JP2020150745A - Power control unit - Google Patents

Abstract

To obtain a configuration which can measure the current of a power route in a unit in the unit while avoiding the large size of the unit.SOLUTION: A power control unit uses a passing current through a power route 28, the current being used by a motor controller 33 to determine the control content of a power module 31 which converts the DC power of a high-voltage battery HB into AC, after the quick charge of a high voltage battery HB is stopped. A controller 27 uses a current sensor 22B of an existing high power monitoring unit 22 which the motor controller 33 conventionally uses but does not use during the parking of an electric vehicle. This enables configuring that the size of a power control unit 1 is kept as that of the present situation to avoid a large size, and measuring the passing current through the power route 28 in the power control unit 1 with the current sensor 22B in the power control unit 1.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle power control unit that uses a motor as a propulsion source.

In an electric vehicle that uses a motor as a propulsion source, the DC power of a high-voltage battery is converted into alternating current by an inverter and supplied to the propulsion motor. High-voltage batteries with reduced charging capacity need to be charged depending on the situation.

A quick charging method is known as one of the methods for charging a high-voltage battery of an electric vehicle. Fast charging of a high voltage battery is performed at a higher voltage (eg, DC 500V) than normal charging using a commercial power source (eg, AC 200V). Therefore, quick charging can charge a high voltage battery in a shorter time than normal charging.

When quickly charging a high-voltage battery, the controller of the electric vehicle communicates with the quick charger, and the current value (charging current value) of the electric power supplied by the quick charger, the quick charging port and the high voltage. Determines on / off of the QC relay on the power path connecting the battery.

Further, when the high-voltage battery is rapidly charged, in parallel with this, the low-voltage battery that serves as a power source for auxiliary equipment (vehicle-mounted instruments, lamps, and other electrical components) of the electric vehicle can be charged. When charging the low-voltage battery in parallel, part of the high-voltage DC power supplied from the quick charger is converted to the low-voltage DC power corresponding to the low-voltage battery by the DCDC converter of the electric vehicle. It is stepped down.

Therefore, the switching noise generated by the switching of the semiconductor switching element of the DCDC converter is superimposed on the high-voltage DC power from the quick charger. Therefore, during the rapid charging of the high-voltage battery, the switching noise superimposed on the high-voltage DC power from the quick charger is smoothed by a smoothing capacitor and used for charging the high-voltage battery. Further, after the quick charging is completed, the electric charge accumulated in the smoothing capacitor is discharged by using the discharge circuit.

The inverter, controller, and DCDC converter described above may be mounted on an electric vehicle as one unit called a power control unit. The power control unit may be further provided with a smoothing capacitor discharge circuit, a plug-in charger for normal charging, and the like (for example, Patent Document 1).

JP-A-2018-207269

By the way, in the above-mentioned quick charging method, in order to confirm that the power supply from the quick charger is stopped at the end of the quick charging, the power path connecting the quick charging port of the electric vehicle and the high voltage battery It is required that the electric current be monitored by the electric vehicle even after the charging is completed.

In a power control unit that includes an inverter, a controller, a DCDC converter, and the like as one unit, there is a power path in the unit that connects the quick charging port and the high-voltage battery. Therefore, in an electric vehicle that employs a power control unit, it is required to monitor the current value of the power path in the unit.

Moreover, the power path for which the current value is monitored is a high-voltage component to which high-voltage DC power is transmitted, although the current value is measured after the end of quick charging. On the other hand, it is the controller of the light electric system, which is one of the auxiliary machines of the electric vehicle, that monitors the current value. Moreover, both the power path and the controller are in the power control unit.

Therefore, when a sensor that measures the current value of the power path is connected to the controller and newly installed in the unit, at least a sufficient insulation distance between the sensor that is a weak electric system like the controller and the power path of the strong electric system is sufficient. It is necessary to secure. For that purpose, the board on which the sensor is mounted must be enlarged, and the size of the power control unit cannot be avoided. This may make it difficult to meet the demands for weight reduction and miniaturization that are widely required for in-vehicle parts.

The present invention has been made in view of the above circumstances, and an object of the present invention is to realize a configuration in which the current of a power path in a unit can be measured in the unit while avoiding an increase in size of the unit.

In order to achieve the above object, the power control unit according to one aspect of the present invention is
A high-voltage line through which the charge / discharge current of a high-voltage battery flows,
An inverter circuit that converts high-voltage DC power supplied from the high-voltage battery to the high-voltage line into alternating current and outputs it to the propulsion motor.
A current sensor that measures the passing current value of the high voltage line, and
An inverter controller that controls the output operation of AC power to the propulsion motor by the inverter circuit based on the torque command value for the propulsion motor and the passing current value measured by the current sensor.
Based on the passing current value transferred from the inverter controller, the charger of the charging power of the high voltage battery after the charging of the high voltage battery by the charger connected to the high voltage line is stopped. A detector that detects the supply status to the high voltage line,
To be equipped.

