WO2010035676A1 - 電動車両及び電動車両の充電制御方法 - Google Patents
電動車両及び電動車両の充電制御方法 Download PDFInfo
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- WO2010035676A1 WO2010035676A1 PCT/JP2009/066221 JP2009066221W WO2010035676A1 WO 2010035676 A1 WO2010035676 A1 WO 2010035676A1 JP 2009066221 W JP2009066221 W JP 2009066221W WO 2010035676 A1 WO2010035676 A1 WO 2010035676A1
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- battery
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- 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
- B60K6/42—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 the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- 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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Definitions
- the present invention relates to an electric vehicle including a battery that can be charged from an external power source, and a charge control method for the electric vehicle.
- an electric vehicle equipped with a traction motor such as an electric vehicle or a hybrid vehicle
- a connecting part such as a power plug and a charging circuit including a charger
- a plug-in hybrid vehicle a vehicle that can charge a battery from an external power source via a power plug.
- a charger is connected between the power plug and the battery, and the battery is connected from the external power source via the charger. It may be possible to charge the battery.
- Patent Document 1 describes a charging system including a charging device mounted on an electric vehicle and an infrastructure-side power supply device.
- the charging device includes a charge port unit (C / P unit) having a port.
- the power supply apparatus includes an AC power source and a standard charge module (SCM) connected to the AC power source.
- the SCM is connected to the paddle via a cable.
- the C / P unit is provided with a core and a charging coil.
- the position where the charging coil connected to the core of the C / P unit and the inverter of the SCM is provided is a position where the feeding coil and the charging coil in the paddle are close to each other when the paddle is in the charging position, This is a position where an induced current is generated in the charging coil when a current flows through the power feeding coil.
- the limit switch that is closed when the paddle reaches the charging position is connected to the RF board as a communication device.
- 12V power is supplied to the RF board, and the RF board is connected to the SCM communication device. It is possible to transmit and receive communication signals between the two.
- the RF board when a signal transmitted by the SCM is received, a battery ECU activation signal is generated and transmitted to the battery ECU, and the battery ECU is activated.
- the battery ECU supplies the current generated in the charging coil to the battery, and charging of the battery is started.
- the SCM starts transmission of communication signals to the RF board, the battery ECU is activated, and charging of the battery is resumed.
- Patent Document 2 describes a power supply device for an electric vehicle that includes a direct current power supply device that supplies power from a commercial power source to a main battery, is fixed on the ground side, or is mounted on an electric vehicle, and a battery ECU. ing.
- the DC power supply device includes a high-voltage output unit that converts commercial power to high-voltage DC power and supplies power to the main battery, and a low-voltage output unit that converts commercial power to low-voltage DC power and supplies power to the auxiliary battery. It is supposed to have.
- Patent Documents 3 to 5 there are Patent Documents 3 to 5 in addition to Patent Documents 1 and 2.
- JP-A-10-304582 Japanese Patent Laid-Open No. 11-178228 JP 2006-278210 A JP 2006-304408 A JP 2007-124813 A
- Patent Literature 1 to Patent Literature 5 include a battery that can be charged from an external power source, a charger, a charger control unit that controls the charger, and a battery that monitors the state of the battery.
- a control unit means for reducing energy loss during charging and improving charging efficiency is not disclosed.
- An object of the present invention is to provide a battery that can be charged from an external power source, a charger, a charger controller that controls the charger, and a battery controller that monitors the state of the battery in the electric vehicle and the charging control method for the electric vehicle.
- an electric vehicle provided with the above, it is possible to reduce energy loss during charging and improve charging efficiency.
- An electric vehicle is a battery that can be charged from an external power source, supplies power to the traveling motor when the vehicle is traveling, and is disconnected from the traveling motor when charged from the external power source.
- Battery a charger connected to the battery via a power line, a charging circuit including a switch connected between the charger and the battery via a power line, a charger control unit for controlling the charger, and a battery state
- a battery control unit that monitors when a voltage signal is input to the battery control unit, and the battery control unit can be charged after the battery control unit is activated.
- Battery state determining means for determining whether or not the condition is satisfied, and when the battery state determining means determines that the battery state satisfies the chargeable condition, the battery And a starting unit for turning on a switch connected to the control unit by a signal line and starting a charger control unit connected by the battery control unit and the signal line.
- the charger control unit charges the battery from an external power source. It is an electric vehicle which controls a charger so that it may.
- An electric vehicle includes a battery that can be charged from an external power source, a charger that is connected to the battery via a power line, and a switch that is connected between the charger and the battery via a power line.
- a charger circuit that controls the charger, a battery controller that monitors the state of the battery, a traveling motor that is driven by the supply of power from the battery, and between the traveling motor and the battery And a vehicle control unit that turns off the relay when the battery is charged from an external power source and turns on the relay when the traveling motor is driven.
- the switch connected to the battery control unit and the signal line is turned on, and the battery control unit and the signal line Activation means for activating the connected charger control unit, and charging power determination for transmitting a charging power determination signal representing the calculated charging power to be charged to the battery state or the battery calculated from the battery state in the charger control unit
- the charger control unit externally outputs the calculated charging power to be charged by the battery calculated from the battery state represented by the charging power determination signal or the calculated charging power represented by the charging power determination signal.
- the switch includes a system relay, for example.
- the battery is a plurality of batteries
- the battery control unit is a plurality of battery control units corresponding to the respective batteries and communicating with the charger control unit, and a switch. Is a plurality of switches connected by power lines between each battery and the charger, and the charger control unit calculates the calculated charging power of the battery calculated from the battery state transmitted from each battery control unit, Alternatively, the charger is controlled so that each battery is charged from the external power source with the calculated charging power transmitted from the battery control unit.
- the plurality of battery control units determine whether or not a corresponding battery state satisfies a chargeable condition, and among the plurality of switches, when the chargeable condition is satisfied. After turning on only the switch corresponding to the determined battery, at least one battery control unit transmits an activation command signal to the charger control unit.
- the battery control unit that monitors the state of the battery and the charger control unit that controls the charger are activated, and the battery control unit And the control part except a charger control part is not started.
- an inverter or step-up converter that is driven during traveling is provided with a travel connection switch that is connected between the battery and the battery, and the battery and the charger are connected via the power line.
- the current capacity of the charging connection switch which is a switch to be used, is made smaller than the current capacity of the traveling connection switch.
- the travel connection switch includes, for example, a system relay.
- the electric vehicle according to the present invention preferably includes a travel time connection switch connected by a power line between an inverter or boost converter that is driven during travel and the battery, and is connected by a power line between the battery and the charger.
- the connection switch at the time of charging is a MOS-FET having a current cutoff function and a MOS-FET. System relays connected in series.
- the electric vehicle according to the present invention further includes a travel connection switch that is connected by a power line between an inverter or boost converter that is driven during travel and the battery, and is connected by a power line between the battery and the charger.
- a travel connection switch that is connected by a power line between an inverter or boost converter that is driven during travel and the battery, and is connected by a power line between the battery and the charger.
- a signal indicating that a start switch that can be operated by the driver is preferably turned on when charging from an external power source.
- the travel connection switch is turned on.
- the signal indicating that the start switch is turned on when charging from an external power supply is not input, the travel connection switch is not turned on.
- a switch control unit is provided.
- the electric vehicle according to the present invention further includes a travel connection switch that is connected by a power line between an inverter or boost converter that is driven during travel and the battery, and is connected by a power line between the battery and the charger.
