WO2009013975A1 - 電源システムおよびそれを備えた電動車両ならびに電源システムの制御方法 - Google Patents

電源システムおよびそれを備えた電動車両ならびに電源システムの制御方法 Download PDF

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Publication number
WO2009013975A1
WO2009013975A1 PCT/JP2008/061942 JP2008061942W WO2009013975A1 WO 2009013975 A1 WO2009013975 A1 WO 2009013975A1 JP 2008061942 W JP2008061942 W JP 2008061942W WO 2009013975 A1 WO2009013975 A1 WO 2009013975A1
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WO
WIPO (PCT)
Prior art keywords
power
power storage
storage devices
charging
supply system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2008/061942
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English (en)
French (fr)
Japanese (ja)
Inventor
Shinji Ichikawa
Takahide Iida
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Industries Corp
Toyota Motor Corp
Original Assignee
Toyota Industries Corp
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Industries Corp, Toyota Motor Corp filed Critical Toyota Industries Corp
Priority to EP08765866.2A priority Critical patent/EP2178189A4/en
Priority to EP19202684.7A priority patent/EP3614524B1/en
Priority to US12/669,939 priority patent/US8659182B2/en
Publication of WO2009013975A1 publication Critical patent/WO2009013975A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • 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
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    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • 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
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    • H—ELECTRICITY
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    • H02M3/00—Conversion of DC power input into DC power output
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    • Y02T90/12—Electric charging stations
    • 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

  • the present invention relates to a power supply system, an electric vehicle including the same, and a control method for the power supply system, and more specifically, mounted on an electric vehicle capable of generating a driving force using electric power stored in a power storage device. It relates to charging control of power storage devices in power supply systems. Background art
  • Patent Document 1 Japanese Patent Laid-Open No. 2 093-2 0 9 9 6 9 (Patent Document 1), a plurality of power supply stages composed of a combination of a low voltage battery and a converter are provided, and vehicle driving force is increased. It is disclosed that a power supply control system for a generated motor is configured.
  • Patent Document 1 discloses a control configuration that balances the battery charging rate among batteries by performing individual current limiting control for each of these power supply stages.
  • Patent Document 2 discloses a configuration in which an electric motor unit is driven and controlled by a combination of a single battery and a buck-boost converter. It is disclosed that, in the event of a battery failure or the like, the switch in the buck-boost converter is constantly turned on to ensure power supply to the auxiliary machine with the power supplied from the motor unit.
  • a method of improving fuel consumption is generally used by using the electric power generated by the motor during regenerative braking as the charging power for the power storage device during vehicle operation.
  • a configuration has been proposed in which an electric vehicle is charged by an external power source during parking after operation is stopped. Such charging by an external power source is performed for a relatively long time at night or the like, so there is a concern that efficiency during charging may become a problem.
  • each power storage device is charged via the converter even when charging by an external power source. Increased efficiency is required.
  • Patent Document 1 in a power supply system in which a plurality of power storage devices and converters are arranged in parallel, charging by an external power supply is caused by a loss in the plurality of converters! It is necessary to prevent the efficiency of;
  • Patent Documents 1 and 2 do not state how the converter should be controlled in the power supply system as described above when the power storage device is charged, especially when the external power supply is charged for a long time. Disclosure of the invention
  • the present invention has been made to solve the above-described problems, and an object of the present invention is to be mounted on an electric vehicle in which a plurality of sets of power storage devices and converters are arranged in parallel. In such a power supply system, it is possible to improve the charging efficiency by reducing the power loss in the comparator when charging the power storage device.
  • a power supply system is a power supply system mounted on an electric vehicle capable of generating travel driving force using electric power on a power line, and includes a plurality of chargeable / dischargeable power storage devices, a power line and a plurality of power storage devices. And a plurality of converters connected to each other, and a control device.
  • Each converter includes a plurality of power semiconductor switching elements so as to perform bidirectional power conversion between a corresponding power storage device of the plurality of power storage devices and a power line.
  • the plurality of power semiconductor switching elements include a first switching element electrically connected between the power line and the corresponding power storage device.
  • the control device controls on and off of each power semiconductor switching element of each converter.
  • the control device selects at least a part of the plurality of power storage devices as a charging target in the predetermined mode in which the plurality of power storage devices are charged by the power supplied to the power line, and is charged Storage selected for the target
  • the first switching element is fixed to ON.
  • the first switching element is fixed to OFF. The power storage device is charged.
  • the switching element in the converter corresponding to the power storage device selected as the charging target in the predetermined mode, the switching element (first switching element) is fixed to ON and the switching loss due to the ON / OFF operation (switching operation) It is possible to charge a plurality of power storage devices using the power on the power line without generating any. For this reason, by applying the predetermined mode to the external charging mode or the like for a relatively long time, it is possible to reduce the power loss in the converter and increase the charging efficiency of the power storage device.
  • the control device selects each of the plurality of power storage devices in parallel as a charging target and fixes the first switching element on in each converter.
  • each power storage device can be charged in parallel without causing switching loss in each converter.
  • control device controls the power line voltage to the output voltage of the plurality of power storage devices by on / off control of at least one of the plurality of power semiconductor switching elements by at least one of the plurality of converters. After controlling to the same level as the highest voltage, the first switching element is fixed on in each converter.
  • the control device charges and discharges the plurality of power storage devices so that the charge level difference is equal to or less than a predetermined value when a difference in charge level between the plurality of power storage devices is greater than a predetermined value at the start of the predetermined mode.
  • the first switching element is fixed on in each converter.
  • the first switching element of each converter When turning on and starting charging, it is possible to prevent a short-circuit current caused by charging level and difference between power storage devices.
  • the power supply system further includes a plurality of opening / closing devices respectively provided between the plurality of converters and the plurality of power storage devices. Then, in the predetermined mode, the control device sequentially selects a part of the plurality of power storage devices as a charging target, and performs first switching in a converter corresponding to the power storage device selected as the charging target. While the element is fixed on, the first switching element corresponding to the remaining power storage device other than the charging target is fixed off and the switchgear is released.
  • a power supply system is a power supply system mounted on an electric vehicle capable of generating travel driving force using electric power on a power line, and includes a plurality of chargeable / dischargeable power storage devices, a power line, and a plurality of power lines.
  • a plurality of converters connected to each of the power storage devices, and a control device.
  • Each converter is configured to include a plurality of power semiconductor switching elements so as to perform bidirectional power conversion between a corresponding power storage device and a power line among the plurality of power storage devices.
  • the plurality of power semiconductor switching elements include a first switching element electrically connected between the power line and the corresponding power storage device.
  • the control device controls on / off of each power semiconductor switching element of each converter.
  • the control device is configured to charge the corresponding power storage device in a converter corresponding to a part of the power storage devices.
  • the converter corresponding to the remaining power storage devices other than some power storage devices at least one of the plurality of power semiconductor switching elements is turned on / off so as to control the current to the target current.
  • the switching element in a predetermined mode, only a part of the converters of the plurality of converters are switched to control the charging current, while in the remaining converters, the switching element (first switching element) is turned on. It is possible to charge a plurality of power storage devices in parallel using the power on the power line without causing a switching loss. As a result, the power loss in the converter can be suppressed as compared with the case where each converter is charged by switching operation in parallel. As a result, by applying the predetermined mode to the external charging mode for a relatively long time, the power loss in the converter can be reduced and the charging efficiency of the power storage device can be increased.
  • control device sets the target current according to a difference in charge level between the plurality of power storage devices.
  • a power supply system is a power supply system mounted on an electric vehicle capable of generating a traveling driving force using electric power on a power line, and a plurality of chargeable / dischargeable power storage devices, and a power line And a plurality of converters respectively connected between the power storage device and the plurality of power storage devices, and a control device.
  • Each converter includes a plurality of power semiconductor switching elements so as to perform bidirectional power conversion between a corresponding power storage device and a power line among the plurality of power storage devices.
  • the plurality of power semiconductor switching elements includes a first switching element electrically connected between the power line and the corresponding power storage device.
  • the control device controls on / off of each power semiconductor switching element of each converter.
  • the control device sequentially selects some of the power storage devices among the plurality of power storage devices as the charge targets, and selects them as the charge targets.
  • the converter corresponding to the selected power storage device at least one of the plurality of power semiconductor switching elements is turned on / off so that the voltage of the power line is controlled to the target voltage, while remaining power storage devices other than the charging target are supported.
  • a plurality of power storage devices are charged by fixing the first switching element to off. To do.
  • control device sets the target voltage to be higher than the highest voltage among the output voltages of the plurality of power storage devices.
