WO2012144045A1 - 電動車両の電源装置およびその制御方法 - Google Patents
電動車両の電源装置およびその制御方法 Download PDFInfo
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- WO2012144045A1 WO2012144045A1 PCT/JP2011/059827 JP2011059827W WO2012144045A1 WO 2012144045 A1 WO2012144045 A1 WO 2012144045A1 JP 2011059827 W JP2011059827 W JP 2011059827W WO 2012144045 A1 WO2012144045 A1 WO 2012144045A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
- B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
- B60L50/71—Arrangement of fuel cells within vehicles specially adapted for electric vehicles
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- B60L53/20—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 converters located in the vehicle
- B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/30—AC to DC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B60L2240/52—Drive Train control parameters related to converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/529—Current
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Definitions
- the present invention relates to a power supply device for an electric vehicle and a control method therefor, and more particularly, to a power supply device for an electric vehicle capable of generating AC power using electric power of a vehicle-mounted power storage device.
- Electric vehicles, hybrid vehicles, and fuel cell vehicles are known as electric vehicles configured to be able to drive a vehicle driving motor using electric power from an in-vehicle power storage device represented by a secondary battery.
- an electric vehicle a configuration has been proposed in which an in-vehicle power storage device is charged by a power source outside the vehicle (hereinafter also simply referred to as “external power source”).
- the charging of the power storage device by the external power supply is also simply referred to as “external charging”.
- Patent Document 1 describes the configuration of an electric vehicle equipped with a power storage device (main battery) that can be charged by an external power source.
- a power storage device main battery
- an outlet for taking out AC power is provided. Since the power converter for external charging can perform bidirectional power conversion, vehicle power generation that converts power from the main battery into AC power can be executed. Even when the external power source and the vehicle are not connected, power can be output from the outlet by vehicle power generation.
- a small-capacity sub-converter for auxiliary power supply is arranged for exclusive use during external charging, in addition to the DC / DC converter that can be used during vehicle travel.
- this sub-converter since this sub-converter is connected to the external charging path, the output power from the outlet may be reduced by the output power of the sub-converter (ie, auxiliary system power) during vehicle power generation. There is. As a result, in the vehicle power generation mode, there is a possibility that power supply from an outlet that fully utilizes the output rating of the power converter may be hindered.
- the present invention has been made to solve such problems, and an object of the present invention is to use an electric vehicle from an outlet when generating electric power using electric power of an in-vehicle power storage device. It is to supply auxiliary system power efficiently and appropriately according to the power.
- a power supply device for an electric vehicle includes: a main power storage device; a sub power storage device having an output voltage lower than that of the main power storage device; a charging inlet for electrically contacting an external power source; A second power line, an outlet, a charger, first and second power converters, and a control device are included.
- the main power storage device stores electric power that is input to and output from an electric motor that generates vehicle driving force.
- the first power line is connected to the sub power storage device and supplies auxiliary power for operating the auxiliary load.
- the second power line is electrically connected to the charging inlet.
- the outlet is provided for taking out AC power from the second power line.
- the charger is configured to perform bidirectional power conversion between the AC power of the second power line and the DC power input / output to / from the main power storage device.
- the first power converter is configured to convert DC power from the main power storage device into auxiliary system power and output it to the first power line.
- the second power converter is configured to convert AC power of the second power line into auxiliary system power and output the auxiliary power to the first power line.
- the controller converts the DC power from the main power storage device into AC power and outputs the AC power to the second power line. Configured to control the charger.
- the control device includes a first mode in which auxiliary power is generated by the first power converter based on power used from the outlet, and auxiliary power in the second power converter.
- the first and second power converters are controlled so as to switch to the second mode for generating the auxiliary system power.
- control device selects the first mode when the power used is higher than a predetermined determination power.
- control device selects the second mode when the power used is lower than a predetermined determination power.
- the determination power is set based on a power value obtained by subtracting the output power rating of the second power converter from the rated output power value of the charger.
- the determination power is set based on a power value obtained by subtracting the power consumption of the auxiliary system power from the output power rating of the charger.
- an electric motor that includes a main power storage device for storing electric power input / output to / from an electric motor that generates vehicle driving force, and a sub power storage device having an output voltage lower than that of the main power storage device.
- a control method for a power supply device for a vehicle comprising: a charging inlet for making electrical contact with an external power supply; first and second power lines; an outlet; a charger; Power converters.
