WO2013098904A1 - Système de stockage d'électricité - Google Patents

Système de stockage d'électricité Download PDF

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Publication number
WO2013098904A1
WO2013098904A1 PCT/JP2011/007367 JP2011007367W WO2013098904A1 WO 2013098904 A1 WO2013098904 A1 WO 2013098904A1 JP 2011007367 W JP2011007367 W JP 2011007367W WO 2013098904 A1 WO2013098904 A1 WO 2013098904A1
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WO
WIPO (PCT)
Prior art keywords
power storage
storage device
power
charge
charging
Prior art date
Application number
PCT/JP2011/007367
Other languages
English (en)
Japanese (ja)
Inventor
沖　良二
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/JP2011/007367 priority Critical patent/WO2013098904A1/fr
Publication of WO2013098904A1 publication Critical patent/WO2013098904A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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]
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a power storage system including a power storage device that outputs driving power of an auxiliary machine and a power storage device that outputs energy used for traveling of a vehicle.
  • the system described in Patent Document 1 includes a battery that drives a 14V load and a battery that drives a 42V load, in addition to the high voltage battery (200V system) that outputs the running energy of the vehicle.
  • a nickel metal hydride battery or a lithium ion battery is used as the high-voltage battery or the 42V battery, and a lead storage battery is used as the 14V battery.
  • JP 2008-110700 A JP 2003-348774 A Japanese Patent Laid-Open No. 10-290532 JP 2000-035467 A
  • a low-voltage battery such as a 14V battery described in Patent Document 1 is difficult to discharge in order to ensure system operation. This may cause a memory effect in the low voltage battery. Even if the memory effect occurs, it is difficult to eliminate the memory effect.
  • the power storage system includes a first power storage device and a second power storage device.
  • the first power storage device outputs the traveling energy of the vehicle, and the second power storage device outputs the driving power of the auxiliary equipment mounted on the vehicle.
  • the DC / DC converter converts an output voltage from the second power storage device to the first power storage device, and converts an output voltage from the first power storage device to the second power storage device.
  • the controller performs a charging / discharging process of charging the second power storage device by discharging the first power storage device after charging the first power storage device by discharging the second power storage device via the DC / DC converter.
  • the memory effect can be suppressed from occurring in the second power storage device by positively discharging the second power storage device.
  • power loss can be prevented by temporarily storing the output power of the second power storage device in the first power storage device and returning the power stored in the first power storage device to the second power storage device.
  • the occurrence of the memory effect can be suppressed, but the discharge power may be wasted only by discharging the second power storage device.
  • the charge / discharge process can be performed. Thereby, the memory effect can be eliminated. On the other hand, it is also possible to perform the charge / discharge process without determining that the memory effect has occurred.
  • the charge / discharge process can be performed.
  • the amount of power that can charge the first power storage device is the amount of power when charging the first power storage device from the current charging state to the fully charged state. If the amount of charge power of the first power storage device is higher than the threshold, the amount of power when discharging the second power storage device can be secured, and the memory effect can be easily eliminated by discharging the second power storage device. it can.
  • a charge / discharge process can be performed.
  • the second power storage device may not output drive power to the auxiliary machine. In this state, the second power storage device can be positively discharged, and the above-described charge / discharge treatment can be performed.
  • the power from the external power source can be supplied to the first power storage device.
  • a slight power loss may occur depending on the conversion efficiency of the DC / DC converter.
  • the power from the external power supply can be used to compensate for the loss power.
  • a charger can be used. The charger can incorporate the above-described DC / DC converter.
  • the second power storage device In the charging / discharging process, the second power storage device can be charged until the amount of power when charging the second power storage device reaches the amount of power when discharging the second power storage device. Thereby, the SOC (State (of Charge) of the second power storage device can be returned to the state before the second power storage device is discharged.
  • SOC State (of Charge)
  • the charge / discharge characteristics of the second power storage device can be acquired. If the charge / discharge process is performed a plurality of times, a plurality of charge / discharge characteristics can be acquired. By comparing these charge / discharge characteristics, it is possible to confirm whether or not the memory effect is eliminated in the second power storage device.