  • the power supply system further includes a plurality of opening / closing devices respectively provided between the plurality of converters and the plurality of power storage devices. Then, the control device opens each switching device corresponding to the power storage device other than the charging target in the predetermined mode. With such a configuration, it is possible to physically prevent the occurrence of a current flowing from the non-charge target power storage device to the charge target power storage device.
  • control device switches the charge target in response to the charge target power storage device being charged to the target level. Then, the target level is set so that each power storage device is selected as a charge target several times before being charged to the full charge level.
  • charging power using electric power from an external power source of the electric vehicle as a source is supplied to the power line.
  • An electric vehicle includes any one of the above-described power supply systems, a first AC rotating electric machine that includes a star-connected first multiphase winding as a stator winding, and a star-connected second ON / OFF of the second AC rotating electric machine including the multiphase winding of the stator as the stator winding, the first and second inverters, the connector section, and the power semiconductor switching element of the first and second inverters And an inverter control device for controlling.
  • the first inverter is connected to the first multiphase feeder and performs power conversion between the first AC rotating electric machine and the power line.
  • the second inverter is connected to the second multiphase winding, and performs power conversion between the second AC rotating electric machine and the power line.
  • the connector section is configured to connect, in a predetermined mode, the first neutral point of the first multiphase winding and the second neutral point of the second multiphase winding, and an AC power source outside the electric vehicle. It is provided to electrically connect between them. At least one of the first and second AC rotating electric machines is used to generate a traveling driving force.
  • the inverter control device converts the AC voltage from the AC power source supplied to the first and second neutral points via the connector portion into a DC voltage and outputs it to the power line.
  • Each of the first and second inverters is controlled.
  • the charging efficiency can be improved by reducing power loss in the plurality of converters, and the driving power can be generated.
  • the power supplied from the external power source can be converted into electric power for charging a plurality of power storage devices without providing new equipment.
  • a control method for a power supply system is a control method for a power supply system that is mounted on an electric vehicle capable of generating travel driving force using electric power on a power line, the power supply system being chargeable / dischargeable
  • Each of the comparators includes a plurality of power semiconductor switching elements so as to perform bidirectional power conversion between a corresponding power storage device of the plurality of power storage devices and the power line.
  • the plurality of power semiconductor switching elements include a first switching element electrically connected between the power line and the corresponding power storage device.
  • the control device controls on and off of each power semiconductor switching element of each converter.
  • the control method includes a step of selecting at least a part of the plurality of power storage devices as a charge target in a predetermined mode in which the plurality of power storage devices are charged by the power supplied to the power line, and selecting as the charge target.
  • the first switching element In the converter corresponding to the stored power storage device, the first switching element is fixed on, while in the converter corresponding to the remaining power storage device other than the charging target, the first switching element is fixed off. And a step of performing a charging operation.
  • the switching element in the converter corresponding to the power storage device selected for charging in the predetermined mode, the switching element (first switching element) is fixed to ON and the on / off operation (switching operation) It is possible to charge multiple power storage devices using power on the power line without causing switching loss due to. For this reason, by applying the predetermined mode to the external charging mode for a relatively long time, the power loss in the converter can be reduced and the charging efficiency of the power storage device can be increased.
  • the selecting step selects each of the plurality of power storage devices to be charged in parallel in the predetermined mode.
  • the step of executing the charging operation fixes the first switching element on in each converter.
  • each power storage device can be charged in parallel without causing switching loss in each converter.
  • the power line voltage is output from the plurality of power storage devices by at least one on / off control of the plurality of power semiconductor switching elements by at least one of the plurality of converters.
  • the method further includes a step of controlling the same voltage as the highest voltage.
  • the control method charges and discharges the plurality of power storage devices so that the charge level difference is equal to or less than a predetermined level when the charge level difference between the plurality of power storage devices is greater than a predetermined value prior to the charging operation.
  • a step for controlling a plurality of converters is further provided.
  • the power supply system further includes a plurality of opening / closing devices respectively provided between the plurality of converters and the plurality of power storage devices.
  • the step of selecting, in a predetermined mode, sequentially selecting a part of the plurality of power storage devices as the charging target and executing the charging operation includes storing the power storage selected as the charging target.
  • the first switching element is fixed on, while the first switching element corresponding to the remaining power storage device other than the charging target is fixed off and the switchgear is opened.
  • a control method for a power supply system is a control method for a power supply system mounted on an electric vehicle capable of generating a driving force using electric power on a power line.
  • a plurality of dischargeable power storage devices a plurality of converters respectively connected between the power line and the plurality of power storage devices, and a control device.
  • Each converter is configured to include a plurality of power semiconductor switching elements so as to perform power conversion in two directions between a corresponding power storage device of the plurality of power storage devices and the power line.
  • the plurality of power semiconductor switching elements include a first switching element electrically connected between the power line and the corresponding power storage device.
  • the control device controls on / off of each power semiconductor switching element of each converter.
  • the charging current of the corresponding power storage device in the converter corresponding to some of the power storage devices While turning on or off at least one of the power semiconductor switching elements to control the current to the target current,
  • the converter corresponding to the remaining power storage devices other than some power storage devices includes a step of performing a charging operation by fixing the first switching element to ON.
  • a plurality of power storage devices can be charged in parallel using the power on the power line without causing a switching loss by fixing the switching device (1) on.
  • power loss in the converter can be suppressed as compared with the case where each converter is charged by switching operation in parallel.
  • the power loss in the converter can be reduced and the charging efficiency of the power storage device can be increased.
  • control method further includes a step of setting a target current in the charging operation according to a difference in charge level between the plurality of power storage devices.
  • a control method for a power supply system is a control method for a power supply system mounted on an electric vehicle capable of generating a driving force using electric power on a power line.
  • a plurality of dischargeable power storage devices a plurality of converters each connected between the power line and the plurality of power storage devices, and a control device.
  • Each converter is configured to include a plurality of power semiconductor switching elements so as to perform power conversion in two directions between a corresponding power storage device of the plurality of power storage devices and the power line.
  • the plurality of power semiconductor switching elements include a first switching element electrically connected between the power line and the corresponding power storage device.
  • the control device controls on / off of each power semiconductor switching element of each converter.
  • the control method includes a step of sequentially selecting a part of the plurality of power storage devices as a charge target in a predetermined mode in which the plurality of power storage devices are charged with the power supplied to the power line; In the converter corresponding to the selected power storage device, a plurality of power semiconductor switches are controlled so that the voltage of the power line is controlled to the target voltage. A step of turning on and off at least one of the twitching elements, and executing a charging operation by fixing at least the first switching element in the converter corresponding to the remaining power storage device other than the charging target.
  • a predetermined mode a plurality of power storage devices are charged using the power on the power line by causing only a part of the converters corresponding to the power storage device selected for charging to perform a switching operation. To do. For this reason, power loss in the converter can be suppressed as compared with the case where each converter is charged by switching operation in parallel. As a result, by applying the predetermined mode to the external charging mode for a relatively long time, the power loss in the converter can be reduced and the charging efficiency of the power storage device can be increased.
  • the target voltage is set higher than the highest voltage among the output voltages of the plurality of power storage devices.
  • the power supply system further includes a plurality of opening / closing devices respectively provided between the plurality of converters and the plurality of power storage devices.
  • the control method further includes the step of opening the switchgear corresponding to the remaining power storage device prior to the step of executing the charging operation.
  • control method further includes a step of detecting that the power storage device to be charged has been charged to the target level, and a step of replacing the charge target in response to the detection in the detecting step. Then, in the detecting step, the target level is set so that each power storage device is selected as an object to be charged multiple times before being charged to the full charge level.
  • power from an external power source of the electric vehicle is used as a source Charging power is supplied to the power line.
  • the electric vehicle includes a first AC rotating electric machine including the star-connected first multi-phase winding as a stator winding, and a star-connected second multi-phase winding.
  • Inverter for controlling on / off of second AC rotating electric machine including stator winding, first and second inverters, connector section, and power semiconductor switching element of first and second inverters And a control device.
  • the first inverter is connected to the first multiphase feeder, and performs power conversion between the first AC rotating electric machine and the power line.
  • the second inverter is connected to the second multiphase winding and performs power conversion between the second AC rotating electric machine and the power line.
  • the connector section is connected between the first neutral point of the first multiphase feeder and the second neutral point of the second multiphase feeder and the AC power supply outside the electric vehicle. Are provided for electrical connection. At least one of the first and second AC rotating electric machines is used to generate a driving force.
  • the inverter control device converts the AC voltage from the AC power source supplied to the first and second neutral points via the connector portion into a DC voltage and outputs it to the power line in the predetermined mode. And controlling each of the first and second inverters.
  • the charging efficiency can be improved by reducing power loss in the plurality of converters, and also used for generating driving force.