According to the present invention, it is possible to realize a configuration in which the current of the power path in the unit can be measured in the unit while avoiding the increase in size of the unit.

It is a block diagram which shows the power control unit of the electric vehicle which concerns on one Embodiment of this invention. It is a flowchart which shows an example of the control procedure about the quick charge of a high voltage battery by the quick charger which the controller of FIG. 1 executes according to a program.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a power control unit of an electric vehicle according to an embodiment of the present invention. The power control unit 1 of the present embodiment shown in FIG. 1 is mounted on an electric vehicle such as an electric vehicle (EV) or a plug-in hybrid vehicle (PHEV).

The power control unit 1 of the present embodiment is a collection of elements related to charging / discharging of the high-voltage battery HB mounted on the electric vehicle and elements related to charging of the low-voltage battery LB also mounted on the electric vehicle.

The power control unit 1 has a high-voltage battery port HBP, a low-voltage battery port LBP, a signal port SP, a power supply port PP, a quick charging port QP, and a commercial power supply port CP as connection ports for external devices and the like. ..

A high voltage battery HB is connected to the high voltage battery port HBP via a main relay (M / R) 3. Therefore, the high-voltage battery port HBP and the high-voltage battery HB are connected and disconnected by turning on / off the main relay 3. When the main relay 3 is turned on, the high voltage battery HB supplies high voltage power (eg, DC 400V) to the high voltage battery port HBP. The high-voltage power supplied by the high-voltage battery HB is used to drive the propulsion motor M of the electric vehicle.

The high-voltage battery HB has a sensor (not shown) that measures the terminal voltage. The terminal voltage of the high-voltage battery HB measured by the sensor is input to the vehicle integrated controller (VCM) 5 of the electric vehicle described later.

A low voltage battery LB is connected to the low voltage battery port LBP. The low-voltage battery LB supplies low-voltage electric power (for example, DC 12V) for operation to the auxiliary equipment (vehicle-mounted instruments, lamps, and other electrical components) ACC of the electric vehicle.

The auxiliary ACC of the electric vehicle includes the vehicle integrated controller 5 described above and the controller 27 of the power control unit 1 described later. Therefore, the vehicle integrated controller 5 and the controller 27 operate with the low voltage DC power supplied from the low voltage battery LB.

The vehicle integrated controller 5 can be configured by, for example, one of a plurality of ECUs (Electronic Control Units or Engine Control Units) mounted on an electric vehicle. Therefore, the vehicle integrated controller 5 uses, for example, the LAN of the electric vehicle used for communication between the ECUs, and the high-voltage battery HB measured by the sensor from another ECU to which the sensor of the high-voltage battery HB is connected. The terminal voltage can be obtained.

Then, the vehicle integrated controller 5 detects the charging state (for example, SOC: State of Charge) of the high-voltage battery HB from the acquired terminal voltage of the high-voltage battery HB. Further, the vehicle integrated controller 5 can control the on / off of the main relay 3 at the time of quick charging according to the detected charging state of the high voltage battery HB.

Further, the vehicle integrated controller 5 acquires the accelerator operation amount of the electric vehicle detected by a sensor (not shown). The vehicle integrated controller 5 can acquire the accelerator operation amount from another ECU to which a sensor (not shown) for detecting the accelerator operation amount is connected via the LAN of the electric vehicle, for example. Then, the vehicle integrated controller 5 can determine the torque command value for the propulsion motor M according to the acquired accelerator operation amount.

A vehicle integrated controller 5 is connected to the signal port SP. The vehicle integrated controller 5 outputs the determined torque command value to the signal port SP.

An external power output port (not shown) of the vehicle integrated controller 5 is connected to the power port PP. The vehicle integrated controller 5 outputs the power supply voltage VCS generated from the low voltage power (for example, DC 12V) supplied from the low voltage battery LB to the power supply port PP.

The connector 9 of the charging cable 7 of the quick charger QC (corresponding to the charger in the claims) is connected to the quick charging port QP. When the charging cable 7 is connected to the quick charging port QP, DC power (for example, maximum DC 600V) for quick charging of the high voltage battery HB is supplied from the quick charger QC to the quick charging port QP via the charging cable 7. To.

Further, when the charging cable 7 is connected to the quick charging port QP, the communication line of the quick charger QC is connected to the LAN in the power control unit 1. As described above, the controller 27 is connected to this LAN. Therefore, when the charging cable 7 is connected to the quick charging port QP, the quick charger QC and the controller 27 are communicably connected.

