WO2012137315A1 - Système d'alimentation électrique pour véhicule - Google Patents

Système d'alimentation électrique pour véhicule Download PDF

Info

Publication number
WO2012137315A1
WO2012137315A1 PCT/JP2011/058689 JP2011058689W WO2012137315A1 WO 2012137315 A1 WO2012137315 A1 WO 2012137315A1 JP 2011058689 W JP2011058689 W JP 2011058689W WO 2012137315 A1 WO2012137315 A1 WO 2012137315A1
Authority
WO
WIPO (PCT)
Prior art keywords
converter
target value
generator
bus voltage
power
Prior art date
Application number
PCT/JP2011/058689
Other languages
English (en)
Japanese (ja)
Inventor
優介 檜垣
優矢 田中
山田　正樹
吉澤　敏行
原田　茂樹
Original Assignee
三菱電機株式会社
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 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2013508672A priority Critical patent/JP5543018B2/ja
Priority to PCT/JP2011/058689 priority patent/WO2012137315A1/fr
Priority to DE112011105129.8T priority patent/DE112011105129B4/de
Publication of WO2012137315A1 publication Critical patent/WO2012137315A1/fr

Links

Images

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
    • H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the present invention relates to a vehicle power supply system, and more particularly to a vehicle power supply system capable of realizing active regeneration of vehicle braking energy.
  • the conventional vehicle power supply system actively regenerates braking energy by setting the power generation voltage of the generator that is driven by the engine and supplies power to the battery to be higher when the vehicle is decelerating than when it is not decelerating. Is going.
  • the power generation voltage of the generator is set to be lower than that during deceleration when the vehicle is not decelerated, thereby reducing the load on the engine and improving fuel consumption (see, for example, Patent Document 1).
  • Patent Document 1 since the vehicle power supply system of Patent Document 1 is configured to charge the battery by directly supplying the power generated by the generator to the battery, if the power generated by the generator is increased when the vehicle is decelerated. The battery voltage increases, leading to a shortened battery life. Therefore, there has been a problem that braking energy cannot be regenerated positively by increasing the power generated by the generator during deceleration.
  • the present invention has been made to solve the above-described problems, and can increase the generated power of the generator while keeping the voltage of each part of the vehicle power supply system appropriate.
  • a vehicle power supply system capable of actively regenerating braking energy.
  • a vehicle power supply system includes: A generator driven by an engine to generate AC power; A rectifier that rectifies the AC power generated by the generator into DC power and outputs it to the power generation bus; A battery for supplying electric power to the in-vehicle load via the battery bus; An electricity storage device for storing electric power generated from the generator; A first DC / DC converter that has one terminal connected to the power generation bus and the other terminal connected to the battery bus, and is controlled to maintain the voltage of the power generation bus at a predetermined voltage target value; A current-controlled second DC / DC converter connected to the power generating bus and the other terminal connected to the power storage device and controlled to keep the input or output current at a predetermined current target value; A control circuit for controlling the generator, the first DC / DC converter, and the second DC / DC converter; The control circuit determines the current target value of the second DC / DC converter based on at least one of the voltage of the power generation bus and the voltage of the battery bus, and sets the input or output current of the second DC / DC
  • the vehicle power supply system of the present invention it is possible to increase the generated power of the generator while keeping the voltage of each part of the vehicle power supply system appropriate, and to actively regenerate the braking energy of the vehicle.
  • FIG. 1 is a circuit block diagram showing a vehicle power supply system according to Embodiment 1 of the present invention. It is a circuit block diagram which shows the example of the generator used for the vehicle power supply system which concerns on Embodiment 1 of this invention, and a rectifier. It is a figure which shows the output characteristic of the generator used for the vehicle power supply system which concerns on Embodiment 1 of this invention. It is a circuit diagram which shows the example of the 1st DC / DC converter used for the vehicle power supply system which concerns on Embodiment 1 of this invention. It is a circuit diagram which shows the example of the 2nd DC / DC converter used for the vehicle power supply system which concerns on Embodiment 1 of this invention.
  • FIG. 3 is a functional block diagram for determining a current target value of a second DC / DC converter in the control circuit of the vehicle power supply system according to Embodiment 1 of the present invention.
  • 5 is a flowchart for controlling a current of a second DC / DC converter in the control circuit of the vehicle power supply system according to Embodiment 1 of the present invention. It is a figure which shows the mode of overvoltage generation
  • FIG. 3 is a flowchart for determining the generated power control of the generator and the operation of the second DC / DC converter in the control circuit of the vehicle power supply system according to Embodiment 1 of the present invention.
  • FIG. 6 is a flowchart for determining the generated power control of the generator and the operation of the second DC / DC converter in the control circuit of the vehicle power supply system according to Embodiment 2 of the present invention.
  • FIG. It is a flowchart which controls the electric current of a 2nd DC / DC converter in the control circuit of the vehicle power source system which concerns on Embodiment 3 of this invention.
  • It is a flowchart which defines the electric power generation control of a generator, and operation
  • FIG. 1 is a circuit block diagram showing a vehicle power supply system according to Embodiment 1 of the present invention.
  • the vehicle power supply system of the present embodiment is driven by an engine (not shown) to generate AC power, and the AC power generated by the generator 1 is rectified to DC power.
  • the rectifier 2 that outputs to the power generation bus A, the battery 4 that supplies power to the in-vehicle load 3 via the battery bus B, the input end of the power generation bus A and the output end of the battery bus B are connected.
  • the first DC / DC converter 5, the electric double layer capacitor 6 as a power storage device for accumulating the power generated by the generator 1, and the input end of the power generation bus A are connected to the output end of the electric double layer capacitor 6.
  • the control circuit 8 for outputting a first 1 DC / DC converter 5 and the 2DC / DC converter 7 respectively command signal to S1, S2, S3.
  • the vehicle acceleration signal 9 is used, but any signal that can detect the acceleration / deceleration state of the vehicle may be used.
  • AC power generated in the generator 1 is converted into DC power by the rectifier 2, converted to DC voltage suitable for the battery 4 by the first DC / DC converter 5, and then supplied to the battery 4.