  • the power supplied from the external power source can be converted into electric power for charging a plurality of power storage devices without providing new equipment. Therefore, according to the present invention, in a power supply system in which a set of a plurality of power storage devices and converters are arranged in parallel, it is possible to reduce power loss in the converter during charging of the power storage device and improve charging efficiency. it can.
  • FIG. 1 is an overall block diagram of an electric vehicle equipped with a power supply system according to an embodiment of the present invention.
  • FIG. 2 is a circuit diagram showing in detail the configuration of the driving force generator shown in FIG.
  • FIG. 3 is a circuit diagram illustrating in detail the configuration of the power supply system shown in FIG.
  • FIG. 4 is a functional block diagram illustrating converter control during normal operation by the converter ECU.
  • FIG. 5 is a conceptual diagram for explaining the computer control in the efficient charging mode in the power supply system according to the first embodiment.
  • FIG. 6 is a functional block diagram illustrating the comparator control in the efficient charging mode in the power supply system according to the first embodiment.
  • FIG. 7 is a flowchart for explaining a series of operations in the efficient charging mode in the power supply system according to the first embodiment.
  • FIG. 8 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to the modification of the first embodiment.
  • FIG. 9 is a flowchart illustrating a series of operations in the efficient charging mode in the power supply system according to the modification of the first embodiment.
  • FIG. 10 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to the second embodiment.
  • FIG. 11 is a functional block diagram illustrating converter control in the efficient charging mode in the power supply system according to the second embodiment.
  • FIG. 12 is a flowchart for explaining an interlocking operation of the efficient charging mode in the power supply system according to the second embodiment.
  • FIG. 13 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to the third embodiment.
  • FIG. 14 is a functional block diagram illustrating converter control in the efficient charging mode in the power supply system according to the third embodiment.
  • FIG. 15 is a flowchart for explaining an interlocking operation of the efficient charging mode in the power supply system according to the third embodiment.
  • FIG. 16 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to the modification of the third embodiment.
  • Figure 17 shows the efficient charging mode in the power supply system according to the modification of the third embodiment. It is a functional block diagram explaining converter control in FIG.
  • FIG. 18 is a flowchart for explaining a series of operations in the efficient charging mode in the power supply system according to the modification of the third embodiment.
  • FIG. 19 is a block diagram showing a modified example of the configuration of the power supply system. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 is an overall block diagram of an electric vehicle 100 equipped with a power supply system according to an embodiment of the present invention.
  • electric vehicle 100 includes a power supply system 1001 and a driving force generation unit 103.
  • the drive force generator 1 ⁇ 3 is composed of inverters 30-1 and 30-2, motor generators 34-1, 34-2, power transmission mechanism 36, and drive ECU (Electronic Control Unit) 3 and 2 are included.
  • Inverters 30-1 and 30-2 are connected in parallel to main positive bus MPL and main negative bus MNL.
  • the inverters 30-1 and 30-2 convert the drive power (DC power) supplied from the power supply system 101 to AC power and output it to the motor generators 34-1 and 34-2. To do.
  • the inverters 30-1 and 30-2 convert the AC power generated by the motor generators 34-1 and 34-2 into DC power and output it as regenerative power to the power supply system 101.
  • each inverter 3 0 _ 1, 3 0— 2 is configured by a general three-phase inverter, and switching operation is performed according to drive signals P WM 1 and P WM 2 from the drive ECU 3 2, respectively. To drive the corresponding motor generator.
  • Motor generators 3 4-1 and 3 4-2 receive the AC power supplied from inverters 3 0-1 and 3 0-2, respectively, and generate rotational driving force. Also, motor Generators 34-1 and 34-2 generate AC power in response to external rotational force.
  • the motor generators 34-1 and 34-2 are composed of, for example, a three-phase AC rotating electric machine having a rotor in which permanent magnets are embedded.
  • the motor generators 34 1 1 and 34-2 are connected to the power transmission mechanism 36, and the rotational driving force is transmitted to wheels (not shown) via a drive shaft 38 that is further connected to the power transmission mechanism 36.
  • motor generators 3 4-1 and 34-2 are also connected to an engine (not shown) via power transmission mechanism 36 or drive shaft 38. Then, control is executed by the drive ECU 32 so that the drive force generated by the engine and the drive force generated by the motor generators 34-1, 34-2 have an optimal ratio. Note that either one of the motor generators 34_1 and 34 1-2 may function exclusively as an electric motor, and the other motor generator may function exclusively as a generator.
  • the drive ECU 32 determines the torque target values TR 1 and TR 2 and the rotation speed target value MRN 1, Calculate MRN2.
  • the torque target values TR 1 and TR 2 are set to positive values when the motor generators 34-1 and 34-2 generate the driving force, and the torque target values TR 1 and TR 2 are set to positive values during regenerative braking.
  • TR 2 is set to a negative value.
  • the drive ECU 32 generates the drive signal PWM 1 so that the generated torque and the rotation speed of the motor generator 34-1 are the torque target value TR 1 and the rotation speed target MRN 1, respectively, and the inverter 30-1 is Then, the inverter 30-2 is controlled by generating the drive signal PWM 2 so that the generated torque and the rotational speed of the motor generator 34 1-2 become the torque target value TR 2 and the rotational speed target fltMRN2, respectively.
  • the drive ECU 32 uses the calculated torque target values TR 1 and TR 2 and the rotation speed target values MRN 1 and MRN2 as the converter ECU 2 of the power supply system 101.
  • the electric vehicle 100 uses the DC power between the main positive bus MP and the main negative bus MNL from the power supply system 101 to drive the driving force by at least one of the motor generators 34-1 and 34-2. It is configured to generate.
  • the power supply system 101 includes power storage devices 6-1, 1-2, converters 8-1, 8-2, a smoothing capacitor C1, a converter ECU 2, current sensors 10-1, 10_2, Including voltage sensor 1 2 _ 1, 12-2, 18.
  • the power storage devices 6-1 and 6-2 are typically constituted by a secondary battery such as a nickel metal hydride secondary battery or a lithium ion secondary battery, the power storage devices 6-1 and 6-2 are described below. Is also simply referred to as a secondary battery or battery. However, it should be noted that power storage devices other than secondary batteries, such as electric double layer capacitors, can be applied in place of secondary batteries 6-1 and 6-2.
  • Secondary battery 6-1 is connected to converter 8-1 via positive line PL 1 and negative line NL 1.
  • Secondary battery 6-2 is connected to converter via positive line PL 2 and negative line NL 2.
  • Converter 8-1 is provided between secondary battery 6-1 and main positive bus MPL and main negative bus MN L. Based on drive signal PWC 1 from converter ECU 2, secondary battery 6-1 Voltage conversion is performed between main positive bus MPL and main negative bus MN L.
  • Converter 8-2 is provided between secondary battery 6-2 and main positive bus MP L and main negative bus MNL. Based on drive signal PWC 2 from converter ECU 2, secondary battery 6-2 Voltage conversion is performed between main positive bus MPL and main negative bus MN L.
  • Smoothing capacitor C 1 is connected between main positive bus MP L and main negative bus MNL, and reduces power fluctuation components contained in main positive bus MP L and main negative bus MNL.
  • Voltage sensor 18 detects voltage Vh between main positive bus MPL and main negative bus MNL, and outputs the detected value to converter ECU 2.
  • the current sensors 10-1 and 10-2 detect the current Ib1 input / output to / from the secondary battery 6_1 and the current Ib2 input / output from the secondary battery 6-2.
  • the corresponding detection value is output to converter ECU 2 and battery ECU 4.
  • the current sensors 10-1 and 10-2 detect the current (discharge current) output from the corresponding secondary battery as a positive value and negatively input the current (charge current) input to the corresponding secondary battery. Detect as value.
  • the current sensors 10-1, 1 and 2 detect the currents of the positive lines PL1 and PL2, respectively. However, the current sensors 10-1 and 10-2 May detect the currents of the negative electrodes NL1 and NL2, respectively.
  • the voltage sensors 12—1, 12—2 detect the voltage Vb 1 of the secondary battery 6—1 and the voltage Vb 2 of the secondary battery 6—2, respectively, and convert the corresponding detection values to the converter E CU 2 and the battery E CU. Output to 4.
  • the operations of converter ECU 2 and battery ECU 4 will be described in detail later.
  • FIG. 2 is a circuit diagram showing in detail the configuration of the driving force generator 103 shown in FIG.
  • inverter 30-1 is a general three-phase inverter composed of power semiconductor switching elements Q11 to Q16 and antiparallel diodes D11 to D16.
