JP5968697B2 - 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.

  In addition, in addition to a traveling inverter, an auxiliary machine driven at a high voltage by the battery may be connected to the battery in the vehicle. In this case, standby power is charged by a driving circuit of the auxiliary machine during charging. May be consumed.

  The present invention has been made in the process of solving the above-described problems, and its purpose is to transfer power to and from the external power supply device via a power transfer port connected to the external power supply device of the vehicle. It is an object of the present invention to provide a new vehicle power supply device that can be suitably performed.

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

Configuration 1 is a vehicle 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. A traveling rotator to be connected, a traveling power conversion circuit that is operated to control power applied by the traveling rotator to the drive wheel, and an in-vehicle electric load other than the traveling rotator An auxiliary machine, a power storage means for supplying power to the vehicle-mounted auxiliary machine, and a power conversion circuit for auxiliary machines interposed between the vehicle-mounted auxiliary machine and the power storage means, wherein the power transfer port is a power conversion for the auxiliary machine A power transfer switch that opens and closes the power transfer electrical path, and an auxiliary switch that opens and closes between the auxiliary power conversion circuit and the accessory. And exchange electric power with the outside through the power transfer port. A power transfer switching control means for closing the power transfer switch and opening the auxiliary switch, and when the accessory is driven, the power transfer switch is opened. And an auxiliary machine drive opening / closing control means for closing the auxiliary machine switch, wherein either one of the power transfer switch and the auxiliary machine switch is closed and When the other is opened and the auxiliary power conversion circuit is driven, when either one is opened and the other is closed, the other is closed. Prior to, any one of the above is opened.

  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.

By the way, when an external power supply device is connected to the power transmission / reception port, if the space between the power transmission / reception port and the auxiliary power conversion circuit is in a closed state, the auxiliary power conversion circuit or the like is still connected to the external power supply. There is a risk that unintended power transmission / reception may be performed even though the system is not ready for power transmission / reception. In addition, when power is exchanged with an external power supply device, if the power conversion circuit for auxiliary equipment and the auxiliary equipment are in a closed state, this power is not intended and the auxiliary equipment There is a risk of inflow. In this regard, in the above-described invention, such a problem can be avoided by providing the auxiliary switch, the power transfer switch, the power transfer switching control means, and the auxiliary drive switching control means.

In the configuration 2 , in the configuration 1 , in the case where power is being transmitted / received through the power transmission / reception port when a drive request for the auxiliary device is generated, the auxiliary device is set after the power transmission / reception switch is opened. It is characterized by making a switch for an operation into a closed state.

In the configuration 3 , in the configuration 1 or 2 , when the auxiliary machine is driven when a request for power transmission / reception through the power transmission / reception port is generated, the auxiliary switch is opened. The power transfer switch is closed.

Configuration 6 is any one of Configurations 1 to 5 , wherein the auxiliary power conversion circuit opens and closes between a terminal of the auxiliary device and each of a positive electrode side and a negative electrode side of the power storage unit. A switching element on the low potential side and a switching element on the low potential side for converting the direct current power of the power storage means into alternating current power and outputting it to the auxiliary machine, the switching element on the high potential side and the low potential side A reactor is provided between the connection point of the switching element on the side and the power transmission / reception port.

  According to the above invention, when power is supplied to the power storage means, the energy stored in the reactor by turning on the low-potential side switching element is stored by turning off the low-potential side switching element. Can be supplied to the means. At this time, the reactor energy may be supplied to the power storage means via the high-potential side switching element, but when the freewheel diode is connected in antiparallel to the high-potential side switching element, This may be used to supply reactor energy to the power storage means.

Configuration 7 is any one of Configurations 1 to 6 , wherein the power transfer power conversion circuit includes the power transfer electrical path in all of the electrical paths connecting the external power supply device and the 1 power transfer port. A plurality of power conversion circuits for auxiliary machines connected via a plurality of terminals are provided.

  The power conversion circuit for auxiliary machines has a smaller rated output than the power conversion circuit for traveling. In this regard, in the above-described invention, since a plurality of power conversion circuits can be used in parallel, the maximum value of the amount of power exchanged via one power transmission / reception port can be increased.

A configuration 8 is characterized in that, in any one of the configurations 1 to 7 , the power storage means is connected to an input terminal of the travel power conversion circuit.

