WO2012157116A1 - 車両の電源装置 - Google Patents
車両の電源装置 Download PDFInfo
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- WO2012157116A1 WO2012157116A1 PCT/JP2011/061551 JP2011061551W WO2012157116A1 WO 2012157116 A1 WO2012157116 A1 WO 2012157116A1 JP 2011061551 W JP2011061551 W JP 2011061551W WO 2012157116 A1 WO2012157116 A1 WO 2012157116A1
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- coil
- vehicle
- power
- switch
- connector
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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
- 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
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
-
- 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
- B60L53/11—DC charging controlled by the charging station, e.g. mode 4
-
- 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
- B60L53/20—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
- B60L53/24—Using the vehicle's propulsion converter for charging
-
- 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
- B60L53/50—Charging stations characterised by energy-storage or power-generation means
- B60L53/51—Photovoltaic means
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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
- B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
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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
- B60L2210/10—DC to DC converters
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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
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
-
- 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
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S10/00—Systems supporting electrical power generation, transmission or distribution
- Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
- Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
Definitions
- the present invention relates to a power supply device for a vehicle, and more particularly to a power supply device for a vehicle that can supply power to the outside of the vehicle or can be charged from outside the vehicle.
- Electric vehicles / plug-in hybrid vehicles are attracting attention for reducing greenhouse gases. In order for these vehicles to spread, it is necessary to reduce the number of parts to reduce costs. In addition, reducing the number of parts is important from the viewpoint of improving energy efficiency by reducing the weight of the vehicle.
- Patent Document 1 discloses a reconfigurable inverter device that uses an in-vehicle inverter of an electric vehicle as a power converter (step-down chopper circuit) during external charging to charge the in-vehicle battery. Yes. Thereby, a number of parts can be reduced rather than adding the power converter at the time of external charging.
- the electric vehicle / plug-in hybrid vehicle is charged at a time when there is a surplus in the amount of power generated by the electric power company and discharged from the electric vehicle / plug-in hybrid vehicle at the peak of power demand.
- a storage battery such as an electric vehicle connected to an outlet with electric power generated from natural energy obtained on the ground such as solar power generation and wind power generation.
- An object of the present invention is to provide a power supply device for a vehicle that enables charging from outside or supplying power to the outside while suppressing an increase in the number of parts.
- the present invention is a power supply device for a vehicle, provided separately from a power storage device, a connector to which a power cable can be connected from the outside of the vehicle, an inverter for operating the rotating electrical machine, and a stator coil of the rotating electrical machine. And a connection switching unit that switches a connection relationship between the power storage device, the connector, the inverter, and the coil.
- the connection switching unit sets the connection relationship so that the electric power of the power storage device is supplied to the inverter without using the coil and can drive the rotating electrical machine.
- the connection switching unit A voltage conversion circuit is configured using an inverter, and the connection relation is set so that voltage conversion is possible between the voltage of the connector and the voltage of the power storage device.
- the vehicle power supply device further includes a positive power line and a negative power line for supplying power to the inverter.
- the inverter includes a multi-phase arm connected in parallel between a positive power line and a negative power line.
- Each of the multi-phase arms has first and second switching elements connected in series between a positive power line and a negative power line.
- a first switch that is connected to the power storage device or the connector is included. When the first switch becomes non-conductive in the first operation mode, the coil does not constitute a voltage conversion circuit.
- the first switch is provided between the other end of the coil and the positive electrode of the power storage device
- the connection switching unit further includes a second switch provided between the positive power line and the positive electrode of the power storage device.
- the power supply device for a vehicle includes: controlling the first switch to an off state in the first operation mode and controlling the second switch to an on state; and setting the first switch to an on state in the second operation mode. And a control device for controlling and controlling the second switch to an OFF state.
- connection switching unit further includes a third switch provided between the positive power line and the positive terminal of the connector, and a fourth switch provided between the negative power line and the negative terminal of the connector.
- the control device includes the third switch and the fourth switch in the second operation mode.
- the power supply device for a vehicle further includes a control device that controls the first switch to an off state in the first operation mode and controls the first switch to an on state in the second operation mode.
- connection switching unit further includes a second switch provided between the negative power line and the negative terminal of the connector.
- the control device turns on the second switch in the second operation mode.
- the power supply device for the vehicle further includes a control device for controlling the connection switching unit.
- the control device switches whether to operate the voltage conversion circuit as a step-up circuit or a step-down circuit based on the voltage of the connector and the voltage of the power storage device.
- control device switches whether to form a step-up circuit or a step-down circuit using a coil and an inverter based on the voltage of the connector and the voltage of the power storage device.
