WO2013042244A1 - Système d'alimentation électrique pour véhicule - Google Patents

Système d'alimentation électrique pour véhicule Download PDF

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Publication number
WO2013042244A1
WO2013042244A1 PCT/JP2011/071631 JP2011071631W WO2013042244A1 WO 2013042244 A1 WO2013042244 A1 WO 2013042244A1 JP 2011071631 W JP2011071631 W JP 2011071631W WO 2013042244 A1 WO2013042244 A1 WO 2013042244A1
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WO
WIPO (PCT)
Prior art keywords
power
power storage
storage device
vehicle
bat1
Prior art date
Application number
PCT/JP2011/071631
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English (en)
Japanese (ja)
Inventor
ワンリン アン
沖　良二
義信 杉山
Original Assignee
トヨタ自動車株式会社
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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/JP2011/071631 priority Critical patent/WO2013042244A1/fr
Publication of WO2013042244A1 publication Critical patent/WO2013042244A1/fr

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0014—Circuits for equalisation of charge between batteries
    • H02J7/0016—Circuits for equalisation of charge between batteries using shunting, discharge or bypass circuits
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • 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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a vehicle power supply system, and more particularly to control of a vehicle power supply system equipped with a plurality of power storage devices.
  • a power supply system applied to an electric vehicle employs a configuration in which a plurality of power storage devices are connected in series so that electric power can be supplied from the plurality of power storage devices to a traveling motor.
  • Patent Document 1 discloses a secondary battery in a device that uses first and second secondary batteries connected in series. An internal charging device is disclosed.
  • Patent Document 1 when the voltage difference between the first secondary battery and the second secondary battery is larger than the allowable value, the secondary battery having the smaller voltage is connected to the internal charging circuit. The secondary battery is charged. When the voltage difference becomes smaller than the allowable value, the first secondary battery and the second secondary battery are connected in series to the internal charging circuit and charged.
  • Patent Document 1 As described above, in the configuration of Patent Document 1, it is necessary to switch the connection of a plurality of secondary batteries using a plurality of switches in order to uniformly charge a plurality of secondary batteries. However, when the power supply system of the vehicle has such a configuration, there is a possibility that the power supply system is increased in size and complexity.
  • an object of the present invention is to provide a simple and efficient configuration between power storage devices in a power supply system that uses a plurality of power storage devices connected in series. It is to eliminate the imbalance of the state of charge.
  • a vehicle power supply system configured to be rechargeable by a power supply external to the vehicle includes first and second power storage devices each configured to be rechargeable, and a power supply external to the vehicle.
  • a charger for charging the first and second power storage devices, a power conversion unit for driving the electric motor for traveling, and a first for transmitting power input / output to / from the power conversion unit
  • the third and fourth power lines for transmitting power output from the charger, and the negative terminal of the first power storage device and the positive terminal of the second power storage device
  • a third switch connected between the first and second switches
  • a fourth switch connected between the positive terminal of one of the power storage devices and the third power line, and a connection between the negative terminal of the one power storage device and the fourth power line.
  • the vehicle power supply system when the vehicle power supply system is in a state in which the vehicle can be charged by a power supply external to the vehicle, an unbalance occurs in the remaining capacities of the first power storage device and the second power storage device.
  • the control device has a remaining capacity of one power storage device of the other power storage device of the first and second power storage devices when the vehicle can be charged by a power supply external to the vehicle.
  • the remaining capacity When it is smaller than the remaining capacity, the charging of one power storage device by the charger is controlled.
  • the control device has a remaining capacity of one power storage device of the other power storage device of the first and second power storage devices when the vehicle can be charged by a power supply external to the vehicle.
  • the battery charger controls the discharging of one of the power storage devices.
  • the remaining capacity of one of the power storage devices is the other power storage of the first and second power storage devices. If the remaining capacity of the device is larger, the first switch is turned off while one of the second and third switches and the fourth and fifth switches By turning on one switch, one power storage device and the first and second power lines are electrically connected via the connection line, and the discharge of one power storage device by the power conversion unit is controlled.
  • a control device is further provided.