- the first power line is connected to the sub power storage device and supplies auxiliary power for operating the auxiliary load.
- the second power line is electrically connected to the charging inlet.
- the outlet is configured to extract AC power from the second power line.
- the charger is configured to perform bidirectional power conversion between the AC power of the second power line and the DC power input / output to / from the main power storage device.
- the first power converter is configured to convert DC power from the main power storage device into auxiliary system power and output it to the first power line.
- the second power converter is configured to convert AC power of the second power line into auxiliary system power and output the auxiliary power to the first power line.
- the charger in a power generation mode in which AC power is output from the outlet while the external power supply is not connected to the charging inlet, the charger converts DC power from the main power storage device into AC power and outputs the AC power to the second power line.
- the first mode in which the auxiliary power is generated by the first power converter based on the power used from the outlet in the power generation mode and the second power converter Selecting one of the second mode for generating auxiliary system power, and generating the auxiliary system power according to the selected first or second mode, and the first power converter and the second mode Controlling the power converter.
- the selecting step selects the first mode when the power used is higher than a predetermined determination power.
- the second mode is selected when the power used is lower than a predetermined determination power.
- the electric vehicle when the electric vehicle generates AC power using the power of the on-vehicle power storage device, it is possible to supply auxiliary power efficiently and appropriately according to the power used from the outlet.
- FIG. 1 It is a block diagram which shows the structural example of the power supply device of the electric vehicle by embodiment of this invention. It is a circuit diagram for demonstrating the structural example of the charger shown in FIG. It is a conceptual diagram explaining the relationship between outlet power usage and mode selection of an auxiliary power feeding system. It is a flowchart for demonstrating control operation
- FIG. 1 is a block diagram showing a configuration example of a power supply device for an electric vehicle according to an embodiment of the present invention.
- an electric vehicle 100 includes a main battery 10, a power control unit (PCU) 20, a motor generator 30, a power transmission gear 40, drive wheels 50, and a braking mechanism 55.
- PCU power control unit
- ECU Electronic Control Unit
- the main battery 10 is shown as an example of a “main power storage device”, and typically includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery.
- a secondary battery such as a lithium ion battery or a nickel metal hydride battery.
- the output voltage of the main battery 10 is about 200V.
- the main power storage device may be configured by an electric double layer capacitor or a combination of a secondary battery and a capacitor.
- PCU 20 converts charge / discharge power of main battery 10 into power for driving and controlling motor generator 30.
- motor generator 30 is configured with a permanent magnet type three-phase synchronous motor
- PCU 20 is configured to include inverter 26.
- the output torque of the motor generator 30 is transmitted to the drive wheels via the power transmission gear 40 constituted by a speed reducer and a power split mechanism, thereby causing the electric vehicle 100 to travel.
- the motor generator 30 can generate power by the rotational force of the drive wheels 50 during regenerative braking of the electric vehicle 100.
- the generated power is converted into charging power for the main battery 10 by the PCU 20.
- the braking mechanism 55 generates a mechanical braking force on the wheels.
- the braking mechanism 55 is typically constituted by a hydraulic brake that generates a friction braking force in response to the supply of hydraulic pressure.
- the total braking force corresponding to the brake pedal operation is secured by the sum of the mechanical braking force by braking mechanism 55 and the regenerative braking force by motor generator 30.
- the electric vehicle 100 indicates a vehicle on which an electric motor for generating vehicle driving force is mounted, and includes a hybrid vehicle that generates vehicle driving force by an engine and an electric motor, an electric vehicle that does not have an engine, a fuel cell vehicle, and the like. .
- the “power supply device for the electric vehicle” is configured by a portion excluding the motor generator 30, the power transmission gear 40, and the drive wheels 50 from the configuration of the electric vehicle 100 illustrated. Below, the structure of a power supply device is demonstrated in detail.
- the power control unit (PCU) 20 includes a converter CNV, a smoothing capacitor CH, and an inverter 26.
- Converter CNV is configured to perform DC voltage conversion between DC voltage VL between power lines 153p and 153g and DC voltage VH between power lines 154p and 154g.
- the power lines 153p and 153g are electrically connected to the positive terminal and the negative terminal of the main battery 10 through the system main relays SMR1 and SMR2, respectively.
- Smoothing capacitor CH is connected to power lines 154p and 154g to smooth the DC voltage.
- the smoothing capacitor C0 is connected to the power lines 153p and 153g to smooth the DC voltage VL.
