JP6620520B2 - Charger - Google Patents

Description

  The present invention relates to a charging device, and more particularly to an in-vehicle charging device for charging a power storage device mounted on a vehicle with a power source external to the vehicle.

  2. Description of the Related Art There is known a vehicle configured to be able to perform external charging for charging a battery mounted on a vehicle using electric power supplied from a power source outside the vehicle (external power source). In such a vehicle, the temperature of the power conversion unit can rise due to heat generation in a power conversion unit (for example, an AC / DC converter) that converts electric power supplied from an external power source and outputs it to the battery. In order to protect the power conversion unit from an excessive temperature rise of the power conversion unit, it is conceivable to cool the power conversion unit. For example, Japanese Patent Laying-Open No. 2015-61391 (Patent Document 1) discloses a configuration for cooling an AC / DC circuit and a DC / DC circuit using a cooling fan.

Japanese Patent Laying-Open No. 2015-61391

  As described above, when the temperature of the power converter increases during external charging, it is desirable to suppress the temperature increase of the power converter using a cooling fan in order to protect the power converter. However, since the noise generated by the cooling fan increases as the rotation speed of the cooling fan is increased, the comfort of the user may be impaired in a state where the user is in the vehicle compartment being externally charged. On the other hand, if the rotation speed of the cooling fan is set to an excessively small value, the temperature increase of the power conversion unit cannot be suppressed, and the power conversion unit may not be sufficiently protected.

  The present invention has been made to solve the above-described problems, and an object of the present invention is an in-vehicle charging device for charging a power storage device mounted on a vehicle with a power source external to the vehicle, and a user is present in the vehicle interior. In some cases, the noise caused by the cooling fan is reduced while protecting the power conversion unit.

  A charging device according to an aspect of the present invention is an in-vehicle charging device for charging a power storage device mounted on a vehicle with a power supply external to the vehicle. The charging device includes a power conversion unit that converts power supplied from the power source and outputs the power to the power storage device, a cooling fan configured to cool the power conversion unit, and a control unit that controls the power conversion unit and the cooling fan With. When the user is in the vehicle interior, the control unit sets the rotation speed of the cooling fan to a small value and sets the upper limit value of the output power from the power conversion unit to a small value.

  If the rotational speed of the cooling fan is simply set to a small value, noise due to the cooling fan can be reduced, but the temperature of the power conversion unit is hardly lowered. As a result, there is a possibility that the power conversion unit cannot be protected by maintaining the temperature of the power conversion unit within the allowable temperature range. According to the said structure, the heat_generation | fever in a power converter part is suppressed by setting the upper limit of the output power from a power converter part to a small value. Thereby, even if it sets the rotation speed of a cooling fan to a small value, the temperature rise of a power conversion part can be suppressed. Therefore, it is possible to reduce noise caused by the cooling fan while protecting the power conversion unit.

  According to the present invention, in a vehicle-mounted charging device for charging a power storage device mounted on a vehicle with a power source external to the vehicle, when a user is in the vehicle compartment, the cooling fan is used while protecting the power conversion unit. Noise can be reduced.

It is a block diagram which shows roughly the whole structure of the vehicle carrying the charging device which concerns on this Embodiment. It is a figure which shows an example of the map which shows the correspondence of the temperature of an AC / DC converter, and the rotational speed of a cooling fan about each external charging mode. It is a figure which shows an example of the map which shows the correspondence of the temperature of an AC / DC converter, and the output power upper limit value from a charging device about each external charging mode. It is a flowchart for demonstrating the external charge control in this Embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  In the embodiment described below, a configuration example in which the charging device according to the present invention is mounted on a hybrid vehicle (so-called plug-in hybrid vehicle) configured to be externally chargeable will be described. However, the vehicle to which the charging device according to the present invention can be applied is not limited to this as long as external charging is possible, and may be an electric vehicle or a fuel cell vehicle not equipped with an engine.

