WO2011155014A1 - Dispositif de commande de sortie d'énergie pour véhicule et procédé de commande de sortie d'énergie pour véhicule - Google Patents

Dispositif de commande de sortie d'énergie pour véhicule et procédé de commande de sortie d'énergie pour véhicule Download PDF

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Publication number
WO2011155014A1
WO2011155014A1 PCT/JP2010/059614 JP2010059614W WO2011155014A1 WO 2011155014 A1 WO2011155014 A1 WO 2011155014A1 JP 2010059614 W JP2010059614 W JP 2010059614W WO 2011155014 A1 WO2011155014 A1 WO 2011155014A1
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Prior art keywords
batteries
battery
vehicle
control device
current
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PCT/JP2010/059614
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English (en)
Japanese (ja)
Inventor
遠齢 洪
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トヨタ自動車株式会社
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Priority to PCT/JP2010/059614 priority Critical patent/WO2011155014A1/fr
Publication of WO2011155014A1 publication Critical patent/WO2011155014A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—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 different nominal voltages
    • 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
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to power control of a vehicle including a plurality of batteries that can be connected in parallel to an electric load.
  • Patent Document 1 discloses a plurality of batteries that can be connected in parallel to an electric load, and a voltage that is respectively connected between the plurality of batteries and the electric load.
  • a technique for operating a plurality of converters to reduce a voltage difference between a plurality of batteries and then connecting the plurality of batteries to an electric load in parallel is disclosed.
  • Patent Document 1 is a technique that requires a plurality of batteries to be connectable to an electrical load via a plurality of converters and to control those converters. Therefore, the technique of Patent Literature 1 not only requires a complicated circuit configuration and control, but also cannot be applied to a configuration in which a plurality of batteries are simply connected in parallel to an electric load without going through a plurality of converters.
  • the present invention has been made to solve the above-described problems, and an object of the present invention is to easily reduce a voltage difference between a plurality of batteries in a vehicle including a plurality of batteries that can be connected in parallel to an electric load. It is to detect with high accuracy by control.
  • the vehicle power control apparatus controls the power of a vehicle including a plurality of batteries that can be connected in parallel to an electric load.
  • the power control device includes a switching circuit and a resistance element provided on an energization path that connects a plurality of batteries, and a control device that controls the switching circuit.
  • the control device controls the open / close circuit so as to form an energization path, detects a circulating current flowing between a plurality of batteries in a state where the energization path is formed, and determines a voltage difference between the plurality of batteries based on the circulating current. To do.
  • the control device determines that the voltage difference exceeds a predetermined value when the absolute value of the circulating current is larger than the first determination value, and the direction in which the circulating current flows when it is determined that the voltage difference exceeds the predetermined value. Based on the above, the magnitude relationship of the voltages of the plurality of batteries is determined.
  • the plurality of batteries include a first battery and a second battery.
  • the control device determines that the voltage of the first battery is larger than the voltage of the second battery when the circulating current flows in the direction of discharging from the first battery to the second battery.
  • the switching circuit includes a first relay and a second relay provided between one pole of the plurality of batteries and the electric load, and a third relay provided between the other pole of the plurality of batteries and the electric load.
  • the second relay is connected in series to the resistance element, and the second relay is connected in parallel to the first relay together with the resistance element.
  • the control device detects the circulating current in a state in which the second relay and the third relay are turned on to form an energization path that passes through the resistance element, and the first and second voltages are determined according to the magnitude relationship of the voltages determined based on the circulating current.
  • the connection state between the plurality of batteries and the electric load is switched by controlling the second and third relays.
  • control device is connected in any one of a state in which any one of the plurality of batteries is connected to the electric load and a state in which two or more of the plurality of batteries are connected in parallel to the electric load. Switch to state.
  • control device switches the connection state during traveling control of the vehicle or charging control of a plurality of batteries.
  • control device switches the connection state so as to be consumed from the electric power of the battery having a high voltage among the plurality of batteries during the traveling control of the vehicle.
  • control device switches the connection state so that charging is performed from a battery having a low voltage among the plurality of batteries during charging control of the plurality of batteries.
  • the control device is in a circulating state in which current circulates between a plurality of batteries based on a plurality of currents respectively flowing through the plurality of batteries during vehicle running control or charge control of the plurality of batteries.
  • the circulating current is detected.
  • the plurality of batteries include a first battery and a second battery.
  • the control device includes a first condition that a difference between an absolute value of the first current flowing through the first battery and an absolute value of the second current flowing through the second battery is smaller than the second determination value, and the first current and the second current When both conditions, the second condition that one of the currents flows in the discharging direction and the other current flows in the charging direction, are determined to be in the circulating state.
