JP2010119170A - Charging system of vehicle, electric vehicle and charging control method of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a charging system of a vehicle, which can highly precisely manage charging power of a power storage device loaded on the vehicle. <P>SOLUTION: A first FB control part 54 performs a proportional integration operation (PI control) with a deviation of a target value PR and an actual value of charging power (kW/h) of the power storage device as control input, and outputs an operation result as a first FB compensation amount. A second FB control part 58 performs a differentiating operation (D control) with output power PS of a charger, which is received from a power calculating part 56, as control input and outputs an operation result as a second FB compensation amount. A power command value CHPW of the charger is feedback-corrected by the first FB compensation amount based on the deviation of the target value and the actual value of charging power and the second FB compensation amount based on output power of the charger. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle charging system, an electric vehicle, and a vehicle charging control method, and more particularly, to a charging control technique in a vehicle that can charge an in-vehicle power storage device that stores electric power for driving the vehicle from a power source outside the vehicle.

Japanese Patent Laid-Open No. 7-194015 (Patent Document 1) discloses a charge control device that controls output power of a charger that charges a battery mounted on an electric vehicle from a commercial power supply outside the vehicle. The charge control device receives detection values of an abnormality detection sensor and a current sensor for detecting an abnormality of the battery. When it is determined that the battery is normal, the charge control device feeds back the detection value of the current sensor to charge the battery so that an optimum charging current is supplied to the battery. On the other hand, when it is determined that the battery should not be charged, such as battery abnormality or full charge, the charge control device adjusts the output power from the power control unit so that the detection value of the current sensor becomes substantially zero. Therefore, power to an auxiliary machine such as a fan that operates when the battery is abnormal is directly supplied from the charge control device and is not discharged or charged from the battery in an abnormal state or a fully charged state (Patent Document 1). reference).
JP-A-7-194015

  In the charging control device described in the above publication, the detection value of the current sensor is fed back so that the optimum charging current is supplied to the battery, but only the supply current to the battery is fed back. There is a possibility that the charging power to can not be managed with high accuracy. In particular, in the system disclosed in the above publication, a DC / DC converter for auxiliary power is connected to the charging path from the charger. There may be a gap between the target value of power and the actual result.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a vehicle charging system, an electric vehicle, and a vehicle charging control method capable of managing charging power of a power storage device mounted on the vehicle with high accuracy.

  Another object of the present invention is to provide a vehicle charging system, an electric vehicle, and a vehicle charging control method capable of suppressing a deviation from a target value of charging power due to load fluctuation of an auxiliary machine.

  According to the present invention, a vehicle charging system is a vehicle charging system capable of charging an in-vehicle power storage device that stores power for driving a vehicle from a power source outside the vehicle, and includes a charger, a charging control device, and a charging device. A power detection unit. The charger is configured to charge the power storage device by converting the power supplied from the power source into a voltage. The charger is operable so that the output power matches the given power command value. The charge control device generates a power command value and outputs it to the charger. The charging power detection unit detects charging power supplied to the power storage device. The charge control device includes a first feedback compensation unit. The first feedback compensation unit compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches the target value.

  Preferably, the vehicle charging system further includes a power detection unit. The power detection unit detects the output power of the charger. The vehicle includes an auxiliary machine. The auxiliary device operates by using a part of the output power of the charger when the power storage device is charged by the charger. The charge control device further includes a second feedback compensation unit. The second feedback compensation unit compensates the power command value based on the change in the output power detected by the power detection unit.

More preferably, the second feedback compensation unit includes a differential compensation term.
Preferably, the first feedback compensation unit includes an integral compensation term.

  According to the present invention, the vehicle charging system is a vehicle charging system capable of charging an in-vehicle power storage device that stores electric power for vehicle travel from a power source outside the vehicle. The vehicle includes first and second power storage units, a driving force generation unit, and first and second voltage converters. The driving force generation unit generates traveling driving force using electric power supplied from at least one of the first and second power storage units. The first and second voltage converters are provided corresponding to the first and second power storage units, respectively, and are connected in parallel to power lines connected to the driving force generation unit. The charging system includes a charger, a charging control device, and a charging power detection unit. The charger is connected between the second power storage unit and the second voltage converter, and is configured to charge the first and second power storage units by converting the voltage of power supplied from the power source. . The charger is operable so that the output power matches a given power command value. The charge control device generates a power command value and outputs it to the charger. The charging power detection unit detects charging power supplied to the first and second power storage units. The charge control device includes a first feedback compensation unit. The first feedback compensation unit compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches the target value.

  Preferably, the vehicle further includes an auxiliary machine. The auxiliary machine is connected between the first power storage unit and the first voltage converter. The charging system further includes a power detection unit. The power detection unit detects the output power of the charger. The charge control device further includes a second feedback compensation unit. The second feedback compensation unit changes the output power detected by the power detection unit when the first power storage unit is charged through the second voltage converter, the power line, and the first voltage converter in order. The power command value is compensated based on

  Further, according to the present invention, the electric vehicle is an electric vehicle capable of charging a power storage device that stores electric power for driving the vehicle from a power source outside the vehicle, and includes a charger, a charging control device, a charging power detection unit, Is provided. The charger is configured to charge the power storage device by converting the power supplied from the power source into a voltage. The charger is operable so that the output power matches the given power command value. The charge control device generates a power command value and outputs it to the charger. The charging power detection unit detects charging power supplied to the power storage device. The charge control device includes a first feedback compensation unit. The first feedback compensation unit compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches the target value.

  Preferably, the electric vehicle further includes an auxiliary machine and a power detection unit. The auxiliary device operates by using a part of the output power of the charger when the power storage device is charged by the charger. The power detection unit detects the output power of the charger. The charge control device further includes a second feedback compensation unit. The second feedback compensation unit compensates the power command value based on the change in the output power detected by the power detection unit.

More preferably, the second feedback compensation unit includes a differential compensation term.
Preferably, the first feedback compensation unit includes an integral compensation term.

