WO2014037787A2 - Electric vehicle - Google Patents

Electric vehicle Download PDF

Info

Publication number
WO2014037787A2
WO2014037787A2 PCT/IB2013/001913 IB2013001913W WO2014037787A2 WO 2014037787 A2 WO2014037787 A2 WO 2014037787A2 IB 2013001913 W IB2013001913 W IB 2013001913W WO 2014037787 A2 WO2014037787 A2 WO 2014037787A2
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
switching element
voltage converter
battery
electrode terminal
Prior art date
Application number
PCT/IB2013/001913
Other languages
French (fr)
Other versions
WO2014037787A3 (en
Inventor
Kentaro Hirose
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2014037787A2 publication Critical patent/WO2014037787A2/en
Publication of WO2014037787A3 publication Critical patent/WO2014037787A3/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/18—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for batteries; for accumulators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1588—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load comprising at least one synchronous rectifier element
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • 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
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to an electric vehicle.
  • the "electric vehicle” in the specification includes a hybrid vehicle, which includes both a motor and an engine, and a fuel cell vehicle.
  • An electric vehicle includes a high capacity and high power battery for driving a drive motor.
  • Various techniques for protecting the battery when there occurs inconvenience in an electrical system have been suggested.
  • the battery that stores electric power to be supplied to the drive motor is referred to as "battery”.
  • JP 2007-068336 A An electric vehicle described in Japanese Patent Application Publication No. 2007-068336 (JP 2007-068336 A) includes a fuse for interrupting a battery.
  • the fuse can be welded at the time when the fuse should be disconnected.
  • JP 2007-068336 A in such a case, one of switching elements of a voltage converter connected to the battery is short-circuited to place the battery in a short-circuit state, and the fuse is forcibly interrupted by intentionally supplying excessive current to the fuse.
  • JP 2010-226869 A describes a technique relating to an electric vehicle that includes two sets of battery, voltage converter, inverter and motor.
  • the voltage converters are provided in order to step up the output voltage of the battery to a motor driving voltage.
  • the two voltage converters are connected in parallel with each other at a high voltage side. Therefore, if one of switching elements of one of the voltage converters has a short-circuit fault, short-circuit current may flow from one of the batteries to the other one of the batteries.
  • the technique described in JP 2010-226869 in preparation for such a case, if a short-circuit fault of one of the voltage converters has been detected, the batteries are isolated from the faulty voltage converter.
  • JP 07-59202 A describes an electric vehicle that includes an interrupter that interrupts a battery from an electrical circuit in the event of a collision.
  • An interrupter described in JP 07-59202 A physically breaks an electrically conducting path with the use of an explosive.
  • JP 2010-226869 A includes the two sets of battery, voltage converter, inverter and motor, so, even when one of the sets malfunctions and becomes unusable, the electric vehicle is able to continue travelling using the other one of the sets.
  • JP 2009-100507 A describes an electric vehicle that, when an abnormality of a voltage converter that steps up the output voltage of a battery has been detected, stops the voltage converter, and that continues travelling by driving a motor using a non-stepped-up battery output. However, when a regenerative current that exceeds an allowable value flows to the battery, the battery is isolated from a circuit.
  • step-up voltage converters include a switching element between a positive electrode line and a negative electrode line that are respectively connected to low voltage-side (battery-side) positive electrode terminal and negative electrode terminal. If the switching element has a short-circuit fault, the battery enters a short-circuit state and overcurrent may flow through the battery. The short-circuit state is not cancelled only by stopping the voltage converter, so the technique described in JP 2009-100507 A cannot be used. In addition, in an electric vehicle that includes only one set of battery and voltage converter, the technique described in JP 2010-226869 A also cannot be used.
  • the invention provides an electric vehicle that is able to protect a battery and continue travelling when a switching element of a step-up converter has a short-circuit fault.
  • An electric vehicle that drives a motor at a voltage higher than an output voltage of a battery includes a voltage converter configured to step up the voltage of the battery and supply the stepped-up voltage to an inverter.
  • a general step-up voltage converter includes; as main components, a reactor of which one end is connected to a low voltage-side positive electrode terminal of the voltage converter and the other end is connected to a high voltage-side positive electrode terminal of the voltage converter, and a step-up switching element connected between a high voltage side of the reactor and a common negative electrode line that connects a low voltage-side negative electrode terminal of the voltage converter to a high voltage-side negative electrode terminal of the voltage converter.
  • An electric vehicle includes an interrupter configured to isolate the step-up switching element from a circuit of the voltage converter when the step-up switching element has a short-circuit fault.
  • a controller detects a short-circuit fault, and the controller activates the interrupter. Once the interrupter is activated, a short circuit between the positive electrode terminal and negative electrode terminal of the voltage converter is cancelled, and the voltage converter serves as a mere conducting path that directly couples the low voltage-side terminals to the high voltage-side terminals.
  • the controller of the electric vehicle is configured to, when the controller drives the motor in a state where the step-up switching element is isolated by the interrupter, limit an output upper limit of the motor to a value smaller than that before the step-up switching element is isolated.
  • the output upper limit before the step-up switching element is isolated means an output upper limit at the time when there is no inconvenience.
  • most of electric vehicles include a fuse for isolating the battery from the circuit (that is, the voltage converter).
  • the interrupter it is better for the interrupter to isolate the step-up switching element prior to a break of the fuse.
  • a high-response interrupter is desirable.
  • the high-response interrupter that is able to reliably isolate the step-up switching element is desirably of a type that isolates the step-up switching element with the use of an explosive.
  • the voltage converter of the above-described electric vehicle is a device that steps up the voltage of the battery and then supplies the stepped-up voltage to the inverter.
  • the motor is rotated by deceleration energy of the vehicle, and the battery is charged with electric power generated by the motor.
  • direct-current power that is output from the inverter needs to be stepped down to a voltage suitable for charging the battery.
