JP5234051B2 - Vehicle power supply - Google Patents

Description

  The present invention relates to a vehicular power supply device that transfers power to and from the external power supply device via a power transmission / reception port connected to a power supply device external to the vehicle.

  As this type of power supply device, as seen in, for example, Patent Document 1 below, an inverter for traveling that is operated to control the power applied by the motor generator to the driving wheels of the vehicle is used, and an external commercial power supply is used. Some have been proposed for charging the supplied electric power to a battery in the vehicle.

JP 2007-318970 A

  By the way, high reliability is required for the traveling inverter, and the traveling inverter should normally be guaranteed to operate over the total travel time required for the vehicle. On the other hand, charging of power supplied from an external commercial power supply usually takes a long time. For this reason, when the total travelable time required for the vehicle is fixed, the vehicle equipped with the charging function may have excessive durability performance required for the inverter for traveling compared to a vehicle not equipped with the charging function. is there.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a durability required for a traveling power conversion circuit operated to control power applied by a traveling rotating machine to drive wheels. An object of the present invention is to provide a vehicular power supply device capable of transferring power to and from the external power supply device via a power transfer port connected to the external power supply device of the vehicle without excessive performance. .

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

According to a first aspect of the present invention, there is provided a vehicular power supply device that transfers power to and from the external power supply device via a power transfer port connected to a power supply device external to the vehicle. A traveling rotator mechanically coupled to the vehicle, a traveling power conversion circuit operated to control power applied by the traveling rotator to the drive wheel, and an in-vehicle load other than the traveling rotator And a power storage circuit for supplying power to the in-vehicle auxiliary machine, and a power conversion circuit for auxiliary equipment interposed between the in-vehicle auxiliary machine and the power storage means. A power transmission / reception electric path electrically connected to the power conversion circuit, and the auxiliary machine is driven by using one auxiliary power conversion circuit connected to the power transmission / reception electric path. The maximum value of power passing through the input terminal of the auxiliary power converter circuit Also, and with it is rather large maximum value of the power that passes through the input terminals when through the transfer electric outlet and electric power transfer electric path for exchanging power between the external power supply, this The auxiliary power conversion circuit used to transfer power to and from the external power supply device is a single power conversion circuit, and the power of the external power supply device is the single power conversion. It is characterized in that it is larger than the rated output of the auxiliary machine connected to the circuit, and the rated output of the auxiliary power conversion circuit is larger than the rated output of the auxiliary machine .

  In the above invention, when power is exchanged with an external power supply device via the power transmission / reception port, the power conversion circuit for auxiliary equipment is used, and thus the power conversion circuit for traveling is required by the power exchange. A situation in which the durability performance is excessive can be avoided. However, when the rated output of the power conversion circuit for auxiliary machines is small, there is a risk that the amount of power when power is exchanged with an external power supply device is limited. In this regard, in the above-described invention, such a problem can be avoided by redundantly designing the auxiliary power conversion circuit so that the electric power larger than the electric power required for driving the auxiliary machine can be handled.

Moreover, in the said invention, since the rated output of auxiliary machine itself is not redundantly designed, a cost increase etc. can be suppressed.

  The invention according to claim 3 is the invention according to claim 1 or 2, characterized in that a rated output of the auxiliary power converter circuit is smaller than a rated output of the power converter circuit for travel.

The system block diagram concerning one Embodiment. The circuit diagram which shows the circuit structure of the power converter circuit concerning the embodiment. The circuit diagram which shows the charge process concerning the embodiment. The figure which shows the setting of the maximum value of the input electric power of the inverter concerning the embodiment.

  Hereinafter, an embodiment in which a vehicle power supply device according to the present invention is applied to a parallel hybrid vehicle will be described with reference to the drawings.

