JP2013158185A - Power storage system - Google Patents

Power storage system Download PDF

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Publication number
JP2013158185A
JP2013158185A JP2012018154A JP2012018154A JP2013158185A JP 2013158185 A JP2013158185 A JP 2013158185A JP 2012018154 A JP2012018154 A JP 2012018154A JP 2012018154 A JP2012018154 A JP 2012018154A JP 2013158185 A JP2013158185 A JP 2013158185A
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Prior art keywords
voltage
power storage
inverter
storage device
system main
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JP2012018154A
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Japanese (ja)
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JP5810945B2 (en
Inventor
Toru Ando
徹 安藤
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Toyota Motor Corp
トヨタ自動車株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7216DC to DC power conversion
    • Y02T10/7225Using step - up or boost converters
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Abstract

PROBLEM TO BE SOLVED: To provide a power storage system in which a number of parts such as system main relays is reduced.SOLUTION: A power storage system has: a first system main relay SMR-G1/B1 for allowing a connection between a first power storage device 10 and a boost converter 30; a second system main relay SMR-P1 connected in parallel to the first system main relay SMR-G1/B1 together with a current limiting resistor; and a third system main relay SMR-G2/B2 for allowing a connection between a second power storage device and an inverter. A controller 100 controls connections between the first power storage device 10 and the boost converter 30 and between the second power storage device 20 and the inverter 40 via the system main relays, respectively. In connecting the second power storage device 20 to the inverter 40, the controller 100 connects the first power storage device 10 to the boost converter 30, then boosts a voltage output from the boost converter 30 to the inverter 40 up to a predetermined voltage corresponding to an inter-terminal voltage of the second power storage device 20, and then connects the second power storage device 20 to the inverter 40.

Description

  The present invention relates to a power storage system mounted on a vehicle.

  In the battery system of Patent Document 1, the first battery is connected to the inverter via the boost converter, the second battery is individually connected to the inverter, and the first battery, the boost converter, and the second battery are connected to the inverter. Connected in parallel.

JP 2006-121874 A JP 2010-4668 A JP 2007-274784 A JP 2007-244125 A

  In the battery system described in Patent Document 1, an inrush current flows when the system main relay is turned on to connect the battery and the motor / generator. For this reason, as in Patent Document 2, it is necessary to provide a resistor (referred to as a current limiting resistor) to prevent an inrush current from flowing. However, each of the system main relay provided in the connection line connecting the first battery and the boost converter and the system main relay provided in the connection line connecting the second battery and the inverter have a current limiting resistor and a separate system main. A relay must be provided.

  This requires three system main relays for each battery connected to the inverter, increasing the number of parts, leading to an increase in cost.

  In the power storage system according to the first invention of the present application, a first power storage device that can supply power to a motor that is a drive source for running a vehicle and a second power storage device that is different from the first power storage device are used as an inverter. Are connected in parallel. The power storage system is connected to the first power storage device, boosts the voltage of the first power storage device and outputs the boosted voltage to the inverter, a first system main relay that allows connection between the first power storage device and the boost converter, A second system main relay connected in parallel to the first system main relay together with the current limiting resistor, a third system main relay that allows connection between the second power storage device and the inverter, and the first power storage via the system main relay And a controller for controlling each connection of the device, the boost converter, the second power storage device, and the inverter.

  When the controller connects the second power storage device to the inverter, the controller outputs the voltage output from the boost converter to the inverter after connecting the first power storage device to the boost converter according to the voltage across the terminals of the second power storage device. Then, the second power storage device and the inverter are connected.

  According to the first invention of the present application, the voltage output from the boost converter to the inverter is adjusted to a predetermined voltage corresponding to the voltage across the second power storage device, and then the second power storage device and the inverter are connected. 2 It is possible to prevent an inrush current from flowing when connecting the power storage device and the inverter. For this reason, it is not necessary to provide a current limiting resistor or a separate system main relay in the third system main relay, and the number of parts can be reduced.

