WO2008004444A1 - Dispositif de régulation de puissance d'un véhicule - Google Patents
Dispositif de régulation de puissance d'un véhicule Download PDFInfo
- Publication number
- WO2008004444A1 WO2008004444A1 PCT/JP2007/062473 JP2007062473W WO2008004444A1 WO 2008004444 A1 WO2008004444 A1 WO 2008004444A1 JP 2007062473 W JP2007062473 W JP 2007062473W WO 2008004444 A1 WO2008004444 A1 WO 2008004444A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- capacitor
- power
- charging power
- control device
- voltage
- Prior art date
Links
Classifications
-
- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
-
- 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]
- B60L58/15—Preventing overcharging
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies 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
- 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
Definitions
- the present invention relates to power control of a vehicle including a rotating electric machine for traveling that generates regenerative power during braking, and more particularly to power control of a vehicle including a capacitor charged with regenerative power.
- a vehicle equipped with a power train called a hybrid system combining an engine (for example, a known engine such as a gasoline engine or a diesel engine) and a motor has been developed and put into practical use.
- vehicles electric vehicles, fuel cell vehicles
- a power train that uses only a motor as the driving source without an engine are being developed.
- the motor when the vehicle is braked, the motor functions as a generator to generate regenerative energy, and the generated regenerative energy is charged to a motor drive power storage mechanism (battery or capacitor).
- a motor drive power storage mechanism battery or capacitor
- Japanese Laid-Open Patent Publication No. 1-11 3 4 3 8 90 discloses a technique for preventing a change in braking feeling by enabling regenerative braking when a capacitor is in a fully charged state 1 ”.
- a control device disclosed in Japanese Patent Laid-Open No. 11-3 4 3 8 90 includes an engine that generates a driving force for traveling, a motor that generates a driving force and a regenerative braking force for traveling, and a motor. And a power storage mechanism charged with regenerative power generated by a motor, and a purge control device for a canister in a hybrid vehicle.
- This control device has a canister that adsorbs evaporated fuel generated from the engine, Purging the evaporated fuel adsorbed on the canister by heating the canister-,,.
- Remaining capacity detection unit for detecting the remaining capacity of the power storage mechanism, and the remaining capacity of the power storage mechanism detected by the remaining capacity detection unit is greater than a predetermined threshold
- a purge control unit that supplies regenerative power generated by the motor to the heater.
- the remaining capacity of the power storage mechanism detected by the remaining capacity detection unit is less than a predetermined threshold value, and the power storage mechanism is still chargeable.
- the power storage mechanism can be charged with regenerative power generated by the motor due to regenerative braking, and the kinetic energy of the vehicle body can be recovered as electric energy.
- the remaining capacity is equal to or greater than the predetermined threshold and the power storage mechanism is already unchargeable, the regenerative power generated by the motor by regenerative braking is supplied to the heater to purge the evaporated fuel adsorbed by the canister. Can be used.
- the motor can always perform regenerative braking, minimizing wasteful consumption of energy and preventing changes in braking feeling.
- purging of the evaporated fuel adsorbed by the canister may not be necessary. From the viewpoint of performance, the frequency of supplying regenerative power to the heater is limited. For this reason, it may happen that the change in braking feeling due to the decrease in regenerative braking force cannot be suppressed. Disclosure of the invention
- the present invention has been made in order to solve the above-described problems, and the object of the present invention is to provide a vehicle having a capacitor charged with regenerative power without relying on power consumption other than charging the capacitor.
- An object of the present invention is to provide an electric power control device that reduces a change in braking feeling due to a decrease in regenerative braking force.
- the power control apparatus controls a vehicle equipped with a rotating electric machine for traveling that generates power during regenerative braking.
- This power control device includes a capacitor connected to the rotating electrical machine and charged with the generated energy, and an arithmetic unit connected to the capacitor.
- the arithmetic unit calculates the charging power to the capacitor, determines whether the charging power has reached a predetermined control upper limit value, and whether the charging power has reached the control upper limit value. Therefore, the charging power is controlled to be small.
- the present invention energy generated during regenerative braking (regenerative energy) power charging / discharging efficiency is charged to a capacitor higher than the battery. Therefore, the recovery efficiency of regenerative energy can be improved.
- the charging power to the capacitor is limited by a predetermined control upper limit value.
