JP2013143788A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle which combines both insulation and efficiency when an on-vehicle power storage device transmits electric power to and from an electric equipment outside the vehicle.SOLUTION: A power converter 50 includes a first cableway, a second cableway, and a relay. The first cableway transmits electric power while electrically insulating between a terminal 75 and the power storage device 10. The second cableway transmits electric power while electrically connecting between the terminal 75 and the power storage device 10. The relay selects the first cableway when an electric load 28 operates, and selects the second cableway when the operation of the electric load 28 stops.

Description

  The present invention relates to a vehicle, and more particularly, to a vehicle including a power storage device that transmits electric power to / from an electric device outside the vehicle.

  In a vehicle such as an electric vehicle or a hybrid vehicle that drives a motor for driving a vehicle with electric power from a power storage device typified by a secondary battery, the on-vehicle power storage device is powered by a power source outside the vehicle (hereinafter also simply referred to as “external power source”). A configuration for charging the battery has been proposed. Hereinafter, charging of the power storage device by the external power supply is also referred to as “external charging”.

  Japanese Patent Laying-Open No. 2011-055684 (Patent Document 1) discloses performing external charging using a non-insulating charging device in a vehicle equipped with a power storage device that can be charged by an external power source. At this time, the system main relay inserted on the path connecting the power storage device and the PCU is released. Thereby, the insulation between PCU and an external power supply can be ensured at the time of external charging.

JP 2011-055684 A JP 2009-20170 A JP 2009-225587 A

  In Japanese Patent Application Laid-Open No. 2011-055684, an electric load is electrically disconnected from the circuit system of the charging device by opening a system main relay inserted on a path connecting the power storage device and the PCU during external charging. . For this reason, electric power cannot be supplied from the external power source to the electric load during external charging.

  On the other hand, an insulating charging device having an insulating transformer can electrically insulate between an external power source and an electric load when an electric load is connected to the circuit system of the charging device. For this reason, when supplying electric power from the external power supply to the electric load, it is possible to ensure insulation between the electric load and the external power supply. However, when a charging device including an insulating transformer is used, there is a concern that the efficiency of external charging is reduced because power loss occurs in the insulating transformer.

  An object of the present invention is to provide a vehicle that achieves both insulation and efficiency when the in-vehicle power storage device transmits electric power to / from electrical equipment outside the vehicle.

  According to this invention, the vehicle includes a power storage device, a terminal, an electric load, and a power conversion device. The terminal is connected to an electric device outside the vehicle. The electric load is operated by the electric power of the power storage device. When power is supplied from an electrical device, the power conversion device transmits power from the electrical device to the power storage device to charge the power storage device and supplies power to the electrical device. The power storage device is discharged by transmitting to an electric device. The power conversion device includes a first electric circuit, a second electric circuit, and a first switch. The first electric circuit transmits power by electrically insulating the terminal and the power storage device. The second electric circuit transmits power by electrically connecting the terminal and the power storage device. The first switch selects the first electric circuit when the electric load operates, and selects the second electric circuit when the operation of the electric load stops.

  Preferably, the electric load includes an air conditioner for adjusting the temperature inside the vehicle. The power conversion device controls the first switch so as to select the first electric circuit when the air conditioner operates.

  Preferably, the vehicle further includes a second switch connected between the power storage device and the electric load. The power converter controls the first switch so as to select the first electric circuit when the second switch is closed, and controls the first switch so as to select the second electric circuit when the second switch is opened. To do.

  Preferably, the power conversion device includes an insulating transformer, a first power conversion unit, a second power conversion unit, and a third power conversion unit. The insulating transformer transmits electrical energy between the primary side and the secondary side by electromagnetic induction. The first power converter transmits power in both directions between the terminal and the first positive line and the first negative line. The second power conversion unit transmits power bidirectionally between the first positive electrode line and the first negative electrode line and the primary side of the insulating transformer. The third power conversion unit transmits power bidirectionally between the secondary side of the insulating transformer and the second positive electrode line and the second negative electrode line. The first switch has a first switch element and a second switch element. The first opening / closing element is connected between the first positive electrode line and the second positive electrode line. The second opening / closing element is connected between the first negative electrode line and the second negative electrode line. The first opening / closing element and the second opening / closing element are opened when the first electric circuit is selected, and are closed when the second electric circuit is selected.

  More preferably, the power conversion device further includes a booster circuit that boosts the voltage between the first positive electrode line and the first negative electrode line to a voltage equal to or higher than the voltage of the electrical device.

  More preferably, the third power conversion unit is configured to be able to boost the voltage between the second positive electrode line and the second negative electrode line to a voltage equal to or higher than the voltage of the power storage device.

  In the present invention, when operating an electric load mounted on a vehicle, the power conversion device electrically insulates between the terminal and the power storage device and transmits power. Thereby, when supplying electric power from an external power supply to an electric load, it is possible to ensure insulation between the electric load and the external power supply. On the other hand, when stopping the operation of the electric load, the power conversion device electrically transmits the power by electrically connecting the terminal and the power storage device. Thereby, the loss in a power converter device can be reduced and efficiency can be improved. Therefore, according to the present invention, it is possible to achieve both insulation and efficiency when the in-vehicle power storage device transmits electric power to / from an electric device outside the vehicle.