  • the above-described voltage converter may have the function of stepping up direct-current power of the battery and then supplying the stepped-up direct-current power to the inverter and the function of stepping down direct-current power, converted by the inverter from alternating-current power, and then supplying the direct-current power to the battery.
  • FIG 1 is a block diagram of an electrical system and drive system of an electric vehicle according to an embodiment.
  • FIG. 1 shows a block diagram of an electrical system and drive system of the hybrid vehicle 2.
  • the output shafts of the two motors 44, 45 and the output shaft of the engine 43 are coupled to a power distribution mechanism 46.
  • the power distribution mechanism 46 is a planetary gear unit in which the output shaft of the first motor 44 is coupled to a sun gear, the output shaft of the engine 43 is coupled to a planetary carrier and the second motor 45 is coupled to a ring gear.
  • the ring gear is also coupled to an axle 47.
  • the axle 47 operates in synchronization with wheels 49 via a differential gear 48.
  • the power distribution mechanism 46 By appropriately adjusting the output of the engine 43 and the outputs of the two motors 44, 45, the power distribution mechanism 46 combines the outputs of the engine 43 and two motors 44, 45 and then outputs the resultant output to the axle 47 or distributes the output of the engine 43 to the first motor 44 and the axle 47.
  • the first motor 44 generates electric power using the driving force of the engine 43.
  • the hybrid vehicle 2 generates electric power by rotating the two motors 44, 45 using deceleration energy of the vehicle. Generation of electric power using deceleration energy of the vehicle is generally called "regeneration".
  • the hybrid vehicle 2 charges a battery 3 with electric power obtained through regeneration.
  • the battery 3 is connected to a voltage converter 10 via a system main relay 4 and a fuse 5.
  • the voltage converter 10 has a step-up function of stepping up a voltage VL of the battery 3 and then supplying the stepped-up voltage to two inverters 41 , 42 and a step-down function of stepping down the voltage of direct-current power, converted by the inverter 41 (42) from alternating-current power obtained through regeneration, to a voltage suitable for charging the battery 3.
  • Battery-side terminals 10a, 10b of the voltage converter 10 function as low voltage-side terminals, and terminals 10c, lOd connected to the inverters 41 , 42 function as high voltage-side terminals.
  • the terminals 10a, 10c are positive electrodes, and the terminals 10b, lOd are negative electrodes.
  • a conducting path at the side of the positive electrode terminals 10a, 10c is referred to as positive electrode line P, and a conducting path at the side of the negative electrode terminals 1 0b, l Od is referred to as common negative electrode line N.
  • the common negative electrode line N is connected to a ground G of the system.
  • the two inverters 41 , 42 are connected in parallel with the high voltage-side terminals 10c, l Od.
  • the two inverters 41 , 42 each convert stepped-up direct-current power to alternating-current power having a frequency suitable for motor drive and then supply the alternating-current power to a corresponding one of the motors 44, 45.
  • the amplitude and frequency of the alternating-current power depend on the rotation speed of the corresponding motor and the operation amount of an accelerator pedal (not shown).
  • the accelerator operation amount corresponds to the magnitude of output that is required for the motor (that is, the amplitude of alternating-current power that should be output from the inverter), and the rotation speed of the motor corresponds to the frequency of alternating-current power that should be output from the inverter.
  • a capacitor 6 and a capacitor 7 are respectively connected to the low voltage side and high voltage side of the voltage converter 10.
  • the capacitors 6, 7 are provided for the purpose of smoothing flowing current.
  • the system main relay 4 and the fuse 5 are inserted between the battery 3 and the voltage converter 10.
  • the system main relay 4 turns on or off in synchronization with a main switch (so-called ignition switch) of the hybrid vehicle 2.
  • the fuse 5 is inserted in order to protect the battery 3 from overcurrent.
  • the fuse 5 breaks (melts) if a predetermined overcurrent flows through the positive electrode line P,
  • the circuit configuration of the voltage converter 10 will be described.
  • the voltage converter 10 is formed of two switching elements 14, 15, diodes 16, 17 and a reactor 12.
  • the switching elements 14, 15 are connected in series with each other.
  • the diodes 16, 17 are respectively connected in antiparallel with the switching elements.
  • the switching elements 14, 15 are transistors, and typically IGBTs.
  • the above-described components implement the step-up function and the step-down function.
  • the voltage converter 10 further includes an interrupter 18, a resistor 13 (shunt resistor) and a voltage sensor 21.
  • the step-up switching element (step-up switching element 15) and the diode 16 implement the step-up function.
  • One end of the reactor 12 is connected to the low voltage-side positive electrode terminal 10a of the voltage converter 10, and the other end of the reactor 12 is connected to the high voltage-side positive electrode terminal 10c (via the diode 16 (described later)).
  • the high voltage side of the reactor 12 and the positive electrode terminal 10c are substantially directly coupled to each other.
  • the step-up switching element 15 is connected between the high voltage side of the reactor 12 and the common negative electrode line N that connects the low voltage-side negative electrode terminal 10b and high voltage-side negative electrode terminal lOd of the voltage converter 10.
  • the diode 16 is connected between the high voltage side of the reactor 12 and the high voltage-side positive electrode terminal 10c of the voltage converter 10, and prevents backflow of current.
  • the step-down switching element 14 is constantly in an off state.
  • the step-down switching element (step-down switching element 14) and the diode 17 implement the step-down function.
  • One end of the reactor 12 is connected to the low voltage-side positive electrode terminal 10a of the voltage converter 10, and the other end of the reactor 12 is connected to the high voltage-side positive electrode terminal 10c via the step-down switching element 14.
  • the diode 17 is connected between the high voltage side of the reactor 12 and the common negative electrode line N that connects the low voltage-side negative electrode terminal 10b and high voltage-side negative electrode terminal lOd of the voltage converter 10.
  • the diode 17 is provided in order to prevent backflow of current.
  • the step-up switching element 15 is constantly in an off state.
  • the step-up operation and step-down operation of the circuit shown in FIG 1 are well known, so the description thereof is omitted.
  • the step-up switching element 15 includes a sensing emitter.
  • the sensing emitter is connected to the common negative electrode line (that is, ground G) via the shunt resistor 13.
  • the voltage sensor 21 is connected to both sides of the shunt resistor 13.
  • the voltage sensor 21 , the shunt resistor 13 and the sensing emitter constitute a current sensor, and measures a current flowing between the collector and emitter of the step-up switching element 15. A measured value of the voltage sensor 21 is transmitted to a controller 20.
  • the interrupter 18 is a device that physically breaks the high voltage-side conducting path of the step-up switching element 15 with the use of an explosive.
  • the interrupter 18 is controlled by a signal from the controller 20.