  • the nominal voltage of the second power storage device is lower than the nominal voltage of the first power storage device.
  • the DC / DC converter can perform a boosting process when supplying power from the second power storage device to the first power storage device. Further, the DC / DC converter can perform a step-down process when supplying power from the first power storage device to the second power storage device.
  • a nickel metal hydride battery or a lithium ion battery can be used as the second power storage device.
  • the second invention of the present application is a control method for controlling charging / discharging between the first power storage device that outputs the running energy of the vehicle and the second power storage device that outputs the driving power of the auxiliary device mounted on the vehicle. First, the output voltage from the second power storage device to the first power storage device is converted, and the first power storage device is charged by discharging the second power storage device. Next, after charging the first power storage device, the output voltage from the first power storage device to the second power storage device is converted, and the second power storage device is charged by discharging the first power storage device. Also in the second invention of the present application, the same effect as that of the first invention of the present application can be obtained.
  • FIG. 1 is a diagram showing a part of a system mounted on a vehicle.
  • Vehicles include hybrid cars and electric cars.
  • the hybrid vehicle includes an engine or a fuel cell as a power source for running the vehicle in addition to the assembled battery described later.
  • the electric vehicle includes only an assembled battery described later as a power source for running the vehicle.
  • the assembled battery (corresponding to the first power storage device) 10 has a plurality of unit cells 11 connected in series.
  • a secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used.
  • An electric double layer capacitor (capacitor) can be used instead of the secondary battery.
  • the plurality of single cells 11 are connected in series, but the plurality of single cells 11 connected in parallel may be included in the assembled battery 10.
  • the monitoring unit 12 detects the voltage of the assembled battery 10 or the voltage of the unit cell 11.
  • the monitoring unit 12 can detect the voltage of each block.
  • the plurality of blocks are connected in series, and each block includes a plurality of single cells 11 connected in series.
  • the monitoring unit 12 outputs detection information (voltage) to a PM-ECU (Power Management Electronic Control Unit) 31.
  • a relay IG ⁇ b> 1 is connected to the monitoring unit 12.
  • monitoring unit 12 operates by receiving power from auxiliary battery 51 (corresponding to the second power storage device).
  • Relay IG1 is switched between ON and OFF in response to a control signal from power supply ECU (Electronic Control Unit) 32.
  • the power supply ECU 32 switches the relay IG1 between on and off by flowing a current through the coil of the relay IG1 or not flowing a current.
  • the system main relay SMR-B is provided on the positive line PL connected to the positive terminal of the assembled battery 10.
  • a positive terminal of the assembled battery 10 is connected to a PCU (Power Control Unit) 22 through a positive line PL.
  • a system main relay SMR-G is provided on the negative electrode line NL connected to the negative electrode terminal of the assembled battery 10.
  • the negative electrode terminal of the battery pack 10 is connected to the PCU 22 via the negative electrode line NL.
  • System main relay SMR-P and current limiting resistor R are connected in parallel to system main relay SMR-G.
  • System main relay SMR-P and current limiting resistor R are connected in series.
  • the current limiting resistor R is used for suppressing the inrush current from flowing when the assembled battery 10 and the PCU 22 are connected.
  • System main relays SMR-B, SMR-G, and SMR-P are used when connecting the assembled battery 10 and the PCU 22.
  • System main relays SMR-B, SMR-G, and SMR-P are switched between ON and OFF in response to a control signal from PM-ECU 31.
  • the PM-ECU 31 When connecting the assembled battery 10 and the PCU 22, the PM-ECU 31 first switches the system main relays SMR-B and SMR-G from off to on. Thereby, a current can be passed through the current limiting resistor R.
  • the PM-ECU 31 switches the system main relay SMR-G from OFF to ON, and then turns the system main relay SMR-P from ON to OFF. Switch to. Thereby, the connection between the assembled battery 10 and the PCU 22 is completed, and the system shown in FIG. 1 is in a start-up state (Ready-On).