  • the plurality of batteries include a first battery and a second battery.
  • the vehicle further includes a first relay provided between one pole of the first battery and the electric load, and a second relay provided between one pole of the second battery and the electric load.
  • the switching circuit includes a third relay provided between the other pole of the first battery and the electric load, and a fourth relay provided between the other pole of the second battery and the electric load.
  • the resistance element is provided on a connection line connecting a point between one pole of the first battery and the first relay and a point between the one pole of the second battery and the second relay.
  • the plurality of batteries include a first battery and a second battery.
  • the vehicle further includes a first converter provided between the first battery and the electric load, and a second converter provided between the second battery and the electric load.
  • the control device controls the switching circuit, the first converter, and the second converter to form an energization path.
  • a power control method for a vehicle includes a plurality of batteries connected in parallel to an electric load, and a switching circuit and a resistance element provided on an energization path connecting the plurality of batteries.
  • a power control method performed by a vehicle control device the step of controlling an open / close circuit so as to form an energization path, the step of detecting a circulating current flowing between a plurality of batteries with the energization path closed, and a circulation Determining a voltage difference between the plurality of batteries based on the current.
  • an open / close circuit (relay) is controlled to form an energization path that connects a plurality of batteries, and a voltage difference between the batteries is determined based on a value obtained by detecting a circulating current flowing between the batteries in that state. To do. Therefore, the voltage difference can be detected with high accuracy by a simple control of controlling the switching circuit.
  • FIG. 1 is an overall block diagram (part 1) of a vehicle. It is a functional block diagram (the 1) of ECU. It is the figure which illustrated the ON / OFF state of each relay under loop control. It is a flowchart (the 1) which shows the process sequence of ECU. It is a functional block diagram (the 2) of ECU. It is a flowchart (the 2) which shows the process sequence of ECU. It is a flowchart (the 3) which shows the process sequence of ECU. It is a functional block diagram (the 3) of ECU. It is a flowchart (the 4) which shows the process sequence of ECU.
  • FIG. 3 is an overall block diagram (part 2) of the vehicle.
  • FIG. 3 is an overall block diagram (part 3) of the vehicle.
  • FIG. 1 is an overall block diagram of a vehicle 100 equipped with a power control apparatus according to the first embodiment.
  • vehicle 100 includes a power supply device including a first power supply 110 and a second power supply 110A, a PCU (Power Control Unit) 120 that is a drive device (electric load), and a motor generator (MG). 130, a power transmission gear 140, a drive wheel 150, and an ECU (Electronic Control Unit) 300 that is a control device.
  • a power supply device including a first power supply 110 and a second power supply 110A, a PCU (Power Control Unit) 120 that is a drive device (electric load), and a motor generator (MG). 130, a power transmission gear 140, a drive wheel 150, and an ECU (Electronic Control Unit) 300 that is a control device.
  • PCU Power Control Unit
  • MG motor generator
  • ECU Electronic Control Unit
  • the present invention is applicable to all electric vehicles including hybrid vehicles that generate driving force by an engine and a motor generator, electric vehicles that do not have an engine, and fuel cell vehicles.
  • the first power supply 110 includes a battery B1 and a system main relay SMR1 (hereinafter simply referred to as “SMR1”).
  • Battery B1 is configured to be chargeable / dischargeable.
  • the battery B1 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, and a storage element such as an electric double layer capacitor.
  • Battery B1 is connected to PCU 120 via power line PL1 and ground line NL1.
  • Battery B ⁇ b> 1 supplies power for generating driving force of vehicle 100 to PCU 120.
  • Battery B1 stores the electric power generated by MG 130.
  • Battery B1 outputs a voltage of about 200 volts, for example.
  • SMR1 includes relays H1, P1, L1 and a resistor R1.
  • Relays H1 and L1 have one end connected to the positive electrode and the negative electrode of battery B1, respectively, and the other end connected to power line PL1 and ground line NL1 connecting first power supply 110 and PCU 120, respectively.
  • the relay P1 is connected in parallel to the relay H1 together with the resistor R1 connected in series.
  • Relays H1, P1, and L1 are independently controlled by control signals SH1, SP1, and SL1 from ECU 300 to switch between connection and disconnection between battery B1 and PCU 120.
  • the resistor R1 functions as a current reducing resistor for reducing an inrush current that flows rapidly to charge the capacitor C1 when the SMR 1 is turned on (closed).
  • relays L1 and P1 are first turned on. Then, after the capacitor C1 is charged with a low current, the relay H1 is turned on and the relay P1 is turned off (opened).