- the power supply device for the vehicle further includes a second coil provided separately from the stator coil and the coil of the rotating electrical machine, and a positive power line and a negative power line for supplying power to the inverter.
- the inverter includes a multi-phase arm connected in parallel between a positive power line and a negative power line.
- Each of the multi-phase arms has first and second switching elements connected in series between a positive power line and a negative power line.
- the first switch that is connected to the power storage device When the first switch that is connected to the power storage device is electrically connected in the second operation mode, the first and second switching of the second arm of the second-phase arm of the second coil is the second coil.
- a second switch connected to the intermediate node of the element and having the other end of the second coil connected to the connector. When the first and second switches become non-conductive in the first operation mode, no current flows through the coil and the second coil.
- the present invention it is possible to provide a vehicle power supply device that enables charging from the outside or supplying power to the outside while suppressing an increase in the number of parts.
- FIG. 1 is a circuit diagram illustrating a configuration of a power supply device for a vehicle according to Embodiment 1.
- FIG. It is a flowchart for demonstrating the control which the control apparatus 30 of FIG. 2 performs.
- FIG. 4 is a circuit diagram showing a configuration of a power supply device for a vehicle according to a second embodiment.
- FIG. 6 is a circuit diagram showing a configuration of a first example of a power supply device for a vehicle according to a third embodiment.
- FIG. 6 is a circuit diagram showing a configuration of a second example of a power supply device for a vehicle according to a third embodiment.
- FIG. 1 is a circuit diagram showing a configuration of a power system to which a vehicle power supply device of the present invention is connected.
- this power system includes a solar cell or a storage battery (hereinafter simply referred to as “battery”) 106, and a power conditioner 104 provided between commercial AC power supply 102 and battery 106.
- battery a storage battery
- the power conditioner 104 connects the AC transformer 122 whose secondary side is connected to the commercial AC power supply 102, the PV-inverter 124 connected to the primary side of the AC transformer 122, and the PV-inverter 124 to the power lines PL and NL, respectively. Relays 130 and 132 and a capacitor 128 connected between power line PL and power line NL are included.
- the voltage of capacitor 128, that is, the voltage between power line PL and power line NL will be referred to as voltage VH.
- the power conditioner 104 further includes a PV-converter 126 that performs voltage conversion between the voltage of the battery 106 and the voltage VH.
- PV-converter 126 boosts the voltage of battery 106 from 200 V to 400 V, for example, and outputs it to power lines PL and NL.
- a connector 134 is connected to the power lines PL and NL.
- the connector 134 is a connection point for exchanging DC power with the vehicle 1.
- the connector 134 When charging the battery 4 of the vehicle, the connector 134 outputs the voltage VH as the DC link voltage Vdc supplied to the vehicle.
- the DC link voltage Vdc When taking out electric power from the battery 4 of the vehicle, the DC link voltage Vdc is input to the connector 134 from the vehicle.
- the vehicle 1 is equipped with a vehicle power supply device 10 including a chargeable / dischargeable battery 4, which will be described in detail later.
- the inverter receives the power supply from the power supply device 10 of the vehicle and drives the traveling motor 8.
- an inverter for driving the motor 8 is disposed between the connector 134 and the battery 4 and used for power conversion for charging the battery 4 from the outside of the vehicle and supplying power from the battery 4 to the outside of the vehicle. To do.
- the switch fails, the motor and the inverter may be fixed without being connected, and there is a possibility that the vehicle cannot run. Therefore, it is desirable not to provide a switch in the connection path between the motor and the inverter.
- FIG. 2 is a circuit diagram showing a configuration of the power supply device for the vehicle according to the first embodiment.
- the power supply device for a vehicle according to the first embodiment is used when the voltage Vb of the on-vehicle battery is lower than the DC link voltage Vdc of FIG.
- vehicle 1 includes a power supply device 10 for the vehicle, a motor 8 that receives power supply from power supply device 10 for the vehicle, and wheels 7 that rotate as motor 8 rotates.
- a power supply device 10 for a vehicle includes a connector 34 for connecting to the connector 134 of FIG. 1, relays RB2 and RB3 for connecting the power lines PL3 and NL3 connected to the connector 34 to the power lines PL2 and NL2, respectively, and a power line PL2 , NL2 and inverter 2 connected to NL2.
- Vehicle power supply device 10 further includes relays RA1 and RA2 for connecting power lines PL2 and NL2 to power lines PL4 and NL4, respectively, and battery 4 having power lines PL4 and NL4 connected to a positive electrode and a negative electrode, respectively.
- the battery 4 is a secondary battery such as nickel metal hydride or lithium ion.