  • the PM-ECU 31 confirms that the ignition switch of the vehicle has been switched from OFF to ON, the PM-ECU 31 connects the assembled battery 10 and the PCU 22. Information regarding the on / off of the ignition switch is input to the PM-ECU 31.
  • the PM-ECU 31 disconnects the connection between the assembled battery 10 and the PCU 22 when it is confirmed that the ignition switch has been switched from on to off.
  • the PM-ECU 31 switches the system main relays SMR-B and SMR-G from on to off. As a result, the system shown in FIG. 1 enters a stopped state (Ready-Off).
  • the DC / DC converter 21 is connected to the positive electrode line PL and the negative electrode line NL. Specifically, DC / DC converter 21 is connected to positive line PL located between system main relays SMR-B and PCU 22 and negative line NL located between system main relays SMR-G and PCU 22. ing.
  • the DC / DC converter 21 steps down the voltage of the assembled battery 10 and supplies the power after stepping down to an auxiliary machine (not shown) or to the auxiliary battery 51.
  • An auxiliary machine is an electronic device mounted on a vehicle, such as an air conditioner, a light, and an audio facility.
  • the DC / DC converter 21 operates in response to a control signal from the PM-ECU 31.
  • the PCU 22 includes a booster circuit and an inverter.
  • the booster circuit boosts the output voltage of the assembled battery 10 and outputs the boosted power to the inverter.
  • the booster circuit can step down the output voltage of the inverter and output the stepped down power to the assembled battery 10.
  • the inverter converts the DC power output from the booster circuit into AC power, and outputs the AC power to a motor generator (AC motor).
  • the PCU 22 operates in response to a control signal from the PM-ECU 31.
  • the PCU 22 is connected to a motor / generator, and the motor / generator receives AC power from the PCU 22 (inverter) and generates kinetic energy for running the vehicle.
  • the motor / generator is connected to wheels, and the kinetic energy generated by the motor / generator is transmitted to the wheels. As a result, the vehicle can be driven by rotating the wheels.
  • the motor / generator converts kinetic energy generated during braking of the vehicle into electric energy (AC power).
  • the AC power generated by the motor / generator is output to the PCU 22.
  • the inverter of the PCU 22 converts AC power from the motor / generator into DC power and outputs the DC power to the booster circuit.
  • the output power of the motor / generator is supplied to the assembled battery 10 via the PCU 22, and the regenerative power can be stored in the assembled battery 10.
  • the booster circuit is used, but the booster circuit may be omitted.
  • the relay IG3 is connected to the PCU 22. When the relay IG3 is on, the PCU 22 operates by receiving power from the auxiliary battery 51. Relay IG3 switches between ON and OFF in response to a control signal from PM-ECU 31. The PM-ECU 31 switches the relay IG3 between on and off by flowing a current through the coil of the relay IG3 or not flowing a current. A relay IG1 is connected to the PM-ECU 31. When relay IG1 is on, PM-ECU 31 operates by receiving power from auxiliary battery 51.
  • the charge relay CHR1 is connected to the positive line PL. Specifically, one end of charging relay CHR1 is connected to positive electrode line PL located between assembled battery 10 and system main relay SMR-B. The other end of the charging relay CHR1 is connected to the charger 40.
  • a charging relay CHR2 is connected to the negative electrode line NL. Specifically, one end of the charging relay CHR2 is connected to the negative electrode line NL located between the assembled battery 10 and the system main relay SMR-G. The other end of the charging relay CHR2 is connected to the charger 40.
  • the charging relay CHR3 is connected in parallel to the charging relay CHR2.
  • the charging relay CHR3 is connected in series with the current limiting resistor R.
  • Charging relays CHR1 to CHR3 are used when connecting assembled battery 10 and charger 40.
  • the current limiting resistor R is used for suppressing the inrush current from flowing when the assembled battery 10 and the charger 40 are connected.
  • the charging relays CHR1 to CHR3 are switched between on and off in response to a control signal from the PM-ECU 31.
  • the PM-ECU 31 When connecting the assembled battery 10 and the charger 40, the PM-ECU 31 first switches the charging relays CHR1 and CHR3 from off to on. Thereby, a current can be passed through the current limiting resistor R.