  • the second power supply 110A is connected to the PCU 120 in parallel with the first power supply 110.
  • Second power supply 110A includes a battery B2 and a system main relay SMR2 (hereinafter simply referred to as “SMR2”).
  • SMR2 includes relays H2, P2, L2 and a resistor R2. Since the configurations and functions of battery B2, relays H2, P2, L2, and resistor R2 are the same as those of battery B1, relays H1, P1, L1, and resistor R1, respectively, detailed description thereof will not be repeated.
  • PCU 120 includes a converter 121, an inverter 122, and capacitors C1 and C2.
  • Converter 121 is connected to power line PL1 and ground line NL1, and power line HPL and ground line NL1.
  • Converter 121 is controlled by control signal PWC from ECU 300 and performs voltage conversion between power line PL1 and ground line NL1, power line HPL and ground line NL1.
  • the inverter 122 is connected to the converter 121 via the power line HPL and the ground line NL1. Inverter 122 is controlled by control signal PWI from ECU 300 and converts the DC power supplied from converter 121 into AC power for driving MG 130. Inverter 122 also converts AC power generated by MG 130 into DC power that can charge batteries B1 and B2.
  • Capacitor C1 is connected between power line PL1 and ground line NL1, and reduces voltage fluctuation between power line PL1 and ground line NL1.
  • Capacitor C2 is connected between power line HPL and ground line NL1, and reduces voltage fluctuation between power line HPL and ground line NL1.
  • MG 130 is an AC rotating electric machine, for example, a permanent magnet type synchronous motor including a rotor in which a permanent magnet is embedded.
  • the output torque of the MG 130 is transmitted to the drive wheels 150 via the power transmission gear 140 constituted by a speed reducer and a power split mechanism, thereby causing the vehicle 100 to travel.
  • MG 130 can generate power by the rotational force of drive wheel 150 during regenerative braking operation of vehicle 100. Then, the generated power is converted by the PCU 120 into charging power for the power supply devices (batteries B1 and B2).
  • the vehicle 100 includes voltage sensors 112 and 112A and current sensors 114, 115, and 116.
  • the voltage sensor 112 detects the voltage V1 of the battery B1.
  • Voltage sensor 112A detects voltage V2 of battery B1.
  • Current sensor 114 detects current is flowing between PCU 120 and power supply devices (batteries B1 and B2).
  • Current sensor 115 detects current ib1 flowing through battery B1.
  • Current sensor 116 detects current ib2 flowing through battery B2.
  • Each of these sensors outputs a detection result to ECU 300.
  • the current ib1 has a positive value when the current ib1 flows in the direction of discharging from the battery B1, and the current ib1 has a negative value when the current ib1 flows in the direction of charging of the battery B1.
  • the current ib2 has a positive value when the current ib2 flows in the direction of discharging from the battery B2, and the current ib2 becomes negative when the current ib2 flows in the direction of charging of the battery B2.
  • ECU 300 includes a CPU (Central Processing Unit) and a memory (not shown in FIG. 1), and generates control signals for controlling each device based on information stored in the memory and signals from each sensor and the like. To do. ECU 300 controls vehicle 100 and each device by outputting the generated control signal to each device. These controls are not limited to processing by software, but can also be processed by dedicated hardware (electronic circuit).
  • the ECU 300 is shown as one unit, but it may be divided into two or more units according to the function and the control target.
  • vehicle 100 includes a charging device 200 and a connector 210 as a configuration for charging batteries B1 and B2 with electric power from outside the vehicle.
  • Connector 210 is provided on the body of vehicle 100 in order to receive AC power from external power supply 400.
  • the connector 210 is configured so that the charging connector 410 connected to the external power source 400 can be connected.
  • AC power from external power supply 400 is transmitted to charging device 200.
  • Charging device 200 converts AC power from external power supply 400 into DC power that can be charged to batteries B1 and B2 based on control signal PWE from ECU 300, and the converted DC power is supplied to batteries B1 and SMR2 via SMR1 and SMR2. B2 is supplied (hereinafter, this control is referred to as “external charging control”).
  • vehicle 100 is a so-called plug-in vehicle that can charge batteries B ⁇ b> 1 and B ⁇ b> 2 with electric power from external power supply 400.
  • the voltage difference ⁇ V can be detected from the detection values of the voltage sensors 112 and 112A, since the detection value of the voltage sensor generally includes a relatively large error, the detection accuracy of the voltage difference ⁇ V Will be lower.