  • IGBT Insulated Gate Bipolar Transistor
  • semiconductor switching element a power semiconductor switching element
  • the inverter 30-2 is a normal three-phase inverter composed of switching elements Q21 to Q26 and anti-parallel diodes D21 to D26.
  • Inverter 30-1 U, V and W phases are connected to U generator coil wire U1, V phase coil winding V1 and W phase coil conductor W1 of motor generator 34_1, respectively.
  • the U, V and W phases of inverter 30-2 are connected to U phase coil wire U2, V phase coil wire V2 and W phase coil wire W2 of motor generator 34-2. Yes.
  • Electric vehicle 100 further includes a connector 50 for connecting neutral point NP 1 of motor generator 34-1 and neutral point NP 2 of motor generator 34-2 to external power supply 90, and capacitor C 2.
  • the electric vehicle 100 is configured so that the AC power input from the external power supply 90 (typically commercial power supply) connected to the connector 50 by the connector 92 can be supplied between the neutral points NP1 and NP2.
  • Capacitor C 2 is arranged to remove the high-frequency component of the AC voltage supplied from external power supply 90 when connector 50 and connector 92 are connected.
  • the external power supply 90 is electrically connected to the neutral points NP 1 and NP 2. Can continue.
  • power conversion that converts the AC voltage from the external power supply 90 into DC voltage using the reactor components (coil windings) of the motor generators 34-1 and 34-2 and the inverters 30-1 and 30-2.
  • a vessel is constructed. The converted DC voltage is output between the main positive bus MPL and the main negative bus MNL and used to charge the power storage devices 6-1, 6-2.
  • an external charging power converter that converts the AC voltage from the external power supply 90 # into a DC voltage without going through the inverters 30-1 and 30 1-2. May be provided separately.
  • the AC voltage from the external power source 90 connected to the electric vehicle 100 is removed from the high-frequency component by the capacitor C 2 # by connecting the connector 50 # and the connector 92 #. It is converted into a DC voltage by the converter 95.
  • the DC voltage output from power converter 95 between main positive bus MPL and main negative bus MNL is used to charge power storage devices 6-1, 6-2.
  • the electric vehicle 100 uses the power supplied from the external power sources 90 and 90 # in addition to the charging of the power storage devices 6-1 and 6-2 by regenerative braking generation while the vehicle is running.
  • the power storage devices 6_1 and 6-2 can be charged.
  • an operation mode in which the power storage devices 6_1, 6-2 are charged by the external power sources 90, 90 # will be referred to as an “external charging mode”.
  • the external charging mode is executed for a relatively long time (for example, at night) when the vehicle is parked.
  • the battery ECU 4 estimates the charge level of the secondary batteries 6-1 and 6-2 based on the detection values from the voltage sensors 12-1 and 12-2 and the current sensors 10-1 and 10-2. .
  • S OC State of Charge
  • SOC indicates a value between 100 (%) indicating the full charge level and 0 (%) indicating the complete discharge level.
  • the battery ECU 4 uses the integration of the current detection value, the open-circuit voltage (OCV: 0pen Circuit Voltage) estimated from the current detection value and the voltage detection value, or a combination of these, to provide the secondary battery 6-1, 6-2 Estimate state quantities SOC1 and SOC2 and output the estimated values to converter ECU2. Temperature not shown It is also possible to make a SOC estimation by further using the temperature detection values of secondary batteries 6-1 and 6-2 by the sensor. ,.
  • Converter ECU 2 consists of detection values from current sensors 10—1, 10—2 and voltage sensors 1 2 — 1, 1 2—2, 18, state quantities SOC 1, S OC 2 from battery ECU 4, and drive ECU Based on the torque target values TR 1 and TR 2 and the rotational speed target values MRN 1 and MRN 2 from 32, drive signals PWC 1 and PWC2 for driving the converters 8-1, 8-2 are generated. Then, converter E CU2 outputs the generated drive signals PWC 1 and PWC 2 to converters 8-1 and 8-2, respectively, and controls converters 8-1 and 8-2.
  • FIG. 3 is a circuit diagram illustrating in detail the configuration of power supply system 101 according to the embodiment of the present invention shown in FIG.
  • converter 8-1 includes a chopper circuit 40-1, a positive bus LN 1 A, a negative bus LN 1 C, a wiring LN 1 B, and a smoothing capacitor C 01.
  • the chopper circuit 40-1 includes switching elements Q 1A and Q 1 B, diodes D 1 A and D 1 B, and an inductor L 1.
  • Positive bus LN1A has one end connected to the collector of switching element Q 1 B and the other end connected to main positive bus MP L.
  • Negative bus LN1 C has one end connected to negative electrode line NL 1 and the other end connected to main negative bus MNL.
  • Switching elements Q 1A and Q 1 B are connected in series between negative bus LN 1 C and positive bus LN 1 A. Specifically, the switching element Q 1 A emitter is connected to the negative bus LN 1 C, and the switching element Q 1 B collector is connected to the positive bus LN 1 A. Diodes D 1A and D I B are connected in reverse parallel to switching elements Q 1 A and Q 1 B, respectively. The inductor L 1 is connected to the connection point between the switching element Q 1 A and the switching element Q 1 B.
  • Wiring LN 1 B has one end connected to positive line PL 1 and the other end connected to inductor L 1.
  • Smoothing capacitor C 1 is connected between wiring LN 1 B and negative bus LN 1 C, and reduces the AC component included in the DC voltage between wiring LN 1 B and negative bus LN 1 C.
  • the chiyotsuba circuit 40-1 basically boosts the DC power (driving power) received from the positive line PL 1 and the negative line NL 1 when the secondary battery 6-1 is discharged, and the secondary battery 6-1 When charging, the DC power (regenerative power) received from the main positive bus MPL and the main negative bus MNL is stepped down.
  • Converter 8-2 includes a chopper circuit 40-2, a positive bus LN 2 A, a negative bus L N2C, a wiring LN2B, and a smoothing capacitor C 02.
  • the chopper circuit 40_2 includes switching elements Q2A and Q2B, diodes D2A and D2B, and an inductor L2. Since the configuration and operation of converter 8-1 are the same as converter 8-1, detailed description will not be repeated.
  • a relay 7_1 as an “opening / closing device” is inserted and connected to the positive line PL 1 and the negative line NL 1.
  • a relay 7-2 as an “opening / closing device” is connected between the secondary battery 6-2 and the converter 8-2 via the positive line PL 2 and the negative line NL 2.
  • a DCZDC converter 110 for charging an auxiliary battery 120 used for driving a load 130 composed of an auxiliary machine or an ECU is connected to the input side of the converter 8-1.
  • the DC / DC converter 110 is generally configured to be connected to one of a plurality of converters 8-1, 8-2.
  • the chopper circuit 40— 1 is bidirectional DC between the secondary battery 6-1 and the main positive bus MP L and the main negative bus MNL. Perform voltage conversion.
  • the drive signal PWC 1 is the drive signal PWC 1 A that controls the on / off of the switching element Q 1 A, which is the lower arm element, and the drive that controls the on / off of the switching element Q 1 B, which is the upper arm element. Includes signals PWC 1 B and. Then, the duty ratio (on / off period ratio) of the switching elements Q 1 A and / or Q 1 B within a certain switching period (the sum of the on period and the off period) is controlled by the power converter ECU 2.
  • the converter ECU 2 keeps the upper arm element Q 1 B (Q2B) in the OFF state and the lower arm element Q l A (Q 2 A) Turn on and off to control the duty ratio.
  • the converter ECU 2 keeps the upper arm element Q 1 B (Q2B) in the OFF state and the lower arm element Q l A (Q 2 A) Turn on and off to control the duty ratio.
  • secondary battery 6-1 power, wiring LN 1 B, inductor L l, diode D 1 B, and positive bus LN
  • the discharge current flows to the main positive line MP L through 1 A in order.
  • pump current flows from secondary battery 6-1 through wiring LN 1 B, inductor L l, lower arm element Q 1A, and negative bus LN 1 C in this order.
  • the inductor L 1 accumulates electromagnetic energy by this pump current.
  • the inductor L 1 When the lower arm element Q 1 A transitions from the on state to the off state, the inductor L 1 superimposes the accumulated electromagnetic energy on the discharge current. As a result, the average voltage of DC power supplied from converter 8-1 to main positive bus MPL and main negative bus MNL is boosted by a voltage corresponding to the electromagnetic energy stored in inductor L 1 according to the duty ratio.
  • the upper arm element (Q 1 B, Q2 B) is turned on during the off period of the lower arm element (Q 1A, Q 2 A), and the upper arm element and the lower arm element are complementary. It is also possible to control each converter 8-1, 8-2 so that they turn on and off alternately. .
