WO2012165071A1 - Chargeur et dispositif de charge de véhicule électrique - Google Patents

Chargeur et dispositif de charge de véhicule électrique Download PDF

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Publication number
WO2012165071A1
WO2012165071A1 PCT/JP2012/060322 JP2012060322W WO2012165071A1 WO 2012165071 A1 WO2012165071 A1 WO 2012165071A1 JP 2012060322 W JP2012060322 W JP 2012060322W WO 2012165071 A1 WO2012165071 A1 WO 2012165071A1
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WIPO (PCT)
Prior art keywords
charging
value
current
charger
control data
Prior art date
Application number
PCT/JP2012/060322
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English (en)
Japanese (ja)
Inventor
藤田　敏之
全良 尾崎
森　正樹
Original Assignee
シャープ株式会社
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Publication of WO2012165071A1 publication Critical patent/WO2012165071A1/fr

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/003—Constructional details, e.g. physical layout, assembly, wiring or busbar connections
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • 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
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—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]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—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]
    • B60L58/15—Preventing overcharging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00036—Charger exchanging data with battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with provisions for charging different types of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00304—Overcurrent protection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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]
    • 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
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    • 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
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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
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    • 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
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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
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    • Y02T90/16—Information or communication technologies improving the operation of 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
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    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the present invention is a charger for supplying a charging current to a storage battery (secondary battery) mounted on a battery-powered electric vehicle, and charging the electric vehicle used in a charging stand provided separately from the electric vehicle.
  • the present invention relates to a battery charger and a charging device that accepts a supply of charging current from the battery charger and charges an in-vehicle storage battery on the electric vehicle side.
  • CVCC constant voltage constant voltage
  • charge control is normally performed in the sequence of 1) constant current charge (rapid charge), 2) constant voltage charge, and 3) full charge determination.
  • the battery voltage rises to near the full charge voltage after starting the constant current charge, switching to the constant voltage charge is performed.
  • constant voltage charging the charging current decreases as the charging capacity of the storage battery increases.
  • the current value of the charging current decreases to a predetermined threshold, it is determined that the battery is fully charged, and charging is terminated.
  • the CHAdeMO Association has decided on the CHAdeMO protocol as a standard.
  • CAN Controller Area Network
  • the quick charger and the electric vehicle to transmit the operation status from the quick charger side to the electric vehicle side, and then from the electric vehicle side to the quick charger side.
  • the charging permission signal and the current instruction value are transmitted, and the quick charger performs DC charging with a constant current on the electric vehicle based on the received current instruction value.
  • the quick charger includes an AC / DC converter that converts an AC input of a commercial AC power supply (for example, three-phase 200V) into DC, but from the necessity of outputting a DC current of a large current and a constant current / constant voltage,
  • a configuration including a DC / DC converter for maintaining the output current or the output voltage constant at the subsequent stage of the AC / DC converter is employed.
  • the quick charger is equipped with an AC / DC converter that can output a large capacity of 50 kW and a DC / DC converter with a large capacity in order to suppress charging current ripple by controlling the DC / DC converter. This is necessary and the cost of the quick charger is high, which is an obstacle to the spread of charging stations using the quick charger.
  • Patent Documents 1 and 2 propose a charging device that does not include an AC / DC converter and a DC / DC converter separately, reduces the DC / DC converter, and charges the storage battery by pulsating current. ing.
  • a charging device when a charging device is mounted on an electric vehicle, a film capacitor having a large capacity and a high withstand voltage cannot be satisfied due to environmental resistance problems of an electrolytic capacitor used as a smoothing capacitor. It is pointed out that the use of the battery increases the size of the charging device, and it is described that the use of pulsating charging can provide a small charging device while ensuring environmental resistance.
  • the charger side and the electric vehicle side are connected via an inductive coupler, and the electric vehicle side receives AC power from the charger side by the secondary coil of the inductive coupler.
  • the storage battery is charged with a pulsating flow obtained by receiving and full-wave rectifying. Therefore, although it is assumed that the charger is used separately from the electric vehicle, the charging current is not directly supplied from the charger to the storage battery of the electric vehicle.
  • JP 2009-247101 A Japanese Patent Laid-Open No. 2001-103585
  • a pulse current that directly supplies a pulsating charging current from the charger side is used instead of the CVCC DC charging.
  • the direct current charging method adopted, the current value of the charging current input to the storage battery changes periodically, and the voltage applied to the storage battery also changes periodically due to the charging current, so it is necessary to solve the following problems There is.
  • the maximum charging current for the storage battery to be charged The current upper limit is not fixed. Therefore, unless the charging current, which is a pulsating current, is appropriately controlled, it may occur that the charging current is supplied to the storage battery exceeding the maximum current upper limit value. There is a risk of ignition due to.
  • Patent Documents 1 and 2 disclose a charging device that charges a storage battery by a pulsating current, but both are configured to directly supply a pulsating charging current from a charger to an unspecified number of electric vehicles. Therefore, there is no description or suggestion about the above problem and its solution.
  • the present invention has been made in view of the above problems, and an object of the present invention is to provide an inexpensive charger of a pulsating charging method that does not have a risk of a life reduction and ignition of a storage battery, and further, the pulsating charging.
  • An electric vehicle-side charging device that conforms to the above will be provided.
  • the present invention provides a first communication unit that communicates control data used for charging control with an electric vehicle to be charged, and a pulsating current in a storage battery mounted on the electric vehicle.
  • a charging circuit unit that supplies a charging current; and a control circuit unit that controls the current supply of the charging circuit unit based on the control data, and the first communication unit includes at least the charging current before starting charging.
  • the control data including the maximum current upper limit value is acquired from the electric vehicle, and the control circuit unit controls the charging current to be equal to or lower than the maximum current upper limit value based on the control data.
  • a charger for charging an electric vehicle is provided.