  The power storage means connected to the input terminal of the traveling power conversion circuit directly transfers power to and from the traveling rotating machine, and therefore has a large capacity. For this reason, when power is transferred between the power storage means and the external power supply device, compared with the case where other power storage means in the vehicle is used, the discharge power from the power storage means and the charging power to the power storage means are reduced. Can be bigger.

Configuration 9 is any one of Configurations 1 to 8 , wherein the auxiliary power conversion circuit includes the power transmission / reception electrical path in all of the electrical paths connecting the external power supply apparatus and the power transmission / reception port of 1 It is characterized by comprising a plurality of power conversion circuits connected via the.

  The power conversion circuit for auxiliary machines has a smaller rated output than the power conversion circuit for traveling. In this regard, in the above-described invention, since a plurality of power conversion circuits can be used in parallel, the maximum value of the amount of power exchanged via one power transmission / reception port can be increased.

Configuration 10 is that in Configuration 9 , one auxiliary power conversion circuit includes a plurality of series-connected bodies of high-potential side switching elements and low-potential side switching elements connected in parallel between both electrodes of the power storage means. A switching element comprising an electric power conversion circuit for one auxiliary device, wherein each of the electrical paths connecting the external power supply device and the power supply / reception port constitutes another serial connection body. It is connected to the connection point of.

Configuration 11 is any one of Configurations 1 to 10 , wherein the power transmission / reception port is compatible with either single-phase or three-phase, and further includes an identification means for identifying the single-phase or three-phase. It is characterized by providing.

  In the above invention, by providing the identification means, it is possible to appropriately cope with the case where the external power supply device connected to the power transmission / reception port is either single-phase or three-phase.

1 is a system configuration diagram according to a first embodiment. FIG. 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 flowchart which shows the procedure of the process regarding utilization of the auxiliary machine drive inverter concerning the embodiment. The flowchart which shows the identification method of the single phase and three phase concerning the embodiment. The circuit diagram which shows the circuit structure of the power converter circuit concerning 2nd Embodiment. The circuit diagram which shows the circuit structure of the power converter circuit concerning 3rd Embodiment. The flowchart which shows the procedure of the charge process concerning the embodiment. The circuit diagram which shows the circuit structure of the power converter circuit concerning 4th Embodiment. The circuit diagram which shows the circuit structure of the power converter circuit concerning 5th Embodiment.

(First embodiment)
Hereinafter, a first 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). The load is connected via the relay RMH and the parallel connection body of the resistor 12 and the low resistance 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 charge control device 70 has a function of controlling power supplied from an external power supply device such as a house by operating an inverter provided in the air conditioning unit 50 as charge control of the high voltage battery 10. Have. Here, the power supply apparatus outside the vehicle and the inverter of the air conditioning unit 50 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, the capacitor 22 is connected to the input terminal of the inverter IV1 for the main engine, and the motor generator 24 for the main engine 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 air conditioning inverter IV4 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, the vehicle itself in the present embodiment assumes a setting that can cope with a three-phase power source indicated by a broken line. Has three terminals.

  An auxiliary relay RD that electrically opens and closes between the output terminal of the air conditioning inverter IV4 and the connection point of the electric power transmission / reception electric path CL and the air conditioning motor generator 54 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 air conditioning motor generator 54 when electric power is exchanged between the external power supply device and the vehicle. Further, the power transfer relay RC is configured such that the external power supply device and the air conditioning inverter IV4 are electrically connected when the air conditioning inverter IV4 is not ready to exchange power with 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.

  Thus, in the present embodiment, the high voltage battery 10 is connected using the air conditioning inverter IV4 connected to the air conditioning motor generator 54 that is an on-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 “1.5 to 3 kW”, and this power is very small as compared with the maximum output (for example, 15 kW or more) of the main 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 air conditioning inverter IV4 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 52, and the W-phase free wheel. A current flows through a loop circuit including the diode Fdn and the charging reactor L, the capacitor 52 is charged, and the high voltage battery 10 connected in parallel to the capacitor 52 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 52, the V-phase free wheel diode A current flows through a loop circuit including Fdn and the charging reactor L, the capacitor 52 is charged, and the high voltage battery 10 connected in parallel thereto is charged.