  • the controller 20 controls the inverters 41 , 42, the switching elements of the voltage converter 10 and the system main relay 4.
  • the hybrid vehicle 2 normally implements various processes by cooperation of a large number of controllers; however, in the present embodiment, for the sake of convenience, it is assumed that the single controller 20 implements all the processes.
  • the voltage converter 10 steps up the output voltage of the battery 3, and then supplies the stepped-up voltage to the inverters 41 , 42.
  • the inverters 41 , 42 each generate alternating-current power based on a vehicle speed and an accelerator operation amount and supply the alternating-current power to a corresponding one of the motors 44, 45.
  • the step-up switching element 15 repeatedly turns on and off in response to an appropriate PWM signal. If the step-up switching element 15 has a short-circuit fault from any cause, the positive electrode and negative electrode of the battery 3 are short-circuited as is apparent from FIG. 1.
  • the controller 20 constantly monitors the current sensor (which is formed of the sensing emitter, the shunt resistor 13 and the voltage sensor 21 ), and determines that the step-up switching element 15 has a short-circuit fault when a current larger than or equal to a predetermined value is flowing through the sensing emitter even at the timing when the step-up switching element 15 turns off.
  • the controller 20 determines that the step-up switching element 15 has a short-circuit fault, the controller 20 activates the interrupter 18. That is, the step-up switching element 15 is isolated from the circuit of the voltage converter 10.
  • the voltage converter 10 serves as a conducting path that merely connects the battery 3 to the inverters 41, 42.
  • the inverters 41 , 42 are normally driven on electric power of a stepped-up voltage VH. However, after the step-up switching element 15 has been isolated, only electric power of the battery voltage VL is supplied to the inverters 41 , 42.
  • the battery voltage VL is 300 volts
  • the stepped-up voltage VH is 600 volts.
  • the controller 20 normally determines target outputs of the motors 44, 45 (and engine 43) on the basis of a vehicle speed and an accelerator operation amount, and generates PWM signals such that the target outputs are obtained.
  • the PWM signals are command values to the voltage converter 10 and the inverters 41 , 42.
  • the controller 20 limits the maximum target outputs of the motors 44, 45. In other words, after the step-up switching element 15 has been isolated, the controller 20 limits the upper limit values of the outputs of the motors 44, 45 to values lower than those before the switching element is isolated. Specifically, the speed or acceleration of the vehicle is limited. By limiting the upper limit values of the target outputs of the motors 44, 45, the vehicle is able to continue travelling without stepping up the battery voltage VL.
  • the hybrid vehicle 2 includes the fuse 5 that protects the battery 3 from overcurrent. Therefore, if the step-up switching element 15 has a short-circuit fault and the battery 3 enters a short-circuit state, overcurrent flows, and the fuse 5 eventually melts. However, if a short circuit of the step-up switching element 15 has been detected, the controller 20 immediately activates the interrupter 18. Therefore, it is possible to isolate the step-up switching element 15 having a short-circuit fault before the fuse 5 melts, so it is possible to cancel the short-circuit state of the battery 3.
  • the hybrid vehicle 2 includes the voltage converter 10 that steps up the voltage of the battery 3 and then supplies the stepped-up voltage to the inverters 41 , 42. If a short-circuit fault of the step-up switching element 15 arranged between the positive electrode line P and the negative electrode line N has been detected in the voltage converter 10, the step-up switching element 15 is immediately isolated from the circuit of the voltage converter 10. With such configurations and processes, it is possible to cancel the short-circuit state of the battery 3 and to continue travelling. After the step-up switching element 15 has been isolated from the circuit, the hybrid vehicle 2 limits the upper limit values of the target outputs of the motors 44, 45. Thus, the vehicle is able to continue travelling on the non-stepped-up output voltage of the battery.
  • the hybrid vehicle 2 includes the fuse 5 that protects the battery 3 from a short circuit. If the short-circuit fault of the step-up switching element 15 continues for a while, the fuse 5 melts. However, the hybrid vehicle 2 includes the high-response explosive intemipter 18 in order to isolate the step-up switching element 15. The controller 20 constantly monitors the step-up switching element 15, and immediately activates the interrupter 18 if a short-circuit fault has been detected. Therefore, it is possible to isolate the step-up switching element 15 before the fuse 5 melts.
  • the interrupter 18 is desirably a device that physically breaks the conducting path; however, the interrupter 18 is not limited to a device that interrupts the conducting path with the use of an explosive. For example, a mechanical relay or a solenoid may be employed as the interrupter.
  • the interrupter 18 is desirably a device that physically breaks the conducting path; however, a semiconductor switch is also able to implement the technical idea described in the specification.
  • a sensor that detects a short-circuit fault of the step-up switching element 15 is formed of the sensing emitter of the step-up switching element, the shunt resistor 13 and the voltage sensor 21.
  • the sensor that detects a short-circuit fault may be a simple current sensor.
  • the current sensor may be, for example, configured to measure a current flowing through the reactor 12.
  • the controller 20 determines that the step-up switching element 15 has a short-circuit fault when a current larger than or equal to a predetermined value flows through the reactor 12 while the step-up switching element 15 is in an off state.
  • the electric vehicle according to the embodiment is the hybrid vehicle 2 that includes the engine 43 and the two motors 44, 45 for travelling.
  • the technique described in the specification may be suitably applied to a so-called pure EV that includes no engine or may be applied to a fuel cell vehicle.
  • the voltage converter 10 has both the step-up function and the step-down function.
  • the technique described in the specification may also be applied to a step-up only voltage converter that has no step-down function.
  • the configuration of the voltage converter having both the step-up and step-down functions may be described as follows.
  • the voltage converter includes two switching elements, two diodes, a reactor and an interrupter.
  • the two switching elements are connected in series with each other between a high voltage-side positive electrode of the voltage converter and a negative electrode of the voltage converter.
  • the low voltage-side switching element functions as a step-up switching element, and the high voltage-side switching element functions as a step-down switching element.
  • the two diodes are respectively connected in antiparallel with the switching elements.
  • One end of the reactor is connected to a low voltage-side positive electrode of the voltage converter, and the other end of the reactor is connected to a midpoint of the switching elements connected in series with each other. If the interrupter has detected a short-circuit fault of the step-up switching element, the interrupter isolates the step-up switching element from the circuit of the voltage converter.