  The illustrated high voltage battery 10 constitutes an in-vehicle high voltage system, and its terminal voltage is a high voltage (for example, 100 V or more). Main unit 20, electric power steering unit 30, electric fan unit 40, and air conditioning unit 50 are connected to high voltage battery 10 as loads. Specifically, a load is connected to one terminal (here positive electrode is exemplified) of the high-voltage battery 10 via a relay RM, and a high resistance is connected to the other terminal (here negative electrode is exemplified). A load is connected via the side relay RMH and the parallel connection body of the resistor 12 and the low resistance side relay RML.

  The main unit 20 includes a motor generator (MG) as an in-vehicle main unit, an inverter (IV), and an electronic control unit (ECU), and is a control system for controlling the control amount of the motor generator. Note that the output shaft (crankshaft) of the internal combustion engine 18 is directly connected to one end portion of the rotation shaft of the motor generator as the main engine, and the driving wheel 16 is connected to the other end portion via the transmission 14. Are mechanically connected.

  Similarly, the electric power steering unit 30 includes a motor generator (MG) for assisting the displacement of the steering angle of the user, an inverter (IV), and an electronic control unit (ECU) to control the control amount of the motor generator. It is a control system for controlling. The electric fan unit 40 includes a motor generator (MG) that rotates a fan for cooling the cooling water of the internal combustion engine 18, an inverter (IV), and an electronic control unit (ECU), and controls the motor generator. A control system for controlling the quantity. Furthermore, the air conditioning unit 50 includes a motor generator (MG) for applying rotational energy to the compressor, an inverter (IV), and an electronic control unit (ECU) for controlling the control amount of the motor generator. Control system.

  The vehicle control ECU 60 is an electronic control device that controls the operation of the vehicle by operating the main engine unit 20, the internal combustion engine 18, the transmission 14 and the like. On the other hand, the charge control device 70 is an electronic control device that performs power control in the vehicle, such as control of the charge amount of the high voltage battery 10 based on the voltage of the high voltage battery 10 detected by the voltage sensor 13. The vehicle control ECU 60 and the charging control device 70 constitute an in-vehicle low voltage system that is insulated from the in-vehicle high voltage system, and directly connect the low voltage battery 62 with a low terminal voltage (for example, several V to several tens of V). Power supply. The low voltage battery 62 uses the high voltage battery 10 as a power supply source by applying an output voltage of a DCDC converter 64 that steps down the voltage of the high voltage battery 10. Incidentally, in FIG. 1, the high voltage system is surrounded by a two-dot chain line. However, it is desirable that the ECUs of the main unit 20, the electric power steering unit 30, the electric fan unit 40, and the air conditioning unit 50 are mounted in the low voltage system.

  The charging control device 70 exchanges power with an external power supply device, such as control for charging the high voltage battery 10 with power (commercial power supply power, etc.) supplied from an external power supply device such as a house, It has the function performed by operating the inverter with which the electric fan unit 40 is provided. Here, the power supply device outside the vehicle and the inverter of the electric fan unit 40 are electrically connected via the plug PG. In the present embodiment, the plug PG is assumed to be an interface that can be disconnected from either the vehicle or an external power supply device and that electrically connects the inside of the vehicle and the outside of the vehicle. However, the plug PG may be a part of the vehicle (not detachable from the vehicle) or a part of the external power supply (not detachable from the external power supply).

  FIG. 2 shows a configuration of a power conversion circuit including a part of the main unit 20, the electric power steering unit 30, the electric fan unit 40, the air conditioning unit 50, and the like.

  As shown in the figure, a main machine inverter IV1 provided in the main machine unit 20, a power steering inverter IV2 provided in the electric power steering unit 30, a fan inverter IV3 provided in the electric fan unit 40, and an air conditioning inverter IV4 provided in the air conditioning unit 50 are Each includes three pairs of serially connected bodies of switching elements Swp on the high potential side and switching elements Swn on the low potential side. A free wheel diode Fdp is connected in antiparallel to the high potential side switching element Swp, and a free wheel diode Fdn is connected in antiparallel to the low potential side switching element Swn. In FIG. 2, an insulated gate bipolar transistor (IGBT) is illustrated as the switching elements Swp and Swn.