  FIG. 1 is a block diagram schematically showing an overall configuration of a vehicle equipped with a charging apparatus according to the present embodiment. Referring to FIG. 1, vehicle 1 includes an engine 100, motor generators 10 and 20, a power split mechanism 30, a drive wheel 40, a battery 150, a system main relay (SMR) 160, A power control unit (PCU) 200, an electronic control unit (ECU) 250, and a charging device 300 are provided.

  The engine 100 is an internal combustion engine such as a gasoline engine or a diesel engine. Each of motor generator 10 and motor generator 20 is, for example, a three-phase AC rotating electric machine.

  Motor generator 10 is coupled to the crankshaft of engine 100 via power split mechanism 30. The motor generator 10 rotates the crankshaft of the engine 100 using the power of the battery 150 when starting the engine 100. The motor generator 10 can also generate power using the power of the engine 100. The AC power generated by the motor generator 10 is converted into DC power by the PCU 200 and charged to the battery 150. Note that the AC power generated by the motor generator 10 may be supplied to the motor generator 20.

  Motor generator 20 rotates the drive shaft using at least one of the electric power from battery 150 and the electric power generated by motor generator 10. The motor generator 20 can also generate electric power by regenerative braking. The AC power generated by the motor generator 20 is converted into DC power by the PCU 200 and charged to the battery 150.

  Power split mechanism 30 is, for example, a planetary gear mechanism, and splits power generated by engine 100 into power transmitted to drive wheels 40 and power transmitted to motor generator 10.

  The battery (power storage device) 150 is a direct current power source configured to be chargeable / dischargeable, and typically includes a secondary battery such as a lithium ion battery or a nickel hydride battery, or a capacitor such as an electric double layer capacitor. Is done. The battery 150 supplies electric power for generating the driving force of the vehicle 1 to the PCU 200 during operation of the vehicle 1, while storing electric power generated by the motor generator 10 or the motor generator 20 during regenerative braking of the vehicle 1. .

  SMR 160 is electrically connected between battery 150 and PCU 200. The closing / opening of the SMR 160 is controlled according to a control signal from the ECU 250.

  The PCU 200 converts the DC power supplied from the battery 150 into AC power and supplies the AC power to the motor generator 10 and the motor generator 20. Further, the PCU 200 converts AC power generated by the motor generator 10 or the motor generator 20 into DC power and supplies it to the battery 150.

  ECU 250 controls each device so that vehicle 1 is in a desired running state based on signals from sensors and devices (not shown) and a map and program stored in memory.

  Charging device 300 charges battery 150 using power supplied from external power supply 500 via charging cable 400 during external charging. Charging device 300 includes an inlet 310, an AC / DC converter 320, a charge relay (CHR) 330, a temperature sensor 340, a cooling fan 350, a room switch 360, and a charge ECU 370. Charging cable 400 includes a plug 410, a connector 420, and an electric wire 430.

  The external power source 500 is typically configured to include a commercial AC power source. During external charging, the plug 410 of the charging cable 400 is connected to the outlet 510 of the external power supply 500 and the connector 420 of the charging cable 400 is connected to the inlet 310 of the vehicle 1. The electric wire 430 electrically connects the plug 410 and the connector 420.

  The AC / DC converter 320 converts AC power supplied from the external power supply 500 into DC power and outputs the DC power to the battery 150.

  CHR 330 is electrically connected between battery 150 and AC / DC converter 320. The closing / opening of the CHR 330 is controlled according to a control signal from the charging ECU 370.

  Temperature sensor 340 detects the temperature of AC / DC converter 320 (hereinafter also referred to as “charger temperature”) Tc, and outputs the detection result to charging ECU 370.

  Cooling fan 350 is rotationally driven in response to a control signal from charging ECU 370 and blows air to AC / DC converter 320. Thereby, AC / DC converter 320 whose temperature has risen due to Joule heat generated during external charging can be cooled. More specifically, cooling fan 350 is configured to include a motor (not shown) capable of PWM (Pulse Width Modulation) control. Charging ECU 370 controls the rotational speed of cooling fan 350 (hereinafter also referred to as “fan rotational speed”) Nf to a target value by adjusting the duty of the PWM control signal.