- the inverter 2 receives the DC power supply voltage from the power lines PL2 and NL2 and drives the AC motor 8. Moreover, the inverter 2 returns the electric power generated in the AC motor 8 due to the regenerative braking to the battery 4 via the power lines PL2 and NL2.
- AC motor 8 is a motor that generates torque for driving the drive wheels 7 of the vehicle.
- this motor when this motor is mounted on a hybrid vehicle, it has the performance of a generator driven by an engine, and can operate as an electric motor for the engine and start the engine. Good.
- Inverter 2 includes a U-phase arm UA, a V-phase arm VA, and a W-phase arm WA connected in parallel between power lines PL2 and NL2.
- U-phase arm UA includes switching elements 11 and 12 connected in series between power lines PL2 and NL2, and diodes 21 and 22 connected in reverse parallel to switching elements 11 and 12, respectively.
- V-phase arm VA includes switching elements 13 and 14 connected in series between power lines PL2 and NL2, and diodes 23 and 24 connected in antiparallel to switching elements 13 and 14, respectively.
- W-phase arm WA includes switching elements 15 and 16 connected in series between power lines PL2 and NL2, and diodes 25 and 26 connected in antiparallel to switching elements 15 and 16, respectively.
- connection node N1 of the switching elements 11 and 12 is connected to one end of the U-phase coil of the motor 8.
- Connection node N2 of switching elements 13 and 14 is connected to one end of the V-phase coil of motor 8.
- Connection node N3 of switching elements 15 and 16 is connected to one end of a W-phase coil (not shown) of motor 8. The other ends of the U-phase coil, V-phase coil, and W-phase coil are coupled together to the neutral point.
- switching elements 11 to 16 for example, an IGBT element or a power MOSFET can be used.
- Vehicle power supply device 10 further includes a coil L1 and a relay RB1 connected in series between node N3 and power line PL4. Relay RB1 conducts when power is transferred between battery 4 and the outside of the vehicle.
- Coil L1 and W-phase arm WA constitute a voltage converter.
- Relays RA1, RA2, and RB1 to RB3 constitute a connection switching unit 3 that receives a control signal from the control device 30 and switches the connection relationship of the battery 4, the connector 34, the inverter 2, and the coil L1.
- the relay RB1 that works as a switch is provided in series with the coil L1, no current flows through the coil L1 when the switch is turned off.
- the inverter 2 performs control so as to drive the motor 8 as usual.
- the relay RA1 when switching on the relay RB1, the relay RA1 is controlled to be in the OFF state, and the relays RB2, RB3, and RA2 are controlled to be in the ON state.
- the voltage between the power lines PL4 and NL4 (the voltage of the battery 4)
- the voltage between the power lines PL3 and NL3 of the connector 34 are reduced.
- DC / DC voltage conversion can be performed between the two.
- since voltage conversion can be performed using a part of the inverter 2 on the vehicle side, it is not necessary to provide such a circuit on the external charging facility side, and the external charging facility is low-cost and highly safe.
- FIG. 3 is a flowchart for explaining the control executed by the control device 30 of FIG. Referring to FIGS. 2 and 3, when the vehicle is activated by a start switch or the like, execution of the processing of this flowchart is started. When the start switch is pressed, the vehicle is activated, and a Ready-ON state in which a character display lamp “Ready” is lit on the operation panel unit of the vehicle is set. In this state, the vehicle can run.
- step S1 the control device 30 controls the relay RA2 to be in an on state.
- step S2 control device 30 determines whether or not the operation mode of the vehicle is the travel mode.
- the operation mode There are various methods for determining the operation mode. For example, a switch for designating a mode by the user may be provided, and the setting of the switch may be read. If not, it may be determined that the vehicle is in the traveling mode, and in addition to whether or not the connector 34 is connected, whether or not the shift range of the vehicle is the parking range may be determined in combination.
- step S2 if it is determined that the operation mode is the travel mode, the process proceeds to step S3. If it is determined that the operation mode is not the travel mode, the process proceeds to step S5.
- step S3 the relay RA1 is controlled to be in the ON state, and then the control device 30 executes the control of the travel mode in step S4.
- the running mode control for example, each phase arm of the inverter 2 is turned on / off by PWM control to rotate the motor 8.
- step S5 it is determined in step S5 whether or not the operation mode is the DC charge / discharge mode.
- step S5 if it is determined that the operation mode is the DC charge / discharge mode, the process proceeds to step S6. If it is determined that the operation mode is not the DC charge / discharge mode, the process proceeds to step S9.
- step S6 the relay RB1 is controlled to be in the on state, and then in step S7, the relay RB2 and the relay RB3 are controlled to be in the on state.
