WO2012132434A1 - 車両用電源装置 - Google Patents
車両用電源装置 Download PDFInfo
- Publication number
- WO2012132434A1 WO2012132434A1 PCT/JP2012/002158 JP2012002158W WO2012132434A1 WO 2012132434 A1 WO2012132434 A1 WO 2012132434A1 JP 2012002158 W JP2012002158 W JP 2012002158W WO 2012132434 A1 WO2012132434 A1 WO 2012132434A1
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- WIPO (PCT)
- Prior art keywords
- risk
- risk level
- storage battery
- power supply
- inverter
- Prior art date
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- 238000003860 storage Methods 0.000 claims abstract description 87
- 238000006243 chemical reaction Methods 0.000 claims abstract description 8
- 238000000034 method Methods 0.000 claims description 13
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- JAWMENYCRQKKJY-UHFFFAOYSA-N [3-(2,4,6,7-tetrahydrotriazolo[4,5-c]pyridin-5-ylmethyl)-1-oxa-2,8-diazaspiro[4.5]dec-2-en-8-yl]-[2-[[3-(trifluoromethoxy)phenyl]methylamino]pyrimidin-5-yl]methanone Chemical compound N1N=NC=2CN(CCC=21)CC1=NOC2(C1)CCN(CC2)C(=O)C=1C=NC(=NC=1)NCC1=CC(=CC=C1)OC(F)(F)F JAWMENYCRQKKJY-UHFFFAOYSA-N 0.000 description 2
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- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
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- 229910001416 lithium ion Inorganic materials 0.000 description 1
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- 229910052987 metal hydride Inorganic materials 0.000 description 1
- 229910052759 nickel Inorganic materials 0.000 description 1
- 229910000652 nickel hydride Inorganic materials 0.000 description 1
- -1 nickel metal hydride Chemical class 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
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- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the present invention relates to a vehicle power supply device.
- An object of the present invention is to provide a vehicle power supply device that can ensure the safety of the user while maintaining the safety of the vehicle.
- the vehicle power supply device of the present invention is a vehicle power supply device mounted on a vehicle, and includes an output unit that outputs electrical energy, a plurality of electrical components that process or store the electrical energy, and the plurality of electrical components.
- a setting unit that sets a risk level when each of the electrical energy processes or stores the electrical energy for each of the plurality of electrical components, and based on the risk level for each of the plurality of electrical components, And a determining unit that determines which is the final output destination of the electric energy.
- the vehicle power supply device 100 is mounted on the vehicle 10. Further, the vehicle power supply device 100 includes a lid 101, a charger 102, an inverter 103, a DC / DC converter 104, a storage battery 105, an electric motor 106, an auxiliary battery 107, a risk setting unit 108, a final output destination determination unit 109, And the relay 110 is provided.
- the power supply device for a vehicle 100 receives a supply of electric energy by inserting a power supply plug (not shown) from the outside of the vehicle 10 into an electrode provided in the lid portion 101, and stores this electric energy in the storage battery 105. Can do.
- the storage battery 105 can also store electric energy (regenerative energy) converted by the electric motor 106 when a regenerative braking force is generated, as will be described later.
- the lid 101 is detachable or openable / closable by the user of the vehicle 10.
- a user of the vehicle 10 starts charging by inserting a power supply plug into the lid 101 from the outside of the vehicle 10.
- the lid 101 includes an electrode.
- the electrode of the power plug and the electrode of the lid 101 come into contact with each other, so that electric energy can be supplied from the outside of the vehicle 10.
- electrical energy of about 100 to 240 V AC is supplied from a power plug connected to a household power source.
- the electrical energy supplied from the power supply plug via the electrode provided in the lid 101 is input to the charger 102. Since the electrical energy supplied from the power supply plug is normally alternating current, the charger 102 performs a conversion process of converting the alternating electrical energy into direct electrical energy and outputting it. The electric energy converted into direct current is stored in the storage battery 105.
- the DC / DC converter 104 transforms and outputs DC electric energy output from the charger 102.
- the DC / DC converter 104 performs a transformation process of electric energy.
- the transformed electrical energy is stored in the auxiliary battery 107.
- the shaft of the electric motor 106 is connected to the axle of the drive wheel of the vehicle 10, and converts the kinetic energy of the vehicle 10 into electric energy to generate a regenerative braking force.
