WO2013001620A1 - Système d'alimentation pour véhicule - Google Patents

Système d'alimentation pour véhicule Download PDF

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Publication number
WO2013001620A1
WO2013001620A1 PCT/JP2011/064895 JP2011064895W WO2013001620A1 WO 2013001620 A1 WO2013001620 A1 WO 2013001620A1 JP 2011064895 W JP2011064895 W JP 2011064895W WO 2013001620 A1 WO2013001620 A1 WO 2013001620A1
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WO
WIPO (PCT)
Prior art keywords
storage device
power storage
power
vehicle
control
Prior art date
Application number
PCT/JP2011/064895
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English (en)
Japanese (ja)
Inventor
智也 片野田
Original Assignee
トヨタ自動車株式会社
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Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2011/064895 priority Critical patent/WO2013001620A1/fr
Publication of WO2013001620A1 publication Critical patent/WO2013001620A1/fr

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00302—Overcharge 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00306—Overdischarge 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
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
    • H02J7/0049—Detection of fully charged condition
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • 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
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • 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
    • 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
    • Y02E60/10—Energy storage using 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
    • Y02T10/70—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
    • 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 vehicle power supply system, and more particularly to a vehicle power supply system capable of charging a power storage device to be mounted by a power supply external to the vehicle.
  • a vehicle such as an electric vehicle, a hybrid vehicle, and a fuel cell vehicle that can generate a vehicle driving force by an electric motor is equipped with a power storage device that stores electric power for driving the electric motor.
  • Patent Document 1 discloses a vehicle configured to output electric power stored in a power storage device to the outside of the vehicle and to charge the power storage device from the outside of the vehicle.
  • Patent Document 1 discloses a power management system configured such that power can be transmitted between a vehicle and a house by using the vehicle as one of the power sources for the house. In this power management system, charging / discharging of the power storage device is controlled in consideration of the power supply / demand situation in the house.
  • SOC State of Charge
  • Management control is required.
  • SOC indicates the ratio of the current charge amount to the full charge capacity.
  • charging / discharging of the power storage device is controlled so that the SOC does not deviate from a predetermined control range.
  • Patent Document 2 describes vehicle battery control configured to change the SOC control target value in accordance with the battery temperature.
  • An apparatus is disclosed.
  • Patent Document 2 by setting the SOC target value larger as the battery temperature is lower, output shortage at low temperatures is suppressed, and necessary output is ensured regardless of temperature. .
  • Patent Document 3 discloses a control device that controls charging / discharging of a battery so that the battery capacity is within a fixed capacity control range defined by an upper limit value and a lower limit value. Disclosed.
  • the control device when it is determined that the memory effect is generated in the battery, the control device changes the capacity control range while maintaining a constant width.
  • the performance of a secondary battery typically used as a power storage device decreases with the progress of deterioration.
  • the full charge capacity of the secondary battery decreases as the deterioration progresses. Therefore, the full charge capacity decreases as the usage period of the power storage device increases, so that the distance that the electric vehicle can travel with the electric power stored in the secondary battery (hereinafter also referred to as the cruising distance of the electric vehicle) is shortened. there is a possibility. Therefore, it is necessary to reflect the deterioration of the power storage device also in the control of the SOC of the power storage device.
  • the present invention has been made to solve such a problem, and its purpose is to appropriately reflect the deterioration of the power storage device so as to suppress the deterioration of the in-vehicle power storage device and ensure the cruising distance. In other words, the charge / discharge of the power storage device is controlled.
  • a power supply system for a vehicle charges a power storage device by a rechargeable power storage device, an electric motor that receives power from the power storage device to generate a vehicle driving force, and a power source external to the vehicle.
  • the external charging mechanism configured to be configured to force the power storage device to be forced when the elapsed time has passed without the vehicle driving force being generated by the electric motor after the charging of the power storage device by the external charging mechanism has been completed.
  • control device discharges the power storage device until a charge state value of the power storage device reaches a predetermined value.
  • the vehicle power supply system further includes an input unit configured to accept an instruction regarding a predetermined time and a predetermined value from a user.
  • the control device sets the predetermined value to a value set based on the required charge amount to the power storage device calculated based on the next travel schedule. Set.
  • control device sets the required charge amount based on the amount of electric power consumed by the vehicle to reach the destination scheduled for the next travel.
  • the vehicle power supply system further includes an external power feeding mechanism configured to supply power from the power storage device to the outside of the vehicle.
  • the control device discharges the power storage device by the external power feeding mechanism.
  • the external power feeding mechanism is configured to be able to sell power from the power storage device to a power system outside the vehicle.
  • the vehicle power supply system further includes an auxiliary load.
  • the control device supplies power discharged from the power storage device to the auxiliary load.
  • the auxiliary load includes an auxiliary battery.
  • the control device charges the auxiliary battery with electric power discharged by the power storage device.
  • the external charging mechanism is configured to complete charging of the power storage device when the charge state value reaches an upper limit value of the charge state value defined in association with the full charge state of the power storage device.
  • the control device increases the upper limit value according to the progress of the deterioration of the power storage device.
  • the present invention it is possible to prevent the in-vehicle power storage device from being maintained for a long time in a state where the charge state value is high, and thus it is possible to suppress the progress of deterioration of the power storage device. As a result, the cruising distance of the vehicle can be extended.
  • FIG. 1 is a schematic configuration diagram of a vehicle equipped with a power supply system according to an embodiment of the present invention. It is a functional block diagram explaining charging / discharging control of the vehicle-mounted electrical storage apparatus in the power supply system by embodiment of this invention. It is a figure for demonstrating the correlation between the years of use of a lithium ion battery, and the capacity maintenance rate of the lithium ion battery. It is a figure for demonstrating the setting of the SOC control range by the control range setting part of FIG. It is a figure for demonstrating the cruising distance in long life mode, and the cruising distance in normal mode. It is a conceptual diagram explaining the setting of the control upper limit with respect to the years of use of an electrical storage apparatus.
