WO2011158086A2 - Appareil et procédé de commande de puissance électrique pour véhicule - Google Patents

Appareil et procédé de commande de puissance électrique pour véhicule Download PDF

Info

Publication number
WO2011158086A2
WO2011158086A2 PCT/IB2011/001312 IB2011001312W WO2011158086A2 WO 2011158086 A2 WO2011158086 A2 WO 2011158086A2 IB 2011001312 W IB2011001312 W IB 2011001312W WO 2011158086 A2 WO2011158086 A2 WO 2011158086A2
Authority
WO
WIPO (PCT)
Prior art keywords
control
electric power
switches
conductive state
storage devices
Prior art date
Application number
PCT/IB2011/001312
Other languages
English (en)
Other versions
WO2011158086A3 (fr
Inventor
Wanleng Ang
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2011158086A2 publication Critical patent/WO2011158086A2/fr
Publication of WO2011158086A3 publication Critical patent/WO2011158086A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • 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
    • B60L58/22—Balancing the charge of battery modules
    • 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
    • B60L2210/14—Boost 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
    • Y02T10/64—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 invention relates to an electric power control apparatus and an electric power control method for a vehicle that is equipped with a plurality of electricity storage devices that are configured to connect to an electric device in parallel.
  • the electric vehicle has, as an electricity storage device, a battery pack that is configured to connect a plurality of battery cells in series. Therefore, if the battery cells vary in internal resistance, one of the battery cells may be charged with more than the maximum voltage when the battery cells in the battery pack are charged.
  • Japanese Patent Application Publication No. 2009-232659 (JP-A-2009-232659) describes a technology in which the charging start voltage of each of the battery cells of a battery (battery pack) is set to the lower value the greater the internal resistance of the battery cell, and in which each battery cell is discharged until its charging start voltage is reached. According to the technology disclosed in Japanese Patent Application Publication No. 2009-232659 (JP-A-2009-232659), even if the battery cells vary in internal resistance, it is possible to restrain any one of the battery cells from exceeding its maximum voltage.
  • the invention provides an electric power control apparatus and an electric power control method that are capable of equalizing the voltages of a plurality of electricity storage devices that are arranged in a vehicle so as to connect to an electric circuit in parallel.
  • a first aspect of the invention is an electric power control apparatus for a vehicle
  • An electric power control apparatus for a vehicle including: a plurality of first switches that are provided between an electric device and positive electrodes of a plurality of electricity storage devices, respectively, and that are switched between a conductive state and a non-conductive state, wherein the electric device is provided with a capacitor, and wherein the plurality of electricity storage devices are configured to connect to the capacitor in parallel; a plurality of second switches that are provided between the electric device and negative electrodes of the plurality of electricity storage devices, respectively, and that are switched between the conductive state and the non-conductive state; and a controller that executes one of a first control and a second control by controlling the plurality of first switches and the plurality of second switches if voltage difference between the plurality of electricity storage devices is greater than a predetermined value, wherein: the first control is a control of maintaining the conductive state of the plurality of first switches and causing the plurality of second switches to be in the conductive state alternately with each other
  • the controller may move electric energy from one of the plurality of electricity storage devices that is relatively high in voltage to another one of the plurality of electricity storage devices that is relatively low in voltage, via the capacitor, by executing the one of the first control and the second control.
  • the controller may alternately execute the first control and the second control with a predetermined period.
  • the controller may cause both the plurality of first switches and the plurality of second switches to be in the non-conductive state for a predetermined period after the one of the first control and the second control stops, and may execute the another one of the first control and the second control after the predetermined period elapses.