  • ECU 300 controls SMR1 and SMR2 to form an energization path (hereinafter also referred to as “loop path”) through which current can circulate between batteries B1 and B2, and the detected value of current sensor 115 when the loop path is formed.
  • the voltage difference ⁇ V is detected based on ib1. Then, ECU 300 controls the connection state of batteries B1 and B2 according to the detection result of voltage difference ⁇ V.
  • FIG. 2 is a functional block diagram of the ECU 300 relating to detection of the voltage difference ⁇ V and connection of the batteries B1 and B2.
  • Each functional block shown in FIG. 2 may be realized by hardware processing using an electronic circuit or the like, or may be realized by software processing such as execution of a program.
  • ECU 300 includes a loop control unit 310, a current acquisition unit 320, a voltage difference determination unit 330, a mode setting unit 340, and a connection control unit 350.
  • the loop control unit 310 performs control (hereinafter also referred to as “loop control”) for setting the ON / OFF state of each relay of the SMR 1 and SMR 2 so as to form a loop path when a predetermined condition is satisfied.
  • the predetermined condition may be, for example, a condition that no current flows between the power supply device (batteries B1, B2) and the PCU 120 (for example, the vehicle is stopped).
  • FIG. 3 is a diagram illustrating the ON / OFF state of each relay of SMR1 and SMR2 during loop control.
  • the loop control unit 310 turns on the negative-side relays L1 and L2, and turns on the relays P1 and P2 among the positive-side relays H1, P1, H2, and P2, and turns on the relays H1 and H2. Turn off. Accordingly, the negative electrodes of the batteries B1 and B2 are connected via the relays L1 and L2, and the positive electrodes of the batteries B1 and B2 are connected via the relays P1 and P2 and the resistors R1 and R2, thereby forming a loop path.
  • the loop control unit 310 turns on the negative-side relays L1 and L2, and turns on the relays P1 and P2 among the positive-side relays H1, P1, H2, and P2, and turns on the relays H1 and H2. Turn off. Accordingly, the negative electrodes of the batteries B1 and B2 are connected via the relays L1 and L2, and the positive electrode
  • the current acquisition unit 320 acquires the current ib1 detected by the current sensor 115 when the loop path is formed, and sets the value as the circulating current iloop.
  • the voltage difference determination unit 330 determines the presence / absence of the voltage difference ⁇ V based on the absolute value of the circulating current iloop. Further, when the voltage difference determination unit 330 determines that there is a voltage difference ⁇ V (the voltage difference ⁇ V exceeds a predetermined value), the voltage V1 is based on the sign of the value of the circulating current iloop (that is, the direction in which the circulating current iloop flows). , V2 is determined. Details of each determination method will be described later.
  • the mode setting unit 340 receives the determination result of the voltage difference determination unit 330 and sets a connection mode for determining whether or not the batteries B1 and B2 can be connected in parallel to the PCU 120.
  • the connection mode is set to either a single mode that prohibits parallel connection or a double mode that allows parallel connection.
  • connection control unit 350 controls the connection state of the batteries B1 and B2 by controlling the SMR1 and the SMR2 based on the connection mode set by the mode setting unit 340.
  • connection control unit 350 prohibits turning on both SMR1 and SMR2, and prohibits parallel connection of batteries B1 and B2.
  • connection control unit 350 permits both SMR1 and SMR2 to be turned on, and permits parallel connection of batteries B1 and B2.
  • FIG. 4 is a flowchart showing a processing procedure of the ECU 300 for realizing the functions of the loop control unit 310, the current acquisition unit 320, the voltage difference determination unit 330, and the mode setting unit 340 described above.
  • S Each step of the flowchart shown below (hereinafter, step is abbreviated as “S”) may be realized by hardware processing as described above, or may be realized by software processing.
  • ECU 300 determines whether or not the vehicle is stopped. This determination is a process for determining success or failure of the predetermined condition described above, that is, a condition that no current flows between the power supply device and the PCU 120.
  • ECU 300 determines that no current is flowing between power supply unit and PCU 120, and turns on relays L1, L2, P1, and P2 in S2, and relay H1. , H2 is turned off. Thereby, a loop path between the batteries B1 and B2 is formed.
  • ECU 300 acquires current ib1 detected by current sensor 115, and sets acquired current ib1 as circulating current iloop.
  • ECU 300 determines whether or not the absolute value of circulating current iloop is larger than threshold value A.
  • the threshold value A is a value for determining the presence or absence of the voltage difference ⁇ V (whether or not the voltage difference ⁇ V is larger than a predetermined value).