The connector 13 of the charging cable 11 for normal charging is connected to the commercial power port CP. The charging cable 11 has a plug 15 on the opposite side of the connector 13. The plug 15 of the charging cable 11 is connected to a normal charging outlet (not shown) of a commercial power source. When the charging cable 11 connected to the commercial power supply is connected to the commercial power supply port CP, the AC power of the commercial power supply (for example, single-phase AC 200V) is supplied to the commercial power supply port CP via the charging cable 11.

Further, the charging cable 11 has a control box 17. The communication line of the charging cable 11 is connected to the control box 17. When the charging cable 11 is connected to the commercial power port CP, the communication line of the charging cable 11 is connected to the LAN in the power control unit 1. Therefore, when the charging cable 11 is connected to the commercial power port CP, the controller 27 is communicably connected to the control box 17.

The power control unit 1 to which the above-mentioned external device or the like is connected has a junction box (J / B) 19, a plug-in charger CHG, a DCDC converter 21, and a high electric power monitoring unit 22 inside. Further, the power control unit 1 has an inverter unit 23, a discharge circuit 25, and the controller 27 described above inside.

The junction box 19 has a QC relay (not shown). The QC relay turns the connection between the quick charge port QP and the high voltage battery port HBP on and off. By turning the QC relay on and off, the output of the DC power for quick charging input from the quick charging port QP from the high voltage battery port HBP to the high voltage battery HB is permitted or prohibited.

The plug-in charger CHG is operated by the power supply voltage VCS supplied from the controller 27. The plug-in charger CHG converts the AC power of the commercial power supply input from the commercial power supply port CP into DC power for normal charging of the high-voltage battery HB (for example, maximum DC 400V). Then, the converted DC power is output from the high-voltage battery port HBP to the high-voltage battery HB via the power path 28 (corresponding to the high-voltage line in the claim) connecting the junction box 19 and the high-voltage battery port HBP. ..

For the plug-in charger CHG, for example, a rectifier circuit (not shown) that converts AC power of a commercial power source into DC and a DCDC converter (not shown) that boosts the rectified DC power can be used. .. The rectifier circuit can be configured by, for example, a diode bridge circuit. Further, the DCDC converter can be composed of, for example, an isolated DCDC converter having an isolation transformer and a power semiconductor switching element.

For the power semiconductor switching element of the plug-in charger CHG, for example, an IGBT (Insulated Gate Bipolar Transistor) can be used. Further, in the plug-in charger CHG, a DC link capacitor (not shown) can be provided in front of the rectifier circuit (commercial power port CP side).

The DCDC converter 21 converts a part of the high-voltage DC power on the power path 28 connecting the junction box 19 and the high-voltage battery port HBP into DC power (for example, DC 12V) for charging the low-voltage battery LB. To do.

That is, the DCDC converter 21 converts a part of the DC power of the high voltage battery HB input from the high voltage battery port HBP into DC power for charging the low voltage battery LB, and converts the DC power from the low voltage battery port LBP to the low voltage. Output to battery LB. Further, the DCDC converter 21 converts a part of the DC power for normal charging of the high voltage battery HB output by the plug-in charger CHG into the DC power for charging the low voltage battery LB, and converts the DC power into the low voltage battery port. Output from the LBP to the low voltage battery LB.

As the DCDC converter 21, for example, an asymmetrical half-bridge type LLC converter can be used. The asymmetric half-bridge type LLC converter has an LLC circuit on the primary side of the isolation transformer and a rectifier circuit on the secondary side.

In this asymmetric half-bridge type LLC converter, a part of the DC power from the high voltage battery HB or the plug-in charger CHG is converted into alternating current by the on / off operation of the power semiconductor switching element in the LLC circuit on the primary side. Then, the AC power stepped down according to the turns ratio of the primary coil and the secondary coil in the transformer is converted into DC power for charging the low voltage battery LB by the rectifier circuit.

As for the power semiconductor switching element of the DCDC converter 21, for example, an IGBT can be used as in the plug-in charger CHG.

The high-voltage monitoring unit 22 is provided in the power path 28 on the high-voltage battery port HBP side of the connection point of the inverter unit 23. The high electric power monitoring unit 22 has a voltage monitoring unit 22A (corresponding to a physical quantity acquisition unit in the claims) and a current sensor 22B.

The voltage monitoring unit 22A can be configured by, for example, a series circuit (not shown) of a voltage dividing resistor connected to the positive electrode (P pole) line 28P of the power path 28. In this embodiment, the potential of the measurement point (connection point between the resistors) on the series circuit of the voltage dividing resistor is detected by the motor controller 33 of the inverter unit 23 described later.