  • the second DC / DC converter 7 performs an operation of charging the electric double layer capacitor 6 with the DC power of the power generation bus A and an operation of supplying the DC power stored in the electric double layer capacitor 6 to the power generation bus A.
  • the battery 4 is a secondary battery such as a lead storage battery or a nickel / cadmium storage battery, and the rated voltage is, for example, 14V.
  • the electric double layer capacitor 6 as an electricity storage device plays a role of leveling the power supplied to the battery 4 by accumulating the generated power from the generator 1 or supplementing the power shortage of the battery 4. .
  • an electrical storage device not only the electric double layer capacitor 6 like this example but a lithium ion battery, a nickel metal hydride storage battery, etc. can also be used.
  • FIG. 2 is a circuit block diagram showing an example of the generator and rectifier of this embodiment.
  • the generator 1 is, for example, a Landel type AC generator including a claw pole type rotor 12 having a field winding 11, a stator 14 having a three-phase AC winding 13, and a regulator circuit 15.
  • the claw pole type rotor 12 of the generator 1 is connected to the engine 100.
  • the regulator circuit 15 includes a switching element (MOSFET) 16 and a diode 17.
  • the drain terminal of the switching element (MOSFET) 16 is connected to the anode terminal of the diode 17, the source terminal is grounded, and the gate drive signal from the control circuit 8 is input to the gate terminal.
  • MOSFET switching element
  • the cathode terminal of the diode 17 is connected to the power generation bus A that connects the output terminal 2 a of the rectifier 2 and the input terminal of the first DC / DC converter 5. Further, both ends of the field winding 11 are connected to the cathode terminal of the diode 17 and the connection point between the anode terminal of the diode 17 and the drain terminal of the switching element (MOSFET) 16, respectively.
  • the rectifier 2 is a three-phase full-wave rectifier circuit composed of a bridge circuit in which three diode pairs formed by connecting two diodes 21 in series are connected in parallel, and is induced in the three-phase AC winding 13 of the generator 1. The rectified AC power is rectified to DC power.
  • FIG. 3 is a diagram illustrating the relationship between the rotational speed of the rotor of the generator 1 and the generated power Pa when the power generation bus voltage Va is 14 V (solid line), 28 V (one-dot chain line), and 42 V (dotted line).
  • Va 14V, 28V, 42V
  • Rs R1, R2, R3
  • the generated power Pa becomes lower. Further, when the power generation bus voltage Va is high, the generated power Pa becomes zero at a higher rotational speed than when the power generation bus voltage Va is low.
  • the first DC / DC converter 5 includes a constant input voltage type DC / DC converter that maintains an input terminal at a predetermined target voltage, or a constant buck-boost ratio type DC / DC that maintains an input / output voltage ratio at a predetermined target voltage ratio. Use a converter.
  • the first DC / DC converter 5 may be a DC / DC converter with bidirectional power transfer.
  • the side connected to the power generation bus A is called “input side”
  • the side connected to the battery bus B is called “output side”.
  • the target voltage and the target voltage ratio of the first DC / DC converter 5 are switched so that the power generation bus voltage Va is, for example, any one of 14V, 28V, and 42V.
  • a general DC / DC converter main circuit such as a step-down chopper circuit can be used, and feedback control is performed so as to keep the voltage at the input terminal at the target voltage.
  • a constant buck-boost ratio type DC / DC converter that maintains an input / output voltage ratio at a predetermined target voltage ratio
  • a DC / DC converter that is controlled to maintain a switching duty ratio of a step-down chopper circuit at a predetermined value
  • the DC / DC converter disclosed in International Publication No. WO2008-032424 can be used.
  • FIG. 4 is a circuit diagram showing a DC / DC converter described in International Publication No. WO2008-032424.
  • This DC / DC converter includes smoothing capacitors (Cs1) to (Cs4), switching elements (Mos1L, Mos1H) to (Mos4L, Mos4H), energy transfer capacitors (Cr12) to (Cr14) and reactors (Lr12) to (Lr12) to ( Lr14), and by transferring charges between the capacitors using the LC resonance of the series resonators (LC12) to (LC14) by the on / off operation of the switching element, the voltage ratio between the input and output terminals In this method, (V1: V2) is maintained at an integer ratio.
  • this converter has a restriction that the voltage ratio between the input and output terminals is an integer ratio, it does not require a large reactor as compared with a general DC / DC converter such as a chopper type, so it is small and very high efficiency can be obtained. There is a feature. The details of the operation of this converter are described in detail in the above-mentioned publication, so the description thereof is omitted here.
  • the first DC / DC converter 5 makes the input voltage constant regardless of the input current. Since it is intended to maintain, it can be regarded as a DC / DC converter with a low input impedance.
  • the second DC / DC converter 7 is a current control type DC / DC converter that controls its input current or output current.
  • second DC / DC converter 7 controls the input current or output current so that battery bus voltage Vb is maintained at a predetermined battery bus voltage target value V2ref. Since the second DC / DC converter 7 needs to perform both charging and discharging operations on the electric double layer capacitor 6, a DC / DC converter with a bidirectional power transfer is an essential requirement.
  • one of the input / output terminals that is, the side connected to the power generation bus A is called “input side” for the sake of convenience, and the side connected to the electric double layer capacitor 6 is called “output side”, and does not necessarily represent the power transfer direction. Not.
  • the second DC / DC converter 7 of the current control type for example, as shown in FIG. 5, a general DC / DC converter main circuit such as a step-up / down chopper circuit that is feedback-controlled so as to keep the input current at the target current. Can be applied.
  • the input current I2i detected by the current detector 70 is compared with the input current target value Iref by the subtractor 71, and the deviation Ie is output to the PID calculator 72.
  • the PID calculator 72 performs a PID calculation based on the deviation Ie and outputs a duty signal as an operation amount.
  • the PWM generator 73 generates a PWM signal according to the duty signal from the PID calculator 72.
  • the PWM signal is input to the gates of switching elements Q1H, Q1L, Q2H, and Q2L such as FETs and IGBTs through a gate drive amplifier, and controls on / off of the switching elements Q1H, Q1L, Q2H, and Q2L.
  • the second DC / DC converter 7 acts to keep the input current constant regardless of the input voltage, it can be regarded as a DC / DC converter having a high input impedance.
