WO2007089037A1 - 電源装置およびそれを搭載した電動車両ならびに電源装置の制御方法 - Google Patents
電源装置およびそれを搭載した電動車両ならびに電源装置の制御方法 Download PDFInfo
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- WO2007089037A1 WO2007089037A1 PCT/JP2007/052171 JP2007052171W WO2007089037A1 WO 2007089037 A1 WO2007089037 A1 WO 2007089037A1 JP 2007052171 W JP2007052171 W JP 2007052171W WO 2007089037 A1 WO2007089037 A1 WO 2007089037A1
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- power
- power supply
- insulation resistance
- supply device
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/40—Testing power supplies
- G01R31/42—AC power supplies
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
- B60L53/24—Using the vehicle's propulsion converter for charging
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/20—AC to AC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/30—Sensors
- B60Y2400/308—Electric sensors
- B60Y2400/3086—Electric voltages sensors
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R27/00—Arrangements for measuring resistance, reactance, impedance, or electric characteristics derived therefrom
- G01R27/02—Measuring real or complex resistance, reactance, impedance, or other two-pole characteristics derived therefrom, e.g. time constant
- G01R27/025—Measuring very high resistances, e.g. isolation resistances, i.e. megohm-meters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/10—The network having a local or delimited stationary reach
- H02J2310/20—The network being internal to a load
- H02J2310/22—The load being a portable electronic device
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/28—Arrangements for balancing of the load in a network by storage of energy
- H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
- H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0042—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by the mechanical construction
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
-
- 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
Definitions
- a power supply device an electric vehicle equipped with the power supply device, and a control method of the power supply device
- the present invention relates to a power supply device mounted on an electric vehicle, an electric vehicle equipped with the same, and a control method for the power supply device mounted on the electric vehicle.
- Japanese Laid-Open Patent Publication No. Hei 10-290 029 discloses a power supply device mounted on an electric vehicle.
- This power supply unit is equipped with a battery, an electric circuit system such as a traveling motor and in-vehicle auxiliary equipment powered by the battery, and a commercial AC voltage generated by converting the DC voltage from the battery into a commercial AC voltage and supplying it to a commercial power supply load.
- Inverter circuit, a breaker switch provided between the commercial AC voltage generating inverter circuit and the commercial power supply load, and a leakage detection circuit for detecting a ground fault current leaking from the battery and detecting a leakage in the electric circuit system Prepare.
- the leakage detection circuit when detecting the leakage, stops the commercial AC voltage generating inverter circuit without interrupting the power supply to the electric circuit system such as the traction motor and the in-vehicle auxiliary machine, and The power supply to the commercial power load is cut off by operating the cut-off switch.
- the impedance varies depending on the influence of the capacity component of the commercial power supply load when the commercial power supply load is electrically connected to the power supply device.
- the impedance change due to the influence of the capacitance component of such a commercial power load is not taken into consideration, so that the insulation resistance of the power supply device is reduced. Cannot be detected accurately. Disclosure of the invention
- the present invention has been made to solve an enormous problem, and an object thereof is to provide a power supply device capable of accurately detecting a decrease in insulation resistance. Another object of the present invention is to provide an electric vehicle equipped with a power supply device capable of accurately detecting a decrease in insulation resistance.
- Another object of the present invention is to provide a method for controlling a power supply apparatus that can accurately detect a decrease in insulation resistance.
- the power supply device is mounted on an electric vehicle.
- the power supply device includes a power storage device, a power conversion device, and a detection device.
- the power conversion device is configured to be able to execute at least one of power feeding from the power storage device to a load outside the vehicle and charging of the power storage device from the load.
- the detection device detects a decrease in insulation resistance of the power supply device. Then, when the load is connected to the power conversion device, the detection device sets a determination threshold value for detecting a decrease in insulation resistance lower than that when the load is not connected.
- the determination threshold when the load is connected to the power conversion device is determined based on the capacity of the load.
- the detection device sets a determination time for determining a decrease in the insulation resistance to be shorter than that when the load is not connected.
- the power supply device further includes a blocking unit.
- the shut-off unit shuts off the systems of both electric vehicles when a decrease in insulation resistance is detected when the load is connected to the power converter.
- the load includes a line bypass capacitor.
- the line bypass capacitor is connected between the power line pair connected to the power converter and ground.
- the detection device includes a resistance element, a voltage generation device, a capacitance element, a voltage detection device, a setting unit, and a determination unit.
- the resistance element has a predetermined resistance value.
- the voltage generator is connected between the resistance element and the vehicle ground and generates a voltage having a predetermined frequency.
- the capacitive element is connected between the resistive element and the power line of the power supply device.
- the voltage detection device detects a voltage between the resistance element and the capacitance element.
- the setting unit sets a judgment threshold value.
