WO2008062590A1 - Unité d'alimentation et véhicule équipé d'un bloc d'alimentation - Google Patents

Unité d'alimentation et véhicule équipé d'un bloc d'alimentation Download PDF

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Publication number
WO2008062590A1
WO2008062590A1 PCT/JP2007/066083 JP2007066083W WO2008062590A1 WO 2008062590 A1 WO2008062590 A1 WO 2008062590A1 JP 2007066083 W JP2007066083 W JP 2007066083W WO 2008062590 A1 WO2008062590 A1 WO 2008062590A1
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Prior art keywords
voltage
vehicle
power supply
control device
inverter
Prior art date
Application number
PCT/JP2007/066083
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English (en)
Japanese (ja)
Inventor
Koichi Sakata
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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Publication of WO2008062590A1 publication Critical patent/WO2008062590A1/fr

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    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • 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
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a power supply device and a vehicle including the power supply device, and more particularly to a power supply device including a booster circuit and a vehicle including the power supply device.
  • a hybrid vehicle is a vehicle that uses a DC power source, an inverter, and a motor driven by an inverter in addition to the conventional engine as a power source.
  • the power source is obtained by converting the DC voltage from the power source into AC voltage by an inverter and rotating the motor by the converted AC voltage.
  • the electric vehicle is driven by the DC power source, the inverter and the inverter. It is an automobile that uses a motor as a power source.
  • Japanese Patent Laid-Open No. 2 0 4-3 2 4 6 1 3 discloses a prime mover temperature control device that controls the output of a prime mover (motor or engine) for driving a vehicle and controls the temperature of the prime mover. .
  • the prime mover temperature control device includes route setting means for calculating a travel route on which the vehicle travels to a destination based on at least road information including road altitude information.
  • the prime mover temperature control device further includes temperature prediction means for predicting the temperature of the prime mover for each predetermined section based on the altitude information included in the calculated travel route.
  • the prime mover temperature control device is configured to operate the prime mover when traveling in a section before the predicted section where the temperature of the prime mover exceeds the predetermined temperature. It is equipped with temperature control means that limits the output of the engine or cools the prime mover.
  • Some hybrid or electric vehicles boost the voltage from the DC power supply.
  • a booster circuit is provided to the inverter. This makes it possible to drive a motor with a high rated voltage using a DC power supply with a low rated voltage.
  • An object of the present invention is to provide a power supply device capable of appropriately protecting a load device according to a use situation, and a vehicle including the power supply device.
  • the present invention is a power supply device mounted on a vehicle, provided between a power supply that outputs a first voltage and the power supply and the vehicle load, and boosts the first voltage to the vehicle load.
  • a booster circuit that outputs a second voltage and a control device that controls the booster circuit are provided.
  • the control device changes the second voltage according to the atmospheric pressure at the current position of the vehicle.
  • the control device sets the upper limit value of the second voltage according to the atmospheric pressure at the current position of the vehicle, and controls the booster circuit so that the second voltage does not exceed the upper limit value.
  • the vehicle load includes an inverter and a rotating electrical machine driven by an inverter.
  • a vehicle includes a navigation device, a power source, and a device.
  • the navigation device outputs the altitude value at the current position of the vehicle based on the road information including the altitude information of the road and the current position of the vehicle.
  • the power supply device includes: a power supply that outputs a first voltage; a booster circuit that is provided between the power supply and the vehicle load, boosts the first voltage, and outputs a second voltage to the vehicle load; and a booster circuit And a control device for controlling.
  • the control device estimates the atmospheric pressure at the current position of the vehicle based on the altitude value.
  • the control device changes the second voltage based on the estimation result.
  • the control device sets the upper limit value of the second voltage according to the atmospheric pressure at the current position of the vehicle, and controls the booster circuit so that the second voltage does not exceed the upper limit value.
  • the vehicle load includes an inverter and a rotating electrical machine driven by an inverter. According to the present invention, it is possible to appropriately protect the load device according to the use situation.
  • FIG. 1 is a block diagram showing a configuration of a hybrid vehicle 1 equipped with a power supply device according to an embodiment of the present invention.
  • FIG. 2 is a circuit diagram showing in detail the periphery of the inverter and the boost unit in the hybrid vehicle 1 shown in FIG.