  • the control device includes the first switch, the second switch, and the third switch when the remaining capacity imbalance does not occur or when the remaining capacity imbalance is corrected.
  • the first and second power storage devices are connected in series between the third power line and the fourth power line. Connect and control charging of the first and second power storage devices by the charger.
  • the present invention in a power supply system that uses a plurality of power storage devices connected in series, it is possible to eliminate an imbalance in the state of charge between the power storage devices with a simple and efficient configuration.
  • FIG. 1 is a schematic configuration diagram of a vehicle to which a power supply system according to an embodiment of the present invention is applied. It is a figure explaining control of the system main relay and charging relay at the time of vehicle travel. It is a figure explaining control of the system main relay and charge relay at the time of external charge. It is a figure explaining charging / discharging control of the electrical storage apparatus for correcting the imbalance of SOC between electrical storage apparatuses. It is the flowchart which showed the control processing procedure for implement
  • FIG. 1 is a schematic configuration diagram of a vehicle 10 to which a power supply system according to an embodiment of the present invention is applied.
  • vehicle 10 is typically a hybrid vehicle, which is equipped with an internal combustion engine (engine) 160 and an electric motor (MG: Motor Generator), and controls the driving force from each to an optimal ratio. And run. Furthermore, vehicle 10 is equipped with a plurality (for example, two) of power storage devices for supplying electric power to the motor generator. These power storage devices can be charged by receiving the power generated by the operation of the engine in the system startup state of the vehicle 10 (hereinafter also referred to as “IG ON state”), while the system of the vehicle 10 is stopped (hereinafter, “ In an “IG off state”), the battery can be charged by being electrically connected to the external power source 500 via the connection unit 220.
  • IG ON state system startup state of the vehicle 10
  • In an “IG off state” the battery can be charged by being electrically connected to the external power source 500 via the connection unit 220.
  • IG ON state system startup state of the vehicle 10
  • In an “IG off state” the battery can be charged by being electrically connected to the external power source 500 via the connection unit 220
  • the vehicle 10 includes a battery pack 100 corresponding to a “first battery pack”, a battery pack 110 corresponding to a “second battery pack”, a PCU (Power Control Unit) 120, motor generators 130 and 135, Power transmission gear 140, drive wheel 150, engine 160, and control device 300 are provided.
  • a battery pack 100 corresponding to a “first battery pack”
  • a battery pack 110 corresponding to a “second battery pack”
  • a PCU (Power Control Unit) 120 motor generators 130 and 135, Power transmission gear 140, drive wheel 150, engine 160, and control device 300 are provided.
  • Battery pack 100 includes a power storage device BAT1 corresponding to the “first power storage device”, system main relays SMRB1, SMRP1, SMRN1, a resistor R1, and charging relays RLY1, RLY2.
  • the power storage device BAT1 is a rechargeable power storage element, and typically includes a secondary battery such as a lithium ion battery or nickel metal hydride, or a power storage element such as an electric double layer capacitor.
  • Power storage device BAT1 is provided with a battery sensor 105 for detecting battery voltage VB1, battery current IB1, and battery temperature TB1. The detection value of the battery sensor 105 is transmitted to the control device 300.
  • System main relay SMRB1 is connected between the positive terminal of power storage device BAT1 and power line PL1 connected to PCU 120.
  • System main relay SMRP1 is connected in series to resistor R1, and is connected in parallel to system main relay SMRB1 together with resistor R1.
  • System main relay SMRN1 is connected between a negative terminal of power storage device BAT1 and system main relay SMRB2 (described later).
  • System main relays SMRB1, SMRP1, and SMRN1 are turned on (closed) / off (opened) by a relay control signal SE1 from control device 300.
  • Charging relay RLY1 is connected between the positive terminal of power storage device BAT1 and power line PL3 connected to charger 200.
  • Charging relay RLY2 is connected between the negative terminal of power storage device BAT1 and power line (ground line) NL3 connected to charger 200.
  • Charging relays RLY1 and RLY2 are turned on (closed) / off (opened) by a relay control signal RE from control device 300.