- the determination unit determines a decrease in insulation resistance based on the voltage detected by the voltage detection device and the determination threshold set by the setting unit.
- the power conversion device includes first and second AC motors, first and second inverters, an inverter control device, and a connection device. 1st and 2nd Each of the AC motors includes a star-connected multiphase cable as a stator cable.
- the first and second inverters are provided corresponding to the first and second AC motors, respectively, and exchange electric power with the power storage device.
- the inverter control device controls the first and second inverters.
- the connection device is provided for connecting the load to the neutral point of the multiphase feeder when either power feeding from the power storage device to the load or charging of the power storage device from the load is performed.
- the electric vehicle is equipped with any of the power supply devices described above.
- the control method for the power supply device is a control method for the power supply device mounted on the electric vehicle.
- the power supply device includes a power storage device, a power conversion device, and a detection device.
- the power conversion device is configured to be able to execute at least one of power feeding from the power storage device to a load outside the vehicle and charging of the power storage device from the load.
- the detection device detects the decrease in insulation resistance of the power supply.
- the power supply device control method includes first and second steps. In the first step, it is determined whether or not the load is connected to the power converter. In the second step, when it is determined that the load is connected to the power converter, the determination threshold value for detecting a decrease in insulation resistance is set lower than that when the load is not connected.
- the determination threshold when the load is connected to the power conversion device is determined based on the capacity of the load.
- the method for controlling the power supply apparatus further includes a third step.
- the third step if it is determined that the load is connected to the power converter, the determination time for determining the decrease in insulation resistance is set to be shorter than when no connection is made.
- the method for controlling the power supply apparatus further includes a fourth step.
- the fourth step if the detection device detects a decrease in insulation resistance when the load is connected to the power converter, the system of the electric vehicle is shut off.
- a decrease in insulation resistance is detected based on a normal determination threshold.
- the judgment threshold is set lower than when it is not connected. ⁇ Detects a decrease in resistance. .
- the determination time for determining the decrease in the insulation resistance is set to be shorter than that when the load is not connected.
- FIG. 1 is an overall block diagram of a power supply and a device according to Embodiment 1 of the present invention.
- FIG. 2 is a diagram showing a zero-phase equivalent circuit of the inverter and motor generator shown in FIG.
- FIG. 3 is a diagram showing the configuration of the insulation resistance drop detector shown in FIG.
- Fig. 4 is a diagram for explaining the principle of insulation resistance detection by the insulation resistance lowering detector shown in Fig. 3 '.
- FIG. 5 is a diagram for explaining the concept of determination threshold and value setting for determining the decrease in insulation resistance based on the voltage from the insulation resistance decrease detector shown in FIG.
- Fig. 6 is a flowchart related to abnormality determination control of insulation resistance by ECU shown in Fig. 1.
- FIG. 7 is a diagram showing the change over time of the detected peak value while the vehicle is running with no external load connected.
- FIG. 8 is a diagram showing the change over time of the detected peak value when an external load is electrically connected.
- FIG. 9 is a flowchart regarding the insulation resistance abnormality determination control by ECU in the second embodiment.
- FIG. 1 is an overall block diagram of a power supply device according to Embodiment 1 of the present invention.
- power supply device 10 O includes a power storage device B, a smoothing capacitor C, inverters 10 and 20, motor generators MG 1 and MG2, a power supply line PL, and a ground line SL.
- the power supply device 100 includes AC lines ACL 1 and ACL 2, a relay circuit 30, a connector 40, an insulation resistance drop detector 50, and an electronic control unit (hereinafter also referred to as “ECU”) 60. Is provided.
- the power supply devices 10 and 0 are mounted on a hybrid vehicle.
- Motor generator MG 1 operates as an electric motor that can start an engine (not shown, the same applies hereinafter), and is incorporated in a hybrid vehicle as operating as a generator driven by the engine.
- the motor generator MG 2 is incorporated in a hybrid vehicle as an electric motor for driving a drive wheel (not shown, the same applies hereinafter) of a hybrid vehicle.
- the hybrid vehicle equipped with the power supply device 100 may be of a series / parallel type that can transmit the engine power divided between the axle and the motor generator MG 1 by a power split mechanism. Even if the engine is used only for driving the motor generator MG 1 and the motor generator MG 2 that uses the electric power generated by the motor generator MG 1 only generates a driving force for the axle, Good.
- the positive electrode of power storage device B is connected to power supply line P.L.
- the negative electrode of power storage device B is connected to ground line SL.
- Smoothing capacitor C is connected between power supply line PL and ground line SL.
- the insulation resistance drop detector 50 is connected between the ground line S L and the vehicle body ground 70.
- Inverter 10 includes a U-phase arm 12, a V-phase arm 14, and a W-phase arm 16.
- U-phase arm 12, V-phase arm 14 and W-phase arm 16 are connected in parallel between power supply line PL and ground line SL.