  • the second DC / DC converter 7 the current flowing through the input terminal is maintained at a predetermined target value, but the relationship between the input current and the output current of the second DC / DC converter 7 is the input / output voltage and The output current may be controlled instead of controlling the input current of the second DC / DC converter 7 because it is determined in a one-to-one relationship with the efficiency of the DC / DC converter.
  • the internal impedance of the generator 1 and the rectifier 2 is the first DC / DC converter 5.
  • the second DC / DC converter 7 also has a high input impedance as described above. For this reason, the power generation bus voltage Va can be set to a predetermined value only by the first DC / DC converter 5 having the lowest input impedance.
  • the power generation bus voltage Va can be kept at a predetermined voltage.
  • the ratio type DC / DC converter By using the ratio type DC / DC converter, the power generation bus voltage Va can be maintained at a predetermined ratio times the battery bus voltage Vb.
  • the power generation bus voltage Va can be uniquely determined because the first DC / DC converter 5 having a low input impedance is connected to the power generation bus A which is one circuit connection point.
  • the generated power Pa of the generator 1 is determined according to the characteristics shown in FIG. Furthermore, when the power generation bus voltage Va is set by the first DC / DC converter 5 as described above, the power generation current Ia output to the power generation bus A is also determined.
  • the power generation bus voltage Va is set to a predetermined value by the first DC / DC converter 5 in advance, and the second DC / DC converter 7 is in a state where the power generation current Ia output to the power generation bus A is determined accordingly.
  • the input current I2i of the second DC / DC converter 7 is set to a predetermined value
  • the output current I2o of the second DC / DC converter 7, that is, the current flowing through the electric double layer capacitor 6, and the input current I1i and output current I1o of the first DC / DC converter 5 are All can be determined uniquely. This will be described in more detail with reference to FIG.
  • the power generation bus voltage Va is predetermined by the first DC / DC converter 5 as described above.
  • the generated power Pa of the generator 1 at this time is determined to be a predetermined value according to the power generation bus voltage Va, the rotational speed Rs of the rotor of the generator 1 and the field current Idf from the relationship shown in FIG.
  • the input current of the second DC / DC converter 7 is set to I2i.
  • the output current I2o (Va ⁇ I2i) / (V EDLC ⁇ ⁇ 2) (3) It becomes.
  • the charging voltage V EDLC (t) of the electric double layer capacitor 6 is determined by the following equation from the history of the capacitor capacitance C, the initial voltage V EDLC 0, and the output current I 2 o of the second DC / DC converter 7.
  • V EDLC (t) ⁇ (I2o (t) / C) dt ⁇ + V EDLC 0 (4)
  • the output current I1o of the first DC / DC converter 5 is determined as follows by the battery bus voltage Vb and the efficiency ⁇ 1 of the first DC / DC converter 5.
  • the first DC / DC converter 5 is set so that the power generation bus voltage Va becomes a predetermined value, and the power generation current Ia output to the power generation bus A is determined accordingly.
  • the value of the input current I2i of the DC converter 7 it is possible to simultaneously control the current flowing through each part of the vehicle power supply system. That is, by setting the input current I2i to an appropriate value, the output current I2o of the second DC / DC converter 7, the input current I1i and output current I1o of the first DC / DC converter 5, and the battery current Ib are controlled.
  • the input current I2i of the second DC / DC converter 7 can be controlled by controlling the current of each part of the power supply system according to the set value as described above, the second DC / DC converter
  • the input current target value Iref for 7 is determined by various factors of each part of the power supply system. Conversely, if the power distribution downstream of the first DC / DC converter 5 is determined, the input current I2i of the second DC / DC converter 7 is naturally determined accordingly.
  • the second DC / DC is considered so that the battery bus voltage Vb is always kept constant in consideration of the life of the battery 4 and a necessary input voltage that does not cause an overload in the vehicle load 3.
  • the input current target value Iref of the converter 7 is determined according to the following procedures (a) to (d). decide.
  • the above steps (a) to (d) are performed so that the output current target value I1ot of the first DC / DC converter 5 is set to the second DC / DC converter 7 so that the battery bus voltage Vb is always kept constant. This corresponds to conversion to the input current target value Iref.
  • FIG. 7 is an example of a block diagram of control functions executed in the control circuit 8 in order to realize the procedures (a) to (d).
  • the battery bus voltage Vb detected by the voltage detector (not shown) is compared with the battery bus voltage target value V2ref by the first subtractor 80, and the voltage deviation Ve is input to the voltage control PID controller 81.
  • the voltage control PID controller 81 obtains the output current target value I1ot of the first DC / DC converter 5 based on the voltage deviation Ve (the above procedure (a)).
  • the accumulator 82 obtains the input current target value I1it of the first DC / DC converter 5 from the product of the output current target value I1ot and Vb / (Va ⁇ ⁇ 1) based on the above-described equation (6) (above-mentioned Procedure (b)).
  • the accumulator 82 obtains the input current target value I1it of the first DC / DC converter 5 from the product of the output current target value I1ot and Vb / (Va ⁇ ⁇ 1) based on the above-described equation (6) (above-mentioned Procedure (b)).
  • the generator 1 based on the rotational speed Rs of the rotor of the generator 1, the field current value Ifd of the generator 1, and the power generation bus voltage Va detected by a voltage detector (not shown), these values and the generator 1
  • the generated power Pa output from the generator 1 is obtained using a LUT (Look Up Table) 83 in which the relationship with the generated power Pa is set and registered in advance.
  • the generated power Ia is obtained by dividing the generated power Pa by the power generation bus voltage Va using the divider 84 (the above procedure (c)). Further, the second subtracter 85 is used to derive the input current target value Iref of the second DC / DC converter 7 based on the equation (10) (the above procedure (d)). Then, this input current target value Iref is input to the control block of the second DC / DC converter 7 shown in FIG. 5, and feedback control is performed so that the input current value I2i becomes the input current target value Iref.
  • the input current target value Iref of the second DC / DC converter 7 is determined, and feedback control is performed so that the input current I2i of the second DC / DC converter 7 becomes the input current target value Iref, whereby the battery bus voltage Vb can be made asymptotic to the battery bus voltage target value V2ref to be kept substantially constant.