  Next, processing relating to driving of the air conditioning motor generator 54 by the air conditioning inverter IV4 and switching between charging processing will be described.

  FIG. 4 shows the procedure of the process related to the switching. This process is repeatedly executed, for example, at a predetermined cycle by the charge control device 70, for example.

  In this series of processes, first, in step S10, it is determined whether or not the high-voltage battery 10 is charged through the plug PG. And when it is judged that it is made, it transfers to step S12. In step S12, it is determined whether a request to prioritize driving of the air conditioner is established. This request may be issued by the user from the outside, for example. If the priority request is satisfied, the air conditioning inverter IV4 is temporarily stopped in step S14. In subsequent step S16, the power transfer relay RC is switched to the open state. Here, the reason why the power transfer relay RC is opened after the air conditioning inverter IV4 is stopped is considered to be that a current flows through the power transfer relay RC while the air conditioning inverter IV4 is being driven. In view of this, this is to avoid a situation in which the power transfer relay RC is welded or noise is generated when the current is interrupted. Then, in step S18, the auxiliary relay RD is switched to the closed state. Here, the reason why the auxiliary relay RD is closed after the power transfer relay RC is opened is when the auxiliary relay RD is closed when the power transfer relay RC is closed. This is because current flows through the air conditioning motor generator 54 and this may rotate. In the subsequent step S20, the air conditioning inverter IV4 is driven. As a result, the air conditioning motor generator 54 is driven, and as a result, air conditioning control is performed.

  On the other hand, if a negative determination is made in step S10, it is determined in step S22 whether or not air conditioning control is being performed by driving the air conditioning motor generator 54. If it is determined that air-conditioning control is being performed, it is determined in step S24 whether or not a request for giving priority to the charging process of the high-voltage battery 10 is established via the plug PG. This request may be issued by the user from the outside, for example. If the priority request is established, the air conditioning inverter IV4 is stopped in step S26. In the subsequent step S28, the process waits until the air conditioning motor generator 54 stops. Here, the stop of the air conditioning motor generator 54 may be determined based on the detection value of a sensor that detects the electrical angle of the air conditioning motor generator 54. For example, the time when the air conditioning motor generator 54 is supposed to stop is determined. You may make it judge that it stops as time passes.

  When it is determined that the air conditioning motor generator 54 has stopped, the auxiliary relay RD is switched to the open state in step S30. Here, the reason why the auxiliary relay RD is opened after the stop is considered in view of the fact that the current flows through the auxiliary relay RD before the air conditioning motor generator 54 is stopped. This is to avoid a situation in which noise is generated by forcibly shutting off the flow. Thereafter, in step S32, the power transfer relay RC is switched to the closed state. Here, the power transmission / reception relay RC is closed after the auxiliary relay RD is opened, when the power transmission / reception relay RC is closed when the auxiliary relay RD is closed. This is because a voltage having a frequency different from that of commercial power may be output to an external power supply device. In the subsequent step S34, the air conditioning inverter IV4 is driven.

  In addition, when the process of said step S20, S34 is completed, or when negative determination is made in step S12, S22, S24, this series of processes is once complete | finished.

  The operation of the air conditioning inverter IV4 in the charging process is actually different depending on whether the power supply source is a single-phase power source or a three-phase power source. This is made possible by installing a function for identifying the single-phase power source and the three-phase power source in the charging control device 70. FIG. 5 shows the procedure of this identification process.

  In this series of processing, first, in step S40, it is determined based on the outputs of the voltage sensors 82 and 84 whether or not voltage is input to the connector C1. If it is determined that there is a voltage input, it is determined in step S42 whether the input is a single-phase input based on the voltage. And when it is judged that it is a single phase input, in step S44, the inverter IV4 for air conditioning is operated with the operation method at the time of a single phase. On the other hand, if it is determined that the input is a three-phase input, in step S46, the air conditioning inverter IV4 is operated by the operation method for the three phases.

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

  (1) Electric power supplied from the outside of the vehicle was charged to the high-voltage battery 10 using an air conditioning inverter IV4 that supplies electric power to an air conditioning motor generator 54 as an in-vehicle electric load other than the main motor generator 24. Thus, it is possible to avoid a situation in which the durability performance required for the main inverter IV1 is excessive due to the charging process.