  The vehicle 1 has a “normal mode” and an “indoor mode” as control modes (external charging mode) during external charging. As described below, the normal mode is a control mode in which external charging is performed without a user in the vehicle interior (the interior of the vehicle 1 (not shown)). The indoor mode is a control mode in which external charging is performed with the user in the vehicle compartment. In the indoor mode, various electric devices (none of which are shown) connected to the air conditioner and the outlet can be driven using electric power supplied from the external power source 500.

  Room switch 360 receives an operation of a user in the vehicle interior. When the room switch 360 is turned on by the user during external charging, the room switch 360 outputs a signal indicating that the user is in the vehicle compartment to the charging ECU 370. In response to the signal, charging ECU 370 sets the external charging mode of vehicle 1 to the indoor mode. On the other hand, when room switch 360 is off, charging ECU 370 sets the external charging mode of vehicle 1 to the normal mode.

  Although not shown, charging ECU 370 includes a CPU (Central Processing Unit), a memory, and a buffer. The charging ECU 370 executes arithmetic processing using signals from each sensor based on the map and program stored in the memory, and outputs a control signal according to the arithmetic processing result. Note that part or all of the charging ECU 370 may be configured to execute arithmetic processing by hardware such as an electronic circuit.

  The main control executed by the charging ECU 370 includes cooling control of the AC / DC converter 320 using the cooling fan 350 and control of output power from the AC / DC converter 320 to the battery 150. More specifically, charging ECU 370 controls cooling fan 350 according to a predetermined map (see FIG. 2) so that charger temperature Tc is maintained within the allowable temperature range. Further, charging ECU 370 controls AC / DC converter 320 so that electric power in a range not exceeding output power upper limit Pout is output according to a predetermined map (see FIG. 3).

  In the vehicle 1 configured as described above, when the charger temperature Tc rises due to heat generated by the AC / DC converter 320, it is required to suppress an excessive rise in the charger temperature Tc using the cooling fan 350. However, if the fan rotation speed Nf is excessively increased in a state where the user is in the passenger compartment, noise generated by the cooling fan 350 increases, and the user's comfort may be impaired. Therefore, as described below, charging ECU 370 switches a map for controlling fan rotation speed Nf depending on whether the external charging mode is the normal mode or the indoor mode.

  FIG. 2 is a diagram illustrating an example of a map showing a correspondence relationship between the charger temperature Tc and the fan rotation speed Nf for each external charging mode. In FIG. 2, the horizontal axis represents the charger temperature Tc, and the vertical axis represents the fan rotation speed Nf (unit: rpm).

  In the normal mode, as indicated by Nnormal, the fan rotation speed Nf is kept constant at N1 when the charger temperature Tc is equal to or lower than T1. When the charger temperature Tc exceeds T1, the fan rotation speed Nf increases monotonously from N1 to the maximum value Nmax as the charger temperature Tc increases.

  On the other hand, in the indoor mode, as indicated by Nroom, the fan rotation speed Nf is kept constant at N1 in the range where the charger temperature Tc is equal to or lower than T2 higher than T1. That is, even if the charger temperature Tc exceeds T1, the increase in the fan rotation speed Nf is suppressed until the charger temperature Tc exceeds T2. When the charger temperature Tc exceeds T2, the fan rotation speed Nf increases monotonously from N1 to the maximum value Nmax as the charger temperature Tc increases.

  In FIG. 2, even if the temperature T2 is the case where the output power upper limit value Pout is limited to P1, the increase amount of the charger temperature Tc due to the heat generated in the AC / DC converter 320 is higher than the fan rotation speed Nf. = Temperature higher than the amount of decrease in charger temperature Tc due to cooling at N1.