It is a figure which shows the structure of the battery system of Example 1. FIG. It is a flowchart which shows the control flow of the system main relay at the time of connecting the 1st battery and 2nd battery of Example 1 to a motor generator. It is a figure which shows an example of the voltage transition of the capacitor | condenser 16 and the capacitor | condenser 17 at the time of connecting the 1st battery and 2nd battery of Example 1 to a motor generator. 6 is a diagram showing a configuration of a battery system of Example 2. FIG. It is a flowchart which shows the control flow of the system main relay at the time of connecting the 1st battery and 2nd battery of Example 2 to a motor generator. It is a figure which shows an example of the voltage transition of the capacitor | condenser 16 and the capacitor | condenser 17 at the time of connecting the 1st battery and 2nd battery of Example 2 to a motor generator. It is a figure which shows the welding check process of the system main relay of Example 3. FIG. It is a figure which shows an example of the voltage transition of the capacitor | condenser 16 and the capacitor | condenser 17 at the time of connecting the welding check process of FIG. 7, and a 1st battery and a 2nd battery to a motor generator.

  Examples of the present invention will be described below.

Example 1
A battery system that is Embodiment 1 of the present invention will be described. FIG. 1 is a diagram illustrating a configuration of a battery system according to the present embodiment. The battery system (corresponding to a power storage system) of this embodiment is mounted on a vehicle. Such vehicles include electric vehicles and hybrid vehicles. The electric vehicle includes only an assembled battery described later as a power source for running the vehicle. The hybrid vehicle includes an engine and a fuel cell as a power source for running the vehicle in addition to the assembled battery described later.

  The first assembled battery 10 (corresponding to the first power storage device) has a plurality of single cells 11 connected in series. The second assembled battery 20 has a plurality of single cells 21 connected in series. As the single cells 11 and 21, a secondary battery such as a nickel metal hydride battery or a lithium ion battery, an electric double layer capacitor, or the like can be used.

  The second assembled battery 20 (corresponding to the second power storage device) has a larger energy capacity than the first assembled battery 10. The second assembled battery 20 configured as a high-power assembled battery can be charged / discharged with a larger current than the first assembled battery 10. For example, by configuring the number of single cells 21 to be larger than the number of single cells 11 connected in series constituting the first assembled battery 10, or by forming the single cells 21 at a higher output than the single cells 11, The second assembled battery 20 can be formed. In the example of FIG. 1, the plurality of single cells 11 and 21 constituting the assembled batteries 10 and 20 are connected in series. However, the assembled batteries 10 and 20 include a plurality of single cells 11 connected in parallel. , 21 may be included.

  The voltage sensor 13 detects the voltage between the terminals of the first assembled battery 10 and outputs the detection result to the controller 100. The current sensor 14 detects the charge / discharge current of the first assembled battery 10 and outputs the detection result to the controller 100. The voltage sensor 23 detects the voltage between the terminals of the second assembled battery 20 and outputs the detection result to the controller 100. The current sensor 24 detects the charge / discharge current of the second assembled battery 20 and outputs the detection result to the controller 100.

  First assembled battery 10 is connected to boost converter 30 via positive electrode line PL1 and negative electrode line NL1. Capacitor 16 is connected to positive electrode line PL1 and negative electrode line NL1, and smoothes voltage fluctuation between positive electrode line PL1 and negative electrode line NL1. The voltage sensor 18 detects the voltage between the terminals of the capacitor 16 and outputs the detection result to the controller 100.

  A system main relay SMR-G1 is provided in the positive electrode line PL1, and a system main relay SMR-B1 is provided in the negative electrode line NL1. System main relay SMR-P1 and current limiting resistor 15 are connected in series to each other, and are connected in parallel to system main relay SMR-G1.