  (2) The high voltage battery 10 was connected to the input terminal of the air conditioning inverter IV4. Here, since the high voltage battery 10 has a large capacity among the on-vehicle power storage means, it can sufficiently accept the charging power.

  (3) The power transfer relay RC for opening and closing the power transfer electric path CL is provided. As a result, when an external power supply is connected to the connector C1, the air conditioning inverter IV4 or the like has not yet been prepared to transfer power to or from the external power supply, but unintended power transfer is possible. The situation that is done can be avoided.

  (4) The auxiliary relay RD for opening and closing between the air conditioning inverter IV4 and the air conditioning motor generator 54 is provided. Thereby, when charging power from an external power supply device, it is possible to avoid a situation in which this power unintentionally flows into the air conditioning motor generator 54.

  (5) The charging reactor L is provided between the connector C1 and the connection point between the switching element Swp on the high potential side and the switching element Swn on the low potential side of the air conditioning inverter IV4. Accordingly, it is possible to set an appropriate inductance for charging while diverting the switching elements Swp and Swn of the air conditioning inverter IV4. On the other hand, when the coil of the air conditioning motor generator 54 is used as a reactor, there is a possibility that an appropriate inductance for charging cannot be obtained.

  (6) The connector C1 can handle either a single phase or three phases, and is equipped with a function for identifying the single phase or the three phases. Accordingly, it is possible to appropriately cope with the case where the external power supply device connected to the connector C1 is either single-phase or three-phase.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  In the present embodiment, two inverters are connected to all of the electric power transfer electric paths CL connected to one connector C1. FIG. 6 shows a configuration of the power conversion circuit according to the present embodiment. In FIG. 6, members corresponding to those shown in FIG. 2 are given the same reference numerals for convenience.

  As shown in the drawing, in the present embodiment, all of the electric power transfer path CL connected to one connector C1 is connected not only to the air conditioning inverter IV4 but also to the fan inverter IV3. Thereby, when charging the electric power supplied from the power source PS via the connector C1 and the electric power transfer electric path CL, the air conditioning inverter IV4 and the fan inverter IV3 can be used in parallel. For this reason, even when the maximum output of the air conditioning inverter IV4 and the fan inverter IV3 is smaller than the power supplied from the power source PS, the power supplied from the power source PS can be appropriately received.

  According to the present embodiment described above, the following effects can be obtained in addition to the above-described effects of the first embodiment.

  (7) The air-conditioning inverter IV4 and the fan inverter IV3 are connected in parallel to the power transmission / reception electric path CL connected to the power source PS through the connector C1. Thereby, the maximum value of the electric energy charged through one connector C1 can be increased.

(Third embodiment)
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 7 shows a configuration of the power conversion circuit according to the present embodiment. In FIG. 7, members corresponding to those shown in FIG. 2 are given the same reference numerals for convenience.

  As shown in the figure, in the present embodiment, main unit inverter IV1, power steering inverter IV2, means for opening / closing between fan inverter IV3 and high voltage battery 10, air conditioning inverter IV4 and high voltage battery 10 The means for opening and closing the space is a separate member. That is, the former includes a relay RMa, a high resistance relay RMHa, and a low resistance relay RMLa, and the latter includes a relay RMb, a high resistance relay RMHb, and a low resistance relay RMLb. Note that resistors 12a and 12b are connected in series to the high resistance relays RMHa and RMHb, respectively.

  FIG. 8 shows a procedure for opening / closing the relay RMb, the high resistance relay RMHb, and the low resistance relay RMLb according to the present embodiment. This process is repeatedly executed by the charge control device 70 at a predetermined cycle, for example.

  In this series of processing, first, in step S50, it is determined whether or not there is a request for charging the high voltage battery 10 by an external commercial power source. When it is determined that there is a charge request, in step S52, the relay RMa, the high resistance relay RMHa, and the low resistance relay RMLa are opened, and the relay RMb, the high resistance relay RMHb, and the low resistance relay RMLb are closed. . Specifically, the objects to be closed are the relay RMb and the low resistance relay RMLb. However, when the precharge of the capacitor 52 is not completed, the relay RMb and the high resistance relay RMHb are closed and the capacitor 52 is precharged, then the low resistance relay RMLb is closed and the high resistance relay RMHb is opened.