  • FIG. 8 is a control flowchart for determining the current of the second DC / DC converter 7.
  • the second DC / DC converter 7 is configured to maintain the battery bus voltage Vb at a predetermined battery bus voltage target value V2ref. It is a flowchart for controlling an electric current.
  • the control routine shown in FIG. 8 is repeatedly executed in the control circuit 8 at regular intervals. Specifically, the fixed period is the same as the switching period of the switching element of the second DC / DC converter 7 or about several times the switching period.
  • the cycle of the control routine of FIG. 8 and the switching cycle of the second DC / DC converter 7 may be synchronous or asynchronous.
  • a second DC / DC converter instruction signal is acquired from a generated power control flowchart described later (S101).
  • S102 it is determined whether the second DC / DC converter instruction signal is an operation instruction signal (S102). If the instruction signal is an operation instruction signal in S102, the process proceeds to S103, and if not, the process proceeds to S109.
  • the control circuit 8 samples the battery bus voltage Vb with a voltage detector (not shown).
  • S104 the control circuit 8 obtains a voltage deviation Ve between the battery bus voltage target value V2ref and the battery bus voltage Vb.
  • the battery bus voltage target value V2ref is determined based on the rated voltage of the battery 4.
  • the control circuit 8 performs a PID calculation or the like on the voltage deviation Ve to calculate an input current target value Iref of the second DC / DC converter 7. The above calculation process is as described based on FIG.
  • the control circuit 8 samples the input current value I2i of the second DC / DC converter 7.
  • the control circuit 8 obtains a current deviation Ie between the input current target value Iref of the second DC / DC converter 7 and the input current value I2i of the second DC / DC converter 7.
  • the control circuit 8 performs a PID calculation on the current deviation Ie to calculate an operation amount (duty signal).
  • the control circuit 8 performs pulse width modulation based on the operation amount (duty signal) (S110).
  • the control circuit 8 outputs a gate signal to the switching element of the second DC / DC converter 7 (S111).
  • the control circuit 8 controls the generated power of the generator 1 so that the battery bus voltage Vb converges to the battery bus voltage target value V1ref of the generator.
  • the battery bus voltage target value V1ref of the generator 1 is set higher by a voltage value ⁇ than the battery bus voltage target value V2ref of the second DC / DC converter 7 when the vehicle is decelerated, and the second DC / DC converter 7 is set during acceleration of the vehicle.
  • the voltage is set lower than the battery bus voltage target value V2ref by the voltage value ⁇ .
  • the voltage values ⁇ and ⁇ described above may be positive voltage values that are larger than the resolution of the detection function of the control circuit 8.
  • the generator 1 and the control circuit 8 are configured.
  • the phenomenon shown in FIG. 9 occurs due to the response delay of the feedback system. That is, surplus power P OVER is generated due to a response delay of the generator 1 as shown in FIG. 9A, and the battery bus voltage Vb rises in the period T1 as shown in FIG. The life of the load 3 and the battery 4 is shortened.
  • Pa is the generated power of the generator 1
  • P EDLC is the charging power of the electric double layer capacitor 6
  • P LOAD is the power supplied to the load side.
  • the generator 1 and the control circuit 8 are configured. Due to the delayed response of the feedback system, the phenomenon shown in FIG. 10 occurs. That is, an insufficient power P UNDER due to a response delay of the generator 1 occurs as shown in FIG. 10 (a), and the battery bus voltage Vb decreases during the period T2 as shown in FIG. 10 (b), resulting in a low voltage state. The stable operation of the in-vehicle load 3 is hindered.
  • Pa is power generated by the generator 1
  • P EDLC discharge power of the electric double layer capacitor 6
  • P LOAD is power supplied to the load side.
  • a first threshold value V MAX-1 lower than the upper limit value V MAX and a second threshold value V MIN-1 higher than the lower limit value V MIN are prepared for the voltage V EDLC of the electric double layer capacitor 6.
  • the battery bus voltage value Vb converges to the battery bus voltage target value V2ref with the time constant of the feedback system composed of the generator 1 and the control circuit 8 as shown in FIG.
  • the current target value Iref of the second DC / DC converter 7 is a value obtained by performing PID calculation on the deviation Ve between the battery bus voltage Vb and the battery bus voltage target value V2ref. Is maintained at 0, the current target value Iref of the second DC / DC converter 7 becomes 0. As a result, charging of the electric double layer capacitor 6 is stopped, and it is possible to prevent an excess of generated power due to a response delay of a feedback system constituted by the generator 1 and the control circuit 8.
  • the bus voltage target value V2ref is made to coincide. That is, ⁇ is set to 0.
  • the current target value Iref of the second DC / DC converter 7 is a value obtained by performing PID calculation on the deviation Ve between the battery bus voltage Vb and the battery bus voltage target value V2ref.
  • FIG. 13 is a flowchart for determining the generated power control of the generator and the operation of the second DC / DC converter according to this embodiment.
  • the control routine of FIG. 13 is repeatedly performed at regular intervals. Specifically, the fixed period is set to about 1/10 of the time constant required for the feedback control system constituted by the generator 1 and the control circuit 8. Although it is not necessary to synchronize the cycle of the control routine of the generated power of the generator 1 shown in FIG. 13 and the cycle of the control routine of the current control of the second DC / DC converter 7 shown in FIG. 8, they may be synchronized. Further, the control flowcharts of FIGS. 13 and 8 may be cascaded as one control flowchart.
  • the flowchart of FIG. 13 is executed by the control circuit 8.
  • the control circuit 8 determines whether the vehicle is decelerating or other than decelerating based on the acceleration signal (S201). If the vehicle decelerates, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or greater than the first threshold value V MAX-1 (S202). When the voltage value V EDLC is equal to or higher than the first threshold value V MAX ⁇ 1 , the battery bus voltage target value V1ref of the generator 1 is matched with the battery bus voltage target value V2ref of the second DC / DC converter 7 (S203).
  • the battery bus voltage target value V1ref of the generator 1 is set as the battery bus voltage target value V2ref + ⁇ of the second DC / DC converter 7 (S204). Subsequently, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or higher than the upper limit value V MAX (S205). When the voltage value V EDLC is equal to or higher than the upper limit value V MAX , a stop instruction signal is sent as an instruction signal to the second DC / DC converter 7 (S206).