  Boost converter 30 boosts the voltage between positive line PL1 and negative line NL1, and outputs the boosted voltage between bus lines PB and NB. Boost converter 30 has a reactor 31. One end of reactor 31 is connected to positive electrode line PL <b> 1, and the other end of reactor 31 is connected to the emitter of transistor 32 and the collector of transistor 33.

  The transistors 32 and 33 are connected in series between the bus lines PB and NB. As the transistors 32 and 33, for example, an IGBT (Insulated Gate Bipolar Transistor), an npn transistor, or a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) can be used.

  The diodes 34 and 35 are connected in parallel to the transistors 32 and 33, respectively. Specifically, the anodes of the diodes 34 and 35 are connected to the emitters of the transistors 32 and 33, and the cathodes of the diodes 34 and 35 are connected to the collectors of the transistors 32 and 33.

  The capacitor 17 is connected to the bus lines PB and NB, and smoothes voltage fluctuations between the bus lines PB and NB. The voltage sensor 19 detects the voltage between the terminals of the capacitor 17 and outputs the detection result to the controller 100.

  The step-up converter 30 performs a step-up operation or a step-down operation. When the boost converter 30 performs a boost operation, the controller 100 turns on the transistor 33 and turns off the transistor 32. Thereby, a current flows from the first assembled battery 10 to the reactor 31, and magnetic energy corresponding to the amount of current is accumulated in the reactor 31. Next, the controller 100 causes the current to flow from the reactor 31 to the inverter 40 via the diode 34 by switching the transistor 33 from on to off. As a result, the energy accumulated in reactor 31 is released from boost converter 30 and the boost operation is performed.

  When boost converter 30 performs a step-down operation, controller 100 turns on transistor 32 and turns off transistor 33. Thereby, the electric power from the inverter 40 is supplied to the 1st assembled battery 10, and the 1st assembled battery 10 is charged.

  Second assembled battery 20 is connected to inverter 40 via positive electrode line PL2 and negative electrode line NL2. A system main relay SMR-G2 is provided in the positive line PL2, and a system main relay SMR-B2 is provided in the negative line NL2. The system main relay SMR-G2 is not provided with a separate system main relay and current limiting resistor unlike the system main relay SMR-G1.

  The inverter 40 converts DC power supplied from the boost converter 30 and the second assembled battery 20 into AC power and outputs the AC power to the motor / generator (MG) 50. The inverter 40 converts AC power generated by the motor / generator 50 into DC power and outputs the DC power to the boost converter 30 and the second assembled battery 20. Inverter 40 operates in response to a control signal from controller 100. The motor / generator 50 is a three-phase AC motor.

  In the battery system of the present embodiment, the motor / generator 50 can be used as a load that operates by receiving power from the first assembled battery 10 and the second assembled battery 20.

  The motor / generator 50 receives AC power from the inverter 40 and generates kinetic energy for running the vehicle. The motor / generator 50 is connected to wheels, and the kinetic energy generated by the motor / generator 50 is transmitted to the wheels. When the vehicle is decelerated or stopped, the motor / generator 50 converts kinetic energy generated during braking of the vehicle into electric energy (AC power). The AC power generated by the motor / generator 50 is output to the inverter 40. Thereby, the regenerative power can be stored in the first assembled battery 10 and the second assembled battery 20.

  In the battery system of this embodiment, the first assembled battery 10 and the second assembled battery 20 connected to the boost converter 30 are connected in parallel to the inverter 40, and the second assembled battery 20 is connected via the boost converter 30. Without being connected directly to the inverter 40.

  FIG. 2 is a flowchart showing a control flow of the system main relay when the first assembled battery 10 and the second assembled battery 20 of the present embodiment are connected to the motor / generator 50. FIG. 3 is a diagram illustrating an example of voltage transitions of the capacitors 16 and 17 in the control flow of FIG.