  • the vehicle may be configured so that the plurality of electricity storage devices are charged using an external electric power supply, and the electric device may include a charging circuit that converts electric power of the external electric power supply into electric power that is to be charged into the plurality of electricity storage devices; and the capacitor may be provided between a positive electrode line and a negative electrode line that are provided for supplying the electric power converted by the charging circuit to the plurality of electricity storage devices.
  • the controller may execute the one of the first control and the second control while the charging circuit is in a stopped state.
  • the vehicle may be configured to move by power of an electric motor
  • the electric device may include an electric power conversion circuit that converts electric power of the plurality of electricity storage devices into electric power that drives the electric motor
  • the capacitor may be provided between a positive electrode line and a negative electrode line that are provided for supplying the electric power of the plurality of electricity storage devices to the electric power conversion circuit.
  • the controller may execute the one of the first control and the second control while the electric power conversion circuit is in a stopped state.
  • a second aspect of the invention is an electric power control method for a vehicle that includes: an electric device provided with a capacitor; a plurality of electricity storage devices constructed so as to connect to the capacitor in parallel; a plurality of first switches that are provided between the electric device and positive electrodes of the plurality of electricity storage devices, respectively, and that are switched between a conductive state and a non-conductive state; and a plurality of second switches that are provided between the electric device and negative electrodes of the plurality of electricity storage devices, respectively, and that are switched between the conductive state and the non-conductive state, the electric power control method including executing one of a first control and a second control by controlling the plurality of first switches and the plurality of second switches if voltage difference between the plurality of electricity storage devices is greater than a predetermined value, wherein: the first control is a control of maintaining the conductive state of the plurality of first switches and causing the plurality of second switches to be in the conductive state alternately with each other; and the second control is a control of maintaining the
  • FIG. 1 is an overall block diagram of a vehicle
  • FIG. 2 is a functional block diagram of an ECU
  • FIG. 3 is a first flowchart showing a processing procedure of the ECU
  • FIG. 4 is a second flowchart showing a processing procedure of the ECU
  • FIG 5 is a diagram showing manners of change of variables n, m and X and charging relays Rl and R2;
  • FIG. 6 is a third flowchart showing a processing procedure of the ECU.
  • FIG. 1 is an overall block diagram of a vehicle 100 that is equipped with an electric power control apparatus in accordance with a first embodiment of the invention.
  • the vehicle 100 includes an electric power supply device constructed of a first electric power supply 110 and a second electric power supply 11 OA, a power control unit (PCU) 120 and a motor- generator (MG) 130 that are drive devices (electric loads), a power transmission gear 140, driving wheels 150, and an electronic control unit (ECU) 300 that functions as a controller.
  • the vehicle 100 shown in FIG. 1 is provided with one motor-generator, the number of the motor-generators provided in a vehicle is not limited so, that is, a plurality of motor-generators may be provided.
  • an engine (not shown) may also be provided, besides the motor-generator. That is, the invention is applicable generally to electric vehicles that include hybrid motor vehicles that produce drive force using an engine and a motor-generator as well as electric motor vehicles and fuel cell electric motor vehicles that are not equipped with an engine.
  • the first electric power supply 110 includes a battery B l, a system main relay SMR1 (hereinafter, sometimes referred to simply as "SMR1"), and a charging relay R 1.
  • SMR1 system main relay SMR1
  • R 1 charging relay
  • the battery Bl is electrically chargeable and dischargeable.
  • the battery Bl is constructed of secondary batteries, such as lithium-ion batteries, nickel metal hydride batteries, lead storage batteries, or electricity storage elements such as electric double layer capacitors or the like.
  • the battery B l is connected to the PCU 120 via a positive electrode line PL1 and a negative electrode line NLl.
  • the battery B l supplies the PCU 120 with electric power for generating the drive force for the vehicle 100.
  • the battery B l stores electric power that is generated by the MG 130.
  • the battery B l outputs a voltage of, for example, about 200 volts.
  • the battery B l is, for example, a battery pack constructed of a plurality of battery cells connected in series.
  • a service plug SPl is connected between the battery cells in series.