  • ECU 300 determines that there is voltage difference ⁇ V (voltage difference ⁇ V is larger than a predetermined value), and in S5, the connection mode. Set to single mode. When the single mode is set, the parallel connection of the batteries B1 and B2 is prohibited as described above.
  • ECU 300 determines that there is no voltage difference ⁇ V (voltage difference ⁇ V is smaller than a predetermined value), and in S6, the connection mode is set to double mode. Set. When the double mode is set, parallel connection of the batteries B1 and B2 is permitted as described above.
  • connection mode is set to the single mode in the process of S5
  • the ECU 300 determines in S7 whether or not the circulating current iloop is positive.
  • ECU 300 When circulating current iloop (that is, current ib1) is a positive value (YES in S5), ECU 300 is in a state where battery B1 is discharged from battery B1 (that is, the direction in which circulating current iloop is the same as the direction shown in FIG. 3). In S8, it is determined that the voltage V1 is higher than the voltage V2.
  • ECU 300 when circulating current iloop (that is, current ib1) is a negative value (NO in S5), ECU 300 is in a state in which battery B2 is discharged from battery B1 (that is, circulating current iloop is in the direction shown in FIG. 3). Is a state of flowing in the opposite direction), and in S9, it is determined that the voltage V2 is higher than the voltage V1.
  • ECU 300 controls SMR1 and SMR2 to form a loop path between batteries B1 and B2, and based on detection value ib1 of current sensor 115 when the loop path is formed, batteries B1 and B2 A voltage difference ⁇ V between them is detected. Therefore, it is possible to detect the voltage difference ⁇ V between the batteries B1 and B2 with higher accuracy than when the voltage difference ⁇ V is detected from the detection values of the voltage sensors 112 and 112A including a relatively large error.
  • the present embodiment can be modified as follows, for example.
  • the current ib2 detected by the current sensor 116 may be set as the circulating current iloop.
  • the voltage V2 may be determined to be higher than the voltage V1 in S8, and the voltage V1 may be determined to be higher than the voltage V2 in S9.
  • either one of the current ib1 and the current ib2 may be selectable. By making it selectable, the circulating current iloop can be detected with high accuracy even if either one of the current sensors 115 and 116 fails.
  • the combination of relays to be turned on / off may be changed in the process of S2 in FIG.
  • the first is a combination in which relays L1, L2, H1, and P2 are turned on and relays P1 and H2 are turned off.
  • the second is a combination of turning on the relays L1, L2, P1, and H2 and turning off the relays H1 and P2.
  • only one of the resistors R1 and R2 is included in the loop path. Therefore, compared to the case where both resistors R1 and R2 are included in the loop path, the circulating current iloop can be increased, and the detection accuracy of the voltage difference ⁇ V can be improved.
  • Example 2 In the first embodiment, the configuration in which the voltage difference ⁇ V is detected and the connection mode is set while the vehicle is stopped has been described. On the other hand, in the second embodiment, the voltage difference ⁇ V is detected and the connection mode is set during the vehicle running control or the external charging control to control the connection state of the batteries B1 and B2.
  • FIG. 5 is a functional block diagram of ECU 300A according to the second embodiment. Note that, among the functional blocks shown in FIG. 5, the functional blocks having the same reference numerals as the functional blocks shown in FIG. 2 described above have already been described, and thus detailed description will not be repeated.
  • ECU 300A includes a loop control unit 310A, a current acquisition unit 320, a voltage difference determination unit 330, a mode setting unit 340, and a connection control unit 350A.
  • the loop control unit 310A performs the loop control described above when the start condition is established to form a loop path.
  • the start condition is, for example, a condition in which no current flows between the power supply device (batteries B1 and B2) and the PCU 120 or between the power supply device (batteries B1 and B2) and the charging device 200. be able to.
  • the start condition may be satisfied when the torque required for the vehicle is zero and the MG 130 is not generating power.
  • the start condition may be temporarily established by controlling the PCU 120 or the charging device 200 when possible.
  • connection control unit 350A controls the SMR1 and the SMR2 based on the determination result of the voltage difference determination unit 330 and the connection mode set by the mode setting unit 340 to control the batteries B1 and B2 during vehicle running control or external charging control. Control the connection status of.
  • FIG. 6 is a flowchart showing a processing procedure of the ECU 300A for realizing the functions of the loop control unit 310A, current acquisition unit 320, voltage difference determination unit 330, and mode setting unit 340 described above.
  • the steps shown in FIG. 6 the steps given the same numbers as the steps shown in FIG. 4 described above have already been described, and thus detailed description will not be repeated.