- a travel connection switch that is connected by a power line between an inverter or boost converter that is driven during travel and the battery, and is connected by a power line between the battery and the charger.
- a welding detection unit that detects the presence or absence of welding of a system relay included in the connection switch during charging Is provided.
- the electric vehicle according to the present invention preferably includes two power conversion units for charging the low-voltage battery, and one power conversion unit of the two power conversion units is mounted in the charger, It is activated only when charging from an external power source, the other power conversion unit of the two power conversion units is activated only when the vehicle is running, and the output capacity of one power conversion unit is the output capacity of the other power conversion unit When the signal indicating that the start switch that can be operated by the driver during charging from the external power source is input, the other power conversion unit is driven and the one power conversion unit Power conversion unit control means for stopping driving is provided.
- the power converter is a DC / DC converter or an AC / DC converter.
- a charging control method for an electric vehicle which is a battery that can be charged from an external power source, supplies electric power to a traveling motor when the vehicle is traveling,
- a battery that includes a battery that is disconnected from the motor, a charger that is connected to the battery via a power line, a switch that is connected between the charger and the battery via a power line, and a charger control that controls the charger
- a battery control unit that monitors the state of the battery. The battery control unit starts when the voltage signal is input to the battery control unit, and the battery control unit.
- the battery control unit determines whether or not the battery state satisfies a chargeable condition, and the battery control unit When it is determined that the battery controller and the signal line are turned on, the battery controller and the charger controller connected by the signal line are activated, and the charger controller, Controlling the charger so as to charge the battery from an external power source.
- a charging control method for an electric vehicle a battery that can be charged from an external power source, a charger connected to the battery via a power line, and a power line connected between the charger and the battery.
- a charging circuit including a switch to be operated, a charger control unit that controls the charger, a battery control unit that monitors the state of the battery, a relay that is connected between the traveling motor and the battery by a power line, and an external A vehicle control unit that turns off a relay when charging a battery from a power source and turns on a relay when driving a traveling motor, and a voltage signal is input to the battery control unit.
- the battery control unit is activated when the battery control unit is activated, and after the battery control unit is activated, the battery control unit determines whether the state of the battery satisfies a chargeable condition.
- the battery controller determines that the battery condition satisfies the chargeable condition, the battery controller turns on the switch connected to the signal line and connects to the battery controller and the signal line.
- a step of starting the control unit a step of transmitting a charging power determination signal representing a calculated charging power that the battery control unit should charge the battery state or the battery calculated from the battery state to the charger control unit, and charging
- the charger control unit charges the battery from the external power source with the calculated charging power to be charged from the battery state represented by the charging power determination signal or the calculated charging power represented by the charging power determination signal.
- a step of controlling the charging of the electric vehicle is activated when the battery control unit is activated, and after the battery control unit is activated, the battery control unit determines whether the state of the battery satisfies a chargeable condition.
- the battery is a plurality of batteries
- the battery control unit corresponds to each battery and communicates with the charger control unit.
- the switches are a plurality of switches connected by power lines between the respective batteries and the charger, and the charger control unit calculates the battery state calculated from the battery state transmitted from each battery control unit. Controlling the charger to charge each battery from the external power source with the calculated charging power or the calculated charging power transmitted from the battery control unit.
- the plurality of battery control units determine whether or not a corresponding battery state satisfies a chargeable condition, and charging is possible among the plurality of switches. After turning on only the switch corresponding to the battery determined to satisfy the condition, at least one battery control unit includes a step of transmitting an activation command signal to the charger control unit.
- a battery that can be charged from an external power source, a charger, and a charger controller that controls the charger And in an electric vehicle provided with the battery control part which monitors the state of a battery, the energy loss at the time of charge can be reduced and charging efficiency can be improved. That is, according to the electric vehicle of the present invention, at the time of charging, the battery control unit is activated when a voltage signal is input to the battery control unit, and the battery state determination unit determines that the state of the battery satisfies the chargeable condition.
- the switch is turned on by the starting unit, the charger control unit is started, and the charger control unit calculates the charging power calculated from the battery state transmitted from the charging power determination signal transmitting unit, or charging The charger is controlled so that the battery is charged from the external power source with the calculated charging power transmitted from the power determining signal transmitting means. For this reason, it is possible to prevent the charger controller from being unnecessarily activated during charging from an external power source, to reduce energy loss during charging, and to improve charging efficiency.
- a relay connected by a power line between the traveling motor and the battery, and an external power source Since the vehicle control unit that turns off the relay when charging the battery and turns on the relay when driving the traveling motor is provided, charging from the external power source can be performed more efficiently. That is, when charging from an external power source, the battery control unit is activated when a voltage signal is input to the battery control unit, and the battery charger determines that the battery state is determined to satisfy the chargeable condition by the battery state determination unit.
- the control unit is activated, the relay connected between the traveling motor and the battery is turned off, so the traveling motor is connected to the traveling motor side rather than the relay to drive the inverter. There is no need to boot the system. For this reason, it is possible to save power during charging and improve charging efficiency.
- the relay connected between the traveling motor and the battery is turned on, so that electric power from the battery is supplied to the traveling motor side so that the vehicle can travel using the traveling motor.
- the battery is a plurality of batteries
- the battery control unit is a plurality of battery control units corresponding to each battery and communicating with the charger control unit
- the switch is provided between each battery and the charger.
- the charger control unit calculates the calculated charging power of the battery calculated from the battery state transmitted from each battery control unit or the calculated charging power transmitted from the battery control unit.
- the charging is a switch that includes a travel connection switch that is connected between an inverter or boost converter that is driven during travel and the battery, and is connected by a power line between the battery and the charger.
- the charging time connection switch is connected in series with the MOS-FET having a current cutoff function and the MOS-FET According to the configuration including the system relay, it is not necessary to provide the system relay with a current interruption function, and the charging efficiency can be improved by reducing the size and loss of the system relay.
- the electric vehicle includes a travel connection switch connected between an inverter or a DC / DC converter that is driven during travel and a battery, and a switch connected by a power line between the battery and the charger.
- a travel connection switch connected between an inverter or a DC / DC converter that is driven during travel and a battery
- a switch connected by a power line between the battery and the charger.
- the travel connection switch control means which does not turn on the travel connection switch
- FIG. 1 is a block diagram illustrating a configuration of a hybrid vehicle according to a first embodiment of the present invention. It is a figure which shows the circuit of the one part structure of FIG. It is a figure which shows the circuit containing the power control unit of FIG.
- FIG. 3 is a block diagram showing in detail a configuration of a battery ECU in FIG. 2. It is a flowchart for demonstrating the charge control method of the hybrid vehicle of the 1st Embodiment of this invention. It is a flowchart for demonstrating the charge control method of the hybrid vehicle of the 2nd Embodiment of this invention. In the 3rd Embodiment of this invention, it is a figure which shows the circuit of a one part structure of a hybrid vehicle.
- FIG. 1 is a block diagram illustrating a configuration of a hybrid vehicle according to a first embodiment of the present invention. It is a figure which shows the circuit of the one part structure of FIG. It is a figure which shows the circuit containing the power control unit of FIG.
- FIG. 8 is a diagram for explaining a signal transmission / reception path in a part of the circuit of FIG. 7.
- the 4th Embodiment of this invention it is a figure which shows the circuit of a part of structure of a hybrid vehicle.
- the 4th Embodiment of this invention it is a block diagram which shows the structure of each battery ECU.
- the hybrid vehicle which is an electric vehicle according to the present invention, it is a schematic circuit diagram showing a configuration for externally charging a plurality of high voltage batteries.