  • FIG. 1 is a schematic configuration diagram of a vehicle 5 equipped with a power supply system according to an embodiment of the present invention.
  • an electric vehicle is described as an example of the vehicle 5, but the configuration of the vehicle 5 is not limited to this, and any vehicle that can run with electric power from the power storage device 10 is applicable.
  • the vehicle 5 includes, for example, a hybrid vehicle and a fuel cell vehicle other than an electric vehicle.
  • a power supply system for the vehicle is configured by a portion excluding the motor generator MG, the power transmission gear (not shown), and the drive wheels 24F from the illustrated configuration of the vehicle 5.
  • vehicle 5 includes a motor generator MG and a power storage device 10 capable of inputting / outputting electric power between motor generator MG.
  • the power storage device 10 is a re-dischargeable power storage element, and typically, a secondary battery such as a lithium ion battery or a nickel metal hydride battery is applied. Or you may comprise the electrical storage apparatus 10 by electric power storage elements other than batteries, such as an electric double layer capacitor.
  • FIG. 1 shows a system configuration related to charge / discharge control of the power storage device 10 in the vehicle 5.
  • the monitoring unit 11 detects the “state value” of the power storage device 10 based on the outputs of the temperature sensor 12, the voltage sensor 13 and the current sensor 14 provided in the power storage device 10. That is, “state value” includes temperature Tb, voltage Vb, and current Ib of power storage device 10. As described above, since a secondary battery is typically used as power storage device 10, temperature Tb, voltage Vb, and current Ib of power storage device 10 are hereinafter also referred to as battery temperature Tb, battery voltage Vb, and battery current Ib. . In addition, the battery temperature Tb, the battery voltage Vb, and the battery current Ib are collectively referred to as “battery data”.
  • the temperature sensor 12, the voltage sensor 13, and the current sensor 14 collectively indicate the temperature sensor, the voltage sensor, and the current sensor provided in the power storage device 10. That is, in practice, at least a part of the temperature sensor 12, the voltage sensor 13, and the current sensor 14 will be described in detail in terms of being generally provided.
  • Motor generator MG is an AC rotating electric machine, and is constituted by, for example, a three-phase AC motor generator including a rotor having a permanent magnet embedded therein and a stator having a three-phase coil Y-connected at a neutral point.
  • the output torque of motor generator MG is transmitted to drive wheels 24F via a power transmission gear (not shown) constituted by a speed reducer and a power split mechanism, and causes vehicle 5 to travel.
  • Motor generator MG can generate electric power by the rotational force of drive wheels 24F during regenerative braking of vehicle 5. Then, the generated power is converted into charging power for power storage device 10 by an inverter.
  • the vehicle 5 further includes a PCU (Power Control Unit) 15.
  • PCU 15 is configured to bi-directionally convert power between motor generator MG and power storage device 10.
  • the PCU 15 includes a converter and an inverter.
  • the converter is configured to perform bidirectional DC voltage conversion between power storage device 10 and the positive bus that transmits the DC link voltage of the inverter in accordance with switching command PWC from control device 30. That is, the input / output voltage of power storage device 10 and the DC voltage between the positive bus and the negative bus are boosted or lowered in both directions.
  • the inverter performs bidirectional power conversion between DC power between the positive bus and the negative bus and AC power input / output to / from motor generator MG. Specifically, the inverter converts DC power supplied via the positive bus and the negative bus into AC power in accordance with a switching command PWM from control device 30, and supplies the AC power to motor generator MG. Thereby, motor generator MG generates the driving force of vehicle 5.
  • the motor generator MG generates AC power as the drive wheels 24F are decelerated.
  • the inverter converts AC power generated by motor generator MG into DC power in accordance with switching command PWM from control device 30 and supplies the DC power to the positive bus and the negative bus.
  • the power storage device 10 is charged during deceleration or when traveling downhill.
  • a system main relay (hereinafter also referred to as SMR (System Main Relay)) 7 inserted and connected to the positive line PL1 and the negative line NL1.
  • the SMR 7 controls supply / cut-off of electric power between the power storage device 10 and the PCU 15 by controlling the conduction state (ON) / non-conduction state (OFF) according to the relay control signal SE from the control device 30. Switch.
  • the SMR 7 is used as a representative example of a switchgear that can cut off a charge / discharge path of the power storage device 10. That is, any type of switching device can be applied in place of the SMR 7.
  • the power supply system has a function of charging power storage device 10 with electric power from a power supply 60 (hereinafter also referred to as “external power supply”) outside the vehicle (so-called plug-in charging). Furthermore, the power supply system has a function of supplying the electric power stored in the power storage device 10 to the electric device 70 outside the vehicle. That is, the power supply system is configured to be able to charge the power storage device 10 from the external power supply 60 (external charging) and to supply power from the power storage device 10 to the outside of the vehicle (external power supply).
  • vehicle 5 is configured to perform external charging of power storage device 10 and external power feeding by power storage device 10.
  • CHR Charging relay
  • the power from the external power supply 60 is supplied to the power converter 50 by connecting the connector part 62 to the connector receiving part 54.
  • the external power supply 60 is a commercial power supply of AC 100V, for example.
  • the external power source 60 is connected to the power lines AC1 and AC2 of the power network.
  • an electric device 70 is connected to the power lines AC1 and AC2 of the power grid.
