JP3271636B2 - Electric vehicle electric system - Google Patents

Electric vehicle electric system

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Publication number
JP3271636B2
JP3271636B2 JP26418193A JP26418193A JP3271636B2 JP 3271636 B2 JP3271636 B2 JP 3271636B2 JP 26418193 A JP26418193 A JP 26418193A JP 26418193 A JP26418193 A JP 26418193A JP 3271636 B2 JP3271636 B2 JP 3271636B2
Authority
JP
Japan
Prior art keywords
voltage
charging
auxiliary battery
battery
auxiliary
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP26418193A
Other languages
Japanese (ja)
Other versions
JPH0799701A (en
Inventor
繁則 木下
浩一 植木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Fuji Electric Co Ltd
Original Assignee
Fuji Electric Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fuji Electric Co Ltd filed Critical Fuji Electric Co Ltd
Priority to JP26418193A priority Critical patent/JP3271636B2/en
Publication of JPH0799701A publication Critical patent/JPH0799701A/en
Application granted granted Critical
Publication of JP3271636B2 publication Critical patent/JP3271636B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【産業上の利用分野】本発明は、車両駆動用の主電池と
補助機器用の補助電池とを備え、車載の充電装置により
補助電池を充電する電気自動車の電気システムに関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric system for an electric vehicle having a main battery for driving a vehicle and an auxiliary battery for auxiliary equipment, and charging the auxiliary battery by a vehicle-mounted charging device.

【０００２】[0002]

【従来の技術】図４は、主電池を電源とする公知の電気
自動車の電気システム（第１の従来技術）である。同図
において、１は単位電池１００を多数、直列接続した主
電池、２は主スイッチ、３はヒューズ、４は電動機駆動
用インバータであり一般に３相トランジスタインバータ
が多く用いられている。５は車輪駆動用交流電動機であ
る。この電気自動車においては、図示されていないが電
動機５には減速機等を介して車輪が連結されている。2. Description of the Related Art FIG. 4 shows a known electric system (first prior art) of an electric vehicle using a main battery as a power source. In the figure, 1 is a main battery in which a number of unit batteries 100 are connected in series, 2 is a main switch, 3 is a fuse, and 4 is an inverter for driving a motor, and generally a three-phase transistor inverter is often used. Reference numeral 5 denotes an AC motor for driving wheels. In this electric vehicle, although not shown, wheels are connected to the electric motor 5 via a speed reducer or the like.

【０００３】また、６は補助機器用の補助電池、７は補
助電池６の充電装置、８は必要に応じ用いられる充電用
スイッチである。２００は、補助電池６を電源とする補
助機器であり、例えば照明灯やカーラジオ等である。補
助電池６の充電に当たっては、充電用スイッチ８を閉じ
て充電装置７内の充電回路を動作させている。Reference numeral 6 denotes an auxiliary battery for auxiliary equipment, 7 denotes a charging device for the auxiliary battery 6, and 8 denotes a charging switch used as needed. Reference numeral 200 denotes an auxiliary device that uses the auxiliary battery 6 as a power source, such as an illuminator or a car radio. In charging the auxiliary battery 6, the charging switch 8 is closed and the charging circuit in the charging device 7 is operated.

【０００４】図５は、図４における充電装置７の回路構
成を示している。この例は、充電装置７をＤＣ−ＤＣコ
ンバータ（直流−直流変換器）により構成してある。図
５において、７１は入力コンデンサ、７２はインバー
タ、７３は降圧絶縁変圧器、７４はダイオード整流器、
７５はフィルタ、７０１は充電用スイッチ８を介して主
電池１に接続される入力端子、７０２は補助電池６に接
続される出力端子である。前記インバータ７２は、主回
路の三相トランジスタインバータ４と類似の単相トラン
ジスタインバータにより構成されている。FIG. 5 shows a circuit configuration of the charging device 7 in FIG. In this example, the charging device 7 is configured by a DC-DC converter (DC-DC converter). In FIG. 5, 71 is an input capacitor, 72 is an inverter, 73 is a step-down isolation transformer, 74 is a diode rectifier,
75 is a filter, 701 is an input terminal connected to the main battery 1 via the charging switch 8, and 702 is an output terminal connected to the auxiliary battery 6. The inverter 72 includes a single-phase transistor inverter similar to the three-phase transistor inverter 4 of the main circuit.

【０００５】更に、７７は充電される補助電池６の電圧
や充電電流が常に規定値内に入るように、インバータ７
２を制御する制御回路である。また、図５において７６
は充電電流検出器を示し、補助電池電圧検出器は制御回
路７７内に含ませて図示を省略してある。Further, an inverter 77 is provided so that the voltage and charging current of the auxiliary battery 6 to be charged always fall within specified values.
2 is a control circuit for controlling the control circuit 2. Also, in FIG.
Denotes a charging current detector, and the auxiliary battery voltage detector is included in the control circuit 77 and is not shown.