  • the service plug SPl functions as a safety switch for forcing disconnection of the circuit at the time of maintenance or the like.
  • the service plug SPl is configured to open the contact point when an external casing (not shown) of the battery B 1 is opened.
  • the system main relay SMR1 includes relays SMR1P, SMR1R and SMRIN, and a resistor RE1.
  • One end of the relay SMR1P and one end of the relay SMRIN are connected to a positive electrode and a negative electrode, respectively, of the battery B l.
  • the other end of the relay SMR1P and the other end of the relay SMRIN are connected to a positive electrode line PL1 and a negative electrode line NLl, respectively, that interconnect the first electric power supply 110 and the PCU 120.
  • the relay SMR1R, together with the resistor RE1 connected to the relay SMR1R in series, is connected to the relay SMR1P in parallel.
  • the relays SMR1P, SMR1R and SMR1N are controlled by a control signal SE1 from the ECU 300 independently of each other, so that each of the relays SMR1P, SMR1R and SMR1N is switched between an on-state (conductive state) and an off-state (non-conductive state), to thereby switch between connection and disconnection between the battery B l and the PCU 120.
  • the resistor RE1 functions as a current decreasing resistor for reducing the inrush current at the time of turning on the system main relay SMR1.
  • the inrush current is an electric current that suddenly flows to charge a capacitor C 1.
  • the relays SMR1N and SMR1R are firstly turned on. After the capacitor CI is charged with low current, the relay SMR1P is turned on and the relay SMR1R is turned off.
  • the charging relay Rl includes relays RIP and RIN. One end of the relay RIP and one end of the relay RIN are connected to a positive electrode and a negative electrode, respectively, of the battery Bl The other end of the relay RIP and the other end of the relay RIN are connected to a positive electrode line PL2 and a negative electrode line NL2, respectively, that interconnect the first electric power supply 110 and a charging device 200.
  • the relays RIP and RIN of the charging relay Rl are controlled by a control signal SE2 from the ECU 300 independently of each other, so that each of the relays RIP and RIN is switched between the on-state and the off-state, to thereby switch between connection and disconnection between the battery B 1 and the charging device 200.
  • the charging relay Rl is turned on at the time of external charging, that is, when the battery B l is charged with electric power from an external electric power supply 500.
  • the charging relay Rl may be provided outside the first electric power supply 110, it is preferable to provide the charging relay Rl within the first electric power supply 110 in order to avoid application of voltage from the positive electrode line PL1 and the negative electrode line NL1 to a charging pathway outside the first electric power supply 110 during the traveling of the vehicle 100, and the like.
  • the second electric power supply 110A is connected to the PCU 120 in parallel with the first electric power supply 110.
  • the second electric power supply 11 OA is also connected to the charging device 200 in parallel with the first electric power supply 110.
  • the second electric power supply 11 OA includes a battery B2, a system main relay SMR2 (hereinafter, sometimes referred to simply as "SMR2"), and a charging relay R2.
  • the system main relay SMR2 includes relays SMR2P, SMR2R and SMR2N, and a resistor RE2.
  • the charging relay R2 includes relays R2P and R2N.
  • the constructions and functions of the battery B2, the relays SMR2P, SMR2R and SMR2N, the resistor RE2 and the charging relay R2 are the same as those of the battery Bl, the relays SMR1P, SMR1R and SMR1N, the resistor RE1 and the charging relay Rl, respectively.
  • the relays SMR2P, SMR2R and SMR2N are controlled by a control signal SE3 from the ECU 300 independently of each other, so that each of the relays SMR2P, SMR2R and SMR2N is switched between the on-state and the off-state, to thereby switch between connection and disconnection between the battery B2 and the PCU 120.
  • the relays R2P and R2N of the charging relay R2 are controlled by a control signal SE4 from the ECU 300 independently of each other, so that each of the relays R2P and R2N is switched between the on-state and the off-state to thereby switch between connection and disconnection between the battery B2 and the charging device 200.
  • the PCU 120 includes a converter 121, an inverter 122, and capacitors
  • the converter 121 is connected to the positive electrode line PL1 and the negative electrode line NLl, and to a positive electrode line HPL and a negative electrode line NLl.
  • the converter 121 is controlled by a control signal PWC from the ECU 300, and performs voltage conversion between the voltage between the positive electrode line PL1 and the negative electrode line NLl and the voltage between the positive electrode line HPL and the negative electrode line NLl.