  • the charger having the above characteristics, regardless of whether an unspecified number of chargers are connected in an arbitrary combination to an unspecified number of electric vehicles, in any charger, depending on the power supply capability on the charger side.
  • the vehicle-mounted storage battery can be charged with the charging current controlled to be equal to or less than the maximum current upper limit value instructed by the electric vehicle according to the type and state of charge of the storage battery to be charged. Thereby, the danger of the lifetime reduction of a storage battery resulting from pulsating charge, ignition, etc. is prevented, and the charger of the pulsating charge system which is safe and cheap can be provided.
  • the electric vehicle to which the charger having the above characteristics can be applied is a battery-powered electric vehicle that runs by driving a motor with electric power charged in the storage battery, and the storage battery can be charged by supplying a charging current from the outside. All electric vehicles such as plug-in hybrid cars are included.
  • the electric vehicle to which the charger having the above characteristics can be applied is not necessarily limited to a four-wheeled vehicle, and may be, for example, a two-wheeled vehicle or limited to an electric vehicle traveling on a public road. For example, it may be an electric vehicle that travels on a track.
  • the first communication unit sequentially acquires the control data updated as the storage battery progresses from the electric vehicle, and the control circuit unit Then, the charging current is controlled to be equal to or less than the maximum current upper limit value included in the control data acquired sequentially.
  • the maximum current upper limit value decreases with the progress of charging of the storage battery, an instruction value for an appropriate maximum current upper limit value is received from the electric vehicle side. It can be maintained and charged continuously. Therefore, the pulsating charging method without danger such as a reduction in the life of the storage battery and ignition can be more reliably performed.
  • the first communication unit transmits information to the electric vehicle that the charging circuit unit is pulsating charging for supplying a pulsating charging current. Then, the control data is received from the electric vehicle.
  • the control data suitable for the charging method of the charger can be transmitted to the charger side separately from the control data of the CVCC method.
  • the control circuit unit directs the peak value of the charging current (the maximum value for each repetition period of the ripple) toward the maximum current upper limit value in a certain period immediately after the start of charging. Control to increase gradually. If the charging state of the storage battery is close to full charge, suddenly supplying a charging current whose peak value is near the maximum current upper limit value will cause an error in the battery voltage or internal impedance of the storage battery used to set the maximum current upper limit value. If the maximum current upper limit value transmitted from the electric vehicle is instructed to be higher, the voltage applied to the storage battery may exceed the allowable value, but the peak value of the charging current is gradually increased. Such a situation can be avoided in advance by performing the control to be increased.
  • the charging circuit unit includes an LC type low-pass filter in the final stage.
  • the AC component in the high frequency range included in the charging current is removed, so the bottom value (minimum value) of the charging current does not decrease to 0, and a current value (instantaneous value) that is always greater than the measurement error is ensured. Therefore, the measurement accuracy of the charging current is improved, and as a result, the control accuracy of the charging current is improved.
  • the accuracy of charging current measurement improves, the accuracy of the calculation result of the charge current integrated value or average value, which will be described later, improves. The calculation accuracy of is improved.
  • the control circuit unit has an on / off duty ratio of a switching element constituting a booster circuit provided in the charging circuit unit based on a control value adjusted based on the control data. If the peak value of the charging current is equal to or exceeds the maximum current upper limit value within a predetermined error range, the control value is adjusted so that the peak value decreases. Perform feedback control. Thereby, control which makes charging current below a maximum current upper limit is implement
  • the control data includes an indication value of a current index value given as an integrated value or an average value of the charging current for each predetermined time unit, and the control circuit unit includes the charging circuit.
  • the current index value is calculated from the measured current value, and the supply of the charging current is stopped when the calculated value of the current index value deviates from the indicated value of the current index value beyond a predetermined error range. Control. In the case of pulsating charge, it is difficult to determine whether or not the charging power supplied from the charger side and the charging power received from the electric vehicle side are the same only by controlling the charging current to be equal to or less than the maximum current upper limit value.
  • the control data includes a charge stop lower limit value with respect to a current determination value given as a peak value, a bottom value, or an integrated value or an average value for each predetermined time unit.
  • the control circuit unit calculates the current determination value from the measured value of the charging current, and when the current determination value is less than or equal to the charging stop lower limit value, the supply of the charging current is stopped and charging is performed. Control to end the operation.
  • pulsating charge unlike the CVCC method, even if the storage battery approaches full charge, it does not become constant voltage charge, but the peak value of the voltage applied to the storage battery does not exceed the predetermined upper limit value on the electric vehicle side.
  • the charger side controls the charging current so that it is not more than the maximum current upper limit value instructed by the electric vehicle side. Since the charging current decreases as it approaches, the full charge determination can be performed in the same manner as in the CVCC method by monitoring the current determination value of the charging current.
  • the control circuit unit when the first communication unit receives a charge stop instruction from the electric vehicle, the control circuit unit performs control to stop the supply of the charging current. Since the above-described calculation value of the current index value and the indicated value are compared and determined or the full charge determination can be performed not on the charger side but on the electric vehicle side, for example, when the determination is performed on the electric vehicle side On the charger side, by receiving a charge stop instruction based on the determination from the electric vehicle, the supply of the charging current can be stopped as in the case where the determination is performed on the charger side.
  • the charge stop instruction may be generated as a result of abnormality determination other than the above two determinations.
  • the present invention provides an in-vehicle charging device for charging an in-vehicle storage battery on the electric vehicle side by a charging current supplied from the charger having the above characteristics, and communication of the control data with the charger.
  • a second communication unit that performs the operation, obtains the internal state of the storage battery before the start of charging, calculates a set value included in the control data based on the internal state, and changes the internal state after the start of charging
  • a control data setting unit that sequentially updates the set value.
  • the control data including at least the maximum current upper limit value of the charging current according to the internal state of the storage battery can be transmitted to the charger having the above characteristics. It can be controlled to be below the maximum current upper limit value according to the internal state.