- the electric motor 106 becomes a generator when the rotor provided in the electric motor 106 is rotated by an external force (the rotational force of the axle of the driving wheel of the vehicle 10), and generates electric energy.
- an external force the rotational force of the axle of the driving wheel of the vehicle 10
- a regenerative braking force which is a resistance force against the rotation of the axle is generated.
- the electric motor 106 outputs this electric energy to the inverter 103. This electric energy is AC electric energy.
- the inverter 103 performs conversion processing for converting the AC electrical energy output from the electric motor 106 into DC electrical energy and outputting it.
- the converted direct current electric energy is stored in the storage battery 105 via the relay 110.
- the relay 110 When the relay 110 is turned on by the final output destination determination unit 109, the relay 110 electrically connects the inverter 103 and the storage battery 105. In addition, when relay 110 is turned off by final output destination determination unit 109, relay 110 electrically disconnects inverter 103 and storage battery 105. Therefore, when relay 110 is turned on, the final output destination of electric energy output from electric motor 106 is storage battery 105, and when relay 110 is turned off, the final output destination of electric energy output from electric motor 106 is obtained. Becomes the inverter 103.
- the risk level setting unit 108 sets a risk level when the inverter 103 performs the conversion process (inverter risk level), and a risk level when the storage battery 105 accumulates electric energy (storage battery risk level). Is output to the final output destination determination unit 109.
- These risk levels are set based on the degree of decrease in safety of the vehicle 10 when the electric components of the inverter 103 and the storage battery 105 are damaged without being able to withstand the load of high-voltage electric energy. For example, if the degree of safety reduction of the vehicle 10 when the inverter 103 is damaged is greater than the degree of safety reduction of the vehicle 10 when the storage battery 105 is damaged, the inverter risk is greater than the battery risk.
- the safety of the vehicle 10 varies depending on the degree of influence on the human body due to an electric shock or the like when each electric component is damaged. That is, the greater the degree of influence on the human body, the greater the degree to which the safety of the vehicle 10 is impaired.
- the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 based on each risk level set by the risk level setting unit 108, and controls on / off of the relay 110. In other words, the final output destination determination unit 109 turns on the relay 110 when the final output destination of the electric energy output from the electric motor 106 is determined to be the storage battery 105, while the final electric energy output from the electric motor 106 is turned on. When the output destination is determined to be the inverter 103, the relay 110 is turned off.
- the electric energy stored in the storage battery 105 is used as electric power for operating the electric motor 106 as a power source for driving the driving wheels of the vehicle 10, for example.
- the inverter 103 converts the DC electric energy stored in the storage battery 105 into AC and outputs it to the electric motor 106.
- the relay 110 is turned on by the final output destination determination unit 109.
- the shaft of the electric motor 106 is connected to the axle of the drive wheel of the vehicle 10, and the drive wheel of the vehicle 10 is rotated by the rotation of the shaft.
- the electrical energy stored in the storage battery 105 is supplied via the DC / DC converter 104 to, for example, a car navigation device, an accessory device such as a car audio, a power window, an ETC (registered trademark), an ECU (Electronic Control Unit). ) Etc. is used as electric power for operating electrical components.
- the electrical energy stored in the storage battery 105 may be stored in the auxiliary battery 107 via the DC / DC converter 104. In these cases, the DC / DC converter 104 transforms the direct current electric energy output from the storage battery 105.
- the risk level setting unit 108 has a risk level table shown in FIG.
- the risk level table indicates the risk levels from different viewpoints, and the risk level setting unit 108 refers to the risk level table based on one of the viewpoints to determine each risk level of the inverter risk level and the storage battery risk level. Set.
- each risk of the inverter risk and the battery risk is determined based on the safety of the vehicle 10 when the electric components of the inverter 103 and the battery 105 are damaged without being able to withstand the load of high-voltage electric energy. Since it is set based on the degree of decrease, the final output destination determination unit 109 determines that the final output destination of the electric energy output from the motor 106 is the inverter 103 when the inverter risk is lower than the storage battery risk, and the inverter 103 103, when the storage battery risk is smaller than the inverter risk, the final output destination of the electrical energy output from the electric motor 106 is determined as the storage battery 105 and the storage battery 105 is supplied with the electrical energy. So that the load of.