1 is an overall configuration diagram of a vehicle according to a first embodiment of the present invention. It is a circuit diagram which shows the structural example of the power converter device shown in FIG. It is a flowchart for demonstrating control of the power converter device performed with the control apparatus shown in FIG. It is a chart for demonstrating operation | movement of the power converter device in the vehicle by Embodiment 1 of this invention. It is a circuit diagram which shows the structural example of the power converter device in the vehicle by Embodiment 2 of this invention. FIG. 6 is a waveform diagram for explaining the operation of the PFC circuit shown in FIG. 5. It is a chart for demonstrating operation | movement of the power converter device in the vehicle by Embodiment 2 of this invention.

  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 configuration diagram of a vehicle according to Embodiment 1 of the present invention. Referring to FIG. 1, vehicle 100 includes a power storage device 10, system main relays SMR1, SMR2, a drive unit PCU (Power Control Unit) 20, motor generators MG1, MG2, an engine 40, and a power split. Device 42, drive wheel 44, control device (hereinafter also referred to as ECU (Electronic Control Unit)) 30, electric load 28, power conversion device 50, terminal 75, and relays RY1 and RY2 are included.

  The power storage device 10 is a power storage element configured to be chargeable / dischargeable. The power storage device 10 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, and a power storage element such as an electric double layer capacitor.

  The positive electrode end and the negative electrode end of power storage device 10 are connected to PCU 20 for driving motor generators MG1, MG2 via system main relays SMR1, SMR2. Then, power storage device 10 supplies power for generating driving force of vehicle 100 to PCU 20. Power storage device 10 stores the electric power generated by motor generators MG1 and MG2. Furthermore, the power storage device 10 is charged with the electric power from the electric device 70 converted by the power conversion device 50. In addition, the power storage device 10 converts the discharged power by the power conversion device 50 and supplies it to the electrical device 70. Hereinafter, the discharge of the electric power of the power storage device 10 to the electric device 70 is also referred to as “external discharge”.

  System main relays SMR1, SMR2 are connected to positive line PL1 and negative line NL connecting power storage device 10 and PCU 20, respectively. System main relays SMR1 and SMR2 switch between power supply and cutoff between power storage device 10 and PCU 20 based on control signal SE1 from ECU 30.

  System main relays SMR <b> 1 and SMR <b> 2 are closed to operate PCU 20 and electric load 28 with the electric power of power storage device 10 when vehicle 100 is traveling.

  PCU 20 includes a converter 22, inverters 21-1, 21-2, and capacitors C1, C2.

  Converter 22 performs power conversion between power line pair PL1, NL and power line pair PL2, NL based on control signal PWC from ECU 30.

  Inverters 21-1, 21-2 are connected in parallel to power line pairs PL2, NL. Inverter 21-1 drives motor generator MG1 based on signal PWI1 from ECU 30. Inverter 21-2 drives motor generator MG2 based on signal PWI2 from ECU 30.

  Motor generators MG1 and MG2 are AC motors, for example, permanent magnet type synchronous motors including a rotor in which permanent magnets are embedded. Motor generators MG1 and MG2 are coupled to power split device 42. Power split device 42 includes a planetary gear (not shown). Although not shown, the planetary gear includes 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 a crankshaft (not shown) of the engine 40. The sun gear is coupled to the rotation shaft of motor generator MG1. The ring gear is connected to the rotation shaft of motor generator MG2 and drive wheel 44. The power split device 42 divides the power generated by the engine 40 into power for a path transmitted to the drive wheels 44 and power for a path transmitted to the motor generator MG1.

  Motor generator MG1 generates electric power using the power of engine 40 divided by power split device 42. For example, when SOC (State Of Charge) indicating the state of charge of power storage device 10 decreases, engine 40 is started and motor generator MG1 generates power. Then, the generated power is supplied to the power storage device 10.

  On the other hand, motor generator MG2 generates driving force using at least one of the electric power supplied from power storage device 10 and the electric power generated by motor generator MG1. The driving force of motor generator MG2 is transmitted to driving wheels 44. When the vehicle is braked, the kinetic energy of the vehicle is transmitted from the drive wheel 44 to the motor generator MG2, and the motor generator MG2 is driven to operate the motor generator MG2. Thus, motor generator MG2 operates as a regenerative brake that converts kinetic energy of the vehicle into electric power and recovers it.

  Capacitor C1 is provided between positive electrode line PL1 and negative electrode line NL, and reduces voltage fluctuation between positive electrode line PL1 and negative electrode line NL. Capacitor C2 is provided between positive electrode line PL2 and negative electrode line NL, and reduces voltage fluctuation between positive electrode line PL2 and negative electrode line NL.

  The electric load 28 includes a DC / DC converter 23, an auxiliary machine load 25, and an electric air conditioner 26. Note that the electrical load 28 is not limited to the above configuration, and may include other devices that consume power.