  Thus, in the indoor mode, the fan rotation speed Nf at the same charger temperature Tc is set to a smaller value (or the same value) than in the normal mode. As a result, noise caused by rotational driving of the cooling fan 350 can be reduced in the temperature range between the charger temperature Tc and T1, and user comfort can be ensured.

  On the other hand, by suppressing the increase in fan rotation speed Nf, the charger temperature Tc due to cooling using the cooling fan 350 is increased with respect to the increase in charger temperature Tc due to heat generation in the AC / DC converter 320. The amount of reduction can be insufficient. As a result, an increase in charger temperature Tc is not suppressed, and there is a possibility that AC / DC converter 320 cannot be sufficiently protected.

  Therefore, in the present embodiment, a configuration is adopted in which the output power upper limit value Pout from AC / DC converter 320 is set to a smaller value (or the same value) in the indoor mode than in the normal mode.

  FIG. 3 is a diagram showing an example of a map showing a correspondence relationship between the charger temperature Tc and the output power upper limit value Pout from the AC / DC converter 320 for each external charging mode. In FIG. 3, the horizontal axis indicates the charger temperature Tc, and the vertical axis indicates the output power upper limit value Pout (unit: kW).

  As indicated by Pnormal in the normal mode, the output power upper limit Pout is the maximum value Pmax when the charger temperature Tc is in the range of T4 or less. When the charger temperature Tc exceeds T4, the amount of decrease in the charger temperature Tc due to the rotational driving of the cooling fan 350 becomes insufficient with respect to the amount of increase in the charger temperature Tc due to heat generation of the AC / DC converter 320, and charging is performed. The vessel temperature Tc may not be maintained within the allowable temperature range. Therefore, when charger temperature Tc is equal to or higher than T4, the limit on output power upper limit Pout is strengthened. That is, the output power upper limit value Pout is set so as to monotonously decrease from Pmax to P1 as the charger temperature Tc increases.

  On the other hand, in the indoor mode, as indicated by Proom, when the charger temperature Tc exceeds T3 lower than T4, the limit on the output power upper limit Pout is strengthened. That is, when the charger temperature Tc exceeds T3, the output power upper limit value Pout is set to monotonously decrease from Pmax to P1 as the charger temperature Tc increases. When compared at the same charger temperature Tc, the output power upper limit value Pout in the indoor mode is set to be equal to or lower than the output power upper limit value Pout in the normal mode. Thereby, since the calorific value in AC / DC converter 320 is reduced, the rise in charger temperature Tc can be suppressed. Therefore, even if the fan rotation speed Nf is set to a small value in the indoor mode as described with reference to FIG. 2, the charger temperature Tc is maintained within the allowable temperature range, and the AC / DC converter 320 is appropriately protected. Can do.

  In FIG. 3, the temperature Ta is an increase amount of the charger temperature Tc due to heat generation in the AC / DC converter 320 at the output power upper limit Pout = P1 when the ambient temperature of the AC / DC converter 320 is normal temperature. And the amount of decrease in the charger temperature Tc due to cooling at the fan rotation speed Nf = N1.

  In the map shown in FIG. 3, the example in which the output power upper limit value Pout is decreased to P1 in both the normal mode and the indoor mode has been described. However, the manner in which the output power upper limit value Pout decreases is not limited to this, and the output power upper limit value Pout may be decreased to a value smaller than P1 in the indoor mode.

  FIG. 4 is a flowchart for explaining the external charging control in the present embodiment. This flowchart is called from the main routine and executed when a predetermined condition is satisfied or every predetermined control cycle. Each step of the flowchart shown in FIG. 4 is basically realized by software processing by charging ECU 370, but may be realized by dedicated hardware (electronic circuit not shown) created in charging ECU 370. .