- the final output destination determination unit 109 turns off the relay 110 in order to set the final output destination of the electric energy output from the electric motor 106 to the inverter 103.
- the relay 110 is turned on in order to set the storage battery 105 as the final output destination of the electric energy output from the electric motor 106.
- the following are examples of setting each risk level.
- a case will be described in which the respective risk levels of the inverter risk level and the storage battery risk level are set relatively in five stages 1 to 5.
- the risk level is not limited to five levels, and any level can be adopted.
- a risk category defined in ISO 1200-1 can be applied.
- ⁇ Setting Example 1 When the time elapsed since the vehicle 10 is mounted> The electric parts of the inverter 103 and the storage battery 105 are deteriorated as the elapsed time after being mounted on the vehicle 10 becomes longer (aging deterioration), the power receiving capacity, the allowable temperature, etc. are reduced, and the risk is increased. Therefore, the risk level setting unit 108 sets each risk level as the elapsed time after being mounted on the vehicle 10 becomes longer. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 3 and the storage battery risk level: 1, and the storage battery risk level becomes smaller than the inverter risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the storage battery 105 and turns on the relay 110.
- ⁇ Setting example 2 From the viewpoint of allowable temperature>
- the electrical components of the inverter 103 and the storage battery 105 become more dangerous as the temperature becomes higher. Therefore, the risk level setting unit 108 sets each risk level as the allowable temperature is lower. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 2 and the storage battery risk level: 3, and the inverter risk level becomes smaller than the storage battery risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the inverter 103 and turns off the relay 110.
- ⁇ Setting example 3 From the viewpoint of allowable humidity>
- the electrical components of the inverter 103 and the storage battery 105 become more dangerous as the humidity increases. Therefore, the risk level setting unit 108 sets each risk level as the allowable humidity is lower. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 2 and the storage battery risk level: 3, and the inverter risk level becomes smaller than the storage battery risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the inverter 103 and turns off the relay 110.
- ⁇ Setting example 4 When considering power receiving capacity> Each electrical component of the inverter 103 and the storage battery 105 has a higher degree of danger as the power receiving capacity is smaller. Therefore, the risk level setting unit 108 sets each risk level larger as the power receiving capacity is smaller. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 5 and the storage battery risk level: 1, and the storage battery risk level becomes smaller than the inverter risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the storage battery 105 and turns on the relay 110.
- ⁇ Setting Example 5 In view of current resistance> Each electrical component of the inverter 103 and the storage battery 105 has a higher degree of danger as the current resistance is smaller. Therefore, the risk level setting unit 108 sets each risk level as the current resistance is smaller. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 4 and the storage battery risk level: 2, and the storage battery risk level becomes smaller than the inverter risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the storage battery 105 and turns on the relay 110.
- ⁇ Setting example 6 When considering the risk at the time of electric leakage> Normally, leakage from the storage battery 105 is difficult to cut off, whereas leakage from the inverter 103 can be cut off by an element or the like provided in the inverter 103. Therefore, the risk level setting unit 108 sets each risk level as the risk level at the time of electric leakage increases. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 2 and the storage battery risk level: 5, and the inverter risk level becomes smaller than the storage battery risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the inverter 103 and turns off the relay 110.
- Example 7 When considering the severity of damage>
- the storage battery 105 is a nickel hydride rechargeable battery, there is a risk of hydrogen gas being generated due to the damage of the storage battery 105. Therefore, the damage of the storage battery 105 has a great influence on the human body.
- the risk level setting unit 108 sets each risk level as the severity of damage increases. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 2 and the storage battery risk level: 5, and the inverter risk level becomes smaller than the storage battery risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the inverter 103 and turns off the relay 110.
- connection harness resistance is defined as a limit value of a current that can be passed to each electric component, and the risk of the electric components of the inverter 103 and the storage battery 105 increases as the connection harness resistance decreases. Therefore, the risk level setting unit 108 sets each risk level as the connection harness resistance is smaller. Therefore, for example, in the case of FIG. 2, the risk level setting unit 108 sets the inverter risk level: 4 and the storage battery risk level: 2, and the storage battery risk level becomes smaller than the inverter risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the storage battery 105 and turns on the relay 110.