  • FIG. 3 is a diagram showing functional blocks of the control device 30 shown in FIG. 1 and related peripheral devices.
  • FIG. 4 is a functional block diagram showing the configuration of the control system of the boost mute included in hybrid control unit 62 in FIG.
  • FIG. 5 is a flowchart showing converter control processing performed by step-up unit control system 70 shown in FIG.
  • FIG. 6 schematically shows an equivalent circuit of U-phase arm 15 shown in FIG.
  • FIG. 7 is a diagram showing a change in the I 056 element (34 collector-emitter voltage 0 £) when the I GBT element Q 4 shown in FIG. 6 is switched from the on state to the off state.
  • FIG. 8 is a diagram for explaining the effect of the power supply device according to the present embodiment.
  • FIG. 1 is a block diagram showing a configuration of a hybrid vehicle 1 equipped with a power supply device according to an embodiment of the present invention.
  • hybrid vehicle 1 is also referred to as “car two”.
  • hybrid vehicle 1 has front wheels 2 0 R, 2 0 L and rear wheels 2 2
  • the hybrid vehicle 1 further receives DC power between the battery ⁇ , the boost unit 20 that boosts the DC power output from the battery ⁇ , and the boost unit 20. Including inverters 1 4 and 1 4 A.
  • Hybrid vehicle 1 further includes a motor generator MG1 that generates electric power by receiving power from engine 200 via planetary gear PG, and a motor generator MG2 whose rotating shaft is connected to planetary gear PG.
  • Inverters 14 and 14 A are connected to motor generators MG 1 and MG 2 to convert between AC power and DC power from the booster circuit.
  • Planetary gear PG includes a sun gear, a ring gear, a pinion gear that fits both the sun gear and the ring gear, and a planetary carrier that rotatably supports the pinion gear around the sun gear.
  • Planetary gear PG has first to third rotation shafts.
  • the first rotating shaft is a rotating shaft of a planetary carrier connected to the engine 200.
  • the second rotating shaft is the rotating shaft of the sun gear connected to motor generator MG1.
  • the third rotating shaft is a rotating shaft of a ring gear connected to motor generator MG2.
  • a gear 4 is attached to the third rotating shaft, and the gear 4 drives the gear 6 to transmit power to the differential gear DG.
  • the differential gear DG transmits the power received from the gear 6 to the front wheels 2 OR, 20 L, and the rotation power of the front wheels 2 OR, 20 L via the gears 6, 4 is the third rotation shaft of the planetary gear PG. To communicate.
  • Planetary gear PG serves to divide the power between engine 20 0 and motor generators MG 1 and MG 2. That is, if the rotation of two of the three rotation shafts of the planetary gear PG is determined, the rotation of the remaining one rotation shaft is naturally determined. Therefore, the engine speed is controlled by controlling the power generation amount of the motor generator MG 1 and driving the motor generator MG 2 while operating the engine 200 in the most efficient region, and the energy efficiency as a whole. Realizing a good car.
  • the battery B which is a DC power source, is composed of, for example, a secondary battery such as Nikkenore hydrogen or lithium ion, and supplies DC power to the boosting unit 20 and is charged by DC power from the boosting unit 2 °.
  • Booster 20 boosts the DC voltage (voltage VB) received from battery B, and The boosted DC voltage (voltage VH) is supplied to the inverters 14 and 14A.
  • Inverters 14 and 14 A convert the supplied DC voltage into AC voltage, and drive and control motor generator MG 1 when the engine is started. Also, after the engine is started, AC power generated by motor generator MG 1 is converted to direct current by inverters 14 and 14 A and converted to a voltage suitable for charging battery B by booster unit 20 and battery B is charged. .
  • Inverters 14 and 14A drive motor generator MG2.
  • Motor generator MG 2 assists engine 200 to drive front wheels 2 OR, 20 L.
  • the motor generator MG 2 performs regenerative operation and converts the wheel rotation energy into electric energy.
  • the obtained electric energy is returned to battery B via inverters 14 and 14A and booster unit 20. .
  • Battery B is an assembled battery, and includes a plurality of battery units B 0 to B n connected in series.
  • System main relays SR 1 and S R 2 are provided between the boost unit 20 and the battery B, and the high voltage is cut off when the vehicle is not in operation.