  • Battery pack 110 includes power storage device BAT2 corresponding to “second power storage device” and system main relays SMRB2, SMRN2. Similar to power storage device BAT1, power storage device BAT2 is a rechargeable power storage element, and typically includes a secondary battery such as a lithium ion battery or nickel hydride, or a power storage element such as an electric double layer capacitor. . Power storage device BAT2 is provided with a battery sensor 115 for detecting battery voltage VB2, battery current IB2, and battery temperature TB2. The detection value of the battery sensor 115 is transmitted to the control device 300.
  • System main relay SMRB2 is connected between the positive terminal of power storage device BAT2 and system main relay SMRN1.
  • System main relay SMRN2 is connected between the negative terminal of power storage device BAT2 and power line (ground line) NL1.
  • System main relays SMRB2 and SMRN2 are turned on (closed) / off (open) by a relay control signal SE2 from control device 300.
  • the battery packs 100 and 110 are connected in series between the power line PL1 connected to the PCU 120 and the power line (ground line) NL1.
  • system main relays SMRB1, SMRN1 in battery pack 100 and system main relays SMRB2, SMRN2 in battery pack 110 are turned on.
  • power storage devices BAT1, BAT2 are connected in series between power line PL1 and power line NL1.
  • the power storage devices BAT1 and BAT2 supply power to the PCU 120 for generating the driving force of the vehicle 10 via the energization path k1 in FIG.
  • power storage devices BAT 1 and BAT 2 store the electric power generated by motor generators 130 and 135.
  • the resistor R1 is provided to reduce inrush current flowing to the capacitor C1 connected between the power lines PL1 and NL1 when the system main relays SMRB1, SMRN1, SMRB2, and SMRN2 are closed. That is, when system main relays SMRB1, SMRN1, SMRB2, and SMRN2 are closed, system main relays SMRP1, SMRN1, SMRB2, and SMRN2 are first turned on, and capacitor C1 is charged with a low current. Thereafter, system main relay SMRB1 is turned on and system main relay SMRP1 is turned off.
  • Each relay shown in the present embodiment is typically closed (ON) by connecting the contacts when energized, and opened by disconnecting the contacts when de-energized. Consists of electromagnetic relays that are turned off. However, any switch including a semiconductor relay can be applied as long as it can control closing (off) and opening (off).
  • system main relays SMRN1 and SMRB2 are used as a representative example of “first switch” connected between the negative terminal of power storage device BAT1 and the positive terminal of power storage device BAT2.
  • System main relay SMRB1 is used as a representative example of a “second switch” connected between the positive terminal of power storage device BAT1 and power line PL1 corresponding to “first power line”.
  • System main relay SMRN2 is used as a representative example of the “third switch” connected between the negative terminal of power storage device BAT2 and power line NL1 corresponding to “second power line”.
  • charging relay RLY1 is used as a representative example of the “fourth switch” connected between the positive terminal of the power storage device BAT1 and the power line PL3 corresponding to the “third power line”.
  • Charging relay RLY2 is used as a representative example of “fifth switch” connected between the negative terminal of power storage device BAT1 and power line NL3 corresponding to “fourth power line”.
  • a relay is connected to each of the positive terminal and the negative terminal of the power storage device. Since the battery pack can be completely disconnected from the power supply system by turning off these relays, it is possible to obtain a preferable configuration for safety. However, when the power storage devices BAT1 and BAT2 are integrally accommodated in a single battery pack, the relays SMRN1 and SMRB2 corresponding to the “first switch” can be omitted. is there.
  • connection line NL4 corresponding to a “connection line” that connects the second power line and the fourth power line.
  • connection line NL4 forms a bypass path that bypasses this energization path between power line NL3 and power line NL4.
  • the PCU 120 is configured to perform bidirectional power conversion between the motor generators 130 and 135 and the power storage devices BAT1 and BAT2.
  • PCU 120 includes a converter (CONV) 121, and a first inverter (INV1) 122 and a second inverter (INV2) 123 associated with motor generators 130 and 135, respectively.
  • Converter 121 is configured to perform bidirectional DC voltage conversion between power storage devices BAT1 and BAT2 and power line PL2 that transmits the DC link voltage of inverters 122 and 123. That is, the input / output voltage of power storage devices BAT1 and BAT2 and the DC voltage between power line PL2 and power line (ground line) NL1 are boosted or lowered bidirectionally.