- Each risk level is set by adding the two risk levels, and the storage battery risk level becomes smaller than the inverter risk level. Therefore, the final output destination determination unit 109 determines the final output destination of the electric energy output from the electric motor 106 as the storage battery 105 and turns on the relay 110.
- the risk level considering the characteristics of each electrical component is set for each electrical component of the inverter 103 and the storage battery 105, and the final output destination of the electrical energy is determined according to the set risk level. Therefore, it is possible to prevent damage to electrical components having a high degree of danger, and thus it is possible to maintain the safety of the vehicle 10 and ensure the safety of the user.
- the electrical component for which the degree of risk is set may be an electric compressor or a PTC heater.
- the configuration of the vehicle power supply device 100 according to this modification will be described with reference to FIG.
- FIG. 3 is a block diagram illustrating a configuration example of the vehicle power supply device 100 as a modified example.
- the vehicle power supply device 100 includes a cooling heat pump including an electric compressor 111, an expansion valve 112, a condenser 113, and an evaporator 114 in addition to the configuration shown in FIG.
- the electric compressor 111 is supplied with power from the storage battery 105 and compresses the refrigerant.
- the expansion valve 112 is a valve that expands the compressed refrigerant to lower the temperature of the refrigerant.
- the condenser 113 and the evaporator 114 perform heat exchange between the refrigerant and air.
- the vehicle power supply device 100 further includes a PTC heater 116 electrically connected from the storage battery 105 via the relay 115.
- the PTC heater 116 is a kind of heater using a heating wire, and as its function, generates heat necessary for heating, detects the ambient temperature, and controls the amount of heat released.
- the risk level setting unit 108 calculates the risk level of the electric compressor 111 or the PTC heater 116 based on the risk level table shown in FIG. Then, the final output destination determination unit 109 can calculate the risk level for each of the plurality of electrical components, and can determine the electrical component having the minimum risk level as the final output destination of the electrical energy.
- the inverter eg, IGBT
- the electric compressor 111 can be used as a power distribution destination.
- the PTC heater 116 may be thought of as a variable resistance that changes its resistance value according to temperature.
- the heating wire may be disconnected, but normally the PTC heater 116 is a kind of device that handles high voltage, and is isolated from the vehicle ground, so it is temporarily disconnected. Even then, the circuit is simply open and no current flows. For this reason, the PTC heater 116 can be used as a power distribution destination.
- the electrical components for which the risk level is set are not limited to the inverter 103, the storage battery 105, and the DC / DC converter 104, and the risk level can be set for any electrical component included in the vehicle power supply device 100. Is possible.
- the final output destination determination unit 109 determines the lowest output destination of the electrical energy output from the electric motor 106 from among the plurality of electrical components included in the vehicle power supply device 100 that has the lowest risk. .
- the configuration in the case where the electric energy supplied from the power supply plug via the electrode included in the lid 101 is AC is described assuming a household power supply (FIG. 1).
- a household power supply for example, DC electric energy of about 400 V is supplied from the connected power plug. Therefore, when charging by a charging stand is assumed, since the charger 102 that converts AC electrical energy into DC electrical energy is provided in the charging stand, the vehicle power supply device 100 does not need to include the charger 102. .
- each functional block used in the description of the above embodiment is typically realized as an LSI which is an integrated circuit. These may be individually made into one chip, or may be made into one chip so as to include a part or all of them. Although referred to as LSI here, it may be referred to as IC, system LSI, super LSI, or ultra LSI depending on the degree of integration.
- the method of circuit integration is not limited to LSI, and implementation with a dedicated circuit or a general-purpose processor is also possible.
- An FPGA Field Programmable Gate Array
- a reconfigurable processor that can reconfigure the connection and setting of circuit cells inside the LSI may be used.
- the present invention is suitable for a vehicle power supply device provided in a vehicle driven by electric energy accumulated in a storage battery.