  • Hybrid vehicle 1 further includes a navigation device 40 and a control device 30.
  • the control device 30 controls the engine 200, the inverters 14 and 14A, and the booster unit 20 in accordance with the driver's instructions and outputs from various sensors attached to the vehicle.
  • the navigation device 40 outputs the altitude value at the current position of the hybrid vehicle 1 based on the road information including the altitude information of the road and the current position of the hybrid vehicle 1.
  • the control device 30 estimates the atmospheric pressure at the current position of the hybrid vehicle 1 based on the altitude value received from the navigation device 40.
  • the control device 30 sets an upper limit value of the voltage VH based on the estimated atmospheric pressure, and controls the boost unit 20 so that the voltage VH does not exceed the upper limit value.
  • FIG. 2 is a circuit diagram showing in detail the periphery of the inverter and booster unit in the hybrid vehicle 1 shown in FIG.
  • hybrid vehicle 1 includes battery B, voltage sensor 10, system main relays SR1, SR2, capacitor C1, boost unit 20, inverters 14, 14A, current sensor 24U, 24V, motor generator Data MG 1, MG 2, engine 200, and control device 30.
  • Motor generator MG 1 operates mainly as a generator during traveling, and operates as a motor for cranking engine 200 during acceleration from EV traveling while the vehicle is stopped or the engine is stopped.
  • Motor generator MG 2 rotates in synchronization with the rotation of the drive wheels.
  • Engine 200 and motor generators MG1 and MG2 are connected to planetary gear PG shown in FIG. Therefore, if the rotation speed of any one of the rotation shaft of the engine and the rotation shafts of the motor generators MG 1 and MG 2 is determined, the rotation speed of the other one of the rate axis is forcibly determined. .
  • the battery B is a secondary battery such as Eckenole hydrogen or lithium ion.
  • Voltage sensor 10 detects the DC voltage value output from battery B, and outputs the detection result (voltage VB) to control device 30.
  • System main relays SR 1 and SR 2 are turned on and off by signal SE from control device 30. More specifically, the system main relays SR 1 and SR 2 are turned on by an H (logic high) level signal SE and turned off by an L (logic low) level signal SE.
  • Capacitor C 1 smoothes the voltage across battery B when system main relays SR 1 and SR 2 are on.
  • Boost unit 20 includes a voltage sensor 21, a reactor L 1, a converter 12, and a capacitor C 2.
  • One end of the rear title L 1 is connected to the positive electrode of the battery B through the system main relay SR 1.
  • ⁇ Current sensor 11 detects a direct current flowing between battery B and booster unit 20, and outputs the detected current to control device 30 as a direct current value IB.
  • Converter 12 includes I GBT elements Q 1 and Q 2 connected in series between the output terminals of converter 12 that outputs voltage VH, and diodes D 1 and D 2 connected in parallel to 1081: elements 01 and Q 2, respectively. Including.
  • the other end of reactor L 1 is the emitter and I of the 08 element 01. 8 elements (connected to the collector of 3 2.
  • the power sword of diode D 1 is connected to the collector of I GBT element Q 1, and the anode of diode D 1 is connected to the emitter of I GBT element Q 1.
  • Diode The power sword of D 2 is connected to the collector of I GBT element Q 2
  • the anode of diode D 2 is connected to the emitter of I GBT element Q 2.
  • the voltage sensor 21 detects the voltage on the input side of the converter 12 as a voltage value V.
  • Current sensor 11 detects the current flowing through reactor 1 as current value IB.
  • Capacitor C 2 is connected to the output side of converter 12 and accumulates energy sent from converter 12 and also smoothes the voltage.
  • the voltage sensor 13 detects the voltage on the output side of the converter 12, that is, the voltage between the electrodes of the capacitor C2, as the voltage value VH.
  • the engine 200 and the motor generator MG 1 exchange mechanical power.
  • the motor generator MG1 starts the engine, and in other cases, the motor generator MG 1 receives power from the engine to generate power.
  • Motor generator MG 1 is driven by inverter 14.
  • the inverter 14 receives the boosted potential from the converter 12 and drives the motor generator MG1. Also, the inverter 14 returns the electric power generated in the motor generator MG 1 to the converter 12 due to regenerative braking. 12 is controlled by the control device 30 so as to operate as a step-down circuit.
  • Inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17.