  • ECU 300A determines whether vehicle traveling control or external charging control is in progress. If vehicle travel control or external charge control is in progress (YES in S10), the process proceeds to S11. Otherwise (NO in S10), this process ends.
  • ECU 300A determines whether or not the connection mode is the single mode. If the connection mode is the single mode (YES in S11), the process proceeds to S12. Otherwise (NO in S11), this process ends.
  • ECU 300A determines whether or not the above-described start condition is satisfied. If the start condition is satisfied (YES in S12), the process proceeds to S13. Otherwise (NO in S12), this process ends.
  • ECU 300A determines whether or not battery B1 is being connected. When battery B1 is connected, that is, when relays H1 and L1 of SMR1 are on (YES in S13), ECU 300A further turns on relays L2 and P2 of SMR2 in S14. Thereby, a loop path passing through the resistor R2 is formed.
  • ECU 300A When battery B2 is connected, that is, when relays H2 and L2 of SMR2 are on (NO in S13), ECU 300A further turns on relays L1 and P1 of SMR1 in S15. Thereby, a loop path passing through the resistor R1 is formed.
  • the ECU 300A When the loop path is formed, the ECU 300A performs the processing of S3 to S9 described above with reference to FIG. 4 to determine the connection mode setting based on the circulating current igroup and the magnitude relationship between the voltages V1 and V2.
  • FIG. 7 is a flowchart showing a processing procedure of the ECU 300A for realizing the function of the connection control unit 350A.
  • ECU 300A determines whether or not there is a vehicle travel request. If there is a vehicle travel request (YES in S20), the process proceeds to S21.
  • ECU 300A determines whether or not the connection mode is set to the single mode in the process of S5 described above.
  • ECU 300A determines in S22 whether or not it has been determined in step S8 that voltage V1 is higher than voltage V2. If voltage V1 is higher than voltage V2 (YES in S22), the process proceeds to S23. If voltage V2 is higher than voltage V1 (NO in S22), the process proceeds to S24.
  • ECU 300A turns on SMR1 to connect battery B1 and PCU 120, and turns off SMR2 to cut off the connection between battery B2 and PCU 120.
  • ECU 300A turns on SMR2 to connect battery B2 and PCU 120, and turns off SMR1 to cut off the connection between battery B1 and PCU 120.
  • the battery with the higher voltage of the batteries B1 and B2 is connected to the PCU 120 while the connection mode is set to the single mode. .
  • the power of the battery having the higher voltage is preferentially consumed, so that the voltage difference ⁇ is reduced.
  • the circulating current iloop decreases.
  • connection mode is the double mode (NO in S21)
  • ECU 300A turns on both SMR1 and SMR2, and connects both batteries B1 and B2 to PCU 120 in parallel.
  • connection mode is changed from the single mode to the double mode at that time, and the batteries B1 and B2 are connected in parallel from the single connection of the battery B1 or the battery B2. Moved to connection. Therefore, during the traveling control of the vehicle, it is possible to shift from the traveling state by the power of one battery to the traveling state by the power of both batteries.
  • ECU 300A determines in S26 whether there is a request for external charging. For example, ECU 300A may determine that there is an external charging request when charging connector 410 is connected to connector 210. If there is an external charging request (YES in S26), the process proceeds to S27. Otherwise (NO in S26), the process is terminated.
  • ECU 300A determines whether or not the connection mode is set to the single mode in the process of S5 described above.
  • ECU 300A determines in S28 whether or not voltage V1 is determined to be higher than voltage V2 in the process of S8 described above. If voltage V1 is higher than voltage V2 (YES in S28), ECU 300A turns on SMR2 to connect battery B2 and charging device 200 in S24. When voltage V2 is higher than voltage V1 (NO in S28), ECU 300A turns on SMR1 to connect battery B1 and charging device 200 in S23.
  • the battery with the lower voltage among the batteries B1 and B2 is connected to the charging device 200 while the connection mode is set to the single mode. .
  • the battery with the lower voltage is preferentially charged, so the voltage difference ⁇ is reduced.
  • the circulating current iloop decreases.
  • ECU 300A turns on both SMR1 and SMR2 to connect both batteries B1 and B2 and charging device 200 in S25.
  • the connection mode is changed from the single mode to the double mode at that time, and both the batteries B1 and B2 are connected in parallel. Therefore, during external charging control, it is possible to shift from a state where only one battery can be charged to a state where both batteries can be charged.
  • the ECU 300A detects the voltage difference ⁇ V by the same method as that of the first embodiment during vehicle travel control or external charge control.