- U-phase arm 12 consists of power transistors Q 11 and Q 12 connected in series
- V-phase arm 14 consists of power transistors Q 13 and Q 14 connected in series
- W-phase arm 16 straight Power transistor Q 15, Q 16 force, etc. connected in a row.
- diodes D11 to D16 for flowing current from the emitter side to the collector side are connected, respectively.
- Inverter 20 includes a U-phase arm 22, a V-phase arm 24, and a W-phase arm 26.
- U-phase arm 22, V-phase arm 24, and W-phase arm 26 are connected in parallel between power line PL and ground line SL.
- U-phase arm 22 is connected in series to transistor Q
- the V-phase arm 24 consists of power transistors Q 23, Q 24 connected in series, and the W-phase arm 26 is connected in series, with one transistor Q 25, It consists of Q 26.
- Diodes D 21 to D 26 that flow current from the emitter side to the collector side are connected between the collector emitters of the power transistors Q21 to Q 26, respectively.
- Motor generator MG 1 includes Y-connected three-phase coil 2 as a stator coil. One end of the U, V, and W phase coils that form the three-phase coil 2 are connected to each other to form the neutral point N1, and the other end of the U, V, and W phase coils corresponds to the inverter 10.
- the motor generator MG 2 includes a Y-connected three-phase coil 4. as a stator coil. One end of the U, V, and W-phase coils forming the three-phase coil 4 are connected to each other. Connected to form a neutral point N 2, and the other ends of the U, V, and W phase coils are connected to the corresponding arm of the inverter 20.
- the relay circuit 30 includes relays RY1 and RY2.
- One end of relay RY1 is connected to neutral point N1 of 3-phase coil 2 of motor generator MG1 via AC line AC L1, and the other end is connected to connector .40.
- One end of relay RY 2 is connected to neutral point N 2 of three-phase coil 4 of motor generator MG 2 via AC line AC L 2, and the other end is connected to connector 40.
- the connector 82 of the vehicle load 80 is connected to the connector 40.
- the external load 80 is, for example, a commercial commercial power load, and is connected to the connector 82 via the power lines EL 1 and EL 2.
- a Y capacitor 84 is connected to the power supply lines EL 1 and EL 2.
- Y capacitor 84 includes capacitors C3 and C4.
- Capacitor C3 is connected to power line E Connected between L 1 and ground 86.
- Capacitor C 4 is connected between power line EL 2 and ground 86.
- the Y capacitor 84 is provided as a filter for removing common mode noise on the power supply lines EL1 and EL2.
- the power storage device B is a direct current power source, and includes, for example, a secondary battery such as Eckel hydrogen or lithium ion. Power storage device B generates a DC voltage and outputs it to power supply line PL. The power storage device B is charged by a DC voltage output from at least one of the inverters 10 and 20. Note that a large capacity capacitor may be used as the power storage device B.
- the capacity C 1 indicates the capacity between the power line PL and the body ground 70.
- Capacitance C 2 indicates the capacitance between the ground line SL and the podium 70.
- the smoothing capacitor C smoothes the voltage fluctuation between the power line P L and the ground line S L.
- Inverter 10 converts the DC voltage received from power supply line PL into a three-phase AC voltage based on signal PWM1 from ECU 60, and outputs the converted three-phase AC voltage to motor generator MG1.
- the inverter 10 receives the output from the engine and converts the three-phase AC voltage generated by the motor generator MG 1 into a DC voltage based on the signal from the ECU 60.
- PWM1 converts the converted DC voltage to the power supply In output to PL.
- the inverter 10 when the AC output command ACO UT received by the ECU 60 from an external ECU (not shown) is activated, the inverter 10 generates the three-phase coils 2 of the motor generators MG 1 and MG 2 based on the signal PWM 1 from the ECU 60. , 4 The commercial AC voltage is generated between the neutral points N1 and N2.
- the inverter 10 when the AC input command AC IN received by the ECU 60 from the external ECU is activated, the inverter 10 generates the commercial AC given from the external load 80 to the neutral point N 1 based on the signal PWM1 from the ECU 60. The voltage is rectified and output to the power line PL.
- Inverter 20 converts a DC voltage received from power supply line PL into a three-phase AC voltage based on signal PWM 2 from ECU 60, and outputs the converted three-phase AC voltage to motor generator MG2. In addition, the inverter 20 outputs the three-phase AC voltage generated by the motor generator MG 2 as a signal from the ECU 60 during regenerative braking of the vehicle. Converts to DC voltage based on PWM 2, and outputs the converted DC voltage to power line PL.
- the inverter 20 is based on the signal PWM 2 from the ECU 60 and the three phases of the motor generators MG1 and MG2.
- the potential at neutral point N2 is controlled so that a commercial AC voltage is generated between neutral points Nl and N2 at coils 2 and 4.