- converter CNV is configured as a chopper circuit including power semiconductor switching elements Qa, Qb, a reactor L0, and a smoothing capacitor C0.
- IGBT Insulated Gate Bipolar Transistor
- switching element any element that can be turned on / off, such as a power MOS (Metal Oxide Semiconductor) transistor or a power bipolar transistor, can be used as the switching element.
- MOS Metal Oxide Semiconductor
- the converter CNV can perform bidirectional voltage conversion between the power line 153p and the power line 154p.
- the converter CNV can also be operated.
- the inverter 26 is a general three-phase inverter, the detailed circuit configuration is not shown.
- the inverter 26 is arranged so that the upper arm element and the lower arm element are arranged in each phase, and the connection point of the upper and lower arm elements in each phase is connected to the stator coil winding of the corresponding phase of the motor generator 30. Composed.
- the inverter 26 When the electric vehicle 100 is traveling, the inverter 26 is controlled to be turned on and off by the ECU 80, thereby converting the DC voltage of the power line 154 p into a three-phase AC voltage and supplying it to the motor generator 30.
- each switching element is ON / OFF controlled by ECU 80 so that inverter 26 converts the AC voltage from motor generator 30 into a DC voltage and outputs it to power line 154p.
- the ECU 80 is composed of a CPU (Central Processing Unit) (not shown) and an electronic control unit with a built-in memory, and performs arithmetic processing using detection values from each sensor based on a map and a program stored in the memory. Composed. Alternatively, at least a part of the ECU 80 may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.
- the ECU 80 is comprehensively described as a block having a control function when the electric vehicle 100 is running and external charging. The ECU 80 operates by being supplied with a low-voltage power supply voltage from the power line 155p.
- the power supply device of the electric vehicle 100 includes a main DC / DC converter 60, an auxiliary battery 70, and a power line 155p as a low voltage system (auxiliary system) configuration.
- Auxiliary battery 70 is connected to power line 155p.
- Auxiliary battery 70 is shown as an example of a “sub power storage device”.
- auxiliary battery 70 is formed of a lead storage battery.
- the output voltage of the auxiliary battery 70 corresponds to the low-voltage power supply voltage Vs.
- the rating of the power supply voltage Vs is lower than the output voltage of the main battery 10 and is, for example, about 12V.
- the output side of the main DC / DC converter 60 is connected to the power line 155p.
- the input side of main DC / DC converter 60 is connected to power lines 153p and 153g.
- Main DC / DC converter 60 converts the output power of main battery 10 into auxiliary system power (power supply voltage Vs level), and outputs it to power line 155p. By this power conversion, the output voltage (DC voltage VL) of the main battery 10 is stepped down to the power supply voltage Vs of the auxiliary system.
- the main DC / DC converter 60 is typically a switching regulator including a semiconductor switching element (not shown), and any known circuit configuration can be applied.
- a low-voltage auxiliary load group 95 is connected to the power line 155p.
- the auxiliary machine load group 95 includes, for example, audio equipment, navigation equipment, lighting equipment (hazard lamps, room lights, headlamps, etc.) and the like. These auxiliary machine load groups consume electric power by operating according to user operations.
- the power supply device of the electric vehicle 100 includes a charging inlet 105, an AC outlet 120, an LC filter 130, an AC / DC converter 170, a charger 200, a relay RL1 as an external charging system configuration of the main battery 10. , RL2.
- the charging inlet 105 is electrically connected to the external power source 400 by being connected to the charging plug 410 of the charging cable that is connected to the external power source 400. It is assumed that the charging cable incorporates a relay 405 for cutting off the charging path of the external power source 400.
- the external power source 400 is a commercial AC power source.
- the external power source 400 and the electric vehicle 100 are electromagnetically coupled in a non-contact manner to supply electric power, specifically, a primary coil is provided on the external power source side, A secondary coil may be provided on the vehicle side, and electric power may be supplied from the external power supply 400 to the electric vehicle 100 using the mutual inductance between the primary coil and the secondary coil. Even when such external charging is performed, the configuration after the LC filter 130 for converting the power supplied from the external power source 400 can be shared.
- the power line 151 electrically connects between the charging inlet 105 and the charger 200.
- the LC filter 130 is connected to the power line 151 and removes harmonic components of the AC voltage.
- Charger 200 converts the AC voltage from external power supply 400 transmitted to power line 151 into a DC voltage for charging main battery 10.