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Abstract
Description
車両用電源装置100は、蓋部101に備えられた電極に、車両10の外部から給電プラグ(図示せず)を挿入されて電気エネルギの供給を受け、この電気エネルギを蓄電池105に蓄積することができる。また、蓄電池105には、後述するように、回生制動力発生時に電動機106によって変換された電気エネルギ(回生エネルギ)を蓄積することもできる。
蓄電池105に蓄積された電気エネルギは、例えば車両10の駆動輪を駆動させるための動力源として、電動機106を動作させるための電力として使用される。電動機106をモータとして使用する場合は、インバータ103が、蓄電池105に蓄積された直流の電気エネルギを交流に変換して電動機106へ出力する。この場合、リレー110は最終出力先決定部109によってオンにされる。電動機106のシャフトは車両10の駆動輪の車軸に連結されており、シャフトの回転により車両10の駆動輪が回転する。
インバータ103および蓄電池105の各電気部品は、車両10に搭載されてからの経過時間が長くなるほど劣化して(経年劣化)、電力受入容量、許容温度等が小さくなって危険度が大きくなる。そこで、危険度設定部108は、車両10に搭載されてからの経過時間が長いほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:3、蓄電池危険度:1と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
インバータ103および蓄電池105の各電気部品は、一般に温度が高くなるほど危険度が大きくなる。そこで、危険度設定部108は、許容温度が低いほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:3と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
インバータ103および蓄電池105の各電気部品は、一般に湿度が高くなるほど危険度が大きくなる。そこで、危険度設定部108は、許容湿度が低いほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:3と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
インバータ103および蓄電池105の各電気部品は、電力受入容量が小さいほど危険度が大きくなる。そこで、危険度設定部108は、電力受入容量が小さいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:5、蓄電池危険度:1と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
インバータ103および蓄電池105の各電気部品は、電流耐性が小さいほど危険度が大きくなる。そこで、危険度設定部108は、電流耐性が小さいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:4、蓄電池危険度:2と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
通常、蓄電池105からの漏電は遮断困難であるのに対し、インバータ103からの漏電はインバータ103に備えられた素子等により遮断可能である。そこで、危険度設定部108は、漏電時の危険度が大きいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:5と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
蓄電池105がニッケル水素充電池である場合、蓄電池105の破損により水素ガスの発生のおそれがあるため、蓄電池105の破損は人体への影響度が大きい。一方で、インバータ103の破損は、車両10の停止をもたらすにすぎないため、蓄電池105の破損に比べて人体への影響度が小さい。そこで、危険度設定部108は、破損時の深刻度が大きいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:2、蓄電池危険度:5と設定し、インバータ危険度が蓄電池危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先をインバータ103に決定し、リレー110をオフにする。
接続ハーネス耐性は各電気部品へ流すことができる電流の限界値として定義され、インバータ103および蓄電池105の各電気部品は、接続ハーネス耐性が小さいほど危険度が大きくなる。そこで、危険度設定部108は、接続ハーネス耐性が小さいほど各危険度を大きく設定する。よって例えば図2の場合、危険度設定部108は、インバータ危険度:4、蓄電池危険度:2と設定し、蓄電池危険度がインバータ危険度より小さくなる。よって、最終出力先決定部109は、電動機106から出力される電気エネルギの最終出力先を蓄電池105に決定し、リレー110をオンにする。
電動コンプレッサを、電動機106から出力される電気エネルギの最終出力先に決定することも可能である。
PTCヒータ116を、電動機106から出力される電気エネルギの最終出力先に決定することも可能である。PTCヒータ116は、温度により抵抗値が変化するいわば可変抵抗と考えてもよい。
100 車両用電源装置
101 蓋部
102 充電器
103 インバータ
104 DC/DCコンバータ
105 蓄電池
106 電動機
107 補機バッテリ
108 危険度設定部
109 最終出力先決定部
110 リレー
111 電動コンプレッサ
112 膨張弁
113 コンデンサ
114 エバポレータ
115 リレー
116 PTCヒータ
Claims (11)
- 車両に搭載される車両用電源装置であって、
電気エネルギを出力する出力部と、
前記電気エネルギを処理または蓄積する複数の電気部品と、
前記複数の電気部品の各々が前記電気エネルギを処理または蓄積する場合の危険度を、前記複数の電気部品ごとに設定する設定部と、
前記複数の電気部品ごとの前記危険度に基づいて、前記複数の電気部品のいずれを前記電気エネルギの最終出力先にするかを決定する決定部と、
を具備する車両用電源装置。 - 前記出力部は、前記車両が制動されるときの運動エネルギを交流の電気エネルギに変換して出力する電動機であり、