  DC / DC converter 23 is connected to positive electrode line PL1 and negative electrode line NL. The DC / DC converter 23 converts the DC voltage supplied from the power storage device 10 into a voltage. The DC / DC converter 23 supplies a power supply current to the auxiliary load 25 and the ECU 30 via the power line pair P1, N1, and also supplies a charging current to the auxiliary battery 24. When system main relays SMR1 and SMR2 are opened and DC / DC converter 23 stops the voltage conversion operation, power is supplied from auxiliary battery 24 to auxiliary load 25 and ECU 30.

  Electric air conditioner 26 is connected to positive electrode line PL1 and negative electrode line NL. The electric air conditioner 26 air-conditions the interior of the vehicle 100 based on a control signal PWEC from the ECU 30. When pre-air conditioning for pre-conditioning the vehicle interior is performed before the vehicle system is activated, system main relays SMR1 and SMR2 are closed, and electric power is supplied from power storage device 10 or electric device 70 to electric air conditioner 26.

  Power conversion device 50 is connected to the positive electrode end and the negative electrode end of power storage device 10 via relays RY1, RY2. In addition, power conversion device 50 is connected to a terminal 75 provided in vehicle 100 through power lines ACL1 and ACL2. An electric device 70 outside the vehicle is connected to the terminal 75. The electric device 70 may be an external power source that supplies electric power or an electric load that consumes electric power. When power is supplied from electrical device 70, power conversion device 50 transmits power from electrical device 70 to power storage device 10 to charge power storage device 10. On the other hand, when power is supplied to the electrical device 70, the power conversion device 50 transmits power from the power storage device 10 to the electrical device 70 to discharge the power storage device 10. Specifically, power conversion device 50 converts AC power from electrical device 70 into DC power and charges power storage device 10. Further, the power conversion device 50 converts the DC power discharged by the power storage device 10 into AC power and supplies the AC power to the electrical device 70.

  The terminal 75 is connected to the power conversion device 50 by power lines ACL1 and ACL2. An electric device 70 outside the vehicle is connected to the terminal 75.

  Relays RY <b> 1 and RY <b> 2 switch between power supply and power interruption between power storage device 10 and power conversion device 50 based on control signal SE <b> 2 from ECU 30. Relays RY1 and RY2 are opened when the vehicle travels. On the other hand, relays RY1 and RY2 are closed when connected to electrical device 70.

  Although not shown in FIG. 1, the ECU 30 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer. The ECU 30 inputs signals from each sensor and outputs control signals to each device. 100 and each device are controlled. Note that these controls are not limited to software processing, and can be constructed and processed by dedicated hardware (electronic circuit).

  ECU 30 generates and outputs a control signal for driving PCU 20, power conversion device 50, DC / DC converter 23, and the like. ECU 30 also outputs control signals SE1 to SE4 for controlling system main relays SMR1 and SMR2 and relays RY1 to RY4.

  ECU 30 closes system main relays SMR1 and SMR2 while the vehicle travels, and opens relays RY1 and RY2. Thereby, each apparatus of the traveling system including the electric load 28 can be operated using the electric power of the power storage device 10. In addition, the power conversion system including power conversion device 50 can be completely disconnected from power storage device 10 and the traveling system.

  On the other hand, the ECU 30 closes the relays RY1 and RY2 during external charging. Thereby, the power storage device 10 can be charged with the power from the power conversion device 50. ECU 30 closes relays RY1 and RY2 during external discharge. Thereby, the power storage device 10 is discharged, and power can be supplied to the electrical device 70. On the other hand, even when the vehicle is stopped, relays RY1 and RY2 are opened except during external charging and external discharging. System main relays SMR1, SMR2 are closed or opened according to the vehicle state, specifically, depending on the state of power consumption in the traveling system in response to a user operation.

  The ECU 30 closes the system main relays SMR1 and SMR2 according to the user operation or the operating state (or power consumption) of the electric load 28 even during external charging or external discharging. For example, when the operation of the electric air conditioner is required or the power consumption of auxiliary load 25 increases, system main relays SMR1, SMR2 are closed.

  FIG. 2 is a circuit diagram illustrating a configuration example of the power conversion device 50 illustrated in FIG. 1. Referring to FIG. 2, power converter 50 includes filters 51 and 57, a first power converter 52, a second power converter 54, an insulating transformer 55, a third power converter 56, and a smoothing capacitor. Including C3 and C4.

  The filter 51 is connected between the positive electrode terminal 151p and the negative electrode terminal 151g and the first power converter 52. The positive terminal 151p and the negative terminal 151g are connected to an electric device 70 outside the vehicle via a terminal 75. The filter 57 is connected between the positive terminal 157p and the negative terminal 157g and the smoothing capacitor C4. Positive electrode terminal 157p and negative electrode terminal 157g are connected to power storage device 10 via relays RY1 and RY2.

  The first power conversion unit 52 has a full bridge circuit configured by power semiconductor switching elements Q1 to Q4. In the present embodiment, an IGBT (Insulated Gate Bipolar Transistor) is exemplified as a power semiconductor switching element (hereinafter also simply referred to as “switching element”), but a power MOS (Metal Oxide Semiconductor) transistor or a power Any switching element that can be turned on / off, such as a bipolar transistor, can be used. Anti-parallel diodes D1 to D4 are arranged for switching elements Q1 to Q4, respectively.