Abstract

A step-up voltage converter of an electric vehicle includes a reactor having one end connected to a low voltage-side positive electrode terminal of the voltage converter and the other end connected to a high voltage-side positive electrode terminal, and a step-up switching element connected between a high voltage side of the reactor and a common negative electrode line connecting low-voltage side and high voltage-side negative electrode terminals of the voltage converter. The electric vehicle includes an interrupter isolating the step-up switching element from a circuit of the voltage converter when the step-up switching element has a short-circuit fault. Once the interrupter is activated, a short circuit between the positive and negative electrode terminals of the voltage converter is cancelled, and the voltage converter serves as a mere conducting path that directly couples the low voltage-side terminals to the high voltage-side terminals, so the vehicle is able to continue travelling.

Description

ELECTRIC VEHICLE
BACKGROUND OF THE INVENTION
1. Field of the Invention
[0001 J The invention relates to an electric vehicle. The "electric vehicle" in the specification includes a hybrid vehicle, which includes both a motor and an engine, and a fuel cell vehicle.
2. Description of Related Art
[0002J An electric vehicle includes a high capacity and high power battery for driving a drive motor. Various techniques for protecting the battery when there occurs inconvenience in an electrical system have been suggested. In the following description, the battery that stores electric power to be supplied to the drive motor is referred to as "battery".
[00031 An electric vehicle described in Japanese Patent Application Publication No. 2007-068336 (JP 2007-068336 A) includes a fuse for interrupting a battery. The fuse can be welded at the time when the fuse should be disconnected. With a technique described in Japanese Patent Application Publication No. 2007-068336 (JP 2007-068336 A), in such a case, one of switching elements of a voltage converter connected to the battery is short-circuited to place the battery in a short-circuit state, and the fuse is forcibly interrupted by intentionally supplying excessive current to the fuse.
10004] Japanese Patent Application Publication No. 2010-226869 (JP 2010-226869 A) describes a technique relating to an electric vehicle that includes two sets of battery, voltage converter, inverter and motor. The voltage converters are provided in order to step up the output voltage of the battery to a motor driving voltage. The two voltage converters are connected in parallel with each other at a high voltage side. Therefore, if one of switching elements of one of the voltage converters has a short-circuit fault, short-circuit current may flow from one of the batteries to the other one of the batteries. With the technique described in JP 2010-226869, in preparation for such a case, if a short-circuit fault of one of the voltage converters has been detected, the batteries are isolated from the faulty voltage converter.
(0005] Japanese Patent Application Publication No. 07-59202 (JP 07-59202 A) describes an electric vehicle that includes an interrupter that interrupts a battery from an electrical circuit in the event of a collision. An interrupter described in JP 07-59202 A physically breaks an electrically conducting path with the use of an explosive.
[0006] In the case of an electric vehicle, if a battery is isolated from an electrical circuit, the electric vehicle is not able to travel. Therefore, even when there occurs some inconvenience in an electrical system, but when it is allowed not to isolate the battery, it is desirable to cope with the inconvenience without isolating the battery. The electric vehicle described in JP 2010-226869 A includes the two sets of battery, voltage converter, inverter and motor, so, even when one of the sets malfunctions and becomes unusable, the electric vehicle is able to continue travelling using the other one of the sets.
[00071 In addition, Japanese Patent Application Publication No. 2009-100507 (JP 2009-100507 A) describes an electric vehicle that, when an abnormality of a voltage converter that steps up the output voltage of a battery has been detected, stops the voltage converter, and that continues travelling by driving a motor using a non-stepped-up battery output. However, when a regenerative current that exceeds an allowable value flows to the battery, the battery is isolated from a circuit.
[0008] As described in JP 2010-226869 A and JP 2009-100507 A, there is an electric vehicle on which a voltage converter that steps up the output voltage of a battery is mounted and that drives a motor at a voltage higher than the battery output voltage. Most of step-up voltage converters include a switching element between a positive electrode line and a negative electrode line that are respectively connected to low voltage-side (battery-side) positive electrode terminal and negative electrode terminal. If the switching element has a short-circuit fault, the battery enters a short-circuit state and overcurrent may flow through the battery. The short-circuit state is not cancelled only by stopping the voltage converter, so the technique described in JP 2009-100507 A cannot be used. In addition, in an electric vehicle that includes only one set of battery and voltage converter, the technique described in JP 2010-226869 A also cannot be used. SUMMARY OF THE INVENTION
[0009) The invention provides an electric vehicle that is able to protect a battery and continue travelling when a switching element of a step-up converter has a short-circuit fault.
[0010] An electric vehicle that drives a motor at a voltage higher than an output voltage of a battery includes a voltage converter configured to step up the voltage of the battery and supply the stepped-up voltage to an inverter. A general step-up voltage converter includes; as main components, a reactor of which one end is connected to a low voltage-side positive electrode terminal of the voltage converter and the other end is connected to a high voltage-side positive electrode terminal of the voltage converter, and a step-up switching element connected between a high voltage side of the reactor and a common negative electrode line that connects a low voltage-side negative electrode terminal of the voltage converter to a high voltage-side negative electrode terminal of the voltage converter. Thus, if the step-up switching element has a short-circuit fault, the positive electrode terminal and negative electrode terminal of the voltage converter are short-circuited, and, as a result, the battery is short-circuited. An electric vehicle according to a first aspect of the invention includes an interrupter configured to isolate the step-up switching element from a circuit of the voltage converter when the step-up switching element has a short-circuit fault. A controller detects a short-circuit fault, and the controller activates the interrupter. Once the interrupter is activated, a short circuit between the positive electrode terminal and negative electrode terminal of the voltage converter is cancelled, and the voltage converter serves as a mere conducting path that directly couples the low voltage-side terminals to the high voltage-side terminals. Therefore, it is possible to supply electric power to the inverter without causing short-circuit current to flow through the battery. [0011 ) A voltage stepped up from the output voltage of the battery is normally supplied to the inverter, and the vehicle is able to travel if the output of the motor is limited even at a non-stepped-up voltage. Therefore, the controller of the electric vehicle is configured to, when the controller drives the motor in a state where the step-up switching element is isolated by the interrupter, limit an output upper limit of the motor to a value smaller than that before the step-up switching element is isolated. Here, the output upper limit before the step-up switching element is isolated means an output upper limit at the time when there is no inconvenience.
[0012] Incidentally, as described above, most of electric vehicles include a fuse for isolating the battery from the circuit (that is, the voltage converter). In such a case, it is better for the interrupter to isolate the step-up switching element prior to a break of the fuse. For this purpose, a high-response interrupter is desirable. The high-response interrupter that is able to reliably isolate the step-up switching element is desirably of a type that isolates the step-up switching element with the use of an explosive.