  This process aims to avoid standby power consumption by the main machine inverter IV1, the power steering inverter IV2, the fan inverter IV3, and the like during the charging process. That is, when at least one of the high-resistance relay RMHa and the low-resistance relay RMLa and the relay RMa are in a closed state, the capacitors 22, 32, and 42 are charged in the charging process, or the capacitors 22, 32, and 42 are charged. The standby power is consumed when a current flows through the discharge resistor (not shown). In the case of a system in which a start request is issued to the vehicle control ECU 60 for the purpose of monitoring the main machine inverter IV1 when the main machine inverter IV1 is electrically connected to the high voltage battery 10, power is also generated by the start of the vehicle control ECU 60. Will be consumed. On the other hand, such power consumption can be avoided by opening the relay RMa, the high resistance relay RMHa, and the low resistance relay RMLa. Furthermore, by causing the relay RMa, the high resistance relay RMHa, and the low resistance relay RMLa to be in the open state, it is possible to avoid deterioration due to the long voltage application time to the capacitors 22, 32, and 42. In addition, according to such processing, it is possible to avoid common mode noise from flowing through the main machine inverter IV1, the power steering inverter IV2, the fan inverter IV3, and the like during the charging process.

  On the other hand, when a negative determination is made in step S50, the process proceeds to step S54 to determine whether there is a request for driving the air conditioner. If there is a drive request, in step S56, the relay RMb, the high resistance relay RMHb, and the low resistance relay RMLb are closed. Specifically, in principle, the relay RMb and the low resistance relay RMLb are closed. However, when the precharge of the capacitor 52 is not completed, the relay RMb and the high resistance relay RMHb are closed and the capacitor 52 is precharged, then the low resistance relay RMLb is closed and the high resistance relay RMHb is opened. In step S56, the states of relay RMa, high resistance relay RMHa, and low resistance relay RMLa are not particularly specified. For this reason, for example, when a drive request for the main engine occurs, the relay RMa and the low-resistance relay RMLa may be closed. When the vehicle is stopped and the air conditioner is to be used in the passenger compartment, at least one of the high resistance relay RMHa and the low resistance relay RMLa is opened, or the relay RMa is opened.

  In addition, when the process of said step S52, S56 is completed, or when negative determination is made in step S54, this series of processes is once complete | finished.

  According to the present embodiment described above, the following effects can be obtained in addition to the above-described effects of the first embodiment.

  (8) Air-conditioning inverter IV4 (first category) used when charging high-voltage battery 10 with electric power from a commercial power source, means for opening and closing between high-voltage battery 10, and second category inverter (main machine inverter IV1) The power steering inverter IV2, the fan inverter IV3) and the means for opening and closing the high voltage battery 10 are separate members. Thereby, it is possible to avoid standby power consumption by the main inverter IV1 or the like, or to prevent common mode noise from flowing through the main inverter IV1 or the like.

(Fourth embodiment)
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the third embodiment.

  FIG. 9 shows a configuration of the power conversion circuit according to the present embodiment. In FIG. 9, members corresponding to those shown in FIG. 7 are given the same reference numerals for convenience.

  In the present embodiment, a main unit inverter IV1, a power steering inverter IV2, a unit that opens and closes the fan inverter IV3 and the high voltage battery 10, and a unit that opens and closes the air conditioning inverter IV4 and the high voltage battery 10. Share the resistor 12, the high resistance relay RMH and the low resistance relay RML. Even in this case, the relay RMa is opened when the relay RMb is closed, thereby avoiding standby power consumption by the main inverter IV1 or the like, or via the main inverter IV1 or the like. It is possible to avoid the flow of mode noise.

  In addition, in this case, the number of parts can be reduced by sharing the high resistance relay RMH for performing the precharge process and the low resistance relay RML connected in parallel to the high resistance relay RMH. In particular, the effect of reducing the number of components is greater than when relays RMa and RMb are shared.

(Fifth embodiment)
Hereinafter, the fifth embodiment will be described with reference to the drawings with a focus on differences from the third embodiment.

  FIG. 10 shows a configuration of the power conversion circuit according to the present embodiment. In FIG. 10, members corresponding to those shown in FIG. 7 are given the same reference numerals for convenience.