  • the power line (ground line) NL1 extends through the converter 121 to the inverters 122 and 123 side.
  • the step-up / step-down operation in converter 121 is controlled according to switching command PWC from control device 300.
  • Capacitor C1 is connected between power line PL1 and power line NL1, and reduces voltage fluctuation between power line PL1 and power line NL1.
  • Capacitor C2 is connected between power line PL2 and power line NL1, and reduces voltage fluctuation between power line PL2 and power line NL1.
  • the first inverter 122 and the second inverter 123 perform bidirectional power conversion between the DC power of the power line PL2 and the power line NL1 and the AC power input / output to / from the motor generators 130 and 135.
  • first inverter 122 converts AC power generated by motor generator 130 by the output of engine 160 into DC power in response to switching command PWI1 from control device 300, and supplies the DC power to power line PL2 and power line NL1.
  • power storage devices BAT1, BAT2 can be actively charged by the output of engine 160 even while the vehicle is traveling.
  • first inverter 122 converts DC power from power storage devices BAT1 and BAT2 into AC power in accordance with switching command PMI1 from control device 300, and supplies the AC power to motor generator 130. Thereby, engine 160 can be started using motor generator 130 as a starter.
  • the second inverter 123 converts the DC power supplied via the power line PL2 and the power line NL1 into AC power according to the switching command PWI2 from the control device 300, and supplies the AC power to the motor generator 135. Thereby, motor generator 135 generates driving force of vehicle 10.
  • the motor generator 135 generates AC power as the drive wheels 150 are decelerated.
  • second inverter 123 converts AC power generated by motor generator 135 into DC power in response to switching command PWI2 from control device 300, and supplies it to power line PL2 and power line NL1.
  • power storage devices BAT1 and BAT2 are charged during deceleration or downhill travel.
  • the control device 300 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. (ECU: Electronic Control Unit) And the control apparatus 300 performs control which concerns on vehicle driving
  • FIG. 1 exemplifies battery data from the battery sensors 105 and 115 as information input to the control device 300.
  • the battery data includes battery voltage VB1, battery current IB1, and battery temperature TB1 of power storage device BAT1, and battery voltage VB2, battery current IB2, and battery temperature TB2 of power storage device BAT2.
  • a DC voltage detection value by a voltage sensor (not shown) arranged between power line PL1 and power line NL1, a current detection value of each phase of motor generators 130 and 135, and rotation of motor generators 130 and 135
  • the detected angle value is also input to the control device 300.
  • control device 300 receives a signal IG from an ignition key (not shown).
  • the signal IG is set to the H (logic high) level during the ignition key on period, and is set to the L (logic low) level during the ignition key off period.
  • control device 300 controls on / off of system main relays SMRB1, SMRP1, SMRP1, SMRB2, and SMRN2 by relay control signals SE1 and SE2. To do.
  • Motor generators 130 and 135 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded.
  • the output torque of motor generators 130 and 135 is transmitted to drive wheels 150 and engine 160 via power transmission gear 140 constituted by a speed reducer and a power split mechanism, and causes vehicle 10 to travel.
  • Motor generators 130 and 135 can generate electric power by the rotational force of drive wheels 150 during regenerative braking of vehicle 10. Then, the generated power is converted by PCU 120 into charging power for power storage devices BAT1 and BAT2.
  • motor generator 130 is driven exclusively by engine 160 to operate as a generator for generating electric power
  • motor generator 135 is driven exclusively by driving wheels 150 as an electric motor for running vehicle 10. It shall be operated.
  • a configuration in which two pairs of motor generators and inverters are provided is shown as an example.
  • the number of motor generators and inverters may be one or more than two. .
  • vehicle 10 is described as an example of a hybrid vehicle.
  • the configuration of vehicle 10 includes an electric motor for generating vehicle driving force using electric power from power storage devices BAT1 and BAT2. If it is a vehicle which does, the structure will not be limited. That is, the vehicle 10 includes, in addition to a hybrid vehicle that generates vehicle driving force by an engine and an electric motor as shown in FIG.