  • supply of a pulsating charging current can be received from the charger side, and charging of the storage battery can be performed by a safe pulsating charging method that does not have a risk of life reduction and ignition of the storage battery.
  • the control data setting unit sequentially acquires the latest internal state of the storage battery before and after the start of charging, and is included in the control data based on the internal state.
  • the set value to be calculated is calculated, and the second communication unit sequentially transmits the calculated control data to the charger before and after the start of charging.
  • the charging device of the above feature includes a voltmeter that measures a charging voltage applied to the storage battery by the charging current, and the control data setting unit sets a peak value of the charging voltage to a predetermined threshold value.
  • the control data setting unit sets a peak value of the charging voltage to a predetermined threshold value.
  • control data setting unit is configured to calculate a product of the maximum current upper limit value and the internal impedance and a battery voltage based on a battery voltage and an internal impedance which are internal states of the storage battery.
  • the maximum current upper limit value is set so that the sum does not exceed the upper limit value of the battery voltage and the maximum current upper limit value does not exceed the allowable maximum current value of the storage battery.
  • the CVCC method controls the voltage drop at the internal impedance as the difference between the charging voltage value of the constant voltage and the battery voltage by switching from constant current charging to constant voltage charging. By doing so, the current value of the charging current can be suppressed. That is, the charging current decreases as the battery voltage increases.
  • constant voltage control is not performed on the charger side. Control is performed so that the peak value of the current decreases, and the peak value of the voltage applied to the storage battery can be controlled to be equal to or lower than the upper limit value of the battery voltage, and the same effect as the constant voltage charging period in the CVCC method can be obtained. .
  • the control data setting unit confirms that the charger is a pulsating charging type charger that supplies a pulsating charging current before starting charging, A set value of control data is calculated and transmitted to the charger via the second communication unit.
  • the charger to connect is a charger of a pulsating charge system, and can transmit the control data suitable for a pulsating charge system to the charger side. Therefore, when the charger to be connected is a CVCC charger, the CVCC control data can be transmitted to the charger side separately from the pulsating charge control data.
  • the charging device having the above characteristics includes an ammeter for measuring the charging current supplied from the charger side, and the control data setting unit is configured to determine the charging current based on the measured value of the charging current.
  • the current index value given as an integrated value or an average value for each predetermined time unit is calculated, and the second communication unit uses the current index value calculated by the control data setting unit as an indication value of the current index value.
  • the charging device having the above characteristics includes an ammeter that measures the charging current supplied from the charger side, and the second communication unit is based on the measured value of the charging current on the charger side.
  • the current index value given as an integrated value or an average value for each predetermined time unit of the charging current calculated in the above is received, and the control data setting unit determines the current based on the charging current measured on the electric vehicle side.
  • An index value is calculated, compared with the current index value calculated on the charger side, and when the current index values of both deviate beyond a predetermined error range, the supply of the charging current is stopped
  • An instruction to stop charging is transmitted to the charger via the second communication unit.
  • the charging power cannot be accurately grasped simply by controlling the charging current below the maximum current upper limit value.Therefore, it is possible to predict the charging end time and the travelable distance when charging is stopped during charging. Calculation becomes difficult.
  • the control data setting unit calculates the current index value, it is possible to predict the charging end time, calculate the travelable distance, and the like. Furthermore, the calculated value of the current index value is transmitted to the charger side as an instruction value, or the current index value calculated on the charger side is received, so that both on the charger side or on the electric vehicle side, respectively. It is possible to compare the calculated current index values.
  • the battery life is reduced due to pulsating charging, and dangers such as ignition are prevented, and the in-vehicle storage battery is inexpensively and safely charged by the pulsating charging method. it can.
  • the block diagram which shows schematic structure of one Embodiment of the charger and charging device which concern on this invention
  • the circuit block diagram which shows an example of the circuit structure of the charging circuit part and control circuit part of the charger which concerns on this invention
  • the flowchart which shows the sequence of the charge control in the charger and charging device which concern on this invention
  • Current waveform diagram explaining the difference in charging current with and without the low-pass filter circuit in the charging circuit section
  • charger for charging an electric vehicle according to the present invention
  • charger in-vehicle charging device according to the present invention
  • charger in-vehicle charging device
  • FIG. 1 is a block diagram showing a schematic configuration of the charger 10 and the charging device 20.
  • the charger 10 includes a charging circuit unit 11, a control circuit unit 12, a first communication unit 13, ammeters 14 and 15, and a voltmeter 16. It is mounted on an electric vehicle and includes a storage battery 21, a second communication unit 22, a control data setting unit 23, an ammeter 24, and a voltmeter 25. Further, the charger 10 is provided with a charging cable 17 and a charging connector 18 connected to the tip thereof, and the electric vehicle is provided with a charging socket 26.
  • a power supply cable 17 a that supplies the charging current output from the charging circuit unit 11 to the storage battery 21, and communication for performing data communication between the first communication unit 13 and the second communication unit 22.
  • a cable 17b is provided.
  • the charging circuit unit 11 includes a power factor improving AC / DC converter as shown in FIG.
  • the charging circuit unit 11 includes a choke coil 31 and 32, a switching element 34, and a bridge circuit of four diodes used as a chopper circuit for high frequency noise removal and power factor improvement, as shown in FIG.
  • a commercial AC power supply 30 is connected to each input terminal of the pair of choke coils 31 and 32. 1 and 2 illustrate a case where a single-phase three-wire system 200V is connected.
  • the current that has passed through the full-wave rectifier circuit 34 is removed from the high-frequency AC component (ripple) by the low-pass filter circuit, but has a period that is half that of the AC input. It is output with the pulsating flow of Tm.
  • the circuit constants of the coil 37 and the capacitor 38 are determined in consideration of the ripple rate, the size and cost of the filter circuit.
  • the charging current is output as a pulsating current, it is necessary to provide a DC / DC converter and a large-capacity smoothing capacitor for controlling the charging current to a constant current or a constant voltage after the charging circuit unit 11. There is no.