【０００６】ここで、補助電池６の電圧は一般に１２
〔Ｖ〕系であるのに対し、主電池１は２００〔Ｖ〕以上
と高いため、主電池１側と補助電池６側とを電気的に絶
縁する必要がある。従って、図示の制御回路７７として
は、補助電池電圧等の検出側とインバータ制御側とが絶
縁された、いわゆる絶縁形の制御回路とする必要があ
る。この結果、制御回路７７は通常、大形かつ高価なも
のとなっている。Here, the voltage of the auxiliary battery 6 is generally 12
In contrast to the [V] system, the main battery 1 is as high as 200 [V] or more, so it is necessary to electrically insulate the main battery 1 and the auxiliary battery 6. Therefore, the illustrated control circuit 77 needs to be a so-called insulated control circuit in which the detection side of the auxiliary battery voltage and the like and the inverter control side are insulated. As a result, the control circuit 77 is usually large and expensive.

【０００７】この種の電気システムでは、前述のように
補助電池６の電圧はエンジン自動車と同じく通常１２
〔Ｖ〕系であり、一方、主電池１の電圧は２００〔Ｖ〕
以上であって補助電池電圧の２０倍以上になる場合があ
る。このような電気システムにおける補助電池６の充電
装置７には、 １）入力電圧（主電池電圧）が出力電圧（補助電池電
圧）の２０倍以上という高い電圧となり、 ２）安全対策上、入出力間の電気的絶縁が必要になる、
等の特質がある。In this type of electric system, as described above, the voltage of the auxiliary battery 6 is usually 12
[V] system, while the voltage of the main battery 1 is 200 [V].
That is, the voltage may be 20 times or more of the auxiliary battery voltage. The charging device 7 for the auxiliary battery 6 in such an electric system has 1) an input voltage (main battery voltage) that is as high as 20 times or more of an output voltage (auxiliary battery voltage). Electrical insulation between
Etc.

【０００８】従って、第１の従来技術における充電装置
７は、 ＤＣ−ＤＣコンバータ方式、すなわち、直流入力→イ
ンバータ（ＤＣ→ＡＣ）→整流器（ＡＣ→ＤＣ）→フィ
ルタからなる主回路構成であり、しかも絶縁形のインバ
ータ制御回路７７が必要であると共に、電圧、電流の検
出を必要とするシステムとして複雑な構成となってい
た。 このため、システムが大型化し、高価格化するという
問題があった。Accordingly, the charging device 7 in the first prior art has a DC-DC converter system, that is, a main circuit configuration comprising a DC input → an inverter (DC → AC) → a rectifier (AC → DC) → filter, In addition, an insulated inverter control circuit 77 is required, and the system has a complicated configuration requiring detection of voltage and current. For this reason, there has been a problem that the system becomes large in size and expensive.

【０００９】一方、主電池内の直列接続された個々の単
位電池の電圧は、いかなる場合でも放電深度０〔％〕の
電圧と放電深度１００〔％〕の電圧の間にあることに着
目し、主電池の単位電池直列接続数をｎとした場合に、
主電池電圧の１／ｎの電圧に補助電池を充電しようとす
る第２の従来技術が、特願平４−３５９５７７号として
既に出願されている。On the other hand, attention is paid to the fact that the voltage of each unit battery connected in series in the main battery is in any case between the voltage of the discharge depth 0 [%] and the voltage of the discharge depth 100 [%]. When the number of unit batteries connected in series of the main battery is n,
A second prior art for charging the auxiliary battery to 1 / n of the main battery voltage has already been filed as Japanese Patent Application No. 4-359577.

【００１０】この従来技術における補助電池の充電装置
は、主電池の直流電圧を一定の周波数及び波形を有する
交流電圧に変換する電力変換器と、変圧比がｎ（ｎ＝一
次電圧／二次電圧）の降圧絶縁変圧器と、１／ｎに降圧
された交流電圧を直流に変換する整流器とにより構成
し、補助電池の充電電流や充電電圧を特に制御すること
なく補助電池を充電する。言い換えれば、主電池電圧を
常に１／ｎの直流電圧に変換して、補助電池を充電する
ものである。主電池電圧は常に放電深度０〔％〕と１０
０〔％〕との間にあり、補助電池は常に主電池電圧の１
／ｎの電圧に充電される。このため、補助電池はいかな
る場合にも放電深度０〔％〕と１００〔％〕との間にな
るように充電され、過充電、過放電状態になることはな
い。The battery charger for an auxiliary battery according to the prior art includes a power converter for converting a DC voltage of a main battery into an AC voltage having a constant frequency and a waveform, and a transformation ratio of n (n = primary voltage / secondary voltage). ), And a rectifier that converts an AC voltage reduced to 1 / n into a DC, and charges the auxiliary battery without particularly controlling the charging current and the charging voltage of the auxiliary battery. In other words, the main battery voltage is always converted to 1 / n DC voltage to charge the auxiliary battery. Main battery voltage is always 0 [%] and 10
0%, the auxiliary battery is always 1% of the main battery voltage.
/ N. For this reason, the auxiliary battery is charged so that the depth of discharge is between 0 [%] and 100 [%] in any case, and is not overcharged or overdischarged.