  The system main relay is controlled by the controller 100. System main relays SMR-G1, SMR-P1, and SMR-B1 provided in the first assembled battery 10 and system main relays SMR-G2 and SMR-B2 provided in the second assembled battery 20 receive control signals from the controller 100. Receive and switch between on and off. When the ignition switch is OFF, all system main relays are OFF.

  In the battery system of this embodiment, the system main relay SMR- of the first assembled battery 10 is connected to the system main relay SMR-G2 (or SMR-B2) provided in the connection line connecting the second assembled battery 20 and the inverter 40. Without providing the current limiting resistor 15 and the system main relay SMR-P1 as in G1, the inrush current when the second assembled battery 20 is connected to the inverter 40 (motor / generator 50) itself is prevented.

  When the ignition switch is switched from OFF to ON (S101), the controller 100 performs a system activation process for connecting the first assembled battery 10 and the second assembled battery 20 to the inverter 40.

  When the ignition switch is turned on, the controller 100 first switches the system main relays SMR-P1 and SMR-B1 from off to on in order to connect the first assembled battery 10 to the boost converter 30 (S102). At this time, a current flows through the current limiting resistor 15 and the capacitor 16 is precharged to the voltage V1 of the first assembled battery 10, and the transistor 32 of the boost converter 30 is on and the transistor 33 is off. 17 is also precharged to the voltage V1 of the first assembled battery 10 (S103).

  The controller 100 precharges the capacitor 16 and the capacitor 17 to the voltage V1 of the first assembled battery 10, and then switches the system main relay SMR-G1 from OFF to ON (S104), and further turns the system main relay SMR-P1 from ON. Switch off (S105). Thereby, the connection between the first assembled battery 10 and the boost converter 30 is completed.

  Subsequently, in order to connect the second assembled battery 20 and the inverter 40, the controller 100 boosts the voltage of the capacitor 17 to the voltage V2 of the second assembled battery 20 (S106). When the transistor 32 of the boost converter 30 is switched off and the transistor 33 is switched on, the voltage V1 between the positive line PL1 and the negative line NL1 is boosted and applied to the capacitor 17 connected between the bus lines PB and NB. The boosted voltage is output. As a result, the voltage of the capacitor 17 precharged to the voltage V1 is boosted to the voltage V2.

  After the voltage of the capacitor 17 has been boosted to the inter-terminal voltage V2 of the second assembled battery 20, the controller 100 converts the voltage output from the boost converter 30 to the inverter 40 to the inter-terminal voltage V2 of the second assembled battery 20. Then, the system main relays SMR-G2 and SMR-B2 are switched from OFF to ON (S107), and the second assembled battery 20 and the inverter 40 are connected. Thereby, the connection of the 2nd assembled battery 20 and the inverter 40 is completed.

  The controller 100 starts charge / discharge control of the first assembled battery 10 and the second assembled battery 20 after connecting the first assembled battery 10 to the boost converter 30 and connecting the second assembled battery 20 to the inverter 40 ( S108).

  In the present embodiment, the capacitor 17 is precharged by the first assembled battery 10, and the voltage of the precharged capacitor 17 is boosted to the voltage V <b> 2 between the terminals of the second assembled battery 20. Since the second assembled battery 20 and the inverter 40 are connected after the same voltage between the capacitor 17 and the capacitor 17 (the voltage between the bus lines PB and NB), the voltage fluctuation between the bus lines PB and NB is smoothed. It is possible to prevent an inrush current from flowing into the capacitor 17 that performs the above operation.

  In other words, the voltage output from the boost converter 30 to the inverter 40, that is, the voltage of the inverter 40 is boosted (adjusted) to a voltage corresponding to the voltage V <b> 2 between the terminals of the second assembled battery 20, and then directly connected to the inverter 40. Since the system main relays SMR-G2 and SMR-B2 of the second assembled battery 20 to be turned on are turned on, it is possible to prevent the inrush current from flowing when the second assembled battery 20 and the inverter 40 are connected. .