  • the control circuit unit 12 controls the duty ratio of the on and off times of the switching element 34 so that the charging current output from the charging circuit unit 11 does not exceed the maximum current upper limit value instructed from the charging device 20 side.
  • the control circuit unit 12 includes absolute value calculation units 41 and 42, a control value setting unit 43, a multiplier 44, a subtracter 45, a PI calculation unit 46, a control pulse signal output unit 47, and a current integrator. 48 and a comparator 49.
  • the control circuit unit 12 includes a user interface that includes an operation unit 19 a that is installed in the charger 10 and receives a user operation input, and a display unit 19 b that displays information necessary for the user. The unit 19 is connected.
  • the ammeter 14 is provided between the connection node N1 of the choke coil 31 and the switching element 34, for example, and measures the instantaneous value Iin of the input current.
  • the instantaneous value Iin is AD (analog / digital) converted at a predetermined sampling period and input to the absolute value calculation unit 41.
  • the AD conversion function is built in a digital arithmetic processing device (for example, a digital signal processor) described later, and is performed by inputting an analog signal to an AD conversion port of the digital arithmetic processing device.
  • the AD-converted data is preferably used after being subjected to noise processing (digital filter processing calculation) as necessary.
  • the ammeter 15 is provided, for example, between the output terminal T1 on the positive electrode side and the coil 37, and measures the instantaneous value Iout of the output current.
  • the instantaneous value Iout is AD-converted at a predetermined sampling period and input to the control value setting unit 43 and the current integrator 48.
  • the AD conversion is performed by, for example, an ammeter 15.
  • the AD-converted data is preferably used after being subjected to noise processing (digital filter processing calculation) as necessary.
  • the voltmeter 16 measures the instantaneous value Vin of the input voltage between the two voltage lines of the commercial AC power supply 30.
  • the instantaneous value Vin is AD-converted at a predetermined sampling period and input to the absolute value calculation unit 42.
  • the AD conversion function is built in, for example, the voltmeter 16 or a digital arithmetic processing device (for example, a digital signal processor) described later, and is performed by inputting an analog signal to the AD conversion port of the digital arithmetic processing device.
  • the AD-converted data is preferably used after being subjected to noise processing (digital filter processing calculation) as necessary.
  • the absolute value calculation units 41 and 42 calculate the absolute values
  • the control value setting unit 43 sets and adjusts the control value A in the manner described later.
  • the multiplier 44 multiplies the absolute value
  • of the instantaneous value Vin of the input voltage calculated by the absolute value calculator 42 and the control value A, and outputs the product B (
  • the subtracter 45 subtracts the absolute value
  • of the instantaneous value Iin of the input current calculated by the absolute value calculation unit 41 from the product B output from the multiplier 44 to obtain an error C ( B ⁇
  • the PI calculation unit 46 calculates the duty ratio D by performing PI compensation calculation on the input error C based on the calculation formula shown in the following equation (1).
  • P is a constant and Ti is an integration period.
  • the duty ratio D calculated by the PI calculation unit 46 is DA converted and input to the control pulse signal output unit 47 as a voltage value Vd.
  • the control pulse signal output unit 47 includes a sawtooth wave generator 47a and a comparator 47b.
  • the voltage value Vd is input to the non-inverting input of the comparator 47b, and the sawtooth wave of the sawtooth wave generator 47a is inverted by the comparator 47b. Enter in the input.
  • the sawtooth wave (or triangular wave) is such that the voltage value changes linearly between a voltage value Vd0 when the duty ratio D is 0 and a voltage value Vd1 when the duty ratio D is 1 at a predetermined switching frequency. Is set. Set the switching frequency to an audible frequency or higher. However, from the viewpoint of noise regulation by EMC (electromagnetic environment compatibility), it is preferable to set the switching frequency within a range of 20 to 50 kHz. In the configuration example shown in FIG. 2, 50 kHz is assumed as an example
  • the comparator 47b outputs a control pulse signal S that repeatedly turns on and off at the switching frequency and the duty ratio D, and the switching operation of the switching element 34 that uses the control pulse signal S as a gate input is controlled. .
  • the control value A starts from the initial value 0, and executes, for example, a soft start operation that sequentially increases, for example, 1, 2, 3,... At a predetermined time interval. .
  • the peak value of the pulsating charging current output from the charging circuit unit 11 gradually increases.
  • the control value setting unit 43 calculates the peak value Ipk for each cycle Tm from the instantaneous value Iout measured by the ammeter 15, and the latest instruction value of the maximum current upper limit value sequentially transmitted from the charging device 20 in the manner described later.
  • the peak value Ipk is compared with the instruction value Imax, and the control value A is determined as described above while the peak value Ipk is below the instruction value Imax (Ipk ⁇ Imax). Increase gradually.
  • the peak value Ipk reaches, for example, 97% of the instruction value Imax, the soft start operation is terminated and the increase of the control value A is stopped.
  • the control value A is adjusted so that the peak value Ipk does not exceed 97% of the instruction value Imax, for example.
  • the peak value Ipk exceeds 97% of the instruction value Imax, for example, ((Imax ⁇ 0.97) / Ipk) is represented by the control value A set at that time.
  • the control value A is updated by reducing the set value of the control value A by multiplying by the reduction ratio.
  • Such feedback control enables control so that the peak value Ipk of the charging current does not exceed the latest instruction value Imax of the maximum current upper limit value.
  • the soft start operation period is assumed to be about 1 second to several seconds.
  • the duty ratio control shown in Equation 1 is performed to control the charging current, so that the alternating current input voltage Vin and the alternating current input current Iin have the same phase and the same waveform.
  • the harmonic component contained in the input current Iin is reduced, and the power factor is improved.
  • the current integrator 48 calculates the instantaneous value Iout of the charging current (output current of the charging circuit unit 11) measured by the ammeter 15 for each pulsating current cycle Tm (for example, a half cycle from zero cross to zero cross of the input AC voltage). Is calculated (corresponding to the current index value).