  The second power conversion unit 54 has a full bridge circuit configured by the switching elements Q7 to Q10. Antiparallel diodes D7 to D10 are connected to switching elements Q7 to Q10, respectively.

  Insulation transformer 55 has a primary side connected to the second power conversion unit and a secondary side connected to the third power conversion unit. The insulating transformer 55 electrically insulates the primary side and the secondary side, and transmits electric energy between the primary side and the secondary side by electromagnetic induction.

  The third power conversion unit 56 has a full bridge circuit configured by the switching elements Q12 to Q15. Antiparallel diodes D12 to D15 are connected to switching elements Q12 to Q15, respectively.

  Smoothing capacitor C3 is electrically connected between positive electrode line 153p and negative electrode line 153g. Smoothing capacitor C4 is electrically connected between positive electrode line 155p and negative electrode line 155g.

  The ECU 30 outputs a control signal PWE for controlling the first power conversion unit 52, the second power conversion unit 54, and the third power conversion unit 56 to the power conversion device 50.

  The power conversion device 50 is provided with relays RY3 and RY4. Opening / closing of relays RY3, RY4 is controlled by control signals SE3, SE4 from ECU 30. The relays RY3 and RY4 are described in detail below. The power conversion path (first electric circuit) and the “non-insulated charge mode” and “non-insulated discharge” in the “insulated charge mode” and “insulated discharge mode” are described in detail below. It is arrange | positioned so that switching with the power conversion path | route (2nd electric circuit) in a mode may be controlled.

  In the configuration example of FIG. 2, the relay RY3 is connected between the positive electrode line 153p and the positive electrode line 155p. Relay RY4 is connected between negative electrode line 153g and negative electrode line 155g. Thereby, when the relays RY3 and RY4 are opened, the first electric circuit passing through the insulating transformer 55 can be formed. On the other hand, when the relays RY3 and RY4 are closed, a second electric circuit that bypasses the insulating transformer 55 can be formed. As described above, by providing the relays RY3 and RY4, the first electric circuit and the second electric circuit can be switched. When relay RY3 is connected between positive line 153p and positive line 155p, and relay RY4 is connected between negative line 153g and negative line 155g, relays RY3 and RY4 are closed. No current flows through the insulation transformer 55. Thereby, the power conversion efficiency of the power converter device 50 can be improved.

  FIG. 3 is a flowchart for illustrating control of power conversion device 50 executed by ECU 30 shown in FIG. The processing routine of this flowchart from the main routine is executed every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIG. 3, when the process is started, ECU 30 determines in step (hereinafter, step is referred to as S) 100 whether external charging is being performed. If a positive determination is made in this process (YES in S100), the process proceeds to S110. On the other hand, if a negative determination is made in S100 (NO in S100), the process proceeds to S150.

  In S110, ECU 30 selects a charging mode for external charging. Specifically, it is determined whether or not the vehicle state requires insulation charging. For example, when pre-air conditioning is executed, ECU 30 determines that S110 is YES and selects the insulated charging mode when it is necessary to close system main relays SMR1 and SMR2 (S120). On the other hand, when system main relays SMR1 and SMR2 are opened because pre-air conditioning is not executed, ECU 30 determines S110 as NO and selects the non-insulated charging mode (S130).

  The ECU 30 opens the relays RY3 and RY4 when the insulated charging mode is selected (S122). As a result, a first electric circuit passing through the insulating transformer 55 is formed. On the other hand, when selecting the non-insulated charging mode, the ECU 30 closes the relays RY3 and RY4 (S132). As a result, a second electric circuit that bypasses the insulating transformer 55 is formed.

  In S150, ECU 30 determines whether or not external discharge is being performed. If a positive determination is made in this process (YES in S150), the process proceeds to S160.

  In S160, ECU 30 selects a discharge mode for external discharge. Specifically, it is determined whether or not the vehicle state requires an insulated discharge. For example, when pre-air-conditioning is executed, ECU 30 needs to close system main relays SMR1 and SMR2, and determines S160 as YES, and selects the insulated discharge mode (S170). On the other hand, when the system main relays SMR1 and SMR2 are opened because pre-air conditioning is not executed, the ECU 30 determines S160 as NO and selects the non-insulated discharge mode (S180).

  The ECU 30 opens the relays RY3 and RY4 when the insulated discharge mode is selected (S172). On the other hand, when selecting the non-insulated discharge mode, the ECU 30 closes the relays RY3 and RY4 (S182).

  FIG. 4 is a chart for illustrating the operation of power conversion device 50 in the vehicle according to the first embodiment of the present invention. With reference to FIG. 4 and FIG. 2, operation | movement of the power converter device 50 in insulation type charging mode is demonstrated.