- the inverter 20 is given from the external load 80 to the neutral point N 2 based on the signal PWM 2 from the ECU 60. Rectify the commercial AC voltage and output it to the power line PL.
- Motor generators MG1 and MG2 are three-phase AC motors, for example, three-phase AC synchronous motor generators.
- Motor generator MG 1 generates a three-phase AC voltage using the output from the engine, and outputs the generated three-phase AC voltage to inverter 10.
- Motor generator MG 1 generates driving force by the three-phase AC voltage received from inverter 10 and starts the engine.
- Motor generator MG 2 generates driving torque of the vehicle by the AC voltage received from inverter 20.
- Motor generator MG 2 generates a three-phase AC voltage and outputs it to inverter 20 during regenerative braking of the vehicle.
- the relay circuit 30 connects / disconnects the AC line AC L l, ACL 2 and the connector 40 in accordance with the permission signal EN from the ECU 60. More specifically, when the relay circuit 30 receives an H (logic high) level enable signal EN from the ECU 60, the relays RY1 and RY2 are turned on to electrically connect the AC lines ACL 1 and ACL 2 to the connector 40. To do. On the other hand, when the relay circuit 30 receives the enable signal EN at the level of £ ⁇ 1160 (one logical unit), the relays RY1 and RY2 are turned off and the AC lines ACL1 and ACL2 are electrically connected from the connector 40. Separate.
- the connector 40 is a terminal for connecting an external load 80 to the neutral points N 1 and N 2.
- connector 82 of vehicle load 80 is connected to connector 40.
- the connector 40 applies the H level signal CT to the E Output to CU60.
- the insulation resistance decrease detector 50 is a device for detecting a decrease in insulation resistance of the power supply device 100. As will be described later, the insulation resistance lowering detector 50 applies a voltage composed of a square wave having a predetermined frequency to the ground line SL, generates a voltage V that decreases in accordance with a decrease in the insulation resistance, and outputs it to the ECU 60. To do. The configuration of the insulation resistance lowering detector 50 will be described later.
- the ECU 60 generates a signal PWM1 for driving the motor generator MG 1 based on the voltage of the power supply line PL as well as the motor current and torque command value of the motor generator MG 1, and generates the generated signal PWM1. Output to inverter 10.
- the ECU 60 generates a signal PWM 2 for driving the motor generator MG 2 based on the voltage of the power source line PL and the motor current and torque command of the motor generator MG 2.
- the signal PWM 2 is output to the inverter 20.
- the voltage of power supply line PL is detected by a voltage sensor (not shown), and the motor currents of motor generators MG 1 and MG 2 are detected by a current sensor (not shown).
- the torque command values for motor generators MG 1 and MG 2 are calculated by an external ECU based on the accelerator opening, the brake depression amount, the state of charge of the power storage device, and the like.
- AC output command AC OUT or the AC input command AC IN when the AC output command AC OUT or the AC input command AC IN is activated when the signal CT is at the H level, the ECU 60 generates the H level enable signal EN and outputs it to the relay circuit 30.
- AC output command AC OUT is a power supply mode that generates commercial AC voltage between neutral points Nl and N 2 of motor generators MG1 and MG2 and supplies them to vehicle load 80. Activated.
- AC input command AC IN is activated in the charging mode in which power storage device B is charged using a commercial AC voltage applied from vehicle external load 80 to neutral points Nl and N2.
- the ECU 60 activates the AC input command AC IN when the signal CT is H level, and outputs the H level enable signal EN to the relay circuit 30 accordingly.
- N2 rectifies the commercial AC voltage and generates signals PWMl and PWM2 so that battery B is charged, and outputs the generated signals PWM1 and PWM2 to inverters 10 and 20, respectively.
- the ECU 60 determines whether or not the insulation resistance of the power supply device 100 is lowered based on the peak value of the voltage V from the insulation resistance drop detector 50 by a method described later.
- the ECU 60 switches the determination threshold for determining the decrease in the insulation resistance depending on whether or not the external load 80 is electrically connected to the power supply device 100.
- the ECU 60 sets the determination threshold value as Wt h 1 when the external load 80 is not connected to the power supply device 100.
- the ECU 60 sets the determination threshold value to Wth 2 which is lower than Wth1.
- ECU 60 determines that the insulation resistance has decreased when external load 80 is not connected to power supply device 100, ECU 60 shifts the vehicle travel mode from the normal mode to the retreat travel mode.
- the evacuation travel mode is a travel mode in which, for example, the next start of the vehicle system is prohibited.
- ECU 60 determines that the insulation resistance has decreased when external load 80 is connected to power supply device 100, ECU 60 immediately shuts off the vehicle system including power supply device 100.
- FIG. 2 shows a zero phase equivalent circuit of inverters 10 and 20 and motor generators MG 1 and MG 2 shown in FIG.