- the converted DC voltage is output between power lines 152p and 152g.
- the DC voltage of the power lines 152p and 152g is controlled to a voltage level suitable for charging the main battery 10.
- the relay RL1 is electrically connected between the power line 152p and the positive electrode of the main battery 10.
- Relay RL2 is electrically connected between power line 152g and the negative electrode of main battery 10.
- Each of relays RL1 and RL2 and system main relays SMR1 and SMR2 are typically closed (turned on) when excitation current is supplied by an excitation circuit (not shown), and opened (off) when excitation current is not supplied. It consists of an electromagnetic relay. However, any circuit element can be used as the relay or the system main relay as long as it is a switch that can control conduction (ON) / interruption (OFF) of the energization path.
- ECU 80 generates control commands SM1, SM2, SR1, SR2 for controlling on / off of system main relays SMR1, SMR2 and relays RL1, RL2.
- excitation current of the corresponding system main relay or relay is generated using auxiliary battery 70 as a power source.
- AC outlet 120 is connected to power line 151.
- AC outlet 120 is electrically connected to power line 151 when an operation switch (not shown) is turned on.
- an electrical device (not shown) connected to the AC outlet 120 can be operated by AC power on the power line 151.
- the sensor 125 is arranged so that the output power from the AC outlet 120, that is, the used power Pc at the AC outlet can be detected.
- the charging cable when the charging cable is connected, AC power can be supplied from the AC outlet 120 by the power from the external power source 400. Moreover, by configuring the charger 200 with a bidirectional power converter, the power from the main battery 10 can be converted into AC power and supplied from the AC outlet 120 even when the charging cable is not connected.
- the mode in which the charger 200 operates in this way is also referred to as “power generation mode”.
- a mode in which charger 200 operates so as to charge main battery 10 with electric power from an external power supply is also referred to as “charging mode”.
- FIG. 2 is a circuit diagram for explaining a configuration example of the charger 200 of FIG. Referring to FIG. 2, charger 200 includes a power conversion unit 210, a power conversion unit 220, a smoothing reactor L1, and smoothing capacitors C1, C2.
- the power conversion unit 210 includes power semiconductor switching elements Q9 to Q12. Anti-parallel diodes D9 to D12 are arranged for switching elements Q9 to Q12, respectively.
- Switching elements Q9 to Q12 constitute a full bridge circuit (hereinafter also referred to as a first full bridge circuit) between power line 151 and power lines 157p and 157g. Switching elements Q9-Q12 are turned on / off in response to a control signal CS2 from ECU 80 (FIG. 1).
- the power conversion unit 220 includes switching elements Q1 to Q4 and Q5 to Q8, and an insulating transformer 230.
- Antiparallel diodes D1 to D8 are connected to switching elements Q1 to Q8, respectively.
- Switching elements Q1-Q8 are turned on / off in response to a control signal CS1 from ECU 80.
- Switching elements Q1 to Q4 constitute a full bridge circuit (hereinafter also referred to as a second full bridge circuit) between power lines 157p and 157g and power line 158.
- Switching elements Q5 to Q8 constitute a full bridge circuit (hereinafter also referred to as a third full bridge circuit) between power line 159 and power lines 152p and 152g.
- each of the full bridge circuits of the power conversion units 210 and 220 can perform bidirectional AC / DC power conversion by on / off control of the switching elements. It is also known that the level of a DC voltage (current) or an AC voltage (current) can be controlled by duty ratio control of a switching element in on / off control.
- the insulating transformer 230 has a primary side to which the power line 158 is connected and a secondary side to which the power line 159 is connected. As is well known, the insulating transformer 230 is configured to convert an alternating voltage according to the number of turns after electrically insulating the primary side and the secondary side.
- Smoothing capacitor C2 smoothes the DC voltage of power lines 157p and 157g.
- Smoothing capacitor C1 and smoothing reactor L1 smooth the DC voltage and DC current of power lines 152p and 152g.
- the charger 200 performs the following power conversion in the charging mode.
- the ECU 80 turns on the relays RL1 and RL2. Further, when external charging permission conditions are satisfied, relay 405 (FIG. 1) in the charging cable is turned on. As a result, the AC voltage from the external power supply 400 is supplied to the power line 151.