  • converter ECU 2 keeps lower arm element Q l A (Q 2 A) in the OFF state and upper arm element .Q 1 B as a basic operation.
  • the DC current is supplied only from the main positive bus MPL and the main negative bus MN L only during the ON period of the upper arm element Q 1 B, so the charging current is kept constant. (If the inductance of inductor L 1 is sufficiently large), the average voltage of the DC power supplied from the comparator 8-1 to the secondary battery 6-1 is the main positive bus MP
  • converter 8-2 is connected between secondary battery 6-2 and main positive bus MP L and main negative bus MNL according to drive signal P WC 2 from converter ECU 2 (Fig. 1).
  • the drive signal PWC 2 is a drive signal PWC 2 A that controls the on / off of the switching element Q 2 A, which is the lower arm element, and a drive signal that controls the on / off of the switching element Q 2 B, which is the upper arm element. Includes PWC 2 B. Then, the duty ratio of switching elements Q 2 A and NO or Q 2 B within a certain switching period is controlled by converter ECU 2.
  • step-up / step-down type chopper circuits 40-1 and 40-2 the higher the ON period ratio of the lower arm elements Q1A and Q2A during the boost operation, the more the boost operation is emphasized.
  • DC voltage Vh between bus MP L and main negative bus MNL increases.
  • step-down operation the lower the on-period ratio of the upper arm elements Q 1 B and Q 2 B (in other words, the higher the off-period ratio), the more the voltage ratio Vh / Vb 1 (or Vh / Vb 2) High voltage conversion is performed.
  • the main positive bus MPL and the main negative bus MNL correspond to the “power line” in the present invention.
  • the switching elements Q 1 A, Q 1 B, Q 2 A, and Q 2 B constituting the converters 8-1, 8-2 correspond to the “multiple switching elements” in the present invention, and the upper arm of them Elements Q 1 B and Q 2 B correspond to the “first switching element” in the present invention.
  • the relays 7-1 and 7-2 are used in the present invention.
  • the converter ECU 2 corresponds to the “control device” in the present invention
  • the drive ECU 3 2 corresponds to the “inverter control device” in the present invention
  • the inverters 30-1 and 30-2 correspond to the “first inverter” and the “second inverter” in the present invention
  • the motor generators 34-1 and 34-2 correspond to the “first inverter” in the present invention.
  • FIG. 4 is a functional block diagram for explaining converter control during normal operation by the converter ECU 2.
  • converter ECU 2 includes a target value setting unit 70, a voltage control unit 7 2—1, and a current control unit 72-2.
  • the target value setting unit 70 is based on the torque target values TR 1 and TR 2 from the drive ECU 32 and the rotational speed target values MRN 1 and MRN 2 and the SOC 1 and S OC 2 from the battery ECU 4.
  • a target voltage VR indicating the target value of the voltage Vh between the positive bus MP L and the main negative bus MNL and a target current IR indicating the target value of the charge / discharge current of the secondary battery 6-2 are generated.
  • the voltage control unit 72-1 includes a subtraction unit 74-1, 78-1, a PI control unit 76-1, and a modulation unit 80-1.
  • the subtraction unit 74_1 subtracts the voltage Vh from the target voltage VR and outputs the calculation result to the PI control unit 76-1.
  • the PI control unit 76_1 performs a proportional-integral calculation with the deviation between the target voltage VR and the voltage Vh as an input, and outputs the calculation result to the subtraction unit 78-1.
  • the calculation unit 78-1 subtracts the output of the PI control unit 76-1 from the reciprocal of the theoretical boost ratio of the converter 8-1 indicated by the voltage Vb1 / target voltage VR, and the calculation result is used as a duty command T on 1 is output to modulation unit 80-1.
  • Modulation section 80-1 generates drive signal PWC 1 based on duty command To n 1 and a carrier wave (carrier wave) generated by an oscillation section (not shown), and converts the generated drive signal PWC 1 into converter 8 — Output to 1.
  • the current control unit 72-2 includes subtraction units 74-2 and 78-2, a PI control unit 76-2, and a modulation unit 80-2.
  • the subtracting unit 74-2 subtracts the current Ib2 from the target current IR and outputs the calculation result to the PI control unit 76-2.
  • the PI control unit 76-2 performs a proportional integration calculation with the deviation between the target current IR and the current Ib2 as an input, and outputs the calculation result to the subtraction unit 78-2.
  • the calculation unit 78-2 subtracts the output of the PI control unit 76-2 from the reciprocal of the theoretical step-up ratio of the converter 8-2 indicated by the voltage Vb2 / target voltage VR, and the calculation result is output to the duty command 2 is output to the modulator 80_2.
  • Modulator 80-2 has a duplex
  • the drive signal PWC 2 is generated based on the 1-command T on 2 and a carrier wave (carrier wave) generated by an oscillation unit (not shown), and the generated drive signal PWC 2 is output to the converter 8-2.
  • the voltage control unit 72-1 turns on the lower arm element Q l A when the DC voltage Vh is lower than the target voltage VR and when the reciprocal of the theoretical boost ratio (Vb l / VR) decreases.
  • the drive signal PWC 1 is generated so that the period ratio increases (or the off-period ratio of the upper arm element Q 1 B increases).
  • the current control unit 72-2 operates when the output current Ib2 from the secondary battery 6-2 is lower than the target current IR and when the inverse of the theoretical boost ratio (Vb2 / VR) increases. In order to increase the ON period ratio of the lower arm element Q 2 A, the drive signal PWC 2 is generated.
  • the current control unit 72-2 charges the current I b 2 (rather than the target current IR when the secondary battery 6-2 is charged, that is, when the target current IR is set to a negative value (IR ⁇ 0).
  • I b 2 ⁇ 0) is low (
  • the drive signal PWC 2 is generated so that the ON period ratio of the upper arm element Q 2 B decreases.
  • the charging current is insufficient (when IR ⁇ I b 2, ie IIRI> II b 2 I)
  • the drive signal P WC 2 is generated so that the on-period ratio of the upper arm element Q 2 B increases.
  • the target value setting unit 70 is configured to perform torque target values TR 1 and TR 2 and rotation of the motor generators 34-1 and 34-2 when the motor generators 34-1 and / or 34-2 are operating in a coasting direction and during regenerative braking.
  • the target voltage VR is set so that the DC voltage Vh is at an appropriate level according to the numerical target values MRN 1 and MRN 2. Further, the target value setting unit 70 sets the target current IR taking into consideration that the charge level (SOC) between the secondary batteries 6-1 and 6-2 is balanced.
  • the power supply system 101 is connected to the upper arm element Q 1 B and / or
  • the DC voltage Vh and the secondary battery are controlled by the voltage control of converter 8-1 and the current control of converter 8—2 by switching (on / off) operation of Q 2 B and lower arm element Q 1 A and / or Q 2 A Controls the charge / discharge balance of 6-1 and 6-2.
  • the electric power discharged from the secondary batteries 6-1 and 6-2 is converted into the voltage Vh as the input voltage of the driving force generator 10 3 and the main positive bus MP is connected.
  • the power conversion operation is executed so that the power is output between the main negative bus MN L.
  • the power supply system 10 1 charges the secondary batteries 6-1 and 6-2 with the charging power on the main positive bus MPL and the main negative bus MN L.
  • the power conversion operation is executed.
  • the efficient charging mode corresponds to the “predetermined mode” in the present invention.
  • the efficiency charging mode described below is basically applied in the external charging mode.However, when a predetermined condition is satisfied during driving, such as when driving down a gentle slope for a long time, It is good also as a structure which applies this efficiency charge mode.
  • FIG. 5 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to Embodiment 1 of the present invention.
  • one (a part) of the plurality of secondary batteries 6 _ 1 and 6— 2 is selected as the charging target in the efficient charging mode. Secondary batteries other than those to be charged are not charged.
  • the converter (charging converter) corresponding to the secondary battery (power storage device) to be charged is driven by the charging power between the main positive bus MPL and the main negative bus MN L through the execution of the voltage control described in FIG. Charge the corresponding secondary battery (power storage device).
  • the converter (non-charge converter) corresponding to the secondary battery (power storage device) to be uncharged gate-off is performed to fix both the upper and lower arm elements off.
  • the secondary battery 6-1 is selected for charging and the corresponding converter 8- 1 (Charge Converter) executes voltage control to control the DC voltage Vh to the target voltage VR. Then, in the ON period of the upper arm element Q 1 B, the secondary battery 6-1 is charged. On the other hand, in the converter 8-2 (non-charge converter) corresponding to the secondary battery 6-2 to be non-charged, both the upper arm element Q 2 B and the lower arm element Q 2 A are fixed off.