- inverters 10 and 20 which are three-phase inverters
- the three transistors in the upper arm can be regarded as the same switching state (all on or off), and the three transistors in the lower arm can be regarded as the same switching state.
- Imper The three transistors in the upper arm of the inverter 10 are collectively shown as the upper arm 1 OA, and the three transistors in the lower arm of the inverter 1 are collectively shown as the lower arm 10B.
- the three transistors in the upper arm of inverter 20 are collectively shown as upper arm 2 OA, and the three transistors in the lower arm of inverter 20 are collectively shown as lower arm 2 OB.
- this zero-phase equivalent circuit is seen as a single-phase PWM inverter that generates a single-phase AC voltage at neutral points N 1 and N 2 using a DC voltage supplied from the power line PL. be able to.
- This zero-phase equivalent circuit can also be viewed as a single-phase PWM converter that receives single-phase AC commercial power applied to neutral points Nl and N2 via AC lines AC L 1 and ACL 2. Therefore, the zero voltage vector is changed in each of the inverters 10 and 20 and switching control is performed so that the inverters 10 and 20 operate as respective phase arms of the single-phase PWM inverter or the single-phase PWM converter.
- the DC power from the power line ⁇ PL can be converted to AC power and output from the connector 40. Also, the connector 40 power ⁇
- the AC power input can be converted to DC power and converted to the power line PL. Can be output.
- FIG. 3 is a diagram showing a configuration of the insulation resistance lowering detector 50 shown in FIG.
- insulation resistance lowering detector 50 includes a square wave generator 52, a resistance element RD, a capacitor CD, and a voltage sensor 54.
- Square wave generator 52 has one end connected to body ground 70 and the other end connected to resistance element RD.
- the resistor element RD has one end connected to the square wave generator 52 and the other end connected to the capacitor CD.
- Capacitor CD has one end connected to resistance element RD and the other end connected to ground line SL.
- the square wave generator 52 generates a voltage composed of a square wave having a low voltage (for example, several V) and a low frequency (for example, several Hz), and outputs the generated voltage to the resistance element RD.
- the voltage sensor 54 detects the voltage V between the resistance element RD and the capacitor CD, and outputs the detected voltage V to the ECU 60 (not shown).
- FIG. 4 is a diagram for explaining the principle of insulation resistance detection by the insulation resistance lowering detector 50 shown in FIG.
- the system 90 to be detected has an external load 80 Corresponds to the power supply 1 '0 0 when not connected to the power supply 1 0 0, and when the external load 8 0 is electrically connected to the power supply 1 0 0, the power supply 1 0 Corresponds to 0 and overall load 80.
- the resistance component RT of the detected system 90 indicates the insulation resistance of the power supply device 100.
- the capacity component CT of the system to be detected 90 is composed of the sum of the capacity C 1 and the capacity C 2 shown in Fig. 1 when the external load 80 is not connected to the power supply 10 0 0.
- Zero wave resistance drop detector 50 A square wave generator 52 generates a voltage composed of a low-voltage and low-frequency square wave, and the generated voltage is received through a resistance element RD and a capacitor CD. Give to detection system 90.
- the impedance of the system to be detected 90 decreases, so the voltage V between the resistance element R D and the system to be detected 90 decreases. Therefore, a decrease in the image resistance can be detected based on the voltage V.
- the impedance of the system to be detected 90 varies depending on the capacitance component C T. Specifically, in a state where the external load 80 is electrically connected to the power supply device 100, the capacitance component CT increases by the amount of the capacitors C 3 and C 4 included in the Y capacitor 84. . For this reason, the impedance of the system to be detected 90 when the external load 80 is electrically connected to the power supply device 100 is smaller than that when it is not connected. Therefore, the voltage V when the vehicle external load 80 is electrically connected to the power supply device 100 is smaller than that when the vehicle is not connected even if the insulation resistance (resistance component RT) is the same.
- the external load 80 when detecting a decrease in insulation resistance based on a voltage V of 50 insulation resistance detectors, the external load 80 is electrically connected to the power supply device 100.
- the judgment threshold for judging the decrease in insulation resistance based on the voltage V is set to be smaller than when no connection is made. This makes it possible to accurately detect a decrease in the insulation resistance.
- FIG. 5 is a diagram for explaining the concept of setting a determination threshold value for determining a decrease in insulation resistance based on the voltage V from the insulation resistance decrease detector 50 shown in FIG.
- the horizontal axis represents the insulation resistance of power supply device 100
- the vertical axis represents the peak value of voltage V from insulation resistance lowering detector 50 (hereinafter also referred to as “detected peak value”).