[0013] The voltage converter of the above-described electric vehicle is a device that steps up the voltage of the battery and then supplies the stepped-up voltage to the inverter. In most of electric vehicles, the motor is rotated by deceleration energy of the vehicle, and the battery is charged with electric power generated by the motor. In such case, direct-current power that is output from the inverter needs to be stepped down to a voltage suitable for charging the battery. Thus, the above-described voltage converter may have the function of stepping up direct-current power of the battery and then supplying the stepped-up direct-current power to the inverter and the function of stepping down direct-current power, converted by the inverter from alternating-current power, and then supplying the direct-current power to the battery.
[0014] The details of the technique described in the specification and further improvements will be described in the following "DETAILED DESCRIPTION OF EMBODIMENTS".
BRIEF DESCRIPTION OF THE DRAWINGS [0015] Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:
FIG 1 is a block diagram of an electrical system and drive system of an electric vehicle according to an embodiment.
DETAILED DESCRIPTION OF EMBODIMENTS
[0016 J An electric vehicle according to an embodiment will be described with reference to the accompanying drawing. The electric vehicle according to the embodiment is a hybrid vehicle that includes a single engine and two motors for travelling. FIG. 1 shows a block diagram of an electrical system and drive system of the hybrid vehicle 2.
[0017] First, the drive system will be described. The output shafts of the two motors 44, 45 and the output shaft of the engine 43 are coupled to a power distribution mechanism 46. The power distribution mechanism 46 is a planetary gear unit in which the output shaft of the first motor 44 is coupled to a sun gear, the output shaft of the engine 43 is coupled to a planetary carrier and the second motor 45 is coupled to a ring gear. In addition, the ring gear is also coupled to an axle 47. The axle 47 operates in synchronization with wheels 49 via a differential gear 48. By appropriately adjusting the output of the engine 43 and the outputs of the two motors 44, 45, the power distribution mechanism 46 combines the outputs of the engine 43 and two motors 44, 45 and then outputs the resultant output to the axle 47 or distributes the output of the engine 43 to the first motor 44 and the axle 47. In the latter case, the first motor 44 generates electric power using the driving force of the engine 43. In addition, the hybrid vehicle 2 generates electric power by rotating the two motors 44, 45 using deceleration energy of the vehicle. Generation of electric power using deceleration energy of the vehicle is generally called "regeneration". The hybrid vehicle 2 charges a battery 3 with electric power obtained through regeneration.
[0018] Next, the electrical system will be described. The battery 3 is connected to a voltage converter 10 via a system main relay 4 and a fuse 5. The voltage converter 10 has a step-up function of stepping up a voltage VL of the battery 3 and then supplying the stepped-up voltage to two inverters 41 , 42 and a step-down function of stepping down the voltage of direct-current power, converted by the inverter 41 (42) from alternating-current power obtained through regeneration, to a voltage suitable for charging the battery 3. Battery-side terminals 10a, 10b of the voltage converter 10 function as low voltage-side terminals, and terminals 10c, lOd connected to the inverters 41 , 42 function as high voltage-side terminals. The terminals 10a, 10c are positive electrodes, and the terminals 10b, lOd are negative electrodes. A conducting path at the side of the positive electrode terminals 10a, 10c is referred to as positive electrode line P, and a conducting path at the side of the negative electrode terminals 1 0b, l Od is referred to as common negative electrode line N. The common negative electrode line N is connected to a ground G of the system.
[0019] The two inverters 41 , 42 are connected in parallel with the high voltage-side terminals 10c, l Od. The two inverters 41 , 42 each convert stepped-up direct-current power to alternating-current power having a frequency suitable for motor drive and then supply the alternating-current power to a corresponding one of the motors 44, 45. The amplitude and frequency of the alternating-current power depend on the rotation speed of the corresponding motor and the operation amount of an accelerator pedal (not shown). The accelerator operation amount corresponds to the magnitude of output that is required for the motor (that is, the amplitude of alternating-current power that should be output from the inverter), and the rotation speed of the motor corresponds to the frequency of alternating-current power that should be output from the inverter.
[0020} A capacitor 6 and a capacitor 7 are respectively connected to the low voltage side and high voltage side of the voltage converter 10. The capacitors 6, 7 are provided for the purpose of smoothing flowing current.
[0021] The system main relay 4 and the fuse 5 are inserted between the battery 3 and the voltage converter 10. The system main relay 4 turns on or off in synchronization with a main switch (so-called ignition switch) of the hybrid vehicle 2. The fuse 5 is inserted in order to protect the battery 3 from overcurrent. The fuse 5 breaks (melts) if a predetermined overcurrent flows through the positive electrode line P,
[0022] The circuit configuration of the voltage converter 10 will be described. The voltage converter 10 is formed of two switching elements 14, 15, diodes 16, 17 and a reactor 12. The switching elements 14, 15 are connected in series with each other. The diodes 16, 17 are respectively connected in antiparallel with the switching elements. The switching elements 14, 15 are transistors, and typically IGBTs. The above-described components implement the step-up function and the step-down function. The voltage converter 10 further includes an interrupter 18, a resistor 13 (shunt resistor) and a voltage sensor 21.
(0023] Among the components of the voltage converter 10, the reactor 12, the step-up switching element (step-up switching element 15) and the diode 16 implement the step-up function. One end of the reactor 12 is connected to the low voltage-side positive electrode terminal 10a of the voltage converter 10, and the other end of the reactor 12 is connected to the high voltage-side positive electrode terminal 10c (via the diode 16 (described later)). In the case of step-up operation, current flows from the low voltage side to the high voltage side. Therefore, during step-up operation, the high voltage side of the reactor 12 and the positive electrode terminal 10c are substantially directly coupled to each other.
|0024] The step-up switching element 15 is connected between the high voltage side of the reactor 12 and the common negative electrode line N that connects the low voltage-side negative electrode terminal 10b and high voltage-side negative electrode terminal lOd of the voltage converter 10. The diode 16 is connected between the high voltage side of the reactor 12 and the high voltage-side positive electrode terminal 10c of the voltage converter 10, and prevents backflow of current. During step-up operation, the step-down switching element 14 is constantly in an off state.
[0025] Among the components of the voltage converter 10, the reactor 12, the step-down switching element (step-down switching element 14) and the diode 17 implement the step-down function. One end of the reactor 12 is connected to the low voltage-side positive electrode terminal 10a of the voltage converter 10, and the other end of the reactor 12 is connected to the high voltage-side positive electrode terminal 10c via the step-down switching element 14. The diode 17 is connected between the high voltage side of the reactor 12 and the common negative electrode line N that connects the low voltage-side negative electrode terminal 10b and high voltage-side negative electrode terminal lOd of the voltage converter 10. The diode 17 is provided in order to prevent backflow of current. During step-down operation, the step-up switching element 15 is constantly in an off state. The step-up operation and step-down operation of the circuit shown in FIG 1 are well known, so the description thereof is omitted.
[0026] The step-up switching element 15 includes a sensing emitter. The sensing emitter is connected to the common negative electrode line (that is, ground G) via the shunt resistor 13. The voltage sensor 21 is connected to both sides of the shunt resistor 13. The voltage sensor 21 , the shunt resistor 13 and the sensing emitter constitute a current sensor, and measures a current flowing between the collector and emitter of the step-up switching element 15. A measured value of the voltage sensor 21 is transmitted to a controller 20.