  Therefore, the system main relay SMR-G2 (or SMR-B2) provided in the second assembled battery 20 does not need to be provided with a separate system main relay corresponding to the current limiting resistor 15 or SMR-P1, and the number of parts is reduced. Can be reduced. Moreover, welding of system main relays SMR-G2 and SMR-B2 can be suppressed while reducing the number of parts.

(Example 2)
FIG. 4 is a diagram illustrating a configuration of the battery system according to the second embodiment. In the battery system of this embodiment, in the battery system shown in FIG. 1, a diode D is provided on the positive electrode line PL <b> 2 that connects the second assembled battery 20 and the inverter 40. The anode of the diode D is connected to the system main relay SMR-G2 (the positive terminal of the second assembled battery 20), and the cathode is connected to the inverter 40.

  FIG. 4 shows an example in which the diode D is connected to the system main relay SMR-G2 (the positive terminal of the second assembled battery 20), but the system main relay SMR-B2 (the second assembled battery 20) is connected. Negative electrode terminal). Since other configurations are the same as those of the first embodiment, the same reference numerals are given to the same configurations, and description thereof is omitted.

  In the present embodiment, the sensor error of the voltage sensors 19 and 23 is taken into consideration, and the capacitor up to the voltage V3 is obtained by adding the voltage of the sensor error of the voltage sensor 19 and / or the voltage sensor 23 to the voltage V2 between the terminals of the second assembled battery 20. After boosting 17, system main relays SMR-G 2 and SMR-B 2 are turned on from off, and then the boosted voltage of capacitor 17 is adjusted to inter-terminal voltage V 2 of second assembled battery 20.

  FIG. 5 is a flowchart showing a control flow of the system main relay when the first assembled battery 10 and the second assembled battery 20 of the present embodiment are connected to the motor / generator 50. FIG. 6 is a diagram illustrating an example of voltage transitions of the capacitors 16 and 17 in the control flow of FIG.

  When the ignition switch is switched from OFF to ON (S201), the controller 100 performs a system activation process for connecting the first assembled battery 10 and the second assembled battery 20 to the inverter 40.

  When the ignition switch is turned on, controller 100 first switches system main relays SMR-P1 and SMR-B1 from off to on in order to connect first assembled battery 10 to boost converter 30 (S202). At this time, a current flows through the current limiting resistor 15, and the capacitor 16 is precharged to the voltage V1 of the first assembled battery 10, and the transistor 32 of the boost converter 30 is on and the transistor 33 is off. 17 is also precharged to the voltage V1 of the first assembled battery 10 (S203).

  After precharging capacitor 16 and capacitor 17 to voltage V1 of first assembled battery 10, controller 100 switches system main relay SMR-G1 from off to on (S204), and further turns system main relay SMR-P1 from on. Switch off (S205). Thereby, the connection between the first assembled battery 10 and the boost converter 30 is completed.

  Subsequently, in order for the controller 100 to connect the second assembled battery 20 and the inverter 40, the controller 100 converts the voltage of the capacitor 17 to the voltage V2 between the terminals of the second assembled battery 20 by a sensor error amount such as the voltage sensor 19. (S206). When the transistor 32 of the boost converter 30 is switched off and the transistor 33 is switched on, the voltage V1 between the positive line PL1 and the negative line NL1 is boosted and applied to the capacitor 17 connected between the bus lines PB and NB. The boosted voltage is output. As a result, the voltage of the capacitor 17 precharged to the voltage V1 is boosted to the voltage V3.

  The sensor error of the voltage sensors 19 and 23 can be set in advance. For example, an error value based on the detection performance of the voltage sensors 19 and 23 is stored in advance as an error voltage in a storage unit such as a memory, and the error voltage is detected by the voltage V2 between the terminals of the second assembled battery 20 detected by the voltage sensor 23. Can be added to obtain the voltage V3. When the voltage sensors 19 and 23 are the same voltage sensor, a voltage V3 is calculated taking into account the error voltage of either one of the voltage sensors. When the voltage sensors 19 and 23 are different voltage sensors, the error of each voltage sensor is obtained. A voltage V3 can be obtained by adding each voltage.