- the first full bridge circuit (Q9 to Q12) of the power conversion unit 210 converts the AC voltage on the power line 151 into a DC voltage and outputs it to the power lines 157p and 157g. At this time, the power conversion unit 210 controls AC / DC conversion so as to improve the power factor of the power supplied from the external power supply 400. That is, it is preferable that the power conversion unit 210 also operates as a PFC (Power Factor Correction) circuit during external charging.
- PFC Power Factor Correction
- the voltage of the power lines 157p and 157g in the charging mode is controlled by the power conversion unit 210 to a DC voltage higher than the AC voltage amplitude from the external power supply 400.
- the second full bridge circuit (Q1 to Q4) converts the DC voltage of the power lines 157p and 157g into a high frequency AC voltage and outputs it to the power line 158.
- the high-frequency AC voltage output to power line 158 is transformed according to the turn ratio of the primary side and the secondary side of insulation transformer 230 and output to power line 159.
- the third full bridge circuit (Q5 to Q8) converts the high-frequency AC voltage output to the power line 159 into a DC voltage and outputs the DC voltage to the power lines 152p and 152g.
- the DC voltage of power lines 152p and 152g is controlled by on / off control of switching elements Q1 to Q8 constituting the second and third full bridge circuits.
- Charger 200 outputs DC power for charging main battery 10 in accordance with a charge command at the time of external charging by feedback control of output voltage and / or output current.
- the charge command is set according to the state of the main battery 10, for example, SOC (State Of Charge) and temperature. Then, ECU 80 turns off relays RL1 and RL2 when external charging ends.
- the AC / DC converter 170 is also connected to the AC outlet 120 side path (the power line 151 in the example of FIG. 1) by the charger 200.
- AC / DC converter 170 converts the AC voltage on power line 151 into auxiliary system power (power supply voltage Vs level) and outputs it to power line 155p.
- auxiliary system power power supply voltage Vs level
- AC / DC converter 170 may be disposed integrally with charger 200.
- the AC / DC converter 170 includes a switching regulator including a semiconductor switching element (not shown), and any known circuit configuration can be applied.
- main DC / DC converter 60 and the DC / DC converter 170 are provided with sensors 65 and 175 so that output power can be detected.
- main DC / DC converter 60 and AC / DC converter 170 are configured as constant voltage regulators that output a constant voltage according to a voltage command value. Therefore, by providing current sensors for detecting the output current as the sensors 65 and 175, the output power of each converter can be detected.
- the charger 200 performs power conversion opposite to that in the charging mode. Specifically, the output voltage of the main battery 10 transmitted to the power lines 152p and 152g when the relays RL1 and RL2 are turned on is converted into a high-frequency AC voltage by the third full bridge circuit (Q5 to Q8), It is output to the power line 159.
- the high-frequency AC voltage transmitted from the power line 159 to the power line 158 by the insulating transformer 230 is converted into a DC voltage by the second full bridge circuit (Q1 to Q4) and output to the power lines 157p and 157g.
- the first full bridge circuit (Q9 to Q12) of the power conversion unit 210 converts the DC voltage on the power lines 157p and 157g into an AC voltage and outputs it to the power line 151.
- AC power can be output from the AC outlet 120 even when the external power source 400 is not connected to the electric vehicle 100 by the charging cable.
- system main relays SMR1 and SMR2 are turned on when the vehicle travels. Thereby, the output voltage from main battery 10 is transmitted to power lines 153p and 153g via system main relays SMR1 and SMR2 in the on state. That is, the power of the power lines 153p and 153g electrically connected to the main battery 10 is used for driving control of the motor generator 30 by the PCU 20.
- relays RL1 and RL2 are turned off. Thereby, the external charging configuration including the charger 200 can be electrically disconnected from the main battery 10 and the power lines 153p and 153g by the relays RL1 and RL2 in the off state.
- the power consumption of the ECU 80 and the auxiliary load group 95 during vehicle travel is supplied by the main DC / DC converter 60. On the other hand, the AC / DC converter 170 is stopped.
- relays RL1 and RL2 are turned on, while system main relays SMR1 and SMR2 are turned off. Then, the main battery 10 is charged by the DC voltage obtained by converting the AC power from the external power supply 400 by the charger 200 via the relays RL1 and RL2 in the on state.
- the power lines 153p and 153g are electrically disconnected from the charger 200 and the main battery 10 by the system main relays SMR1 and SMR2 in the off state. Therefore, since the output voltage (DC voltage VL) of the main battery 10 is not applied to the high-voltage equipment such as the PCU 20, it is possible to prevent the durability life of the components of the high-voltage equipment from being reduced by external charging.