[0027] The interrupter 18 is a device that physically breaks the high voltage-side conducting path of the step-up switching element 15 with the use of an explosive. The interrupter 18 is controlled by a signal from the controller 20. In the block diagram of FIG 1 , the controller 20 controls the inverters 41 , 42, the switching elements of the voltage converter 10 and the system main relay 4. The hybrid vehicle 2 normally implements various processes by cooperation of a large number of controllers; however, in the present embodiment, for the sake of convenience, it is assumed that the single controller 20 implements all the processes.
[0028] The operation of the electrical system will be described. During normal travelling, the voltage converter 10 steps up the output voltage of the battery 3, and then supplies the stepped-up voltage to the inverters 41 , 42. The inverters 41 , 42 each generate alternating-current power based on a vehicle speed and an accelerator operation amount and supply the alternating-current power to a corresponding one of the motors 44, 45. In the voltage converter 10, during step-up operation, the step-up switching element 15 repeatedly turns on and off in response to an appropriate PWM signal. If the step-up switching element 15 has a short-circuit fault from any cause, the positive electrode and negative electrode of the battery 3 are short-circuited as is apparent from FIG. 1.
[0029J The controller 20 constantly monitors the current sensor (which is formed of the sensing emitter, the shunt resistor 13 and the voltage sensor 21 ), and determines that the step-up switching element 15 has a short-circuit fault when a current larger than or equal to a predetermined value is flowing through the sensing emitter even at the timing when the step-up switching element 15 turns off. When the controller 20 determines that the step-up switching element 15 has a short-circuit fault, the controller 20 activates the interrupter 18. That is, the step-up switching element 15 is isolated from the circuit of the voltage converter 10. As a result, the voltage converter 10 serves as a conducting path that merely connects the battery 3 to the inverters 41, 42. The inverters 41 , 42 are normally driven on electric power of a stepped-up voltage VH. However, after the step-up switching element 15 has been isolated, only electric power of the battery voltage VL is supplied to the inverters 41 , 42. For example, the battery voltage VL is 300 volts, and the stepped-up voltage VH is 600 volts.
[0030] The controller 20 normally determines target outputs of the motors 44, 45 (and engine 43) on the basis of a vehicle speed and an accelerator operation amount, and generates PWM signals such that the target outputs are obtained. The PWM signals are command values to the voltage converter 10 and the inverters 41 , 42. After the interrupter 18 has been activated and the step-up switching element 15 has been isolated, the controller 20 limits the maximum target outputs of the motors 44, 45. In other words, after the step-up switching element 15 has been isolated, the controller 20 limits the upper limit values of the outputs of the motors 44, 45 to values lower than those before the switching element is isolated. Specifically, the speed or acceleration of the vehicle is limited. By limiting the upper limit values of the target outputs of the motors 44, 45, the vehicle is able to continue travelling without stepping up the battery voltage VL.
[0031] The hybrid vehicle 2 includes the fuse 5 that protects the battery 3 from overcurrent. Therefore, if the step-up switching element 15 has a short-circuit fault and the battery 3 enters a short-circuit state, overcurrent flows, and the fuse 5 eventually melts. However, if a short circuit of the step-up switching element 15 has been detected, the controller 20 immediately activates the interrupter 18. Therefore, it is possible to isolate the step-up switching element 15 having a short-circuit fault before the fuse 5 melts, so it is possible to cancel the short-circuit state of the battery 3.
[0032J The advantages of the hybrid vehicle 2 described in the embodiment will be described again. The hybrid vehicle 2 according to the embodiment includes the voltage converter 10 that steps up the voltage of the battery 3 and then supplies the stepped-up voltage to the inverters 41 , 42. If a short-circuit fault of the step-up switching element 15 arranged between the positive electrode line P and the negative electrode line N has been detected in the voltage converter 10, the step-up switching element 15 is immediately isolated from the circuit of the voltage converter 10. With such configurations and processes, it is possible to cancel the short-circuit state of the battery 3 and to continue travelling. After the step-up switching element 15 has been isolated from the circuit, the hybrid vehicle 2 limits the upper limit values of the target outputs of the motors 44, 45. Thus, the vehicle is able to continue travelling on the non-stepped-up output voltage of the battery.
[0033] The hybrid vehicle 2 includes the fuse 5 that protects the battery 3 from a short circuit. If the short-circuit fault of the step-up switching element 15 continues for a while, the fuse 5 melts. However, the hybrid vehicle 2 includes the high-response explosive intemipter 18 in order to isolate the step-up switching element 15. The controller 20 constantly monitors the step-up switching element 15, and immediately activates the interrupter 18 if a short-circuit fault has been detected. Therefore, it is possible to isolate the step-up switching element 15 before the fuse 5 melts.
[0034] Points to be noted regarding the technique described in the embodiment will be described. The interrupter 18 is desirably a device that physically breaks the conducting path; however, the interrupter 18 is not limited to a device that interrupts the conducting path with the use of an explosive. For example, a mechanical relay or a solenoid may be employed as the interrupter. The interrupter 18 is desirably a device that physically breaks the conducting path; however, a semiconductor switch is also able to implement the technical idea described in the specification.
(0035] In the embodiment, a sensor that detects a short-circuit fault of the step-up switching element 15 is formed of the sensing emitter of the step-up switching element, the shunt resistor 13 and the voltage sensor 21. The sensor that detects a short-circuit fault may be a simple current sensor. The current sensor may be, for example, configured to measure a current flowing through the reactor 12. The controller 20 determines that the step-up switching element 15 has a short-circuit fault when a current larger than or equal to a predetermined value flows through the reactor 12 while the step-up switching element 15 is in an off state.
[0036] The electric vehicle according to the embodiment is the hybrid vehicle 2 that includes the engine 43 and the two motors 44, 45 for travelling. The technique described in the specification may be suitably applied to a so-called pure EV that includes no engine or may be applied to a fuel cell vehicle.
J0037] The voltage converter 10 according to the embodiment has both the step-up function and the step-down function. The technique described in the specification may also be applied to a step-up only voltage converter that has no step-down function. The configuration of the voltage converter having both the step-up and step-down functions may be described as follows. The voltage converter includes two switching elements, two diodes, a reactor and an interrupter. The two switching elements are connected in series with each other between a high voltage-side positive electrode of the voltage converter and a negative electrode of the voltage converter. The low voltage-side switching element functions as a step-up switching element, and the high voltage-side switching element functions as a step-down switching element. The two diodes are respectively connected in antiparallel with the switching elements. One end of the reactor is connected to a low voltage-side positive electrode of the voltage converter, and the other end of the reactor is connected to a midpoint of the switching elements connected in series with each other. If the interrupter has detected a short-circuit fault of the step-up switching element, the interrupter isolates the step-up switching element from the circuit of the voltage converter.
[0038] The example embodiment of the invention is described in detail above. However, these are only illustrative and do not limit the appended claims. The technique described in the appended claims includes various modifications and replacements of the embodiment illustrated above. Technical elements described in the specification or the drawing exhibit the technical utility solely or in various combinations, and a combination of the technical elements is not limited to combinations described in the claims at the time of filing, In addition, the technique illustrated in the specification or the drawing can achieve multiple purposes at the same time, and provides technical utility only by achieving one of the purposes.