  • the ECU 300A determines which of the batteries B1 and B2 has a smaller voltage difference ⁇ V (that is, a battery having a higher voltage if traveling control is being performed, charging control being performed). If so, select and connect the battery with the lower voltage. As a result, the vehicle can be run and the battery can be charged even if there is a voltage difference ⁇ V, and the voltage difference ⁇ V can be reduced.
  • ECU 300A shifts both batteries to a state of being connected in parallel when voltage difference ⁇ V becomes smaller than a predetermined value with one of the batteries connected. As a result, traveling or charging using both batteries effectively becomes possible.
  • the current ib2 may be set to the circulating current iloop instead of the current ib1 in the process of S3 in FIG.
  • Example 3 In the first or second embodiment, the configuration in which the voltage difference ⁇ V is determined using one of the currents ib1 and ib2 has been described. On the other hand, in Example 3, the voltage difference ⁇ V is determined by utilizing both the currents ib1 and ib2.
  • FIG. 8 is a functional block diagram of ECU 300B according to the third embodiment.
  • the functional blocks shown in FIG. 8 the functional blocks denoted by the same reference numerals as the functional blocks shown in FIG. 2 described above have already been described, and thus detailed description thereof will not be repeated.
  • ECU 300B includes a loop control unit 310B, a current acquisition unit 320B, a voltage difference determination unit 330, a mode setting unit 340, and a connection control unit 350.
  • the loop control unit 310B performs the above-described loop control to form a loop path when the connection mode is the single mode during vehicle travel control or external charge control.
  • the current acquisition unit 320B acquires the currents ib1 and ib2 from the current sensors 115 and 116, respectively, at the time of forming the loop path, and determines whether or not the acquired currents ib1 and ib2 satisfy the setting condition.
  • This setting condition is a condition for determining whether or not the current state is a circulating state in which current is circulated between the batteries B1 and B2.
  • the setting condition is that the difference between the absolute value of the current ib1 and the absolute value of the current ib2 is smaller than the threshold value B, and the sign of the current ib1 and the sign of the current ib2 are different. Is set.
  • the current acquisition unit 320B sets the current ib1 when the currents ib1 and ib2 satisfy the set condition (when actually in a circulating state) as the circulating current iloop.
  • FIG. 9 is a flowchart showing a processing procedure of the ECU 300B for realizing the functions of the loop control unit 310B, the current acquisition unit 320B, the voltage difference determination unit 330, and the mode setting unit 340 described above. Note that among the steps shown in FIG. 9, steps having the same numbers as the steps shown in FIGS. 4 and 6 described above have already been described, and thus detailed description will not be repeated.
  • ECU 300B determines whether or not the difference between the absolute value of current ib1 and the absolute value of current ib2 is smaller than threshold value B.
  • ECU 300B determines whether or not function sgn (ib1) indicating the sign of current ib1 is different from function sgn (ib2) indicating the sign of current ib2.
  • ECU 300B determines that it is actually in a circulating state, moves the process to S3 and thereafter, sets current ib1 to circulating current iloop, and determines voltage difference ⁇ V based on circulating current igroup.
  • ECU 300B determines that the current state is not actually in a circulating state, ends the process, and does not set circulating current iloop and determine voltage difference ⁇ V based on circulating current iloop.
  • the ECU 300B forms a loop path during vehicle travel control or external charge control, and determines whether or not the actual circulation state is established using the currents ib1 and ib2. Then, ECU 300B sets current ib1 when actually determined to be in a circulating state as circulating current iloop. Therefore, it is possible to avoid that the current flowing between the batteries B1 and B2 and the load (PCU 130, charging device 200) is erroneously set as the circulating current iloop, and to improve the detection accuracy of the circulating current iloop. Therefore, erroneous determination of the voltage difference ⁇ VH can be prevented.
  • ECU 300B determines voltage difference ⁇ VH when the detection values of two current sensors 115 and 116 satisfy the setting condition. Therefore, it is possible to prevent erroneous determination due to failure of the current sensor, compared to the case where the determination of the voltage difference ⁇ VH is performed using only one current sensor. That is, when the voltage difference ⁇ VH is determined using only one current sensor, if the current sensor fails, the determination of the voltage difference ⁇ VH is performed using the detected value of the failed current sensor. Arise. On the other hand, in the third embodiment, when a failure occurs in one current sensor, the setting condition is not satisfied and the determination of the voltage difference ⁇ VH is not performed, so that erroneous determination can be avoided. .
  • FIG. 10 is an overall block diagram of the vehicle 100A according to the first modification.
  • Vehicle 100A has one end connected to the point between positive electrode of battery B1 and relays H1 and P1, and the other end between vehicle 100 shown in FIG. 1 and positive electrode of battery B2 and relays H2 and P2.