  In the insulated charging mode, the first power converter 52 converts the AC voltage of the electric device 70 into the DC voltage vdc. The second power conversion unit 54 converts the DC voltage vdc into an AC voltage by on / off control of the switching elements Q7 to Q10, and outputs the AC voltage to the primary side of the insulating transformer 55. Since relays RY3 and RY4 are opened, the second power converter 54 and the third power converter 56 are electrically disconnected. Third power conversion unit 56 converts the AC voltage on the secondary side of insulation transformer 55 into a DC voltage and outputs the DC voltage to power storage device 10. Switching elements Q7 to Q10 are turned on / off so that the direct current or direct current voltage input to power storage device 10 follows the control command value.

  As described above, in the isolated charging mode, the power conversion device 50 transmits the electric power from the electric device 70 to the power storage device 10 through the power conversion path via the insulation transformer that ensures electrical insulation and transmits electric energy. Convert to charging power. As a result, external charging can be performed in a state where the electric device 70 is electrically insulated from the power storage device 10, so that the electric load 28 and the electric device 70 can be connected even when the system main relays SMR 1 and SMR 2 are closed. Insulation can be ensured reliably.

Next, the operation of the power conversion device 50 in the non-insulated charging mode will be described.
In the non-insulated charging mode, the first power converter 52 converts the AC voltage of the electrical device 70 into the DC voltage vdc. Since the relays RY3 and RY4 are closed, the positive electrode line 153p and the negative electrode line 153g bypass the insulating transformer 55 and are electrically connected to the positive electrode line 155p and the negative electrode line 155g. Therefore, transmission of electric energy by the insulating transformer 55 is not executed. Then, the second power converter 54 and the third power converter 56 are stopped. That is, switching elements Q7 to Q10 and switching elements Q12 to Q15 are fixed off.

  As described above, in the non-insulated charging mode, the power conversion device 50 bypasses the insulation transformer 55 and is separated from the electric device 70 by the power conversion path in which the electric device 70 and the power storage device 10 are electrically connected. Is converted into charging power for the power storage device 10. As a result, external charging can be performed with higher efficiency than in the insulating charging mode without causing loss in the insulating transformer 55. In particular, when insulation between power storage device 10 and electric load 28 is ensured by opening system main relays SMR1 and SMR2, electric load 28 and electric device 70 are applied by applying the non-insulated charging mode. It is possible to increase the efficiency of external charging while ensuring insulation between the two.

Next, operation | movement of the power converter device 50 in insulation type discharge mode is demonstrated.
In the insulated discharge mode, the third power conversion unit 56 converts the DC voltage of the power storage device 10 into an AC voltage by on / off control of the switching elements Q12 to Q15, and outputs it to the secondary side of the insulation transformer 55. Since relays RY3 and RY4 are opened, the second power converter 54 and the third power converter 56 are electrically disconnected. The second power converter 54 converts the primary side AC voltage of the insulating transformer 55 into a DC voltage. The first power conversion unit 52 converts the DC voltage of the positive electrode line 153p and the negative electrode line 153g into an AC voltage and outputs the AC voltage to the electric device 70 by the on / off control of the switching elements Q1 to Q4. Switching elements Q12 to Q15 are controlled to be turned on / off so that the alternating current or the alternating voltage input to electrical device 70 follows the control command value.

  As described above, in the insulated discharge mode, the power conversion device 50 supplies the electric power from the power storage device 10 to the electric device 70 through the power conversion path via the insulation transformer that ensures electrical insulation and transmits electric energy. Convert to the supplied power. As a result, the external discharge can be performed in a state where the power storage device 10 is electrically insulated from the electric device 70, so that the electric load 28 and the electric device 70 can be connected even when the system main relays SMR 1 and SMR 2 are closed. Insulation can be ensured reliably.

Next, the operation of the power conversion device 50 in the non-insulated discharge mode will be described.
In the non-insulated discharge mode, the relays RY3 and RY4 are closed, so that the positive electrode line 155p and the negative electrode line 155g bypass the insulating transformer 55 and are electrically connected to the positive electrode line 153p and the negative electrode line 153g. Therefore, transmission of electric energy by the insulating transformer 55 is not executed. Then, the second power converter 54 and the third power converter 56 are stopped. That is, switching elements Q7 to Q10 and switching elements Q12 to Q15 are fixed off. The first power conversion unit 52 converts the DC voltage of the positive electrode line 153p and the negative electrode line 153g into an AC voltage and outputs the AC voltage to the electric device 70 by the on / off control of the switching elements Q1 to Q4.

  As described above, in the non-insulated discharge mode, the power conversion device 50 bypasses the insulation transformer 55 and is separated from the power storage device 10 by the power conversion path in which the power storage device 10 and the electric device 70 are electrically connected. Is converted into power supplied to the electric device 70. As a result, external discharge can be performed with higher efficiency than in the insulating discharge mode without causing loss in the insulating transformer 55. In particular, when insulation between power storage device 10 and electric load 28 is ensured by opening system main relays SMR1 and SMR2, electric load 28 and electric device 70 are applied by applying a non-insulating discharge mode. It is possible to increase the efficiency of external discharge while ensuring insulation between the two.