- step S8 the control apparatus 30 performs control of DC charging / discharging mode.
- the W phase of the inverter 2 is increased so that the voltage of the battery 4 is boosted and output from the connector 34, or the voltage received by the connector 34 is decreased and the battery 4 is charged.
- the switching elements 15 and 16 of the arm WA are turned on and off in a complementary manner. Note that the switching elements 15 and 16 do not necessarily have to be turned on and off in a complementary manner, and only one of them may be turned on and off, and the other may be caused to flow current by a diode connected in antiparallel.
- step S9 control of the my room mode is executed.
- the My Room mode is set so that auxiliary equipment such as audio equipment and air conditioners can be used without running and charging / discharging outside.
- step S10 When the process in any of steps S4, S8, and S9 is completed, the process of this flowchart is terminated in step S10.
- the lead-out points to the connector 34 for charging / discharging outside the vehicle are the power lines PL2 and NL2, and the connector 34 Relays RB2 and RB3 for connecting the two are provided.
- the positive power line PL4 of the battery 4 was connected to the intermediate node N3 of the W-phase arm WA, which is one of the three-phase arms of the traveling inverter 2, via the coil L1.
- FIG. 4 is a circuit diagram showing a configuration of a power supply device for a vehicle according to the second embodiment.
- the power supply device for a vehicle according to the second embodiment is used when the voltage Vb of the in-vehicle battery is higher than the DC link voltage Vdc of FIG.
- vehicle power supply device 10A includes a connector 34 for connecting to connector 134 of FIG. 1, a relay RB3 for connecting power line NL3 connected to connector 34 to power line NL2, and a power line PL2. , NL2 and inverter 2 connected to NL2. Since the configuration of inverter 2 has been described with reference to FIG. 2, description thereof will not be repeated.
- Vehicle power supply device 10A further includes relays RA1 and RA2 for connecting power lines PL2 and NL2 to power lines PL4 and NL4, respectively, and battery 4 having power lines PL4 and NL4 connected to a positive electrode and a negative electrode, respectively.
- the battery 4 is a secondary battery such as nickel metal hydride or lithium ion.
- the vehicle power supply system further includes a coil L2 having one end connected to the intermediate node N2 of the V-phase arm VA, and a relay RC1 connected between the other end of the coil L2 and the power line PL3.
- Relays RA1, RA2, RB3, and RC1 constitute a connection switching unit 3A that receives a control signal from the control device 30A and switches the connection relationship of the battery 4, the connector 34, the inverter 2, and the coil L2.
- a voltage conversion circuit configured by the traveling inverter 2 and the coil L2 steps down the voltage from the battery 4 and supplies it to the connector 34.
- the voltage Vb of the vehicle-mounted battery is lower than the DC link voltage Vdc of FIG. 1 even when the voltage Vb of the vehicle-mounted battery is higher than the DC link voltage Vdc of FIG. Can also be used.
- FIG. 5 is a circuit diagram showing a configuration of a first example of the power supply device for a vehicle according to the third embodiment.
- vehicle power supply device 10B includes a connector 34 for connecting to connector 134 of FIG. 1, and a relay for connecting power lines PL3 and NL3 connected to connector 34 to power lines PL2 and NL2, respectively.
- RB2 and RB3 and inverter 2 connected to power lines PL2 and NL2. Since the configuration of inverter 2 has been described with reference to FIG. 2, description thereof will not be repeated.
- Vehicle power supply device 10B further includes relays RA1 and RA2 for connecting power lines PL2 and NL2 to power lines PL4 and NL4, respectively, and battery 4 having power lines PL4 and NL4 connected to a positive electrode and a negative electrode, respectively.
- the battery 4 is a secondary battery such as nickel metal hydride or lithium ion.
- Vehicle power supply device 10 further includes a coil L12 and relay RB1 connected in series between node N3 and power line PL4, and a relay RC1 provided between a connection node of coil L12 and relay RB1 and power line PL3.
- Coil L12 and W-phase arm WA constitute a voltage converter.
- Relay RB1 conducts when power is exchanged between battery 4 and the outside of the vehicle when Vb ⁇ Vdc.
- Relay RC1 conducts when power is exchanged between battery 4 and the outside of the vehicle when Vb> Vdc.
- Relays RA1, RA2, RB1 to RB3, and RC1 constitute a connection switching unit 3B that receives a control signal from the control device 30B and switches the connection relationship of the battery 4, the connector 34, the inverter 2, and the coil L2.
- the control device 30B receives the measured values of the voltages Vb and Vdc from the voltage sensor that detects the voltage Vb of the battery 4 and the voltage sensor that detects the DC link voltage Vdc that is input to the connector 34.