The current sensor 22B can be configured by, for example, a Hall element type current sensor (not shown) in which a Hall element is arranged in a gap of a core through which the power path 28 penetrates the inside. The current sensor 22B (Hall element) outputs a detection signal having a signal level corresponding to the passing current of the power path 28. In this embodiment, the current sensor 22B is connected to an analog input port (not shown) of the motor controller 33 of the inverter unit 23.

The inverter unit 23 is connected to a power path 28 connecting the junction box 19 and the high-voltage battery port HBP. The inverter unit 23 is operated by the power supply voltage VCS supplied from the vehicle integrated controller 5 via the power supply port PP.

The inverter unit 23 includes a smoothing capacitor 29, a power module (PM) 31 (corresponding to the inverter circuit in the claim), a motor controller (MC) 33 (corresponding to the inverter controller in the claim), and a drive circuit (DR) 35. Have.

The smoothing capacitor 29 smoothes the current of high-voltage DC power flowing through the power path 28 connecting the junction box 19 and the high-voltage battery port HBP.

That is, switching noise is superimposed on the high-voltage DC power flowing through the power path 28 connecting the junction box 19 and the high-voltage battery port HBP. This switching noise is generated when the power semiconductor switching element of the plug-in charger CHG or the DCDC converter 21 operates on and off. The smoothing capacitor 29 smoothes the high-voltage DC power current on which the switching noise of the power semiconductor switching element is superimposed. Then, the smoothing capacitor 29 outputs the smoothed high-voltage DC power to the power module 31 by dividing it into each phase of the UVW except for a part supplied to the DCDC converter 21.

The power module 31 is a three-phase AC inverter circuit having power semiconductor switching elements (not shown) on the upper arm and the lower arm of each UVW phase. In the power module 31, the DC power of the high-voltage battery HB smoothed by the smoothing capacitor 29 is converted into three-phase AC power by the on / off operation of each power semiconductor switching element. For the power semiconductor switching element, for example, an IGBT can be used. The converted three-phase AC power is supplied to the coils of each phase of the UVW of the propulsion motor M, respectively.

The propulsion motor M is rotated by AC power supplied from the power module 31 of the inverter unit 23 to the coils of each phase of the UVW. The rotation of the propulsion motor M causes the electric vehicle to travel.

Wiring routed from the measurement point of the voltage monitoring unit 22A is connected to the contacts of the board (not shown) of the power module 31. The contact to which this wiring is connected is electrically connected to an analog input port (not shown) of the motor controller 33 via a conductive pattern (not shown) on the substrate of the power module 31.

The motor controller 33 is connected to the signal port SP and the controller 27 via the LAN in the power control unit 1. The torque command value from the vehicle integrated controller 5 connected to the signal port SP is input to the motor controller 33.

Further, the measurement point of the voltage monitoring unit 22A and the current sensor 22B are connected to the two analog input ports of the motor controller 33 via the power module 31. The motor controller 33 converts the potential of the measurement point of the voltage monitoring unit 22A and the detection signal of the current sensor 22B into digital values, and detects the voltage and the passing current of the power path 28.

The motor controller 33 is a pulse for generating a torque corresponding to the torque command value input from the vehicle integrated controller 5 in the propulsion motor M based on the detected voltage of the power path 28 (voltage between DC inputs of the inverter). Determine the duty ratio of the signal. Then, the pulse signal of the determined duty ratio is output to the drive circuit 35.

However, when the passing current of the power path 28 detected by the motor controller 33 is in an overcurrent state with respect to the withstand voltage of the power module 31 or the like, the duty ratio of the pulse signal is lowered from the duty ratio according to the torque command value. The amount of decrease in the duty ratio of the pulse signal can be, for example, such that the overcurrent state of the passing current of the power path 28 is eliminated.

The motor controller 33 transfers the detected voltage and passing current of the power path 28 to the controller 27 via the LAN in the power control unit 1.

The drive circuit 35 generates a control signal (for example, an IGBT gate drive signal) based on the pulse signal input from the motor controller 33. Then, the generated control signal is output to the control terminal (for example, the gate of the IGBT) of each power semiconductor switching element of the power module 31. With this control signal, the drive circuit 35 turns each power semiconductor switching element of the power module 31 on and off.

By the control signal input from the drive circuit 35 to the control terminal, each power semiconductor switching element of the power module 31 operates on and off in a pattern of outputting the torque corresponding to the torque command value from the vehicle integrated controller 5 to the propulsion motor M. To do.

The inverter unit 23 may convert DC power into three-phase or more multi-phase AC power (the description of the inverter configuration in that case will be omitted).