- it is necessary to cut off the charging power to the capacitor by suppressing the generation of regenerative energy before the capacitor is fully charged. For example, when charging power is cut off when the battery is almost fully charged, the chargeable capacity of the capacitor is low, so it is necessary to cut off the charging power rapidly.
- the regenerative braking force may decrease after the charging power is cut off, and the braking feeling may change. Therefore, control is performed so that the charging power to the capacitor becomes smaller from the time when the control upper limit value is reached. As a result, compared to the case where the charging power is cut off when the battery is close to being fully charged, for example, the remaining chargeable capacity of the capacitor remains, so the charging power to the capacitor is gradually reduced. Can be blocked. Therefore, the regenerative braking force can be reduced gradually. As a result, in a vehicle having a capacitor charged with regenerative power, a power control device is provided that reduces changes in braking feeling due to a decrease in regenerative braking force without relying on power consumption other than charging the capacitor. be able to.
- the power control device further includes a detection unit that detects a voltage of the capacitor.
- the arithmetic unit controls the charging power to be reduced according to the voltage of the capacitor.
- the charged amount (charged amount) of the capacitor is generally proportional to the square of the voltage of the capacitor. Therefore, the higher the capacitor voltage, the closer the capacitor is to a fully charged state. Therefore, the charging power to the capacitor is controlled to be small according to the voltage of the capacitor. For example, when the voltage of the capacitor is high, the charging power to the capacitor is controlled to be smaller than when the voltage is low. Thereby, the charging power to the capacitor can be reduced according to the charging state of the capacitor. This prevents capacitor damage due to overcharging. be able to.
- the arithmetic unit controls the charging power to be smaller when the voltage of the capacitor is high than when the voltage is low.
- the charged amount (charged amount) of the capacitor is generally proportional to the square of the voltage of the capacitor. Therefore, the higher the capacitor voltage, the closer the capacitor is to the charged state. Therefore, when the voltage of the capacitor is high, the charging power to the capacitor is controlled to be smaller than when the voltage is low. As a result, the closer the capacitor is to a fully charged state, the lower the charge power to the capacitor.
- the power control device is connected to the rotating electrical machine in parallel with the capacitor, transforms the voltage of the generated energy and outputs it, and is connected to the converter, and the transformed energy is charged.
- a secondary battery is connected to the rotating electrical machine in parallel with the capacitor, transforms the voltage of the generated energy and outputs it, and is connected to the converter, and the transformed energy is charged.
- the secondary battery is connected to the rotating electrical machine in parallel with the capacitor via the converter.
- the energy generated in the rotating electrical machine can be charged to the capacitor, and the secondary battery can be charged by transforming the voltage of the energy generated in the rotating electrical machine with a converter.
- the arithmetic unit switches the generated energy to preferentially charge either the secondary battery or the capacitor by controlling the converter.
- the generated energy preferentially charges either the secondary battery or the capacitor.
- the secondary battery is preferentially charged.
- the capacitor is preferentially charged. In this way, either the secondary battery or the capacitor is preferentially charged in consideration of the characteristics of the capacitor that has better charge / discharge efficiency than the secondary battery and the characteristics of the secondary battery that has more storage capacity than the capacitor. be able to.
- the arithmetic unit increases the charging power to the secondary battery as the charging power to the capacitor is reduced by controlling the converter.
- the charging power to the capacitor is reduced, the charging power to the secondary battery is increased. Therefore, the regenerative braking force can be reduced more gradually.
- FIG. 1 is a diagram illustrating a structure of a vehicle on which a power control apparatus according to an embodiment of the present invention is mounted.
- FIG. 2 is a flowchart showing a control structure of the ECU constituting the power control apparatus according to the embodiment of the present invention.
- FIG. 3 is a diagram showing the relationship between the voltage value of the capacitor provided in the vehicle equipped with the power control apparatus according to the embodiment of the present invention and the limit value of the charging power value.
- FIG. 4 is a timing chart of the capacitor voltage value and the charging power value provided in the vehicle on which the power control apparatus according to the embodiment of the present invention is mounted.
- This vehicle includes a battery 100, an inverter 200, a motor generator 300, a capacitor 400, a system main relay 510 (SMR (1) 500, limiting resistor 502, SMR (2) 504, SMR (3) 506),
- the power control apparatus is controlled by a program executed by the ECU 600.
- the vehicle is described as an electric vehicle that travels only by the driving force from the motor generator 300, but the vehicle on which the power control device according to the present invention is mounted is not limited to an electric vehicle, and other hybrid vehicles It may be installed in a car or a fuel cell car.