  • the inverter 122 is connected to the converter 121 via the positive electrode line HPL and the negative electrode line NLl.
  • the inverter 122 is controlled by a control signal PWI from the ECU 300, and converts direct-current electric power supplied from the converter 121 into alternating-current electric power for driving the MG 130.
  • the inverter 122 converts alternating-current electric power generated by the MG 130 into direct-current electric power with which the batteries B 1 and B2 can be charged.
  • the capacitor CI is connected between the positive electrode line PL1 and the negative electrode line NLl, and reduces fluctuations of the voltage between the positive electrode line PL1 and the negative electrode line NLl.
  • the capacitor C2 is connected between the positive electrode line HPL and the negative electrode line NLl, and reduces fluctuations of the voltage between the positive electrode line HPL and the negative electrode line NL1.
  • the MG 130 is an alternating-current rotary electric machine, for example, a permanent magnet type synchronous electric motor that is equipped with a rotor in which permanent magnets are embedded.
  • the MG 130 is able to generate electricity from the turning force of the driving wheels 150.
  • the electric power generated by the MG 130 is converted into charging electric power for the electric power supply devices (the batteries B l and B2) by the PCU 120.
  • the vehicle 100 is equipped with voltage sensors 112 and 112 A.
  • the voltage sensor 112 detects the voltage V 1 of the battery B 1.
  • the voltage sensor 112A detects the voltage V2 of the battery B2. These sensors output the detection results to the ECU 300.
  • the ECU 300 includes a central processing unit (CPU) and a memory (neither of which is shown in FIG 1), and generates control signals for controlling various appliances, on the basis of information stored in the memory and signals from various sensors.
  • the ECU 300 performs controls of the vehicle 100 and the various appliances by outputting to the appliances the control signals that the ECU 300 generates. These controls may be processed by dedicated hardware devices (electronic circuits) instead of software processes.
  • FIG. 1 shows the ECU 300 as a single unit, the ECU 300 may also be divided into two or more units according to functions or control objects.
  • the vehicle 100 includes a charging device 200 and an inlet 220 as constructions for charging the batteries Bl and B2 with electric power from outside the vehicle 100.
  • the inlet 220 is provided on a body of the vehicle 100 so as to receive alternating-current electric power from the external electric power supply 500.
  • a charging connector 410 of a charging cable 400 is connected to the inlet 220.
  • an electric outlet 510 of the external electric power supply 500 e.g., a commercial electric power supply or the like
  • alternating-current electric power is transmitted from the external electric power supply 500 to the vehicle 100 via an electric wire portion 430 of the charging cable 400.
  • an intermediate portion of the electric wire portion 430 of the charging cable 400 is provided with a cut-off device 440 for switching between the supply of electric power from the external electric power supply 500 to the vehicle 100 and the cut-off of the supply.
  • the charging device 200 includes a charging circuit 210 and capacitors C3 and C4.
  • the charging circuit 210 is connected to the inlet 220 via the positive electrode lines ACL1 and ACL2.
  • the charging circuit 210 is connected to the charging relay Rl via the positive electrode line PL2 and the negative electrode line NL2.
  • the charging circuit 210 is also connected to the charging relay R2 via a positive electrode line that branches from the positive electrode line PL2 and a negative electrode line that branches from the negative electrode line NL2.
  • the charging circuit 210 is controlled by a control signal PWE from the ECU 300, and converts the alternating-current electric power supplied from the inlet 220 into direct-current electric power with which the batteries B l and B2 can be charged.
  • the capacitor C3 is connected between the positive electrode line PL2 and the negative electrode line NL2, and reduces fluctuations of the voltage between the positive electrode line PL2 and the negative electrode line NL2. Incidentally, because the capacitor C3 is not used for ordinary travel of the vehicle 100, the electric storage capacity of the capacitor C3 may be smaller than that of the capacitor CI.
  • the capacitor C4 is connected between the positive electrode lines ACL1 and ACL2.
  • FIG. 2 is a functional block diagram of a portion that relates to the equalizing control of the ECU 300.
  • the functional blocks shown in FIG. 2 may be realized by hardware processes performed by electronic circuits or the like, or may also be realized by software processes performed by execution of programs or the like.