The discharge circuit 25 is a circuit that discharges the residual charge of the smoothing capacitor 29, and may include, for example, a series circuit of the discharge resistor 41 and a discharge switch (not shown). This series circuit is provided between the inverter unit 23 and the junction box 19 on the power path 28 connecting the junction box 19 and the high voltage battery port HBP.

The series circuit of the discharge resistor 41 and the discharge switch is connected so as to straddle between the positive electrode (P pole) line 28P and the negative electrode (N pole) line 28N of the power path 28. The discharge switch (not shown) is normally turned off (open). When the residual charge of the smoothing capacitor 29 is discharged by the discharge circuit 25, a discharge switch (not shown) is turned on (closed) by the control of the controller 27.

The controller 27 operates with low voltage DC power supplied from the low voltage battery LB via the low voltage battery port LBP. The controller 27 is connected to the DCDC converter 21 and the plug-in charger CHG in addition to the signal port SP and the motor controller 33 of the inverter unit 23 via the LAN in the power control unit 1.

The controller 27 turns on the QC relay of the junction box 19 when the charging cable 7 of the quick charger QC is connected to the quick charging port QP and communication with the quick charger QC is established. As a result, the quick charge port QP and the high voltage battery port HBP are connected via the power path 28, and the high voltage battery HB can be quickly charged.

Further, when the charging cable 11 for normal charging connected to the commercial power supply is connected to the commercial power supply port CP and the controller 27 receives the connection confirmation signal from the control box 17 of the charging cable 11, the QC of the junction box 19 Turn off the relay. As a result, the quick charging port QP is disconnected from the power path 28, and the plug-in charger CHG and the high voltage battery port HBP are connected via the power path 28, enabling normal charging of the high voltage battery HB. It becomes a state.

Regardless of whether the high-voltage battery HB can be quickly charged or normally charged, the low-voltage battery LB is charged by the low-voltage DC power converted by the DCDC converter 21 in parallel with the charging of the high-voltage battery HB. Is possible.

Further, when the electric vehicle in which the propulsion motor M is operated by the high voltage DC power of the high voltage battery HB converted into the three-phase AC power by the inverter unit 23 is running, the controller 27 uses the QC relay of the junction box 19. Turn it off. Then, the controller 27 starts driving the inverter unit 23 and the like.

Further, the controller 27 can determine a target value of the charging current at the time of normal charging according to the terminal voltage of the high voltage battery HB and notify the plug-in charger CHG. The terminal voltage of the high-voltage battery HB can be obtained from, for example, the measured value of the voltage sensor provided on the high-voltage battery HB from the vehicle integrated controller 5. Alternatively, the voltage of the power path 28 detected by the motor controller 33 from the output of the voltage monitoring unit 22A when the high-voltage battery HB is not rapidly charged and the propulsion motor M is not rotating is used as the terminal voltage of the high-voltage battery HB. May be obtained as.

Further, the controller 27 monitors the terminal voltage of the smoothing capacitor 29 of the inverter unit 23 (voltage between DC inputs of the inverter) by the terminal voltage of the acquired high voltage battery HB. Then, the operation of the plug-in charger CHG is controlled according to the height of the monitored voltage between DC inputs. Further, the controller 27 controls the discharge operation of the accumulated charge of the smoothing capacitor 29 by turning on / off the discharge switch (not shown) of the discharge circuit 25.

Further, when the controller 27 detects the connection of the charging cables 7 and 11 for quick charging or normal charging to the quick charging port QP or the commercial power port CP, the vehicle integrated controller 5 connected to the signal port SP indicates that fact. Can be notified to.

The LAN in the power control unit 1 can be configured by, for example, an in-vehicle network using a communication protocol such as CAN (Controller Area Network).

In the power control unit 1 of the present embodiment configured as described above, when the main relay 3 is turned on by the vehicle integrated controller 5, the high voltage DC power of the high voltage battery HB is high voltage via the main relay 3. Input to the battery port HBP. A part of the high voltage DC power input to the high voltage battery port HBP is supplied to the DCDC converter 21, and the rest is supplied to the inverter unit 23.

The high-voltage DC power supplied to the DCDC converter 21 is converted into low-voltage DC power and output to the low-voltage battery port LBP as charging power for the low-voltage battery LB. The high-voltage DC power supplied to the inverter unit 23 is converted into three-phase AC power by the inverter unit 23 and supplied to the coils of each phase of the UVW of the propulsion motor M. The propulsion motor M to which the three-phase AC power is supplied is rotated at a speed corresponding to a torque command value determined by the vehicle integrated controller 5 according to the operation amount of the accelerator.