- FIG. 1 is a block diagram showing the configuration of the hybrid vehicle of the present embodiment.
- FIG. 2 is a diagram showing a circuit having a partial configuration of FIG.
- FIG. 3 is a diagram showing a circuit including the power control unit of FIG.
- FIG. 4 is a block diagram showing in detail the configuration of the battery ECU of FIG.
- FIG. 5 is a flowchart for illustrating the charge control method for the hybrid vehicle of the present embodiment.
- the electric vehicle of the present invention is applied to a hybrid vehicle that is an electric vehicle that travels using at least one of an engine and a traveling motor as a traveling power source.
- the present invention is not limited to such a configuration, and can be applied to the case where the electric vehicle is an electric vehicle that travels using only the traveling motor as a traveling power source.
- a hybrid vehicle 10 that is an electric vehicle according to the present embodiment includes an engine 12, a generator (MG1) 14 that is a first motor generator, and a traveling motor that is a second motor generator. (MG2) 16, and the generator 14 and the traveling motor 16 are controlled by a motor control unit 18.
- MG1 generator
- MG2 traveling motor
- MG2 generator
- the generator 14 and the traveling motor 16 are controlled by a motor control unit 18.
- the hybrid vehicle 10 includes a vehicle control unit 20 and outputs a control signal to the engine 12 based on signals input from an accelerator opening sensor, a shift lever position sensor, a vehicle speed sensor, and the like (not shown) and motor control.
- a signal corresponding to a torque command value to be output to the generator 14 and the traveling motor 16 is output to the unit 18.
- at least one of the engine 12 and the traveling motor 16 is used as a traveling power source to drive a wheel (not shown).
- the generator 14 is a three-phase AC motor and can be used as a motor for starting the engine 12.
- the traveling motor 16 is a three-phase AC motor, and can be used as a generator, that is, for power regeneration.
- traveling motor and “generator” are distinguished for convenience, but in the present embodiment, both are motor generators having both functions. However, in the present invention, as the “traveling motor”, one having a function of only a motor can be used.
- the driving state of the generator 14 and the traveling motor 16 is controlled by a motor control unit 18 via a power control unit (PCU) 22.
- the power control unit 22 has a buck-boost converter 24. That is, the power control unit 22 includes a generator inverter (MG1 inverter) 26, a travel motor inverter (MG2 inverter) 28, a step-up / down converter 24, a first capacitor 30 and a second capacitor 32. .
- a travel connection switch is connected to a positive line and a negative line connecting the high voltage battery 36 and both ends of the first capacitor, and a relay 34 controlled to be opened and closed by the vehicle control unit 20 or the motor control unit 18 is connected. is doing.
- the motor control unit 18 (FIG. 1) outputs drive control signals for the generator 14 and the traveling motor 16 to the inverters 26 and 28, respectively, and the inverters 26 and 28 respectively generate the generator 14 based on the drive control signals. And each of the traveling motors 16 is driven.
- the step-up / step-down converter 24 can boost the DC voltage supplied from the high-voltage battery 36 mounted on the hybrid vehicle 10 (FIG. 1) via the first capacitor 30 and supply the boosted voltage to the second capacitor 32.
- the relay 34 is turned on or off by a signal from the motor control unit 18 or the vehicle control unit 20 (FIG. 1).
- the buck-boost converter 24 boosts the DC voltage in response to the on-time and off-time of a switching element such as a transistor (not shown) in response to a signal from the motor control unit 18 (FIG. 1). 2 has a function of supplying to the capacitor 32.
- the second capacitor 32 smoothes the DC voltage from the buck-boost converter 24 and supplies the smoothed DC voltage to the generator inverter 26 and the travel motor inverter 28.
- the generator inverter 26 converts the DC voltage into an AC voltage based on a signal corresponding to the torque command value from the motor control unit 18 (FIG. 1). Then, the generator 14 is driven. Further, when the DC voltage from the second capacitor 32 is supplied, the traveling motor inverter 28 converts the DC voltage into an AC voltage based on a signal corresponding to the torque command value from the motor control unit 18 and travels. The motor 16 is driven.
- the generator inverter 26 converts the AC voltage generated by the generator 14 into a DC voltage based on a signal from the motor control unit 18 (FIG. 1), and converts the converted DC voltage to the second capacitor 32.
- the traveling motor inverter 28 converts the AC voltage generated by the traveling motor 16 into a DC voltage based on a signal from the motor control unit 18 during regenerative braking of the hybrid vehicle 10 (FIG. 1).
- a DC voltage is supplied to the buck-boost converter 24 via the second capacitor 32.
- the DC voltage thus supplied to the step-up / down converter 24 is supplied to the high voltage battery 36 via the first capacitor 30 and the high voltage battery 36 is charged.
- the engine 12, the vehicle control unit 20, the motor control unit 18, and the power control unit 22 are each connected by a signal line 108.
- the high voltage battery 36 is a commercial power source and can be charged from an external power source 38 (FIG. 2) which is an AC power source. That is, the high voltage battery 36 can supply power to the traveling motor 16 and can be charged from the external power source 38.
- the voltage of the high voltage battery 36 is, for example, 200V.
- the hybrid vehicle 10 of the present embodiment includes a charging circuit 40, a battery ECU 42 that is a battery control unit that monitors the state of the high voltage battery 36, and an auxiliary low voltage battery 44 (see FIG. 1). 2).
- the charging circuit 40 includes a plug 46 that can be connected to an external power source 38 (FIG. 2), a high-voltage cable 48 to which the plug 46 is connected, a charging connector 50 connected to the high-voltage cable 48, and a charging connector 50.
- a charging inlet 51 (FIG. 2) that is a charging port that can be connected to the charging inlet 51, a charger unit 52 connected to the charging inlet 51, and a charging connection switch 54 connected between the high-voltage battery 36 and the charger unit 52. And have.
- the relay 34 As shown in FIG. 1, between the power control unit 22 and the generator 14 and the traveling motor 16, and between the power control unit 22, the relay 34, the high voltage battery 36, the charging connection switch 54, and the charger unit 52. Between the charger unit 52 and the charging inlet 51 and between the charging connector 50 and the plug 46 are connected by a power line 106 called a power line.
- the high voltage system cable 48 constitutes the power line 106.
- the charging connector 50 when the charging connector 50 is connected to the charging inlet 51 installed in the vehicle body 56, the external power supply 38 is connected to the external power supply 38 via the high-voltage cable 48 and the plug 46 led out from the vehicle body 56.
- the charging inlet 51 is a power interface for receiving charging power from an external power supply 38 outside the vehicle.
- Charging connector 50 outputs CPLT, which is a voltage signal, to battery ECU 42 when connected to external power supply 38.
- CPLT is a voltage signal generated by a CPLT generator included in a CCID (Charging Circuit Interrupt Device) 58, for example, a control pilot circuit (not shown), and is output to the battery ECU 42 via the charging connector 50.
- CCID Charging Circuit Interrupt Device
- CCID 58 When input to the I / O of the ECU 42, a voltage is applied to the I / O of the battery ECU 42, and the battery ECU 42 including the switch connection charger ECU activation means 70 (FIG. 4) is activated.
- the CCID 58 also has a leakage detection means.
- CPLT can also be directly generated by the charging connector 50 without generating CPLT by CCID58. For this reason, the CCID 58 or the charging connector 50 has a CPLT generator, and the CPLT generator operates by receiving power from the external power supply 38 when the external power supply 38 and the plug 46 are connected. It has the function to generate.