- DC voltage VL DC voltage
- the AC / DC converter 170 In the low voltage system (auxiliary system), during external charging, the AC / DC converter 170 operates, so that auxiliary system power can be supplied to the power line 155p even if the system main relays SMR1 and SMR2 are turned off. . Thereby, the main DC / DC converter 60 can be stopped. That is, in the charging mode, the main DC / DC converter 60 is stopped, while the AC / DC converter 170 generates the low-voltage power supply voltage Vs, thereby improving the efficiency of external charging.
- the power capacity (output rating) of the AC / DC converter 170 is designed to cover the normal power consumption of the auxiliary system (low voltage system) during external charging. Therefore, the output rating of AC / DC converter 170 (for example, the output power rating is about 100 W) is the output rating of main DC / DC converter 60 that needs to cover the power consumption of ECU 80 and auxiliary load group 95 when the vehicle is running. (For example, the output power rating is about several kW) and can be kept low.
- the power consumption of the auxiliary load group 95 is supplied by the sum of the output power of the main DC / DC converter 60 or the AC / DC converter 170 and the charge / discharge power of the auxiliary battery 70.
- relays RL1 and RL2 are turned on. Then, charger 200 converts the DC power from main battery 10 into AC power (preferably, AC power equivalent to that of external power supply 400), and outputs it to power line 151. This AC power can be supplied from the AC outlet 120.
- AC power preferably, AC power equivalent to that of external power supply 400
- the low voltage system (auxiliary system) power supply in the power generation mode is a normal mode (first mode) in which efficiency is emphasized, and a high output power from the AC outlet is increased.
- the output mode (second mode) is switched.
- Main DC / DC converter 60 corresponds to a “first power converter”
- AC / DC converter 170 corresponds to a “second power converter”.
- the ECU 80 turns off the system main relays SMR1 and SMR2 and stops the main DC / DC converter 60 in the normal mode. Then, ECU 80 supplies auxiliary system power by operating AC / DC converter 170.
- ECU 80 turns on system main relays SMR1 and SMR2 in addition to relays RL1 and RL2. Further, the AC / DC converter 170 is stopped while the main DC / DC converter 60 is operated. As a result, the auxiliary system power is supplied by the main DC / DC converter 60 in the same manner as when the vehicle is running.
- the system main relays SMR1, SMR2 are turned off and the main DC / DC converter 60 is stopped. Therefore, a small-capacity AC / DC converter can suppress loss and generate auxiliary power with high efficiency.
- the input power to the AC / DC converter 170 is branched from the output power of the charger 200 and used for power supply to the auxiliary system. Therefore, the power that can be used at the AC outlet 120 is lower than the output rating of the charger 200 (for example, the output power rating is about 2 kW). For this reason, there is a problem in terms of maximizing the output power of the AC outlet 120.
- the system main relays SMR1 and SMR2 are turned on, and the large-capacity main DC / DC converter 60 operates, so that the loss increases compared to the normal mode.
- the auxiliary system power supply is not branched from the output power of charger 200. Therefore, the power that can be used at the AC outlet 120 is expanded to the output rating of the charger 200 (for example, the output power rating is about 2 kW). That is, the output power of the AC outlet 120 can be maximized.
- FIG. 3 shows the relationship between outlet power consumption and mode selection of the auxiliary power supply system in the power supply device for the electric vehicle according to the present embodiment.
- the normal mode is selected in a region 510 where the power consumption Pc at the AC outlet 120 detected by the sensor 125 is lower than the determination power Pt.
- the high output mode is selected in the region 520 where the used power Pc is higher than the determination power Pt.
- the used power Pc can be increased up to the output power rating Prt of the charger 200.
- the determination power Pt can be set based on a power value obtained by subtracting the output power rating of the AC / DC converter 170 from the output power rating (Prt) of the charger 200.
- the determination power Pt can be set based on the power value obtained by subtracting the current power consumption of the auxiliary system from the output power rating of the charger 200.
- the output power of the AC / DC converter 170 normal mode
- the main DC / DC converter 60 high output mode
- FIG. 4 is a flowchart for explaining the control operation of the auxiliary power feeding system at the time of vehicle power generation in the power supply device for the electric vehicle according to the embodiment of the present invention.