  Here, a capacitor 22 is connected to the input terminal of the main inverter IV1, and a main motor generator 24 is connected to the output terminal. A capacitor 32 is connected to the input terminal of the power steering inverter IV2, and a power steering motor generator 34 is connected to the output terminal. A capacitor 42 is connected to the input terminal of the fan inverter IV3, and a fan motor generator 44 is connected to the output terminal. Further, a capacitor 52 is connected to the input terminal of the air conditioning inverter IV4, and an air conditioning motor generator 54 is connected to the output terminal.

  The rated output Rot1 of the main machine inverter IV1 is set larger than any of the rated output Rot2 of the power steering inverter IV2, the rated output Rot3 of the fan inverter IV3, and the rated output Rot4 of the air conditioning inverter IV4.

  Each of the output terminals of the fan inverter IV3 is connected to a power transmission / reception port (connector C1) that controls electrical connection with the outside of the vehicle via a power transmission / reception electric path CL. A plug PG can be connected to the connector C1. The other end of the plug PG is connected to a power transmission / reception port (connector C2) that controls the connection between the power supply PS in the house as a supply device such as a commercial power supply and the outside. The plug PG includes a filter 80. In the present embodiment, an LC circuit is exemplified as the filter 80. In FIG. 2, a single-phase power source is illustrated as the power source PS. However, since the vehicle in the present embodiment is assumed to be capable of supporting a three-phase power source, the connector C1 includes three connectors C1. It has a terminal.

  An auxiliary relay RD that electrically opens and closes between each of the connection points of the output terminal of the fan inverter IV3 and the electric power transfer electric path CL and the fan motor generator 44 is provided. Each of the electric power transfer paths CL is provided with an electric power transfer relay RC that opens and closes the electric path CL and a charging reactor L that stores energy. Here, the auxiliary relay RD is for preventing the electric power from flowing into the fan motor generator 44 when electric power is exchanged between the external power supply device and the vehicle. The power transfer relay RC is configured such that the external power supply device and the fan inverter IV3 are electrically connected when the fan inverter IV3 is not ready to transfer power to and from the external power supply device. It is for avoiding the situation where it is connected. In order to achieve these purposes, the charging control device 70 appropriately opens and closes the power transfer relay RC and the auxiliary relay RD.

  Between one of the three terminals of the connector C1 and each of the remaining two, voltage sensors 82 and 84 for detecting a potential difference therebetween are provided. The charging control device 70 performs control for charging the high-voltage battery 10 with power supplied from the power source PS based on the outputs of the voltage sensors 82 and 84 and the like.

  As described above, in this embodiment, the high-voltage battery 10 is connected using the fan inverter IV3 connected to the fan motor generator 44, which is an in-vehicle electric load other than the main motor generator 24 that applies power to the drive wheels 16. Since charging is performed, even if the integrated value of the time during which the charging process is performed increases, the main inverter IV1 does not deteriorate. In addition, the charging process can be performed with high efficiency. That is, normally, the available power of the commercial power supply is about “1.5 to 3 kW”, and this power is very small compared to the maximum output (for example, 15 kW or more) of the main machine inverter IV1. On the other hand, the ratio (efficiency) of the output power to the input power of the inverter is generally maximum near the maximum output and small near the minimum output. For this reason, if the charging process is performed using the main machine inverter IV1, the efficiency may be significantly reduced. On the other hand, since the maximum output of the fan inverter IV3 is “several kW”, the charging process can be performed with high efficiency.

  FIG. 3 shows an aspect of charge control according to the present embodiment. Note that FIG. 3 illustrates an example in which power is supplied from a single-phase power source.