  According to the present invention, the electric vehicle is an electric vehicle capable of charging a power storage device that stores power for driving the vehicle from a power source outside the vehicle, the first and second power storage units, and a driving force generation unit. And a first and second voltage converter, a charger, a charge control device, and a charge power detector. The driving force generation unit generates traveling driving force using electric power supplied from at least one of the first and second power storage units. The first and second voltage converters are provided corresponding to the first and second power storage units, respectively, and are connected in parallel to power lines connected to the driving force generation unit. The charger is connected between the second power storage unit and the second voltage converter, and is configured to charge the first and second power storage units by converting the voltage of power supplied from the power source. . The charger is operable so that the output power matches the given power command value. The charge control device generates a power command value and outputs it to the charger. The charging power detection unit detects charging power supplied to the first and second power storage units. The charge control device includes a first feedback compensation unit. The first feedback compensation unit compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches the target value.

  Preferably, the electric vehicle further includes an auxiliary machine and a power detection unit. The auxiliary machine is connected between the first power storage unit and the first voltage converter. The power detection unit detects the output power of the charger. The charge control device further includes a second feedback compensation unit. The second feedback compensation unit changes the output power detected by the power detection unit when the first power storage unit is charged through the second voltage converter, the power line, and the first voltage converter in order. The power command value is compensated based on

  According to the present invention, the vehicle charge control method is a vehicle charge control method capable of charging an in-vehicle power storage device that stores electric power for vehicle travel from a power source external to the vehicle. The vehicle includes a charger. The charger is configured to charge the power storage device by converting the power supplied from the power source into a voltage. Further, the charger is operable so that the output power matches a given power command value. The charging control method compensates the power command value based on the detected charging power so that the charging power supplied to the power storage device is detected and the detected charging power matches the target value. And a step of performing.

  Preferably, the vehicle further includes an auxiliary machine. The auxiliary device operates by using a part of the output power of the charger when the power storage device is charged by the charger. And the said charge control method is further provided with the step which detects the output electric power of a charger, and the step which compensates an electric power command value based on the change of the detected output electric power.

  More preferably, differential compensation is executed in the step of compensating the power command value based on the change in output power.

  Preferably, integral compensation is executed in the step of compensating the power command value based on the charging power.

  According to the present invention, the vehicle charge control method is a vehicle charge control method capable of charging an in-vehicle power storage device that stores electric power for vehicle travel from a power source external to the vehicle. The vehicle includes first and second power storage units, a driving force generation unit, first and second voltage converters, and a charger. The driving force generation unit generates traveling driving force using electric power supplied from at least one of the first and second power storage units. The first and second voltage converters are provided corresponding to the first and second power storage units, respectively, and are connected in parallel to power lines connected to the driving force generation unit. The charger is connected between the second power storage unit and the second voltage converter, and is configured to charge the first and second power storage units by converting the voltage of power supplied from the power source. . The charger is operable so that the output power matches a given power command value. The charging control method includes detecting the charging power supplied to the first and second power storage units, and detecting the charging power so that the charging power detected by the charging power detection unit matches a target value. And compensating the power command value based on the charging power detected by the unit.

  Preferably, the vehicle further includes an auxiliary machine. The auxiliary machine is connected between the first power storage unit and the first voltage converter. And the said charge control method is the time of charging the 1st electrical storage part through the step which detects the output electric power of a charger, and a 2nd voltage converter, a power line, and a 1st voltage converter sequentially, And a step of compensating the power command value based on a change in the output power detected by the power detection unit.

  In the present invention, the charger is operable so that the output power matches a given power command value. The charging power supplied to the power storage device is detected, and the power command value to the charger is compensated based on the detected charging power so that the charging power matches the target value. Even if an electrical load such as an auxiliary machine is connected to the charging path to the device, the charging power to the power storage device matches the desired target value.

  Therefore, according to the present invention, the charging power of the power storage device can be managed with high accuracy. In addition, it is possible to suppress a deviation from the target value of the charging power due to the load fluctuation of the auxiliary machine connected to the charging path from the charger to the power storage device.

  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 an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to the present invention. Referring to FIG. 1, hybrid vehicle 100 includes first to third power storage devices 10-1 to 10-3, first to third SMR (System Main Relay) 11-1 to 11-3, Second converters 12-1, 12-2, main positive bus MPL, main negative bus MNL, smoothing capacitor C, and auxiliary machine 22 are provided. Hybrid vehicle 100 includes first and second inverters 30-1 and 30-2, first and second MGs (Motor Generators) 32-1 and 32-2, power split device 34, engine 36, Drive wheels 38 are further provided. Furthermore, the hybrid vehicle 100 includes voltage sensors 14-1 to 14-3, 18-1, 18-2, 20, current sensors 16-1 to 16-3, 19 and an MG-ECU (Electronic Control Unit) 40. And further comprising. Further, hybrid vehicle 100 further includes a charger 42, a vehicle inlet 44, and a charging ECU 46.

  Each of first to third power storage devices 10-1 to 10-3 is a rechargeable DC power source, and includes, for example, a secondary battery such as nickel metal hydride or lithium ion, a large capacity capacitor, or the like. First power storage device 10-1 is connected to first converter 12-1 via first SMR 11-1, and second and third power storage devices 10-2 and 10-3 are second and third SMR 11-2, respectively. , 11-3 to the second converter 12-2.

  First SMR 11-1 is provided between first power storage device 10-1 and first converter 12-1. Second SMR 11-2 is provided between second power storage device 10-2 and second converter 12-2, and third SMR 11-3 is provided between third power storage device 10-3 and second converter 12-2. Provided. In order to avoid short circuit between second power storage device 10-2 and third power storage device 10-3, second and third SMRs 11-2 and 11-3 are selectively turned on and are not turned on at the same time. .

  First and second converters 12-1 and 12-2 are connected in parallel to main positive bus MPL and main negative bus MNL. First converter 12-1 performs voltage conversion between first power storage device 10-1 and main positive bus MPL and main negative bus MNL based on signal PWC 1 from MG-ECU 40. Second converter 12-2 is connected to one of second power storage device 10-2 and third power storage device 10-3 electrically connected to second converter 12-2 based on signal PWC2 from MG-ECU 40. Voltage conversion is performed between main positive bus MPL and main negative bus MNL.