- the CPLT generator oscillates CPLT at a duty cycle (ratio of on-duty width to oscillation period) set based on the rated current determined for each charging cable. It is also possible to notify the battery ECU 42 of the rated current.
- the CCID 58 and the charging connector 50 are connected by a signal line (not shown), and CPLT transmitted from the CCID 58 is output to the battery ECU 42 via the charging connector 50 and the charging inlet 51.
- the CCID 58 is built in the vehicle, the high-voltage cable 48 connected to the plug 46 can be pulled into and pulled out from the vehicle, and CPLT is output from the CCID 58 to the battery ECU 42.
- a configuration similar to that of the present embodiment can also be employed.
- the charging connector 50 and the charging inlet 51 can be omitted, and the CCID 58 can be connected to the charger unit 52 via a power line.
- a housing portion that enables winding or drawing of the high-voltage cable 48 can be provided in the vehicle body. At the time of charging, the high-voltage cable 48 is pulled out from the vehicle body, and the plug 46 is connected to the external power source 38.
- the charger unit 52 includes a charger 60 and a charger ECU 62 that is a charger controller that controls the charger 60, and the charging connector 50 and the charger 60 are connected to the power line 106. Are connected by a high-voltage cable 64 constituting the.
- the charger 60 includes an AC / DC converter (not shown) that converts an alternating current input from the charging connector 50 into a direct current.
- the charging connection switch 54 includes two system relays S1a and S1b connected in parallel to each other, and a semiconductor switching element M1 having a current blocking function connected in series to each of the system relays S1a and S1b. Prepare. A resistor is connected in series to the system relay S1a on one side of the two system relays S1a and S1b. For example, only one of the two system relays S1a and S1b is connected and the other is disconnected.
- the semiconductor switching element M1 is, for example, a MOS-FET and is used for current interruption, and the system relays S1a and S1b are used for physical circuit disconnection.
- the charging connection switch 54 connects one system relay S1a (or S1b) of the two system relays S1a and S1b and the semiconductor switching element M1.
- the battery ECU 42 is connected to the charging connector 50, the charging connection switch 54, the high voltage battery 36, and the charger ECU 62 through signal lines 116, 112, 110, and 114, which are low voltage cables, respectively.
- the battery ECU 42 receives a detection signal indicating a temperature, a current value, a voltage value, and the like of the high voltage battery 36 from a sensor provided on the high voltage battery 36 side after activation, and is in a battery state from the input detection signal.
- the state of charge (SOC) that is the amount of charge of the battery 36 is estimated and monitored.
- the SOC represents the ratio of the current charge amount with respect to the full charge amount in the high-voltage battery 36. For example, the unit is defined as%.
- the battery ECU 42 determines that the state of the high voltage battery 36, for example, the state of the SOC, the temperature of the high voltage battery 36, the presence or absence of electric leakage of the high voltage battery 36, and the like satisfy the preset chargeable condition.
- the connection switch 54 By outputting a connection command signal to the connection switch 54, the connection switch 54 at the time of charging is connected, the charger ECU 62 is activated, and a signal indicating the battery state is transmitted to the charger ECU 62. That is, as shown in FIG. 4, the battery ECU 42 includes a battery state determination unit 68, a switch connection charger ECU activation unit 70, and a charging power determination signal transmission unit 72.
- the battery ECU 42 is activated when CPLT is input from the charging connector 50 via the charging inlet 51 to the battery ECU 42 and voltage is applied to the battery ECU 42.
- power is supplied from the low voltage battery 44. That is, when the plug 46 is connected to the external power source 38 and the charging connector 50 is inserted into the charging inlet 51, that is, when connected, the trigger is triggered by the CPLT transmitted by the charging connector 50, and is also activated when the vehicle is running.
- the battery ECU 42 is activated.
- the voltage of the low voltage battery 44 is 12 V, for example, and is lower than the voltage of the high voltage battery 36.
- the positive and negative lines of the low voltage battery 44 are connected between the power control unit 22 and the high voltage battery 36 via a DC / DC converter 69.
- the power capacity of the DC / DC converter 69 is smaller than the power capacity of the buck-boost converter 24 (FIG. 3).
- the switching elements such as transistors constituting the buck-boost converter 24 can withstand the use in which the number of devices that are simultaneously connected to the buck-boost converter 24 and supply power is larger than that of the DC / DC converter 69. Use one with performance.
- the DC / DC converter 69 shown in FIG. 2 can convert the DC voltage supplied from the high voltage battery 36 such as 200V into a DC voltage such as 12V and supply it to the low voltage battery 44.
- the step-up / down converter 24 shown in FIG. 3 converts a DC voltage supplied from a high voltage battery 36 such as 200V into a high voltage DC voltage in a large range such as 200V to 650V, for example. It can be supplied to a load such as 16.
- the battery state determination means 68 (FIG. 4) monitors the state of the high voltage battery 36 after the battery ECU 42 is activated, and determines whether or not the state of the high voltage battery 36 satisfies all the preset chargeable conditions. To do.
- the chargeable condition is that the high voltage battery 36 is not leaking, the temperature of the high voltage battery 36 is within a reference range, the SOC of the high voltage battery 36 is within a reference range, and the high voltage battery 36 is normal. To function.
- the switch connection charger ECU activation means 70 sends a connection command signal to the connection switch 54 during charging when the battery state determination means 68 (FIG. 4) determines that the battery state satisfies all chargeable conditions. Is output, the charging connection switch 54 is connected, and the charger ECU 62 is activated.
- the charger ECU 62 is a high voltage ECU that is driven by a voltage from the high voltage battery 36.
- the charging power determination signal transmission means 72 (FIG. 4) transmits a charging power determination signal representing the estimated value of the SOC of the high voltage battery 36, which is in a battery state, to the charger ECU 62.
- the battery ECU 42 is an ECU (electric control unit) that is activated when the vehicle travels, and has information on the high-voltage battery 36 during travel, that is, stores the state of the high-voltage battery 36 during travel in the storage unit. Yes. On the other hand, the charger ECU 62 is not activated while the vehicle is running.
- the battery ECU 42 and the charger ECU are activated on the vehicle side, and the ECU that is a control unit excluding the battery ECU 42 and the charger ECU 62 is not activated.
- the charger ECU 62 When the charger ECU 62 is activated by the battery ECU 42, the power to be charged in the high voltage battery 36 from the SOC of the high voltage battery 36 indicated by the charge power determination signal transmitted from the charge power determination signal transmission means 72 (FIG. 4).
- the calculated charging power is calculated, that is, determined.
- the charger ECU 62 can also determine the calculated charging power from the SOC of the high voltage battery 36 and the temperature of the high voltage battery 36. Further, the charger ECU 62 controls the AC / DC converter included in the charger 60 so that the high voltage battery 36 is charged from the external power source 38 with the determined calculated charging power.
- the vehicle control unit 20 (FIG. 1) turns off the relay 34 (FIGS.
- the vehicle control unit 20 connects the relay 34 when the vehicle is started, that is, when a start switch (not shown) corresponding to the ignition switch is turned on.
- the battery ECU 42 and the high voltage battery 36 are connected by a signal line 110
- the battery ECU 42 and the charging connection switch 54 are connected by a signal line 112
- the battery ECU 42 and the charger are connected.
- the ECU is connected by a signal line 114
- the battery ECU 42 and the charging connector 50 are connected by a signal line 116.