  • the converter 8-2 non-charge converter
  • the charging target is switched when the secondary battery (power storage device) selected as the charging target is charged to the target level. Then, the converter power corresponding to the secondary battery (power storage device) selected as a new charge target becomes a new charge converter, and similarly charges through voltage control.
  • the secondary batteries 6-1, 6-2 are alternately selected for charging.
  • FIG. 6 is a functional block diagram for explaining the computer control in the efficient charging mode in the power supply system according to the first embodiment.
  • charge control unit 2 1 0 receives a mode signal ECH for instructing an efficient charge mode and state quantities SOC 1 and SOC 2 of secondary batteries 6-1 and 6-2 to be charged.
  • the control signal CT1 is turned on when the secondary battery 6-1 is charged and turned off when it is not charged.
  • the control signal CT2 is turned on when the secondary battery 6_2 is to be charged, and turned off when the secondary battery 6_2 is not to be charged.
  • the control unit 220 for controlling the charging of the converter 8-1 turns off the voltage control unit 222 configured similarly to the voltage control unit 72-1 (Fig. 4) and the switching elements Q 1 A and Q 1 B. And a gate-off command unit 224 for fixing.
  • the control unit 230 for controlling the converter 8-2 includes a voltage control unit 232 configured in the same manner as the voltage control unit 72-1 (Fig. 4), and switching elements Q 2 A, Q 2 Includes a gate-off command section 234 for fixing B off.
  • the voltage control unit 222 outputs a drive signal for switching the converter 8 1 to control the voltage Vh to the target voltage VR, and the voltage control unit 232 controls the voltage Vh to the target voltage VR. Outputs drive signal for switching operation of converter 8-2.
  • Gate-off command units 224 and 234 output a driving signal for fixing switching elements Q 1A and Q 1 B to off and a driving signal for fixing switching elements Q 2 A and Q 2 B to off, respectively.
  • the selector 226 receives drive signals from the voltage control unit 222 and the gate-off command unit 224, and generates a drive signal from the voltage control unit 222 as the drive signal PWC 1 when the control signal CT 1 is turned on.
  • selector 236 receives drive signals from voltage control unit 232 and gate-off command unit 234, and generates a drive signal from voltage control unit 232 as drive signal PWC 2 when control signal CT 2 is on.
  • the drive signal from the gate-off command unit 234 is output as the drive signal PWC 2.
  • At least the upper arm element (Q 1 B) is used to perform voltage control according to the target voltage VR. , Q2B), while in the non-charge converter, the upper and lower arm elements are fixed off.
  • FIG. 7 The flowchart shown in FIG. 7 is realized, for example, by executing a predetermined program stored in advance in converter ECU2.
  • converter ECU 2 selects a charging target in step S100.
  • the charging object is determined based on the voltages Vb 1 and V b 2 of the secondary batteries 6-1 and 6-2.
  • the auxiliary battery 120 is connected to one of the secondary batteries 6 — 1, the auxiliary battery is not connected. It is preferable to preferentially select the secondary battery (power storage device) to be charged.
  • step S 1 10 converter ECU 2 starts the charging operation for the charging target selected in step S 100.
  • the converter 8_1 which is a charging comparator, has the target voltage VR as described above.
  • Voltage control according to the above is executed, and gate off is executed in the non-charge converter (converter 8-2).
  • the secondary battery 6-1 is charged while the upper arm element Q 1 B of the converter 8-1 is on.
  • step S 120 converter ECU 2 determines whether the charge level (SOC) to be charged has exceeded the target level (target value).
  • SOC charge level
  • target value target value
  • converter ECU 2 stops the charging operation in step S 110 from step S 1 30.
  • the charge converter for example, converter 8-1 is temporarily gated off.
  • converter ECU 2 switches the selection of the charging target in step S140.
  • the secondary battery 6-2 is newly charged, and the secondary battery 6-1 that has been charged so far is not charged.
  • the target voltage VR is set in the same manner as in step S110.
  • step S 150 converter ECU 2 starts a charging operation for charging secondary battery 6-2 selected as the charging target in step S 140. Specifically, the voltage of the converter 8-1 that has become a new charging converter is controlled while the gate of the converter 8-1 that has become a new non-charging converter is gated off.
  • step S160 converter ECU 2 determines whether or not the charge level (SOC) to be charged selected in step S140 exceeds the target level (target value). When secondary battery 6-2 is to be charged, it is determined whether SOC 2 has exceeded the target value. And the charge level of the charge target exceeds the target level. Until S1 60 (NO at S1600), the charging operation at step S1550 continues.
  • SOC charge level
  • converter E C U 2 stops the charging operation in step S 1 5 0 from step S 1 70.
  • the charge converter for example, converter 8_2
  • each converter 8-1, 2-2 is gated off.
  • the target level (SOC target value) for the charge level to be charged in steps S 1 20 and S 1 60 in FIG. 7 can be set according to the charge level.
  • the efficient charging mode is terminated before each secondary battery (power storage device) is charged to the full charge level, the series of processes shown in FIG. As a result, each secondary battery (power storage device) can be gradually charged toward the fully charged level.
  • the series of processes shown in FIG. 7 are repeatedly executed while gradually updating the target levels in steps S 1 2 0 and S 1 60. That is, the target level is fully charged each time the series of processes in FIG. 7 is completed so that each secondary battery (power storage device) is selected as a target for charging multiple times before being charged to the full charge level. It is set in a manner that gradually rises toward the level. In this way, even if external charging (efficiency charging mode) is terminated before all the secondary batteries 6-1 and 6-2 reach the full charge level, charging between the secondary batteries (power storage devices) is possible. It is possible to prevent a large difference in level (SOC).
  • SOC difference in level
  • FIG. 8 shows efficient charging in the power supply system according to the modification of the first embodiment of the present invention. It is a conceptual diagram explaining the control operation of a mode.
  • the configuration of the power supply system 1001 and the electric vehicle 1000 on which it is mounted is the same as that of the first embodiment, and only the converter control in the above-described efficient charging mode is performed. Different from Form 1.
  • the upper arm element and the lower arm element are the same as in the first embodiment. It is different from the first embodiment in that it is fixed off, that is, the corresponding relay is also turned off. Since the other points are the same as in the first embodiment including the control of the charge converter, the detailed description will not be repeated.
  • FIG. 9 is a flowchart for explaining a series of operations in the efficient charging mode in the power supply system according to the modification of the first embodiment.
  • converter ECU 2 compares step S 1 0 0 with step S 1 80 0 in comparison with the flowchart shown in FIG. And step S 1 90 is further executed after step S 1 4 0. Since the processing in steps S 1 1 0 to S 1 70 is the same as that in FIG. 7, detailed description will not be repeated.
  • converter ECU 2 When the charging target is selected in step S 1 0 0, converter ECU 2 turns on the relay corresponding to the charging target in step S 1 80, and other relays, that is, the relays corresponding to the non-charging target. Turn off. For example, if secondary battery 6-1 is selected for charging in step S 1 0 0, relay 7-1 is turned on. On the other hand, relay 7-2 is turned off.
  • converter ECU 2 when the selection of the charging target is switched in step S 1 4 0, converter ECU 2 generates a relay corresponding to the charging target newly selected in step S 1 4 0 in step S 1 90.
  • the other relays that is, the relays corresponding to the charging target so far are also turned off. For example, if secondary battery 6-2 is selected for charging instead of secondary battery 6-1, the relay 7-1 is turned off while relay 7-2 is Turned on.
  • FIG. 10 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to the second embodiment.
  • the secondary battery 6-2 is charged by controlling the current of the converter 2-2 in which current control is performed during normal operation.
  • the secondary battery 6 1 1 is charged by fixing the upper arm element Q 1 B as an uncontrolled converter. That is, in the efficient charging mode according to Embodiment 2, secondary batteries 6-1 and 6_2 are charged in parallel.
  • the converter that performs the normal switching operation 8-2 In contrast to the (current control converter), in the converter 8-1 (non-control converter), the switching element is not turned on and off, so there is no switching loss. Therefore, as in the first embodiment, the power loss in the converter can be suppressed as compared with the case where each converter is charged by switching operation as in the normal operation. In addition, since the charging current of the secondary battery 6-2 can be controlled by the converter 8-2, the charge level of each secondary battery can be adjusted.
  • FIG. 11 is a functional block diagram illustrating converter control in the efficient charging mode in the power supply system according to the second embodiment.
  • charge control unit 220 that controls converter 8-1 includes an upper arm-on fixing command unit 237.
  • Upper arm on / fixing command section 237 generates drive signal PWC 1 so that upper arm element Q 1 B is fixed on and lower arm element Q 1 A is fixed off.
