed to the off state again.

  The voltage of the battery B1 rises due to charging, but for the sake of simplicity of explanation, if this is ignored, the above processing is performed, so that energy is discharged from the capacitor modules CAP1 to CAP6 to each battery. The voltage of the set of three modules drops, for example, from 150V to around 100V. The voltage shared by the entire capacitor is reduced to about 200V. The difference between the voltage between the electrodes of the entire capacitor module and the voltage of the battery B1 is about 100 V, and the entire capacitor module can be connected to the battery B1.

  Therefore, in step S32, control device 260 switches relays RA1 and RB6 from the off state to the on state, and transfers the energy of the capacitor to the battery.

  As described above, the control device 260 sequentially changes the selection of the pair of electrodes in the control unit CU in response to the change in the voltage of the capacitor unit. A predetermined time required for discharging may be obtained in advance and set as each connection time, or a voltage sensor may be provided for each capacitor module to change the connection while monitoring the voltage of the capacitor module.

  When the processing in step S32 is completed, control is again transferred to step S7 in FIG. 6 in step S33. If charging is to be performed after step S8, power supply lines PL1 and PL2 are directly connected by relay RA1 without going through boost converter 10, so that reactor L and transistor Q1 are charged. Loss is also reduced.

  If the selection is controlled by further dividing the number of divisions of the capacitor modules, the difference between the selected capacitor module group and the voltage of the battery can be further reduced.

  As described above, in the second embodiment, the energy in the capacitor unit is gradually transferred to the battery side in switching the relay circuit without using a switching element or a reactor. The relay circuit has less problems such as heat generation, and the electrical loss is smaller than that of the semiconductor switching element.

  In addition, when discharging the voltage from the capacitor module, a pair of electrodes are appropriately selected sequentially from the end electrode and the intermediate electrode so that the voltage difference can be charged and does not become an excessive difference. However, since the connection is switched, problems such as welding due to the spark of the relay, which is a problem when the voltage difference is large, can be avoided.

  In step S32, charging from the commercial power source is performed by the charging circuit 6 in a state where the relays RA1 and RB6 are kept conductive, so that loss due to heat generation in the switching element and the reactor is reduced without going through the boost converter 10. be able to.

  It should be noted that the relays RA1 to RA6 and RB1 to RB6 have a small current capacity of about several A compared to the system main relays SMR1 to SMR3 having a current capacity of 100 A or more because a current as large as that during vehicle travel does not flow during charging. It's okay.

[Embodiment 3]
In the first and second embodiments, the energy stored in the large-capacity capacitor is transferred to the battery side until the voltage is about the same as that of the battery B1. However, when the driver leaves the vehicle while the vehicle is stopped, it is not preferable that the high voltage state remains in the part other than the battery unit, so the remaining energy stored in the capacitor is discharged as heat in the motor generator part. Was. It is desirable to transfer the discharged energy to the battery.

  FIG. 11 is a diagram showing a configuration between a battery and a capacitor of vehicle 300 according to the third embodiment.

  Referring to FIG. 11, vehicle 300 includes a boost converter 10A in place of boost converter 10 in the configuration of vehicle 100 shown in FIG. 5 or vehicle 200 shown in FIG. Boost converter 10A is configured to boost the voltage of power supply line PL2 and transfer energy to power supply line PL1 when power supply line PL2 is lower than power supply line PL1.

  That is, boost converter 10A includes a reactor L, npn transistors Q1, Q2, Q1A, Q2A, and diodes D1, D2, D1A, D2A. Npn transistors Q1 and Q2 are connected in series between power supply line PL2 and ground line SL, and receive a signal from the control device as a base. Diodes D1 and D2 are connected between the collectors and emitters of the npn transistors Q1 and Q2, respectively, so that current flows from the emitter side to the collector side.

  Npn transistors Q1A and Q2A are connected in series between power supply line PL1 and ground line SL, and receive a signal from the control device as a base. Diodes D1A and D2A are connected between the collectors and emitters of the npn transistors Q1A and Q2A so that current flows from the emitter side to the collector side. Reactor L has one end connected to a connection node of npn transistors Q1A and Q2A, and the other end connected to a connection node of npn transistors Q1 and Q2.

  Boost converter 10A has such a configuration, for example, so that the remaining energy stored in capacitor C3 is transferred to battery B1 even when the voltage of capacitor C3 becomes lower than the terminal voltage of battery B1. Therefore, it is possible to realize a vehicle power supply apparatus with further improved energy efficiency.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic block diagram of a vehicle according to an embodiment of the present invention. It is a functional block diagram of the control apparatus 60 shown in FIG. It is a functional block diagram of the converter control part 61 shown in FIG. FIG. 3 is a functional block diagram of first and second inverter control units 62 and 63 shown in FIG. 2. 2 is a schematic circuit diagram showing a main configuration for transferring energy from a large-capacitance capacitor C3 to a battery B1 in the circuit diagram of FIG. It is the flowchart which showed the program control structure performed with the control apparatus 60 when transferring the energy of the capacitor C3 to the battery B1. It is the figure which simplified and showed the circuit diagram of FIG. 1 in the part regarding charge. It is the figure which showed the control state of the transistor at the time of charge. FIG. 6 is a circuit diagram showing a configuration of a vehicle 200 according to a second embodiment. 3 is a flowchart showing a control structure of a program executed by control device 260. FIG. 6 is a diagram showing a configuration between a battery and a capacitor of a vehicle 300 according to a third embodiment.