【００１１】図６は第２の従来技術における主電池から
補助電池への充電動作を説明するもので、電池電圧と電
流との関係を示している。図においてＡは主電池の特性
であり、電圧は１／ｎにして示してある。Ｂは補助電池
の特性である。電気自動車の非走行状態では、主電池電
圧はの電圧ＥBとなる。この状態で充電装置を作動
させると、補助電池にはＩBの充電電流が流れ、補助
電池を充電する。FIG. 6 illustrates the charging operation from the main battery to the auxiliary battery in the second prior art, and shows the relationship between battery voltage and current. In the figure, A is the characteristic of the main battery, and the voltage is shown as 1 / n. B is the characteristic of the auxiliary battery. In the non-running state of the electric vehicle, the main battery voltage becomes the voltage E B of. Operating the charging device in this state, the auxiliary battery to flow the charging current I B, and charges the auxiliary battery.

【００１２】電気自動車が走行すると、主電池には電流
が流れ、主電池電圧も低下する。この電圧がの電圧Ｅ
Bまで低下すると、補助電池の充電電流はＩBとな
る。そして、の電圧ＥBまで低下すると、充電電流
はもはや流れなくなる。補助電池が充電されて電流−電
圧特性がＢ′のようになると、主電池電圧ＥBでは充
電電流はＩＢ′まで減少し、また、ＥBの電圧で
は、充電電流が流れなくなる。When an electric vehicle runs, current flows through the main battery, and the main battery voltage also decreases. This voltage is the voltage E
Drops to B, the charge current of the auxiliary battery becomes I B. Then, the drops to the voltage E B, the charge current does not flow anymore. Auxiliary battery is charged current - 'If so, the main battery voltage E B at the charge current IB' voltage characteristics B decreased to, and in the voltage of E B, the charge current stops flowing.

【００１３】次いで、補助電池の負荷が大きくなった場
合について説明する。Ｂの特性において負荷が増すと、
放電電流が流れるようになる。今、主電池電圧の動作電
圧がのＥBであるとすると、補助電池から見かけ
上、ＩBの電流が流れる。この電流は全て充電装置を
介して主電池から供給されることになる。以上述べた充
電動作により、補助電池はＡの特性に合うまで充電され
る。Next, the case where the load of the auxiliary battery is increased will be described. When the load increases in the characteristic of B,
A discharge current flows. Assuming that the operating voltage of the main battery voltage is E B, and the apparent from the auxiliary battery, current flows in the I B. All of this current will be supplied from the main battery via the charging device. By the charging operation described above, the auxiliary battery is charged until the characteristic of A is satisfied.

【００１４】図７は図６の充電特性を持つ充電装置の構
成を示すものである。この充電装置７Ａは、図５の充電
装置７における制御回路７７を不要にしたものである。
図７において、７２１は図５のインバータ７２に対応す
るものであるが、この例では単に直流を交流に変換する
もので、交流電圧制御は行なわない。このため、インバ
ータ７２１は常に通流率最大動作のインバータ（例えば
１８０°出力の矩形波インバータ）にすることができ
る。なお、７１１は入力コンデンサ、７３１は絶縁変圧
器、７４１はダイオード整流器、７５１はフィルタを示
す。FIG. 7 shows the configuration of a charging device having the charging characteristics shown in FIG. This charging device 7A does not require the control circuit 77 in the charging device 7 of FIG.
In FIG. 7, reference numeral 721 corresponds to the inverter 72 in FIG. 5, but in this example, it simply converts DC to AC, and does not perform AC voltage control. For this reason, the inverter 721 can always be an inverter (for example, a 180 ° output rectangular wave inverter) that operates at the maximum duty ratio. In addition, 711 is an input capacitor, 731 is an insulating transformer, 741 is a diode rectifier, and 751 is a filter.

【００１５】この結果、整流器７４のダイオードの印加
電圧も２０〔Ｖ〕以下となり、低圧低損失ダイオード
（例えばショットキーダイオード等）が使用でき、低損
失化すなわち効率向上を図ることができる。また、この
充電装置７Ａでは、インバータ７２１に補助電池の充電
電流や充電電圧または交流電圧、電流の制御が不要な直
流−交流変換器を使用することができるので、装置の小
形軽量化、低価格化を図ることができる。As a result, the voltage applied to the diode of the rectifier 74 also becomes 20 [V] or less, a low-voltage low-loss diode (for example, a Schottky diode) can be used, and the loss can be reduced, that is, the efficiency can be improved. In addition, in this charging device 7A, a DC-AC converter that does not require control of the charging current, charging voltage or AC voltage and current of the auxiliary battery can be used for the inverter 721, so that the device can be reduced in size, weight, and cost. Can be achieved.

【００１６】[0016]

【発明が解決しようとする課題】上記第２の従来技術で
は、図６に示したように補助電池は主電池電圧に比例し
た電圧で充電されるので、補助電池の充電電圧は主電池
電圧の変動に応じて変動し、充電電流も補助電池の充電
状態によって変動する。電気自動車の補助機器のうち、
主スイッチを始めとするコンタクタ、エアコン、パワス
テアリング等の電源電圧はある程度の変動が許容されて
いるが、照明灯などはエンジン自動車と共用のものが多
く、その電源電圧としては１４〔Ｖ〕前後でほぼ一定で
あることが必要となる。従って、主電池電圧の変動に影
響されずに補助電池の充電電圧をほぼ一定値に維持でき
るような電気システムの提供が望まれている。In the second prior art, as shown in FIG. 6, the auxiliary battery is charged with a voltage proportional to the main battery voltage. The charging current varies depending on the variation, and the charging current also varies depending on the state of charge of the auxiliary battery. Among the auxiliary equipment for electric vehicles,
Although the power supply voltage of the main switch and other contactors, air conditioners, power steering, etc., is allowed to fluctuate to some extent, lighting lamps etc. are commonly used with engine cars, and the power supply voltage is around 14 [V]. Needs to be almost constant. Therefore, it is desired to provide an electric system that can maintain the charging voltage of the auxiliary battery at a substantially constant value without being affected by fluctuations in the main battery voltage.