- the connection switching unit 3B is switched to change the circuit configuration of the power supply device.
- the value of voltage Vb and Vdc may be input into the control apparatus 30B by a setting switch etc.
- the voltage conversion circuit configured by the traveling inverter 2 and the coil L12 boosts and supplies the voltage from the battery 4 to the connector 34.
- a voltage conversion circuit constituted by the traveling inverter 2 and the coil L12 steps down the voltage from the battery 4 and supplies it to the connector 34.
- FIG. 6 is a circuit diagram showing a configuration of a second example of the vehicle power supply device according to the third embodiment.
- vehicle power supply device 10 ⁇ / b> C includes a connector 34 for connecting to connector 134 in FIG. 1 and relays for connecting power lines PL ⁇ b> 3 and NL ⁇ b> 3 connected to connector 34 to power lines PL ⁇ b> 2 and NL ⁇ b> 2, respectively.
- RB2 and RB3 and inverter 2 connected to power lines PL2 and NL2. Since the configuration of inverter 2 has been described with reference to FIG. 2, description thereof will not be repeated.
- Vehicle power supply device 10C further includes relays RA1 and RA2 for connecting power lines PL2 and NL2 to power lines PL4 and NL4, respectively, and battery 4 having power lines PL4 and NL4 connected to a positive electrode and a negative electrode, respectively.
- the battery 4 is a secondary battery such as nickel metal hydride or lithium ion.
- Power supply device 10C for vehicle further includes a coil L1 and relay RB1 connected in series between node N3 and power line PL4, and a coil L2 and relay RC1 connected in series between node N2 and power line PL3. And a current sensor 202 for detecting the current of the power line PL3.
- the coil L1 and the W-phase arm WA constitute a first voltage converter.
- Coil L2 and V-phase arm VA constitute a second voltage converter.
- Relay RB1 conducts when power is transferred between battery 4 and the outside of the vehicle when Vb ⁇ Vdc.
- Relay RC1 conducts when power is exchanged between battery 4 and the outside of the vehicle when Vb> Vdc.
- Relays RA1, RA2, RB1 to RB3, and RC1 constitute a connection switching unit 3C that receives a control signal from the control device 30C and switches the connection relationship of the battery 4, the connector 34, the inverter 2, and the coil L2.
- the control device 30C receives the measured values of the voltages Vb and Vdc from the voltage sensor that detects the voltage Vb of the battery 4 and the voltage sensor that detects the DC link voltage Vdc that is input to the connector 34.
- the connection switching section 3C is switched to change the circuit configuration of the power supply apparatus.
- the value of voltage Vb, Vdc may be input into control apparatus 30C by a setting switch etc.
- the voltage conversion circuit configured by the traveling inverter 2 and the coil L1 boosts and supplies the voltage from the battery 4 to the connector 34.
- a voltage conversion circuit constituted by the traveling inverter 2 and the coil L2 steps down the voltage from the battery 4 and supplies it to the connector 34.
- FIG. 7 is a flowchart for explaining the control executed by the control device 30C of FIG. Referring to FIGS. 6 and 7, when the vehicle is activated by a start switch or the like, execution of the processing of this flowchart is started. When the start switch is pressed, the vehicle is activated, and a Ready-ON state in which a character display lamp “Ready” is lit on the operation panel unit of the vehicle is set. In this state, the vehicle can run.
- control device 30A controls the relay RA2 to be in an on state.
- control device 30A determines whether or not the operation mode of the vehicle is the travel mode. There are various methods for determining the operation mode. For example, a switch for designating a mode by the user may be provided, and the setting of the switch may be read. If not, it may be determined that the vehicle is in the traveling mode, and in addition to whether or not the connector 34 is connected, whether or not the shift range of the vehicle is the parking range may be determined in combination.
- step S22 when it is determined that the operation mode is the travel mode, the process proceeds to step S23, and when it is determined that the operation mode is not the travel mode, the process proceeds to step S25.
- step S23 the relay RA1 is controlled to be in an ON state, and subsequently, in step S24, the control device 30A executes control of the traveling mode.
- the running mode control for example, each phase arm of the inverter 2 is turned on / off by PWM control to rotate the motor 8.
- step S25 it is determined in step S25 whether or not the operation mode is the DC charge / discharge mode.
- step S25 when it is determined that the operation mode is the DC charge / discharge mode, the process proceeds to step S26, and when it is determined that the operation mode is not the DC charge / discharge mode, the process proceeds to step S33.
- step S26 it is determined whether the external voltage Vdc and the battery voltage Vb are large or small. If it is determined that Vdc> Vb, the process proceeds to step S27. If Vdc> Vb is not satisfied, the process proceeds to step S30.