  The controller 100 switches the system main relays SMR-G2 and SMR-B2 from OFF to ON after the voltage of the capacitor 17 is boosted to the voltage V2 between the terminals of the second assembled battery 20 and the voltage V3 including the error voltage ( S207), the second assembled battery 20 and the inverter 40 are connected.

  Further, the controller 100 switches the system main relays SMR-G2 and SMR-B2 from off to on to connect the second assembled battery 20 and the inverter 40, and then adjusts the voltage of the capacitor 17. Since the voltage of the capacitor 17 is the voltage V3 including the error voltage and the voltage V2 between the terminals of the second assembled battery 20, voltage adjustment is performed to step down the voltage of the capacitor 17 to the voltage V2 between the terminals of the second assembled battery 20. (S208), and the process of connecting the second assembled battery 20 to the inverter 40 is terminated.

  The controller 100 connects the first assembled battery 10 to the boost converter 30 and connects the second assembled battery 20 to the inverter 40 to adjust the voltage of the capacitor 17, and then the first assembled battery 10 and the second assembled battery. 20 charge / discharge control is started (S209).

  Thus, in the present embodiment, the capacitor 17 is precharged by the first assembled battery 10, and the voltage of the precharged capacitor 17 includes the voltage V2 between the terminals of the second assembled battery 20 and the error voltage corresponding to the sensor error. Since the second assembled battery 20 and the inverter 40 are connected after boosting to the voltage V3, it is possible to prevent an inrush current from flowing into the capacitor 17 due to a sensor error.

  Therefore, as in the first embodiment, the system main relay SMR-G2 (or SMR-B2) provided in the second assembled battery 20 does not need to be provided with the current limiting resistor 15 or a separate system main relay, and the number of parts is reduced. Can be reduced.

(Example 3)
FIG. 7 is a flowchart illustrating a welding check processing flow of the system main relay according to the third embodiment, which is an example applied to the control processing of the system main relay that connects the second assembled battery 20 and the inverter 40 after the ignition switch is turned on. It is. FIG. 8 is a diagram illustrating an example of voltage transition of the capacitor 16 and the capacitor 17 corresponding to the processing flow of FIG.

  FIG. 7 shows an example of performing a welding check on each of the system main relays SMR-G2 and SMR-B2 provided in the second assembled battery 20, and the control flow of the battery system and the system main relay shown in the second embodiment ( The welding check process is applied to FIG. In addition, the welding check process of a present Example is also applicable to the control flow (FIG. 2) of the battery system shown in Example 1, and a system main relay.

  As shown in FIG. 7, when the ignition switch is switched from OFF to ON (S301), the controller 100 performs a system activation process for connecting the first assembled battery 10 and the second assembled battery 20 to the inverter 40.

  When the ignition switch is turned on, the controller 100 first switches the system main relays SMR-P1 and SMR-B1 from off to on in order to connect the first assembled battery 10 to the boost converter 30 (S302). At this time, a current flows through the current limiting resistor 15, and the capacitor 16 is precharged to the voltage V1 of the first assembled battery 10, and the transistor 32 of the boost converter 30 is on and the transistor 33 is off. 17 is also precharged to the voltage V1 of the first assembled battery 10 (S303).

  After precharging capacitor 16 and capacitor 17 to voltage V1 of first assembled battery 10, controller 100 switches system main relay SMR-G1 from off to on (S304), and further turns system main relay SMR-P1 from on. Switch off (S305). Thereby, the connection between the first assembled battery 10 and the boost converter 30 is completed.