【０００】本発明は上記問題点を解決するためになされ
たもので、その目的とするところは、補助電池の充電電
圧をほぼ一定に保ち、かつ充電電流を規定値に制御する
ようにした電気自動車の電気システムを提供することに
ある。The present invention has been made in order to solve the above-mentioned problems, and an object of the present invention is to provide an electric battery in which a charging voltage of an auxiliary battery is kept almost constant and a charging current is controlled to a specified value. An object of the present invention is to provide an electric system for a vehicle.

【００１７】[0017]

【課題を解決するための手段】上記目的を達成するた
め、本発明は、補助電池を第１及び第２の補助電池によ
り構成すると共に、充電装置を第１及び第２の充電回路
により構成し、主電池を、第１の補助電池と同一の電圧
定格を有する単位電池を複数個直列に接続して構成し、
第１の充電回路は、直流電圧を一定の周波数及び波形を
有する交流電圧に変換する直流−交流変換器と、この変
換器の交流側に接続された降圧絶縁変圧器と、この変圧
器の出力側と第１の補助電池との間に接続された整流器
及び第１のフィルタとを備え、第２の充電回路は、第１
の充電回路の出力電圧が加えられる直流−直流変換器
と、この変換器の出力側と第２の補助電池との間に接続
された第２のフィルタと、第２の補助電池の電圧がほぼ
一定になるように直流−直流変換器を制御する制御回路
とを備えたものである。In order to achieve the above object, the present invention provides an auxiliary battery comprising first and second auxiliary batteries, and a charging device comprising first and second charging circuits. The main battery is at the same voltage as the first auxiliary battery
A plurality of unit batteries with ratings are connected in series,
The first charging circuit includes: a DC-AC converter that converts a DC voltage into an AC voltage having a constant frequency and waveform; a step-down insulating transformer connected to the AC side of the converter; and an output of the transformer. A rectifier and a first filter connected between the first side and the first auxiliary battery;
DC-DC converter to which the output voltage of the charging circuit is applied, a second filter connected between the output side of the converter and the second auxiliary battery, and the voltage of the second auxiliary battery is approximately And a control circuit for controlling the DC-DC converter so as to be constant.

【００１８】[0018]

【作用】本発明においては、第２の従来技術と同様に構
成された第１の充電回路により、充電電圧や電流を特に
制御することなく第１の補助電池を充電し、この第１の
補助電池から、低圧の直流−直流変換器を介して第２の
補助電池を充電する。そして直流−直流変換器を、第２
の補助電池の充電電圧がほぼ一定の規定値になるように
制御回路により制御する。また、第１の補助電池には供
給電圧（電源電圧）の変動が許容できる補助機器を接続
し、第２の補助電池には照明灯のように供給電圧がほぼ
一定であることが要求される補助機器を接続する。前記
直流−直流変換器は、例えば１２〔Ｖ〕レベルの低圧回
路であるため、電流可逆チョッパのように低損失の高周
波動作回路を採用でき、充電システム全体として、従来
技術に比べて小形軽量化、高効率化が可能である。According to the present invention, the first auxiliary battery is charged by the first charging circuit constructed in the same manner as in the second prior art without particularly controlling the charging voltage and current. The second auxiliary battery is charged from the battery via a low voltage DC-DC converter. And the DC-DC converter is connected to the second
Is controlled by the control circuit so that the charging voltage of the auxiliary battery becomes substantially a specified value. The first auxiliary battery is connected to an auxiliary device capable of allowing the supply voltage (power supply voltage) to fluctuate, and the second auxiliary battery is required to have a substantially constant supply voltage like an illumination lamp. Connect auxiliary equipment. Since the DC-DC converter is a low-voltage circuit of, for example, 12 [V] level, a low-loss high-frequency operating circuit such as a current reversible chopper can be adopted, and the entire charging system is reduced in size and weight as compared with the prior art. , High efficiency is possible.

【００１９】第１の補助電池は第１の充電回路により充
電されるため、その充電電圧は主電池電圧の変化に応じ
て変動するが、第２の充電回路における直流−直流変換
器は入力電圧が変動しても出力電圧が一定になるように
制御することにより、第２の補助電池の充電電圧及び充
電電流を規定値に維持することができる。Since the first auxiliary battery is charged by the first charging circuit, its charging voltage fluctuates in accordance with a change in the main battery voltage. However, the DC-DC converter in the second charging circuit uses the input voltage. By controlling the output voltage to be constant even when the voltage fluctuates, the charging voltage and the charging current of the second auxiliary battery can be maintained at the specified values.