  Auxiliary machine 22 is connected to positive electrode line PL1 and negative electrode line NL1 arranged between first SMR 11-1 and first converter 12-1. Smoothing capacitor C is connected between main positive bus MPL and main negative bus MNL, and reduces power fluctuation components contained in main positive bus MPL and main negative bus MNL.

  First and second inverters 30-1 and 30-2 are connected in parallel to main positive bus MPL and main negative bus MNL. First inverter 30-1 drives first MG 32-1 based on signal PWI 1 from MG-ECU 40. Second inverter 30-2 drives second MG 32-2 based on signal PWI2 from MG-ECU 40.

  The first and second MGs 32-1 and 32-2 are AC rotating electric machines, and include, for example, a permanent magnet type synchronous motor including a rotor in which a permanent magnet is embedded. First and second MGs 32-1 and 32-2 are connected to power split device 34. Power split device 34 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 36. The sun gear is connected to the rotation shaft of the first MG 32-1. The ring gear is connected to the rotation shaft of second MG 32-2 and drive wheel 38. The power split device 34 divides the power generated by the engine 36 into a path that is transmitted to the drive wheels 38 and a path that is transmitted to the first MG 32-1.

  Then, the first MG 32-1 generates power using the power of the engine 36 divided by the power split device 34. For example, when the SOC of first to third power storage devices 10-1 to 10-3 decreases, engine 36 is started and power is generated by first MG 32-1, and the generated power is supplied to the power storage device. .

  On the other hand, second MG 32-2 generates driving force using at least one of the power supplied from at least one of first to third power storage devices 10-1 to 10-3 and the power generated by first MG 32-1. appear. The driving force of the second MG 32-2 is transmitted to the driving wheel 38. When the vehicle is braked, the kinetic energy of the vehicle is transmitted from the drive wheel 38 to the second MG 32-2 to drive the second MG 32-2, and the second MG 32-2 operates as a generator. Thereby, 2nd MG32-2 operates as a regenerative brake which converts kinetic energy of vehicles into electric power, and collects it.

  MG-ECU 40 generates signals PWC1 and PWC2 for driving first and second converters 12-1 and 12-2, respectively, and generates generated signals PWC1 and PWC2 respectively as first and second converters 12-1. , 12-2. The MG-ECU 40 generates signals PWI1 and PWI2 for driving the first and second MGs 32-1 and 32-2, respectively, and the generated signals PWI1 and PWI2 are first and second inverters 30-1, respectively. , 30-2.

  MG-ECU 40, when charger 42 charges first power storage device 10-1, activates signal CH1 received from charge ECU 46 from charger 42 to second converter 12-2. First and second converters 12 are generated by generating signals PWC1 and PWC2 so that charging power is supplied to first power storage device 10-1 through positive bus MPL, main negative bus MNL, and first converter 12-1. -1 and 12-2, respectively.

  Charger 42 has an input end connected to vehicle inlet 44 and outputs to positive line PL2 and negative line NL2 disposed between second and third SMRs 11-2, 11-3 and second converter 12-2. The ends are connected. The charger 42 receives power supplied from a power source 48 (hereinafter also referred to as “external power source”) 48 from the vehicle inlet 44. The charger 42 receives the power command value CHPW from the charging ECU 46 and outputs the output power of the charger 42 so as to match the power command value CHPW while controlling the output voltage of the charger 42 to a predetermined DC voltage. Control power. The vehicle inlet 44 is a power interface for receiving power from the external power supply 48.

  Voltage sensors 14-1 to 14-3 detect voltage VB1 of first power storage device 10-1, voltage VB2 of second power storage device 10-2, and voltage VB3 of third power storage device 10-3, respectively, and detect the detection. The value is output to the charging ECU 46. Current sensors 16-1 to 16-3 are current IB1 input / output to / from first power storage device 10-1, current IB2 input / output to / from second power storage device 10-2, and third power storage device 10. -3 is detected, and the detected value is output to the charging ECU 46.

  Voltage sensors 18-1 and 18-2 respectively detect voltage VL1 between positive line PL1 and negative line NL1, and voltage VL2 between positive line PL2 and negative line NL2, and charge ECU 46 detects the detected values. Output to. Current sensor 19 detects current IL of positive line PL2 input / output to / from second converter 12-2, and outputs the detected value to charging ECU 46. The current sensor 19 can detect the current flowing from the charger 42 to the second converter 12-2 when the first power storage device 10-1 is charged by the charger 42. Voltage sensor 20 detects voltage VH between main positive bus MPL and main negative bus MNL, and outputs the detected value to charging ECU 46.

  When the first to third power storage devices 10-1 to 10-3 are charged by the external power supply 48 connected to the vehicle inlet 44, the charging ECU 46 charges the first power storage devices 10-1 to 10-3 (kW / The target value PR of h) is received from a vehicle ECU (not shown). In addition, charging ECU 46 receives a signal SEL indicating which of first power storage devices 10-1 to 10-3 is charged by charger 42 from the vehicle ECU. That is, in the first embodiment, first to third power storage devices 10-1 to 10-3 are sequentially charged in a predetermined order.

  When charging first power storage device 10-1 is performed, signal CH1 is output from charging ECU 46 to MG-ECU 40, and charger 42 sequentially passes second converter 12-2 and first converter 12-1. Thus, first and second converters 12-1 and 12-2 operate so that electric power flows to first power storage device 10-1. Here, the auxiliary machine 22 is connected between the first power storage device 10-1 and the first converter 12-1. When the first power storage device 10-1 is charged, the auxiliary machine 22 is connected. Operates with electric power supplied from the charger 42. On the other hand, when the second power storage device 10-2 or the third power storage device 10-3 is charged, the auxiliary machine 22 receives supply of power from the first power storage device 10-1.

  And charge ECU46 produced | generated electric power command value CHPW which shows the target value of the output electric power of the charger 42 at the time of the 1st-3rd electrical storage apparatus 10-1 to 10-3 charging by the external power supply 48, and produced | generated it. Power command value CHPW is output to charger 42.