  As shown in the figure, in the present embodiment, a fan inverter IV3 is used when charging the high-voltage battery 10 with power from a commercial power source. However, in the present embodiment, not only the fan inverter IV3 but also the air conditioning inverter IV4 is connected to the high voltage battery 10 by the high resistance relay RMHb, the low resistance relay RMLb, and the relay RMb. Thereby, when charging the high-voltage battery 10 with the power of the commercial power supply, the air conditioning inverter IV4 is also connected to the high-voltage battery 10. Therefore, for example, during charging, the temperature in the passenger compartment can be adjusted using the air conditioner while disconnecting the connection between the main inverter IV1 and the high voltage battery 10.

(Other embodiments)
Each of the above embodiments 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 air conditioning inverter IV4 and the fan inverter IV3, but may be, for example, a power steering inverter IV2. 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, a known H bridge circuit connected to a brushed DC motor may be used. 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 high-potential side switching element and a low-potential side switching element that are connected in parallel to the high-voltage battery 10, and a step-down converter in which a connection point between these switching elements is connected to a capacitor via a reactor. In this case, it is not necessary to separately provide a reactor for the charging process by connecting the power transfer electrical 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.
<Single-phase or three-phase identification means>
The single-phase or three-phase identification means is not limited to one that is performed based on an input voltage detection signal from the outside. For example, you may perform based on the detected value of the sensor which senses the number of the members inserted in the connector C1 of a vehicle. This can be configured by means for switching electrical on / off depending on whether or not a member corresponding to each of the three electric power transfer electric paths CL is inserted. The simplest such means is a switch that is turned on when a member that exists only in three phases is inserted.
<About connection restriction means>
The connection limiting means is not limited to those exemplified in the above embodiment. For example, in the configuration shown in FIG. 7, relays RMa and RMb may not be provided. Further, for example, in the configuration shown in FIG. 7, the high resistance relay RMHb, the low resistance relay RMLb, and the relay RMb may be deleted. Even in this case, there is an effect of suppressing standby power and common mode noise by opening the high resistance relay RMHa, the low resistance relay RMLa, and the relay RMa at the time of power transfer using the air conditioning inverter IV4. I can.

  In the configuration shown in FIG. 7, the relays RMa and RMb may be the same member.

Further, each of the main inverter IV1, the power steering inverter IV2, the fan inverter IV3, and the air conditioning inverter IV4 may be provided with a relay that opens and closes the high voltage battery 10.
<Power conversion circuit for power transfer>
For example, even if the power transfer circuit for power transfer is the main inverter IV1, if the connection between the power steering inverter IV2, the fan inverter IV3, the air conditioning inverter IV4 and the high voltage battery 10 is cut off during the power transfer, the charging standby Power and common mode noise can be suppressed. This effect can also be achieved as a dedicated AC / DC converter for transmitting / receiving power to / from the power conversion circuit for power transmission / reception.
<About the power conversion circuit belonging to the first category>
Of the power conversion circuits belonging to the first category, the circuits other than the power transfer power conversion circuit are not limited to those exemplified in the third embodiment. For example, it may be a DCAC converter for supplying electric power to an outlet that supplies electric power equivalent to a commercial AC voltage installed in the passenger compartment. Further, when a request for charging the low voltage battery 62 occurs while the vehicle is stopped, the DCDC converter 64 may be included.
<High resistance path and low resistance path>
The high resistance path and the low resistance path are not limited to those exemplified in the above embodiment. For example, a path when both the high resistance relay RMH # (# = a, b) and the low resistance relay RML # are closed may be a low resistance path. In this case, instead of connecting the resistor 12 in series only to the low resistance relay RML #, a resistor may be connected in series to both the high resistance relay RMH # and the low resistance relay RML #.
<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 load such as the air conditioning inverter IV4 by opening the power transfer relay RC.

Alternatively, 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 load is not driven may be true. 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, a charging process may be performed using a reactor of an auxiliary machine (for example, a reactor of the air conditioning motor generator 54).
<Other>
In step S52 in the third embodiment (FIG. 8), if the relay RMa is opened, the low resistance relay RMLa and the high resistance relay RMHa may be closed, and the low resistance relay RMLa and the high resistance If the relay RMHa is opened, the relay RMa may be closed.