Further, in the power control unit 1, when the controller 27 detects the connection of the charging cable 7 for quick charging to the quick charging port QP while the electric vehicle is parked, the QC relay of the junction box 19 is turned on by the controller 27. Further, the main relay 3 is turned on by the vehicle integrated controller 5 notified from the controller 27.

When the QC relay is turned on, high-voltage DC power from the quick charger QC is input to the quick charging port QP. A part of the high-voltage DC power input to the quick charge port QP is supplied to the DCDC converter 21, and the rest is supplied to the high-voltage battery port HBP.

The high-voltage DC power supplied to the DCDC converter 21 is converted into low-voltage DC power and output to the low-voltage battery port LBP as charging power for the low-voltage battery LB. The high-voltage DC power supplied to the high-voltage battery port HBP is output to the high-voltage battery HB via the main relay 3 as power for quick charging of the high-voltage battery HB.

Further, in the power control unit 1, when the controller 27 detects the connection of the charging cable 11 for normal charging connected to the commercial power supply to the commercial power supply port CP while the electric vehicle is parked, the AC power of the commercial power supply becomes the commercial power supply. Input to port CP. The AC power of the commercial power supply input to the commercial power supply port CP is converted into high-voltage DC power by the plug-in charger CHG. The converted high voltage DC power is supplied to the high voltage battery port HBP. The high-voltage DC power supplied to the high-voltage battery port HBP is output to the high-voltage battery HB via the main relay 3 as power for normal charging of the high-voltage battery HB.

By the way, quick charging of the high-voltage battery HB by the quick charger QC and normal charging of the high-voltage battery HB by the plug-in charger CHG are performed when the electric vehicle is parked. The voltage and passing current of the power path 28 acquired by the controller 27 from the motor controller 33 while the electric vehicle is parked can be imitated as the terminal voltage and charge / discharge current of the high-voltage battery HB. That is, the propulsion motor M is stopped while the electric vehicle is parked, and the propulsion motor M does not consume the power of the high voltage battery HB. Further, since the parked electric vehicle does not move, the regenerative current of the propulsion motor M does not flow through the power path 28.

Therefore, the controller 27 acquires the voltage and the passing current of the power path 28 transferred from the motor controller 33 while the electric vehicle is parked as the terminal voltage and the charge / discharge current of the high-voltage battery HB. Then, the controller 27 can use the acquired terminal voltage and charge / discharge current of the high-voltage battery HB for determining the charging conditions for quick charging and normal charging, grasping the state of the high-voltage battery HB during charging, and the like. ..

Next, the quick charger uses the voltage and passing current of the power path 28 transferred from the motor controller 33 while the electric vehicle is parked, which the controller 27 acquires as the terminal voltage and charge / discharge current of the high-voltage battery HB. A case of controlling the quick charging operation by the QC will be described.

FIG. 2 is a flowchart showing an example of a control procedure for quick charging of the high voltage battery HB by the quick charger QC, which is executed by the controller 27 according to the program. The controller 27 periodically and repeatedly executes the procedure shown in the flowchart of FIG.

First, the controller 27 confirms whether or not the charging cable 7 for quick charging is connected to the quick charging port QP while the electric vehicle is parked (step S1). The fact that the electric vehicle is parked can be specified, for example, by turning off the ignition switch of the electric vehicle, the shift position, the state of the parking brake, or the like.

If the charging cable 7 is not connected to the quick charging port QP (NO in step S1), the series of processes ends. Further, when the charging cable 7 is connected to the quick charging port QP (YES in step S1), the controller 27 acquires the voltage of the power path 28 transferred from the motor controller 33 as the terminal voltage of the high voltage battery HB. (Step S3). Then, the controller 27 determines the charging conditions for the quick charging of the high-voltage battery HB based on the acquired terminal voltage, and notifies the quick charger QC (step S5).

Next, the controller 27 waits for the notification from the quick charger QC to start supplying the quick charging power (step S7). Then, when the notification of the start of supply is received (YES in step S7), the controller 27 turns on the QC relay of the junction box 19 (step S9). As a result, the power for quick charging from the quick charger QC is input to the power path 28 from the quick charging port QP, supplied to the high voltage battery HB from the high voltage battery port HBP, and the quick charging of the high voltage battery HB is started. Will be done.

Subsequently, the controller 27 acquires the terminal voltage of the high voltage battery HB from the motor controller 33 (step S10). Then, the charging voltage (voltage value being notified) during the notification of the start of supply of the quick charging power from the quick charger QC is the terminal voltage (actual voltage value) of the high voltage battery HB acquired from the motor controller 33. It is confirmed whether or not they match (step S11).

If they do not match (NO in step S11), the controller 27 notifies the quick charger QC that the charging voltage being notified of the start of supply is in an abnormal state that does not match the terminal voltage of the high voltage battery HB (NO). Step S13). Then, the process shifts to step S15, which will be described later. If they match (YES in step S11), the process proceeds to step S15.

