JPWO2012132434A1 - 車両用電源装置 - Google Patents
車両用電源装置 Download PDFInfo
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- JPWO2012132434A1 JPWO2012132434A1 JP2013507186A JP2013507186A JPWO2012132434A1 JP WO2012132434 A1 JPWO2012132434 A1 JP WO2012132434A1 JP 2013507186 A JP2013507186 A JP 2013507186A JP 2013507186 A JP2013507186 A JP 2013507186A JP WO2012132434 A1 JPWO2012132434 A1 JP WO2012132434A1
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- power supply
- storage battery
- vehicle
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- JAWMENYCRQKKJY-UHFFFAOYSA-N [3-(2,4,6,7-tetrahydrotriazolo[4,5-c]pyridin-5-ylmethyl)-1-oxa-2,8-diazaspiro[4.5]dec-2-en-8-yl]-[2-[[3-(trifluoromethoxy)phenyl]methylamino]pyrimidin-5-yl]methanone Chemical compound N1N=NC=2CN(CCC=21)CC1=NOC2(C1)CCN(CC2)C(=O)C=1C=NC(=NC=1)NCC1=CC(=CC=C1)OC(F)(F)F JAWMENYCRQKKJY-UHFFFAOYSA-N 0.000 description 2
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- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
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- 229910052987 metal hydride Inorganic materials 0.000 description 1
- 229910052759 nickel Inorganic materials 0.000 description 1
- 229910000652 nickel hydride Inorganic materials 0.000 description 1
- -1 nickel metal hydride Chemical class 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
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- Electric Propulsion And Braking For Vehicles (AREA)
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Abstract
Description
車両用電源装置100は、蓋部101に備えられた電極に、車両10の外部から給電プラグ(図示せず)を挿入されて電気エネルギの供給を受け、この電気エネルギを蓄電池105に蓄積することができる。また、蓄電池105には、後述するように、回生制動力発生時に電動機106によって変換された電気エネルギ(回生エネルギ)を蓄積することもできる。
蓄電池105に蓄積された電気エネルギは、例えば車両10の駆動輪を駆動させるための動力源として、電動機106を動作させるための電力として使用される。電動機106をモータとして使用する場合は、インバータ103が、蓄電池105に蓄積された直流の電気エネルギを交流に変換して電動機106へ出力する。この場合、リレー110は最終出力先決定部109によってオンにされる。電動機106のシャフトは車両10の駆動輪の車軸に連結されており、シャフトの回転により車両10の駆動輪が回転する。
インバータ103および蓄電池105の各電気部品は、車両10に搭載されてからの経過時間が長くなるほど劣化して(経年劣化)、電力受入容量、許容温度等が小さくなって危険度が大きくなる。そこで、危険度設定部108は、車両10に搭載されてからの経過時間が長いほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:3、蓄電池危険度:1と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
インバータ103および蓄電池105の各電気部品は、一般に温度が高くなるほど危険度が大きくなる。そこで、危険度設定部108は、許容温度が低いほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:3と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
インバータ103および蓄電池105の各電気部品は、一般に湿度が高くなるほど危険度が大きくなる。そこで、危険度設定部108は、許容湿度が低いほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:3と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
インバータ103および蓄電池105の各電気部品は、電力受入容量が小さいほど危険度が大きくなる。そこで、危険度設定部108は、電力受入容量が小さいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:5、蓄電池危険度:1と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
インバータ103および蓄電池105の各電気部品は、電流耐性が小さいほど危険度が大きくなる。そこで、危険度設定部108は、電流耐性が小さいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:4、蓄電池危険度:2と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
通常、蓄電池105からの漏電は遮断困難であるのに対し、インバータ103からの漏電はインバータ103に備えられた素子等により遮断可能である。そこで、危険度設定部108は、漏電時の危険度が大きいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:5と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
蓄電池105がニッケル水素充電池である場合、蓄電池105の破損により水素ガスの発生のおそれがあるため、蓄電池105の破損は人体への影響度が大きい。一方で、インバータ103の破損は、車両10の停止をもたらすにすぎないため、蓄電池105の破損に比べて人体への影響度が小さい。そこで、危険度設定部108は、破損時の深刻度が大きいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:5と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
接続ハーネス耐性は各電気部品へ流すことができる電流の限界値として定義され、インバータ103および蓄電池105の各電気部品は、接続ハーネス耐性が小さいほど危険度が大きくなる。そこで、危険度設定部108は、接続ハーネス耐性が小さいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:4、蓄電池危険度:2と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
電動コンプレッサを、電動機106から出力される電気エネルギの最終出力先に決定することも可能である。
PTCヒータ116を、電動機106から出力される電気エネルギの最終出力先に決定することも可能である。PTCヒータ116は、温度により抵抗値が変化するいわば可変抵抗と考えてもよい。
100 車両用電源装置
101 蓋部
102 充電器
103 インバータ