  • U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between the output lines of converter 12.
  • U phase arm 15 includes I GBT elements Q3 and Q4 connected in series and diodes D 3 and D4 connected in parallel with I GBT elements Q 3 and Q 4, respectively.
  • Diode D 3 The power sword is connected to the collector of IGBT element Q 3 and the anode of diode D 3 is connected to the emitter of I GBT element Q 3.
  • the cathode of diode D 4 is connected to the collector of I GBT element Q 4
  • the anode of the diode D 4 is connected to the emitter of the I 0 element 04.
  • V-phase arm 16 includes I GBT elements Q 5 and Q 6 connected in series, and diodes D 5 and D 6 connected in parallel with I GBT elements Q 5 and Q 6, respectively.
  • the power sword of diode D 5 is connected to the collector of I GBT element Q 5, and the diode of diode D 5 is connected to the emitter of IGBT element Q 5.
  • Diode D 6 Catho The diode is connected to the collector of the I GBT element Q6, and the anode of the diode D6 is connected to the emitter of the I GBT element Q6.
  • W-phase arm 17 includes I GBT elements Q 7 and Q 8 connected in series, and diodes D 7 and D 8 connected in parallel with I GBT elements Q 7 and Q 8, respectively.
  • the power sword of diode D 7 is connected to the collector of I GBT element Q 7, and the anode of diode D 7 is connected to the emitter of I 08 element 07.
  • the cathode of diode D 8 is connected to the collector of I GBT element Q 8, and the anode of diode D 8 is connected to the emitter of I GBT element Q 8.
  • each phase arm is connected to each end of each phase coil of motor generator MG1. That is, the motor generator MG 1 is a three-phase permanent magnet motor, and one end of each of the three coils of the U, V, and W phases is connected to the middle point ⁇ and the other end of the U-phase coil is I Connected to the connection node of GBT elements Q3 and Q4. The other end of the V-phase coil is connected to the connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to the connection node of IGBT elements Q7 and Q8.
  • the current sensors 24U and 24V detect the current values I Ul and IV 1 flowing in the U and V phase stator coils of motor generator MG 1 as motor current values MCRT 1 and send motor current values MCRT 1 to controller 30. Output.
  • the rotational speed Ng of the motor generator MG 1 is detected by the rotational speed sensor 27.
  • Controller 30 receives torque command value TR1, motor rotation speed Ng, voltage values VB, VL, VH, current values I B, I C, and motor current value MCRT 1.
  • Inverter 14 A receives the boosted potential from converter 12 and drives motor generator MG2. Inverter 14A returns the electric power generated in motor generator MG 2 to the converter 12 due to regenerative braking. At this time, the converter 12 is controlled by the control device 30 so as to operate as a step-down circuit. The rotational speed N m of the motor generator MG2 is detected by the rotational speed sensor 7.
  • Inverter 14A includes a U-phase arm 15A, a V-phase arm 16A, and a W-phase arm 17A.
  • U-phase arm 15A, V-phase arm 16A, and W-phase arm 17 A is connected between the output lines of converter 12 in parallel.
  • the configurations of U-phase arm 15A, V-phase arm 16A, and W-phase arm 17A are the same as U-phase arm 15, V-phase arm 16, and W-phase arm 17, respectively, and therefore description thereof will not be repeated.
  • the midpoint of the U, V, W phase arm of inverter 14A is connected to one end of each of the U, V, W phase coils of motor generator MG2. That is, the motor generator MG 2 is a three-phase permanent magnet motor, and the other ends of the three coils of the U, V, and W phases are connected to the midpoint.
  • Current sensors 28U and 28 V detect the current values IU 2 and IV 2 of the current flowing through the U and V phase stator coils of motor generator MG 2 as motor current values MCRT 2 and control the motor current values MCRT 2 to the controller 30. Output to.
  • control device 30 In addition to torque command value TR1, motor rotation speed Ng, voltage values VB, VL and VH, current values IB, IC and motor current value MCRT 1, control device 30 further provides torque command value TR corresponding to motor generator MG 2. 2. Receive motor speed Nm and motor current value MCRT 2.
  • the control device 30 outputs a boost command P WU, a step-down command P WD and a stop command STP to the boost unit 20 according to these received inputs.