  FIG. 3A and FIG. 3B illustrate the case where the V-phase potential is higher than the W-phase potential. In this case, as shown in FIG. 3A, by turning on the V-phase low potential side switching element Swn, the power supply PS, the charging reactor L, the V-phase switching element Swn, and the W-phase switching element A current flows through a loop circuit including the freewheel diode Fdn and the charging reactor L, and energy is stored in the charging reactor L. Thereafter, as shown in FIG. 3B, by turning off the V-phase switching element Swn, the power source PS, the charging reactor L, the V-phase free wheel diode Fdp, the capacitor 42, and the W-phase free wheel. A current flows through a loop circuit including the diode Fdn and the charging reactor L, the capacitor 42 is charged, and consequently, the high voltage battery 10 connected in parallel thereto is charged.

  On the other hand, FIG. 3C and FIG. 3D illustrate the case where the W-phase potential is higher than the V-phase potential. In this case, as shown in FIG. 3C, by turning on the low-phase switching element Swn of the W phase, the power supply PS, the charging reactor L, the switching element Swn of the W phase, A current flows through a loop circuit including the freewheel diode Fdn and the charging reactor L, and energy is stored in the charging reactor L. Thereafter, as shown in FIG. 3D, by turning off the W-phase switching element Swn, the power source PS, the charging reactor L, the W-phase free wheel diode Fdp, the capacitor 42, the V-phase free wheel diode A current flows through a loop circuit including Fdn and the charging reactor L, the capacitor 42 is charged, and the high-voltage battery 10 connected in parallel thereto is charged.

  By the way, the maximum output required for the fan motor generator 44 is usually smaller than the power of the commercial power supply (for example, 1.5 kW for a single-phase 100 V, 3 kW for a single-phase 200 V). For this reason, the fan inverter IV3 is designed so as to be able to cope with the necessary minimum power (less than 1.5 kW) required when driving the fan motor generator 44. There is a possibility that power cannot be sufficiently transferred. As a countermeasure against such a situation, it is conceivable to use the fan inverter IV3 and the air conditioning inverter IV4 in parallel. However, in this case, necessary hardware means increase, such as an increase in the number of auxiliary relays RD and an increase in the wiring length of the power transfer electric path CL.

  Therefore, in the present embodiment, as shown in FIG. 4A, the rated output Rot3 of the fan inverter IV3 is made larger than the rated output Rot5 of the fan motor generator 44, and the purpose of driving the fan motor generator 44 is increased. From the viewpoint, the fan inverter IV3 is redundantly designed. As a result, as shown in FIG. 4A, the maximum value Pd of the electric power passing through the input terminal of the fan inverter IV3 when the fan motor generator 44 is driven is greater than during charging shown in FIG. The maximum value Pc of the electric power passing through the input terminal of the fan inverter IV3 can be increased. Incidentally, FIG. 4B shows a case where power supplied from a single-phase 200V power source is charged. Here, the electric power is normally about “3 kW”, which is larger than the maximum output (less than 1.5 kW) of the fan motor generator 44 assumed in the present embodiment.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) When driving the fan motor generator 44, the power is exchanged with an external power supply device via the connector C1 rather than the maximum value Pd of the power passing through the input terminal of the fan inverter IV3. In addition, the maximum value Pc of the power passing through the input terminal is made larger. As a result, power can be exchanged with an external power supply device using only fan inverter IV3.

  (2) The rated output Rot3 of the fan inverter IV3 is made larger than the rated output Rot5 of the fan motor generator 44. As a result, only the fan inverter IV3 needs to be redundantly designed, so that the fan motor generator 44 does not need to be enlarged more than necessary.

  (3) The common high voltage battery 10 is connected to the input terminal of the fan inverter IV3 and the input terminal of the main machine inverter IV1. Since the high voltage battery 10 has a larger capacity than other power storage means in the vehicle, it is possible to increase the discharge power and the charge power when transferring power to and from an external power supply device.