104 DC/DCコンバータ
105 蓄電池
106 電動機
107 補機バッテリ
108 危険度設定部
109 最終出力先決定部
110 リレー
111 電動コンプレッサ
112 膨張弁
113 コンデンサ
114 エバポレータ
115 リレー
116 PTCヒータ
Claims (11)
- 車両に搭載される車両用電源装置であって、
電気エネルギを出力する出力部と、
前記電気エネルギを処理または蓄積する複数の電気部品と、
前記複数の電気部品の各々が前記電気エネルギを処理または蓄積する場合の危険度を、前記複数の電気部品ごとに設定する設定部と、
前記複数の電気部品ごとの前記危険度に基づいて、前記複数の電気部品のいずれを前記電気エネルギの最終出力先にするかを決定する決定部と、
を具備する車両用電源装置。 - 前記出力部は、前記車両が制動されるときの運動エネルギを交流の電気エネルギに変換して出力する電動機であり、
前記複数の電気部品は、前記交流の電気エネルギを直流の電気エネルギに変換して出力する変換処理を行うインバータ、および、前記直流の電気エネルギを蓄積する蓄電池を含み、
前記設定部は、前記インバータが前記変換処理を行う場合の第1危険度、および、前記蓄電池が前記直流の電気エネルギを蓄積する場合の第2危険度を設定し、
前記決定部は、
前記第1危険度が前記第2危険度より小さい場合は、前記インバータを前記電気エネルギの最終出力先に決定し、
前記第2危険度が前記第1危険度より小さい場合は、前記蓄電池を前記電気エネルギの最終出力先に決定する、
請求項1記載の車両用電源装置。 - 前記出力部は、前記車両が制動されるときの運動エネルギを交流の電気エネルギに変換して出力する電動機であり、
前記複数の電気部品は、前記交流の電気エネルギを直流の電気エネルギに変換して出力する変換処理を行うインバータ、前記直流の電気エネルギを蓄積する蓄電池、冷媒を圧縮する電動コンプレッサ、および、通電により発熱するヒータを含み、
前記設定部は、前記インバータが前記変換処理を行う場合の第1危険度、前記蓄電池が前記直流の電気エネルギを蓄積する場合の第2危険度、前記電動コンプレッサが前記直流の電気エネルギを蓄積する場合の第3危険度、および、前記ヒータが前記直流の電気エネルギを蓄積する場合の第4危険度を設定し、
前記決定部は、
前記複数の電機部品のうち、前記第1危険度乃至第4危険度のうち最小の危険度となる前記電気部品を前記電気エネルギの最終出力先に決定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、前記車両に搭載されてからの経過時間に基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記車両に搭載されてからの経過時間が長いほど前記危険度を大きく設定する、
請求項4記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、許容温度、許容湿度、および、電力受入容量の少なくとも一つに基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記電力受入容量が小さいほど前記危険度を大きく設定する、
請求項6記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、電流耐性、および、接続ハーネス耐性の少なくとも一つに基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記電流耐性が小さいほど、または、前記接続ハーネス耐性が小さいほど前記危険度を大きく設定する、
請求項8記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、漏電時の危険度、および、破損時の深刻度の少なくとも一つに基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記漏電時の危険度が大きいほど、または、前記破損時の深刻度が大きいほど前記危険度を大きく設定する、
請求項10記載の車両用電源装置。
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PCT/JP2012/002158 WO2012132434A1 (ja) | 2011-03-29 | 2012-03-28 | 車両用電源装置 |
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CN105799544B (zh) * | 2014-12-29 | 2020-03-06 | 上海大郡动力控制技术有限公司 | 纯电动汽车起步抖动及电刹车噪声的解决方法 |
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US5499182A (en) * | 1994-12-07 | 1996-03-12 | Ousborne; Jeffrey | Vehicle driver performance monitoring system |
JPH10287191A (ja) | 1997-04-18 | 1998-10-27 | Harness Sogo Gijutsu Kenkyusho:Kk | 車両の安全装置 |
JP4066781B2 (ja) * | 2002-10-25 | 2008-03-26 | 株式会社デンソー | 車両用負荷駆動制御装置 |
US7173347B2 (en) | 2002-10-15 | 2007-02-06 | Denso Corporation | Method and apparatus for driving and controlling on-vehicle loads |
JP4572850B2 (ja) * | 2006-03-24 | 2010-11-04 | 株式会社日立製作所 | 電源制御装置 |
JP2008024165A (ja) | 2006-07-21 | 2008-02-07 | Fujitsu Ten Ltd | 負荷制御装置、負荷制御方法及び車両スリップ抑制装置 |
JP4745879B2 (ja) * | 2006-04-06 | 2011-08-10 | 日立ビークルエナジー株式会社 | ハイブリッド車両制御システム、ハイブリッド車両制御方法及び車両用蓄電池制御システム |
JP4674569B2 (ja) * | 2006-05-15 | 2011-04-20 | 日産自動車株式会社 | 電気自動車の電力供給制御装置 |
JP4058539B2 (ja) | 2006-11-24 | 2008-03-12 | 株式会社日立製作所 | 車両 |
JP5338336B2 (ja) * | 2009-01-23 | 2013-11-13 | 日産自動車株式会社 | ハイブリッド車の運転状態表示装置 |
JP2010228511A (ja) * | 2009-03-26 | 2010-10-14 | Nissan Motor Co Ltd | ハイブリッド車両の駆動力制御装置 |
US8630759B2 (en) * | 2009-11-20 | 2014-01-14 | GM Global Technology Operations LLC | Control of regenerative braking in a hybrid vehicle |
US8670885B2 (en) * | 2011-01-06 | 2014-03-11 | Ford Global Technologies, Llc | Information display system and method |
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2012
- 2012-03-28 EP EP12762906.1A patent/EP2692587B1/en not_active Not-in-force
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WO2012132434A1 (ja) | 2012-10-04 |
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US20130325262A1 (en) | 2013-12-05 |
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JP5891444B2 (ja) | 2016-03-23 |
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