  • the power supply system of the vehicle 10 is configured by a portion excluding the motor generators 130 and 135, the power transmission gear 140, the engine 160, and the drive wheels 150 from the configuration of the vehicle 10 illustrated.
  • the power supply system has a function of charging power storage devices BAT1 and BAT2 using power from external power supply 500. That is, the power supply system is configured to be capable of charging (external charging) power storage devices BAT1 and BAT2 from external power supply 500.
  • the power supply system further includes a charger 200 and a connection unit 220 as a configuration for externally charging power storage devices BAT1 and BAT2.
  • connection part 220 is provided in the body of the vehicle 10.
  • vehicle 10 receives power from external power supply 500
  • charging connector 410 of charging cable 400 is connected to connecting portion 220.
  • the plug 420 of the charging cable 400 is connected to the outlet 510 of the external power supply 500, whereby the power from the external power supply 500 is transmitted to the vehicle 10 via the electric wire portion 430 of the charging cable 400.
  • the external power supply 500 is a commercial power supply of AC 100V, for example.
  • 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 charger 200 is connected to the connection unit 220 via the power lines ACL1 and ACL2.
  • Charger 200 is connected to battery pack 100 via power lines PL3 and NL3.
  • Charger 200 converts AC power supplied from external power supply 500 into DC power and supplies it to power storage devices BAT1 and BAT2 in accordance with control signal PWD from control device 300 during external charging.
  • Power supply system can charge power storage devices BAT1, BAT2 (external charging) from external power supply 500, and can supply the power stored in power storage devices BAT1, BAT2 to the outside of the vehicle (external power supply). Configured.
  • charger 200 converts DC power supplied from power storage devices BAT1 and BAT2 into AC power and supplies it to the outside of the vehicle in response to control signal PWD from control device 300.
  • the charger 200 includes a bi-directional AC / DC converter for performing bi-directional power conversion between AC power and DC power, although not shown.
  • SOC imbalance may occur between the power storage devices BAT1 and BAT2.
  • one of power storage devices BAT1 and BAT2 is fully charged before the other during external charging.
  • external charging is stopped to protect one power storage device from overcharging in this manner, the other power storage device cannot be charged until it reaches a fully charged state.
  • the electric power stored in the entire power storage device is limited, and it becomes difficult to increase the travelable distance in EV travel.
  • the SOC imbalance when the external charging is enabled, it is determined whether or not SOC imbalance occurs between power storage devices BAT1 and BAT2. When it is determined that the SOC imbalance has occurred, the SOC imbalance is corrected by charging / discharging one power storage device BAT1. When the SOC imbalance is corrected, power storage devices BAT1 and BAT2 are charged by external power supply 500 by connecting power storage devices BAT1 and BAT2 in series between power line PL3 and power line NL3 as described in FIG. To do.
  • control device 300 when it is determined that SOC imbalance occurs between power storage devices BAT1 and BAT2, control device 300 turns on charging relays RLY1 and RLY2 by relay control signal RE. Control device 300 further turns off system main relays SMRB1, SMRP1, SMRN1, SMRB2, and SMRN2 by relay control signals SE1 and SE2. As a result, power storage device BAT1 and power lines PL3 and NL3 are electrically connected, so that energization path k3 is formed between power storage device BAT1 and charger 200.
  • Control device 300 causes power to be exchanged between charger 200 and power storage device BAT1 via energization path k3. Specifically, when the SOC of power storage device BAT1 is smaller than the SOC of power storage device BAT2, control device 300 charges power storage device BAT1. At this time, the charging power of power storage device BAT1 is controlled such that the difference in SOC between power storage device BAT1 and power storage device BAT2 is less than or equal to a predetermined threshold value.
  • Control device 300 generates control signal PWD for converting power from external power supply 500 into charging power for power storage device BAT1.
  • Charger 200 controls the power supplied to power storage device BAT1 in accordance with control signal PWD.
  • control device 300 discharges power storage device BAT1 when the SOC of power storage device BAT1 is greater than the SOC of power storage device BAT2. At this time, the discharge power of power storage device BAT1 is controlled such that the difference between the SOC of power storage device BAT1 and the SOC of power storage device BAT2 is equal to or less than a predetermined allowable value.