- step S2 the battery ECU 42 is activated when CPLT output from the charging connector 50 is input to the battery ECU 42.
- step S3 the battery state determination unit 68 determines whether or not the state of the high voltage battery 36 satisfies all of the chargeable conditions based on a signal transmitted from the high voltage battery 36 through the signal line 110 after the battery ECU 42 is activated. Determine.
- step S4 the switch connection charger ECU activation means 70 sends a connection command signal to the connection switch 54 during charging via the signal line 112 when the battery state determination means 68 determines that all the chargeable conditions are satisfied. Then, the charging connection switch 54 is connected, and an activation command signal is transmitted to the charger ECU 62 through the signal line 114 to activate the charger ECU 62.
- step S5 the charging power determination signal transmission means 72 transmits a charging power determination signal representing the SOC of the high voltage battery 36 in the battery state from the battery ECU 42 to the charger ECU 62 through the signal line 114. Then, in step S6, the charger ECU 62 calculates calculated charging power, which is charging power to be charged by the high voltage battery 36, from the SOC of the high voltage battery 36 represented by the charging power determination signal. In step S7, the charger ECU 62 The charger 60 is controlled so that the high voltage battery 36 is charged from the external power source 38 with the calculated charging power calculated. That is, when the high voltage battery 36 can be charged with the calculated charging power, the charger ECU 62 cuts off the current input from the external power source 38 to the high voltage battery 36 by the AC / DC converter included in the charger 60.
- the battery 36 that can be charged from the external power source 38, the charger 60, the charger ECU 62 that controls the charger 60, and the high-voltage battery.
- the hybrid vehicle including the battery ECU 42 that monitors the state 36 energy loss during charging can be reduced and charging efficiency can be improved. That is, according to the hybrid vehicle of the present embodiment, at the time of charging, when the voltage signal CPLT is input from the charging connector 50 to the battery ECU 42, the battery ECU 42 is activated. When it is determined that the state satisfies the chargeable condition, the switch connection charger control unit activation unit 70 turns on the charge connection switch 54 and activates the charger ECU 62.
- the charger ECU 62 controls the charger 60 so as to charge the high voltage battery 36 from the external power source 38 with the calculated charging power of the high voltage battery 36 calculated from the SOC transmitted from the charging power determination signal transmission means 72. To do. For this reason, it is possible to prevent the charger ECU 62 from being activated unnecessarily during charging from the external power supply 38, reduce energy loss during charging, and improve charging efficiency.
- the relay 34 is connected between the traveling motor 16 and the high voltage battery 36 by the power line, and the relay 34 is turned off when the high voltage battery 36 is charged from the external power source 38.
- a vehicle control unit 20 that turns on the relay 34 when the traveling motor 16 is driven. Therefore, charging from the external power source 38 can be performed more efficiently. That is, at the time of charging from the external power supply 38, when the voltage signal CPLT is input from the charging connector 50 to the battery ECU 42, the battery ECU 42 is activated. When it is determined that the charging is satisfied, the charger ECU 62 is activated, but the relay 34 connected between the traveling motor 16 and the high voltage battery 36 is turned off.
- the charging connection switch 54 includes the system relays S1a and S1b and the semiconductor switching element M1 having a current cutoff function connected in series to the system relays S1a and S1b.
- the charging efficiency can be improved by reducing the size and the loss of the system relays S1a and S1b.
- FIG. 6 is a flowchart for explaining a charge control method for a hybrid vehicle according to the second embodiment of the present invention.
- the battery ECU 42 transmits a signal indicating the SOC of the high voltage battery 36 in the battery state to the charger ECU 62, and the charger ECU 62 receives the high voltage battery 36.
- the calculated charging power of the high voltage battery 36 is calculated from the SOC and the charger 60 is controlled to charge the high voltage battery 36 with the calculated charging power.
- the same elements as those shown in FIGS. 1 to 4 are denoted by the same reference numerals.
- the switch connection charger ECU activation means 70 of the battery ECU 42 activates the charger ECU 62 in step S4
- the switch connection charger ECU activation means 70 in step S5 Calculated charging power, which is charging power to be charged by the high voltage battery 36, is calculated from the SOC of the high voltage battery 36, and a charging power determination signal representing the calculated charging power is transmitted to the charger ECU 62.
- step S6 the charger ECU 62 controls the charger 60 so that the high voltage battery 36 is charged with the calculated charging power represented by the charging power determination signal.
- the calculation of the calculated charging power can be executed not by the charger ECU 62 but by the battery ECU 42. Since other configurations and operations are the same as those in the first embodiment, overlapping illustrations and descriptions are omitted.
- the battery ECU 42 calculates the calculated charging power before the battery ECU 42 activates the charger ECU 62. You can also
- FIG. 7 is a diagram showing a partial circuit configuration of the hybrid vehicle in the third embodiment of the present invention.
- FIG. 8 is a diagram for explaining a signal transmission / reception path in a part of the circuit of FIG.
- the hybrid vehicle of the present embodiment is equipped with a plurality of high-voltage batteries 36, 74, 76 for driving the traveling motor 16 and the generator 14.
- a plurality of high-voltage batteries 36, 74, 76 for driving the traveling motor 16 and the generator 14.
- two high-voltage batteries 36, 74 are batteries that are mounted as standard equipment on the hybrid vehicle on the vehicle manufacturer side, and the remaining one high-voltage battery 76 is It is an optional battery that can be selected as an option on the vehicle.
- three high-voltage batteries 36, 74, and 76 are mounted on the hybrid vehicle will be described, but the same applies to the case where two high-voltage batteries or four or more high-voltage batteries are mounted on the vehicle. it can.
- the hybrid vehicle of the present embodiment includes a plurality of charging connection switches 54, 78, 80 connected between the high-voltage batteries 36, 74, 76 and the charger 60, and the high-voltage batteries 36, 74, And a plurality of battery ECUs 42, 82, and 84 that are battery control units for controlling 76.
- Each charging connection switch has two system relays S1a, S1b, S2a, S2b, S3a, S3b and semiconductor switching elements M1, M2, M3 as in the case of the first embodiment. .
- Each of the battery ECUs 42, 82, 84 is similar to the case of the first embodiment shown in FIG. 4 described above, the battery state determination means 68, the switch connection charger ECU activation means 70, and the charging power determination signal. Transmission means 72.
- the low voltage battery 44 can supply power to the plurality of battery ECUs 42, 82, 84.
- each battery ECU 42, 82, 84 corresponds to each high voltage battery 36, 74, 76 and communicates with the charger ECU 62.
- Each battery state determination unit 68 determines whether or not the state of the corresponding high voltage battery 36, 74, 76 satisfies all the chargeable conditions.
- Each switch connection charger ECU activation means 70 is determined by the battery state determination means 68 to satisfy all of the chargeable conditions among the plurality of charge connection switches 54, 78, 80. After connecting only the charging connection switches 54, 78, 80 corresponding to 74, 76, the switch connection charger ECU activation means 70 included in at least one battery ECU 42, 82, 84 sends an activation command signal to the charger ECU 62.
- the charger ECU 62 is activated.
- the charger ECU 62 calculates the calculated charging power of each high voltage battery 36, 74, 76 from the SOC of the high voltage battery 36, 74, 76 which is the battery state represented by the signal transmitted from each battery ECU 42, 82, 84.
- the charger 60 is controlled to charge the high voltage batteries 36, 74, 76 from the external power source 38 with the calculated charging power.