  • the ECU 300 includes a setting portion 310 and a control portion 320.
  • the setting portion 310 sets the variables n, m and X according to predetermined rules (described later), and outputs to the control portion 320 the variables n, m and X as parameters for controlling the charging relays Rl and R2.
  • the following description will be made on the assumption that each of the variables n, m and X is an integer equal to or greater than zero.
  • a concrete technique for setting the variables m and X will be described later with reference to FIGS. 3 and 4.
  • the control portion 320 generates control signals SE2 and SE4 so as to equalize the voltage VI and the voltage V2 by using the variables m and X and voltages VI and V2, and outputs the control signals SE2 and SE4 to the charging relays Rl and R2.
  • a concrete control technique for the charging relays Rl and R2 will be described later.
  • FIG. 3 is a flowchart showing a process procedure that the ECU performs to realize the function of the setting portion 310 (of setting the variables m and X).
  • the process flow shown below is repeatedly executed with a predetermined period.
  • each of the steps (hereinafter, abbreviated as "S") in the process flow described below may be realized by hardware processes or may also be realized by software processes as mentioned above.
  • the ECU 300 determines whether or not the variable n is equal to an upper limit value K. If the variable n is equal to the upper limit value (YES in S 10), the ECU 300 resets the variable n to an initial value of "0" in S 13, and increases the variable m by "1" in S 14.
  • the ECU 300 increases the variable n by "1" in S l l, and maintains the value of the variable m in S 12.
  • the ECU 300 After the process of S 12 or S 14, the ECU 300 increases the variable X by "1" in S I 5. Incidentally, the latest values of the variables n, m and X are stored in the memory provided in the ECU 300.
  • FIG. 4 is a flowchart showing a processing procedure that the ECU 300 executes so as to realize the function of the control portion 320.
  • the process flow shown in FIG. 4 is executed with a predetermined period after a predetermined start condition is satisfied.
  • the start condition may be, for example, a condition that the external charging has been completed, or a condition that there is a demand for start of a drive system after a long time of stop of the drive system. In either case, there is no need to drive the charging circuit 210, the converter 121 or the inverter 122.
  • the ECU 300 determines whether or not a state in which an absolute value
  • the ECU 300 determines whether or not the variable m has increased. If the variable m has increased (YES in S21), the process proceeds to S22. If the variable m has not increased (NO in S21), the process proceeds to S23.
  • the ECU 300 turns off all the relays RIP, R1N, R2P and R2N for a predetermined period of time.
  • the process of S22 is a process for providing a time during which both batteries B l and B2 are temporarily disconnected from the charging device 200. Due to the process of S22, it is possible to restrain the occurrence of short circuit between the batteries B l and B2 when the switching between the first control and the second control is carried out by a subsequent process of S23 to S31.
  • the ECU 300 determines whether or not the variable m is an odd number. If the variable m is an odd number (YES in S23), the process proceeds to S24.
  • the ECU 300 turns on the positive electrode-side relays RIP and R2P of the charging relays Rl and R2.
  • the ECU 300 determines whether or not the variable X is an odd number. If the variable X is an odd number (YES in S25), the process proceeds to S26. If the variable X is not an odd number (NO in S25), the process proceeds to S27.
  • the ECU 300 turns on the negative electrode-side relay R1N of the charging relay Rl, and turns off the negative electrode-side relay R2N of the charging relay R2.
  • the battery B 1 is connected to the capacitor C3 of the charging device 200.
  • the ECU 300 turns off the relay RIN, and turns on the relay R2N. In this state, the battery B2 is connected to the capacitor C3 of the charging device 200.
  • the ECU 300 turns on the negative electrode-side relays RIN and R2N of the charging relays Rl and R2.
  • the ECU 300 determines whether or not the variable X is an odd number. If the variable X is an odd number (YES in S29), the process proceeds to S30. If the variable X is not an odd number (NO in S29), the process proceeds to S31.
  • the ECU 300 turns on the positive electrode-side relay RIP of the charging replay Rl, and turns off the positive electrode-side relay R2P of the charging relay R2. In this state, the battery B 1 is connected to the capacitor C3 of the charging device 200.
  • the ECU 300 turns off the positive electrode-side relay RIP of the charging relay Rl, and turns on the positive electrode-side relay R2P of the charging relay R2. In this state, the battery B2 is connected to the capacitor C3 of the charging device 200.