In step S15, the controller 27 acquires the terminal voltage of the high voltage battery HB from the motor controller 33. Then, the controller 27 confirms whether or not the acquired terminal voltage has reached a value at which the rapid charging of the high-voltage battery HB is terminated (step S17). If the end value of the quick charge has not been reached (NO in step S17), the process returns to step S15. When the end value of the quick charge is reached (YES in step S17), the controller 27 notifies the quick charger QC of the stop of charging (step S19).

Subsequently, the controller 27 waits for the notification of the stop of charging from the quick charger QC that has stopped supplying the power for quick charging from the charging cable 7 (step S21). Then, when receiving the notification of charging stop (YES in step S21), the controller 27 turns off the QC relay of the junction box 19 (step S23) and discharges the accumulated charge of the smoothing capacitor 29 in the discharge circuit 25 (step S25). ).

Further, after the discharge in the discharge circuit 25 is completed, the controller 27 acquires the passing current of the power path 28 from the motor controller 33 (step S27). Then, the controller 27 confirms from the acquired passing current whether or not the supply of the quick charging power from the quick charger QC is stopped (step S29).

If the supply of the quick charging power is not stopped (NO in step S29), the controller 27 notifies the quick charger QC of the supply stop error (step S31), and returns to step S19. When the supply of the quick charging power is stopped (YES in step S29), the controller 27 outputs a confirmation signal of the supply stop to the quick charger QC (step S33), and ends the series of processes.

As is clear from the above description, in the present embodiment, steps S10, step S11, step S27 and step S29 in the flowchart of FIG. 2 are processes corresponding to the detection unit in the claim. Further, in the present embodiment, step S13 in FIG. 2 is a process corresponding to the notification unit in the claim. Further, in the present embodiment, step S33 in FIG. 2 is a process corresponding to the confirmation unit in the claim.

As described above, in the present embodiment, the passing current of the power path 28 used by the motor controller 33 to determine the control content of the power module 31 that converts the DC power of the high-voltage battery HB into alternating current is determined by the high-voltage battery HB. It is used after the charging of the quick charge is stopped.

That is, the motor controller 33 converts the DC power of the high-voltage battery HB into alternating current and supplies it to the propulsion motor M, and when the propulsion motor M is rotated, the passing current of the power path 28 measured by the current sensor 22B To use. That is, it is used when the electric vehicle is running. On the contrary, since the propulsion motor M is not rotated while the electric vehicle for rapidly charging the high voltage battery HB is parked, the motor controller 33 does not use the passing current of the power path 28 measured by the current sensor 22B.

Therefore, the controller 27 confirms that the supply of charging power from the quick charger QC is stopped by using the passing current of the power path 28 measured by the current sensor 22B after the charging of the high-voltage battery HB is stopped. However, it does not affect the operation of the motor controller 33. Therefore, in order to make the controller 27 confirm that the supply of charging power from the quick charger QC is stopped, the existing current sensor 22B can be used as a motor controller without providing a new current sensor for measuring the passing current of the power path 28. It can be shared with 33.

If the passing current of the power path 28 is measured by the new current sensor, the power path 28 exists in the power control unit 1, so that the new current sensor also needs to be arranged in the power control unit 1. Moreover, the power path 28 is a high-voltage component used for transmitting DC power of the high-voltage battery HB. On the other hand, it is the light electric system controller 27 that uses the measured value of the current sensor, and is arranged in the same power control unit 1 as the power path 28.

Therefore, when a new current sensor is connected to the light electric system controller 27 to measure the passing current of the power path 28, between the current sensor which is the weak electric system like the controller 27 and the high electric system power path 28. In addition, it is necessary to secure a sufficient insulation distance. Then, the mounting board of the new current sensor becomes large, and eventually the power control unit 1 becomes large.

On the other hand, in the power controller 1 of the present embodiment, the current sensor 22B of the existing high electric power monitoring unit 22 is used by the controller 27 while the electric vehicle is parked, which is not used by the motor controller 33 which has been conventionally used. Therefore, the power control unit 1 is kept at the current size to avoid the increase in size, and the passing current of the power path 28 in the power control unit 1 is measured by the current sensor 22B in the power control unit 1. It can be realized.

In the present embodiment, the power control unit 1 is used to detect the voltage of the power path 28 required to determine the duty ratio of the pulse signal output to the drive circuit 35 by the motor controller 33 in order to drive the electric vehicle. The voltage monitoring unit 22A of the above was used. Then, while the electric vehicle not used by the motor controller 33 is parked, the voltage of the power path 28 detected by the motor controller 33 from the output of the voltage monitoring unit 22A is used by the controller 27 to determine the charging conditions of the high-voltage battery HB. The configuration is used by. However, the arrangement of the voltage monitoring unit 22A and the configuration used by the controller 27 while the electric vehicle is parked may be omitted.