  • the PM-ECU 31 switches the charging relay CHR3 from OFF to ON after switching the charging relay CHR2 from OFF to ON. Switch off. Thereby, the connection of the assembled battery 10 and the charger 40 is completed.
  • the assembled battery 10 and the charger 40 are connected, the assembled battery 10 and the PCU 22 are not connected.
  • one current limiting resistor R is used, but the present invention is not limited to this. That is, using two current limiting resistors R, the current limiting resistor R can be connected to each of the system main relay SMR-P and the charging relay CHR3. That is, the system main relay SMR-P and one current limiting resistor R can be connected in series, and the charging relay CHR3 and the other current limiting resistor R can be connected in series. In this embodiment, since one current limiting resistor R is used, the number of parts can be reduced as compared with the case where two current limiting resistors R are used.
  • the charger 40 is used to supply power from the external power source to the assembled battery 10.
  • the external power source is a power source arranged outside the vehicle, and a commercial power source, for example, can be used as the external power source.
  • a means for supplying power from the external power source to the charger 40 wired or wireless can be used.
  • a cable connector (so-called plug) connected to an external power source can be connected to a cable connector (so-called inlet) connected to the charger 40.
  • wireless means can supply electric power from an external power source to the charger 40 in a non-contact manner using electromagnetic induction or a resonance phenomenon.
  • the charger 40 converts AC power from an external power source into DC power, and supplies the DC power to the assembled battery 10. Thereby, the assembled battery 10 can be charged. This charging is called external charging.
  • the charger 40 has a bidirectional DC / DC converter 41.
  • the DC / DC converter 41 steps down the output voltage of the assembled battery 10, supplies the reduced power to the auxiliary battery 51, boosts the output voltage of the auxiliary battery 51, and supplies the boosted power to the assembled battery 10. Or to supply.
  • the DC / DC converter 41 is built in the charger 40, but the DC / DC converter 41 may be provided outside the charger 40.
  • the relay IG2 is connected to the charger 40. When relay IG2 is on, the power of auxiliary battery 51 is supplied to charger 40. Relay IG2 switches between ON and OFF in response to a control signal from PM-ECU 31. The PM-ECU 31 switches the relay IG2 between ON and OFF by passing a current through the coil of the relay IG2 or not flowing a current.
  • the auxiliary battery (corresponding to the second power storage device) 51 serves as a power source for operating the system shown in FIG.
  • a secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used.
  • the auxiliary battery 51 can be configured by connecting a plurality of single cells in series.
  • the auxiliary battery 51 may include a plurality of single cells connected in parallel.
  • the nominal voltage of the auxiliary battery 51 is lower than the nominal voltage of the assembled battery 10.
  • the auxiliary battery 51 also supplies power to the power supply ECU 32.
  • the power supply ECU 32 operates by receiving power from the auxiliary battery 51.
  • a diode 54 is provided in a line connecting the auxiliary battery 51 and the power supply ECU 32. Specifically, the anode of the diode 54 is connected to the auxiliary battery 51, and the cathode of the diode 54 is connected to the power supply ECU 32.
  • the voltage sensor 52 detects the voltage of the auxiliary battery 51 and outputs the detection result to the PM-ECU 31.
  • a fuse 53 is connected to the auxiliary battery 51. The fuse 53 is used to prevent an excessive current from flowing through the auxiliary battery 51. If an excessive current flows through the auxiliary battery 51 via the fuse 53, the fuse 53 is cut off to cut off the current path.
  • the discharge amount and the charge amount of the auxiliary battery 51 are generally set so as to maintain a balance,
  • the SOC (State of Charge) of the auxiliary battery 51 does not change significantly.
  • the auxiliary battery 51 may have a memory effect. Note that the SOC is the ratio of the current charge capacity to the full charge capacity.
  • the memory effect is a deterioration phenomenon in which the battery discharge voltage is remarkably lowered when the battery is repeatedly charged before the battery is sufficiently discharged, and as a result, the battery capacity appears to be reduced.