  • the control device 30 generates power for the inverter 14 by the motor generator MG 1 and the drive instruction PWMI 1 that converts the DC voltage that is the output of the converter 12 into an AC voltage for driving the motor generator MG 1.
  • Regenerative instruction PWMC 1 that converts the AC voltage converted to DC voltage and returns to the converter 12 side is output.
  • control device 30 provides to inverter 14 A a drive instruction PWMI 2 for converting the DC voltage output from converter 12 into an AC voltage for driving motor generator MG 2, and motor generator MG 2.
  • a regenerative instruction PWMC 2 that converts the generated AC voltage to DC voltage and returns it to the converter 12 is output.
  • the converter 12 in the booster unit 20 operates as a booster circuit as a forward conversion circuit that supplies power from the battery B to the inverter 14 at the time of driving operation.
  • converter 12 also operates as a step-down circuit as a reverse conversion circuit that regenerates the power generated by motor generator MG 1 in battery B.
  • Converter 12 operates as a step-up circuit by turning on and off 1: 6 elements with I GBT element Q 1 turned off. That is, IGBT element Q 2 is turned on.
  • a path is formed in which a current flows from the positive electrode of battery B to the negative electrode of battery B via reactor L 1 and I GB T element Q 2. While this current flows, energy is applied to reactor L 1. Is accumulated.
  • the IGBT element Q2 When the IGBT element Q2 is turned off, the energy stored in the reactor L 1 flows to the inverter 14 side via the diode D1. As a result, the voltage between the electrodes of the capacitor C 2 increases. Therefore, the output voltage of converter 12 applied to the inverter 14 is boosted. At this time, in order to reduce the loss, the IGBT element Q1 may be conducted in synchronization with the conduction period of the diode D1.
  • converter 12 operates as a step-down circuit by turning on and off I GBT element Q 1 with I GBT element Q 2 turned off. That is, when the I GBT element Q 1 is on, the current regenerated from the inverter 14 flows to the I GBT element Ql, the rear tuttle, and the battery B.
  • the IGBT element Q 1 When the IGBT element Q 1 is in the off state, a loop composed of the reactor L 1, the battery B, and the diode D 2 is formed, and the energy accumulated in the reactor L 1 is regenerated in the battery B. At this time, in order to reduce the loss, the IGBT element Q2 may be conducted in synchronization with the conduction period of the diode D2. In this reverse conversion, the time during which battery B receives power is longer than the time during which inverter 14 supplies power, and the voltage at inverter 14 is stepped down and regenerated in battery B. The operation of the step-up unit 20 is performed by appropriately controlling the above-described row operation and regenerative operation.
  • Regenerative braking includes braking with regenerative power generation when a footbrake operation is performed by a driver that drives a hybrid vehicle or an electric vehicle. Even when the foot brake is not operated, it includes the case where the vehicle is decelerated or accelerated while regenerative power generation is performed by turning off the accelerator pedal while driving.
  • Inverter 14 A is in parallel with inverter 14 between node N1 and node N2. And are connected to the boost unit 20 together.
  • FIG. 3 is a diagram showing functional blocks of the control device 30 shown in FIG. 1 and related peripheral devices.
  • the control device 30 can be realized by software or hardware.
  • control device 30 includes a hybrid control unit 62, a knotter control unit 66, and an engine control unit 68.
  • the battery control unit 6 6 obtains the charge state S OC of the battery B by integrating the charge / discharge current of the battery B and transmits it to the hybrid control unit 62.
  • the engine control unit 68 performs throttle control of the engine 20 0, detects the engine speed Ne of the engine 20 0, and transmits it to the hybrid control unit 62.
  • the hybrid control unit 62 calculates an output (required power) required by the driver based on the output signal A cc of the acceleration position sensor 42 and the vehicle speed V detected by the vehicle speed sensor 44. In addition to the driver's required power, the hybrid controller 62 calculates the required driving power (total power) in consideration of the charge state SOC of the battery B, and calculates the rotational speed required for the engine and the power required for the engine. And calculate further.
  • the hybrid control unit 62 transmits the required rotation speed and the required power to the engine control unit 68, and causes the engine control unit 68 to perform the throttle control of the engine 200.
  • Hybrid control unit 62 calculates the driver's required torque according to the running state, causes inverter 14 A to drive motor generator MG 2, and causes motor generator MG 1 to generate power as necessary.