- Curve kl shows the relationship between the insulation resistance and the detected peak value when the external load 80 is not connected to the power supply 10 0
- the curve k 2 shows that the external load 8 0 is electrically connected to the power supply 1 0 0
- the detected peak value (curve k 2) when the external load 80 is electrically connected to the power supply device 100 is the effect of the capacitors C 3 and C 4 of the Y capacitor 8 4.
- the vehicle load 80 is smaller than the detected peak value (curve k 1) when the power supply device 100 is not connected.
- the threshold for determining the detected peak value when the external load 80 is not connected to the power supply 1 0 0 is based on the curve k 1.
- W th 1 is set.
- the threshold for determining the detected peak value when the external load 80 is electrically connected to the power supply device 100 is set to W th 2 corresponding to the insulation resistance R 1. It was decided to set. Thereby, even when the external load 80 is electrically connected to the power supply device 100, it is possible to accurately detect a decrease in insulation resistance.
- the curve k 2 can be determined based on the capacitors C 3 and C 4 of the Y capacitor 84 with reference to the curve k l. Therefore, the detection threshold value W th 2 of the detected peak value when the external load 80 is electrically connected to the power supply device 100 is based on the capacitors C 3 and C 4 of the Y capacitor 8 4. Can be determined.
- FIG. 6 is a flowchart regarding the insulation resistance abnormality determination control by the ECU 60 shown in FIG. The processing shown in this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
- ECU 60 is based on signal CT from connector 40, It is determined whether or not the connector 82 of the external load 80 is connected to the connector 40 (step S10). If the ECU 60 determines that the signal CT is L level and the connector 82 of the external load 80 is not connected to the connector 40 (NO in step S10), the ECU 60 determines the detected peak value for determining the decrease in insulation resistance. Set judgment threshold to Wt hi (step S20).
- ECU 60 determines whether or not the detected peak value calculated based on voltage V from insulation resistance lowering detector 50 is lower than determination threshold value Wt h 1 (step S30). If the ECU 60 determines that the detected peak value is lower than the determination threshold value Wt h 1 (YES in step S30), the ECU 60 determines that the insulation resistance has decreased, and evacuates the travel mode from the normal mode. Switch to mode (step S40).
- step S30 If it is determined in step S30 that the detected peak value is equal to or greater than the determination threshold value Wt h 1 (NO in step S30), the ECU 60 determines that there is no decrease in insulation resistance and travels. A series of processing ends without shifting the mode to the evacuation mode.
- step S10 determines whether or not the detected peak value is below the determination threshold value Wt h 2 (step S50). If ECU 60 determines that the detected peak value is below the determination threshold value Wt h 2 (YES in step S60), it determines that the insulation resistance has decreased and shuts down the vehicle system (step S70).
- step S60 determines that the detected peak value is greater than or equal to the determination threshold value Wt h 2 (NO in step S60). ECU 60 determines that there is no decrease in insulation resistance. The series of processes is completed without shutting down the vehicle system.
- the insulation resistance drop is detected based on the determination threshold value W th 1. Out is done.
- the determination is made in consideration of the decrease in impedance due to the addition of the capacitors C3 and C4 of the Y capacitor 84. Detection of a decrease in insulation resistance is performed based on a determination threshold value W th 2 lower than the threshold value W th 1. Therefore, according to the first embodiment, it is possible to accurately detect a decrease in insulation resistance.
- the motor generators MG 1 and MG 2 are electrically connected to the neutral points N 1 and N 2 of the vehicle load 8 0 so that the inverters 1 0 and 2 0 can operate as single-phase PWM inverters or single-phase PWM converters. Since power is transferred between the power supply device 100 and the external load 80 0, a dedicated inverter and converter for transmitting and receiving power between the power supply device 100 and the external load 80 are provided. I don't need it.
- the power storage device B While the vehicle is running (that is, the state where the external load 80 is not connected to the power supply device 100), the power storage device B is frequently charged and discharged, and accordingly the insulation resistance drop detector 5 0 The voltage V from fluctuates. On the other hand, when power is being transferred between power supply device 100 and vehicle load 80 (that is, vehicle load 80 is connected to power supply device 100), power storage device B The voltage V is stable because it is not charged and discharged as often as it is running.
- the decrease in insulation resistance is determined when the decrease in the detected peak value continues for a predetermined time.
- the determination time for determining the decrease in insulation resistance is not connected. Is set shorter.
- the overall configuration of the power supply device according to the second embodiment is the same as that of the power supply device 100 according to the first embodiment shown in FIG.
- FIG. 7 is a diagram showing a temporal change in the detected peak value during traveling of the vehicle to which the external load 80 is not connected.
- power storage device B is frequently charged and discharged according to the traveling state, and the voltage of power storage device B varies accordingly. Since the insulation resistance decrease detector 50 is connected to the ground line SL to which the negative electrode of the power storage device B is connected, the insulation resistance decrease detector is detected according to the voltage fluctuation of the power storage device B.