【００２０】[0020]

【実施例】以下、図に沿って本発明の実施例を説明す
る。図１は本発明の実施例を示しており、７０は補助電
池の充電装置である。６１，６２は補助電池であり、従
来技術では補助電池は一種類であるが、本実施例では補
助電池に接続される補助機器の性質に応じて２種類に分
けている。第１の補助電池６１の電圧は主電池電圧に応
じて変動するものとし、この補助電池６１にはある程度
の電源電圧変動を許容できる負荷、例えば、コンタクタ
の励磁、エアコン、パワステアリング等の補助機器２０
１が接続される。他方、第２の補助電池６２の電圧はほ
ぼ一定に保たれるものとし、この補助電池６２にはほぼ
一定の電源電圧が要求される負荷、例えば照明灯などの
補助機器２０２が接続される。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows an embodiment of the present invention. Reference numeral 70 denotes an auxiliary battery charging device. Reference numerals 61 and 62 denote auxiliary batteries, which are of one type in the prior art, but are divided into two types in this embodiment according to the nature of the auxiliary equipment connected to the auxiliary battery. The voltage of the first auxiliary battery 61 is assumed to fluctuate in accordance with the main battery voltage. The auxiliary battery 61 has a load capable of allowing a certain amount of power supply voltage fluctuation, for example, auxiliary equipment such as contactor excitation, an air conditioner, and power steering. 20
1 is connected. On the other hand, it is assumed that the voltage of the second auxiliary battery 62 is kept substantially constant, and a load requiring a substantially constant power supply voltage, for example, an auxiliary device 202 such as an illumination lamp is connected to the auxiliary battery 62.

【００２１】充電装置７０は、第１の充電回路７１０及
び第２の充電回路７２０を備えている。第１の充電回路
７１０は、図７の第２の従来技術と同一の構成であり、
７１２は入力コンデンサ、７２２は直流電圧を一定の周
波数及び波形を有する交流電圧に変換するインバータ、
７３２は降圧絶縁変圧器、７４２はダイオード整流器、
７５２は第１のフィルタを示す。この充電回路７０によ
る補助電池６１の充電動作ないし充電特性も、図６、図
７と同じであるため詳述を省略する。なお、図１におい
て、７０３は補助電池６１が接続される出力端子であ
る。The charging device 70 includes a first charging circuit 710 and a second charging circuit 720. The first charging circuit 710 has the same configuration as that of the second prior art in FIG.
712, an input capacitor; 722, an inverter that converts a DC voltage into an AC voltage having a certain frequency and waveform;
732 is a step-down isolation transformer, 742 is a diode rectifier,
Reference numeral 752 indicates a first filter. The charging operation or charging characteristics of the auxiliary battery 61 by the charging circuit 70 are the same as those in FIGS. In FIG. 1, reference numeral 703 denotes an output terminal to which the auxiliary battery 61 is connected.

【００２２】一方、第２の充電回路７２０は、第１の充
電回路７１０の出力側（低圧側）と第２の補助電池６２
との間に接続されている。この充電回路７２０は、前記
第１のフィルタ７５２の出力側に接続された低圧の直流
−直流変換器７８と、その出力側に接続された第２のフ
ィルタ７５３と、その出力側に接続された充電電流検出
器７６１及び充電電圧検出器７６２と、これらの検出器
７６１，７６２による検出信号に基づき直流−直流変換
器７８を制御する制御回路７７１とを備えている。On the other hand, the second charging circuit 720 is connected to the output side (low voltage side) of the first charging circuit 710 and the second auxiliary battery 62.
Is connected between. The charging circuit 720 is connected to the low-voltage DC-DC converter 78 connected to the output side of the first filter 752, the second filter 753 connected to the output side, and connected to the output side. It includes a charging current detector 761 and a charging voltage detector 762, and a control circuit 771 for controlling the DC-DC converter 78 based on detection signals from these detectors 761 and 762.

【００２３】図２は、図１における直流−直流変換器７
８の構成を示すもので、本実施例では電流可逆チョッパ
（２象限チョッパ）により構成されている。図２におい
て、７８１は入力コンデンサ、７８２，７８３は高周波
動作可能な半導体スイッチとしてのＦＥＴ、７８４，７
８５はＦＥＴ７８２，７８３の並列ダイオードである。FIG. 2 shows the DC-DC converter 7 shown in FIG.
This embodiment shows a configuration of a current reversible chopper (two-quadrant chopper) in this embodiment. In FIG. 2, reference numeral 781 denotes an input capacitor; 782 and 783, FETs as semiconductor switches capable of high-frequency operation;
85 is a parallel diode of the FETs 782 and 783.