  • the electrical device 70 is an arbitrary device that operates by receiving power from the power grid.
  • the electric device 70 may be, for example, a house or an individual appliance. Further, the electric device 70 may be a vehicle other than the vehicle 5.
  • the sensor 55 detects the connection state between the connector part 62 and the connector receiving part 54.
  • the sensor 55 detects that the connector portion 62 is connected to the connector receiving portion 54
  • the sensor 55 outputs a signal STR indicating that the power storage device 10 is ready for external charging.
  • the sensor 55 stops outputting the signal STR.
  • an external power source and a vehicle are electromagnetically coupled in a non-contact manner to supply electric power, specifically, a primary coil is provided on the external power source side, A power supply may be received from an external power source by providing a secondary coil on the vehicle side and supplying power using the mutual conductance between the primary coil and the secondary coil.
  • the power conversion device 50 is connected to the connector receiving unit 54 via the power lines ACL1 and ACL2.
  • power conversion device 50 is connected to power storage device 10 through charging relay 52 by positive line PL2 and negative line NL2.
  • power conversion device 50 converts AC power supplied from external power supply 60 into DC power and supplies it to power storage device 10 according to control signal PWD from control device 30.
  • power conversion device 50 converts DC power supplied from power storage device 10 into AC power and supplies it to the outside of the vehicle in accordance with control signal PWD from control device 30.
  • power converter 50 is a bidirectional AC / DC converter for performing bidirectional power conversion between AC power and DC power, and positive line PL2 and negative line. And a capacitor for reducing voltage fluctuation between NL2.
  • One end of the relay included in CHR 52 is connected to the positive terminal and the negative terminal of power storage device 10, respectively.
  • the other end of the relay included in CHR 52 is connected to positive line PL2 and negative line NL2 connected to power conversion device 50, respectively.
  • the CHR 52 is controlled to be in a conductive state (ON) / non-conductive state (OFF) in accordance with a control signal SE2 from the control device 30, so that the electric power between the power storage device 10 and the power conversion device 50 is controlled. Switching between supply and shut-off.
  • the CHR 52 is used as a representative example of a switchgear that can cut off the electrical connection between the power storage device 10 and the power conversion device 50. That is, any type of switching device can be applied in place of the CHR 52.
  • the vehicle 5 further includes a switch 56 configured to be operable by the user.
  • the switch 56 is switched between an on state and an off state by a user's manual operation.
  • switch 56 When switch 56 is turned on by the user, switch 56 generates a command (signal SLF) for setting the charging mode of power storage device 10 so that the progress of deterioration of power storage device 10 is suppressed.
  • the use period of power storage device 10 can be extended by suppressing the progress of deterioration of power storage device 10. That is, signal SLF is a command for extending the use period of power storage device 10.
  • the charging mode for suppressing the progress of deterioration of the power storage device 10 is also referred to as “long life mode”.
  • the switch 56 stops generating the signal SLF when turned off by the user. Thereby, the setting of the long life mode is canceled, and the vehicle 5 is switched from the long life mode to the normal mode. That is, the user can select either the long life mode or the normal mode as the charging mode of the vehicle 5 by operating the switch 56 on or off.
  • the vehicle 5 further includes an input unit 80 configured to receive an instruction from the user.
  • the input unit 80 is a user interface for the user to set information related to charging control such as a charging completion time during external charging of the power storage device 10 to be described later. Information regarding the charging control set by the input unit 80 is transmitted to the control device 30.
  • the control device 30 is typically an electronic control device mainly composed of a CPU (Central Processing Unit), a memory area such as a RAM (Random Access Memory) and a ROM (Read Only Memory), and an input / output interface.
  • CPU Central Processing Unit
  • a memory area such as a RAM (Random Access Memory) and a ROM (Read Only Memory)
  • ECU Electronic Control Unit
  • the control apparatus 30 performs control which concerns on vehicle driving
  • at least a part of the ECU may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.
  • FIG. 1 shows battery data (battery temperature Tb, battery voltage Vb, and battery current Ib) from the monitoring unit 11, a signal SLF from the switch 56, and charge control from the input unit 80.
  • the controller 30 also controls a DC voltage from a voltage sensor arranged between the positive bus and the negative bus, a current detection value of each phase of the motor generator MG, a rotation angle detection value of the motor generator MG, and the like. Is input.
  • FIG. 2 is a functional block diagram illustrating charge / discharge control of the in-vehicle power storage device in the power supply system according to the embodiment of the present invention. Note that each functional block described in each of the following block diagrams including FIG. 2 can be realized by the control device 30 executing software processing according to a preset program. Alternatively, a circuit (hardware) having a function corresponding to the function can be configured in the control device 30.
  • control device 30 includes a deterioration diagnosis unit 300, a state estimation unit 320, a control range setting unit 330, a determination unit 340, a charge / discharge control unit 350, and a timer 360.
  • the deterioration diagnosis unit 300 measures the years of use of the power storage device 10 as a deterioration parameter used to estimate the degree of deterioration of the power storage device 10. Deterioration of power storage device 10 proceeds as the years of use increase. As the deterioration of the power storage device 10 proceeds, the full charge capacity of the power storage device 10 decreases and the internal resistance increases. In addition to the years of use of power storage device 10, the cause of deterioration of power storage device 10 includes the travel distance of vehicle 5. Therefore, deterioration diagnosis unit 300 may measure the travel distance of vehicle 5 as the deterioration parameter, instead of the service life of power storage device 10. Alternatively, the years of use of power storage device 10 and the travel distance of vehicle 5 may be measured. The years of use of power storage device 10 and the travel distance of vehicle 5 can be calculated by various known methods. The usage years CNT of the power storage device 10 measured by the deterioration diagnosis unit 300 are transmitted to the control range setting unit 330.