  • the driving force of engine 200 is distributed between the amount of driving the wheels directly and the amount of driving motor generator MG1.
  • the sum of the driving power of motor generator MG 2 and the direct driving power of the engine is the driving power of the vehicle.
  • the navigation device 40 includes a display unit 48, a GPS (Global Positioning System) antenna 50, a gyro sensor 52, an interface unit 56, a storage unit 58, and a navigation control unit 64. .
  • GPS Global Positioning System
  • the navigation controller 6 4 is a setting process that sets the destination based on the passenger's operation.
  • the search process is performed to set the travel route from the starting point to the destination.
  • the navigation control unit 64 obtains information on the destination set by the occupant from the display unit 48 including the touch display.
  • the navigation control unit 64 reads the road map data recorded on the recording medium 54 such as a CD (Compact Disc) and a DVD (Digital Versatile Disc) via the interface unit 56.
  • the navigation control unit 64 uses the GPS antenna 50 and the gyro sensor 52 to grasp the current position of the vehicle and displays the current position on the display unit 48 so as to overlap the road map data. Further, the navigation control unit 64 performs a navigation operation for searching and displaying a travel route from the current position to the destination.
  • Road map data also includes elevation information.
  • the navigation control unit 64 outputs the elevation value H1 at the current position of the vehicle to the hybrid control unit 62 based on the information on the current position of the vehicle and the road map data.
  • the storage unit 58 is an HD D (Hard Disk Drive), for example, and stores road map data in a nonvolatile manner. Note that the storage unit 58 may not be provided.
  • HD D Hard Disk Drive
  • the gyro sensor 52 is preferably a 3D gyro. This way the figure
  • the altitude value HI received by the hybrid controller 6 2 should be made more accurate. be able to.
  • FIG. 4 is a functional block diagram showing the configuration of the control system of the booster unit included in the hybrid control unit 62 in FIG.
  • boost unit control system 70 includes an atmospheric pressure calculation unit 71, an upper limit setting unit 72, a converter control unit 73, and a map storage unit 74.
  • the air pressure calculation unit 71 receives the altitude value HI (unit: meter) from the navigation control unit 64 in FIG. 3, and calculates the air pressure AP at the current position of the vehicle, for example, according to the following equation (1).
  • Atmospheric pressure calculation unit 7 1 outputs atmospheric pressure AP to upper limit value setting unit 7 2 .
  • the upper limit value setting unit 7 2 sets the upper limit value V LM of the output voltage (voltage VH) of the converter 1 2 shown in Fig. 2 with reference to the map MP stored in the map storage unit 7 4 when the atmospheric pressure AP is received. To do.
  • the map MP has an upper limit value VLM corresponding to the atmospheric pressure AP. This correspondence can be obtained in advance by experiments or the like.
  • Converter control unit 73 receives various information including motor rotation speed and torque command value, upper limit value VLM, and voltage VH, and outputs boost command PWU and step-down command PWD. Converter control unit 73 sets step-up instruction PWU and step-down instruction PWD so that voltage VH does not exceed upper limit value VLM.
  • the voltage VB can be boosted by maintaining the I GBT element Q 2 in the off state and turning on and off the I 08 element 01.
  • the magnitude of the voltage VH can be adjusted by changing the ratio of the on period to the sum of the on period and the off period (duty ratio).
  • Converter control unit 73 adjusts the duty ratio in boost instruction PWU so that voltage VH does not exceed upper limit value VLM.
  • FIG. 5 is a flowchart showing converter control processing performed by booster control system 70 shown in FIG. The process shown in this flowchart is called from the main routine and executed at regular time intervals or when a predetermined condition is satisfied.
  • the atmospheric pressure calculation unit 71 acquires the altitude value HI at the current position of the vehicle (hybrid vehicle 1) (step S1). Then, the atmospheric pressure calculation unit 71 calculates the atmospheric pressure AP according to the above equation (1).
  • the upper limit setting unit 72 refers to the map MP stored in the map storage unit 74 and sets the upper limit value (upper limit value VLM) of the voltage VH (step S2).
  • the converter control unit 73 receives the upper limit value VLM, the voltage VH, and various information, and outputs a boost instruction PWU, so that the voltage VH does not exceed the upper limit value VLM. Specifically, the converter 12) is controlled (step S3). When the process of step S3 is completed, the entire process returns to step S1.