  • the memory effect can be suppressed by continuing to discharge the battery.
  • the auxiliary battery 51 mounted on the vehicle it is difficult to perform a continuous discharge for the reasons described above, and a memory effect may occur.
  • the auxiliary battery 51 when external charging of the assembled battery 10 is performed using the charger 40, the auxiliary battery 51 is continuously discharged, so that the memory effect is prevented from occurring in the auxiliary battery 51. Yes. Specifically, the auxiliary battery 51 is discharged, and electric power at the time of discharging is supplied to the assembled battery 10.
  • a DC / DC converter 41 is used to supply the power of the auxiliary battery 51 to the assembled battery 10 or supply the power of the assembled battery 10 to the auxiliary battery 51.
  • FIG. 2 is a flowchart for explaining the memory effect suppression processing in this embodiment. The process shown in FIG. 2 is executed by the PM-ECU 31.
  • step S101 the PM-ECU 31 determines whether or not the assembled battery 10 is being externally charged.
  • the PM-ECU 31 can determine whether or not the assembled battery 10 is being externally charged by receiving a signal for starting external charging. For example, a signal for starting external charging is input to the PM-ECU 31 by connecting a connector of a cable connected to an external power supply to a connector of a cable connected to the charger 40.
  • the PM-ECU 31 determines that the assembled battery 10 is being externally charged
  • the PM-ECU 31 performs the process of step S102.
  • the PM-ECU 31 determines that the assembled battery 10 is not being externally charged
  • the process shown in FIG. As a case where the assembled battery 10 is not being externally charged, for example, the vehicle may be driven using the output of the assembled battery 10.
  • the PM-ECU 31 connects the charger 40 and the assembled battery 10 by controlling on and off of the charging relays CHR1 to CHR3.
  • the PM-ECU 31 determines whether the travel distance of the vehicle is longer than a threshold value (distance).
  • the PM-ECU 31 can acquire the travel distance of the vehicle using the output of the travel meter.
  • the travel distance of the vehicle can be, for example, a travel distance from 0 km to the present. Further, when the memory effect suppression process shown in FIG. 2 is performed, the travel distance from the time when the memory effect suppression process was performed last time to the present time can be set as the travel distance of the vehicle.
  • Threshold value (distance) is a threshold value related to travel distance.
  • the threshold value (distance) is a travel distance of the vehicle when the memory effect is assumed to occur in the auxiliary battery 51, and can be specified in advance by an experiment. Information about the threshold (distance) can be stored in a memory.
  • the PM-ECU 31 can read information on the threshold value (distance) from the memory and perform the process of step S102.
  • the PM-ECU 31 determines that the memory effect is occurring in the auxiliary battery 51 and performs the process of step S103.
  • the PM-ECU 31 determines that the memory effect has not occurred in the auxiliary battery 51 and ends the process shown in FIG.
  • whether or not the memory effect is generated in the auxiliary battery 51 is determined by comparing the travel distance of the vehicle and the threshold value (distance), but the present invention is not limited to this. That is, it is only necessary to determine whether or not the memory effect is generated in the auxiliary battery 51.
  • the accumulated time can be acquired using a timer.
  • the accumulated time can be, for example, an elapsed time from when the vehicle is used for the first time until the present time.
  • the accumulated time can be the elapsed time from when the memory effect suppression process was last performed to the present time.
  • Threshold value (time) compared with the accumulated time is a threshold value related to time, and is an elapsed time assumed to cause a memory effect.
  • the threshold value (time) can be specified in advance by an experiment, and information on the threshold value (time) can be stored in a memory.
  • the PM-ECU 31 can read information on the threshold value (time) from the memory and determine whether or not the memory effect is occurring.
  • step S103 the PM-ECU 31 calculates the amount of charge power of the assembled battery 10.
  • the amount of charge power is the amount of power until the assembled battery 10 is fully charged from the current charged state by charging the assembled battery 10.
  • the charge power amount of the assembled battery 10 can be calculated based on, for example, the current SOC of the assembled battery 10 and the full charge capacity [Ah] of the assembled battery 10. Since the full charge capacity of the assembled battery 10 is known in advance, if the SOC of the assembled battery 10 is specified, the charge power amount of the assembled battery 10 can be calculated.