Explanation of symbols

  2 wheel, 3 power distribution mechanism, 4 engine, 6 charging circuit, 10, 10A boost converter, 20, 30 inverter, 22, 32 U phase arm, 24, 34 V phase arm, 26, 36 W phase arm, 40 relay circuit , 50 connector, 52 seating sensor, 53 door opening / closing sensor, 55 commercial power supply, 60, 260 control device, 61 converter control unit, 62, 63 inverter control unit, 64 power input control unit, 70, 72, 73, 74 voltage sensor 80, 82, 84 Current sensor, 100, 200, 300 Vehicle, 112 Inverter input voltage command calculation unit, 114 Feedback voltage command calculation unit, 116 Duty ratio calculation unit, 118, 122 PWM signal conversion unit, 120 Motor control phase Voltage calculation unit, ACL1, ACL2 power input line, B1 Battery, BU battery unit, C1, C2 smoothing capacitor, C3 large capacity capacitor, CAP1-CAP6 capacitor module, CU connection, D1, D2, D1A, D2A, D11-D16, D21-D26 diode, L reactor, MG1, MG2 Motor generator, N1, N2 neutral point, PL1, PL2 power line, Q1, Q2, Q1A, Q2A, Q11-Q16, Q21-Q26 transistors, RA1-RA6, RB1-RB6, RY1, RY2 relay, SL Ground line, SMR1-SMR3 system main relay, U1, U2 U phase coil, UL1, UL2 U phase line, V1, V2 V phase coil, VL1, VL2 V phase line, W1, W2 W phase coil, WL1, WL2 W phase line.

Claims (11)

A secondary battery,
A capacitor;
A voltage conversion circuit connected between the secondary battery and the capacitor;
A charging circuit connected to the capacitor and receiving power input from the outside to charge the secondary battery via the capacitor and the voltage conversion circuit;
A control device for controlling the voltage conversion circuit and the charging circuit;
When there is external power input to the charging circuit, the control device stores the energy stored in the capacitor until the voltage of the capacitor drops to a predetermined voltage close to the charging voltage of the secondary battery. A power supply device for a vehicle, which is charged by the charging circuit after being transferred to the secondary battery using the voltage conversion circuit. A secondary battery,
A capacitor;
A voltage conversion circuit connected between the secondary battery and the capacitor;
A connection part connected in parallel with the voltage conversion circuit between the secondary battery and the capacitor, and connecting an electrode of the capacitor to the secondary battery;
A control device for controlling the voltage conversion circuit and the connecting portion;
The control device has, as an operation mode, a first charge control mode in which an electrode of the capacitor is connected to the secondary battery by the connecting portion when charging is performed from the capacitor side toward the secondary battery side. , Vehicle power supply.   The control device operates a second charge control mode in which the voltage of the capacitor is converted by the voltage conversion circuit and applied to the secondary battery when charging is performed from the capacitor side toward the secondary battery side. The power supply device for a vehicle according to claim 2, further comprising a mode. The power supply device of the vehicle is
The battery further comprises a charging circuit that is connected to the capacitor and receives electric power input from the outside, and charges the secondary battery.
4. The vehicle power source according to claim 3, wherein the control device selects the first charge control mode as the operation mode when the secondary battery is charged with external power given to the charging circuit. 5. apparatus. The capacitor is
Including a plurality of capacitor cells connected in series;
The connection portion connects a pair of electrodes selected from end electrodes and intermediate electrodes of the plurality of capacitor cells to the secondary battery,
The power supply device for a vehicle according to claim 2, wherein the control device sequentially changes selection of the pair of electrodes of the connection portion. A secondary battery,
With a capacitor,
The capacitor is
A plurality of capacitor cells connected in series;
A connection portion for connecting a pair of electrodes selected from the end electrodes and the intermediate electrodes of the plurality of capacitor cells to the secondary battery,
A power supply device for a vehicle, further comprising a control device that sequentially changes the selection of the pair of electrodes of the connection portion.   The power supply device for a vehicle according to claim 6, wherein the control device changes selection of the pair of electrodes in response to a change in voltage of the capacitor. A voltage conversion circuit connected between the secondary battery and the capacitor and performing voltage conversion according to control of the control device;
A charging circuit that is connected to the capacitor and receives power input from the outside and charges the secondary battery via the capacitor;
A control device for controlling the connecting portion and the charging circuit;
The control device stops the voltage conversion circuit in response to a vehicle stop signal, sequentially changes the selection of the pair of electrodes, connects the capacitor and the secondary battery, and accumulates in the capacitor The power supply device for a vehicle according to claim 6, wherein energy is transferred to the secondary battery. The charging circuit is
First and second terminals;
A first rotating electrical machine connected to the first terminal;
A first inverter that is provided corresponding to the first rotating electrical machine and that exchanges power with the power storage device;
A second rotating electrical machine connected to the second terminal;
A second inverter that is provided corresponding to the second rotating electrical machine and transfers power to and from the power storage device;
A sensor for detecting a voltage and a current of the electric power supplied via the first and second terminals,
In accordance with the output of the sensor, the control device converts the power supplied between the first and second terminals into DC power and supplies the secondary battery with the first and second inverters. The power supply device for a vehicle according to claim 1, wherein control is performed on the vehicle. The first terminal is connected to a neutral point of the stator of the first rotating electrical machine,
The power supply device for a vehicle according to claim 9, wherein the second terminal is connected to a neutral point of a stator of the second rotating electric machine. A rotating shaft of the first rotating electrical machine is mechanically coupled to a rotating shaft of a wheel;
The vehicle is
The power supply device for a vehicle according to claim 9, further comprising an internal combustion engine having a crankshaft mechanically coupled to a rotation shaft of the second rotating electrical machine.

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