  Here, charging ECU 46 receives detected values of voltages VB1 to VB3, VL1, VL2, and VH and currents IB1 to IB3 and IL, and is actually supplied to first to third power storage devices 10-1 to 10-3. The power command value CHPW of the charger 42 is feedback-corrected based on each detected value by a method described later so that the charging power to be matched with the target value PR. That is, in the first embodiment, not only the charger 42 is controlled so that the output power of the charger 42 matches the target value, but also the actual charging power of the power storage device matches the target value. The power command value CHPW is feedback corrected based on the state of the power storage device. Thereby, the charging power of first to third power storage devices 10-1 to 10-3 can be reliably matched with target value PR.

  FIG. 2 is a schematic configuration diagram of first and second converters 12-1 and 12-2 shown in FIG. In addition, since the structure and operation | movement of each converter are the same, below, the structure and operation | movement of the 1st converter 12-1 are demonstrated. Referring to FIG. 2, first converter 12-1 includes a chopper circuit 13-1, a positive bus LN1A, a negative bus LN1C, a wiring LN1B, and a smoothing capacitor C1. Chopper circuit 13-1 includes switching elements Q1A and Q1B, diodes D1A and D1B, and an inductor L1.

  Positive bus LN1A has one end connected to the collector of switching element Q1B and the other end connected to main positive bus MPL. Negative bus LN1C has one end connected to negative electrode line NL1 and the other end connected to main negative bus MNL.

  Switching elements Q1A and Q1B are connected in series between negative bus LN1C and positive bus LN1A. Specifically, the emitter of switching element Q1A is connected to negative bus LN1C, and the collector of switching element Q1B is connected to positive bus LN1A. Diodes D1A and D1B are connected in antiparallel to switching elements Q1A and Q1B, respectively. Inductor L1 is connected between a connection node of switching elements Q1A and Q1B and wiring LN1B.

  Line LN1B has one end connected to positive electrode line PL1 and the other end connected to inductor L1. Smoothing capacitor C1 is connected between line LN1B and negative bus LN1C, and reduces the AC component included in the DC voltage between line LN1B and negative bus LN1C.

  The chopper circuit 13-1 is bidirectional between the first power storage device 10-1 (FIG. 1) and the main positive bus MPL and the main negative bus MNL in response to a signal PWC 1 from the MG-ECU 40 (FIG. 1). DC voltage conversion is performed. Signal PWC1 includes a signal PWC1A for controlling on / off of switching element Q1A constituting the lower arm element and a signal PWC1B for controlling on / off of switching element Q1B constituting the upper arm element. The MG-ECU 40 controls the duty ratio (on / off period ratio) of the switching elements Q1A and Q1B within a certain duty cycle (the sum of the on period and the off period).

  When switching elements Q1A and Q1B are controlled so that the on-duty of switching element Q1A is increased (since switching elements Q1A and Q1B are complementarily turned on / off except for the dead time period, switching element Q1B is turned on The duty decreases, and the amount of pump current flowing from the first power storage device 10-1 to the inductor L1 increases, and the electromagnetic energy accumulated in the inductor L1 increases. As a result, the amount of current discharged from the inductor L1 to the main positive bus MPL via the diode D1B at the timing when the switching element Q1A transitions from the on state to the off state increases, and the voltage of the main positive bus MPL increases.

  On the other hand, when switching elements Q1A and Q1B are controlled so as to increase the on-duty of switching element Q1B (the on-duty of switching element Q1A decreases), the main positive bus MPL passes through switching element Q1B and inductor L1. Since the amount of current flowing to first power storage device 10-1 increases, the voltage of main positive bus MPL decreases.

  Thus, by controlling the duty ratio of switching elements Q1A and Q1B, the voltage of main positive bus MPL can be controlled, and the current that flows between first power storage device 10-1 and main positive bus MPL The direction of (power) and the amount of current (power amount) can be controlled.

  FIG. 3 is a schematic configuration diagram of the charger 42 shown in FIG. 1. Referring to FIG. 3, charger 42 includes a filter 81, an AC / DC converter 82, a smoothing capacitor 83, a DC / AC converter 84, an insulating transformer 85, and a rectifier 86. Charger 42 further includes voltage sensors 91, 93, 94, current sensors 92, 95, and a microcomputer 88.

  Filter 81 is provided between vehicle inlet 44 (FIG. 1) and AC / DC converter 82, and when first to third power storage devices 10-1 to 10-3 are charged by external power supply 48 (FIG. 1). The high frequency noise is prevented from being output from the vehicle inlet 44 to the external power supply 48. The AC / DC converter 82 is composed of a single-phase bridge circuit. The AC / DC converter 82 converts AC power supplied from the external power supply 48 into DC power based on a drive signal from the microcomputer 88 and outputs the DC power to the positive line PLC and the negative line NLC. Smoothing capacitor 83 is connected between positive line PLC and negative line NLC, and reduces the power fluctuation component contained between positive line PLC and negative line NLC.

  The DC / AC converter 84 is composed of a single-phase bridge circuit. The DC / AC conversion unit 84 converts the DC power supplied from the positive line PLC and the negative line NLC into high frequency AC power based on the drive signal from the microcomputer 88 and outputs the high frequency AC power to the insulation transformer 85. Insulating transformer 85 includes a core made of a magnetic material, and a primary coil and a secondary coil wound around the core. The primary coil and the secondary coil are electrically insulated and connected to the DC / AC converter 84 and the rectifier 86, respectively. Insulation transformer 85 converts high-frequency AC power received from DC / AC converter 84 into a voltage level corresponding to the turn ratio of the primary coil and the secondary coil, and outputs the voltage level to rectifier 86. Rectifying unit 86 rectifies the AC power output from insulation transformer 85 into DC power and outputs the DC power to positive line PL2 and negative line NL2.