  • the comparator 49 includes the current integrated value Ia1 calculated by the current integrator 48 and the current integrated value Ia2 for each cycle Tm of the charging current calculated on the charging device 20 side included in the control data transmitted from the charging device 20 side. And a charge stop signal S1 is output when there is a discrepancy greater than or equal to a predetermined error (eg, 3%).
  • a predetermined error eg, 3%
  • the absolute value calculation units 41 and 42, the control value setting unit 43, the multiplier 44, the subtractor 45, the PI calculation unit 46, the current integrator 48, and the comparator 49 of the control circuit unit 12 It comprises a digital arithmetic processing device such as a processor or a digital signal processor, and the functions of each part are realized by digital arithmetic processing.
  • the first communication unit 13 is connected to the second communication unit 22 on the charging device 20 side via the communication cable 17b, and performs control data necessary for pulsating charge, for example, by CAN communication.
  • the communication protocol is not limited to the CAN protocol.
  • Examples of the charging cable 17, the charging connector 18, and the charging socket 26 include a standard product standardized by the Japan Automobile Research Institute (JEVS G105), a standard product standardized by SAE J1772, IEC62196-2 Type1, etc. Can be used.
  • JEVS G105 Japan Automobile Research Institute
  • SAE J1772, IEC62196-2 Type1, etc. Can be used.
  • the second communication unit 22 is connected to the charger 10 via the communication cable 17b, thereby transferring control data necessary for pulsating charge by, for example, CAN communication.
  • the control data setting unit 23 is configured in, for example, an electronic control unit mounted on an electric vehicle, acquires internal states such as the battery voltage and internal impedance of the storage battery 21, and is charged by digital arithmetic processing based on the internal state. The setting value included in the control data transmitted to the device 10 side is calculated.
  • the control data setting unit 23 estimates the internal impedance Zi of the storage battery 21 based on the battery temperature, the open circuit battery voltage Vb, and the degree of battery deterioration before starting charging.
  • the charging device 20 may be provided with an internal impedance measuring device, and may be measured every predetermined time, and the result may be stored and calculated.
  • the internal impedance may be measured from the impedance data at the time of previous charging and the discharge data at the time of driving the vehicle, and stored for use.
  • the internal impedance is a value obtained by dividing a voltage increased at a predetermined charging current from an open circuit battery voltage by a predetermined charging current at that time. The degree of deterioration of the battery is calculated based on the accumulated amount of charge before the start of charging.
  • the open circuit battery voltage is measured by the voltmeter 25 in the state where there is no input of the charging current before the start of charging and the storage battery 21 is not connected to the load.
  • the voltmeter 25 measures the voltage between the terminals of the storage battery 21.
  • the control data setting unit 23 sets the maximum current upper limit value Imax0 of the charging current at a predetermined time interval (for example, 100 msec) before the start of charging and after the start of charging in the manner shown in the following formula 2. Calculation is based on the battery voltage Vb and the internal impedance Zi. Vbmax on the right side of Equation 2 is the upper limit value of the battery voltage Vb.
  • the allowable maximum current value Ibmax is set as the maximum current upper limit value instruction value Imax, and the allowable maximum current
  • the calculated maximum current upper limit value Imax0 is set as the instruction value Imax for the maximum current upper limit value.
  • the battery voltage Vb increases with the progress of charging, but the voltage value in the closed state is the instantaneous value (or peak value) of the charging current flowing into the storage battery 21 measured by the ammeter 24 and the voltmeter. 25, the instantaneous value (or peak value) of the charging voltage between the terminals of the storage battery 21 and the internal impedance Zi calculated before the start of charging.
  • the instantaneous value of the charging current measured by the ammeter 24 and the instantaneous value of the voltage between the terminals of the storage battery 21 measured by the voltmeter 25 are AD-converted at a predetermined sampling period, respectively, and control data setting is performed. Input to the unit 23.
  • the AD-converted data is preferably used after being subjected to noise processing (digital filter processing calculation) as necessary.
  • the maximum current upper limit value Imax0 calculated based on Equation 2 is compared with the allowable maximum current value Ibmax, and the maximum current upper limit value instruction value Imax is calculated.
  • the instruction value Imax calculated or updated before that is If may be employed ((Vcmax ⁇ 0.97) / Vcpk) multiplied by the reduction ratio represented by the update process (the second updating method) for a new instruction value Imax.
  • the second update method the process of calculating the internal state of the storage battery 21 each time after the start of charging can be omitted.
  • the smaller one of the instruction values Imax updated by the two update methods is set as a new instruction value Imax.
  • the control data setting unit 23 further includes a current integration function for calculating an integrated value Ia2 for each cycle Tm of the charging current with respect to an instantaneous value of the charging current flowing into the storage battery 21 measured by the ammeter 24. The same processing as that of the current accumulator 48 on the device 10 side is performed.
  • control data setting unit 23 charges the maximum allowable voltage (charge voltage upper limit value Vcmax) between the terminals of the storage battery 21 and the charging current based on the internal state or type of the storage battery 21 before starting charging.
  • the stop lower limit value Istp, the state of charge (SOC) before the start of charging, the charging end time Tstp, and the like are calculated or set.
  • the charge stop lower limit Istp set in the control data setting unit 23 is set within a range that can be measured without sufficient error from the measurement accuracy of the current sensor 24 owned by the electric vehicle. For example, if a 100A sensor is used, about 5A is preferable.
  • the actual set value changes according to the definition of a later-described current determination value Ij to be compared with the charge stop lower limit value Istp. Further, when the current determination value Ij is an integrated value for each cycle Tm, for example, a value obtained by multiplying the current value by the cycle Tm or an integrated value (unit: ampere second) between the current values in the cycle Tm.
  • the control data setting unit 23 controls the maximum current upper limit instruction value Imax, the charging current integrated value Ia2, the charging voltage upper limit value Vcmax, the charging stop lower limit value Istp, the charging end time Tstp, the state of charge (SOC), and the like.