  In S10, charging ECU 370 determines whether or not there is an instruction from ECU 250 to start external charging. For example, when ECU 250 receives a connection signal (not shown) indicating that connector 420 of charging cable 400 is connected to inlet 310 of vehicle 1 from charging cable 400, ECU 250 instructs charging ECU 370 to start external charging. To do. If an external charging instruction has not been received (NO in S10), charging ECU 370 skips the subsequent processing and returns the processing to the main routine. When receiving an instruction for external charging (YES in S10), charging ECU 370 advances the process to S20.

  In S20, charging ECU 370 determines whether or not there is a user in the passenger compartment. Whether or not there is a user in the passenger compartment can be determined by turning on / off the room switch 360 as described above, and a key (so-called intelligent key) having a wireless communication function with the vehicle 1 is provided in the passenger compartment. It is also possible to determine based on whether or not there is.

  When room switch 360 is off (NO in S20), charging ECU 370 selects the normal mode fan rotation speed map (see Normal in FIG. 2) and assumes that there is no user in the vehicle compartment (S30), and normal mode Output power limit map (see Pnormal in FIG. 3) is selected (S40). Then, the charging ECU 370 controls the cooling fan 350 so that the fan rotation speed Nf becomes a value corresponding to the current charger temperature Tc on Nnormal. Further, charging ECU 370 controls AC / DC converter 320 such that output power upper limit value Pout becomes a value corresponding to current charger temperature Tc on Nroom.

  On the other hand, when room switch 360 is on (YES in S20), charging ECU 370 selects the indoor mode fan rotation speed map (see Nroom in FIG. 2) and assumes that the user is in the vehicle compartment (S50). ), The output power limit map for indoor mode (see Proom in FIG. 3) is selected (S60). Then, charging ECU 370 controls cooling fan 350 so that fan rotation speed Nf becomes a value corresponding to current charger temperature Tc on Nroom. Further, charging ECU 370 controls AC / DC converter 320 such that output power upper limit value Pout becomes a value corresponding to current charger temperature Tc on Proom. When the process of S40 or S60 ends, the charging ECU 370 returns the process to the main routine.

  As described above, according to the present embodiment, when the user is in the vehicle interior, the fan rotation speed Nf is set to a smaller value than when there is no user in the vehicle interior, and the output power upper limit is set. The value Pout is set to a small value. By setting the output power upper limit value Pout to a small value, the amount of heat generated by the AC / DC converter 320 is suppressed, so even if the fan rotational speed Nf is set to a small value, the excessive temperature of the AC / DC converter 320 The rise can be prevented. Therefore, it is possible to reduce the noise caused by the cooling fan 350 while protecting the AC / DC converter 320.

  In the present embodiment, AC / DC converter 320 corresponds to a “power converter” according to the present invention. However, the configuration of the “power converter” is not limited to this, and may further include a DC / DC converter that boosts or lowers the DC voltage generated by the AC / DC converter 320.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 10, 20 Motor generator, 30 Power split mechanism, 40 Drive wheel, 100 Engine, 150 Battery, 160 System main relay (SMR), 200 Electric power control unit (PCU), 250 Electronic control unit (ECU), 300 Charging Switch, 310 inlet, 320 AC / DC converter, 330 charging relay (CHR), 340 cooling fan, 350 temperature sensor, 360 room switch, 370 charging ECU, 400 charging cable, 410 plug, 420 connector, 430 electric wire, 500 external power supply , 510 outlet.

Claims (1)

An in-vehicle charging device for charging a power storage device mounted on a vehicle with a power source outside the vehicle,
A power converter that converts the power supplied from the power source and outputs the power to the power storage device;
A temperature sensor that detects the temperature of the power converter and outputs the detection result;
A cooling fan configured to cool the power conversion unit;
A controller that controls the power converter and the cooling fan based on the temperature detection result of the power converter;
The controller controls the rotation speed of the cooling fan when the user is in the vehicle room and the user is not in the vehicle room under the same temperature of the power converter. The charging apparatus which makes it a small value and makes the upper limit of the output power from the said power converter a small value.

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