- the voltage V from the output 50 also fluctuates, and the detected peak value also fluctuates as shown in FIG. 7, so in this second embodiment, when the external load 80 is not connected to the power supply 100
- the detected peak value continues below the judgment threshold value Wt h 1 and falls below the judgment time ⁇ 1, it is judged that the insulation resistance has decreased.
- FIG. 8 is a diagram showing a temporal change in the detected peak value when the external load 80 is electrically connected.
- power storage device ⁇ when external load 80 is electrically connected, power storage device ⁇ is not charged and discharged as frequently as when traveling, so the voltage of power storage device ⁇ is stable. As a result, the detected peak value is also stable. Therefore, when the external load 80 is electrically connected to the power supply unit 100, the detected peak value is determined by the determination time ⁇ ⁇ 2 shorter than the above determination time ⁇ ⁇ 1 when not connected. If h2 continues to fall below, it is determined that the insulation resistance has decreased. As a result, the time required to detect an abnormality when the external load 80 is electrically connected to the power supply device 100 is reduced.
- FIG. 9 is a flowchart regarding the insulation resistance abnormality determination control by ECU 60 in the second embodiment. The process shown in this flowchart is
- this flowchart further includes steps S 2 5 and S 5 5 in the flowchart shown in FIG. 6, and steps S 3 5 and S 6 5 are substituted for steps S 30 and S 60. Further included. That is, in step S 20, when the detection threshold value of the detection wave height for determining the decrease in insulation resistance is set to Wth 1, ECU 60 sets the determination time for determining the decrease in insulation resistance. Set to ⁇ T 1 (step S 25).
- the ECU 60 determines whether or not the state in which the detected peak value calculated based on the voltage V from the insulation resistance drop detector 50 is lower than the determination threshold value Wt h 1 continues for the determination time ⁇ 1 or more. Determine (Step S 3 5). If the ECU 60 determines that the detected peak value is below the determination threshold value Wt h 1 has continued for the determination time ⁇ 1 or more (YES in step S35), it confirms the decrease in insulation resistance and runs. The mode is changed from the normal mode to the evacuation travel mode (step S40). If it is determined in step S35 that the detected peak value is below the determination threshold value Wt h 1 and has not continued for more than the determination time ⁇ ⁇ 1 (NO in step S35), the ECU 60 determines the insulation resistance. It is determined that there is no decrease in the travel speed, and the series of processes is terminated without shifting the travel mode to the evacuation travel mode.
- step S50 when the detection threshold value of the detection peak value for determining the decrease in the absolute resistance is set to Wt h 2, the ECU 60 determines the determination time for determining the decrease in the insulation resistance. Is set to ⁇ 2 shorter than ⁇ 1 (step S55). Then, the ECU 60 determines whether or not the state in which the detected peak value is lower than the determination threshold value Wt h 2 continues for the determination time ⁇ 2 or more (step S65). If E CU60 determines that the detected peak value is below the threshold value W th 2 for more than the determination time ⁇ T 2 (YES in step S65), it confirms the decrease in insulation resistance, and the vehicle system (Step S70).
- step S 65 If it is determined in step S 65 that the detected peak value is below the determination threshold value Wt h 2 and has not continued for more than the determination time ⁇ 2 (NO in step S 65), the ECU 60 It is determined that there is no decrease in resistance, and the series of processes is terminated without shutting down the vehicle system.
- the detection peak value of the voltage V from the insulation resistance lowering detector 50 is higher than that when the vehicle is not connected.
- the determination time ⁇ T2 for determining the decrease in insulation resistance is set to be shorter than the determination time ⁇ T1 when not connected. Therefore, according to the first embodiment, when an abnormality in insulation resistance drop occurs when the external load 80 is electrically connected to the power supply device 100, the abnormality can be detected early. .
- power is transferred between vehicle load 80 and power supply device 100 through neutral points N 1 and N 2 of motor generators MG 1 and MG 2.
- the present invention can also be applied to a system including a dedicated impeller and a converter for transferring power between the external load 80 and the power supply device 100.
- the power storage device B is a secondary battery, but instead of the secondary battery. It may be a fuel cell.
- the power supply device 100 is mounted on a hybrid vehicle. However, the scope of application of the present invention is not limited to the power supply device mounted on a hybrid vehicle, and is applied to an electric vehicle and a fuel cell vehicle. It may be mounted.
- a boost converter that boosts the DC voltage from power storage device B and supplies the boosted voltage to inverters 10 and 20 may be provided between power storage device B and inverters 10 and 20. ,.
- inverters 10 and 20, motor generators MG 1 and MG 2 and ECU 60 form the “power converter” in this invention, and insulation resistance lowering detector 50 and ECU 60 are the “detection” in this invention.
- the vehicle external load 80 and the Y capacitor 84 form the “vehicle external load” in the present invention
- the process executed by the ECU 60 in step S 70 is the process executed by the “blocking unit” in the present invention.