  • FIG. 6 schematically shows an equivalent circuit of U-phase arm 15 shown in FIG.
  • the emitter of I GBT element Q 3 is connected to node N 3.
  • a parasitic element (inductor) L2 exists between the node N3 and the IGBT element Q4.
  • the parasitic element L2 is, for example, an inductance component of wiring.
  • diodes D 3 and D 4 shown in FIG. 2 are not shown.
  • a motor generator MG1 (more specifically, one end portion of the U-phase coil) is connected to node N3.
  • the collector of the I GBT element Q 3 and the emitter of the I GBT element Q 4 are connected to the booster 20.
  • the emitter of the I G B T element Q 4 is grounded.
  • inverter circuits operate with high efficiency by increasing the switching speed of switching elements (IGBT elements, MOS FETs, etc.).
  • IGBT elements switching elements
  • MOS FETs MOS field-effect transistors
  • the higher the switching speed of the switching element the higher the surge voltage when a surge voltage is generated when the switching element is turned off.
  • FIG. 7 is a diagram showing a change in the collector-emitter voltage VCE of the IGBT element Q4 when the IGBT element Q4 shown in FIG. 6 is switched from the on state to the off state.
  • the curve shown by the solid line shows the change in voltage VCE when the switching speed of I GB T element Q 4 is relatively slow.
  • Voltage VA1 indicates the surge voltage in this case.
  • the curve indicated by the broken line shows the change in the voltage V CE when the switching speed is relatively fast.
  • the voltage V A 2 indicates the surge voltage in this case.
  • V the voltage at node N 3
  • L the inductance value of parasitic inductance L 2
  • i the current flowing through parasitic inductance L 2.
  • V L X (d i / d t)
  • D i t is the time derivative of current i.
  • the surge voltage at node N3 may exceed the withstand voltage of the motor generator.
  • the higher the air pressure the easier the high voltage circuit discharges, so the lower the air pressure, the more likely the surge voltage is generated.
  • control device 30 determines the upper limit value of voltage VH based on the atmospheric pressure at the current position of hybrid vehicle 1. For example, hybrid vehicle 1 The higher the altitude value at the current position of the vehicle, like when climbing a mountain
  • the control device 30 sets the upper limit value of the voltage VH to a low value (that is, as the atmospheric pressure decreases). As a result, the influence of the surge voltage on the motor generator can be reduced.
  • FIG. 8 is a diagram for explaining the effect of the power supply device according to the present embodiment.
  • voltage VM indicates the tolerance of motor generator MG 1.
  • the curve indicated by the broken line shows the change in the voltage V CE when the upper limit value of the voltage VH is fixed regardless of the change in atmospheric pressure.
  • the voltage VA 3 is the surge voltage in this case.
  • the voltage VA3 is higher than the voltage VM.
  • the curve indicated by the solid line shows the change in the voltage V C E when the upper limit value of the voltage VH is set according to the change in atmospheric pressure.
  • the voltage V A 4 is a surge voltage in this case, and the voltage V A 4 can be made lower than the voltage VM by lowering the upper limit value of the voltage VH. As a result, the influence of the surge voltage on the motor generator can be reduced.
  • the surge voltage can also be reduced in the V-phase arm 16 and W-phase arm 17 and the inverter 14 A by reducing the upper limit of the voltage VH.
  • the power supply device mounted on the hybrid vehicle 1 includes a battery B that outputs the voltage VB, a booster unit that is provided between the battery B and the vehicle load, and that boosts the voltage VB and outputs the voltage VH to the vehicle load. 20 and a control device 30 for controlling the booster unit 20.
  • the control device 30 changes the voltage VH according to the atmospheric pressure at the current position of the hybrid vehicle 1.
  • control device 30 sets an upper limit value of voltage VH (upper limit value V LM shown in FIG. 4) according to the atmospheric pressure at the current position of hybrid vehicle 1, and voltage VH does not exceed upper limit value V LM.
  • VH upper limit value
  • V LM shown in FIG. 4
  • the vehicle load includes an inverter 14 and 14 A and motor generators MG 1 and MG 2 driven by inverters 14 and 14 A.