  Voltage sensor 91 detects the voltage of external power supply 48 after filter 81 and outputs the detected value to microcomputer 88. Current sensor 92 detects a current supplied from external power supply 48 and outputs the detected value to microcomputer 88. Voltage sensor 93 detects the voltage between positive line PLC and negative line NLC, and outputs the detected value to microcomputer 88. The voltage sensor 94 detects the voltage on the output side of the rectifying unit 86 and outputs the detected value to the microcomputer 88. The current sensor 95 detects the current output from the rectifying unit 86 and outputs the detected value to the microcomputer 88.

  The microcomputer 88 uses the voltage sensors 91, 93, 94 and the current sensors 92, 95 so that the output power of the charger 42 calculated based on the detection values of the voltage sensor 94 and the current sensor 95 matches the power command value CHPW. A drive signal for driving the AC / DC conversion unit 82 and the DC / AC conversion unit 84 is generated based on each detected value. Then, the microcomputer 88 outputs the generated drive signal to the AC / DC converter 82 and the DC / AC converter 84.

  FIG. 4 is a functional block diagram of charge ECU 46 shown in FIG. Referring to FIG. 4, charge ECU 46 includes power calculation units 52 and 56, a subtraction unit 53, a first feedback (FB) control unit 54, a second feedback (FB) control unit 58, a limiter 60, Adders 62 and 64 are included.

  When the first power storage device 10-1 is charged by the charger 42, the power calculation unit 52 calculates the charging power of the first power storage device 10-1 based on the detected values of the voltage VB1 and the current IB1, and The calculation result is output to the subtraction unit 53. Note that charging of first power storage device 10-1 by charger 42 is determined by a signal SEL received from a vehicle ECU (not shown). Further, when charging of second power storage device 10-2 is performed by charger 42, power calculation unit 52 calculates the charging power of second power storage device 10-2 based on the detected values of voltage VB2 and current IB2. The calculation result is output to the subtraction unit 53. In addition, when the battery 42 charges the third power storage device 10-3, the power calculation unit 52 calculates the charging power of the third power storage device 10-3 based on the detected values of the voltage VB3 and the current IB3. The calculation result is output to the subtraction unit 53.

  Subtraction unit 53 calculates charging power calculated by power calculation unit 52 from target value PR of charging power (kW / h) of first power storage devices 10-1 to 10-3 received from the vehicle ECU (not shown). The value is subtracted and the calculation result is output to the first FB control unit 54. Note that the target value PR may be different or the same for each of the first power storage devices 10-1 to 10-3.

  The first FB control unit 54 performs a proportional-integral calculation (PI control) using the deviation between the target value PR of the charging power (kW / h) received from the subtracting unit 53 and the actual value as a control input (PI control), and the calculation result is a first FB compensation. The quantity is output to the adder 62. Adder 62 adds the first FB compensation amount received from first FB controller 54 to target value PR, and outputs the calculation result to adder 64.

  On the other hand, when battery charger 42 charges first power storage device 10-1, power calculation unit 56 uses the detected value of voltage VL 2 received from voltage sensor 18-2 and the detected value of current IL received from current sensor 19. Based on this, the output power PS (kW / h) of the charger 42 is calculated, and the calculation result is output to the second FB control unit 58. As described above, charging of first power storage device 10-1 by charger 42 is determined by signal SEL.

  When the first power storage device 10-1 is charged by the charger 42, the second FB control unit 58 performs a differentiation operation using the output power PS of the charger 42 received from the power calculation unit 56 as a control input (D control). The calculation result is output to the limiter 60 as the second FB compensation amount. When the second FB compensation amount received from the second FB control unit 58 exceeds a predetermined upper / lower limit value, the limiter 60 limits the second FB compensation amount to the upper / lower limit value and outputs the second FB compensation amount to the addition unit 64.

  Then, the adding unit 64 adds the second FB compensation amount output from the limiter 60 to the output from the adding unit 62 obtained by adding the first FB compensation amount to the target value PR, and charges the calculation result as the power command value CHPW. Output to the device 42.

  In the charging ECU 46, the first FB control unit 54 performs feedback control so that the charging power (kW / h) of the first power storage devices 10-1 to 10-3 matches a predetermined target value PR.

  Further, in this charging ECU 46, in addition to the first FB control unit 54, a second FB control unit 58 based on the output power PS of the charger 42 is added. That is, in the first embodiment, auxiliary machine 22 is connected between first power storage device 10-1 and first converter 12-1 (FIG. 1), and the load on auxiliary machine 22 fluctuates. The charging power of one power storage device 10-1 is also affected. Here, when the load of the auxiliary machine 22 changes suddenly, there is a possibility that sufficient controllability may not be obtained by the first FB control unit 54 of the integration system based on the charging power of the first power storage device 10-1. In the first embodiment, a second differential FB control unit 58 based on the output power PS of the charger 42 is additionally provided. Thereby, even if the load of auxiliary machine 22 changes suddenly when charging first power storage device 10-1, the deviation between the charging power of first power storage device 10-1 and target value PR can be made sufficiently small.

  In Embodiment 1, when charger 42 charges second and third power storage devices 10-2, 10-3, auxiliary machine 22 receives power from first power storage device 10-1. Since the supply is received, the charging power of the second and third power storage devices 10-2 and 10-3 does not fluctuate even if the load of the auxiliary machine 22 fluctuates, and the feedback control by the second FB control unit 58 is unnecessary.

  FIG. 5 is a flowchart for illustrating charging control by the charging ECU 46 shown in FIG. The process of this flowchart is called from the main routine and executed every certain time or every time a predetermined condition is satisfied.

  Referring to FIG. 5, charging ECU 46 determines whether or not auxiliary machine 22 is driven by the electric power supplied from charger 42 (step S10). In the first embodiment, auxiliary machine 22 is connected to positive line PL1 and negative line NL1 to which first power storage device 10-1 is connected, and charger 42 includes second and third power storage devices 10-2, 10-3 is connected to positive electrode line PL2 and negative electrode line NL2. When the first power storage device 10-1 is charged by the charger 42, the auxiliary machine 22 operates by receiving power supplied from the charger 42, and the second power storage device 10-2 or the third power storage device is operated. When device 10-3 is charged, auxiliary device 22 operates by receiving power supplied from first power storage device 10-1. Therefore, in Embodiment 1, when charging first power storage device 10-1 by charger 42, it is determined that auxiliary device 22 is driven by the electric power supplied from charger 42, and second power storage When device 10-2 or third power storage device 10-3 is charged, it is determined that auxiliary device 22 is not driven by the power supplied from charger 42.