- the control process shown in FIG. 4 is executed at predetermined intervals by the ECU 80. Further, the control processing of each step shown in FIG. 4 is executed by hardware processing and / or software processing by the ECU 80.
- step S100 is determined to be YES when a switch (not shown) for instructing power supply from AC outlet 120 is turned on.
- the ECU 80 determines whether or not the external power source 400 is disconnected from the charging inlet 105 through the charging cable in step S110 when use of the AC outlet 120 is requested (when YES is determined in S100). For example, the determination in step S110 is performed based on a signal indicating the connection state of the charging cable.
- ECU 80 proceeds to the process in step S150 and controls the power supply device so that the power from external power supply 400 is output from AC outlet 120. . That is, relays RL1 and RL2 are turned off, and charger 200 is also stopped. Then, main DC / DC converter 60 is stopped and AC / DC converter 170 generates auxiliary power.
- step S110 when the external power source is not connected (when YES is determined in S110), the process proceeds to step S120, and determines whether or not the power generation is possible. For example, the state of the main battery 10 (SOC: State of Charge, battery temperature, etc.), the presence or absence of abnormality of the charger 200, etc. are confirmed in step S120.
- SOC State of Charge, battery temperature, etc.
- ECU80 will output electric power from AC outlet 120 by advancing a process to step S160 and operating the charger 200, if it is in the state which can generate electric power (at the time of YES determination of S120). That is, the power generation mode is selected. On the other hand, when the power generation is disabled (NO in S120), ECU 80 skips step S160 and ends the process. That is, no power is output from the AC outlet 120.
- the ECU 80 further compares the current power consumption Pc at the AC outlet 120 with the determination power Pt in step S170. Then, when Pc ⁇ Pt (NO in S170), ECU 80 selects the normal mode (first mode) in step S180. On the other hand, when Pc> Pt (when YES is determined in S170), ECU 80 selects the high output mode (second mode) in step S190.
- the ECU 80 turns on the relays RL1 and RL2 and generates auxiliary system power by the AC / DC converter 170 in step S200. At this time, main DC / DC converter 60 is stopped and system main relays SMR1, SMR2 are turned off.
- the ECU 80 stops the AC / DC converter 170 and generates auxiliary system power by the main DC / DC converter 60 in step S210. At this time, system main relays SMR1, SMR2 are turned on, and relays RL1, RL2 are turned off.
- the auxiliary system power is switched from the normal mode to the high output mode. Is generated. Thereby, electric power higher than that in the normal mode can be output from the AC outlet 120. Specifically, the output power of the AC outlet 120 can be increased up to the output rating of the charger 200.
- the normal mode is selected.
- the power used in the AC outlet 120 can be secured even if the auxiliary power is generated by the AC / DC converter 170, the auxiliary power is generated with priority on efficiency.
- the judgment power for determining the switching from the normal mode to the high output mode and the switching from the normal mode to the high output mode are changed. It is preferable to provide hysteresis to the determination power for determination.
- the power supply device for an electric vehicle when the electric vehicle generates AC power using the electric power of the in-vehicle power storage device, it is efficient and appropriate according to the power used from the outlet. Auxiliary power can be supplied.
- the configuration of the power lines 153p, 153g and later is not limited to the illustrated configuration. That is, as described above, the present invention is common to electric vehicles equipped with a traveling motor, such as an electric vehicle, a hybrid vehicle, and a fuel cell vehicle, without limiting the number of traveling motors and the configuration of the drive system. Can be applied to. Also, any configuration can be applied to the configuration of the charger 200 as long as equivalent power conversion is possible.
- the present invention can be applied to an electric vehicle capable of generating AC power using the power of the on-vehicle power storage device.