  • an operation instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S207).
  • the control circuit 8 performs the generated power control of the generator 1 (S208).
  • the control circuit 8 determines whether or not the voltage value V EDLC of the electric double layer capacitor 6 is equal to or less than the second threshold value V MIN ⁇ 1 (S210).
  • the battery bus voltage target value V1ref of the generator 1 is matched with the battery bus voltage target value V2ref of the second DC / DC converter 7 (S211).
  • the battery bus voltage target value V1ref of the generator 1 is set as the battery bus voltage target value V2ref ⁇ of the second DC / DC converter 7 (S212). Subsequently, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or lower than the lower limit value V MIN (S213). When the voltage value V EDLC is equal to or lower than the lower limit value V MIN , a stop instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S214).
  • an operation instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S215).
  • the control circuit 8 performs the generated power control of the generator 1 (S208).
  • the generated power control of S208 controls the generated power of the generator 1 so that the battery bus voltage Vb becomes the battery bus voltage target value V1ref of the generator 1.
  • the generator 1 is an AC generator as shown in FIG. 2, for example, a control signal is output from the control circuit 8 to the gate terminal of the switching element 16 of the regulator circuit 15 to perform on / off control of the switching element 16.
  • the generated power of the generator 1 is controlled by changing the field current of the magnetic winding 11.
  • Embodiment 2 In the vehicle power supply system according to Embodiment 2 of the present invention, when the vehicle is not decelerating, the battery bus voltage target value of the generator is set to a value lower than the battery bus voltage target value of the second DC / DC converter by a predetermined value. When the voltage value of the double layer capacitor becomes the lower limit value, the discharge of the second DC / DC converter is stopped. Since operations and configurations other than those described above are the same as those of the vehicle power supply system according to the first embodiment, description thereof will be omitted.
  • FIG. 14 is a flowchart for determining the generated power control of the generator and the operation of the second DC / DC converter in the control circuit for the vehicle power supply system according to Embodiment 2 of the present invention.
  • the control routine of FIG. 14 is repeatedly performed at regular intervals. Specifically, the fixed period is set to about 1/10 of the time constant required for the feedback control system constituted by the generator 1 and the control circuit 8.
  • the cycle of the control routine for the generated power of the generator 1 shown in FIG. 14 and the cycle of the control routine for the current control of the second DC / DC converter 7 shown in FIG. 8 need not be synchronized, but may be synchronized. Further, the control flowcharts of FIGS. 14 and 8 may be cascaded as one control flowchart.
  • the flowchart of FIG. 14 is executed by the control circuit 8.
  • the control circuit 8 determines whether the vehicle is decelerating or other than decelerating based on the acceleration signal (S301). If the vehicle decelerates, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or greater than the first threshold value V MAX-1 (S302). When the voltage value V EDLC is equal to or higher than the first threshold value V MAX ⁇ 1 , the battery bus voltage target value V1ref of the generator 1 is matched with the battery bus voltage target value V2ref of the second DC / DC converter 7 (S303).
  • the battery bus voltage target value V1ref of the generator 1 is set as the voltage target value V2ref + ⁇ (S304). Subsequently, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or higher than the upper limit value V MAX (S305). If the voltage value V EDLC is greater than or equal to the upper limit value V MAX , a stop instruction signal is sent as an instruction signal to the second DC / DC converter 7 (S306).
  • an operation instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S307).
  • the control circuit 8 performs the generated power control of the generator 1 (S208).
  • the control circuit 8 sets the battery bus voltage target value V1ref of the generator 1 to the battery bus voltage target value V2ref- ⁇ of the second DC / DC converter 7 (S310).
  • V EDLC voltage value of the electric double layer capacitor 6
  • V MIN lower limit value
  • a stop instruction signal is sent as an instruction signal to the second DC / DC converter 7 (S312).
  • an operation instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S313).
  • the control circuit 8 performs the generated power control of the generator 1 (S308).
  • the generated power control of S308 is to control the generated power of the generator 1 so that the battery bus voltage Vb becomes the battery bus voltage target value V1ref of the generator 1.
  • the generator 1 is an AC generator as shown in FIG. 2, for example, a control signal is output from the control circuit 8 to the gate terminal of the switching element 16 of the regulator circuit 15 to perform on / off control of the switching element 16.
  • the generated power of the generator 1 is controlled by changing the field current of the magnetic winding 11.
  • Embodiment 3 In the first embodiment, the target voltage of the generator and the second DC / DC converter is set to the battery bus voltage, but in this embodiment, the target voltage of the generator and the second DC / DC converter is set to the power generation bus voltage. . Since the configuration of the vehicle power supply system according to the present embodiment is the same as that of the first embodiment, the description thereof is omitted.
  • the first DC / DC converter 5 uses a constant step-up / step-down ratio type DC / DC converter that maintains an input / output voltage ratio at a predetermined target voltage ratio N.
  • the current target value Iref of the second DC / DC converter 7 is determined based on the deviation Ve between the power generation bus voltage Va and the power generation bus voltage target value V5ref of the second DC / DC converter 7, and for the generator 1
  • the generated power is controlled so that the power generation bus voltage Va converges to the power generation bus voltage target value V4ref of the generator 1.
  • the power generation bus voltage value Va is determined according to the rotational speed of the rotor of the generator 1. As shown in FIG. 2, the generated power characteristic of the generator 1 can change the maximum generated power by changing the power generation bus voltage Va according to the rotational speed of the rotor. Therefore, specifically, as shown in FIG. 2, when the rotation speed of the rotor of the generator 1 is less than Ra, the power generation bus voltage Va is 14V, and when the rotation speed is Ra or higher and less than Rb, the power generation bus voltage Va is 28V. When the rotational speed is Rb or higher, the power generation bus voltage Va is set to 42V. In this case, the target voltage ratio N of the first DC / DC converter 5 is set so that the power generation bus voltage Va becomes the above-described 14V, 28V, and 42V.