  If it is determined in step S10 that the auxiliary machine 22 is not driven by the electric power supplied from the charger 42 (NO in step S10), the charging ECU 46 determines the second power storage device 10-2 or the third power storage device to be charged. The charging power of 10-3 is calculated (step S20). Specifically, when charging of second power storage device 10-2 is performed, charging ECU 46 determines second power storage device 10-2 based on the detected values of voltage VB2 and current IB2 of second power storage device 10-2. When the third power storage device 10-3 is charged, the charging ECU 46 determines the third power storage device 10 based on the detected values of the voltage VB3 and the current IB3 of the third power storage device 10-3. -3 charging power is calculated.

  Then, the charging ECU 46 calculates the first FB compensation amount (PI control) of the power command value CHPW by the above-described method so that the charging power of the power storage device to be charged calculated in step S20 matches the target value PR. (Step S30).

  On the other hand, when it is determined in step S10 that auxiliary machine 22 is driven by the power supplied from charger 42 (YES in step S10), charging ECU 46 calculates the charging power of first power storage device 10-1. (Step S60). Specifically, charging ECU 46 calculates the charging power of first power storage device 10-1 based on the detected values of voltage VB1 and current IB1 of first power storage device 10-1.

  Then, the charging ECU 46 uses the above-described method to compensate the first FB compensation amount (PI control) of the power command value CHPW so that the charging power of the first power storage device 10-1 calculated in step S60 matches the target value PR. Is calculated (step S70).

  Further, the charging ECU 46 calculates the output power PS of the charger 42 (step S80). Specifically, the charging ECU 46 outputs the output power PS of the charger 42 based on the detected value of the voltage VL2 received from the voltage sensor 18-2 (FIG. 1) and the detected value of the current IL received from the current sensor 19 (FIG. 1). Is calculated.

  Then, the charging ECU 46 calculates the second FB compensation amount (D control) of the power command value CHPW by the method described above based on the output power PS of the charger 42 calculated in step S80 (step S90).

  Thereafter, the charging ECU 46 feedback corrects the power command value CHPW using the first FB compensation amount calculated in step S30, or the first FB compensation amount calculated in step S70 and the second FB compensation amount calculated in step S90, The corrected power command value CHPW is output to the charger 42 (step S50).

  As described above, in the first embodiment, the charger 42 is operable so that the output power matches the power command value CHPW given from the charging ECU 46. Then, charging power supplied to the power storage device is detected, and power command value CHPW is feedback-compensated by first FB control unit 54 based on the detected charging power so that charging power matches target value PR. As a result, even if an electrical load such as the auxiliary machine 22 is connected to the charging path from the charger 42 to the power storage device, the charging power to the power storage device matches the desired target value PR. Therefore, according to the first embodiment, the charging power of the power storage device can be managed with high accuracy.

  Further, the second FB control unit 58 based on the output power PS functions in the charger 42 against a sudden load change of the auxiliary machine 22. Therefore, according to this Embodiment 1, even if the sudden load fluctuation of the auxiliary machine 22 generate | occur | produces, the shift | offset | difference with the target value PR of charging power can be suppressed.

[Embodiment 2]
In the first embodiment, the deviation between the output power of charger 42 and the charging power of first power storage device 10-1 due to power consumption of auxiliary machine 22 is controlled by first FB control unit 54. In the second embodiment, the power consumption of the auxiliary machine 22 is learned, and the learning result is added to the power command value CHPW.

  FIG. 6 is a functional block diagram of the charging ECU in the second embodiment. Referring to FIG. 6, charging ECU 46 </ b> A further includes a power calculating unit 66, an auxiliary power learning unit 68, and an adding unit 70 in the configuration of charging ECU 46 in the first embodiment shown in FIG. 4.

  When the first power storage device 10-1 is charged by the charger 42, the power calculation unit 66 calculates the charging power PB1 of the first power storage device 10-1 based on the detected values of the voltage VB1 and the current IB1, The calculation result is output to auxiliary power learning unit 68. The charging of the first power storage device 10-1 by the charger 42 is determined by the signal SEL received from the vehicle ECU (not shown) as described above.

  Auxiliary power learning unit 68 receives output power PS (kW / h) of charger 42 from power calculation unit 56, and receives charging power PB 1 of first power storage device 10-1 from power calculation unit 66. Then, auxiliary power learning unit 68, when charger 42 charges first power storage device 10-1, causes deviation between output power PS of charger 42 and charge power PB1 of first power storage device 10-1. That is, the power consumption of the auxiliary machine 22 is learned, and the learning result is output to the adding unit 70. Prior to charging of the first power storage device 10-1 from the charger 42, power is supplied from the first power storage device 10-1 to the auxiliary machine 22, and based on the output power of the first power storage device 10-1 at that time. Thus, the power consumption of the auxiliary machine 22 may be learned.

  Adder 70 adds the learned value from auxiliary power learning unit 68 to the output from limiter 60 and adds the calculation result when charger 42 charges first power storage device 10-1. To the unit 64. The remaining configuration of charge ECU 46A is the same as that of charge ECU 46 shown in FIG.

  FIG. 7 is a flowchart for illustrating charging control by charging ECU 46A in the second embodiment. The processing of this flowchart is also called from the main routine and executed every certain time or every time a predetermined condition is satisfied.

  Referring to FIG. 7, this flowchart further includes steps S40, S100, and S110 in the flowchart shown in FIG. 5, and includes step S55 instead of step S50. That is, when the first FB compensation amount (PI control) of power command value CHPW is calculated in step S30, charging ECU 46A sets zero to the power consumption learning value of auxiliary machine 22 (step S40). Thereafter, the charging ECU 46A moves the process to step S55.