  • SOC and OCV Open Circuit Voltage
  • the PM-ECU 31 determines whether or not the charge power amount is smaller than a threshold value (power amount).
  • the threshold value (power amount) is a threshold value related to the charging power amount. When the charge power amount is smaller than the threshold value (power amount), it becomes difficult to store the electric energy in the assembled battery 10 when the auxiliary battery 51 is discharged.
  • step S103 it is determined whether or not the electric energy when the auxiliary battery 51 is discharged can be stored in the assembled battery 10 by comparing the charging power amount and the threshold value (power amount). Yes.
  • the threshold value (power amount) can be set as appropriate based on the viewpoint that can ensure the discharge of the auxiliary battery 51.
  • the SOC of the battery pack 10 is likely to be in a reduced state, and the amount of charging power tends to be larger than the threshold value (power amount).
  • the threshold value (power amount) can be set to zero.
  • the threshold value (power amount) can be set to 0.
  • Information about the threshold (power amount) can be stored in a memory.
  • the PM-ECU 31 can read information on the threshold value (electric energy) from the memory and perform the process of step S103.
  • the PM-ECU 31 determines that the auxiliary battery 51 cannot be discharged, and ends the process shown in FIG.
  • the charging power amount is larger than the threshold value (power amount)
  • PM-ECU 31 determines that auxiliary battery 51 can be discharged, and performs the process of step S104.
  • step S104 the PM-ECU 31 discharges the auxiliary battery 51.
  • the discharge current of the auxiliary battery 51 flows to the assembled battery 10 via the DC / DC converter 41.
  • the assembled battery 10 can be charged.
  • the PM-ECU 31 can prevent the charging current from the external power source from flowing into the assembled battery 10 by controlling the operation of the charger 40.
  • step S105 the PM-ECU 31 determines whether or not the discharge power amount of the auxiliary battery 51 is greater than the threshold value (power amount) used in step S103.
  • PM-ECU 31 can calculate the amount of electric power discharged from auxiliary battery 51 based on the discharge current value of auxiliary battery 51 and the voltage detected by voltage sensor 52.
  • the PM-ECU 31 determines that the discharge power of the auxiliary battery 51 can continue to be supplied to the assembled battery 10, and the process of step S104 I do.
  • the discharge power amount of the auxiliary battery 51 is greater than the threshold value (power amount)
  • the PM-ECU 31 determines that the discharge power of the auxiliary battery 51 cannot be supplied to the assembled battery 10, and the process of step S106 I do.
  • step S106 the PM-ECU 31 stops the discharge of the auxiliary battery 51.
  • the auxiliary battery 51 is discharged until the amount of power when the auxiliary battery 51 is discharged reaches a threshold value (power amount), but is not limited thereto.
  • the discharge of the auxiliary battery 51 can be stopped before the electric energy when the auxiliary battery 51 is discharged reaches a threshold value (electric energy).
  • step S107 the PM-ECU 31 discharges the assembled battery 10.
  • the discharge current of the assembled battery 10 flows to the auxiliary battery 51 via the DC / DC converter 41.
  • the auxiliary battery 51 can be charged.
  • the power supply from the external power source to the assembled battery 10 can be stopped.
  • step S108 the PM-ECU 31 determines whether or not the amount of electric power when charging the auxiliary battery 51 (charged electric energy) has reached the amount of electric power when discharging the auxiliary battery 51 (discharged electric energy). Is determined.
  • the electric energy when the auxiliary battery 51 is discharged is the electric energy from the discharge of the auxiliary battery 51 in the process of step S104 to the completion of the discharge of the auxiliary battery 51 in the process of step S106. It is.
  • the charge power amount of the auxiliary battery 51 can be calculated from the current value of the auxiliary battery 51 and the voltage detected by the voltage sensor 53.