  • the data is transmitted to the charger 10 side via the second communication unit 22.
  • the maximum current upper limit instruction value Imax and the charging current integrated value Ia2 are calculated at a predetermined time interval (for example, 100 milliseconds) after the start of charging, and the same time interval via the second communication unit 22.
  • the trigger signal of the sampling timing of each current measurement value is synchronized on the charger 10 side and the charging device 20 side, and sampling is performed simultaneously. Furthermore, the control data setting unit 23 performs charge abnormality determination described later.
  • the charging connector 18 of the charger 10 is inserted into the charging socket 26 of the electric vehicle, and both are connected (step A1).
  • the user presses the charge start button on the operation unit 19a installed in the charger 10 to instruct the start of charging (step A2).
  • the control circuit unit 12 receives the start instruction and transmits a charge start notification to the control data setting unit 23 of the charging device 20 via the first communication unit 13, the communication cable 17b, and the second communication unit 22 ( Step A3).
  • the control data setting unit 23 receives the charging start notification and returns a notification to that effect, thereby establishing a communication path between the charger 10 and the charging device 20 (step B1), and then transmitting and receiving control data in the following manner. I do.
  • the control data setting unit 23 determines whether the charging start notification transmitted from the charger 10 in Step A3 or the newly transmitted message includes information indicating pulsating charge (Step B2). When the information is included, it is determined that the storage battery 21 is charged by pulsating charge (YES in step B2). In step B2, if the information indicating that the charging is pulsating charge is not included, or if the information indicating that the charging is based on the CVCC method is included, it is determined that the storage battery 21 is charged by the CVCC method. (NO in step B2). In the latter case, a charging sequence based on the normal CVCC method is executed, but the description is omitted because it is not related to the gist of the present invention. Hereinafter, a charging sequence when it is determined as pulsating charging will be described.
  • the control data setting unit 23 acquires the internal state such as the battery voltage and internal impedance of the storage battery 21, and based on the type of the storage battery 21 and the internal state, the maximum charging current included in the control data
  • the current upper limit value Imax, the charging voltage upper limit value Vcmax, the charging current lower limit value Istp, the state of charge (SOC) before the start of charging, the charging end time Tstp, etc. are calculated or set (step B3).
  • the control data setting unit 23 transmits each set value of the calculated control data to the control circuit unit 12 of the charger 10 (step B4).
  • the control circuit unit 12 displays the charging state (SOC) before the start of charging, the charging end time Tstp, and the like among the set values of the received control data on the display unit 19b and notifies the user, and pulsating charging And the charging current is controlled based on the received maximum current upper limit value Imax and the charging current stopping lower limit value Istp.
  • the control value A is increased stepwise every certain period (for example, 100 milliseconds) so that the peak value Ipk of the charging current gradually increases toward the instruction value Imax of the maximum current upper limit value. Is performed (step A4).
  • a soft start end condition for example, the peak value Ipk exceeds 97% of the instruction value Imax
  • the control value A is adjusted so that the peak value Ipk does not exceed, for example, 97% of the instruction value Imax (step A6).
  • control circuit unit 12 sequentially executes the calculation of the current integrated value Ia1 of the charging current by the current integrator 48 through each operation period of the soft start operation and the steady control operation (step A7).
  • the control data setting unit 23 determines the battery voltage Vb based on the instantaneous value (or peak value) of the charging current and the charging voltage and the internal impedance at a constant cycle (for example, 100 ms cycle).
  • the battery voltage Vb is updated by recalculation, and the maximum current upper limit value Imax is newly calculated and updated based on the updated battery voltage Vb (step B5).
  • the maximum current upper limit value Imax is updated by the first update method.
  • the maximum current upper limit value Imax may be updated by the second update method, and the first and second update values may be updated.
  • the smaller one of the instruction values Imax updated by the method may be updated as a new instruction value Imax.
  • control data setting unit 23 calculates a current integrated value Ia2 for each charging current cycle Tm with respect to the instantaneous value of the charging current measured by the ammeter 24 in parallel with Step B5. (Step B6).
  • the maximum current upper limit value Imax updated in step B5 and the integrated value Ia2 calculated in step B6 are sequentially updated every predetermined period (for example, 100 msec period) as update data for the set value of the control data. (Step B7).
  • the integrated value Ia2 is calculated for 10 periods, so the current integrated value Ia2 for 10 periods may be transmitted as control data, respectively, or You may transmit those average values or total values as control data.
  • Step B8 the control data setting unit 23 sequentially performs the following charging abnormality determination for every fixed period (for example, 100 msec period) (Step B8).
  • one charge abnormality determination first, when the instantaneous value (or peak value) of the charging current flowing into the storage battery 21 measured by the ammeter 24 exceeds the maximum current upper limit value Imax. The charging is determined to be abnormal (first determination).
  • the instantaneous value (or peak value) of the charging current is 103, which is the maximum current upper limit instruction value Imax, in order to allow a measurement error of about 3%.
  • The% value and the instantaneous value (or peak value) of the charging voltage are respectively compared with the 103% value of the upper limit value Vcmax of the charging voltage.
  • the instruction value Imax of the maximum current upper limit value gradually decreases as the charging progresses, so the effect of reducing the instruction value is not reflected instantaneously on the charging device 20 side, Since it is reflected with a certain time delay, the instruction value Imax set before a certain time (for example, about 1 to 3 seconds) may be used as a comparison target.
  • the charge stop signal S2 is sent via the second communication unit 22. Then, the data is transmitted to the charger 10 side (step B9), and the processing of steps B5 to B8 is stopped (step B10).