- the Y capacitor 84 corresponds to the “line bypass capacitor” in the present invention.
- the resistance element RD corresponds to the “resistance element” in the present invention
- the square wave generator 52 corresponds to the “voltage generation device” in the present invention
- the capacitor CD corresponds to the “capacitance element” in the present invention
- the voltage sensor 54 corresponds to the “voltage detection device” in the present invention.
- the processing executed by the ECU 60 in steps S 2 ⁇ and S 50 corresponds to the processing executed by the “setting unit” in the present invention, and steps S 30, S 60, S 3 5 and The processing executed by the ECU 60 in S65 corresponds to the processing executed by the “determination unit” in the present invention.
- motor generators MG 1 and MG 2 correspond to “first and second AC motors” in the present invention, respectively, and inverters 10 and 20 respectively correspond to “first and second AC motors” in the present invention.
- the ECU 60 corresponds to the “inverter control device” in the present invention, and the AC line ACL l, ACL 2, the relay circuit 30 and the connector 40 correspond to the inverter j in the present invention. Forms a “connection device”.
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- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
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- Physics & Mathematics (AREA)
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- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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US12/087,681 US7773353B2 (en) | 2006-02-03 | 2007-02-01 | Power supply device, electrically-driven vehicle incorporating power supply device, and method of controlling power supply device |
EP07708195A EP1981143A1 (en) | 2006-02-03 | 2007-02-01 | Power source device, electric vehicle mounted with the power source device, and control method for power source device |
CN2007800043791A CN101379669B (zh) | 2006-02-03 | 2007-02-01 | 电源装置、装有电源装置的电动车以及控制电源装置的方法 |
BRPI0707354-2A BRPI0707354A2 (pt) | 2006-02-03 | 2007-02-01 | dispositivo de abastecimento de potência, veìculo eletricamente acionado incorporando dispositivo de abastecimento de potência e método para controle do dispositivo de abastecimento de potência |
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JP2006-026947 | 2006-02-03 | ||
JP2006026947A JP4635890B2 (ja) | 2006-02-03 | 2006-02-03 | 電源装置 |
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PCT/JP2007/052171 WO2007089037A1 (ja) | 2006-02-03 | 2007-02-01 | 電源装置およびそれを搭載した電動車両ならびに電源装置の制御方法 |
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US (1) | US7773353B2 (ja) |
EP (1) | EP1981143A1 (ja) |
JP (1) | JP4635890B2 (ja) |
KR (1) | KR100976148B1 (ja) |
CN (1) | CN101379669B (ja) |
BR (1) | BRPI0707354A2 (ja) |
RU (1) | RU2398687C2 (ja) |
WO (1) | WO2007089037A1 (ja) |
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- 2007-02-01 BR BRPI0707354-2A patent/BRPI0707354A2/pt not_active Application Discontinuation
- 2007-02-01 US US12/087,681 patent/US7773353B2/en not_active Expired - Fee Related
- 2007-02-01 EP EP07708195A patent/EP1981143A1/en not_active Withdrawn
- 2007-02-01 KR KR1020087021547A patent/KR100976148B1/ko not_active IP Right Cessation
- 2007-02-01 CN CN2007800043791A patent/CN101379669B/zh not_active Expired - Fee Related
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016096630A (ja) * | 2014-11-13 | 2016-05-26 | トヨタ自動車株式会社 | 電動車両及び給電システム |
US9884564B2 (en) | 2014-11-13 | 2018-02-06 | Toyota Jidosha Kabushiki Kaisha | Electrically powered vehicle and power supply system |
JP2016195510A (ja) * | 2015-04-01 | 2016-11-17 | トヨタ自動車株式会社 | 絶縁抵抗低下検出装置 |
WO2021199490A1 (ja) * | 2020-03-30 | 2021-10-07 | 三洋電機株式会社 | 漏電検出装置、車両用電源システム |
JP7534387B2 (ja) | 2020-03-30 | 2024-08-14 | 三洋電機株式会社 | 漏電検出装置、車両用電源システム |
Also Published As
Publication number | Publication date |
---|---|
BRPI0707354A2 (pt) | 2011-05-03 |
KR20080091392A (ko) | 2008-10-10 |
CN101379669B (zh) | 2011-08-03 |
US20090002903A1 (en) | 2009-01-01 |
CN101379669A (zh) | 2009-03-04 |
EP1981143A1 (en) | 2008-10-15 |
JP4635890B2 (ja) | 2011-02-23 |
KR100976148B1 (ko) | 2010-08-16 |
RU2398687C2 (ru) | 2010-09-10 |
US7773353B2 (en) | 2010-08-10 |
RU2008135710A (ru) | 2010-03-10 |
JP2007209158A (ja) | 2007-08-16 |
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