  • the power generation bus voltage target value V5ref of the second DC / DC converter 7 is set to 14V, 28V, and 42V, similarly to the first DC / DC converter 5 described above.
  • the power generation bus voltage Va is multiplied by the battery bus voltage Vb. Therefore, the fluctuation of the battery bus voltage Vb propagates to the power generation bus voltage Va, and the fluctuation of the power generation bus voltage Va propagates to the battery bus voltage Vb, so that the target voltage of the generator 1 and the second DC / DC converter 7 is generated. Even when the bus voltage is set, the same control as in the first embodiment can be performed.
  • the target voltage of the generator 1 is set to the power generation bus voltage target value V4ref
  • the target voltage of the second DC / DC converter 7 is set to the power generation bus voltage target value V5ref, and the same as in the first embodiment. Then, the generated power control of the generator 1 and the current control of the second DC / DC converter 7 are performed.
  • both controls will be specifically described.
  • FIG. 15 is a flowchart for controlling the current of the second DC / DC converter, and is a flowchart for controlling the current of the second DC / DC converter so as to keep the power generation bus voltage Va at a predetermined power generation bus voltage target value V5ref. .
  • the control routine shown in FIG. 15 is repeatedly executed at regular intervals in the control circuit 8. Specifically, the fixed period is the same as the switching period of the switching element of the second DC / DC converter 7 or about several times the switching period.
  • the cycle of the control routine of FIG. 15 and the switching cycle of the second DC / DC converter 7 may be synchronous or asynchronous.
  • a second DC / DC converter instruction signal is acquired from the generated power control flowchart of FIG. 16 described later (S401).
  • S401 it is determined whether the second DC / DC converter instruction signal is an operation instruction signal (S402). If the instruction signal is an operation instruction signal in S402, the process proceeds to S403. If the instruction signal is not an operation instruction signal, the process proceeds to S409.
  • the control circuit 8 samples the power generation bus voltage Va by a voltage detector (not shown).
  • the control circuit 8 obtains a voltage deviation Ve between the power generation bus voltage target value V5ref and the power generation bus voltage Va.
  • the control circuit 8 performs a PID calculation or the like on the voltage deviation Ve and calculates a current target value Iref of the second DC / DC converter 7.
  • the control circuit 8 samples the current value I2i of the second DC / DC converter 7.
  • the control circuit 8 obtains a current deviation Ie between the current target value Iref of the second DC / DC converter 7 and the current value I2i of the second DC / DC converter 7.
  • the control circuit 8 performs a PID calculation on the current deviation Ie to calculate an operation amount (duty signal). Then, the control circuit 8 performs pulse width modulation based on the operation amount (duty signal) and generates a PWM signal (S410).
  • the control circuit 8 outputs a gate signal to the switching element of the second DC / DC converter 7 (S411). If the second DC / DC converter instruction signal is not an operation instruction signal but a stop instruction signal in S402, the operation amount (duty signal) is set to 0 in S409.
  • FIG. 16 is a flowchart for determining the generated power control of the generator and the operation of the second DC / DC converter according to the present embodiment.
  • the control routine of FIG. 16 is repeatedly performed at regular intervals. Specifically, the fixed period is set to about 1/10 of the time constant required for the feedback control system constituted by the generator 1 and the control circuit 8.
  • the period of the control routine for the generated power of the generator 1 shown in FIG. 16 and the period of the control routine for the current control of the second DC / DC converter 7 shown in FIG. 15 need not be synchronized, but may be synchronized. Further, the control flowcharts of FIGS. 16 and 15 may be cascaded as one control flowchart.
  • the flowchart of FIG. 16 is executed by the control circuit 8.
  • the control circuit 8 determines whether the vehicle is decelerating or other than decelerating based on the acceleration signal (S501). If the vehicle decelerates, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or greater than the first threshold value V MAX-1 (S502). When the voltage value V EDLC is equal to or higher than the first threshold value V MAX ⁇ 1 , the power generation bus voltage target value V4ref of the generator 1 is matched with the power generation bus voltage target value V5ref of the second DC / DC converter 7 (S503).
  • the power generation bus voltage target value V4ref of the generator 1 is set as the power generation bus voltage target value V5ref + ⁇ of the second DC / DC converter 7 (S504). Subsequently, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or higher than the upper limit value V MAX (S505). If the voltage value V EDLC is greater than or equal to the upper limit value V MAX , a stop instruction signal is sent as an instruction signal to the second DC / DC converter 7 (S506).
  • an operation instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S507).
  • the control circuit 8 performs the generated power control of the generator 1 (S508).
  • the control circuit 8 determines whether or not the voltage value V EDLC of the electric double layer capacitor 6 is equal to or less than the second threshold value V MIN ⁇ 1 (S510).
  • the voltage value V EDLC is equal to or smaller than the second threshold value V MIN ⁇ 1
  • the power generation bus voltage target value V4ref of the generator 1 is matched with the power generation bus voltage target value V5ref of the second DC / DC converter 7 (S511).
  • the power generation bus voltage target value V4ref of the generator 1 is set as the power generation bus voltage target value V5ref ⁇ of the second DC / DC converter 7 (S512). Subsequently, it is determined whether the voltage value V EDLC of the electric double layer capacitor 6 is equal to or lower than the lower limit value V MIN (S513). When the voltage value V EDLC is equal to or lower than the lower limit value V MIN , a stop instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S514).
  • an operation instruction signal is sent to the second DC / DC converter 7 as an instruction signal (S515).
  • the control circuit 8 performs the generated power control of the generator 1 (S508).
  • the generated power control of S508 controls the generated power of the generator 1 so that the generated bus voltage Va becomes the generated bus voltage target value V4ref of the generator 1.
  • the generator 1 is an AC generator as shown in FIG. 2, for example, a control signal is output from the control circuit 8 to the gate terminal of the switching element 16 of the regulator circuit 15 to perform on / off control of the switching element 16.
  • the generated power of the generator 1 is controlled by changing the field current of the magnetic winding 11.
  • the power generation bus voltage can be maintained at a predetermined voltage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