Claims

CLAIMS:
1 . An electric vehicle including a battery, a drive motor, a voltage converter configured to step up an output voltage of the battery and an inverter configured to convert an output of the voltage converter to alternating-current power, the inverter being configured to supply the alternating-current power to the motor, characterized in that: the voltage converter includes:
a reactor of which one end is connected to a low voltage-side positive electrode terminal and the other end is connected to a high voltage-side positive electrode terminal; a step-up switching element connected between a high voltage side of the reactor and a common negative electrode line that connects a low voltage-side negative electrode terminal to a high voltage-side negative electrode terminal; and
an interrupter configured to isolate the step-up switching element from the voltage converter when the step-up switching element has a short-circuit fault.
2. The electric vehicle according to claim 1 , wherein
the motor is driven in a state where the step-up switching element is isolated by the interrupter.
3. The electric vehicle according to claim 2, wherein
when the motor is driven in a state where the step-up switching element is isolated by the interrupter, an upper limit of an output of the motor is limited to a value smaller than that before the step-up switching element is isolated.
4. The electric vehicle according to any one of claims 1 to 3, further comprising: a fuse configured to interrupt the battery from the voltage converter, wherein the interrupter is configured to isolate the step-up switching element with the use of an explosive.
5. An electric vehicle comprising:
a battery;
a drive motor;
a voltage converter including: a reactor of which one end is connected to a low voltage-side positive electrode terminal and the other end is connected to a high voltage-side positive electrode terminal; a step-up switching element connected between a high voltage side of the reactor and a common negative electrode line that connects a low voltage-side negative electrode terminal to a high voltage-side negative electrode terminal; and an interrupter configured to isolate the step-up switching element from a circuit of the voltage converter when the step-up switching element has a short-circuit fault, the voltage converter being configured to step up an output voltage of the battery; and
an inverter configured to convert an output of the voltage converter to alternating-current power and supply the alternating-current power to the motor.
PCT/IB2013/001913 2012-09-07 2013-09-05 Electric vehicle WO2014037787A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012197488A JP2014054102A (en) 2012-09-07 2012-09-07 Electric vehicle
JP2012-197488 2012-09-07

Publications (2)

Publication Number Publication Date
WO2014037787A2 true WO2014037787A2 (en) 2014-03-13
WO2014037787A3 WO2014037787A3 (en) 2014-12-31

Family

ID=49918723

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2013/001913 WO2014037787A2 (en) 2012-09-07 2013-09-05 Electric vehicle

Country Status (2)

Country Link
JP (1) JP2014054102A (en)
WO (1) WO2014037787A2 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107069672A (en) * 2017-04-06 2017-08-18 六安市同心畅能电子科技有限公司 A kind of battery overload short circuit automatic power-off protection circuit
US10023052B2 (en) 2015-08-05 2018-07-17 Toyota Jidosha Kabushiki Kaisha Power supply system
US11075048B2 (en) 2014-05-28 2021-07-27 Eaton Intelligent Power Limited Compact high voltage power fuse and methods of manufacture
US11143718B2 (en) 2018-05-31 2021-10-12 Eaton Intelligent Power Limited Monitoring systems and methods for estimating thermal-mechanical fatigue in an electrical fuse
US11289298B2 (en) 2018-05-31 2022-03-29 Eaton Intelligent Power Limited Monitoring systems and methods for estimating thermal-mechanical fatigue in an electrical fuse

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11075047B2 (en) * 2014-05-28 2021-07-27 Eaton Intelligent Power Limited Compact high voltage power fuse and methods of manufacture
JP6237671B2 (en) * 2015-02-24 2017-11-29 トヨタ自動車株式会社 Power converter
JP6274169B2 (en) * 2015-08-19 2018-02-07 トヨタ自動車株式会社 Motor drive device
US10978267B2 (en) 2016-06-20 2021-04-13 Eaton Intelligent Power Limited High voltage power fuse including fatigue resistant fuse element and methods of making the same
JP6164788B1 (en) * 2016-09-09 2017-07-19 新電元工業株式会社 Vehicle power supply system and control method for vehicle power supply system
JP7093740B2 (en) * 2019-03-26 2022-06-30 本田技研工業株式会社 In-vehicle control device and program