【００２４】上記構成において、ＦＥＴ７８２，７８３
の動作は制御回路７７１によって制御される。これらの
制御は通常のチョッパ制御であるので、制御回路７７１
の詳細な構成は図示及び説明を省略する。直流−直流変
換器７８のチョッパ動作について略述すれば、ＦＥＴ７
８２の制御により降圧チョッパ（出力電圧が入力電圧よ
り低くなるチョッパ）として動作し、ＦＥＴ７８３の制
御により昇圧チョッパ（出力電圧が入力電圧より高くな
るチョッパ）として動作する。すなわち、電源側と負荷
側との間でエネルギーを両方向に供給する２象限動作を
行う。In the above configuration, the FETs 782 and 783
Is controlled by the control circuit 771. Since these controls are ordinary chopper controls, the control circuit 771
The detailed configuration is not shown and described. Briefly describing the chopper operation of the DC-DC converter 78, the FET 7
It operates as a step-down chopper (a chopper whose output voltage becomes lower than the input voltage) under the control of 82, and operates as a step-up chopper (a chopper whose output voltage becomes higher than the input voltage) under the control of the FET 783. That is, a two-quadrant operation for supplying energy in both directions between the power supply side and the load side is performed.

【００２５】図３は図１の動作特性を示す図である。図
３における横軸は主電池の充放電状態を示しており、ａ
は最大放電点（主電池電圧が最も低くなる放電状態）、
ｂは最終充電点（主電池電圧が最も高くなる充電状態）
を示している。また、特性Ｘは第１の補助電池６１の充
電電圧特性、特性Ｙは第２の補助電池６２の充電電圧特
性である。FIG. 3 is a diagram showing the operation characteristics of FIG. The horizontal axis in FIG. 3 indicates the charge / discharge state of the main battery, and a
Is the maximum discharge point (discharge state where the main battery voltage is the lowest),
b is the final charging point (the charging state at which the main battery voltage is the highest)
Is shown. The characteristic X is the charging voltage characteristic of the first auxiliary battery 61, and the characteristic Y is the charging voltage characteristic of the second auxiliary battery 62.

【００２６】この図から明らかなように、特性Ｘは主電
池の電圧に比例した特性となり、最大放電点ａでは低く
最終充電点ｂでは高くなる特性であって、図６の特性
Ａ，Ｂ，Ｂ′に相当する。また、特性Ｙは、主電池電圧
が変動しても充電電圧が一定となる特性である。特性Ｘ
と特性Ｙが交叉する点ｃから最大放電点ａに至る領域で
は、第１の補助電池６１の電圧が第２の補助電池６２の
電圧よりも低くなる。すなわち、直流−直流変換器７８
の入力電圧が出力電圧より低くなるので、直流−直流変
換器７８を昇圧チョッパとして動作させる。As can be seen from the graph, the characteristic X is proportional to the voltage of the main battery, and is low at the maximum discharge point a and high at the final charge point b. B '. The characteristic Y is a characteristic in which the charging voltage is constant even if the main battery voltage changes. Characteristic X
In the region from point c where the characteristic Y intersects to the maximum discharge point a, the voltage of the first auxiliary battery 61 is lower than the voltage of the second auxiliary battery 62. That is, the DC-DC converter 78
Is lower than the output voltage, the DC-DC converter 78 is operated as a step-up chopper.

【００２７】また、点ｃから最終充電点ｂに至る領域で
は、逆に直流−直流変換器７８の入力電圧は出力電圧よ
り高くなるので、直流−直流変換器７８を降圧チョッパ
として動作させる。これらのチョッパ動作の切り替え
は、図示されていない電圧検出器により検出した第１の
補助電池６１の電圧検出値と、充電電圧検出器７６２に
よる第２の補助電池６２の電圧検出値との比較に基づい
て行えば良い。同時に、第２の補助電池６２の充電電圧
及び充電電流は、各検出器７６１，７６２の検出値に基
づいて制御回路７７１により直流−直流変換器７８を介
して規定値に制御される。On the other hand, in the region from the point c to the final charging point b, the input voltage of the DC-DC converter 78 becomes higher than the output voltage, so that the DC-DC converter 78 is operated as a step-down chopper. Switching between these chopper operations is performed by comparing a voltage detection value of the first auxiliary battery 61 detected by a voltage detector (not shown) with a voltage detection value of the second auxiliary battery 62 by the charging voltage detector 762. It should just be done based on. At the same time, the charging voltage and the charging current of the second auxiliary battery 62 are controlled to specified values by the control circuit 771 via the DC-DC converter 78 based on the detection values of the detectors 761 and 762.

【００２８】上記実施例では、補助電池を第１及び第２
の補助電池６１，６２に分離してあるが、補助電池とし
て必要な合成容量は従来技術の単一の補助電池６と同じ
であれば良く、容量の配分は補助機器２０１，２０２の
負荷容量によって決めれば良い。In the above embodiment, the auxiliary battery is connected to the first and second batteries.
However, the combined capacity required for the auxiliary battery may be the same as that of the single auxiliary battery 6 of the related art, and the capacity is distributed according to the load capacity of the auxiliary devices 201 and 202. Just decide.