  • FIG. 5 is a diagram showing manners of change of the variables n, m and X and the charging relays Rl and R2 during execution of the equalizing control. Incidentally, FIG. 5 shows an example in which the upper limit value K is "5".
  • variable n increases by "1” at every predetermined period, and is returned to “0” after the variable n reaches the upper limit value of "5".
  • the variable m increases by “1” every time the variable n reaches the upper limit value of "5".
  • the variable X increases by "1” with the same period as the variable n. However, the variable X is not provided with an upper limit value.
  • the ECU 300 alternately turns on the negative electrode-side relays RIN and R2N with the period of increase of the variable X (turns on and off the relays RIN and R2N complementarily with each other) while keeping the positive electrode-side relays RIP and R2P on.
  • this control will be referred to as "first control”.
  • the ECU 300 conversely to the first control, alternately turns on the positive electrode-side relays RIP and R2P with the period of increase of the variable X while keeping the negative relays RIN and R2N on.
  • this control will be referred to as "second control”.
  • the battery B 1 and the battery B2 are alternately connected to the capacitor C3 of the charging device 200 with the period of increase of the variable X.
  • the voltage VI is higher than the voltage V2
  • electric energy from the battery B l is temporarily stored in the capacitor C3 when the battery Bl is connected to the capacitor C3, and the electric power stored in the capacitor C3 is supplied to the battery B2 when the capacitor C3 is connected to the battery B2.
  • one of the pair of the positive electrode-side relays RIP and R2P and the pair of the negative electrode-side relays RIN and R2N is turned on and off while the other pair is kept on. Therefore, the number of switch on/off actions of the relays is reduced in comparison with the case where the two pairs of relays are turned on and off. Furthermore, the two pairs are alternately selected to be kept on, with the period of increase of the variable m. Therefore, the frequencies of action of the relays are equalized further than in the case where the pair that is kept on is not changed but fixed. Thus, since the relays are controlled in such a manner as to reduce the numbers of actions of the relays and equalize the frequencies of action of the relays, decline of the durability of each relay can be restrained.
  • both the positive electrode-side relays RIP and R2P and the negative electrode-side relays RIN and R2N are turned off, and therefore both batteries B l and B2 are temporarily disconnected from the charging device 200. Therefore, the short circuit between the batteries B 1 and B2 is restrained.
  • the ECU 300 in accordance with the embodiment switches between the first control of turning on the negative electrode-side relays R1N and R2N alternately with each other while maintaining the on-state of the positive electrode-side relays RIP and R2P, and the second control of turning on the positive electrode-side relays RIP and R2P alternately with each other while maintaining the on-state of the negative electrode-side relays R1N and R2N, with a predetermined period (i.e., every time the variable m increases by "1").
  • the number of the batteries connected in parallel may also be three or more.
  • the term "to turn on the three or more relays (at one of the electrode sides) alternately with one another" means that one of the three or more relays is turned on (the other relays are off) at a time and the relay that is turned on is periodically changed to the other one of the three or more relays in rotation.
  • FIG. 6 shows a flowchart showing a processing procedure performed by the ECU 300 in accordance with a modification.
  • the ECU 300 turns off all the relays SMR1P, SMR2P, SMR1N and SMR2N for a predetermined time.
  • the ECU 300 turns on the positive electrode-side relays SMRIP and SMR2P of the system main relays SMRl and SMR2.
  • the ECU 300 turns on the negative electrode-side relay SMR1N of the system main relay SMRl, and turns off the negative electrode-side relay SMR2N of the system main relay SMR2. In this state, the battery Bl is connected to the capacitor CI of the PCU 120.
  • the ECU 300 turns off the relay SMR1N, and turns on the relay SMR2N. In this state, the battery B2 is connected to the capacitor CI of the PCU 120.
  • the ECU 300 turns on the positive electrode-side relay SMRIP of the system main relay SMRl, and turns off the positive electrode-side relay SMR2P of the system main relay SMR2. In this state, the battery B l is connected to the capacitor C 1 of the PCU 120.
  • the ECU 300 turns off the relay SMRIP of the system main relay SMRl, and turns on the positive electrode-side relay SMR2P of the system main relay SMR2. In this state, the battery B2 is connected to the capacitor CI of the PCU 120.