  (4) The power conversion circuit for transferring power to and from the external power supply device is limited to the fan inverter IV3. Thereby, the increase in the number of parts, such as the power transfer relay RC, can be suppressed.

(Other embodiments)
The above embodiment may be modified as follows.
<Types of auxiliary inverters for external power transfer>
The auxiliary inverter for power exchange with the outside is not limited to the fan inverter IV3, but may be an air conditioning inverter IV4 or a power steering inverter IV2, for example. Moreover, it is not restricted to either of these three types. For example, the inverter connected to the rotating machine for displacing the vehicle-mounted steering angle is not limited to the power steering inverter IV2, and may be an inverter of a rotating machine mounted on a steering-by-wire system, for example.
<About power conversion circuit for auxiliary equipment>
The auxiliary power conversion circuit is not limited to a DC / AC conversion circuit that converts DC power to AC power, such as a three-phase inverter connected to a three-phase rotating machine. For example, it may be connected to a brushed DC motor. This usually includes a high-potential side switching element that connects each terminal of the brushed DC motor to the positive electrode of the DC power supply and a low-potential side switching element that connects to the negative electrode. However, such a power conversion circuit usually has one high potential side switching element and one low potential side switching element connected to each terminal of the brushed DC motor. For this reason, in the case of supporting three-phase input, it is desirable to use a plurality of high-potential side switching elements and low-potential side switching elements connected to each terminal of the brushed DC motor.

  Further, the output terminal is not limited to the one connected to the rotating machine. For example, a switching element on a high potential side and a switching element on a low potential side that are connected in parallel to the high voltage battery 10 and a step-down converter in which a connection point of these switching elements is connected to a capacitor via a reactor may be used. In this case, it is not necessary to separately provide a reactor for the charging process by connecting the electric power transfer electric path CL between the reactor and the capacitor.

  Further, the power conversion circuit for auxiliary machines is not limited to that constituting an in-vehicle high voltage system insulated from the in-vehicle low voltage system. For example, it may be an auxiliary power conversion circuit that constitutes an in-vehicle low voltage system. However, since the capacity of the low-voltage battery 62 is usually small, when the amount of charging power supplied from the outside to the vehicle exceeds a predetermined value, the voltage of the low-voltage battery 62 is boosted during the charging process. It is desirable to drive the converter applied to the high voltage battery 10 to supply charging power.

In addition, as a switching element which comprises the power converter circuit for auxiliary machines, not only IGBT but a field effect transistor etc. may be sufficient, for example.
<How to use power conversion circuit for auxiliary equipment>
As a method of using an auxiliary power conversion circuit for transmitting and receiving electric power to and from an external power supply device, all the electric power transfer electric paths CL connected to one transfer port (connector C1) are connected to one auxiliary device. It is not restricted to what is connected to the power conversion circuit for operation. For example, as exemplified in Patent Document 1, each of the terminals of the connector C1 may be connected to each neutral point of a three-phase rotating machine connected to each of the pair of inverters. . In this case, the electric power transmission / reception electric path includes a coil of a three-phase rotating machine.
<About the switch for power transfer>
The power transfer switch is not limited to the three power transfer relays RC provided corresponding to each of the power transfer electric paths CL. For example, in a configuration in which the power transfer electrical path CL includes only two electrical paths assuming only a single phase, only the power transfer relay RC connected to the path corresponding to one of these two paths is provided. You may do it. Even in this case, an open loop state can be established between the power transfer electrical path CL and the power conversion circuit by opening the power transfer relay RC.

In addition, for example, without providing a power transfer switch, instead of connecting the plug PG, the logical product of the fact that the vehicle is stopped and the corresponding auxiliary machine is not driven is true. Also good. However, it is preferable to realize this by providing means for preventing the other terminal of the plug PG from being inserted into the connector C1 as long as the logical product is not true.
<Auxiliary switch>
The auxiliary switch is not limited to the three auxiliary relays RD provided corresponding to each of the electric power transfer electric paths CL. For example, in a configuration in which the electric power transfer electric path CL includes only two electric paths assuming only a single phase, only the auxiliary relay RD that opens and closes a path corresponding to one of these two paths is provided. It may be.