  When the second FB compensation amount (D control) of power command value CHPW is calculated in step S90, charging ECU 46A determines the difference between output power PS of charger 42 and charging power PB1 of first power storage device 10-1. A value is calculated (step S100). Next, the charging ECU 46A learns the power consumption of the auxiliary machine 22 based on the calculated difference value (step S110).

  Then, the charging ECU 46A feedback corrects the power command value CHPW with the first FB compensation amount calculated in step S30, or the first FB compensation amount calculated in step S70, the second FB compensation amount calculated in step S90, and The power command value CHPW is feedback-corrected by the power consumption learning value of the auxiliary machine 22 calculated in step S110, and the corrected power command value CHPW is output to the charger 42 (step S55).

  As described above, in the second embodiment, the power consumption of the auxiliary machine 22 is learned, and the learning result is added to the power command value CHPW, so that the control burden on the first FB control unit 54 is reduced. Therefore, according to the second embodiment, the gain of the first FB control unit 54 can be increased, and the followability of the charging power to the target value PR by the first FB control unit 54 is improved.

  In each of the above embodiments, the first FB control unit 54 performs proportional integral control (PI control) based on the deviation between the target value and the actual value of the charging power. However, the first FB control unit 54 The control logic is not limited to PI control, and other control logic having an integral term may be applied.

  In each of the above embodiments, the second FB control unit 58 performs differential control (D control) based on the output power PS of the charger 42. However, the control logic of the second FB control unit 58 is: It is not limited to such differential control. For example, the deviation between the value obtained by adding a fixed value corresponding to the power used by auxiliary equipment to the charging power of the first power storage device 10-1 and the output power PS of the charger 42. Proportional control (P control), differential control, or the like may be applied.

  Further, in each of the above embodiments, auxiliary machine 22 is connected to positive line PL1 and negative line NL1 to which first power storage device 10-1 is connected, and charger 42 is connected to the second and third power storage devices. Although connected to the positive electrode line PL2 and the negative electrode line NL2 to which 10-2 and 10-3 are connected, the connection location of the auxiliary machine 22 and the charger 42 is not limited to this. Auxiliary machine 22 may be connected to positive electrode line PL2 and negative electrode line NL2, and charger 42 may be connected to positive electrode line PL1 and negative electrode line NL1.

  In the above, hybrid vehicle 100 includes three first to third power storage devices 10-1 to 10-3, and includes two first and second converters 12-1 and 12-2. However, the configurations of the power storage device and the converter are not limited to this. For example, the present invention can be applied to a system that does not include third power storage device 10-3, and does not include second and third power storage devices 10-2 and 10-3 and second converter 12-2. The present invention can also be applied to a system in which the charger 42 is connected to the positive line PL1 and the negative line NL1.

  In the above description, the series / parallel type hybrid vehicle in which the power of the engine 36 is divided by the power split device 34 and can be transmitted to the drive wheels 38 and the first MG 32-1 has been described. It can also be applied to hybrid vehicles. For example, a so-called series-type hybrid vehicle that uses the engine 36 only to drive the first MG 32-1 and generates the driving force of the vehicle only by the second MG 32-2, or regenerative energy among the kinetic energy generated by the engine 36. The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered as an electric energy, a motor assist type hybrid vehicle in which a motor assists the engine as necessary, and the like.

  The present invention can also be applied to an electric vehicle that does not include the engine 36 and runs only by electric power, and a fuel cell vehicle that further includes a fuel cell as a power source in addition to a power storage device.

  In the above, charging ECUs 46 and 46A correspond to the “charging control device” in the present invention, and voltage sensors 14-1 to 14-3 and current sensors 16-1 to 16-3 correspond to “charging power” in the present invention. The “detection unit” is formed. The first FB control unit 54 corresponds to the “first feedback compensation unit” in the present invention. Furthermore, voltage sensor 18-2 and current sensor 19 form a “power detection unit” in the present invention, and second FB control unit 58 corresponds to a “second feedback compensation unit” in the present invention.

  Further, first power storage device 10-1 corresponds to “first power storage unit” in the present invention, and second and third power storage devices 10-2 and 10-3 are connected to “second storage” in the present invention. A power storage unit ”is formed. Furthermore, second inverter 30-2 and second MG 32-2 form a “driving force generating portion” in the present invention, and first and second converters 12-1 and 12-2 are “first drive” in the present invention. 1 and second voltage converter ".

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to the present invention. It is a schematic block diagram of the 1st and 2nd converter shown in FIG. It is a schematic block diagram of the charger shown in FIG. It is a functional block diagram of charge ECU shown in FIG. 3 is a flowchart for illustrating charge control by a charge ECU shown in FIG. 1. FIG. 9 is a functional block diagram of a charging ECU in a second embodiment. 6 is a flowchart for illustrating charge control by a charge ECU in the second embodiment.

Explanation of symbols

  10-1 to 10-3 power storage device, 11-1 to 11-3 SMR, 12-1, 12-2 converter, 13-1 chopper circuit, 14-1 to 14-3, 18-1, 18-2, 20, 91, 93, 94 Voltage sensor, 16-1 to 16-3, 19, 92, 95 Current sensor, 22 Auxiliary machine, 30-1, 30-2 Inverter, 32-1, 32-2 MG, 34 Power Dividing device, 36 engine, 38 driving wheel, 40 MG-ECU, 42 charger, 44 vehicle inlet, 46, 46A charging ECU, 48 external power source, 52, 56, 66 power calculation unit, 53 subtraction unit, 54 1st FB control Unit, 58 second FB control unit, 60 limiter, 62, 64, 70 addition unit, 68 auxiliary power learning unit, 81 filter, 82 AC / DC conversion unit, 83, C, C1 smoothing capacitor, 8 DC / AC converter, 85 insulation transformer, 86 rectifier, 88 microcomputer, PL1, PL2, PLC positive wire, NL1, NL2, NLC negative wire, MPL main positive bus, MNL main negative bus, LN1A positive bus, LN1C negative bus , LN1B wiring, Q1A, Q1B switching element, D1A, D1B diode, L1 inductor.