- the battery 100 is an assembled battery in which a plurality of modules in which a plurality of cells are connected in series are further connected in series.
- a capacitor 700 is provided, both of which supply power to the motor generator 300 according to their characteristics. To pay.
- the inverter 200 includes six IGBTs (Insulated Gate Bipolar Transistors) and six diodes connected in parallel to each IGBT so that current flows from the IGBT emitter side to the collector side. .
- IGBTs Insulated Gate Bipolar Transistors
- Inverter 200 causes motor generator 300 to function as a motor or a generator based on a control signal from ECU 600.
- the inverter 200 converts DC power supplied from the battery 100 or the capacitor 700 into AC power and supplies the AC power to the motor generator 300.
- the inverter 200 turns the gate of each IGBT on / off (energized Z cut off) and controls the power supplied to the motor generator 300, so that the motor generator 300 is requested by a control signal from the ECU 600. Control the output state.
- inverter 200 When inverter 200 functions as motor generator, inverter 200 converts AC power generated by motor generator 300 into DC power and charges territory 100 and capacitor 700.
- the inverter 200 controls the motor generator 300 so that the power generation state required by the control signal from the ECU 600 is achieved by turning on and off the gates of each IGBT (Z energization is cut off). Controls charging power to capacitor 700.
- Motor generator 300 is a three-phase AC motor and a generator that generates electric power during regenerative control of the vehicle.
- the rotating shaft of motor generator 300 is finally connected to a drive shuffle (not shown) of the vehicle.
- the vehicle travels with the driving force from the motor generator 300.
- the capacitor 400 is connected in parallel with the inverter 200. Capacitor
- the 400 smoothes the electric power supplied from the battery 100 or the electric power supplied from the inverter 200 to temporarily store electric charges.
- the smoothed power is supplied to the inverter 200 or the battery 100.
- System main relay 510 has positive SMR (1) 500, SMR (2).
- SMR (1) 500, SMR (2) 504, and SMR (3) 506 are used to energize the coil. This relay closes the contact that turns on.
- SMR (1) 500 and 5 ⁇ 113 ⁇ 4 (2) 504 are provided on the positive electrode side of battery 100.
- SMR (1) 50 0 and SMR (2) 504 are connected in parallel.
- a limiting resistor 502 is connected to the SMR (1) 500 in series.
- SMR (1) 500 is a precharge SMR that is connected before SMR (2) 5 4 is connected and prevents inrush current from flowing through inverter 200.
- SMR (2) 504 is a positive SMR connected after SMR (1) 500 is connected and precharge is completed.
- S MR (3) 506 is a negative SMR provided on the negative side of battery 100. Each SMR is controlled by an ECU 60 °.
- the ECU 600 When the ECU 600 is switched to the ST A position via the A CC position and the ON position, the ECU 600 first turns on the SMR (3) 506 and then turns on the SMR (1) 500 to perform precharge. Since the limiting resistor 502 is connected to the SMR (1) 500 and is turned on, the voltage applied to the inverter gradually rises even when the SMR (1) 500 is turned on, thereby preventing an inrush current.
- this vehicle is equipped with the capacitor 700.
- the capacitor 700 is connected between the input terminal of the inverter 20 ° and the capacitor 400.
- 'Capacitor 700 has better charge / discharge efficiency than battery 100 and can handle instantaneous high input / output.
- Capacitor 700 opens and closes relay 702 and relay 704 that close the contacts that are turned on when energizing current is applied to the coil, and ECU 600 opens and closes to charge and discharge power to and from inverter 200 .
- the capacitor 700 is connected to a voltmeter that detects the capacitor voltage value V and an ammeter that detects the capacitor current value I. These voltmeters and ammeters are connected to ECU 600. The capacitor voltage value V and the capacitor current value I are transmitted to the ECU 600 so that the ECU 700 can calculate the charge amount (storage amount) of the capacitor 700 and the charge power value P (C) of the capacitor 700. If the capacitance of the capacitor 700 is C, the charge amount of the capacitor 700 is calculated by the equation expressed by CX (the square of V).
- this vehicle is provided with a boost converter 800 between the battery 100 and the inverter 200. By this boost converter 80, for example, the rated voltage of battery 100 is increased to about 200 000 V (the rated voltage of the motor).
- This boost converter 800 is composed of two IGBTs and a reactor that reduces current changes.