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0759202A (en) 1993-08-12 1995-03-03 Fuji Electric Co Ltd Electric system for electric automobile
JP2007068336A (en) 2005-08-31 2007-03-15 Toyota Motor Corp Electric circuit
JP2009100507A (en) 2007-10-15 2009-05-07 Toyota Motor Corp Load drive device, electric vehicle, method of controlling load drive device, and computer-readable recording medium recording program for causing computer to execute this control method
JP2010226869A (en) 2009-03-24 2010-10-07 Toyota Motor Corp Electric vehicle

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3426508B2 (en) * 1998-06-30 2003-07-14 矢崎総業株式会社 Low melting material fusing device and circuit breaker
KR100476202B1 (en) * 2002-06-25 2005-03-10 현대자동차주식회사 A method for preventing and diagnosing an arm-short of bi-directional dc/dc converter
JP4590960B2 (en) * 2004-07-14 2010-12-01 トヨタ自動車株式会社 Electric motor drive
JP2006280193A (en) * 2005-03-03 2006-10-12 Toyota Motor Corp Malfunction-determining device for drive circuit and drive unit equipped with the same, and method of determining malfunctions in the drive circuit
JP2008068775A (en) * 2006-09-14 2008-03-27 Toyota Motor Corp Power output apparatus, method for controlling the same, and vehicle
JP5071129B2 (en) * 2008-01-31 2012-11-14 日産自動車株式会社 Reactor state detection device for chopper type converter
JP5412839B2 (en) * 2009-01-13 2014-02-12 トヨタ自動車株式会社 Power supply device, control method therefor, and vehicle
EP2428387A4 (en) * 2009-04-23 2017-03-22 Toyota Jidosha Kabushiki Kaisha Power supply system of electric vehicle and control method thereof
JP4835743B2 (en) * 2009-10-07 2011-12-14 株式会社デンソー Control device for power conversion circuit
KR20110045426A (en) * 2009-10-27 2011-05-04 현대자동차주식회사 Emergency operation apparatus and method against fail of DC/DC converter
KR101124973B1 (en) * 2009-12-03 2012-03-27 현대자동차주식회사 Motor control system for hybrid vehicle and method for controlling the same
JP5392191B2 (en) * 2010-06-02 2014-01-22 トヨタ自動車株式会社 Vehicle control apparatus and control method
JP5545103B2 (en) * 2010-08-02 2014-07-09 富士電機株式会社 Electric vehicle drive circuit
JP5472043B2 (en) * 2010-11-04 2014-04-16 株式会社デンソー Driving device for power conversion circuit
US8553376B2 (en) * 2010-12-11 2013-10-08 The Boeing Company Synchronous rectified PWM regulator with auto fault clearing

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0759202A (en) 1993-08-12 1995-03-03 Fuji Electric Co Ltd Electric system for electric automobile
JP2007068336A (en) 2005-08-31 2007-03-15 Toyota Motor Corp Electric circuit
JP2009100507A (en) 2007-10-15 2009-05-07 Toyota Motor Corp Load drive device, electric vehicle, method of controlling load drive device, and computer-readable recording medium recording program for causing computer to execute this control method
JP2010226869A (en) 2009-03-24 2010-10-07 Toyota Motor Corp Electric vehicle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11075048B2 (en) 2014-05-28 2021-07-27 Eaton Intelligent Power Limited Compact high voltage power fuse and methods of manufacture
US10023052B2 (en) 2015-08-05 2018-07-17 Toyota Jidosha Kabushiki Kaisha Power supply system
CN107069672A (en) * 2017-04-06 2017-08-18 六安市同心畅能电子科技有限公司 A kind of battery overload short circuit automatic power-off protection circuit
CN107069672B (en) * 2017-04-06 2019-03-15 六安市同心畅能电子科技有限公司 A kind of battery overload short circuit automatic power-off protection circuit
US11143718B2 (en) 2018-05-31 2021-10-12 Eaton Intelligent Power Limited Monitoring systems and methods for estimating thermal-mechanical fatigue in an electrical fuse
US11289298B2 (en) 2018-05-31 2022-03-29 Eaton Intelligent Power Limited Monitoring systems and methods for estimating thermal-mechanical fatigue in an electrical fuse

Also Published As

Publication number Publication date
JP2014054102A (en) 2014-03-20
WO2014037787A3 (en) 2014-12-31

Similar Documents

Publication Publication Date Title
WO2014037787A2 (en) Electric vehicle
US7898103B2 (en) Power supply apparatus for vehicle and vehicle incorporating the same
US10442309B2 (en) Apparatus and method for an electric power supply with changeable electric connectivity between battery modules
JP4701821B2 (en) Load driving device and vehicle equipped with the same
CN102326327B (en) Power converter
US20100244558A1 (en) Power supply apparatus for vehicle
JP4519728B2 (en) Control device for electric vehicle
US9873339B2 (en) Vehicle, power source system, and control method of power source system
JP5292186B2 (en) Electric vehicle power supply system
WO2013140605A1 (en) Storage battery control device and electricity storage device
US11077761B2 (en) Power supply system for vehicle
JP2011130551A (en) Power supply device and vehicle with the same
WO2011148926A1 (en) Power supply device
JP5860886B2 (en) Battery control device, power storage device, and vehicle
JP5227230B2 (en) Electric vehicle
JP5510283B2 (en) Power storage unit protection system for vehicles
JP2014166033A (en) Power unit
JP2013195183A (en) Fault monitoring system of power supply device, vehicle mounted with fault monitoring system, and fault monitoring method of power supply device
US20230086550A1 (en) Power supply system
JP2015168293A (en) Vehicle power supply system
US10099680B2 (en) Hybrid vehicle
JP2011041386A (en) Vehicle and control method for vehicle
US20160288649A1 (en) Vehicle and charging and discharging system using vehicle
CN103097170A (en) Load driving device, vehicle equipped with load driving device, and method of controlling load driving device
JP2014087156A (en) Vehicle, electrical power system and control method of electrical power system

Legal Events

Date Code Title Description
122 Ep: pct application non-entry in european phase

Ref document number: 13817953

Country of ref document: EP

Kind code of ref document: A2