- a CPLT voltage signal
- the battery ECUs 42, 82, 84 are activated. Further, after the battery ECUs 42, 82, and 84 are activated, the battery state determination unit 68 determines whether or not the corresponding high voltage batteries 36, 74, and 76 satisfy all the chargeable conditions, and all the chargeable conditions are satisfied. When it is determined that the charging condition is satisfied, the corresponding switch connection charger ECU activation means 70 is determined to satisfy the chargeable condition, and the charging connection switches 54, 78, 80 corresponding to the high voltage batteries 36, 74, 76 are determined.
- At least one switch connection charger ECU activation means 70 transmits the activation command signal to the charger ECU 62, and the charger The ECU 62 is activated.
- the charger ECU 62 may be configured to be activated by the activation command signal transmitted first from any of the battery ECUs 42, 82, 84, and all of the plurality of switch-connected charger ECU activation means 70 are activated.
- the charger ECU 62 may be activated when the activation command signal transmitted first is received.
- the charging power determination signal transmitting means 72 included in the battery ECUs 42, 82, 84 corresponding to the high voltage batteries 36, 74, 76 determined to satisfy the chargeable condition includes the battery ECUs 42, 82, 84. Transmits a signal representing the SOC of the high-voltage batteries 36, 74, 76, which is in a battery state, to the charger ECU 62. Then, the charger ECU 62 calculates the calculated charging power of the high voltage batteries 36, 74, 76 from the SOC of the high voltage batteries 36, 74, 76, and satisfies the chargeable condition from the external power source 38 with the calculated charging power. , 76 is charged, the charger 60 is controlled.
- the plurality of battery ECUs 42, 82, 84 correspond to the plurality of high voltage batteries 36, 74, 76, communicate with the charger ECU 62, and connect switches 54, 78 during charging. , 80 are connected between the respective high voltage batteries 36, 74, 76 and the charger 60. Further, the charger ECU 62 determines each of the battery states indicated by the charging power determination signals transmitted from the battery ECUs 42, 82, 84 corresponding to the high voltage batteries 36, 74, 76 determined to satisfy the chargeable condition. The calculated charging power of the high voltage batteries 36, 74, 76 is calculated, and the charger 60 is controlled to charge the high voltage batteries 36, 74, 76 satisfying the chargeable condition from the external power source 38 with the calculated charging power.
- all of the battery ECUs 42, 82, 84 do not monitor the battery state of the corresponding high voltage batteries 36, 74, 76 and connect the connection switches 54, 78, 80 during charging.
- the charger ECU 62 may not be activated and a signal indicating the battery state may not be transmitted to the charger ECU 62.
- the remaining two battery ECUs 82, 84 are connected to one battery ECU 42 of the plurality of battery ECUs 42, 82, 84 by a CANbus network, and one battery ECU 42 is connected to the remaining battery ECUs 82, 84. It is also possible to perform integrated control.
- the battery states of the high voltage batteries 36, 74, and 76 at the time of traveling are stored as histories in the battery ECUs 42, 82, and 84, and one battery ECU 42 reads the histories of the remaining two battery ECUs 82 and 84.
- One battery ECU 42 selects the high voltage batteries 36, 74, 76 that can be charged based on the history, and sets the connection switches 54, 78, 80 during charging corresponding to the selected high voltage batteries 36, 74, 76. Connect and activate the charger ECU 62.
- One battery ECU 42, 82, 84 transmits a signal representing the history of the battery state of the selected high voltage battery 36, 74, 76 to the charger ECU 62, and the charger ECU 62 uses the determined charging power as an external power source. From 38, the charger 60 is controlled to charge the selected high voltage batteries 36, 74, 76. Even in such a configuration, as in the case of the present embodiment, efficient charging from the external power supply 38 is possible.
- FIG. 9 is a diagram showing a circuit of a partial configuration of the hybrid vehicle in the fourth embodiment of the present invention.
- FIG. 10 is a block diagram showing the configuration of each battery ECU in the present embodiment.
- a travel time connection switch 86 is connected, which is connected when a start switch (not shown) corresponding to the ignition switch is turned on.
- the travel connection switch 86 includes semiconductor switching elements S1a, S1b, which constitute the charge connection switches 54, 78, 80 connected between the high-voltage batteries 36, 74, 76 and the charger unit 52.
- system relays SA and SB connected between the power control unit 22 and the positive or negative side of each of the high-voltage batteries 36, 74, and 76 are provided.
- a system relay SC is connected between the negative electrode side or the positive electrode side of each high voltage battery 36, 74, 76 and the power control unit 22.
- the current capacities of the connection switches 54, 78, 80 during charging are made smaller than the current capacity of the connection switch 86 during travel.
- the vehicle control unit 20 (see FIG. 1) turns off the traveling connection switch 86, which is a relay when charging the high voltage batteries 36, 74, 76 from the external power source 38 (see FIG. 2), and the traveling motor. When driving 16 (see FIG. 1 etc.), the travel connection switch 86 is controlled so that the travel connection switch 86 is turned on.
- a DC / DC converter 69 is connected to the low voltage battery 44 and supplied from the generator 14 or the traveling motor 16 (see FIG. 1 and the like) via the inverters 26 and 28 (see FIG. 3) when the vehicle is traveling. After the high voltage is stepped down by the DC / DC converter 69, it is supplied to the low voltage battery 44 and charged. Further, the AC / DC converter 88 included in the charger 60 is connected to the low voltage battery 44, and when the high voltage batteries 36, 74, 76 are charged from the external power source 38 (see FIG. 2), the voltage from the external power source 38 is AC / DC. After being stepped down by the DC converter 88, it is supplied to the low voltage battery 44 and charged.
- the output power capacity of the AC / DC converter 88 is smaller than the output power capacity of the buck-boost converter 24 (see FIG. 3). That is, the switching elements such as transistors constituting the buck-boost converter 24 have a performance that can withstand the use in which the number of devices that are simultaneously connected to the buck-boost converter 24 and supply power is larger than that of the AC / DC converter 88. Use things.
- the AC / DC converter 88 uses a device that supplies less power than the buck-boost converter 24 and has a lower power capacity than the buck-boost converter 24.
- the AC / DC converter 88 converts a high AC voltage such as 100 V supplied from the external power supply 38 into a low DC voltage such as 12 V and supplies the low voltage battery 44. That is, the hybrid vehicle of the present embodiment includes an AC / DC converter 88 and a step-up / down converter 24 that are two power conversion units for charging the low-voltage battery 44.
- the AC / DC converter 88 is mounted in the charger 60 and is activated only when charging from the external power source 38. Further, the step-up / down converter 24 is activated only when the vehicle is traveling.
- the vehicle control unit 20 includes a travel connection switch control means (not shown) and a welding detection means.
- the driving connection switch control means receives a signal indicating that a start switch (not shown) operable by the driver is turned on when charging from the external power source 38 (see FIG. 2)
- the travel connection switch 86 When the travel connection switch 86 is connected, that is, turned on, and when the signal indicating that the start switch is turned on during charging from the external power source 38 is not input, the travel connection switch 86 is not connected, that is, turned off. .
- the welding detection means detects the presence or absence of welding of the system relays S1a, S1b, S2a, S2b, S3a, S3b included in each charging connection switch 78 when the charger 60 is activated. For example, the welding detection means uses the current value detected when the connection command signal or the disconnection command signal is output to the corresponding charging connection switch 54, 78, 80, and the corresponding charging connection switch 54, 78, 80. Detect the presence or absence of welding.