- ECU 600 is stored in a ROM (Read Only Memory) based on the amount of depression of an ignition switch (not shown), the amount of depression of an accelerator pedal (not shown), the amount of depression of a brake pedal (not shown), etc. Execute the specified program. By this program, inverter 200, boost converter 800, each SMR and the like are controlled, and the vehicle is controlled to travel in a desired state.
- ROM Read Only Memory
- charging / discharging of the battery 70 0 and the capacitor 90 0 is controlled by changing the output voltage (system voltage) of the boost converter 80 0.
- output voltage of boost converter 8 0 0 is lower than capacitor voltage value V
- capacitor ⁇ 0 0 is preferentially discharged.
- the output voltage of step-up converter 8 0 0 exceeds the voltage of capacitor 9 0
- battery 1 0 0 is discharged preferentially.
- the ECU 600 When a momentary high load is required, the ECU 600 is connected to the motor generator 3 0 0 via the inverter 2 0 0 from the capacitor 7 0 0 which has higher charge / discharge efficiency than the battery 1 0 0. To supply power. In preparation for such an instantaneous high load, it is necessary to keep the capacitor 700 close to a fully charged state. Therefore, for example, during regenerative braking, the ECU 600 controls the relay 70 2 and the relay 70 4 to be in an ON state, and the capacitor 700 is preferentially charged. Boost converter 8 0 0 is controlled.
- the ECU 6 0 0 generates power in the motor generator 3 0 0.
- the inverter 200 is controlled so that the sum of the power value (regenerative power value), the charging power limit for the capacitor 700, WIN (C), and the charging power limit value WI ⁇ ( ⁇ ) for the battery 100 is not exceeded.
- ECU 600 controls converter 800 so that the charging power value P (C) of capacitor 7 ⁇ 0 and the charging power value P (B) of battery 100 exceed the respective limit values. Distributes the power generated by motor generator 300 to capacitor 7 ° 0 and battery 100. This suppresses capacitor 700 and battery 100 from entering an overcurrent and overvoltage state.
- the ECU 600 reduces the charging power limit direct WI N (C) before the capacitor 700 is fully charged, and sets the charging power value P Reduce (C) to approximately zero.
- ECU 600 controls inverter 200 and converter 800 such that charging power limit value W I N (B) for battery 100 increases as charging power limit value WI N (C) decreases.
- Step 100 ECU 600 determines whether or not capacitor 700 is charging regenerative energy. For example, the ECU 600 calculates the degree of increase in the capacitor voltage value V, and determines that charging is in progress when the degree of increase is greater than a threshold value. Note that the method for determining whether the capacitor 700 is charging the regenerative energy is not limited to this. If charging is in progress (YES at S100), the process proceeds to S102. Otherwise (NO at S100), processing returns to S100.
- ECU 600 calculates charging power value P (C) of capacitor 700. For example, ECU 600 calculates the product of capacitor voltage value V and capacitor current value I as charging power value P (C).
- ECU 600 determines whether or not charging power value P (C) has reached maximum value WMAX of charging power limit value WIN (C). When WMAX is reached (YES in S 104), the process proceeds to S106. Otherwise (N at S 104 O) The process returns to S104.
- ECU 600 detects the capacitor voltage value V.
- ECU 600 sets charging power limit value W I N (C) to be small in accordance with capacitor voltage value V. For example, as shown in FIG. 3, when the charging power value P (C) reaches WMAX with the capacitor voltage value V (1), the ECU 600 increases the charging power limit value WIN in proportion to the square of the capacitor voltage value V. Set (C) to be small.
- the motor generator 300 generates regenerative energy due to regenerative braking of the vehicle.
- the charging power value P ((P) of the capacitor 700 is based on the capacitor voltage value V and the capacitor current value I).
- C) is calculated (S102).
- the regenerative energy is controlled by the ECU 600 so that the capacitor 700 is preferentially charged.
- the charging power value P (C) gradually increases, and reaches the maximum value WMAX of the charging power limit value WI N (C) at time T (2) ($ 104 at 3104).
- the charging power limit value WI N (C) of the capacitor 700 is decreased.
- the charging power limit value WI N (B) for the battery 100 is increased as the charging power limit value WI N (C) is decreased.
- charging power value P (B) for battery 100 increases.
- the regenerative braking force can be reduced more slowly.
- the rate of decrease in the charging power value P (C) of the capacitor 700 is due to the fact that the charging of the battery 100 is accompanied by a chemical change.