【００２９】[0029]

【発明の効果】以上のように本発明は、第１の充電回路
により充電電圧や電流を特に制御することなく第１の補
助電池を充電し、その充電電圧を入力とする第２の充電
回路内の直流−直流変換器により所定の電圧、電流で第
２の補助電池を充電するように構成したものである。こ
のため、照明灯のようにほぼ一定の供給電圧を要求する
補助機器は第２の補助電池に接続すると共に、それ以外
の補助機器については第１の補助電池に接続すれば良
く、負荷の性質、特性に応じた最適な電源供給回路を構
成することができる。そして、第２の補助電池は規定さ
れた電圧、電流値に充電されるので、ほぼ一定電圧を必
要とする補助機器を従来通りそのまま使用することがで
きる。また、第２の充電回路内の直流−直流変換器用半
導体スイッチング素子は、１２〔Ｖ〕用の低圧のもので
良いから、低価格、低損失のものを使用することができ
る。As described above, according to the present invention, the first charging circuit charges the first auxiliary battery without particularly controlling the charging voltage and current, and the second charging circuit uses the charging voltage as an input. The second auxiliary battery is configured to be charged with a predetermined voltage and current by a DC-DC converter in the battery. For this reason, auxiliary equipment that requires a substantially constant supply voltage, such as an illumination lamp, may be connected to the second auxiliary battery, and other auxiliary equipment may be connected to the first auxiliary battery. Thus, it is possible to configure an optimum power supply circuit according to the characteristics. Then, since the second auxiliary battery is charged to the specified voltage and current value, it is possible to use auxiliary equipment requiring a substantially constant voltage as it is conventionally. Further, the semiconductor switching element for the DC-DC converter in the second charging circuit may be of a low voltage for 12 [V], so that a low-cost and low-loss semiconductor switching element can be used.

【００３０】本発明の付随的な効果として、特願平４−
３５９５７７号と同様に、第１の充電回路の直流−交流
変換器には第１の補助電池の充電電圧、電流、または交
流電圧、電流の制御が不要な直流−交流変換器を使用で
きるため、電力変換器ひいては充電装置の小形軽量化、
低価格化を図ることができる。更に、直流−交流変換器
は第１の補助電池の電圧、電流を検出不要としているの
で、各検出手段を必要とする従来の制御回路に比べ、動
作信頼性が向上する。As an additional effect of the present invention, Japanese Patent Application No.
Similarly to 359577, the DC-AC converter of the first charging circuit can use a DC-AC converter that does not require control of the charging voltage, current, or AC voltage and current of the first auxiliary battery. The power converter and, consequently, the compact and lightweight charging device,
The price can be reduced. Further, since the DC-AC converter does not need to detect the voltage and current of the first auxiliary battery, the operation reliability is improved as compared with a conventional control circuit which requires each detecting means.

【００３１】 第１の充電回路における降圧絶縁変圧器
の変圧比ｎは、主電池の単位電池の電圧定格と補助電池
の電圧定格とが等しい（電池として同一定格のものを用
いる）ため、主電池の単位電池直列接続数にすれば良
い。従来では、主電池電圧が低下した場合にも補助電池
電圧として規定値を確保するために変圧比をｎより小さ
くする必要があるが、本発明ではそのような配慮を要し
ないため、変圧器の小形軽量化、低価格化の点で優れて
いる。The transformation ratio n of the step-down isolation transformer in the first charging circuit (using those same rating as a battery) voltage rating are equal voltage rating and auxiliary battery unit cells of the main battery for the main battery The unit battery should be connected in series.
No. Conventionally, even when the main battery voltage is lowered, it is necessary to make the transformation ratio smaller than n in order to secure the specified value as the auxiliary battery voltage. However, in the present invention, such consideration is not required, so that the transformer Excellent in terms of small size, light weight and low price.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の実施例を示す回路構成図である。FIG. 1 is a circuit diagram showing an embodiment of the present invention.

【図２】図１における主要部の回路構成図である。FIG. 2 is a circuit configuration diagram of a main part in FIG.

【図３】図１の動作特性図である。FIG. 3 is an operation characteristic diagram of FIG. 1;

【図４】第１の従来技術である電気システムを示す図で
ある。FIG. 4 is a diagram showing a first prior art electric system.

【図５】図４における充電装置の回路構成図である。FIG. 5 is a circuit configuration diagram of the charging device in FIG. 4;

【図６】第２の従来技術における補助電池への充電動作
の説明図である。FIG. 6 is an explanatory diagram of an operation of charging an auxiliary battery according to a second conventional technique.

【図７】第２の従来技術における充電装置の回路構成図
である。FIG. 7 is a circuit configuration diagram of a charging device according to a second conventional technique.

【符号の説明】[Explanation of symbols]

６１，６２ 補助電池 ７０ 充電装置 ７８ 直流−直流変換器 ２０１，２０２ 補助機器 ７１０，７２０ 充電回路 ７０１ 入力端子 ７０３，７０４ 出力端子 ７１２ 入力コンデンサ ７２２ インバータ ７３２ 降圧絶縁変圧器 ７４２ ダイオード整流器 ７５２，７５３ フィルタ ７６１ 充電電流検出器 ７６２ 充電電圧検出器 ７７１ 制御回路 ７８１ 入力コンデンサ ７８２，７８３ ＦＥＴ ７８４，７８５ 並列ダイオード 61, 62 Auxiliary battery 70 Charging device 78 DC-DC converter 201, 202 Auxiliary equipment 710, 720 Charging circuit 701 Input terminal 703, 704 Output terminal 712 Input capacitor 722 Inverter 732 Step-down insulating transformer 742 Diode rectifier 752, 753 Filter 761 Charge current detector 762 Charge voltage detector 771 Control circuit 781 Input capacitor 782,783 FET 784,785 Parallel diode