- step S27 the relay RB1 is controlled to be in the on state, and then in step S28, the relay RB2 and the relay RB3 are controlled to be in the on state.
- step S29 control device 30C performs control in the DC charge / discharge mode.
- the voltage Vb of the battery 4 is boosted to the DC link voltage Vdc and output from the connector 34, or the DC link voltage Vdc received by the connector 34 is decreased and the battery 4 is charged.
- the switching elements 15 and 16 of the W-phase arm WA of the inverter 2 are turned on and off in a complementary manner. Note that the switching elements 15 and 16 do not necessarily have to be turned on and off in a complementary manner, and only one of them may be turned on and off, and the other may be caused to flow current by a diode connected in antiparallel.
- control device 30C executes control in the DC charge / discharge mode.
- the voltage Vb of the battery 4 is stepped down to the DC link voltage Vdc and output from the connector 34, or the DC link voltage Vdc received by the connector 34 is boosted to charge the battery 4.
- the switching elements 13 and 14 of the V-phase arm VA of the inverter 2 are complementarily turned on and off. Note that the switching elements 15 and 16 do not necessarily have to be turned on and off in a complementary manner, and only one of them may be turned on and off, and the other may be caused to flow current by a diode connected in antiparallel.
- step S33 control of the my room mode is executed.
- the My Room mode is set so that auxiliary equipment such as audio equipment and air conditioners can be used without running and charging / discharging outside.
- step S34 When any one of steps S24, S29, S32, and S33 is completed, the process of this flowchart is terminated in step S34.
- the power supply device for the vehicle according to the third embodiment is controlled even when the magnitude relationship between the battery voltage Vb and the DC link voltage Vdc can be reversed in addition to the effect exhibited by the power supply device for the vehicle according to the first and second embodiments.
- the devices 30B and 30C determine the magnitude relationship, change to an appropriate circuit configuration, and execute a voltage conversion operation.
- the vehicle battery 4 can be appropriately charged, and the electric power can be taken out from the vehicle battery 4 to the outside. it can.
- FIG. 8 is a circuit diagram showing a configuration of a first modification for increasing the capacity of electric power. 8 further includes a coil L4 and a relay RB4 connected in series between node N1 and power line PL4, in addition to vehicle power supply device 10 shown in FIG. Since other configuration of vehicle power supply device 10D is the same as that of vehicle power supply device 10 described in FIG. 2, description thereof will not be repeated.
- the vehicle power supply apparatus 10D can pass twice as much current as the power supply apparatus 10 shown in FIG. When only a small amount of current is present, only one of relays RB1 and RB4 is turned on. When a large current is required, both relays RB1 and RB4 are turned on, and the circuit configuration is changed according to the current. Also good.
- a configuration may be adopted in which a relay is further provided on the path connecting the node N2 and the V-phase coil so that the V-phase coil can be disconnected from the node N2.
- FIG. 9 is a circuit diagram showing a configuration of a second modification for increasing the capacity of electric power. 9 further includes a relay RB5 connected between node N1 and node N3, in addition to vehicle power supply device 10 shown in FIG. Since other configuration of vehicle power supply device 10E is the same as that of vehicle power supply device 10 described in FIG. 2, description thereof will not be repeated.
- the example shown in FIG. 9 is effective when the allowable current per switching element of the inverter 2 is smaller than the allowable current that the coil L1 can flow.
- the relay RB5 is made conductive so that the W-phase arm WA and the U-phase arm UA are connected in parallel to the coil L1, and the two switching elements are simultaneously turned on / off. Note that other combinations may be used as long as a plurality of arms are selected from the U, V, and W phase arms.
- FIG. 10 is a circuit diagram showing a configuration of a third modification for increasing the capacity of electric power. 10 further includes a relay RC2 connected between node N2 and node N3, in addition to vehicle power supply device 10A shown in FIG. Since other configuration of vehicle power supply device 10F is similar to that of vehicle power supply device 10A described in FIG. 4, description thereof will not be repeated.
- the example shown in FIG. 10 is effective when the allowable current per switching element of the inverter 2 is smaller than the allowable current that the coil L1 can flow, as in FIG.
- the relay RC1 is made conductive, the W-phase arm WA and the V-phase arm VA are connected in parallel to the coil L2, and the two switching elements are simultaneously turned on / off.
- other combinations may be used as long as a plurality of arms are selected from the U, V, and W phase arms.
- the relay may replace with a relay and may use other switches, such as a semiconductor power element, for example.
- switches such as a semiconductor power element, for example.