  • step S107 When the charge power amount of the auxiliary battery 51 has not reached the discharge power amount of the auxiliary battery 51, the PM-ECU 31 continues the process of step S107. On the other hand, when the charge power amount of the auxiliary battery 51 reaches the discharge power amount of the auxiliary battery 51, the PM-ECU 31 performs the process of step S109. In step S109, the PM-ECU 31 stops discharging the assembled battery 10, in other words, charging the auxiliary battery 51. After the auxiliary battery 51 is discharged and charged, power from an external power source can be supplied to the assembled battery 10.
  • the amount of electric power when discharging the auxiliary battery 51 and the amount of electric power when charging the auxiliary battery 51 are equal, but this is not restrictive. In other words, the amount of power when discharging the auxiliary battery 51 may be different from the amount of power when charging the auxiliary battery 51.
  • the SOC of the assembled battery 10 is the same as when the auxiliary battery 51 starts discharging. It may be lower than the SOC. In this case, by charging the assembled battery 10 using electric power from the external power source, it is possible to compensate for the decrease in the SOC of the assembled battery 10.
  • the charge / discharge characteristics of the auxiliary battery 51 can be acquired.
  • the charge / discharge characteristics of the auxiliary battery 51 include the relationship between the current and voltage of the auxiliary battery 51 and the OCV of the auxiliary battery 51.
  • the auxiliary battery 51 can be further discharged and charged.
  • the process of discharging and charging auxiliary battery 51 is the same as the process of steps S104 to S109.
  • the charge / discharge characteristics of the auxiliary battery 51 can be acquired again. Then, by comparing the charge / discharge characteristics acquired at the first time with the charge / discharge characteristics acquired at the second time, it is possible to confirm whether or not the memory effect is suppressed. If the voltage drop is eliminated by comparing the charge / discharge characteristics, it can be confirmed that the memory effect is suppressed. When it is determined that the memory effect is not suppressed, the auxiliary battery 51 can be discharged and charged (steps S104 to S109) again.
  • the range in which the SOC of the auxiliary battery 51 is changed by the discharge of the auxiliary battery 51 can be set as appropriate. Specifically, the number of times the auxiliary battery 51 is discharged and charged can be reduced as the amount of change in the SOC of the auxiliary battery 51 increases. For example, if the change amount of the SOC of the auxiliary battery 51 is set to about 90%, the memory effect may be suppressed by performing the discharge and charge processing of the auxiliary battery 51 only once.
  • the present invention is not limited to this.
  • the auxiliary battery 51 is periodically discharged and charged (steps S103 to S109) without determining whether or not the memory effect is generated in the auxiliary battery 51. Can do. Even in this case, the memory effect can be suppressed.
  • the memory effect generated in the auxiliary battery 51 can be suppressed by charging the auxiliary battery 51 after discharging it.
  • the electric energy can be used without waste. it can.
  • the charger 40 is generally provided with a DC / DC converter for converting the voltage of the external power source into a voltage corresponding to the assembled battery 10.
  • a DC / DC converter for converting the voltage of the external power source into a voltage corresponding to the assembled battery 10.
  • the auxiliary battery 51 is discharged and charged using the DC / DC converter 41 built in the charger 40, but the present invention is not limited to this. Specifically, the auxiliary battery 51 can be discharged and charged using the DC / DC converter 21. In this case, the DC / DC converter 21 and the auxiliary battery 51 may be connected, and even in a system that does not include the charger 40, the memory effect suppression process can be performed.
  • the auxiliary battery 51 when the auxiliary battery 51 is discharged and charged, it is necessary to connect the assembled battery 10 and the DC / DC converter 21 by driving the system main relays SMR-B, SMR-G, and SMR-P.
  • the power controlled by the DC / DC converter 41 tends to be lower than the power controlled by the DC / DC converter 21. For this reason, when the memory effect suppression process is performed, the power loss in the DC / DC converter 41 tends to be smaller than the power loss in the DC / DC converter 21. Therefore, in order to suppress power loss, it is preferable to use the DC / DC converter 41 rather than the DC / DC converter 21. On the other hand, if the memory effect suppression process is performed using the DC / DC converter 21, the processing time can be shortened as compared to the case where the memory effect suppression process is performed using the DC / DC converter 41.