  • the state estimation unit 320 estimates the state of charge (SOC) of the power storage device 10 based on the battery data (Tb, Vb, Ib) from the monitoring unit 11.
  • the SOC indicates the ratio (0 to 100%) of the current charge amount to the full charge capacity.
  • state estimating unit 320 sequentially calculates the estimated SOC value (#SOC) of power storage device 10 based on the integrated value of the charge / discharge amount of power storage device 10.
  • the integrated value of the charge / discharge amount can be obtained by temporally integrating the product (electric power) of the battery current Ib and the battery voltage Vb.
  • the estimated SOC value (#SOC) may be calculated based on the relationship between the open circuit voltage (OCV) and the SOC.
  • Control range setting unit 330 sets the SOC control range of power storage device 10 based on signal SLF from switch 56 and measured value CNT of the age of power storage device 10 from degradation diagnosis unit 300.
  • the “SOC control range” is an SOC control range during external charging, and is set independently of the SOC control range during travel.
  • the lower limit of the SOC control range is referred to as Smin (control lower limit value)
  • the upper limit of the SOC control range is referred to as Smax (control upper limit value).
  • the control upper limit value Smax and the control lower limit value Smin respectively correspond to a full charge state and an empty state in SOC control provided to avoid further overcharge or overdischarge.
  • control range setting unit 330 When the control range setting unit 330 receives the signal SLF from the switch 56, the control range setting unit 330 determines that the signal SLF is generated, that is, the long life mode is selected as the charging mode of the power storage device 10. On the other hand, when signal SLF is not received from switch 56, it is determined that signal SLF is not generated, that is, the normal mode is selected as the charging mode of power storage device 10. Control range setting unit 330 switches the SOC control range of power storage device 10 between the normal mode and the long life mode by a method described later.
  • determining unit 340 When determining unit 340 obtains the estimated SOC value (#SOC) estimated by state estimating unit 320, it determines whether or not the estimated SOC value (#SOC) has reached control upper limit value Smax. Determination unit 340 outputs the determination result to charge / discharge control unit 350.
  • the charge / discharge control unit 350 starts external charging based on the signal STR from the sensor 55. Specifically, charge / discharge control unit 350 determines that external charging can be started when signal STR is generated. Charging / discharging control unit 350 turns on CHR 52 by control signal SE2 and generates control signal PWD so as to convert AC power supplied from external power supply 60 into DC power. The power storage device 10 is charged by power conversion of the power conversion device 50 in accordance with the control signal PWD.
  • charge / discharge control unit 350 When determining unit 340 determines that the estimated SOC value (#SOC) has reached control upper limit value Smax due to an increase in the SOC of power storage device 10, charge / discharge control unit 350 generates control signal PWD. To stop. When the generation of the control signal PWD is stopped, the power conversion device 50 is stopped. When power conversion device 50 stops, charging of power storage device 10 ends.
  • the user can set a scheduled time for starting the vehicle 5 as a charging end time by operating the input unit 80. For example, when the user sets the next scheduled boarding time after returning home from the outside, the power storage device 10 can be almost fully charged at the set scheduled boarding time. In this case, external charging of power storage device 10 is started at a charging start time calculated backward from the charging end time.
  • the charging cost can be reduced by charging the power storage device 10 during the midnight power time zone.
  • the user can set the time within the midnight power time zone as the charging start time of the power storage device 10 by operating the input unit 80.
  • a timer external charging that is started according to a charging end time or charging start time that is set in advance by the user is referred to as a “timer”. Also referred to as “charging”.
  • Control upper limit value Smax is a determination value for determining whether or not the SOC has reached a fully charged state during external charging of power storage device 10.
  • the SOC of the power storage device 10 gradually decreases as the vehicle 5 travels. Then, when the estimated SOC value (#SOC) decreases to the lower limit value of the control range, the vehicle 5 finishes traveling.
  • the SOC control range during travel is set independently of the control range during external charging. For example, at the time of regenerative braking of vehicle 5, the SOC of power storage device 10 rises due to the regenerative power generated by motor generator MG. As a result, there is a possibility that it becomes higher than the control upper limit value Smax when the power storage device 10 is externally charged. However, as the vehicle 5 continues to travel, the SOC decreases again. That is, while the vehicle 5 is traveling, it is unlikely that a state where the SOC is high continues for a long time. Therefore, the SOC control range during traveling can be set independently of the control range at the external charging site.
  • the external charging is performed after the vehicle 5 travels, whereby the power storage device 10 can be almost fully charged.
  • the cruising distance of the vehicle 5 can be extended.
  • the “cruising distance” means a distance that the vehicle 5 can travel with the electric power stored in the power storage device 10.
  • a lithium ion battery having a high energy density is applied as the power storage device 10
  • a large amount of power can be extracted from the power storage device 10, and the power storage device 10 can be reduced in size and weight.
  • FIG. 3 is a diagram for explaining the correlation between the years of use of the lithium ion battery and the capacity retention rate of the lithium ion battery.
  • the capacity maintenance rate when the lithium ion battery is new is defined as 100%.
  • the lithium ion battery gradually deteriorates as the vehicle 5 travels repeatedly using the electric power stored in the lithium ion battery.
  • the capacity maintenance rate decreases as the service life of the lithium ion battery increases. That is, the full charge capacity of the lithium ion battery is reduced.
  • the degree of decrease in the capacity maintenance rate with respect to the years of use increases as the SOC at the completion of charging of the lithium ion battery increases.
  • the full charge capacity of the power storage device 10 may be reduced.
  • the vehicle 5 has a long life mode for extending the usage period of the power storage device 10.