- the rate of increase in the charging power value P (B) for the battery 100 is delayed. Due to this delay, the regenerative braking force momentarily decreases, and the driver may feel uncomfortable. Therefore, from the point when charging power value P (C) reaches WMAX at capacitor voltage value V (1) (YES in S104), charging power limit value WI N (in proportion to the square of capacitor voltage value V C) is set to be small (S108).
- the capacitor voltage value V rises more slowly than when the charging power value P (C) is continued with WM AX (see the dashed line in Fig. 4 (A)) (see the solid line in Fig. 4 (A)).
- the charging power limit value WI N (C) is set to be smaller in proportion to the square of the slowly rising capacitor voltage value V. For this reason, the closer the capacitor 700 is to a fully charged state, the smaller the charging power value P (C), and the capacitor 700 is prevented from being damaged by overcharging.
- the charging is performed from time T (2) when the chargeable capacity of the capacitor 700 is sufficiently secured to time T (5) when it becomes close to a fully charged state.
- the power value P (C) can be decreased gradually. Thereby, the delay of the rising speed of the charging power value P (B) to the battery 100 with respect to the decreasing speed of the charging power value P (C) is reduced. As a result, the instantaneous decrease in regenerative braking force can be reduced.
- the control is performed so that the limit value of the charge power value becomes smaller from the time when the charge power value of the capacitor reaches the maximum limit value. Is done. Therefore, compared to the case where the charging power value is continued with the maximum limit value, the charging power value can be reduced from the time when the chargeable capacity of the capacitor is sufficiently secured. As a result, the charging power value of the capacitor can be gradually reduced and cut off, so that a sudden change in braking feeling is suppressed.
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2007800252388A CN101484332B (zh) | 2006-07-04 | 2007-06-14 | 车辆的电力控制装置 |
KR1020097002238A KR101143438B1 (ko) | 2006-07-04 | 2007-06-14 | 차량의 전력제어장치 |
US12/227,976 US8120295B2 (en) | 2006-07-04 | 2007-06-14 | Vehicle power controller |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2006184446A JP4644163B2 (ja) | 2006-07-04 | 2006-07-04 | 車両の電力制御装置 |
JP2006-184446 | 2006-07-04 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2008004444A1 true WO2008004444A1 (fr) | 2008-01-10 |
Family
ID=38894415
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2007/062473 WO2008004444A1 (fr) | 2006-07-04 | 2007-06-14 | Dispositif de régulation de puissance d'un véhicule |
Country Status (5)
Country | Link |
---|---|
US (1) | US8120295B2 (ja) |
JP (1) | JP4644163B2 (ja) |
KR (1) | KR101143438B1 (ja) |
CN (1) | CN101484332B (ja) |
WO (1) | WO2008004444A1 (ja) |
Cited By (2)
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JP2012080612A (ja) * | 2010-09-30 | 2012-04-19 | Nakanishi Metal Works Co Ltd | キャパシタ及び二次電池を電源とした自走式搬送システム |
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JP4179352B2 (ja) * | 2006-07-10 | 2008-11-12 | トヨタ自動車株式会社 | 車両の電力制御装置 |
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WO2011045925A1 (ja) * | 2009-10-13 | 2011-04-21 | パナソニック株式会社 | 電源装置および車両 |
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WO2011121974A1 (ja) * | 2010-03-29 | 2011-10-06 | パナソニック株式会社 | 車両用電源装置 |
JP5369047B2 (ja) * | 2010-05-11 | 2013-12-18 | 株式会社デンソー | 電力変換装置 |
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US9166515B2 (en) | 2010-12-20 | 2015-10-20 | Toyota Jidosha Kabushiki Kaisha | Electrically powered vehicle and method for controlling the same |
JP5682347B2 (ja) * | 2011-02-03 | 2015-03-11 | トヨタ自動車株式会社 | 車両および車両用制御方法 |
US8508966B2 (en) * | 2011-02-04 | 2013-08-13 | Panasonic Corporation | Power source switch device and power source system provided with same |
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Also Published As
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US20090167216A1 (en) | 2009-07-02 |
US8120295B2 (en) | 2012-02-21 |
JP2008017574A (ja) | 2008-01-24 |
KR101143438B1 (ko) | 2012-05-23 |
CN101484332B (zh) | 2012-02-22 |
KR20090031758A (ko) | 2009-03-27 |
JP4644163B2 (ja) | 2011-03-02 |
CN101484332A (zh) | 2009-07-15 |
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