  As described above, in the vehicle according to the first embodiment, external charging (insulating charging mode) and external discharging (insulating discharging mode) that ensure insulation performance by the power conversion path via the insulating transformer 55, and the insulating transformer 55 are provided. External charging (non-insulated charging mode) and external discharging (non-insulating discharge mode) giving priority to high efficiency by the bypassed power conversion path can be selectively applied.

  In particular, when pre-air conditioning is executed, power may be supplied from the power storage device 10 or the electric device 70 to the electric air conditioner 26 through a power conversion path via the insulating transformer 55. Thereby, the insulation between a vehicle body and the earth | ground of an external power supply is securable at the time of pre air conditioning.

  In addition, insulative charging mode and non-insulating charging mode may be switched in conjunction with opening and closing of system main relays SMR1 and SMR2 that control electrical connection between power storage device 10 and electrical load 28. Thereby, it is possible to perform highly efficient external charging and external discharging while ensuring insulation between the electric load 28 and the electric device 70.

[Embodiment 2]
FIG. 5 is a circuit diagram showing a configuration example of a power conversion device 50A in a vehicle according to Embodiment 2 of the present invention.

  Compared with FIG. 2, the configuration of booster circuit 53 and third power conversion unit 56 </ b> A in power conversion device 50 </ b> A according to the second embodiment is different from the configuration in FIG. 2 (first embodiment).

  In the power converter 50A, a booster circuit 53 is provided between the first power converter 52 and the smoothing capacitor C3. Boost circuit 53 includes an inductor L1, a switching element Q5 and an antiparallel diode D5, and a switching element Q6 and an antiparallel diode D6.

Inductor L1 is connected between the positive terminal of first power converter 52 and node N1.
Switching element Q5 is connected between node N1 and negative electrode line 153g. An antiparallel diode D5 is provided for switching element Q5. Switching element Q6 is connected between node N1 and positive electrode line 153p. An antiparallel diode D6 is provided for switching element Q6.

  The first power converter 52, the booster circuit 53, and the smoothing capacitor C3 constitute a PFC (Power Factor Correction) circuit 58 for improving the power factor of AC-DC conversion.

  FIG. 6 is a waveform diagram for explaining the operation during external charging of the PFC circuit 58 shown in FIG.

  Referring to FIG. 6, power supply voltage vac from electric device 70 is an AC voltage having a predetermined frequency (hereinafter referred to as “power supply frequency”). In the PFC circuit 58, the current iL of the inductor L1 increases during the ON period of the switching element Q5, but decreases during the OFF period of the switching element Q5. Therefore, the current iL of the inductor L1 can be matched with the target current iL * by the on / off control of the switching element Q5 based on the output of a current sensor (not shown) for detecting the current iL.

  Here, when the target current iL * is set to an absolute value of an alternating current having the same phase as the power supply voltage vac, the current iL can be controlled so that the power supply current iac and the power supply voltage vac are in phase. As a result, the instantaneous power VA indicated by the product of the power supply current iac and the power supply voltage vac is always a positive value, so that the effective power that is the average value of the instantaneous power VA increases. That is, the power factor of the electric power supplied from the electric device 70 can be brought close to 1.

  The smoothing capacitor C3 is charged by a current supplied via the diode D6. Further, the current discharged from the smoothing capacitor C <b> 3 is supplied to the second power conversion unit 54 and used for charging the power storage device 10. By these charging / discharging, the voltage of the smoothing capacitor C3, that is, the DC voltage vdc fluctuates at a frequency twice the power supply frequency.

  Here, since the integrated value of the current iL corresponds to the charge supplied to the smoothing capacitor C3, the DC voltage vdc can be controlled according to the magnitude (amplitude) iLA of the target current iL *. That is, the PFC circuit 58 can control the DC voltage vdc according to the voltage command value vdc * along with the control of the current iL by turning on and off the switching element Q5.

  Referring to FIG. 5 again, third power conversion unit 56A includes switching elements Q12 to Q15 and antiparallel diodes D12 to D15, inductor L2, switching element Q11 and antiparallel diode D11.

  Inductor L2 is connected between switching elements Q12-Q15 and antiparallel diodes D12-D15, and smoothing capacitor C4.

  Switching element Q11 is connected between relay RY3, switching elements Q12 to Q15, and antiparallel diodes D12 to D15. An antiparallel diode D11 is provided for the switching element Q11.

  With the above configuration, the third power conversion unit forms a chopper circuit capable of boosting the voltage between the second positive line and the second negative line to a voltage equal to or higher than the voltage of the power storage device.

  Also in the vehicle of the second embodiment, selection between the insulated charging mode, the non-insulated charging mode, the insulated discharge mode, and the non-insulated discharge mode is performed in the same manner as S100-S182 in FIG.

  FIG. 7 is a table for illustrating the operation of power conversion device 50A in the vehicle according to the second embodiment of the present invention. With reference to FIGS. 7 and 5, the operation of power conversion device 50 </ b> A in the insulated charging mode will be described.