  • the SOC control of power storage device 10 is switched between the normal mode and the long life mode as follows.
  • FIG. 4 is a diagram for explaining setting of the SOC control range by the control range setting unit 330 of FIG.
  • Control upper limit value Smax is a determination value for determining whether or not the SOC of power storage device 10 has reached a fully charged state during external charging as described above. In vehicle 5 according to the present embodiment, this reference upper limit value Smax is switched between the normal mode and the long life mode.
  • the first range R1 is the SOC control range in the normal mode.
  • the second range R2 is a SOC control range in the long life mode.
  • Smax1 indicates the upper limit value of the first range R1, that is, the control upper limit value Smax in the normal mode.
  • Smax2 indicates the upper limit value of the second range R2, that is, the control upper limit value Smax in the long life mode.
  • the lower limit value of the first range R1, that is, the control lower limit value in the normal mode, and the lower limit value of the second range R2, that is, the control lower limit value in the long life mode are both Smin.
  • the lower limit value of the second range R2 may be larger than the lower limit value of the first range R1.
  • Control upper limit values Smax1 and Smax2 are both set to values smaller than 100% in order to prevent overcharging of power storage device 10.
  • Control lower limit Smin is set to a value larger than 0% in order to prevent overdischarge of power storage device 10.
  • control upper limit value Smax2 in the long life mode is set to a value smaller than the control upper limit value Smax1 in the normal mode.
  • the power storage device 10 when the power storage device 10 is charged in the long life mode, it is possible to suppress a decrease in the full charge capacity of the power storage device 10. As a result, the cruising distance of the vehicle 5 can be ensured even when the power storage device 10 has been used for a long time.
  • FIG. 5 is a diagram for explaining the cruising distance in the long life mode and the cruising distance in the normal mode.
  • power storage device 10 when power storage device 10 has a short service life, power storage device 10 can store a large amount of power because the degree of deterioration of power storage device 10 is small. Therefore, when the service life of power storage device 10 is short, the cruising distance in the normal mode is longer than the cruising distance in the long life mode.
  • the deterioration of the power storage device 10 proceeds.
  • the progress of the deterioration of the power storage device 10 is suppressed as compared with the normal mode, so that even when the power storage device 10 has been used for a long time, a large amount of power can be stored in the power storage device 10. Can do.
  • the vehicle 5 can travel a cruising distance longer than the cruising distance in the normal mode.
  • the deterioration of the power storage device 10 proceeds as the service life of the power storage device 10 increases. Therefore, the cruising distance of the vehicle 5 becomes shorter as the years of use of the power storage device 10 become longer.
  • control upper limit value Smax2 is increased according to the progress of deterioration of power storage device 10.
  • control range setting unit 330 increases control upper limit value Smax2 when the condition that the deterioration parameter indicating the degree of deterioration of power storage device 10 has reached a predetermined level is satisfied.
  • the deterioration parameter at least one of the years of use of the power storage device 10 and the travel distance of the vehicle 5 can be used. The deterioration of the power storage device 10 progresses as the service life of the power storage device 10 becomes longer or the travel distance of the vehicle 5 becomes longer.
  • the control upper limit value Smax2 is increased every time the number of years of use of power storage device 10 reaches a certain number of years y0.
  • the reference upper limit value Smax2 increases at a timing determined according to the degree of deterioration of the power storage device 10 as the service life of the power storage device 10 becomes longer. As shown in FIG. 3, the full charge capacity of power storage device 10 decreases as the age of power storage device 10 increases. Therefore, if control upper limit value Smax2 is fixed, there is a possibility that the amount of charge of power storage device 10 cannot be increased even if power storage device 10 is charged. As a result, the cruising distance of the vehicle 5 may not reach the target value.
  • the amount of charge of power storage device 10 is maintained by increasing control upper limit value Smax2 at an appropriate timing based on the degree of deterioration of power storage device 10 (the degree of decrease in full charge capacity). be able to. As a result, the cruising distance of the vehicle 5 can be extended.
  • FIG. 6 is a conceptual diagram illustrating the setting of the control upper limit value Smax2 with respect to the years of use of the power storage device 10.
  • control upper limit value Smax2 in the long life mode is set to S0 which is a default value when power storage device 10 is equivalent to a new product.
  • S0 indicates the ratio of the reference capacity to the full charge capacity when the power storage device 10 is new.
  • the reference capacity is set to a value having a margin with respect to the full charge capacity.
  • the capacity of the power storage device 10 required to achieve the target value of the cruising distance of the vehicle 5 is set to a default value.
  • the SOC of power storage device 10 reaches control upper limit value Smax2, so that it is determined that power storage device 10 has reached a fully charged state. That is, the reference capacity corresponds to a threshold value for determining whether or not the power storage device 10 has reached a fully charged state.
  • the full charge capacity of the power storage device 10 decreases as the age of the power storage device 10 increases. Therefore, if reference upper limit value Smax2 is fixed to default value S0, the cruising distance of vehicle 5 will be longer even if the power storage device 10 is charged until the SOC reaches the reference upper limit value Smax2 when the power storage device 10 has a long service life. The target value may not be achieved.
  • control range setting unit 330 defaults control upper limit value Smax2 when it is determined that the number of years of use of power storage device 10 has reached a predetermined number of years y0 based on measurement value CNT from deterioration diagnosis unit 300. The value is increased from S0 to S1. S1 corresponds to the ratio of the reference capacity C0 to the full charge capacity when the power storage device 10 has been used for y0 years.