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Abstract
Description
図2を参照して、充電器200は、電力変換ユニット210と、電力変換ユニット220と、平滑リアクトルL1および平滑コンデンサC1,C2とを含む。
Claims (8)
- [規則91に基づく訂正 15.06.2012]
車両駆動力を発生する電動機(30)に対して入出力される電力を蓄積するための主蓄電装置(10)と、
前記主蓄電装置よりも出力電圧が低い副蓄電装置(70)と、
前記副蓄電装置と接続されて、補機負荷(95)を作動させるための補機系電力を供給する第1の電力線(155p)と、
外部電源(400)と電気的にコンタクトするための充電インレット(105)と、
前記充電インレットと電気的に接続された第2の電力線(151)と、
前記第2の電力線から交流電力を取り出すためのコンセント(120)と、
前記第2の電力線の交流電力と前記主蓄電装置に入出力される直流電力との間で双方向の電力変換を実行するための充電器(200)と、
前記主蓄電装置からの直流電力を前記補機系電力に変換して前記第1の電力線へ出力するための第1の電力変換器(60)と、
前記第2の電力線の交流電力を前記補機系電力に変換して前記第1の電力線へ出力するための第2の電力変換器(170)と、
前記外部電源が前記充電インレットに非接続の状態で前記コンセントから交流電力を出力する発電モードにおいて、前記充電器が前記主蓄電装置からの直流電力を交流電力に変換して前記第2の電力線へ出力するように前記充電器を制御するための制御装置(80)とを備え、
前記制御装置は、前記発電モードにおいて、前記コンセントからの使用電力に基づいて、前記第1の電力変換器によって前記補機系電力を発生する第1のモードと、前記第2の電力変換器によって前記補機系電力を発生する第2のモードとを切換えて前記補機系電力を発生するように、前記第1および第2の電力変換器を制御する、電動車両の電源装置。 - 前記制御装置(80)は、前記使用電力(Pc)が所定の判定電力(Pt)よりも高いときに前記第1のモードを選択する、請求項1に記載の電動車両の電源装置。
- 前記制御装置(80)は、前記使用電力(Pc)が所定の判定電力(Pt)よりも低いときに前記第2のモードを選択する、請求項1に記載の電動車両の電源装置。
- 前記判定電力(Pt)は、前記充電器(200)の定格出力電力値から前記第2の電力変換器(170)の出力電力定格を差し引いた電力値に基づいて設定される、請求項2または3に記載の電動車両の電源装置。
- 前記判定電力は、前記充電器の出力電力定格から前記補機系電力の現在の消費電力を差し引いた電力値に基づいて設定される、請求項2または3に記載の電動車両の電源装置。
- [規則91に基づく訂正 15.06.2012]
車両駆動力を発生する電動機(30)に対して入出力される電力を蓄積するための主蓄電装置(10)と、前記主蓄電装置よりも出力電圧が低い副蓄電装置(70)とを搭載する電動車両の電源装置の制御方法であって、
前記電源装置は、
前記副蓄電装置と接続されて、補機負荷(95)を作動させるための補機系電力を供給する第1の電力線(155p)と、
外部電源(400)と電気的にコンタクトするための充電インレット(105)と、
前記充電インレットと電気的に接続された第2の電力線(151)と、
前記第2の電力線から交流電力を取り出すためのコンセント(120)と、
前記第2の電力線の交流電力と前記主蓄電装置に入出力される直流電力との間で双方向の電力変換を実行するための充電器(200)と、
前記主蓄電装置からの直流電力を前記補機系電力に変換して前記第1の電力線へ出力するための第1の電力変換器(60)と、
前記第2の電力線の交流電力を前記補機系電力に変換して前記第1の電力線へ出力するための第2の電力変換器(170)とを含み、
前記制御方法は、
前記外部電源が前記充電インレットに非接続の状態で前記コンセントから交流電力を出力する発電モードにおいて、前記充電器が前記主蓄電装置からの直流電力を交流電力に変換して前記第2の電力線へ出力するように前記充電器を制御するステップ(S160)と、
前記発電モードにおいて、前記コンセントからの使用電力に基づいて、前記第1の電力変換器によって前記補機系電力を発生する第1のモードと、前記第2の電力変換器によって前記補機系電力を発生する第2のモードとの一方を選択するステップ(S170)と、
選択された前記第1または第2のモードに従って前記補機系電力を発生するように、前記第1の電力変換器および前記第2の電力変換器を制御するステップ(S180,S190)とを備える、電動車両の電源装置の制御方法。 - 前記選択するステップ(S170)は、前記使用電力(Pc)が所定の判定電力(Pt)よりも高いときに前記第1のモードを選択する、請求項6に記載の電動車両の電源装置の制御方法。
- 前記選択するステップ(S170)は、前記使用電力(Pc)が所定の判定電力(Pt)よりも低いときに前記第2のモードを選択する、請求項6に記載の電動車両の電源装置の制御方法。
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EP11863911.1A EP2700529A4 (en) | 2011-04-21 | 2011-04-21 | POWER SUPPLY APPARATUS FOR ELECTRIC PROPULSION VEHICLE AND METHOD OF CONTROLLING THE SAME |
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