  • Control device 300 generates control signal PWD for controlling the electric power discharged by power storage device BAT1.
  • Charger 200 converts power discharged from power storage device BAT1 into AC power in accordance with control signal PWD, and supplies the AC power to ACL1 and ACL2.
  • the AC power supplied to the power lines ACL1 and ACL2 is supplied to the outside of the vehicle via the connection unit 220.
  • the electric power supplied to the outside of the vehicle can be consumed by an electric device (not shown) connected to the charging cable 400.
  • the electric device is an arbitrary device that operates by receiving power from the external power source 500.
  • the electrical device may be, for example, a house or an individual appliance. Further, the electric device may be a vehicle other than the vehicle 10. Alternatively, the power may be sold to a commercial power system that is the external power source 500.
  • the discharge power of the power storage device BAT1 may be consumed inside the charger 200.
  • FIG. 5 is a flowchart showing a control processing procedure for realizing external charging of power storage devices BAT1, BAT2 in the power supply system according to the embodiment of the present invention.
  • the processing of each step in the flowchart shown below is executed by software processing or hardware processing by the control device 300.
  • a series of control processing according to each of the flowcharts shown below is executed by the control device 300 every predetermined control cycle.
  • control device 300 determines whether or not vehicle 10 is in a state that can be charged by external power supply 500 in step S ⁇ b> 01.
  • the determination in step S01 is made based on a detection signal from a sensor (not shown) for detecting the connection state between the connection unit 220 and the charging connector 410. If the vehicle 10 is not in a state where external charging is possible (NO determination in step S01), the process ends.
  • control device 300 performs battery sensors 105 and 115 (FIG. 1) in step S02. The battery data is read based on the detected value.
  • Control device 300 calculates the SOC of power storage device BAT1 based on the read battery data (battery voltage VB1, battery current IB1). Similarly, control device 300 calculates the SOC of power storage device BAT2 based on the read battery data (battery voltage VB2, battery current IB2).
  • control device 300 compares the SOC of power storage device BAT1 with the SOC of power storage device BAT2. Based on the comparison result, control device 300 determines whether or not SOC imbalance occurs between power storage devices BAT1 and BAT2. Specifically, control device 300 determines that there is an SOC imbalance between the power storage devices when the difference between the SOC of power storage device BAT1 and the SOC of power storage device BAT2 exceeds a predetermined threshold. To do.
  • control device 300 proceeds to step S04, and charging relay RLY1 and system main relays SMRN1, SMRB2, SMRN2 Turn on.
  • control device 300 controls charger 200 in step S05 to AC power supplied from power supply 500 is converted into DC power suitable for charging power storage devices BAT1 and BAT2.
  • the DC power converted by the charger 200 is supplied to the power storage devices BAT1 and BAT2 via the energization path k2 shown in FIG.
  • control device 300 proceeds to step S06 and turns on charging relays RLY1 and RLY2. To do.
  • control device 300 corrects the SOC imbalance between the power storage devices. Controls charging / discharging of power storage device BAT1. Specifically, in step S07, control device 300 determines whether or not the SOC of power storage device BAT1 is greater than the SOC of power storage device BAT2.
  • control device 300 proceeds to step S08 and controls charger 200 to discharge power storage device BAT1.
  • Charger 200 converts DC power supplied from power storage device BAT1 into AC power in accordance with control signal PWD from control device 300. Thereby, the electric power discharged from power storage device BAT1 is supplied to the outside of the vehicle through charger 200. Alternatively, the electric power discharged by power storage device BAT1 is consumed inside charger 200.
  • control device 300 proceeds to step S09 and controls battery charger 200 to control power storage device BAT1.
  • Charger 200 converts AC power from external power supply 500 into DC power suitable for charging power storage device BAT1 in accordance with control signal PWD from control device 300.
  • the DC power converted by the charger 200 is supplied to the power storage device BAT1 via the energization path k3 shown in FIG.