  • the control upper limit value Smax2 is maintained at S1 during the usage time from year y0 to year 2y0. During this time, the full charge capacity of the power storage device 10 decreases. When the service life reaches 2y0, the control range setting unit 330 increases the control upper limit value Smax2 from S1 to S2. S2 corresponds to the ratio of the reference capacity C0 to the full charge capacity when the usage period of the power storage device 10 reaches 2y0 years.
  • control upper limit value Smax2 is increased every predetermined service life y0. However, the control upper limit value Smax2 may be increased once. The number of times that the control upper limit value Smax2 is increased can be determined based on the standard years of use of the power storage device 10, the full charge capacity of the power storage device 10, the target cruising distance, and the like.
  • control upper limit value Smax2 may be increased according to the travel distance of the vehicle 5.
  • FIG. 7 is a conceptual diagram illustrating the setting of the control upper limit value Smax2 with respect to the travel distance of the vehicle 5.
  • control range setting section 330 performs control when it is determined that travel distance of vehicle 5 has reached a predetermined distance x0 based on travel distance measurement value CNT from deterioration diagnosis section 300.
  • the upper limit value Smax2 is increased from the default value S0 to S1.
  • S1 corresponds to the ratio of the reference capacity C0 to the full charge capacity when the travel distance of the vehicle 5 reaches a certain distance x0.
  • the control upper limit value Smax2 is maintained at S1 during the travel distance from x0 to 2x0. During this time, the full charge capacity of the power storage device 10 decreases.
  • the control range setting unit 330 increases the control upper limit value Smax2 from S1 to S2.
  • S2 corresponds to the ratio of the reference capacity C0 to the full charge capacity when the travel distance of the vehicle 5 reaches 2x0.
  • the number of times of increasing the control upper limit value Smax2 may be one instead of increasing the control upper limit value Smax2 for each predetermined distance x0.
  • the number of times that the control upper limit value Smax2 is increased can be determined based on the standard years of use of the power storage device 10, the full charge capacity of the power storage device 10, the target cruising distance, and the like.
  • FIG. 8 is a conceptual diagram for explaining the cruising range of the vehicle that can be achieved by the SOC control according to the present embodiment.
  • a solid line in FIG. 8 indicates the cruising distance of the vehicle 5 when the control upper limit value Smax2 is increased at a predetermined timing based on the degree of deterioration of the power storage device 10.
  • the dotted line in FIG. 8 indicates the cruising distance of the vehicle 5 when the control upper limit value Smax2 is fixed to the default value S0.
  • the control upper limit value Smax2 when the control upper limit value Smax2 is fixed to the default value S0, the cruising distance decreases as the service life of the power storage device 10 increases. This is because the full charge capacity decreases as the number of years of use of the power storage device 10 increases. In contrast, when the control upper limit value Smax2 is increased at an appropriate timing based on the degree of deterioration of the power storage device 10, the charge amount of the power storage device 10 can be maintained at the reference capacity C0. Can be extended. As a result, the target value of the cruising distance can be achieved when the target years of use have elapsed.
  • FIG. 9 is a flowchart showing a control processing procedure for realizing charging control of power storage device 10 according to the embodiment of the present invention. Note that the flowchart shown in FIG. 9 is executed at regular time intervals or whenever a predetermined condition is satisfied.
  • control device 30 determines whether or not signal STR is generated in step S01. When signal STR is not generated (NO in step S01), control device 30 determines that external charging cannot be started. In this case, the process is returned to the main routine.
  • control device 30 determines that external charging can be started. In this case, control device 30 determines whether or not signal SLF has been generated in step S02. When it is determined that signal SLF is not generated (NO in step S02), control device 30 sets the SOC upper limit value of power storage device 10 to Smax1 in step S03. Thereby, the charging mode is set to the normal mode.
  • control device 30 sets the control upper limit value of the SOC to Smax2 in step S04. Thereby, the charging mode is set to the long life mode. That is, the processes in steps S02 to S04 correspond to the function of the control range setting unit 330 shown in FIG.
  • control device 30 generates control signal PWD for controlling the charging power supplied to power storage device 10.
  • Power conversion device 50 converts AC power from external power supply 60 into DC power suitable for charging power storage device 10 in accordance with control signal PWD.
  • the power storage device 10 is charged with DC power supplied from the power conversion device 50.
  • step S06 state estimation unit 320 (FIG. 2) estimates the SOC of power storage device 10 based on the battery data from monitoring unit 11.
  • controller 30 obtains the estimated SOC value (#SOC) calculated by state estimating unit 320, it determines in step S07 whether or not the estimated SOC value (#SOC) has reached control upper limit value Smax. That is, the process in step S07 corresponds to the function of the determination unit 340 shown in FIG.
  • control device 30 stops generating control signal PWD in step S08. Thereby, external charging of power storage device 10 ends.
  • the process returns to step S05.
  • the processes of steps S05 to S07 are repeatedly executed. That is, the processes in steps S05 and S08 correspond to the function of the charge / discharge control unit 350 shown in FIG.
  • FIG. 10 is a flowchart for explaining the process of step S04 of FIG. 9 in more detail. This flowchart is executed every predetermined time or every time a predetermined condition is satisfied when the charging mode is set to the long life mode.
  • control device 30 (control range setting unit 330) reaches the reference value (x0) based on the measured value CNT from deterioration diagnosis unit 300, based on the measured value CNT. Determine whether or not.
  • control range setting unit 330 suppresses the increase in control upper limit value Smax2 in step S14. That is, the control upper limit value Smax2 does not change.
  • the process of step S14 ends, the entire process is returned to the main routine.
  • control range setting unit 330 increases control upper limit value Smax2 in step S12. At this time, the control range setting unit 330 increases the reference upper limit value Smax2 to a value that can secure the reference capacity C0.