  • step B8 If it is not determined to be abnormal in step B8 (No in step B8), the charging operation is continued, and steps B5 to B8 are repeatedly and continuously performed. In addition, when it is determined that there is an abnormality in one charge abnormality determination, the charge stop signal S2 is not transmitted immediately and the processing of steps B5 to B8 is not stopped. When the charging abnormality (first determination or second determination) continues, it is determined that the charging is abnormal, and the processing of steps B5 to B8 may be stopped by transmitting the charging stop signal S2. Further, from the viewpoint of safety, in the present invention, charging is performed while performing feedback control so that the peak current of the ammeter 15 becomes a value of 97% of Imax. When the peak current deviates from a value of 97% of Imax for a predetermined time or longer (for example, 1 second or longer), it may be determined that the control system of the charger has malfunctioned and charging may be stopped.
  • a predetermined time or longer for example, 1 second or longer
  • the control data update data (maximum current upper limit value Imax and current integrated value Ia2) transmitted at the above-mentioned fixed intervals in step B7 are sequentially received through the respective operation periods of the soft start operation and the steady control operation.
  • Step A8 the soft start end condition is determined as described above based on the maximum current upper limit value Imax of the updated control data.
  • the control value setting unit 43 adjusts the control value A so that the peak value Ipk of the charging current does not exceed the maximum current upper limit value Imax based on the updated maximum current upper limit value Imax of the control data. This is done as described above.
  • the comparator 49 performs, for example, the current integrated value Ia2 sequentially received in step A8 and the current integrated value Ia1 calculated in step A7 at each fixed period throughout the operation periods of the soft start operation and the steady control operation.
  • the total value (or average value) is compared (step A9).
  • step A9 when there is a discrepancy greater than or equal to a predetermined error (for example, 3%) between the current integrated values Ia1 and Ia2, the comparator 49 outputs a charge stop signal S1 (step A10).
  • the calculation or comparison of the current integrated values Ia1 and Ia2 may be started after the peak value Ipk of the charging current exceeds the lower limit value of the measurable range of the ammeter 15 and the ammeter 24 by a certain level or more.
  • the control circuit unit 12 performs the following abnormal termination determination (step A11), and in the determination, the output of the charge stop signal S1 in step A10, or step
  • the charging circuit unit 11 stops the charging current supply operation, and the charge stop notification S3 is sent to the charging device 20.
  • the control data setting unit 23 step A12
  • the control circuit unit 12 accepts the charge end instruction. (YES in step A13), the charging current supply operation of the charging circuit unit 11 is stopped, and a charging stop notification S3 is transmitted to the control data setting unit 23 of the charging device 20 (step A14).
  • the current determination value Ij defined by is calculated for each cycle Tm and compared with the charge stop lower limit value Istp (step A15).
  • the charging circuit unit 11 stops the charging current supply operation, and the charge stop notification S3 is charged. It transmits to the control data setting part 23 of the apparatus 20 (step A16). If the current determination value Ij is not less than or equal to the charge stop lower limit value Istp in step A15 (NO in step A12), the adjustment of the control value A in the steady control operation (step A6) is continued.
  • the control data setting unit 23 determines whether or not the charge stop notification S3 transmitted in step A12, A14 or A16 is received (step B11). If the charge stop notification S3 is received (YES in step B11), The processing of B5 to B8 is stopped (step B10). If the charging abnormality determination has been made on the charging device 20 side (YES in step B8), the processing in steps B5 to B8 stops regardless of whether or not the charging stop notification S3 has been received (step S8). B10).
  • FIG. 4 shows an example of the simulation result of the output waveform of each charging current Iout with and without the low-pass filter circuit, together with the input AC voltage waveform Vin. From FIG. 4, when the low-pass filter circuit is not provided, the charging current Iout decreases to 0 A although the current amplitude is large. In this case, the bottom value Ibt cannot be used as the current determination value Ij in the comparison determination (step A15) between the current determination value Ij of the charging current and the charge stop lower limit value Istp.
  • the low-pass filter circuit when the low-pass filter circuit is provided, the current amplitude is suppressed, the peak value Ipk of the charging current Iout decreases, and the bottom value Ibt increases. Therefore, since the charging current Iout is always within the measurable range of the ammeter 15 and the ammeter 24, the measurement accuracy of each instantaneous value used for the charge control is maintained, and the charge control can be performed with high accuracy.
  • the circuit constants of the coil 37 and the capacitor 38 are sufficient if the bottom value Ibt is equal to or greater than the lower limit value of the measurable range of the ammeter 15 and the ammeter 24, and need not be unnecessarily large. Further, in the comparison determination (step A15) between the current determination value Ij of the charging current and the charge stop lower limit value Istp, the bottom value Ibt can be used as the current determination value Ij.
  • the charging circuit unit 11 has the circuit configuration shown in FIG. 2, but the charging circuit unit 11 is not limited to the circuit configuration shown in FIG.
  • the charging circuit unit 11 is not limited to the circuit configuration shown in FIG.
  • FIG. 1 of Patent Document 2 after full-wave rectification of the AC input of the commercial AC power supply 30, it is connected to the primary side of the transformer via an inverter circuit of a switching element having a full bridge configuration.
  • a full-wave rectifier circuit may be further provided on the secondary side of the transformer.
  • the primary coil of the transformer may be used also as a choke coil constituting the chopper circuit instead of the inverter circuit.
  • the charging current so as to perform the power factor correction operation while insulating at one stage of the AC / DC converter.
  • on / off control of the switching elements constituting the inverter circuit or chopper circuit may be performed in the same manner as described in the above embodiment.
  • the output side and the input side (commercial AC power supply 30 side) of the charging circuit unit 11 can be insulated by a transformer. Safety is improved.
  • the commercial AC power supply 30 is not limited to the single-phase three-wire type 200V, for example, when the commercial AC power supply 30 is a three-phase 200V, the circuit configuration of the charging circuit unit 11 is also the commercial AC power supply 30. It will be changed according to. While performing the power factor correction operation, the control for the charging current in the pulsating flow can be performed in the same manner as in the case of the single phase.