  • a connection line connected to the point, an external resistor R3 provided on the connection line, and a current sensor 117 for detecting a current ib12 flowing through the connection line are added.
  • connection line is provided with one end connected to a point between the negative electrode of the battery B1 and the relay L1, and the other end connected to a point between the negative electrode of the battery B2 and the relay L2, and an external resistor is provided on the connection line.
  • R3 may be provided.
  • the current ib12 detected by the current sensor 117 may be set to the circulating current iloop.
  • the vehicle 100 shown in the first to third embodiments includes one converter 121, the vehicle 100 may include two converters.
  • FIG. 11 is an overall block diagram of a vehicle 100B according to the second modification.
  • configurations having the same reference numerals as those shown in FIG. 1 described above have already been described, and detailed description thereof will not be repeated here.
  • vehicle 100B includes PCU 120A instead of PCU 120 of vehicle 100, and also includes converters 121-1, 121-2.
  • PCU 120A is obtained by removing converter 121 and capacitor C1 from PCU 120.
  • Converter 121-1 is provided between first power supply 110 and PCU 120.
  • Converter 121-1 includes switching elements Q1, Q2, diodes D1, D2, and reactor LA1.
  • Switching element Q1 and reactor LA1 are connected in series, and are provided between power line PL1 and the positive electrode of first power supply 110.
  • Switching element Q2 has one end connected to a point between switching element Q1 and reactor LA1, and the other end provided on ground line NL1.
  • the diode D1 is connected in parallel to the switching element Q1 with the direction from the first power supply 110 toward the PCU 120 as the forward direction.
  • the diode D2 is connected in parallel to the switching element Q2 with the direction from the negative electrode of the first power supply 110 toward the reactor LA1 as the forward direction.
  • Converter 121-2 is provided between second power supply 110A and PCU 120A.
  • Converter 121-2 includes switching elements Q3 and Q4, diodes D3 and D4, and a reactor LA2. Since the configurations and functions of switching elements Q3 and Q4, diodes D3 and D4, and reactor LA2 are the same as switching elements Q1 and Q2, diodes D1 and D2, and reactor LA1 described above, detailed description will not be repeated.
  • the converters 121-1 and 121-2 may be controlled to form a loop path between the batteries B1 and B2.
  • a loop path can be formed by turning on relays L1, L2, P1, and P2 and turning on switching element Q1 of converter 121-1 and switching element Q3 of converter 121-2.
  • the voltage difference ⁇ V may be determined by the method described in the first to third embodiments.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un dispositif de commande de véhicule, lequel comprend deux batteries (B1, B2) qui sont connectées à la charge électrique en série par des relais principaux de système (SMR1, SMR2), commande l'état marche-arrêt des relais principaux de système, forme un trajet en boucle qui est le trajet d'excitation entre les batteries, règle le courant circulant (ibloop) en tant que valeur de détection (ibl) pendant la formation du trajet en boucle d'un capteur de courant (115), et détecte les différences de tension entre les batteries sur la base du courant circulant (ibloop).
PCT/JP2010/059614 2010-06-07 2010-06-07 Dispositif de commande de sortie d'énergie pour véhicule et procédé de commande de sortie d'énergie pour véhicule WO2011155014A1 (fr)

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WO2014054368A1 (fr) * 2012-10-01 2014-04-10 株式会社豊田自動織機 Dispositif de bloc d'alimentation et procédé permettant de commuter un support de piles
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JP2012085415A (ja) * 2010-10-08 2012-04-26 Toyota Motor Corp 電源システムおよびその制御方法
WO2014054368A1 (fr) * 2012-10-01 2014-04-10 株式会社豊田自動織機 Dispositif de bloc d'alimentation et procédé permettant de commuter un support de piles
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WO2016147614A1 (fr) * 2015-03-16 2016-09-22 日本電気株式会社 Dispositif batterie de stockage, et procédé de correction de capacité
CN111114325A (zh) * 2018-10-31 2020-05-08 上海申龙客车有限公司 一种燃料电池客车的上电控制保护系统
CN111114325B (zh) * 2018-10-31 2024-05-14 上海申龙客车有限公司 一种燃料电池客车的上电控制保护系统
CN110435447A (zh) * 2019-08-30 2019-11-12 武汉力行远方电源科技有限公司 一种基于燃料电池的电动汽车高压配电系统及其控制方法
CN113328479A (zh) * 2020-02-12 2021-08-31 通用汽车环球科技运作有限责任公司 用于控制电池系统中的电功率流的方法和设备

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