Claims (18)

A vehicle charging system capable of charging an in-vehicle power storage device that stores electric power for vehicle driving from a power source outside the vehicle,
A charger configured to charge the power storage device by converting the power supplied from the power source,
The charger is operable so that output power coincides with a given power command value, and further generates a power command value and outputs the power command value to the charger; and
A charging power detector for detecting charging power supplied to the power storage device,
The charging control device compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches a target value. A vehicle charging system including a feedback compensation unit. A power detector for detecting the output power of the charger;
The vehicle includes an auxiliary device that operates using a part of the output power of the charger when the power storage device is charged by the charger.
2. The vehicle charging system according to claim 1, wherein the charging control device further includes a second feedback compensation unit that compensates the power command value based on a change in output power detected by the power detection unit.   The vehicle charging system according to claim 2, wherein the second feedback compensation unit includes a differential compensation term.   The vehicle charging system according to claim 1, wherein the first feedback compensation unit includes an integral compensation term. A vehicle charging system capable of charging an in-vehicle power storage device that stores electric power for vehicle driving from a power source outside the vehicle,
The vehicle is
First and second power storage units;
A driving force generating unit that generates a traveling driving force using electric power supplied from at least one of the first and second power storage units;
First and second voltage converters provided corresponding to the first and second power storage units, respectively, and connected in parallel to power lines connected to the driving force generation unit,
The charging system is
Connected between the second power storage unit and the second voltage converter, and configured to charge the first power storage unit and the second power storage unit by converting the power supplied from the power source. Equipped with a charger,
The charger is operable so that output power coincides with a given power command value, and further generates a power command value and outputs the power command value to the charger; and
A charging power detection unit that detects charging power supplied to the first and second power storage units;
The charging control device compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches a target value. A vehicle charging system including a feedback compensation unit. The vehicle further includes an auxiliary device connected between the first power storage unit and the first voltage converter,
The charging system further includes a power detection unit that detects output power of the charger,
The charging control device outputs the output detected by the power detection unit when the first power storage unit is charged through the second voltage converter, the power line, and the first voltage converter sequentially. The vehicle charging system according to claim 5, further comprising a second feedback compensation unit that compensates the power command value based on a change in power. An electric vehicle capable of charging a power storage device for storing electric power for vehicle travel from a power source outside the vehicle,
A charger configured to charge the power storage device by converting the power supplied from the power source,
The charger is operable so that output power coincides with a given power command value, and further generates a power command value and outputs the power command value to the charger; and
A charging power detector for detecting charging power supplied to the power storage device,
The charging control device compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches a target value. An electric vehicle including a feedback compensation unit. An auxiliary machine that operates using part of the output power of the charger when charging the power storage device by the charger;
A power detector for detecting the output power of the charger;
The electric vehicle according to claim 7, wherein the charge control device further includes a second feedback compensation unit that compensates the power command value based on a change in output power detected by the power detection unit.   The electric vehicle according to claim 8, wherein the second feedback compensation unit includes a differential compensation term.   The electric vehicle according to claim 7, wherein the first feedback compensation unit includes an integral compensation term. An electric vehicle capable of charging a power storage device for storing electric power for vehicle travel from a power source outside the vehicle,
First and second power storage units;
A driving force generating unit that generates a traveling driving force using electric power supplied from at least one of the first and second power storage units;
First and second voltage converters provided corresponding to the first and second power storage units respectively and connected in parallel to power lines connected to the driving force generation unit;
Connected between the second power storage unit and the second voltage converter, and configured to charge the first power storage unit and the second power storage unit by converting the power supplied from the power source. With a charger,
The charger is operable so that output power coincides with a given power command value, and further generates a power command value and outputs the power command value to the charger; and
A charging power detection unit that detects charging power supplied to the first and second power storage units;
The charging control device compensates the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches a target value. An electric vehicle including a feedback compensation unit. An auxiliary machine connected between the first power storage unit and the first voltage converter;
A power detector for detecting the output power of the charger;
The charging control device outputs the output detected by the power detection unit when the first power storage unit is charged through the second voltage converter, the power line, and the first voltage converter sequentially. The electric vehicle according to claim 11, further comprising a second feedback compensation unit that compensates the power command value based on a change in power. A vehicle charge control method capable of charging an in-vehicle power storage device that stores power for driving a vehicle from a power source external to the vehicle, wherein the vehicle converts the power supplied from the power source into a voltage and charges the power storage device A charger configured to operate, wherein the charger is operable to match the output power to a given power command value;
Detecting charging power supplied to the power storage device;
Compensating the power command value based on the detected charging power so that the detected charging power matches a target value. The vehicle further includes an auxiliary device that operates using part of the output power of the charger when the power storage device is charged by the charger.
Detecting the output power of the charger;
The vehicle charge control method according to claim 13, further comprising a step of compensating the power command value based on the detected change in output power.   The vehicle charge control method according to claim 14, wherein differential compensation is executed in the step of compensating the power command value based on the change in the output power.   The vehicle charge control method according to claim 13, wherein integral compensation is executed in the step of compensating the power command value based on the charge power. A vehicle charge control method capable of charging an in-vehicle power storage device that stores electric power for vehicle travel from a power source outside the vehicle,
The vehicle is
First and second power storage units;
A driving force generating unit that generates a traveling driving force using electric power supplied from at least one of the first and second power storage units;
First and second voltage converters provided corresponding to the first and second power storage units respectively and connected in parallel to power lines connected to the driving force generation unit;
Connected between the second power storage unit and the second voltage converter, and configured to charge the first power storage unit and the second power storage unit by converting the power supplied from the power source. Including a charger,
The charger is operable so that the output power matches a given power command value,
The charge control method is
Detecting charging power supplied to the first and second power storage units;
Compensating the power command value based on the charging power detected by the charging power detection unit so that the charging power detected by the charging power detection unit matches a target value. Method. The vehicle further includes an auxiliary device connected between the first power storage unit and the first voltage converter,
The charge control method is
Detecting the output power of the charger;
When charging of the first power storage unit is sequentially performed through the second voltage converter, the power line, and the first voltage converter, based on a change in output power detected by the power detection unit. The vehicle charge control method according to claim 17, further comprising a step of compensating the power command value.

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