L'invention concerne un système d'alimentation électrique pour véhicule, qui comprend : un générateur électrique (1) ; un redresseur (2) destiné à redresser la puissance en courant alternatif du générateur électrique (1) et à la délivrer en sortie à une ligne de bus de génération d'électricité (A) ; une batterie (4) ; un dispositif de stockage électrique (6) ; un premier convertisseur CC/CC (5) destiné à exécuter une commande de sorte que la tension de ligne de bus de génération d'électricité (Va) maintienne une valeur cible de tension prédéterminée ; un second convertisseur CC/CC (7) d'un type de commande de courant, destiné à exécuter une commande de sorte que le courant d'entrée ou de sortie maintienne une valeur cible de courant prédéterminée ; et un circuit de commande (8) destiné à commander le générateur électrique (1), le premier convertisseur CC/CC (5) et le second convertisseur CC/CC (7). Le circuit de commande (8) détermine la valeur cible de courant (Iref) du second convertisseur CC/CC (7) sur la base d'au moins l'une de la tension de ligne de bus de génération d'électricité (Va) et d'une tension de ligne de bus de batterie (Vb) et exécute une commande de sorte que le courant d'entrée ou de sortie du second convertisseur CC/CC (7) maintienne la valeur cible de courant (Iref). Lors de la charge ou de la décharge du dispositif de stockage électrique (6), le circuit de commande (8) commande également l'électricité générée par le générateur électrique (1), en fonction de la valeur de tension du dispositif de stockage électrique (6).
PCT/JP2011/058689 2011-04-06 2011-04-06 Système d'alimentation électrique pour véhicule WO2012137315A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2013508672A JP5543018B2 (ja) 2011-04-06 2011-04-06 車両用電源システム
PCT/JP2011/058689 WO2012137315A1 (fr) 2011-04-06 2011-04-06 Système d'alimentation électrique pour véhicule
DE112011105129.8T DE112011105129B4 (de) 2011-04-06 2011-04-06 Stromversorgungssystem für Kraftfahrzeuge