  In the isolated charging mode, the PFC circuit 58 converts the AC voltage of the electrical device 70 into the DC voltage vdc. The second power conversion unit 54 converts the DC voltage vdc into an AC voltage by on / off control of the switching elements Q7 to Q10, and outputs the AC voltage to the primary side of the insulating transformer 55. Since relays RY3 and RY4 are opened, the second power conversion unit 54 and the third power conversion unit 56A are electrically disconnected. Third power conversion unit 56 </ b> A converts the AC voltage on the secondary side of insulating transformer 55 into a DC voltage and outputs the DC voltage to power storage device 10. Switching elements Q7 to Q10 are turned on / off so that the direct current or direct current voltage input to power storage device 10 follows the control command value.

Next, the operation of the power conversion device 50A in the non-insulated charging mode will be described.
In the non-insulated charging mode, the PFC circuit 58 converts the AC voltage of the electrical device 70 into a DC voltage vdc. Since the relays RY3 and RY4 are closed, the positive electrode line 153p and the negative electrode line 153g bypass the insulating transformer 55 and are electrically connected to the positive electrode line 155p and the negative electrode line 155g. Therefore, transmission of electric energy by the insulating transformer 55 is not executed. Then, the second power conversion unit 54 is stopped. That is, switching elements Q7 to Q10 are fixed off. The third power conversion unit 56A operates as a non-insulated chopper circuit having the switching element Q11 as an upper arm and the switching elements Q12 to Q15 as lower arms. For example, switching element Q11 and switching elements Q12 to Q15 are complementarily turned on and off in accordance with a predetermined switching cycle, and the DC current or DC voltage input to power storage device 10 is controlled by controlling their on / off ratio (duty ratio). It is controlled to follow the command value.

  Thus, the effects similar to those of the first embodiment can be obtained in the insulated charging mode and the non-insulated charging mode.

  Furthermore, by providing the booster circuit 53, the first power converter 52, the booster circuit 53, and the smoothing capacitor C3 constitute a PFC circuit 58. Thereby, the power factor of AC-DC conversion can be improved.

Next, the operation of the power conversion device 50A in the insulation discharge mode will be described.
In the insulated discharge mode, the third power conversion unit 56A converts the DC voltage of the power storage device 10 into an AC voltage and outputs it to the secondary side of the insulation transformer 55 by the on / off control of the switching elements Q12 to Q15. Since relays RY3 and RY4 are opened, the second power converter 54 and the third power converter 56 are electrically disconnected. The second power converter 54 converts the primary side AC voltage of the insulating transformer 55 into a DC voltage. The PFC circuit 58 converts the DC voltage of the positive electrode line 153p and the negative electrode line 153g into an AC voltage and outputs it to the electric device 70 by ON / OFF control of the switching elements Q1 to Q4 and Q6. That is, the PFC circuit 58 turns off the switching element Q5 and switches the switching element Q6. At this time, a voltage waveform obtained by full-wave rectifying the sine wave can be generated by controlling the switching duty ratio of the switching element Q6. Each time the full-wave rectified voltage becomes 0 V, the switching elements Q1, Q4 are alternately switched on and off and the switching elements Q2, Q3 are switched on and off. Here, the switching element Q1 switches in synchronization with the switching element Q4, and the switching element Q2 switches in synchronization with the switching element Q3. Switching elements Q12 to Q15 are controlled to be turned on / off so that the alternating current or the alternating voltage input to the electrical equipment follows the control command value.

Next, the operation of the power conversion device 50A in the non-insulated discharge mode will be described.
In the non-insulated discharge mode, the relays RY3 and RY4 are closed, so that the positive electrode line 155p and the negative electrode line 155g bypass the insulating transformer 55 and are electrically connected to the positive electrode line 153p and the negative electrode line 153g. Therefore, transmission of electric energy by the insulating transformer 55 is not executed. The third power conversion unit 56A operates as a non-insulated chopper circuit having the switching element Q11 as an upper arm and the switching elements Q12 to Q15 as lower arms. For example, switching element Q11 and switching elements Q12 to Q15 are complementarily turned on and off according to a predetermined switching cycle, and the voltage of power storage device 10 is controlled to a desired voltage by controlling the on / off ratio (duty ratio). it can. The second power converter 54 stops operating. That is, switching elements Q7 to Q10 are fixed off. The PFC circuit 58 converts the AC voltage between the positive electrode line 153p and the negative electrode line 153g into a DC voltage and outputs the DC voltage to the electric device 70.

  Thus, in the insulated discharge mode and the non-insulated discharge mode, the same effect as in the first embodiment can be obtained.

  Furthermore, the third power conversion unit 56A includes switching elements Q12 to Q15 and antiparallel diodes D12 to D15, an inductor L2, a switching element Q11, and an antiparallel diode D11. Thereby, the third power conversion unit can boost the voltage between the second positive electrode line and the second negative electrode line to a voltage equal to or higher than the voltage of the power storage device.

  As described above, in the vehicle according to the second embodiment, as in the first embodiment, the external charging (insulating charging mode) and the external discharging (insulating discharging) that ensure the insulating performance by the power conversion path via the insulating transformer 55 are performed. Mode) and external charging (non-insulating charging mode) and external discharging (non-insulating discharging mode) giving priority to high efficiency by the power conversion path bypassing the insulating transformer 55 can be selectively applied. Furthermore, in the vehicle according to the second embodiment, the voltages of power storage device 10 and electric device 70 can be boosted.