  • power storage device BAT ⁇ b> 1 and charger 200 when discharging power storage device BAT ⁇ b> 1, power storage device BAT ⁇ b> 1 and charger 200 are electrically connected, and power from power storage device BAT ⁇ b> 1 is supplied to the outside of vehicle through charger 200. (Alternatively, it is consumed inside the charger 200).
  • the power storage device BAT1 and the PCU 120 may be electrically connected to supply power from the power storage device BAT1 to the PCU 120.
  • FIG. 6 is a diagram for explaining a variation of the discharge control of the power storage device BAT1 for correcting the SOC imbalance between the power storage devices.
  • control device 300 when it is determined that SOC imbalance occurs between power storage devices BAT ⁇ b> 1 and BAT ⁇ b> 2, control device 300 turns off charging relay RLY ⁇ b> 1 by relay control signal RE, while charging relay Turn on RLY2. Control device 300 further turns system main relays SMRP1, SMRN1, SMRB2, and SMRN2 off while relaying system main relay SMRB1 by relay control signals SE1 and SE2. As a result, power storage device BAT1 and power lines PL1 and NL1 are electrically connected, so that energization path k4 is formed between power storage device BAT1 and PCU 120.
  • Control device 300 discharges power storage device BAT1 by supplying power from power storage device BAT1 to PCU 120 using this energization path k4.
  • Power storage device BAT1 can be discharged using, for example, a high-resistance resistor (not shown) connected in parallel with smoothing capacitor C2 between power line HPL and power line NL1.
  • control device 300 generates control signal PWI and outputs it to inverters 122 and 123 so that electric power stored in power storage device BAT1 is discharged by motor generators MG1 and / or MG2.
  • the control signal PWI is generated so that only the d-axis current component of the current command after the three-phase / two-phase conversion flows. By doing so, it is possible to consume the electric power stored in power storage device BAT1 by motor generators MG1 and MG2 in a short time without generating driving force by motor generators MG1 and MG2.
  • the discharge power of power storage device BAT1 may be consumed inside PCU 120.
  • a relay (corresponding to system main relays SMRN1, SMRB2) for cutting off the electrical connection between the power storage devices, a power line (PL3 or NL3) on the charger side, and the PCU side
  • the charge / discharge of some of the power storage devices can be controlled independently by a simple configuration using the connection line connecting the power lines (PL1 or NL1).
  • the SOC imbalance between the power storage devices can be corrected with a simple configuration, as much power as possible can be stored in the power storage device during external charging.
  • power storage device BAT1 corresponding to “first power storage device” and power lines PL3 and LN3 are connected via charging relays RLY1 and RLY2, and power line NL1 and power line NL3 are connected.
  • the configuration in which the connection line NL4 is connected is illustrated as an example, but the configuration of the power supply system is not limited to this.
  • power storage device BAT2 corresponding to the “second power storage device” and power lines PL3 and LN3 are connected via charging relays RLY1 and RLY2, and connected between power line PL1 and power line PL3.
  • the present invention can also be applied to a configuration for connecting the line PL4.
  • FIG. 1 power storage device BAT1 corresponding to “first power storage device” and power lines PL3 and LN3
  • power storage device BAT ⁇ b> 2 and power lines PL ⁇ b> 3 and NL ⁇ b> 3 are electrically connected by turning on charging relays RLY ⁇ b> 1 and RLY ⁇ b> 2. Then, charging / discharging of power storage device BAT2 is controlled so as to correct the SOC imbalance.
  • system main relay SMRB1 is turned on while charging relay RLY1 and system main relay SMRN2 are turned on.
  • SMRN1, SMRB2, and SMRP2 are turned off to electrically connect power storage device BAT2 to power lines PL1 and NL1.
  • the electric power stored in power storage device BAT2 can be consumed in motor generators MG1 and / MG2 or PCU 120.
  • the configuration in which the power supply system includes the two battery packs 100 and 110 is illustrated.
  • the power supply system includes three or more battery packs 100, 110, and 111.
  • the present invention can also be applied to the above.
  • charging relays RLY1, RLY2 are turned on, while system main relays SMRB1, SMRP1, SMRN1, and SMRB2 , SMRN2, SMRB3, SMRN3 are turned off to electrically connect power storage device BAT1 to power lines PL3 and NL3.