  • the control unit 230 for controlling the converter 8-2 is configured in the same way as the current control unit 72-2 (Fig. 4), and switches the current Ib2 and the voltage Vh according to the target current IR and the target voltage VR.
  • Drive signal PWC 2 is generated to perform the operation.
  • the target value setting unit 70 follows the voltages Vb 1 and Vb 2 of the secondary batteries 6-1 and 6-2 and the state quantities SOC 1 and SOC 2. Set the target voltage VR and target current IR. The target voltage VR is set to a level equivalent to the higher one of the voltages Vb 1 and V b 2.
  • the target current I R is generated so that SOC 1 and SOC 2 are equal according to the state quantities SOC 1 and SOC 2. That is, when SOC 2 is lower than SOC 1, the target current IR is set relatively high, and when SOC 2 is higher than SOC 1, the target current IR is set relatively low.
  • the charging power supplied from the external power supply 90, 90 # consisting of a commercial power supply is known. Therefore, by setting the target current IR as described above, the secondary battery 6-1, 6-2 can be evenly charged in parallel.
  • each secondary battery 6-1, 6-2 can be charged in parallel.
  • FIG. 12 is a flowchart for explaining an interlocking operation of the efficient charging mode in the power supply system according to the second embodiment.
  • converter ECU 2 maintains relays 7-1 and 7-2 in step S200 when the efficiency charging mode is started. Then, according to step S 2 10, the charge level (SOC) of each secondary battery is equalized based on the state quantities S0C 1 and SOC 2 of the secondary batteries 6-1 and 6-2. Set the target current IR of the current control converter (converter 8-2).
  • converter ECU 2 starts charging operation by current control converter (converter 8-2) and non-control converter (converter 8-1) in step S220.
  • the current control converter charges the secondary battery 6-2 while switching at least the upper arm element Q 2 B so as to perform current control according to the target current I R.
  • the non-control converter charges the secondary battery 6-1 with the upper arm element Q 1 B fixed on.
  • step S230 converter ECU 2 determines whether or not the charging level of secondary batteries 6-1 and 6_2 has reached the target level by charging in steps S210 and S220. Specifically, it is determined whether both SOC1 and SOC2 have exceeded the target values. Until both SOC 1 and SOC 2 reach the target value (when NO is determined in S 230), the charging operation in steps S 210 and S 220 is continued. At this time, the target current I R is corrected as necessary in step S 210 according to the transition of SOC 1 and SOC 2. As a result, the secondary batteries 6-1 and 6-2 can be charged evenly and in parallel.
  • converter ECU2 executes the charge stop process in step S240 when both SOC1 and SOC2 reach the target values (when YES is determined in S230). As a result, the converters 8-1, 8-2 are gated off.
  • FIG. 13 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to the third embodiment.
  • the upper arm elements Q 1 B and Q 2 B are simultaneously turned on by the converters 8-1 and 8-2, so the secondary batteries 6-1 and 6-2 If there is a charge level difference (voltage difference or SOC difference) between them, a large short-circuit current Isc may occur between the secondary batteries 6_1 and 6-2 on the turn-on day. Therefore, in the power supply system according to the third embodiment, the charging difference adjustment operation described below is required prior to the start of charging when the upper arm element is turned on.
  • FIG. 14 is a functional block diagram illustrating converter control in the efficient charging mode in the power supply system according to the third embodiment.
  • charging difference adjustment unit 2 40 is provided.
  • Charging / adjusting section 2 4 0 is the power to generate the drive signal P WC 1 for converter 8-1. It includes a pressure control unit 241 and a current control unit 242 for generating a drive signal PWC 2 for converter 8-1.
  • the voltage control unit 241 is configured in the same manner as the voltage control unit 72-1 illustrated in FIG. 4, and the current control unit 242 is configured in the same manner as the current control unit 72-2 illustrated in FIG. That is, the control of converters 8-1, 8-2 by charging difference adjustment unit 240 is the same as the converter control during normal operation.
  • the target value setting unit 70 is based on the voltages V b 1 and Vb 2 of the voltage control unit 241, the secondary battery 6-1, 6-2, and the state quantities SOC 1, SOC 2, and the secondary batteries 6-1, 6 — Set the target voltage VR and target current IR to eliminate the charge level between the two.
  • Upper arm on / fixing command unit 244 generates drive signal P WC 1 in converter 8-1 so that upper arm element Q 1 B is fixed on and lower arm element Q 1 A is fixed off.
  • upper arm on fixing command unit 246 generates drive signal PWC 2 so as to fix upper arm element Q 2 B to on and to fix lower arm element Q 2 A to off in converter 8-2.
  • the selector 248 selects the drive signal PWC 1 and PWC 2 set 247 a generated by the charge difference adjustment unit 240 and the drive signal PWC 1 and PWC 2 set 247 b generated by the upper arm on-fixing command units 244 and 246. At the same time, one of them is selected according to an instruction from the charging control unit 210 to generate drive signals PWC 1 and PWC 2.
  • Charging control section 210 receives mode signal E C H instructing the start of the efficient charging mode, voltages Vbl, Vb2 and state quantities SOC1, SOC2 of secondary batteries 6-1, 6-2. After the start of the efficient charging mode, when the charge level difference (SOC difference and output voltage difference) between the secondary batteries 6-1 and 6-2 is larger than the predetermined value, the drive generated by the charge difference adjustment unit.. Selector 248 is controlled to select signals PWC 1 and PWC 2. On the other hand, if the charge level difference between the secondary batteries 6-1 and 6-2 is less than a predetermined value after the start of the efficient charging mode, the drive signals PWC 1 and PWC 2 generated by the upper arm on-fixing command units 244 and 246 are Control selector 2 48 to select.
  • the charge difference adjustment operation is performed prior to the start of charging.
  • the upper arm element can be fixed on and the secondary batteries 6-1, 6-2 can be charged.
  • FIG. 15 is a flowchart for explaining an interlocking operation of the efficient charging mode in the power supply system according to the third embodiment.
  • converter ECU 2 maintains each of relays 7-1 and 7-2 in the ON state in step S 300 when the efficiency charging mode is started. Then, in steps S310 and S320, it is determined whether or not the charge level difference between the secondary batteries 6-1 and 6-2 is equal to or less than a predetermined value. Specifically, in step S 3 10, converter ECU 2 determines whether or not the voltage difference between secondary batteries 6-1 and 6-2 (
  • step S 310 and S 320 determines that the comparator control by charge difference adjusting unit 240 shown in FIG. 10 is necessary. Then, in step S330, in order to adjust the charge level between the secondary batteries 6_1, 6-2 without starting charging, converter control similar to that in normal operation, that is, the converter 8_1 Continue voltage control and current control of converter 8-2.
  • the target voltage VR and the target current IR are set to voltages Vb l, ⁇ 2 and 500 1 so as to reduce the charge level difference between the secondary batteries 6-1 and 6-2. , Generated based on SOC 2.
  • the converters 8-1, 8-2 can be controlled so as to charge / discharge the secondary batteries 6-1, 6-2 so that the charge level difference is not more than a predetermined value.
  • step S310 and S320 are YES determination, that is, when the charge level difference between secondary batteries 6-1 and 6-2 is determined to be less than a predetermined value, Control the DC voltage Vh to the charging level.
  • the target voltage VR is set to a voltage almost equal to the voltages Vbl and Vb2, and the converter control is continued as in normal operation. That is, in step S340, the target voltage VR is set to the same level as Max (Vb1, Vb2).
  • step S340 When it is confirmed in step S340 that the voltage Vh has been set to a level for charging, that is, approximately the same voltage as the voltages Vb1 and Vb2, the converter ECU 2 determines that each converter 8 — Start charging of secondary batteries 6-1 and 6-2 by fixing upper arm elements Q 1 B and Q 2 B to ON with 1, 8 _ 2.
  • step S340 since the voltage Vh is controlled to the charging level in advance in step S340, it is possible to prevent an excessive inrush current from occurring when the upper arm elements Q 1 B and Q 2 B are turned on.
  • step S 360 converter ECU 2 determines whether or not the charging level of secondary batteries 6-1 and 6-2 has reached the target level by charging in step S 350. Specifically, it is determined whether SOC 1 and Z or SOC 2 exceeded the target value. Until both SOC 1 and / or SOC 2 reach the target value (NO in S 360), the charging operation in step S 350 is continued until the secondary battery 6-1, 6—2 forces Charged in parallel via upper arm elements Q 1 B and Q 2 B fixed on.
  • converter ECU 2 executes charge stop processing in step S370 when S0C1 and / or SOC2 reaches the target value (at the time of YES determination in S360).