- each charging connection switch 54, 78, 80 has two system relays S 1 a, S 1 b, S 2 a, S 2 b, S 3 a, S 3 b as in this embodiment, the welding detection means 92 It is also possible to shift the time point at which the presence or absence of welding of the two system relays S1a, S1b, S2a, S2b, S3a, and S3b is detected. For example, after detecting the presence or absence of welding of system relays S1a, S2a, and S3a with resistors connected in series, the presence or absence of welding of system relays S1b, S2b, and S3b without connecting resistors in series can also be detected.
- the battery ECUs 42, 82, 84 have power conversion unit control means 94.
- the power conversion unit control means 94 is the step-up / down converter 24 (see FIG. 3) to drive the AC / DC converter 88.
- the battery ECUs 42, 82, 84 do not have the power conversion unit control means 94, and another control unit that controls the AC / DC converter 88 and the step-up / down converter 24 has the power conversion unit control means 94. It can also be.
- the DC / DC converter 69 is connected to the power line to which the system relay SC is connected among the power lines connecting the high voltage battery 36 and the power control unit 22.
- the system relay SB and the system relay are connected.
- the DC / DC converter 69 can also be connected to the power line side to which the SC is connected.
- the hybrid vehicle including the battery ECU 42 that monitors the charging energy loss during charging can be reduced and charging efficiency can be improved.
- the step-up / step-down converter 24 is provided between the high-voltage batteries 36, 74, 76 and the traveling motor 16, the high-voltage batteries 36, 74, 76 can be charged from the external power source 38 without using the step-up / down converter 24.
- a hybrid vehicle capable of efficiently charging from the external power source 38 can be realized.
- the travel connection switch 86 when a signal indicating that a starter switch that can be operated by the driver is turned on when charging from the external power supply 38, the travel connection switch 86 is turned on while the charging from the external power supply 38 is performed.
- a travel time connection switch control means that does not turn on the travel time connection switch 86 is provided. For this reason, it can suppress that a high voltage is added to vehicle-mounted apparatuses, such as an electric power steering apparatus driven at the time of driving, during charging.
- the on-running connection switch 86 is turned on by turning on the start switch. Can be supplied with electric power from the high-voltage batteries 36, 74, 76. However, even in this case, control is performed so that traveling is prohibited while the vehicle is stopped. For example, when the shift lever is in the P range position, the motor control unit 18 (see FIG. 1) controls the gate motor not to be sent to the travel motor inverter 28 (see FIG. 3). Since other configurations and operations are the same as those of the third embodiment shown in FIGS. 7 to 8 described above, the same parts are denoted by the same reference numerals, and overlapping illustrations and descriptions are omitted.
- the other power conversion unit of the two power conversion units is activated only when the vehicle is running, the output capacity of one power conversion unit is
- the other power conversion unit It is also possible to employ a configuration that includes power conversion unit control means that drives the power conversion unit and stops driving one of the power conversion units.
- FIG. 11 is a schematic circuit diagram showing a configuration in which a plurality of high-voltage batteries are externally charged in a hybrid vehicle that is an electric vehicle according to the present invention.
- the hybrid vehicle shown in FIG. 11 is connected to each of a plurality of (two in the illustrated example) high-voltage batteries 36 and 74 and two high-voltage batteries 36 and 74 mounted on the vehicle, which are charged from an external power source 38.
- the first rectifier circuit unit 96, the second rectifier circuit unit 98 connected to the external power supply 38, and the charger 100 are provided.
- the charger 100 includes a switching circuit unit 102 connected to the second rectifier circuit unit 98, and a voltage conversion unit 104 provided between the switching circuit unit 102 and each first rectifier circuit unit 96.
- the switching circuit unit 102 is configured by a semiconductor switching element such as a MOS-FET, for example. Also, charging connection switches 54 and 78 are provided between the second rectifier circuit unit 98 and the high-voltage batteries 36 and 74 and between the first rectifier circuit unit 96 and the high-voltage batteries 36 and 74. . As in the above embodiments, when a charging connector (not shown) and an external power source 38 are connected and the charging connector is connected to a charging inlet (not shown), a voltage signal is transmitted from the charging connector via the charging inlet. Is transmitted to a battery ECU (not shown), and the battery ECU is activated.
- a charging connector not shown
- an external power source 38 are connected and the charging connector is connected to a charging inlet (not shown)
- a voltage signal is transmitted from the charging connector via the charging inlet. Is transmitted to a battery ECU (not shown), and the battery ECU is activated.
- the second rectifier circuit unit 98 and the charger 100 convert the alternating voltage into a direct-current voltage, and the boosted voltage is converted into the high-voltage batteries 36 and 74. And the high voltage batteries 36 and 74 are charged. Moreover, in the example shown in FIG. 11, the charger 100 and the some high voltage battery 36,74 are each connected via the output cable. Further, when charging from the external power source 38 to the high voltage batteries 36, 74, the high voltage battery 36 (or 74) having the lowest voltage among the plurality of high voltage batteries 36, 74 is used, and electric power is supplied from the external power source 38 by charging. I am doing so.
- charging power is supplied to the high-voltage batteries 36 and 74 having insufficient charging power by controlling only on and off of charging in the charger 100.
- the charger 100 includes a charger ECU 62 (see FIG. 2 and the like) that is a charger controller, and the charger ECU 62 or a battery ECU (not shown) that is a battery controller is a high-voltage battery 36, 74.
- the battery state of the battery is monitored, and if the SOC is equal to or higher than a predetermined value, charging is controlled by controlling on / off of charging so that the semiconductor switching element of the switching circuit unit 102 is turned off.
- the charger ECU 62 included in the charger 100 determines the charging power of the high-voltage batteries 36 and 74 from the battery state, and charges the high-voltage batteries 36 and 74 from the external power source 38 with the determined charging power. There is no need to control.
- Other configurations and operations are the same as those in the first embodiment shown in FIGS. 1 to 5 described above, and thus redundant description and illustration are omitted.
- the charger 100 does not include the second rectifier circuit unit 98, but the charger 100 may include the second rectifier circuit unit 98.