  • the switching element 34 has a configuration in which two IGBTs (insulated gate bipolar transistors) are connected in series with a common collector, and can be completely turned on and off in both directions.
  • IGBTs insulated gate bipolar transistors
  • a power MOSFET or the like may be used instead of the IGBT, or a single switching element that can be completely turned on and off in both directions may be used.
  • control value setting unit 43 performs the second update process in the update process of the maximum current upper limit value Imax in step B5 in the process on the charging device 20 side.
  • the setting unit 43 may perform only the first update process, and the charger 10 may perform a process corresponding to the second update process.
  • a voltmeter for measuring the instantaneous value Vout of the output voltage between the output terminals is separately provided, the peak value Voutpk of the instantaneous value Vout is calculated, and the upper limit value Vcmax of the charging voltage included in the control data
  • the control value A is multiplied by the reduction ratio represented by ((Vcmax ⁇ 0.97) / Voutpk) to obtain the control value A May be reduced.
  • the control value A is controlled based on both the peak value Voutpk of the charging voltage and the peak value Ipk of the charging current.
  • the storage battery peak voltage measured on the charging device 20 side is received on the charger 10 side, and the voltage reading value on the charger 10 side and the voltage reading on the charging device 20 side are constantly read (for example, updated every 100 ms). You may make it perform abnormality determination whether the difference
  • step B8 In the charging abnormality determination (step B8) of the above embodiment, instead of or in addition to at least one of the first and second determinations, on the charger 10 side for each cycle Tm of pulsating flow The peak value of the measured charging current is received each time, and compared with the peak value of the charging current measured on the charging device 20 side at the same period Tm, both peak values deviate by more than a predetermined error range (for example, ⁇ 3%). In this case, it is also preferable to determine that the charging is abnormal (third determination). In this case, in order to ensure that the two peak values to be compared are peak values based on the instantaneous value of the charging current sampled within the same pulsating cycle, for example, the input AC voltage on the charger 10 side.
  • the zero-crossing point is detected and the detection timing is used as a synchronization signal in common on the charger 10 side and the charging device 20 side, and the pulsating flow period Tm on the charger 10 side and the pulsating flow on the charging device 20 side It is preferable to match the periods Tm. Thereby, the peak values detected within the same period Tm can be compared.
  • the peak value of the charging current measured on the charging device 20 side may be received on the charger 10 side.
  • the synchronization signal may be generated based on the output of the timer element by providing a timer element on either the charger 10 side or the charging device 20 side without depending on the detection timing.
  • the synchronization signal is used when the current integrator 48 and the control data setting unit 23 calculate the integrated values Ia1 and Ia2 for each charging current cycle Tm on the charger 10 side and the charging device 20 side, respectively.
  • the periods Tm used for calculation of the integrated values Ia1 and Ia2 are matched.
  • control circuit unit 12 is configured to control the duty ratio of the on and off times of the switching element 34, but the control pulse signal output unit 47 is based on the output value of the PI calculation unit 46.
  • a circuit such as a voltage frequency converter circuit in which the output frequency of the control pulse signal S changes may be used, and the duty ratio of the control pulse signal S may change substantially with the change in frequency.
  • the duty ratio is calculated by the PI correction calculation shown in Formula 1 using the PI calculation unit 46, but by the PID correction calculation in which the differential term is added in parentheses on the right side of the calculation formula of Formula 1.
  • the duty ratio may be calculated.
  • the charging abnormality determination (step B8) is performed on the charging device 20 side, and a charging stop signal S2 as a result thereof is transmitted to the charger 10 side.
  • S2 is received (YES in step A11)
  • the charging current supply operation of the charging circuit unit 11 is stopped.
  • the charging abnormality determination is executed on the charger 10 side, and the charging stop signal S2 as a result is received. It is good also as a structure which transmits to the charging device 20 side.
  • the said embodiment is set as the structure which performs the comparison (step A9) of electric current integrated value Ia1, Ia2 in the charger 10 side, and transmits the charge stop signal S1 which is the result to the charging device 20 side.
  • the current integrated value Ia1 may be transmitted to the charging device 20 side and the comparison process may be performed on the charging device 20 side.
  • the comparison process may be included in the charging abnormality determination.
  • the integrated values Ia1 and Ia2 for each charging current cycle Tm are used as the current index values, but instead of the integrated current values Ia1 and Ia2, the average for each charging current cycle Tm is used.
  • a comparison determination (step A15) between the current determination value Ij of the charging current and the charge stop lower limit Istp is executed on the charger 10 side, and a charge stop notification is sent to the charging device 20 side.
  • the calculation of the current determination value Ij and the comparison determination between the current determination value Ij and the charge stop lower limit Istp are executed on the charging device 20 side, and as a result, the charge stop signal S1 is transmitted to the charger 10 side. It is good also as a structure which transmits to.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un chargeur destiné à charger un véhicule électrique. Ce chargeur comprend : un première unité de communication qui échange des données de commande avec le véhicule électrique à charger, ces données de commande servant à réguler la charge ; une unité de circuit de charge qui achemine un courant de charge pulsatoire vers une batterie rechargeable à bord du véhicule électrique ; et une unité de commande qui régule, en fonction des données de commande, le courant acheminé par l'unité de circuit de charge. La première unité de communication acquière du véhicule électrique les données de commande avant le début du processus de charge, les données de commande comprenant au moins une limite supérieure pour le courant de charge et l'unité de circuit de commande régule, en fonction des données de commande, le courant de charge de sorte qu'il ne dépasse pas cette limite supérieure.
PCT/JP2012/060322 2011-05-27 2012-04-17 Chargeur et dispositif de charge de véhicule électrique WO2012165071A1 (fr)

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CN107508335A (zh) * 2017-08-04 2017-12-22 北京新能源汽车股份有限公司 充电设备的电流限制方法及装置
AU2021221903B2 (en) * 2020-09-22 2023-03-09 Saic Motor Corporation Limited Charging Circuit of Electric Vehicle and Electric Vehicle
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