  In the above embodiment, the case where the high voltage battery 10 is charged with the power supplied from the outside using the auxiliary power conversion circuit is illustrated, but the present invention is not limited thereto, and the power of the high voltage battery 10 is used as the auxiliary machine. You may perform the process output outside using the power conversion circuit for electricity.

  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 or two, but three or more It may be.

  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 (7)

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 external to the vehicle,
The external power supply is an AC commercial power supply,
The vehicle supplies power to a traveling rotator mechanically connected to drive wheels, an in-vehicle auxiliary device as an in-vehicle electric load other than the traveling rotator, and the in-vehicle auxiliary device and the traveling rotator. A power storage means for driving, a power conversion circuit for travel that is interposed between the rotating machine for traveling and the power storage means, and is operated to control the power applied to the drive wheel by the traveling rotating machine, and the vehicle-mounted An auxiliary machine power conversion circuit that is interposed between the auxiliary machine and the power storage means and is operated to drive the in-vehicle auxiliary machine,
An electric power transmission / reception electrical path connecting the power transmission / reception port to the auxiliary power conversion circuit;
A power transfer switch that opens and closes the power transfer electrical path;
An auxiliary switch that opens and closes between the auxiliary power conversion circuit and the in-vehicle auxiliary device;
Power is exchanged between the external power supply device and the power storage means via the power transmission / reception port, the power transmission / reception electrical path, and the auxiliary power conversion circuit by operating the auxiliary power conversion circuit. A power transfer switching control means for closing the power transfer switch and opening the auxiliary switch.
When the in-vehicle auxiliary machine is driven, it comprises an auxiliary machine opening / closing control means for opening the power transfer switch and closing the auxiliary switch.
About the power conversion circuit for auxiliary equipment connected to the electric path for power transfer, the in-vehicle auxiliary equipment connected to the power conversion circuit includes a rotating machine,
In the state where the external power supply device is connected to the auxiliary power conversion circuit via the power supply / reception port and the power transmission / reception electrical path, the transmission / reception is performed between the external power supply device and the power storage means. If the rotating machine is driven when a request to transfer power through the electrical outlet occurs, stop the auxiliary machine power conversion circuit and then wait for the rotating machine to stop. A power supply device for a vehicle, wherein the auxiliary switch is opened, and the power transfer switch is closed after the auxiliary switch is opened. It is determined that the rotating machine has stopped based on the detection value of a sensor that detects the electrical angle of the rotating machine, or the time when the rotating machine is supposed to stop after stopping the auxiliary power conversion circuit. And further comprising a determination means for determining that the rotating machine has stopped after a lapse of time,
2. The vehicle power supply device according to claim 1, wherein, after the auxiliary power conversion circuit is stopped, the auxiliary switch is opened when it is determined by the determining means to be stopped. 3. .   When power is being transferred through the power transfer port when a drive request for the in-vehicle auxiliary device is generated, the power switch is opened and then the auxiliary switch is closed. The power supply device for a vehicle according to claim 1 or 2, wherein   If power is being exchanged via the power transmission / reception port when a drive request for the in-vehicle auxiliary device is generated, prior to opening the power transmission / reception switch, the power transmission / reception electrical path 4. The power supply device for a vehicle according to claim 3, wherein the auxiliary power conversion circuit connected thereto is stopped. The auxiliary power conversion circuit includes a high-potential-side switching element and a low-potential-side switching element that open and close between a terminal of the in-vehicle auxiliary machine and each of a positive electrode side and a negative electrode side of the power storage unit. A direct current alternating current conversion circuit that converts direct current power of the power storage means into alternating current power and outputs the alternating current power,
5. The reactor according to claim 1, wherein a reactor is provided between a connection point between the high-potential side switching element and the low-potential side switching element and the power transmission / reception port. The vehicle power supply device described in 1. The vehicular power supply device according to any one of claims 1 to 5 , wherein the power storage means is connected to an input terminal of the travel power conversion circuit. The auxiliary power conversion circuit includes a plurality of series connection bodies of a high-potential side switching element and a low-potential side switching element connected in parallel between both electrodes of the power storage means,
Each of the electrical paths connecting the external power supply device and the power transmission / reception port constitutes each of the series connection bodies of the auxiliary power conversion circuit connected to the power transmission / reception electrical path. The vehicular power supply device according to any one of claims 1 to 6 , wherein the vehicular power supply device is connected to a connection point.

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