  In the above embodiment, the series / parallel type hybrid vehicle has been described in which the power split device 42 can transmit the power of the engine 40 to the drive wheels 44 and the motor generators MG1 and MG2. The invention is also applicable to other types of hybrid vehicles. That is, for example, a so-called series-type hybrid vehicle that uses the engine 40 only to drive the motor generator MG1 and generates the driving force of the vehicle only by the motor generator MG2, or regenerative energy among the kinetic energy generated by the engine 40 The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered, a motor assist type hybrid vehicle in which a motor assists the engine as the main power if necessary.

  In the above-described embodiment, the description has been made using the hybrid vehicle equipped with the motor generators MG1, MG2 and the engine 40. However, the present invention is not limited to the hybrid vehicle, and is applied to an electric vehicle, a fuel cell vehicle, and the like. May be.

  In the above, relays RY3 and RY4 correspond to one embodiment of the “first switch” in the present invention, and system main relays SMR1 and SMR2 correspond to one embodiment of the “second switch” in the present invention. Correspond. Relay RY3 corresponds to an example of “first switching element” in the present invention, and relay RY4 corresponds to an example of “second switching element” in the present invention. Positive electrode line 153p corresponds to an example of “first positive electrode line” in the present invention, and negative electrode line 153g corresponds to an example of “first negative electrode line” in the present invention. Positive electrode line 155p corresponds to an example of “second positive electrode line” in the present invention, and negative electrode line 155g corresponds to an example of “second negative electrode line” in the present invention. Electric air conditioner 26 corresponds to an example of “air conditioner” in the present invention.

  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.

  DESCRIPTION OF SYMBOLS 10 Power storage device, 23 DC / DC converter, 24 Auxiliary battery, 25 Auxiliary machine load, 26 Electric air conditioner, 28 Electric load, 30 Control apparatus (ECU), 42 Power split device, 44 Driving wheel, 50, 50A Power converter , 52 1st power conversion part, 53 Booster circuit, 54 2nd power conversion part, 55 Insulation transformer, 56 3rd power conversion part, 58 PFC circuit, 70 Electrical equipment, 75 terminal, 100 vehicle, 151g, 153g, 155g, 157g Negative electrode wire, 151p, 153p, 155p, 157p Positive electrode wire, C1-C4 capacitor, D1-D15 anti-parallel diode, L1, L2 inductor, MG1, MG2 motor generator, Q1-Q15 Power semiconductor switching element, RY1, RY2 relay , RY3, RY4 relay (first switch), MR1, SMR2 system main relay (second switch).

Claims (6)

A power storage device;
Terminals connected to electrical equipment outside the vehicle;
An electrical load that operates with electric power of the power storage device;
When power is supplied from the electrical device, power from the electrical device is transmitted to the power storage device to charge the power storage device, and when power is supplied to the electrical device, power from the power storage device A power conversion device that transmits the electric power to the electrical device and discharges the power storage device,
The power converter is
A first electric circuit that electrically insulates between the terminal and the power storage device and transmits electric power;
A second electric circuit for transmitting electric power by electrically connecting the terminal and the power storage device;
A vehicle comprising: a first switch that selects the first electric circuit when the electric load operates, and selects the second electric circuit when the operation of the electric load stops. The electric load includes an air conditioner for adjusting the temperature inside the vehicle,
The vehicle according to claim 1, wherein the power conversion device controls the first switch to select the first electric circuit when the air conditioner operates. A second switch connected between the power storage device and the electrical load;
The power conversion device controls the first switch to select the first electric circuit when the second switch is closed, and selects the second electric circuit when the second switch is opened. The vehicle according to claim 1, wherein the vehicle controls the first switch. The power converter is
An insulating transformer that transmits electrical energy between the primary side and the secondary side by electromagnetic induction;
A first power converter that transmits power bidirectionally between the terminal and the first positive electrode line and the first negative electrode line;
A second power converter for transmitting power bidirectionally between the first positive electrode line and the first negative electrode line and a primary side of the insulating transformer;
A third power converter that transmits power bidirectionally between the secondary side of the insulating transformer and the second positive electrode line and the second negative electrode line;
The first switch is
A first switching element connected between the first positive electrode line and the second positive electrode line;
A second opening / closing element connected between the first negative electrode line and the second negative electrode line,
4. The device according to claim 1, wherein the first switching element and the second switching element are opened when the first electric circuit is selected, and are closed when the second electric circuit is selected. 5. The vehicle according to claim 1.   The vehicle according to claim 4, wherein the power conversion device further includes a boosting circuit that boosts a voltage between the first positive electrode line and the first negative electrode line to a voltage equal to or higher than a voltage of the electric device.   6. The vehicle according to claim 4, wherein the third power conversion unit is configured to be able to boost a voltage between the second positive electrode line and the second negative electrode line to a voltage equal to or higher than a voltage of the power storage device.

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