Moreover, the auxiliary switch may not be provided. In this case, instead of the charging reactor L, the charging process may be performed using a reactor of an auxiliary machine (for example, a reactor of the fan motor generator 44).
<Other>
The charging reactor L may be provided in any two paths or one path, for example, instead of being provided in all of the electric power transfer electric paths CL.

  -The number of power transmission / reception ports (connectors C1) may be plural instead of one, and different auxiliary power conversion circuits may be connected to them.

  The number of auxiliary power conversion circuits when one auxiliary power conversion circuit is connected to all of one set of electric power transfer paths CL is not limited to one, and is two or more. Also good.

  In FIG. 2 and the like, a boost converter may be interposed between the high voltage battery 10 and the main inverter IV1.

  The vehicle is not limited to a parallel hybrid vehicle, and may be, for example, a series hybrid vehicle or a parallel series hybrid vehicle. However, it is not limited to a hybrid vehicle, and may be an electric vehicle including only a rotating machine as an in-vehicle main machine.

  The charge / discharge control of the high-voltage battery 10 by the vehicle control ECU 60 is not limited to that performed based on the voltage at both ends. For example, if the high-voltage battery 10 is an assembled battery as a series connection body of battery cells, the charge / discharge control of the high-voltage battery 10 may be performed based on each detected value of the state of a predetermined number of battery cells.

  DESCRIPTION OF SYMBOLS 10 ... High voltage battery, 24 ... Motor generator for main machines (one embodiment of rotary machine for driving), IV1 ... Inverter for main machines (one embodiment of power conversion circuit for driving), IV4 ... Inverter for air conditioning (Power for auxiliary machine) One embodiment of conversion circuit), RC: relay for power transfer (one embodiment of switch for power transfer), RD: relay for auxiliary machine (one embodiment of switch for auxiliary machine), CL: electricity for power transfer Path, C1... Connector (one embodiment of power transmission / reception port).

Claims (3)

In the vehicular power supply device that transmits and receives electric power to and from the external power supply device via a power transfer port connected to a power supply device outside the vehicle,
The vehicle includes a travel rotator mechanically coupled to drive wheels, a travel power conversion circuit operated to control power applied by the travel rotator to the drive wheels, and the travel An in-vehicle auxiliary machine as an in-vehicle load other than a rotating machine, a power storage means for supplying power to the in-vehicle auxiliary machine, and a power conversion circuit for auxiliary equipment interposed between the in-vehicle auxiliary machine and the power storage means,
A power transfer electrical path that electrically connects the power transfer port to the auxiliary power conversion circuit;
When the auxiliary machine is driven using one auxiliary power conversion circuit connected to the electric power transfer electric path, the maximum value of the power passing through the input terminal of the one auxiliary power conversion circuit the transfer electrostatic port and and in the direction of the maximum value of the power that passes through the input terminal rather large if through the power transfer electric path for exchanging power between the external power supply, this time The auxiliary power conversion circuit used to transfer power to and from the external power supply device is a single power conversion circuit,
The power of the external power supply device is larger than the rated output of an auxiliary machine connected to the single power conversion circuit,
A power supply apparatus for a vehicle, wherein a rated output of the auxiliary power conversion circuit is larger than a rated output of the auxiliary machine . 2. The vehicle power supply device according to claim 1, wherein the travel power conversion circuit is an inverter including a switching element that connects each of the pair of terminals of the power storage unit to a terminal of the travel rotating machine. .   The power supply apparatus for a vehicle according to claim 1 or 2, wherein a rated output of the power conversion circuit for auxiliary machinery is smaller than a rated output of the power conversion circuit for traveling.

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