- the relay position may be changed to the opposite side of the reactor as long as the current of the reactor can be cut off.
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Abstract
Description
図2は、実施の形態1の車両の電源装置の構成を示した回路図である。実施の形態1の車両の電源装置は、車載の電池の電圧Vbが図1の直流リンク電圧Vdcよりも低い場合に用いられる。
図4は、実施の形態2の車両の電源装置の構成を示した回路図である。実施の形態2の車両の電源装置は、車載の電池の電圧Vbが図1の直流リンク電圧Vdcよりも高い場合に用いられる。
実施の形態3の車両の電源装置は、車載の電池の電圧Vbが図1の直流リンク電圧Vdcよりも高い場合にも、車載の電池の電圧Vbが図1の直流リンク電圧Vdcよりも低い場合にも用いることができる。
図5を参照して、車両の電源装置10Bは、図1のコネクタ134に接続するためのコネクタ34と、コネクタ34に接続された電力線PL3,NL3を電力線PL2,NL2にそれぞれ接続するためのリレーRB2,RB3と、電力線PL2,NL2に接続されたインバータ2とを含む。インバータ2の構成については、図2において説明しているので、説明は繰返さない。
図6を参照して、車両の電源装置10Cは、図1のコネクタ134に接続するためのコネクタ34と、コネクタ34に接続された電力線PL3,NL3を電力線PL2,NL2にそれぞれ接続するためのリレーRB2,RB3と、電力線PL2,NL2に接続されたインバータ2とを含む。インバータ2の構成については、図2において説明しているので、説明は繰返さない。
以下に、直流充放電の電力を大容量化するための変形例について説明する。
図8に示した車両の電源装置10Dは、図2に示した車両の電源装置10に加えて、ノードN1と電力線PL4との間に直列に接続されたコイルL4およびリレーRB4をさらに含む。車両の電源装置10Dの他の構成は図2で説明した車両の電源装置10と同様であるので、説明は繰返さない。
図9に示した車両の電源装置10Eは、図2に示した車両の電源装置10に加えて、ノードN1とノードN3との間に接続されたリレーRB5をさらに含む。車両の電源装置10Eの他の構成は図2で説明した車両の電源装置10と同様であるので、説明は繰返さない。
図10に示した車両の電源装置10Fは、図4に示した車両の電源装置10Aに加えて、ノードN2とノードN3との間に接続されたリレーRC2をさらに含む。車両の電源装置10Fの他の構成は図4で説明した車両の電源装置10Aと同様であるので、説明は繰返さない。
Claims (9)
- 蓄電装置(4)と、
車両外部から電力ケーブルが接続可能なコネクタ(34)と、
回転電機を運転するためのインバータ(2)と、
前記回転電機のステータコイルとは別に設けられたコイル(L1;L2;L12)と、
前記蓄電装置、前記コネクタ、前記インバータ及び前記コイルの接続関係を切換える接続切換部(3;3A;3B;3C)とを備え、
前記接続切換部は、第1の動作モードでは、前記コイルを使用せずに前記蓄電装置の電力が前記インバータに供給され前記回転電機を駆動可能なように接続関係が設定され、第2の動作モードでは、前記コイルおよび前記インバータを使用して電圧変換回路を構成し前記コネクタの電圧と前記蓄電装置の電圧との間で電圧変換が可能なように接続関係が設定される、車両の電源装置。 - 前記インバータに電力を供給する正電力線(PL2)および負電力線(NL2)をさらに備え、
前記インバータは、
前記正電力線と前記負電力線との間に並列的に接続される複数相のアーム(UA,VA,WA)を含み、
前記複数相のアームの各々は、
前記正電力線と前記負電力線との間に直列に接続される第1および第2のスイッチング素子(11~16)を有し、
前記接続切換部は、前記第2の動作モードにおいて導通すると、前記コイルの一方端が前記複数相のアームのうちの第1アーム(WA;VA)の前記第1および第2のスイッチング素子(15,16;13,14)の中間ノード(N3;N2)に接続され、前記コイルの他方端が前記蓄電装置または前記コネクタに接続された状態となる第1のスイッチ(RB1;RC1)を含み、
前記第1のスイッチが、前記第1の動作モードにおいて非導通となると、前記コイルは前記電圧変換回路を構成しない状態となる、請求項1に記載の車両の電源装置。 - 前記第1のスイッチ(RB1)は、前記コイル(L1)の他方端と前記蓄電装置の正極(PL4)との間に設けられ、
前記接続切換部(3)は、
前記正電力線と前記蓄電装置の正極との間に設けられる第2のスイッチ(RA1)をさらに含み、
前記車両の電源装置は、
前記第1の動作モードにおいて前記第1のスイッチをオフ状態に制御するとともに前記第2のスイッチをオン状態に制御し、前記第2の動作モードにおいて前記第1のスイッチをオン状態に制御するとともに前記第2のスイッチをオフ状態に制御する制御装置(30)をさらに備える、請求項2に記載の車両の電源装置。 - 前記接続切換部(3)は、