  • control range setting unit 330 returns the measured value CNT of the service life of the power storage device 10 to 0 in step S13.
  • the entire process is returned to the main routine.
  • the SOC of power storage device 10 is maintained at a relatively high value for a long time. For example, even if charging of the power storage device 10 is completed in accordance with the next scheduled travel time by timer charging, the next travel may not be started even after the scheduled time has passed. In this way, it is determined that an undesired state continues from the viewpoint of deterioration because it is determined that a long time has passed without the vehicle 5 starting to travel after the charging of the power storage device 10 is completed. There is.
  • control device 30 forcibly discharges power storage device 10 when the time that has elapsed without starting the next run after charging of power storage device 10 has exceeded a predetermined time. Let That is, control device 30 forcibly discharges power storage device 10 when the state of high SOC of power storage device 10 continues for a predetermined time.
  • FIG. 11 is a diagram showing a temporal change in the SOC of power storage device 10 as the vehicle travels.
  • power storage device 10 is charged to control upper limit value Smax during the IG off period.
  • the vehicle 5 travels using the electric power stored in the power storage device 10.
  • the traveling of the vehicle 5 is completed by the SOC of the power storage device 10 being reduced to the control lower limit value Smin due to the continuation of the traveling (time t ⁇ b> 2)
  • the user connects the connector portion 62 to the vehicle 5. Is started (time t3).
  • timer charging is performed, the charging start time is set based on the charging start time or the charging end time set by the user using the input unit 80.
  • Control device 30 discharge / discharge control unit 350 in FIG. 2 terminates external charging of power storage device 10 when the SOC of power storage device 10 reaches control upper limit value Smax (time t4).
  • the charge / discharge control unit 350 uses the timer 360 (FIG. 2) to measure the time that has elapsed without starting the next run after the completion of the external charging. That is, charge / discharge control unit 350 measures the time during which power storage device 10 is left in a high SOC state. Then, when the elapsed time measured by the timer 360 exceeds a predetermined time (time t5), the charge / discharge control unit 350 starts forced discharge of the power storage device 10. As a result, the SOC of power storage device 10 begins to decrease.
  • time t5 a predetermined time
  • the charge / discharge control unit 350 ends the discharge of the power storage device 10. Until the ignition-on command is given and the vehicle 5 starts to travel (time t7), the SOC of power storage device 10 is maintained close to threshold value Sth.
  • the predetermined time is a determination value for determining whether or not deterioration of the power storage device 10 may progress by maintaining the SOC of the power storage device 10 at a value close to the control upper limit value Smax.
  • the predetermined time can be determined in advance by obtaining a relationship between the elapsed time and the battery performance by a deterioration test or the like of the power storage device 10.
  • the user may set the predetermined time directly from the input unit 80.
  • the threshold value Sth may be set directly by the user from the input unit 80.
  • the charge / discharge control unit 350 receives information on the next travel schedule input to the input unit 80 by the user, the charge / discharge control unit 350 refers to a map database and past travel history data stored in a storage unit (not shown). The power consumption in the next run is acquired. Then, charge / discharge control unit 350 sets a target value of the charge amount of power storage device 10 calculated based on the power consumption in the next travel as threshold value Sth.
  • charging / discharging control unit 350 supplies power discharged by power storage device 10 to the outside of the vehicle.
  • charge / discharge control unit 350 generates control signal PWD for controlling the power supplied to the electric power system outside the vehicle.
  • power conversion device 50 converts DC power supplied from power storage device 10 into AC power and supplies it to power lines AC1 and AC2 of the power grid.
  • the electrical device 70 operates by receiving AC power supplied to the power lines AC1 and AC2 of the power network.
  • FIG. 12 is a flowchart illustrating discharge control of power storage device 10 by the vehicle according to the embodiment of the present invention. This flowchart is executed every time a predetermined condition is satisfied every predetermined time when external charging of the power storage device 10 is executed according to the flowchart of FIG. 9.
  • step S21 in order to execute the discharging process of power storage device 10, it is determined in step S21 whether or not external charging has been completed. If it is determined that external charging has not been completed (NO in step S21), the process returns to the main routine.
  • charge / discharge control unit 350 determines in step S22 whether or not an ignition-on command has been given. If the ignition-on command is not given (NO in step S22), charging / discharging control unit 350 increments the count value of timer 360 that measures the elapsed time from the completion of external charging in step S23. If an ignition-on command is given (YES in step S22), charge / discharge control unit 350 resets the count value of timer 360 in step S24.
  • step S25 the charge / discharge control unit 350 determines whether or not the count value of the timer 360, that is, the elapsed time after the completion of external charging has reached a predetermined time. If it is determined that the count value has not reached the predetermined time (NO in step S25), the process returns to the main routine.
  • charge / discharge control unit 350 controls AC power supplied to the outside of the vehicle in step S26.
  • Control signal PWD is generated.
  • the power conversion device 50 converts the power discharged from the power storage device 10 into AC power suitable for external power feeding in accordance with the control signal PWD.
  • the AC power converted by the power conversion device 50 is supplied to a power network outside the vehicle.
  • step S27 the state estimation unit 320 (FIG. 2) estimates the SOC of the power storage device 10 based on the battery data from the monitoring unit 11.
  • charging / discharging control unit 350 obtains SOC estimated value (#SOC) calculated by state estimating unit 320
  • step S28 charge / discharge control unit 350 determines whether or not SOC estimated value (#SOC) has reached threshold value Sth. To do.