前記複数の電気部品は、前記交流の電気エネルギを直流の電気エネルギに変換して出力する変換処理を行うインバータ、および、前記直流の電気エネルギを蓄積する蓄電池を含み、
前記設定部は、前記インバータが前記変換処理を行う場合の第1危険度、および、前記蓄電池が前記直流の電気エネルギを蓄積する場合の第2危険度を設定し、
前記決定部は、
前記第1危険度が前記第2危険度より小さい場合は、前記インバータを前記電気エネルギの最終出力先に決定し、
前記第2危険度が前記第1危険度より小さい場合は、前記蓄電池を前記電気エネルギの最終出力先に決定する、
請求項1記載の車両用電源装置。 - 前記出力部は、前記車両が制動されるときの運動エネルギを交流の電気エネルギに変換して出力する電動機であり、
前記複数の電気部品は、前記交流の電気エネルギを直流の電気エネルギに変換して出力する変換処理を行うインバータ、前記直流の電気エネルギを蓄積する蓄電池、冷媒を圧縮する電動コンプレッサ、および、通電により発熱するヒータを含み、
前記設定部は、前記インバータが前記変換処理を行う場合の第1危険度、前記蓄電池が前記直流の電気エネルギを蓄積する場合の第2危険度、前記電動コンプレッサが前記直流の電気エネルギを蓄積する場合の第3危険度、および、前記ヒータが前記直流の電気エネルギを蓄積する場合の第4危険度を設定し、
前記決定部は、
前記複数の電機部品のうち、前記第1危険度乃至第4危険度のうち最小の危険度となる前記電気部品を前記電気エネルギの最終出力先に決定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、前記車両に搭載されてからの経過時間に基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記車両に搭載されてからの経過時間が長いほど前記危険度を大きく設定する、
請求項4記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、許容温度、許容湿度、および、電力受入容量の少なくとも一つに基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記電力受入容量が小さいほど前記危険度を大きく設定する、
請求項6記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、電流耐性、および、接続ハーネス耐性の少なくとも一つに基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記電流耐性が小さいほど、または、前記接続ハーネス耐性が小さいほど前記危険度を大きく設定する、
請求項8記載の車両用電源装置。 - 前記設定部は、前記危険度を、前記複数の部品の各々における、漏電時の危険度、および、破損時の深刻度の少なくとも一つに基づいて設定する、
請求項1記載の車両用電源装置。 - 前記設定部は、前記漏電時の危険度が大きいほど、または、前記破損時の深刻度が大きいほど前記危険度を大きく設定する、
請求項10記載の車両用電源装置。
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JP2013507186A JP5891444B2 (ja) | 2011-03-29 | 2012-03-28 | 車両用電源装置 |
US14/000,759 US8825290B2 (en) | 2011-03-29 | 2012-03-28 | Vehicle power source device |
EP12762906.1A EP2692587B1 (en) | 2011-03-29 | 2012-03-28 | Vehicle power source device |
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EP (1) | EP2692587B1 (ja) |
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JP2015126666A (ja) * | 2013-12-27 | 2015-07-06 | 三菱ふそうトラック・バス株式会社 | 電動車両の充電安全装置 |
CN105799544A (zh) * | 2014-12-29 | 2016-07-27 | 上海大郡动力控制技术有限公司 | 纯电动汽车起步抖动及电刹车噪声的解决方法 |
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CN108973703B (zh) * | 2017-06-01 | 2020-09-08 | 杭州富特科技股份有限公司 | 车载充电系统 |
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- 2012-03-28 JP JP2013507186A patent/JP5891444B2/ja not_active Expired - Fee Related
- 2012-03-28 WO PCT/JP2012/002158 patent/WO2012132434A1/ja active Application Filing
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JP2015126666A (ja) * | 2013-12-27 | 2015-07-06 | 三菱ふそうトラック・バス株式会社 | 電動車両の充電安全装置 |
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EP2692587B1 (en) | 2018-07-18 |
EP2692587A4 (en) | 2015-09-09 |
EP2692587A1 (en) | 2014-02-05 |
JPWO2012132434A1 (ja) | 2014-07-24 |
US20130325262A1 (en) | 2013-12-05 |
US8825290B2 (en) | 2014-09-02 |
JP5891444B2 (ja) | 2016-03-23 |
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