───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平３−124201（ＪＰ，Ａ) 特開 平５−146083（ＪＰ，Ａ) 特開 平４−165901（ＪＰ，Ａ) 特開 平４−325801（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60L 1/00 - 1/16 B60L 11/00 - 11/18 H02J 7/00 - 7/12 ──────────────────────────────────────────────────続 き Continuation of front page (56) References JP-A-3-124201 (JP, A) JP-A-5-146083 (JP, A) JP-A-4-165901 (JP, A) JP-A-4- 325801 (JP, A) (58) Field surveyed (Int. Cl. 7 , DB name) B60L 1/00-1/16 B60L 11/00-11/18 H02J 7 /00-7/12

Claims (4)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】 車両駆動用の主電池と、補助機器用の補
助電池と、前記主電池により補助電池を充電するための
充電装置とを備えた電気自動車の電気システムにおい
て、 前記補助電池を第１及び第２の補助電池により構成する
と共に、 前記充電装置を第１及び第２の充電回路により構成し、前記主電池を、第１の補助電池と同一の電圧定格を有す
る単位電池を複数個直列に接続して構成し、 第１の充電回路は、直流電圧を一定の周波数及び波形を
有する交流電圧に変換する直流−交流変換器と、この変
換器の交流側に接続された降圧絶縁変圧器と、この変圧
器の出力側と第１の補助電池との間に接続された整流器
及び第１のフィルタとを備え、 第２の充電回路は、第１の充電回路の出力電圧が加えら
れる直流−直流変換器と、この変換器の出力側と第２の
補助電池との間に接続された第２のフィルタと、第２の
補助電池の電圧がほぼ一定になるように直流−直流変換
器を制御する制御回路とを備えたことを特徴とする電気
自動車の電気システム。1. An electric system for an electric vehicle, comprising: a main battery for driving a vehicle; an auxiliary battery for auxiliary equipment; and a charging device for charging the auxiliary battery with the main battery. The charging device comprises first and second auxiliary batteries, and the charging device comprises first and second charging circuits, and the main battery has the same voltage rating as the first auxiliary battery.
A first charging circuit comprises a DC-AC converter for converting a DC voltage to an AC voltage having a constant frequency and a waveform, and a DC-AC converter on the AC side of the converter. A step-down insulating transformer connected thereto, and a rectifier and a first filter connected between an output side of the transformer and the first auxiliary battery, wherein the second charging circuit includes a first charging circuit. DC-DC converter to which the output voltage is applied, a second filter connected between the output side of the converter and the second auxiliary battery, and the voltage of the second auxiliary battery becomes substantially constant. A control circuit for controlling the DC-DC converter as described above. 【請求項２】 直流−直流変換器を電流可逆チョッパに
より構成した請求項１記載の電気自動車の電気システ
ム。2. The electric system for an electric vehicle according to claim 1, wherein the DC / DC converter is constituted by a current reversible chopper. 【請求項３】 第１の補助電池には供給電圧の変動を許
容する補助機器を接続し、第２の補助電池にはほぼ一定
の供給電圧が望ましい補助機器を接続した請求項１また
は２記載の電気自動車の電気システム。3. The first auxiliary battery is connected to an auxiliary device that allows a change in supply voltage, and the second auxiliary battery is connected to an auxiliary device that desirably has a substantially constant supply voltage. Electric vehicle electric system. 【請求項４】 降圧絶縁変圧器の変圧比が、主電池の電
圧定格と第１の補助電池の電圧定格との比に等しい請求
項１，２または３記載の電気自動車の電気システム。4. The electric system of an electric vehicle according to claim 1, wherein the step-down insulating transformer has a transformation ratio equal to a ratio between a voltage rating of the main battery and a voltage rating of the first auxiliary battery.
JP26418193A 1993-09-28 1993-09-28 Electric vehicle electric system Expired - Fee Related JP3271636B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP26418193A JP3271636B2 (en) 1993-09-28 1993-09-28 Electric vehicle electric system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP26418193A JP3271636B2 (en) 1993-09-28 1993-09-28 Electric vehicle electric system

Publications (2)

Publication Number Publication Date
JPH0799701A JPH0799701A (en) 1995-04-11
JP3271636B2 true JP3271636B2 (en) 2002-04-02

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ID=17399596

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JP26418193A Expired - Fee Related JP3271636B2 (en) 1993-09-28 1993-09-28 Electric vehicle electric system

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3309685B2 (en) * 1995-12-05 2002-07-29 スズキ株式会社 Electric vehicle power distribution equipment
US7245033B2 (en) 2002-11-21 2007-07-17 Energy & Engine Technology Corporation Auxiliary heating and air conditioning unit for a diesel powered transport vehicle
EP1671409A2 (en) * 2003-10-08 2006-06-21 Energy & Engine Technology Corporation Method and system for managing battery power
JP3174179U (en) * 2011-12-26 2012-03-08 雪雄 山本 Drive device
DE102017114339A1 (en) * 2017-06-28 2019-01-03 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Safe energy supply device for a vehicle
CN108512256B (en) * 2018-06-14 2024-02-13 河北工业大学 Multifunctional vehicle-mounted charge-discharge integrated system

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