  • the memory effect suppression process when the battery pack 10 is externally charged, the memory effect suppression process is performed, but the present invention is not limited to this. That is, the timing for performing the memory effect suppression process does not have to be when the battery pack 10 is being externally charged. For example, even when the vehicle is left unattended and the connection between the assembled battery 10 and the PCU 22 is cut off, the memory effect suppressing process can be performed. Specifically, when a predetermined time elapses with the vehicle left unattended, the PM-ECU 31 can be activated to perform the processing described in this embodiment (the processing shown in FIG. 2).

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (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 vise à supprimer l'occurrence d'effet de mémoire dans un dispositif de stockage d'électricité qui produit un courant de commande pour une machinerie auxiliaire. À cet effet, est proposé un système de stockage d'électricité comprenant un premier dispositif de stockage d'électricité et un second dispositif de stockage d'électricité. Le premier dispositif de stockage d'électricité produit une énergie de fonctionnement d'un véhicule et le second dispositif de stockage d'électricité produit l'énergie de fonctionnement d'une machinerie auxiliaire montée dans le véhicule. Un convertisseur continu-continu convertit la tension produite par le second dispositif de stockage d'électricité pour le premier dispositif de stockage d'électricité, et convertit également la tension produite par le premier dispositif de stockage d'électricité pour le second dispositif de stockage d'électricité. Un dispositif de commande, à l'aide du convertisseur continu-continu, effectue le traitement de chargement et de déchargement dans lequel le second dispositif de stockage d'électricité est chargé par déchargement du premier dispositif de stockage d'électricité, après que le premier dispositif de stockage d'électricité a été chargé par déchargement du second dispositif de stockage d'électricité.
PCT/JP2011/007367 2011-12-28 2011-12-28 Système de stockage d'électricité WO2013098904A1 (fr)

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US20170274783A1 (en) * 2016-03-22 2017-09-28 Toyota Jidosha Kabushiki Kaisha Vehicle
JP2017175712A (ja) * 2016-03-22 2017-09-28 トヨタ自動車株式会社 自動車
US9873338B2 (en) 2014-11-26 2018-01-23 Toyota Jidosha Kabushiki Kaisha Electric vehicle
US9878625B2 (en) 2016-03-22 2018-01-30 Toyota Jidosha Kabushiki Kaisha Vehicle including charger and electronic control unit configured to control the charger, and control method for controlling charger of vehicle
US10017058B2 (en) 2016-03-22 2018-07-10 Toyota Jidosha Kabushiki Kaisha Automobile
CN112721833A (zh) * 2021-01-04 2021-04-30 宝能(西安)汽车研究院有限公司 车辆低压供电电压监测方法与系统、存储介质、车辆

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JPH06197464A (ja) * 1992-12-22 1994-07-15 Casio Comput Co Ltd 充放電装置
JPH10290532A (ja) * 1997-02-14 1998-10-27 Toyota Motor Corp 電気式駆動車両
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Publication number Priority date Publication date Assignee Title
US9873338B2 (en) 2014-11-26 2018-01-23 Toyota Jidosha Kabushiki Kaisha Electric vehicle
US20170274783A1 (en) * 2016-03-22 2017-09-28 Toyota Jidosha Kabushiki Kaisha Vehicle
JP2017175712A (ja) * 2016-03-22 2017-09-28 トヨタ自動車株式会社 自動車
US9878625B2 (en) 2016-03-22 2018-01-30 Toyota Jidosha Kabushiki Kaisha Vehicle including charger and electronic control unit configured to control the charger, and control method for controlling charger of vehicle
US10017059B2 (en) 2016-03-22 2018-07-10 Toyota Jidosha Kabushiki Kaisha Vehicle
US10017058B2 (en) 2016-03-22 2018-07-10 Toyota Jidosha Kabushiki Kaisha Automobile
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CN112721833A (zh) * 2021-01-04 2021-04-30 宝能(西安)汽车研究院有限公司 车辆低压供电电压监测方法与系统、存储介质、车辆

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