  • step S28 When it is determined that the estimated SOC value (#SOC) has reached threshold value Sth (YES in step S28), charge / discharge control unit 350 stops generating control signal PWD in step S29. Thereby, the external power supply by the power storage device 10 ends. On the other hand, when it is determined that the estimated SOC value (#SOC) has not reached threshold value Sth (NO in step S28), the process returns to step S26. Until the estimated SOC value (#SOC) reaches the threshold value Sth, the processes of steps S26 to S28 are repeatedly executed.
  • the electric power supplied to the electric power network outside the vehicle by the processing of steps S26 to S28 can be consumed by the electric device 70 connected to the power lines AC1 and AC2 of the electric power network.
  • the power may be supplied to a power system of a commercial power supply for sale. For example, when the power storage device 10 is charged in the late-night power period, if the driving does not start after the scheduled morning driving time the next day, power is sold during the day when the power rate is high. May be.
  • FIG. 13 is a schematic configuration diagram of a vehicle 5A according to a modification of the embodiment of the present invention.
  • the schematic configuration of the vehicle 5A according to this modified example is the same as that of FIG. 1 except that it further includes a DC / DC converter 90, an auxiliary battery 92, and an auxiliary load 94, and the control structure of the control device 30. Because there are, detailed description will not be repeated.
  • DC / DC converter 90 is connected to positive line PL1 and negative line NL1 connected to power storage device 10.
  • DC / DC converter 90 converts the voltage level of the DC voltage received from power storage device 10 or PCU 15, and supplies the voltage level to auxiliary battery 92 and auxiliary load 94 via positive line PL3.
  • a DC voltage is supplied as a power supply voltage from the DC / DC converter 90 to the auxiliary load 94.
  • Auxiliary machine load 94 is driven by a DC voltage received from power storage device 10 or PCU 15.
  • Control device 30 (charging / discharging control unit 350) performs control for driving DC / DC converter 90 when the time that has elapsed without starting the next run after completion of external charging for power storage device 10 exceeds a predetermined time.
  • a signal PWE is generated.
  • This control signal PWE is output to the DC / DC converter 90.
  • the DC power from the power storage device 10 is supplied to the auxiliary battery 92 and the auxiliary load 94 by voltage conversion of the DC / DC converter 90 according to the control signal PWE.
  • FIG. 14 is a flowchart illustrating discharge control of power storage device 10 by the vehicle power supply system according to the modification of the embodiment of the present invention. This flowchart is executed every time a predetermined condition is satisfied every predetermined time when external charging of the power storage device 10 is executed according to the flowchart of FIG. 9.
  • the charge / discharge control unit 350 measures the elapsed time from when the external charging is completed until the ignition-on command is given through steps S21 to S25 similar to FIG. Then, when it is determined that the count value of the timer 360, that is, the elapsed time after the completion of external charging has reached a predetermined time (YES in step S25), the charge / discharge control unit 350 performs step S36.
  • the control signal PWE for driving the DC / DC converter 90 is generated.
  • DC / DC converter 90 converts the voltage level of power discharged from power storage device 10 in accordance with control signal PWE, and supplies the voltage level to auxiliary battery 92 and auxiliary load 94 via positive line PL3.
  • step S37 the state estimation unit 320 (FIG. 2) estimates the SOC of the power storage device 10 based on the battery data from the monitoring unit 11.
  • charging / discharging control unit 350 obtains SOC estimated value (#SOC) calculated by state estimating unit 320
  • step S38 charging / discharging control unit 350 determines whether or not SOC estimated value (#SOC) has reached threshold value Sth. To do.
  • step S38 When it is determined that the estimated SOC value (#SOC) has reached threshold value Sth (YES in step S38), charge / discharge control unit 350 stops generating control signal PWE in step S39. Thereby, the power supply from power storage device 10 to auxiliary battery 92 and auxiliary load 94 is completed. On the other hand, when it is determined that the estimated SOC value (#SOC) has not reached threshold value Sth (NO in step S38), the process returns to step S36. Until the estimated SOC value (#SOC) reaches the threshold value Sth, the processes of steps S36 to S38 are repeated.
  • the power supply system for a vehicle it is possible to prevent the SOC of the power storage device from being maintained at a high value for a long time after external charging is completed.
  • the progress of deterioration can be suppressed.
  • the cruising distance of the vehicle can be extended.
  • the discharge control of the power storage device according to the above-described embodiment to the configuration in which the SOC control upper limit value during external charging is increased according to the progress of the deterioration of the power storage device, the progress of the deterioration of the power storage device is achieved. Further suppression is possible. As a result, the cruising distance of the vehicle can be further extended.
  • the vehicle to which the charge / discharge control of the in-vehicle power storage device according to the present embodiment is applied is not limited to the electric vehicle illustrated in FIG.
  • a hybrid vehicle and an electric vehicle not equipped with an engine are used regardless of the number of mounted motors (motor generators) and the configuration of the drive system. And can be commonly applied to all vehicles including fuel cell vehicles.
  • the present invention can be applied to an electric vehicle that can be charged by an external power source.

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Abstract

Ce système d'alimentation pour véhicule est pourvu : d'un dispositif de stockage électrique rechargeable (10) ; d'un mécanisme de charge externe (50), qui est configuré pour charger le dispositif de stockage électrique (10) à l'aide d'une alimentation extérieure au véhicule ; et d'un dispositif de commande (30), qui pousse le dispositif de stockage électrique (10) à décharger l'électricité, dans les cas où un temps dépassant un temps prédéfini s'est écoulé sans production d'énergie d'entraînement de véhicule à l'aide d'un moteur électrique (MG) à la fin de la charge du dispositif de stockage électrique (10) à l'aide du mécanisme de charge externe (50).
PCT/JP2011/064895 2011-06-29 2011-06-29 Système d'alimentation pour véhicule WO2013001620A1 (fr)

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