  Subsequently, in order for the controller 100 to connect the second assembled battery 20 and the inverter 40, the controller 100 converts the voltage of the capacitor 17 to the voltage V2 between the terminals of the second assembled battery 20 by a sensor error amount such as the voltage sensor 19. The voltage is boosted to the voltage V3 obtained by adding the voltage (S306). When the transistor 32 of the boost converter 30 is switched off and the transistor 33 is switched on, the voltage V1 between the positive line PL1 and the negative line NL1 is boosted and applied to the capacitor 17 connected between the bus lines PB and NB. The boosted voltage is output. As a result, the voltage of the capacitor 17 precharged to the voltage V1 is boosted to the voltage V3.

  The controller 100 switches the system main relay SMR-G2 from off to on after the voltage of the capacitor 17 is increased to the voltage V3 (S307). At this time, the system main relay SMR-B2 remains off.

  Next, the controller 100 steps down the voltage of the capacitor 17 boosted to the voltage V3 to be equal to or lower than the inter-terminal voltage V2 of the second assembled battery 20 (S308). Controller 100 varies the output voltage of boost converter 30 (the voltage between bus lines PB and NB) so that the voltage of capacitor 17 becomes V2 or less. For example, the controller 100 can change the voltage of the capacitor 17 so that the voltage of the capacitor 17 becomes V2 or less by consuming the power stored in the capacitor 17 to the power consuming device (for example, an air conditioner) or a load of the vehicle.

  The controller 100 determines whether or not a current has flowed through the second assembled battery 20 due to a voltage fluctuation that lowers the voltage of the capacitor 17 that has been boosted to the voltage V3 to a voltage V2 or less between the terminals of the second assembled battery 20. It discriminate | determines based on the detected value of the voltage sensor 23 (S309).

  When it is determined that no current is flowing through the second assembled battery 20, the controller 100 determines that the system main relay SMR-B2 is not welded (S310, normal determination), and proceeds to step S312. On the other hand, when it is determined that the current is flowing through the second assembled battery 20, it is determined that the system main relay SMR-B2 is welded (S311; abnormality determination), and the first after the welding check process and the ignition is turned on. The connection process between the two battery packs 20 and the inverter 40 is terminated. At this time, an alarm display or the like accompanying abnormality determination can be performed to notify the driver or the like.

  Next, when the system main relay SMR-B2 is determined to be normal, the controller 100 subsequently performs a welding check on the system main relay SMR-G2. The controller 100 boosts the voltage of the capacitor 17 to the voltage V3 again with the system main relay SMR-G2 on and the system main relay SMR-B2 off (S312).

  The controller 100 again increases the voltage of the capacitor 17 to the voltage V3, and then switches the system main relay SMR-G2 from on to off (S313), and switches the system main relay SMR-B2 from off to on (S314). .

  The controller 100 reduces the voltage of the capacitor 17 boosted to the voltage V3 to be equal to or lower than the inter-terminal voltage V2 of the second assembled battery 20 (S315). The controller 100 determines whether or not a current has flowed through the second assembled battery 20 due to a voltage fluctuation that lowers the voltage of the capacitor 17 that has been boosted to the voltage V3 to a voltage V2 or less between the terminals of the second assembled battery 20. A determination is made based on the detection value of the voltage sensor 23 (S316).

  When it is determined that no current is flowing in the second assembled battery 20, the controller 100 determines that the system main relay SMR-G2 is not welded (S318, normal determination), and proceeds to step S319. On the other hand, when it is determined that the current is flowing through the second assembled battery 20, it is determined that the system main relay SMR-G2 is welded (S317, abnormality determination), and the first after the welding check process and the ignition is turned on. The connection process between the two battery packs 20 and the inverter 40 is terminated. At this time, an alarm display or the like accompanying abnormality determination can be performed to notify the driver or the like.

  After determining that the system main relay SMR-G2 is normal in step S318, the controller 100 boosts the voltage of the capacitor 17 equal to or lower than the voltage V2 to the voltage V3 in order to connect the second assembled battery 20 and the inverter 40 (S319). ).