前記正電力線と前記コネクタの正極端子との間に設けられた第3のスイッチ(RB2)と、
前記負電力線と前記コネクタの負極端子との間に設けられた第4のスイッチ(RB3)とをさらに含み、
前記制御装置(30)は、前記第2の動作モードにおいて前記第3および第4のスイッチを導通させる、請求項3に記載の車両の電源装置。 - 前記第1のスイッチ(RC1)は、前記コイルの他方端と前記コネクタの正極端子(PL3)との間に設けられ、
前記車両の電源装置は、
前記第1の動作モードにおいて前記第1のスイッチをオフ状態に制御し、前記第2の動作モードにおいて前記第1のスイッチをオン状態に制御する制御装置(30A)をさらに備える、請求項2に記載の車両の電源装置。 - 前記接続切換部(3A)は、
前記負電力線と前記コネクタの負極端子との間に設けられた第2のスイッチ(RB3)をさらに含み、
前記制御装置(30A)は、前記第2の動作モードにおいて前記第2のスイッチを導通させる、請求項5に記載の車両の電源装置。 - 前記車両の電源装置は、
前記接続切換部(3B,3C)を制御する制御装置(30B,30C)をさらに備え、
前記制御装置は、前記コネクタの電圧と前記蓄電装置の電圧とに基づいて前記電圧変換回路を昇圧回路として動作させるか降圧回路として動作させるかを切換える、請求項1に記載の車両の電源装置。 - 前記制御装置(30B)は、前記コネクタの電圧と前記蓄電装置の電圧とに基づいて、前記コイル(L12)および前記インバータ(2)を用いて前記昇圧回路を形成するか前記降圧回路を形成するかを切換える、請求項7に記載の車両の電源装置。
- 前記車両の電源装置は、
前記回転電機のステータコイルおよび前記コイル(L1)とは別に設けられた第2のコイル(L2)と、
前記インバータに電力を供給する正電力線(PL2)および負電力線(NL2)とをさらに備え、
前記インバータは、
前記正電力線と前記負電力線との間に並列的に接続される複数相のアーム(UA,VA,WA)を含み、
前記複数相のアームの各々は、
前記正電力線と前記負電力線との間に直列に接続される第1および第2のスイッチング素子(11~16)を有し、
前記接続切換部は、
前記第2の動作モードにおいて導通すると、前記コイル(L1)の一方端が前記複数相のアームのうちの第1アーム(WA)の前記第1および第2のスイッチング素子の中間ノード(N3)に接続され、前記コイルの他方端が前記蓄電装置に接続された状態となる第1のスイッチ(RB1)と、
前記第2の動作モードにおいて導通すると、前記第2のコイル(L2)の一方端が前記複数相のアームのうちの第2アーム(VA)の前記第1および第2のスイッチング素子の中間ノード(N2)に接続され、前記第2のコイルの他方端が前記コネクタに接続された状態となる第2のスイッチ(RC1)とを含み、
前記第1および第2のスイッチ(RB1,RC1)は、前記第1の動作モードにおいて非導通となると、前記コイルおよび前記第2のコイルには電流が流れない状態となる、請求項7に記載の車両の電源装置。
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JP2013514943A JP5713102B2 (ja) | 2011-05-19 | 2011-05-19 | 車両の電源装置 |
EP11865871.5A EP2711234A4 (en) | 2011-05-19 | 2011-05-19 | POWER SUPPLY DEVICE FOR A VEHICLE |
CN201180070965.2A CN103547474B (zh) | 2011-05-19 | 2011-05-19 | 车辆的电源装置 |
PCT/JP2011/061551 WO2012157116A1 (ja) | 2011-05-19 | 2011-05-19 | 車両の電源装置 |
US14/111,354 US20140062183A1 (en) | 2011-05-19 | 2011-05-19 | Power supply device for vehicle |
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Also Published As
Publication number | Publication date |
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US20140062183A1 (en) | 2014-03-06 |
EP2711234A4 (en) | 2015-11-04 |
JP5713102B2 (ja) | 2015-05-07 |
EP2711234A1 (en) | 2014-03-26 |
CN103547474B (zh) | 2015-11-25 |
CN103547474A (zh) | 2014-01-29 |
JPWO2012157116A1 (ja) | 2014-07-31 |
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