  • charging / discharging of power storage device BAT1 is controlled such that the difference in SOC between the power storage devices is within a certain range.
  • the configuration of the load (that is, the drive system) of the vehicle 10 shown in FIG. 1 is not limited to the illustrated configuration. That is, the present invention can be applied in common to vehicles equipped with a traveling motor such as an electric vehicle and a fuel cell vehicle.
  • the present invention can be applied to a power supply system for a vehicle equipped with a plurality of power storage devices.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un système d'alimentation électrique pour véhicule, comprenant : un premier et un deuxième dispositif de stockage électrique (BATI et BAT2) configurés pour pouvoir être rechargés individuellement ; des premiers commutateurs (SMRN1, SMRB2) connectés entre la borne négative du premier dispositif de stockage électrique (BATI) et la borne positive du deuxième dispositif de stockage électrique (BAT2) ; un deuxième commutateur (SMRB1) connecté entre la borne positive du premier dispositif de stockage électrique (BATI) et une première ligne d'alimentation (PLI) ; un troisième commutateur (SMRN2) connecté entre la borne négative du deuxième dispositif de stockage électrique (BAT2) et une deuxième ligne d'alimentation (NL1) ; un quatrième commutateur (RLY1) connecté entre la borne positive du premier dispositif de stockage électrique (BATI) et une troisième ligne d'alimentation (PL3) ; un cinquième commutateur (RLY2) connecté entre la borne négative du premier dispositif de stockage électrique (BATI) et une quatrième ligne d'alimentation (NL3) ; et une ligne de connexion (NL4) connectée entre la deuxième ligne d'alimentation (NL1) et la quatrième ligne d'alimentation (NL4).
PCT/JP2011/071631 2011-09-22 2011-09-22 Système d'alimentation électrique pour véhicule WO2013042244A1 (fr)

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JP2015070627A (ja) * 2013-09-26 2015-04-13 富士重工業株式会社 車両用電源装置
JP2018074844A (ja) * 2016-11-02 2018-05-10 いすゞ自動車株式会社 バッテリ装置
CN110281814A (zh) * 2018-03-19 2019-09-27 沃尔沃汽车公司 用于车辆的高压电气系统和控制该系统的方法
CN110323795A (zh) * 2018-03-30 2019-10-11 铃木株式会社 车辆用电源装置
JP2020096520A (ja) * 2018-12-11 2020-06-18 株式会社デンソー 充電システム
US20210143663A1 (en) * 2019-11-08 2021-05-13 Oshkosh Corporation Power system for a vehicle

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JP2007250364A (ja) * 2006-03-16 2007-09-27 Sharp Corp 二次電池の内部充電装置及び充電方法
JP2008067500A (ja) * 2006-09-07 2008-03-21 Nissan Motor Co Ltd 電力供給装置
WO2011104872A1 (fr) * 2010-02-26 2011-09-01 トヨタ自動車株式会社 Véhicule

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Publication number Priority date Publication date Assignee Title
JP2015070627A (ja) * 2013-09-26 2015-04-13 富士重工業株式会社 車両用電源装置
JP2018074844A (ja) * 2016-11-02 2018-05-10 いすゞ自動車株式会社 バッテリ装置
CN110281814A (zh) * 2018-03-19 2019-09-27 沃尔沃汽车公司 用于车辆的高压电气系统和控制该系统的方法
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US11198376B2 (en) 2018-03-19 2021-12-14 Volvo Car Corporation High voltage electrical system for a vehicle and method of controlling the system
CN110323795A (zh) * 2018-03-30 2019-10-11 铃木株式会社 车辆用电源装置
CN110323795B (zh) * 2018-03-30 2024-03-15 铃木株式会社 车辆用电源装置
JP2020096520A (ja) * 2018-12-11 2020-06-18 株式会社デンソー 充電システム
JP7338437B2 (ja) 2018-12-11 2023-09-05 株式会社デンソー 充電システム
US20210143663A1 (en) * 2019-11-08 2021-05-13 Oshkosh Corporation Power system for a vehicle

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