  • step S 350 When charging in step S 350, the amount of charge to each secondary battery is not controlled. Therefore, when step S 360 is determined as YES, charging is performed between secondary batteries 6-1 and 6-2. There may be a level difference. Therefore, it is preferable to perform final adjustment of the charge level between the secondary batteries 6-1 and 6-2 by the process similar to steps S310 to S330 as part of the charge stop process in step S370. At the end of the charge stop process, each converter 8-1, 8-2 power S gate is turned off.
  • each of the converters 8-1, 8-2 is charged with each secondary battery (power storage device) by fixing the upper arm element on. No power loss due to switching operation in each converter. For this reason, external charging mode for a relatively long time, etc.
  • the efficient charging mode By applying the efficient charging mode to the battery, the charging efficiency of the power storage device can be increased.
  • the switching operation in the converter is not executed, and each secondary battery (power storage device) is sequentially charged to adjust the charging difference before charging. Describes the efficient charging mode that does not require operation.
  • FIG. 16 is a conceptual diagram illustrating converter control in the efficient charging mode in the power supply system according to the modification of the third embodiment.
  • one of a plurality of secondary batteries 6-1 and 6-2 ( Some) are selected for charging, and non-charging secondary batteries are not charged.
  • the converter charging converter
  • the upper arm element is fixed on and the secondary battery is charged.
  • the converter non-charge converter
  • the converter non-charge converter
  • the converter non-charge converter
  • the converter non-charge converter
  • the upper arm element and the lower arm element are turned off.
  • relays connected to non-chargeable secondary batteries are also turned off.
  • the secondary battery 6-1 is to be charged and the secondary battery 6-2 is not to be charged. Therefore, in the converter 8-1 that is the charge converter, the upper arm element Q 1 B Is fixed on, while the lower arm element Q 1 A is fixed off. On the other hand, in the converter 8-2, which is a non-charging converter, the upper arm elements Q 2 B and Q 2
  • relay 7-2 is also turned off.
  • FIG. 17 is a functional block diagram illustrating converter control in the efficient charging mode in the power supply system according to the modification of the third embodiment.
  • the charging control unit 2 1 0 is configured in the same manner as in FIG. In response to the mode signal ECH indicating the mode and the state quantities SOC 1 and SOC 2 of the secondary batteries 6-1 and 6-2, the control signals CT 1 and CT 2 for selecting the charging target are generated. In other words, which secondary battery is to be charged is selected, and the control signals CT 1 and CT 2 are selectively turned on based on the selection result.
  • the upper arm on fixing command unit 250 generates a drive signal P WC 1 so that the upper arm element Q 1 B is fixed on and the lower arm element Q 1 A is fixed off in the converter 8-1.
  • drive signal PWC 2 is generated so that upper arm element Q2B is fixed on and lower arm element Q 2 A is fixed off.
  • the gate-off command unit 252 generates a drive signal PWC 1 so that the upper arm element Q 1 B and the lower arm element Q 1 A are fixed to OFF in the converter 8-1, and the upper arm element Q in the converter 8-2.
  • 2 Drive signal PWC 2 is generated so that B and lower arm element Q 2 A are fixed off.
  • the gate-off command unit 252 generates a relay-off command for turning off the relay connected to the non-charge target.
  • the selector 254 receives drive signals from the upper arm on / fixed command unit 250 and the gate off command unit 2 52, and when the control signal CT 1 is on, the selector 254 receives the drive signal from the upper arm on command unit 250 as a drive signal PWC 1
  • the control signal CT1 is off
  • the drive signal from the gate-off command unit 252 is output as the drive signal PWC1.
  • the relay off command from the gate off command unit 252 is output to the relay 7-1.
  • selector 256 receives drive signals from upper arm on / fixed command unit 250 and gate off command unit 252, and when control signal CT 2 is on, the drive signal from upper arm on / fixed command unit 250 is used as drive signal PWC 2.
  • the control signal CT 2 is generated, the drive signal from the gate-off command unit 252 is output as the drive signal PWC 2.
  • the relay-off command from the gate-off command section 252 is output to the relay 7-2.
  • the upper arm element is fixed on and the charging operation is performed.
  • the upper arm element and the lower arm element are fixed off, and the corresponding relay can also be turned off.
  • FIG. 18 is a broacher for explaining a series of operations in the efficient charging mode in the power supply system according to the modification of the third embodiment.
  • converter ECU 2 selects a secondary battery (power storage device) to be charged in step S400 by the same process as S100 in FIG.
  • step S410 the relay corresponding to the charging target is turned on, and the other relays, that is, the relays corresponding to the non-charging target are turned off.
  • the relay 7-1 is turned on while the relay 2-2 is turned off.
  • converter ECU 2 starts charging operation to the charging object selected in step S 400 in step S 420.
  • the upper arm element is fixed on in the charge converter (converter 8-1), and the gate off, that is, each switching element is fixed off in the other non-charge converter (converter 8-2). To do.
  • step S430 converter ECU 2 determines whether or not the charge level (SOC) to be charged has exceeded the target level (target value).
  • SOC charge level
  • target value target value
  • converter ECU 2 stops the charging operation in step S420 from step S440 when the charge level to be charged exceeds the target level (when YES is determined in S430). That is, the charge converter (for example, converter 8-1) is also temporarily gated off.
  • converter ECU 2 switches the selection of the charging target in step S450.
  • the secondary battery 6-2 is newly charged, and the secondary battery 6_1 that has been charged so far is not charged.
  • the relay corresponding to the charging target newly selected in step S450 is turned on, while the other relays, that is, the relays corresponding to the charging target up to now are turned on. Also off.
  • the relay 7-1 is turned on while the relay 7-1 is turned off.
  • converter ECU 2 starts a charging operation for charging secondary battery 6-2 selected as the charging target in step S450 in step S470. Specifically, in the charge converter (converter 8-2), the upper arm element is fixed on, and in the other non-charge converter (converter 8-1), the gate is turned off, that is, each switching element is fixed off. To do.
  • step S 480 converter ECU 2 determines whether or not the charge level (SOC) to be charged selected in step S 450 exceeds the target level (target value).
  • SOC charge level
  • target value target value
  • converter ECU 2 stops the charging operation in step S470 from step S490 when the charge level to be charged exceeds the target level (when YES is determined in S48).
  • the charge converter for example, converter 8-1
  • the charge converter is also gated off.
  • each secondary battery (power storage device) is sequentially selected and charged, so that the efficient charging mode is terminated before each secondary battery reaches the full charge level.
  • each converter 8-1, 8-2 does not perform a switching operation, that is, The secondary batteries 6-1 and 6-2 can be charged without causing any switching element loss.
  • the gate is turned off by the non-charge converter and the corresponding relay is turned off. Therefore, it is possible to reliably prevent a short circuit current from occurring between the secondary batteries 6-1 and 6_2 at the start of charging. Therefore, the charging difference adjustment operation before charging as in the third embodiment is unnecessary, and the control operation can be simplified.
  • each of the converters 8-3 In the power supply system having such a configuration, the converters 8-3,... For the secondary batteries 6-3,. , 8_2, the efficient charging mode according to the above-described first to third embodiments and their modifications can be applied.
  • each of the converters 8-3 In each of the secondary batteries (power storage devices), which are sequentially selected for charging, in the first embodiment and its modified example, and in the modified example of the third embodiment, each of the converters 8-3,. It is sequentially controlled as a charge converter or non-charge converter according to the selection of the charge target.
  • each of converters 8-3,... Is controlled in the same manner as one of converters 8-1, 8-12. .
  • the electric vehicle 100 is a hybrid vehicle equipped with an internal combustion engine that generates motion energy using fuel, an electric vehicle not equipped with an internal combustion engine, and electricity using fuel. It may be a fuel cell vehicle further equipped with a fuel cell that generates energy.
  • each control in the converter ECU 2 and the battery ECU 4 is actually executed by a CPU (Central Processing Unit), and the CPU includes a program including each step of the flowchart described in each embodiment.
  • the RAM can be read from ROM (Read Only Memory), the read program can be executed, and processing can be executed according to the flowchart.
  • Gatsutsu The ROM corresponds to a computer (CPU) readable recording medium that records a program including each step of the flowchart described in each embodiment.
  • the present invention can be applied to charge control of a power supply system provided with a plurality of comparators corresponding to a plurality of power storage devices arranged in parallel.

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
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PCT/JP2008/061942 2007-07-24 2008-06-25 電源システムおよびそれを備えた電動車両ならびに電源システムの制御方法 Ceased WO2009013975A1 (ja)

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EP19202684.7A EP3614524B1 (en) 2007-07-24 2008-06-25 Power supply system and electric powered vehicle including power supply system, and method for controlling power supply system
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JP2009033785A (ja) 2009-02-12
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US20100181829A1 (en) 2010-07-22

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