  After the voltage of the capacitor 17 is increased to the voltage V3, the controller 100 switches the system main relay SMR-G2 from off to on (S320), connects the second assembled battery 20 and the inverter 40, and then the capacitor 17 Is adjusted so as to be equal to the voltage V2 of the second assembled battery 20 (S321).

  The controller 100 connects the first assembled battery 10 to the boost converter 30 and connects the second assembled battery 20 to the inverter 40 to adjust the voltage of the capacitor 17, and then the first assembled battery 10 and the second assembled battery. 20 charge / discharge control is started (S322).

  In this way, in this embodiment, while preventing the inrush current from flowing when connecting the second assembled battery 20 and the inverter 40, the ignition is performed while performing the welding chuck of the system main relays SMR-G2 and SMR-B2. The connection process of the 2nd assembled battery 20 and the inverter 40 after ON can be performed.

  In the present embodiment, like the first and second embodiments, the system main relay SMR-G2 (or SMR-B2) provided in the second assembled battery 20 needs to be provided with a current limiting resistor 15 and a separate system main relay. In addition, the number of parts can be reduced and the welding check of each of the system main relays SMR-G2 and SMR-B2 of the second assembled battery 20 can be performed, and the reliability of the battery system can be improved.

DESCRIPTION OF SYMBOLS 10 1st assembled battery 11 Cell 13 Voltage sensor 14 Current sensor 15 Current limiting resistors 16, 17 Capacitors 18, 19 Voltage sensor 20 Second assembled battery 21 Cell 23 Voltage sensor 24 Current sensor 30 Boost converter 40 Inverter 50 Motor generator 100 Controller SMR-B1, SMR-G1, SMR-P1, SMR-B2, SMR-G2 System main relay

Claims (1)

  1. A first power storage device capable of supplying electric power to a motor that is a drive source for running the vehicle;
    A boost converter connected to the first power storage device and boosting a voltage of the first power storage device and outputting the boosted voltage to an inverter;
    A first system main relay that allows connection between the first power storage device and the boost converter;
    A second system main relay connected in series with the current limiting resistor and connected in parallel with the first system main relay together with the current limiting resistor;
    A second power storage device connected to the inverter;
    A third system main relay that allows connection between the second power storage device and the inverter;
    A controller for controlling each connection of the first power storage device, the boost converter, the second power storage device, and the inverter via the system main relay;
    The first power storage device and the second power storage device are connected in parallel to the inverter,
    When the controller connects the second power storage device to the inverter, the controller outputs a voltage output from the boost converter to the inverter after connecting the first power storage device to the boost converter. A power storage system, wherein the second power storage device and the inverter are connected after being adjusted to a predetermined voltage corresponding to an inter-voltage.
JP2012018154A 2012-01-31 2012-01-31 Power storage system Active JP5810945B2 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019077958A1 (en) * 2017-10-17 2019-04-25 株式会社村田製作所 Power supply device, power control device, and method for determining relay of power supply device

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007274784A (en) * 2006-03-30 2007-10-18 Toyota Motor Corp Power system for vehicle drive
JP2008167620A (en) * 2007-01-04 2008-07-17 Toyota Motor Corp Vehicle power supply device and the vehicle
JP2010154679A (en) * 2008-12-25 2010-07-08 Toyota Motor Corp Power supply apparatus of vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007274784A (en) * 2006-03-30 2007-10-18 Toyota Motor Corp Power system for vehicle drive
JP2008167620A (en) * 2007-01-04 2008-07-17 Toyota Motor Corp Vehicle power supply device and the vehicle
JP2010154679A (en) * 2008-12-25 2010-07-08 Toyota Motor Corp Power supply apparatus of vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019077958A1 (en) * 2017-10-17 2019-04-25 株式会社村田製作所 Power supply device, power control device, and method for determining relay of power supply device

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