Further, if the controller 27 confirms that the supply of charging power from the quick charger QC has stopped after the quick charging has stopped, the configuration of outputting the confirmation signal to the quick charger QC may be omitted.

Further, the voltage of the power path 28 (actual voltage value of the high-voltage battery HB) detected by the motor controller 33 from the output of the voltage monitoring unit 22A while the electric vehicle is parked, and the charging voltage notified from the quick charger QC ( The configuration for confirming the match with the voltage value on the notification) may be omitted. Alternatively, the configuration to be confirmed may be left, and if they do not match, only the configuration for notifying the quick charger QC that the charging voltage notified from the quick charger QC is abnormal by a notification signal may be omitted.

Further, in the present embodiment, the case where the controller 27 uses the voltage and the passing current of the power path 28 detected by the motor controller 33 while the electric vehicle is parked for quick charging of the high voltage battery HB has been described. However, it may be configured to be used by the controller 27 for normal charging of the high voltage battery HB.

Further, in the present embodiment, the power control unit 1 has a junction box 19, a DCDC converter 21, a high electric power monitoring unit 22, an inverter unit 23, a discharge circuit 25, a controller 27, a power path 28, and a plug-in charger CHG. did. However, the present invention can be applied even if these are not all provided power control units 1.

The present invention can be used in a vehicle power control unit that uses a motor as a propulsion source.

1 Power control unit 3 Main relay (M / R)
5 Vehicle integrated controller 7 Quick charger charging cable 9 Connector 11 Normal charging charging cable 13 Connector 15 Plug 17 Control box 19 Junction box (J / B)
21 DCDC converter 22 High-voltage monitoring unit 22A Voltage monitoring unit 22B Current sensor 23 Inverter unit 25 Discharge circuit 27 Controller (detection unit, confirmation unit, notification unit)
28 Power path (high voltage line)
28N Negative electrode (N pole) line of power path 28P Positive electrode (P pole) line of power path 29 Smoothing capacitor 31 Power module (inverter circuit)
33 Motor controller (inverter controller)
35 Drive Circuit 41 Discharge Resistance ACC Auxiliary CHG Plug-in Charger CP Commercial Power Port HB High Voltage Battery HBP High Voltage Battery Port LB Low Voltage Battery LBP Low Voltage Battery Port M Propulsion Motor PP Power Port QC Quick Charger (Charging) vessel)
QP fast charging port SP signal port VCS power supply voltage

Claims (4)

The high-voltage line (28) through which the charge / discharge current of the high-voltage battery (HB) flows, and
An inverter circuit (31) that converts high-voltage DC power supplied from the high-voltage battery (HB) to the high-voltage line (28) into alternating current and outputs it to the propulsion motor (M).
A current sensor (22B) that measures the passing current value of the high voltage line (28), and
Based on the torque command value for the propulsion motor (M) and the passing current value measured by the current sensor (22B), the inverter circuit (31) outputs AC power to the propulsion motor (M). Inverter controller (33) that controls
The high voltage after the charging of the high voltage battery (HB) by the charger (QC) connected to the high voltage line (28) is stopped based on the passing current value transferred from the inverter controller (33). A detection unit (27) that detects the supply state of the charging power of the voltage battery (HB) from the charger (QC) to the high voltage line (28).
Power control unit (1). When the detection unit (27) detects that the supply of charging power to the high-voltage line (28) is stopped after the charging of the high-voltage battery (HB) is stopped, the confirmation signal of the stop of supply of the charging power is sent. The power control unit (1) according to claim 1, further comprising a confirmation unit (27) that outputs to a charger (QC). The inverter controller (33) further includes a physical quantity acquisition unit (22A) that acquires a physical quantity corresponding to the voltage between DC inputs of the inverter circuit (31) on the high voltage line (28), and the inverter controller (33) obtains the physical quantity from the acquired physical quantity. The voltage between DC inputs is detected, and the detection unit (27) is used for charging based on the voltage between DC inputs during charging of the high voltage battery (HB) transferred from the inverter controller (33). The power control unit (1) according to claim 1 or 2, which detects a match or a mismatch between the notified voltage value notified from the charger (QC) of power and the actual voltage value on the high voltage line (28). ). When the detection unit (27) detects a discrepancy between the voltage value on the notification and the actual voltage value, the notification unit (27) outputs an abnormality notification signal of the voltage value on the notification to the charger (QC). The power control unit (1) according to claim 3, further comprising).

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