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Abstract
Description
なお、本発明に関連する先行技術文献として、特許文献1,2の他に特許文献3から特許文献5がある。
なお、スイッチは、例えば、システムリレーを含む。
以下において、図面を用いて本発明に係る実施の形態につき詳細に説明する。図1から図4は、本発明の実施の形態の第1例を示している。図1は、本実施の形態のハイブリッド車両の構成を示すブロック図である。図2は、図1の一部の構成の回路を示す図である。図3は、図2のパワーコントロールユニットを含む回路を示す図である。図4は、図2のバッテリECUの構成を詳しく示すブロック図である。図5は、本実施の形態のハイブリッド車両の充電制御方法を説明するためのフローチャートである。
図6は、本発明の第2の実施の形態のハイブリッド車両の充電制御方法を説明するためのフローチャートである。上記の第1の実施の形態では、図1を参照するように、バッテリECU42が、充電器ECU62にバッテリ状態である高圧バッテリ36のSOCを表す信号を送信し、充電器ECU62が、高圧バッテリ36のSOCから高圧バッテリ36の算出充電電力を算出し、算出充電電力で高圧バッテリ36を充電させるように充電器60を制御する場合を説明した。なお、以下の説明では、上記の図1から図4に示した要素と同等の要素には同一の符号を付して説明する。
図7は、本発明の第3の実施の形態において、ハイブリッド車両の一部の構成の回路を示す図である。図8は、図7の一部の回路において、信号送受信経路を説明するための図である。
図9は、本発明の第4の実施の形態において、ハイブリッド車両の一部の構成の回路を示す図である。図10は、本実施の形態において、各バッテリECUの構成を示すブロック図である。
Claims (8)
- 外部電源から充電可能なバッテリであって、車両走行時に走行用モータに電力を供給し、外部電源からの充電時には走行用モータとの間が切り離されるバッテリと、バッテリに電力線により接続される充電器と、充電器とバッテリとの間に電力線により接続されるスイッチとを含む充電回路と、
充電器を制御する充電器制御部と、
バッテリの状態を監視するバッテリ制御部と、
を備え、
バッテリ制御部は、
電圧信号がバッテリ制御部に入力された場合に起動するバッテリ制御部であって、
バッテリ制御部の起動後に、バッテリの状態が充電可能条件を満たすか否かを判定するバッテリ状態判定手段と、
バッテリ状態判定手段によりバッテリの状態が充電可能条件を満たすと判定された場合に、バッテリ制御部と信号線により接続されるスイッチをオンし、バッテリ制御部と信号線により接続される充電器制御部を起動させる起動手段と、を含み、
充電器制御部は、外部電源からバッテリを充電させるように充電器を制御する電動車両。 - 外部電源から充電可能なバッテリと、バッテリに電力線により接続される充電器と、充電器とバッテリとの間に電力線により接続されるスイッチとを含む充電回路と、
充電器を制御する充電器制御部と、
バッテリの状態を監視するバッテリ制御部と、
バッテリからの電力の供給により駆動する走行用モータと、
走行用モータとバッテリとの間に電力線により接続されるリレーと、
外部電源からバッテリを充電する場合にリレーをオフし、走行用モータを駆動する場合にリレーをオンする車両制御部と、
を備え、
バッテリ制御部は、
電圧信号がバッテリ制御部に入力された場合に起動するバッテリ制御部であって、
バッテリ制御部の起動後に、バッテリの状態が充電可能条件を満たすか否かを判定するバッテリ状態判定手段と、
バッテリ状態判定手段によりバッテリの状態が充電可能条件を満たすと判定された場合に、バッテリ制御部と信号線により接続されるスイッチをオンし、バッテリ制御部と信号線により接続される充電器制御部を起動させる起動手段と、
充電器制御部にバッテリ状態、またはバッテリ状態から算出されるバッテリに充電させるべき算出充電電力を表す充電電力決定用信号を送信する充電電力決定用信号送信手段と、
を含み、
充電器制御部は、充電電力決定用信号が表すバッテリ状態から算出されるバッテリに充電させるべき算出充電電力、または充電電力決定用信号が表す算出充電電力で外部電源からバッテリを充電させるように充電器を制御する電動車両。 - 請求項1または請求項2に記載の電動車両において、
バッテリは、複数のバッテリであり、
バッテリ制御部は、それぞれのバッテリに対応し、充電器制御部と通信する複数のバッテリ制御部であり、
スイッチは、それぞれのバッテリと充電器との間に電力線により接続される複数のスイッチであり、
充電器制御部は、それぞれのバッテリ制御部から送信されるバッテリ状態から算出されるバッテリの算出充電電力、またはバッテリ制御部から送信される算出充電電力で外部電源からそれぞれのバッテリを充電させるように充電器を制御する電動車両。 - 請求項3に記載の電動車両において、
複数のバッテリ制御部は、対応するバッテリの状態が充電可能条件を満たすか否かを判定し、複数のスイッチのうち、充電可能条件を満たすと判定されたバッテリに対応するスイッチのみをオンした後に、少なくとも1のバッテリ制御部が、充電器制御部に起動指令信号を送信する電動車両。 - 外部電源から充電可能なバッテリであって、車両走行時に走行用モータに電力を供給し、外部電源からの充電時には走行用モータとの間が切り離されるバッテリと、バッテリに電力線により接続される充電器と、充電器とバッテリとの間に電力線により接続されるスイッチとを含む充電回路と、
充電器を制御する充電器制御部と、
バッテリの状態を監視するバッテリ制御部と、
を備える電動車両の充電制御方法であって、
電圧信号がバッテリ制御部に入力された場合にバッテリ制御部が起動するステップと、
バッテリ制御部の起動後に、バッテリ制御部がバッテリの状態が充電可能条件を満たすか否かを判定するステップと、
バッテリ制御部によりバッテリの状態が充電可能条件を満たすと判定された場合に、バッテリ制御部と信号線により接続されるスイッチをオンし、バッテリ制御部と信号線により接続される充電器制御部を起動させるステップと、
充電器制御部が、外部電源からバッテリを充電させるように充電器を制御するステップと、を含む電動車両の充電制御方法。 - 外部電源から充電可能なバッテリと、バッテリに電力線により接続される充電器と、充電器とバッテリとの間に電力線により接続されるスイッチとを含む充電回路と、
充電器を制御する充電器制御部と、
バッテリの状態を監視するバッテリ制御部と、
走行用モータとバッテリとの間に電力線により接続されるリレーと、
外部電源からバッテリを充電する場合にリレーをオフし、走行用モータを駆動する場合にリレーをオンする車両制御部と、
を備える電動車両の充電制御方法であって、
電圧信号がバッテリ制御部に入力された場合にバッテリ制御部が起動するステップと、
バッテリ制御部の起動後に、バッテリ制御部がバッテリの状態が充電可能条件を満たすか否かを判定するステップと、
バッテリ制御部によりバッテリの状態が充電可能条件を満たすと判定された場合に、バッテリ制御部と信号線により接続されるスイッチをオンし、バッテリ制御部と信号線により接続される充電器制御部を起動させるステップと、
バッテリ制御部が、充電器制御部にバッテリ状態、またはバッテリ状態から算出されるバッテリに充電させるべき算出充電電力を表す充電電力決定用信号を送信するステップと、
充電器制御部が、充電電力決定用信号が表すバッテリ状態から算出されるバッテリに充電させるべき算出充電電力、または充電電力決定用信号が表す算出充電電力で外部電源からバッテリを充電させるように充電器を制御するステップと、を含む電動車両の充電制御方法。 - 請求項5または請求項6に記載の電動車両の充電制御方法において、
バッテリは、複数のバッテリであり、
バッテリ制御部は、それぞれのバッテリに対応し、充電器制御部と通信する複数のバッテリ制御部であり、
スイッチは、それぞれのバッテリと充電器との間に電力線により接続される複数のスイッチであり、
充電器制御部が、それぞれのバッテリ制御部から送信されるバッテリ状態から算出されるバッテリの算出充電電力、またはバッテリ制御部から送信される算出充電電力で外部電源からそれぞれのバッテリを充電させるように充電器を制御するステップを含む電動車両の充電制御方法。 - 請求項7に記載の電動車両の充電制御方法において、
複数のバッテリ制御部は、対応するバッテリの状態が充電可能条件を満たすか否かを判定し、複数のスイッチのうち、充電可能条件を満たすと判定されたバッテリに対応するスイッチのみをオンした後に、少なくとも1のバッテリ制御部が、充電器制御部に起動指令信号を送信するステップを含む電動車両の充電制御方法。
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CN102164771A (zh) | 2011-08-24 |
US8143843B2 (en) | 2012-03-27 |
JP4438887B1 (ja) | 2010-03-24 |
CN102164771B (zh) | 2014-04-16 |
DE112009002329T5 (de) | 2012-01-19 |
US20110169448A1 (en) | 2011-07-14 |
JP2010081734A (ja) | 2010-04-08 |
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