Landscapes

  • 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)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention a trait à un appareil de commande de puissance électrique pour un véhicule, qui comprend : une pluralité de premiers interrupteurs (SMR1P, SMR2P; R1P, R2P) qui sont disposés entre un dispositif électrique (120; 200) pourvu d'un condensateur (C1; C3) et des électrodes positives d'une pluralité d'accumulateurs électriques (B1, B2) aptes à une connexion au condensateur en parallèle, respectivement; une pluralité de seconds interrupteurs (SMR1N, SMR2N; R1N, R2N) qui sont disposés entre le dispositif électrique et des électrodes négatives de la pluralité d'accumulateurs électriques, respectivement; et un organe de commande (300) qui exécute une première commande pour placer les seconds interrupteurs dans l'état conducteur alternativement les uns les autres tout en maintenant l'état conducteur des premiers interrupteurs et/ou une seconde commande pour placer les premiers interrupteurs dans l'état conducteur alternativement les uns les autres tout en maintenant l'état conducteur des seconds interrupteurs, si la différence de tension entre les accumulateurs électriques est supérieure à une valeur prédéfinie.
PCT/IB2011/001312 2010-06-14 2011-06-13 Appareil et procédé de commande de puissance électrique pour véhicule WO2011158086A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-135221 2010-06-14
JP2010135221A JP5012962B2 (ja) 2010-06-14 2010-06-14 車両の電力制御装置

Publications (2)

Publication Number Publication Date
WO2011158086A2 true WO2011158086A2 (fr) 2011-12-22
WO2011158086A3 WO2011158086A3 (fr) 2012-02-16

Family

ID=44512991

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2011/001312 WO2011158086A2 (fr) 2010-06-14 2011-06-13 Appareil et procédé de commande de puissance électrique pour véhicule

Country Status (2)

Country Link
JP (1) JP5012962B2 (fr)
WO (1) WO2011158086A2 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105291870A (zh) * 2014-05-26 2016-02-03 丰田自动车株式会社 电源控制装置和电源控制方法
CN105873793A (zh) * 2014-01-10 2016-08-17 罗伯特·博世有限公司 电化学能量存储器和用于平衡的方法
US20220194260A1 (en) * 2020-12-22 2022-06-23 Hyundai Motor Company Power control method and power control apparatus for a vehicle
US11999259B2 (en) * 2020-12-22 2024-06-04 Hyundai Motor Company Power control method and power control apparatus for a vehicle

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5737218B2 (ja) * 2012-04-23 2015-06-17 トヨタ自動車株式会社 車両の電源装置
JP6036236B2 (ja) * 2012-12-03 2016-11-30 住友電気工業株式会社 蓄電システム及び蓄電池の劣化診断方法
JP7044671B2 (ja) * 2018-09-07 2022-03-30 Fdk株式会社 蓄電装置及び充電方法
JP7338437B2 (ja) 2018-12-11 2023-09-05 株式会社デンソー 充電システム

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009232659A (ja) 2008-03-25 2009-10-08 Mazda Motor Corp バッテリの充放電制御方法及び充放電制御装置