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2011/058689 WO2012137315A1 (fr) 2011-04-06 2011-04-06 Système d'alimentation électrique pour véhicule

Publications (1)

Publication Number Publication Date
WO2012137315A1 true WO2012137315A1 (fr) 2012-10-11

Family

ID=46968753

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2011/058689 WO2012137315A1 (fr) 2011-04-06 2011-04-06 Système d'alimentation électrique pour véhicule

Country Status (3)

Country Link
JP (1) JP5543018B2 (fr)
DE (1) DE112011105129B4 (fr)
WO (1) WO2012137315A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017148407A1 (fr) * 2016-03-02 2017-09-08 英飞特电子（杭州）股份有限公司 Système de charge à stockage d'énergie
WO2024051201A1 (fr) * 2022-09-07 2024-03-14 湖南中联重科智能高空作业机械有限公司 Système de commande pour une condition de travail en descente, et véhicule de travail surélevé

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6012915B1 (ja) 2015-01-21 2016-10-25 三菱電機株式会社 電力変換装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000278806A (ja) * 1999-03-19 2000-10-06 Nissan Diesel Motor Co Ltd 電気自動車の電源システム
WO2009013891A1 (fr) * 2007-07-25 2009-01-29 Panasonic Corporation Dispositif de source d'alimentation électrique pour un véhicule
JP2010220392A (ja) * 2009-03-17 2010-09-30 Honda Motor Co Ltd 充電システム

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4550363B2 (ja) * 2001-02-16 2010-09-22 シーメンス アクチエンゲゼルシヤフト 自動車用電気システム
JP2006087163A (ja) * 2004-09-14 2006-03-30 Suzuki Motor Corp 車両用発電制御装置
JP4497145B2 (ja) * 2006-09-07 2010-07-07 マツダ株式会社 車両用発電機の制御装置
EP2063519B1 (fr) 2006-09-15 2018-10-31 Mitsubishi Electric Corporation Convertisseur de puissance cc/cc
JP4950162B2 (ja) * 2008-10-22 2012-06-13 三菱電機株式会社 車両用電源装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000278806A (ja) * 1999-03-19 2000-10-06 Nissan Diesel Motor Co Ltd 電気自動車の電源システム
WO2009013891A1 (fr) * 2007-07-25 2009-01-29 Panasonic Corporation Dispositif de source d'alimentation électrique pour un véhicule
JP2010220392A (ja) * 2009-03-17 2010-09-30 Honda Motor Co Ltd 充電システム

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017148407A1 (fr) * 2016-03-02 2017-09-08 英飞特电子（杭州）股份有限公司 Système de charge à stockage d'énergie
WO2024051201A1 (fr) * 2022-09-07 2024-03-14 湖南中联重科智能高空作业机械有限公司 Système de commande pour une condition de travail en descente, et véhicule de travail surélevé

Also Published As

Publication number Publication date
JPWO2012137315A1 (ja) 2014-07-28
DE112011105129T5 (de) 2014-01-02
JP5543018B2 (ja) 2014-07-09
DE112011105129B4 (de) 2018-05-09

Similar Documents

Publication Publication Date Title
US9365175B2 (en) Power supply system for vehicle
US7402982B2 (en) Energy storage type feeder voltage compensation apparatus and method of controlling feeder voltage
JP5321742B1 (ja) 車両の電池システムと、この制御方法
JP5318004B2 (ja) 車両用電源システム
JP6427574B2 (ja) パワーバッテリーの素子の充電平衡化装置
JP5570655B2 (ja) 車両用電源システム
KR20140097286A (ko) 전력 배터리 소자의 충전 밸런싱 장치
JP2009118727A (ja) ハイブリッド電源
WO2015190094A1 (fr) Système de stockage d'énergie électrique et son procédé de commande
JP2012500164A (ja) エレベータドライブの線電流およびエネルギ貯蔵の制御
Joshi et al. Improved energy management algorithm with time-share-based ultracapacitor charging/discharging for hybrid energy storage system
Bhattacharyya et al. A modified semi-active topology for battery-ultracapacitor hybrid energy storage system for EV applications
JP6426014B2 (ja) 双方向インバータおよびそれを用いた蓄電システム
JP5543018B2 (ja) 車両用電源システム
JP5503957B2 (ja) 車両用電源装置
Porru et al. A novel hybrid energy storage system for electric vehicles
WO2016132580A1 (fr) Dispositif de régulation de charge et de décharge, corps mobile, et procédé de détermination de quantité d'attribution de puissance électrique
JP2018121468A (ja) 直流給電システム
EP3640175B1 (fr) Gestion de puissance décentralisée dans un système d'ascenseur
Sayed et al. Advanced super capacitor based converter for power regeneration of electric vehicle applications
TWI405383B (zh) Intelligent charge and discharge system
Ma et al. Lithium-ion battery cells voltage equalization using optimized circuit parameters and control Strategy
JP2017147803A (ja) 蓄電池制御装置
WO2012091075A1 (fr) Système de batteries
WO2023159122A2 (fr) Lissage et amplification de puissance pour appareil d'exercice

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: 11862869

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2013508672

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 1120111051298

Country of ref document: DE

Ref document number: 112011105129

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11862869

Country of ref document: EP

Kind code of ref document: A1