  • the upper limit value VLM of the voltage VH is set according to the change in the atmospheric pressure. Therefore, even if a surge voltage is generated in the inverter, the surge voltage is reduced below the withstand voltage of the motor generator. It becomes possible to suppress. As a result, in this embodiment, it is possible to prevent damage to the motor generator.
  • the present embodiment it is possible to realize a power supply device capable of appropriately protecting the load device according to the use situation and a vehicle including the power supply device.
  • hybrid vehicle 1 includes any one of the above-described power supply devices and navigation device 40.
  • the navigation device 40 outputs an altitude value H 1 at the current position of the hybrid vehicle 1 based on the road information including the altitude information of the road and the current position of the hybrid vehicle 1.
  • the control device 30 estimates the atmospheric pressure AP at the current position of the hybrid vehicle 1 based on the altitude value H1, and changes the voltage VH based on the estimation result (controls the voltage VH so as not to exceed the upper limit value VLM).
  • the information on the atmospheric pressure at the current position of the hybrid vehicle 1 can be acquired without providing an atmospheric pressure sensor, so that the cost of the hybrid vehicle 1 can be reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne une unité d'alimentation montée sur une voiture hybride (1) comprenant une batterie (B) pour fournir une première tension (VB), une unité d'augmentation de tension (20) qui est installée entre la batterie (B) et une charge de véhicule et augmente la première tension (VB) pour fournir une seconde tension (VH) à un circuit de charge, et un dispositif de commande (30) pour commander l'unité d'augmentation de tension (20). Le dispositif de commande (30) modifie la seconde tension (VH) en fonction de la pression atmosphérique à la position du moment de la voiture hybride (1).
PCT/JP2007/066083 2006-11-20 2007-08-14 Unité d'alimentation et véhicule équipé d'un bloc d'alimentation WO2008062590A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006-312749 2006-11-20
JP2006312749A JP2008131715A (ja) 2006-11-20 2006-11-20 電源装置、および電源装置を備える車両

Publications (1)

Publication Number Publication Date
WO2008062590A1 true WO2008062590A1 (fr) 2008-05-29

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PCT/JP2007/066083 WO2008062590A1 (fr) 2006-11-20 2007-08-14 Unité d'alimentation et véhicule équipé d'un bloc d'alimentation

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JP (1) JP2008131715A (fr)
WO (1) WO2008062590A1 (fr)

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DE112016004906T5 (de) 2015-10-27 2018-07-05 Mitsubishi Electric Corporation Antriebssystem und Antriebssteuerungsverfahren
DE112017006625T5 (de) 2016-12-28 2019-09-12 Mitsubishi Electric Corporation Antriebssystem und antriebs-steuerungsverfahren

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JP5624969B2 (ja) * 2010-10-29 2014-11-12 京セラドキュメントソリューションズ株式会社 画像形成装置
WO2013105136A1 (fr) * 2012-01-12 2013-07-18 トヨタ自動車株式会社 Dispositif de commande de moteur
JP2015073423A (ja) * 2013-09-06 2015-04-16 三星エスディアイ株式会社Ｓａｍｓｕｎｇ ＳＤＩ Ｃｏ．，Ｌｔｄ． 電動車用電力変換システム
US10046646B2 (en) 2013-09-06 2018-08-14 Samsung Sdi Co., Ltd. Power conversion system for electric vehicles
JP5949749B2 (ja) * 2013-12-24 2016-07-13 トヨタ自動車株式会社 車両の電源装置
JP2017093134A (ja) * 2015-11-10 2017-05-25 トヨタ自動車株式会社 自動車

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DE112016004906T5 (de) 2015-10-27 2018-07-05 Mitsubishi Electric Corporation Antriebssystem und Antriebssteuerungsverfahren
US10668917B2 (en) 2015-10-27 2020-06-02 Mitsubishi Electric Corporation Drive system and drive control method
DE112016004906B4 (de) * 2015-10-27 2021-01-14 Mitsubishi Electric Corporation Antriebssystem und Antriebssteuerungsverfahren
DE112017006625T5 (de) 2016-12-28 2019-09-12 Mitsubishi Electric Corporation Antriebssystem und antriebs-steuerungsverfahren
US11046191B2 (en) 2016-12-28 2021-06-29 Mitsubishi Electric Corporation Drive system and drive control method

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