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002042901A (ja) * 2000-07-19 2002-02-08 Honda Motor Co Ltd 蓄電装置の容量均等化装置
US6873134B2 (en) * 2003-07-21 2005-03-29 The Boeing Company Autonomous battery cell balancing system with integrated voltage monitoring
JP4868402B2 (ja) * 2006-11-01 2012-02-01 独立行政法人 宇宙航空研究開発機構 直列／並列切り替え式均等化機能付き蓄電セルモジュール
KR100908716B1 (ko) * 2007-03-02 2009-07-22 삼성에스디아이 주식회사 배터리 관리 시스템 및 그의 구동 방법
US8143855B2 (en) * 2008-02-15 2012-03-27 Atieva, Inc. Rechargeable split battery system
WO2009128079A1 (fr) * 2008-04-17 2009-10-22 Eran Ofek Procédé et dispositif d'équilibrage des caractéristiques de marche d'éléments de batterie
JP2009261168A (ja) * 2008-04-18 2009-11-05 Calsonic Kansei Corp 車両用電源装置
JP5228825B2 (ja) * 2008-11-17 2013-07-03 トヨタ自動車株式会社 車両の電源システムおよび車両

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009232659A (ja) 2008-03-25 2009-10-08 Mazda Motor Corp バッテリの充放電制御方法及び充放電制御装置

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105873793A (zh) * 2014-01-10 2016-08-17 罗伯特·博世有限公司 电化学能量存储器和用于平衡的方法
US10193356B2 (en) 2014-01-10 2019-01-29 Robert Bosch Gmbh Electrochemical energy accumulator and balancing method
CN105291870A (zh) * 2014-05-26 2016-02-03 丰田自动车株式会社 电源控制装置和电源控制方法
US9780577B2 (en) 2014-05-26 2017-10-03 Toyota Jidosha Kabushiki Kaisha Electric power supply control device and electric power supply control method
US20220194260A1 (en) * 2020-12-22 2022-06-23 Hyundai Motor Company Power control method and power control apparatus for a vehicle
US11999259B2 (en) * 2020-12-22 2024-06-04 Hyundai Motor Company Power control method and power control apparatus for a vehicle

Also Published As

Publication number Publication date
JP5012962B2 (ja) 2012-08-29
JP2012005173A (ja) 2012-01-05
WO2011158086A3 (fr) 2012-02-16

Similar Documents

Publication Publication Date Title
CN102771029B (zh) 车辆
CN103269898B (zh) 电动车辆及其控制方法
CN103563205B (zh) 电源系统、具备电源系统的车辆以及电源系统的控制方法
AU2013379082B2 (en) Railroad vehicle propulsion control device
CN103828172A (zh) 车辆的电源系统
US10967746B2 (en) Vehicle
CN102712266B (zh) 车辆
EP3068658B1 (fr) Système de charge et de décharge et véhicule utilisé au sein dudit système
CN103221246A (zh) 车辆的充电装置
CN103192729A (zh) 电动车辆
WO2011158086A2 (fr) Appareil et procédé de commande de puissance électrique pour véhicule
CN102442220A (zh) 在混合动力车或电动车中管理多个电池组的方法和设备
CN103818265B (zh) 用于动力交通工具上的电池管理装置
CN105429465A (zh) 电源系统
WO2015071712A1 (fr) Système de charge et de décharge ayant un verrou de connecteur
JP2011091894A (ja) 車両の電源システムおよびそれを搭載する車両
WO2011155014A1 (fr) Dispositif de commande de sortie d'énergie pour véhicule et procédé de commande de sortie d'énergie pour véhicule
JP2011041386A (ja) 車両および車両の制御方法
WO2011158088A2 (fr) Appareil d'alimentation en courant électrique pour véhicule et son procédé de commande
WO2015071722A1 (fr) Véhicule et véhicule utilisant un système de charge et de décharge
CN103843219B (zh) 电动车辆的电源系统及其控制方法
JP7137341B2 (ja) 電力制御システム
WO2013042244A1 (fr) Système d'alimentation électrique pour véhicule
WO2011099157A1 (fr) Système d'alimentation électrique et véhicule équipé de ce système
JP2019161721A (ja) 車両用電源システム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11748987

Country of ref document: EP

Kind code of ref document: A2

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11748987

Country of ref document: EP

Kind code of ref document: A2