WO2014064794A1 - 電動車両 - Google Patents
電動車両 Download PDFInfo
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- WO2014064794A1 WO2014064794A1 PCT/JP2012/077562 JP2012077562W WO2014064794A1 WO 2014064794 A1 WO2014064794 A1 WO 2014064794A1 JP 2012077562 W JP2012077562 W JP 2012077562W WO 2014064794 A1 WO2014064794 A1 WO 2014064794A1
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- WIPO (PCT)
- Prior art keywords
- power
- storage device
- electric
- ehc
- charger
- Prior art date
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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
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- 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
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- Y02T90/12—Electric charging stations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Definitions
- the present invention relates to an electric vehicle equipped with an internal combustion engine and a motor for driving the vehicle, and in particular, an electrically heated catalyst device (hereinafter also referred to as “EHC: Electrical Heated Catalyst”) is provided in the exhaust passage of the internal combustion engine, and
- EHC Electrical Heated Catalyst
- the present invention relates to an electric vehicle capable of charging an in-vehicle power storage device from a power source outside the vehicle.
- Patent Document 1 discloses an EHC in a hybrid vehicle that is a typical example of an electric vehicle that can be charged from a power source outside the vehicle (hereinafter also referred to as “external power source”).
- EHC raises the catalyst temperature by generating heat when energized during operation.
- the charging of the in-vehicle power storage device by the external power source is also simply referred to as “external charging”.
- Patent Document 1 discloses a configuration of an electric system for energizing an EHC using a charger for external charging. Specifically, a configuration in which an EHC is connected in parallel to a primary winding or a secondary winding of a transformer in a charger configured with an insulated power converter including a transformer is disclosed. As a result, the EHC can be operated by the AC voltage generated in the transformer winding.
- the EHC is energized by an insulated power source incorporating a transformer or the like.
- Patent Document 1 it is possible to supply power to the EHC during both external charging and traveling by sharing the voltage conversion unit of the external charging charger configured in an insulating type.
- Patent Document 1 since a high-frequency AC voltage is applied to the EHC, it is basically difficult to control the energization power of the EHC configured by a resistor. In particular, during external charging, there is a concern that it is difficult to control the energized power of the EHC while being compatible with the control of the charging power of the power storage device.
- the present invention has been made to solve such a problem, and an object of the present invention is to provide an externally chargeable electric vehicle equipped with an EHC by using an insulated charger for external charging. Power is supplied to the EHC so that the energized power can be easily controlled.
- an electric vehicle equipped with an internal combustion engine and an electric motor for traveling the vehicle, an electric storage device that stores electric power supplied to the electric motor, and electric power supplied from a power source (external power source) outside the vehicle.
- the power receiving unit includes a power receiving unit, a charger for performing AC / DC power conversion for converting power received by the power receiving unit into charging power for the power storage device, and an electrically heated catalyst device.
- the charger has an insulation mechanism configured to transmit electrical energy after electrically insulating a primary side electrically connected to the power receiving unit and a secondary side electrically connected to the power storage device.
- AC / DC power conversion is executed by a power conversion path that passes through.
- the charger has first and second power lines that output a DC voltage between the lines.
- the first and second power lines are electrically connected to the primary side of the insulation mechanism in the middle of the power conversion path.
- the electrically heated catalyst device is electrically connected to the first and second power lines, and is configured to electrically heat a catalyst that purifies exhaust gas discharged from the internal combustion engine.
- the charger is configured to be able to convert the power from the power storage device into a DC voltage that is output to the first and second power lines by partial reverse conversion of AC / DC power conversion.
- the charger controls the electric power supplied to the electrically heated catalyst device by controlling the DC voltage between the first and second power lines when the electrically heated catalyst device is operated when the power storage device is charged by the power source.
- the charging power of the power storage device is controlled by controlling DC power conversion between the first and second power lines and the power storage device.
- the charger performs reverse conversion when the electric heating type catalyst device is operated when no power is supplied from the power source, and converts the electric power from the power storage device into a DC voltage to convert the first and second Output to the power line.
- an electric vehicle including an internal combustion engine and a motor for driving the vehicle, the power storage device storing electric power supplied to the electric motor, and a power source (external power source) outside the vehicle.
- a power receiving unit that receives power, a charger for converting the power received by the power receiving unit into charging power for the power storage device when power is supplied from an external power source, and an electrically heated catalyst device.
- the charger has first and second power conversion units.
- the first power conversion unit is configured to convert AC power received by the power receiving unit into DC power and output the DC power between the first and second power lines.
- the second power conversion unit transmits electrical energy after electrically insulating the primary side electrically connected to the first and second power lines and the secondary side electrically connected to the power storage device.
- Bidirectional power conversion is performed between the power storage device and the first and second power lines by the power conversion path that passes through the insulating mechanism configured to do so.
- the electrically heated catalyst device is electrically connected to the first and second power lines, and is configured to electrically heat a catalyst that purifies exhaust gas discharged from the internal combustion engine.
- the battery charger operates the electrically heated catalyst device by controlling the DC voltage between the first and second power lines by the first power converter when the electrically heated catalyst device is operated when the power storage device is charged by the power source.
- the power supplied to the device is controlled, and the charging power of the power storage device is controlled by the second power conversion unit.
- the electric vehicle includes a first shut-off mechanism disposed between the first power line and the electrically heated catalyst device, and a first interrupt mechanism disposed between the second power line and the electrically heated catalyst device. And 2 shut-off mechanisms.
- an electrically chargeable vehicle equipped with an EHC it is possible to supply power to the EHC so that the energized power of the EHC can be easily controlled using an insulated charger for external charging.
- FIG. 1 is an overall block diagram of a hybrid vehicle shown as a representative example of an externally chargeable electric vehicle according to an embodiment of the present invention. It is an alignment chart of a power split device. It is a circuit diagram which shows the structural example of the charger shown in FIG. 4 is a flowchart for explaining energization control of EHC in the circuit of FIG. 3.
- FIG. 1 is an overall block diagram of a hybrid vehicle shown as a representative example of an externally chargeable electric vehicle according to an embodiment of the present invention.
- hybrid vehicle 1 includes an engine 10, a first MG (Motor Generator) 20, a second MG 30, a power split device 40, a speed reducer 50, a motor drive device 60, and a power storage device 70. And driving wheels 80.
- the hybrid vehicle 1 further includes an exhaust passage 130, an EHC 140, and an ECU (Electronic Control Unit) 150.
- Engine 10, first MG 20 and second MG 30 are connected to power split device 40.
- Hybrid vehicle 1 travels by driving force output from at least one of engine 10 and second MG 30.
- the power generated by the engine 10 is divided into two paths by the power split device 40. That is, one is a path that is transmitted to the drive wheels 80 via the speed reducer 50, and the other is a path that is transmitted to the first MG 20.
- the engine 10 is configured to output vehicle driving force by energy obtained by fuel combustion.
- the EHC 140 is provided in the exhaust passage 130 of the engine 10 and is configured to electrically heat a catalyst that purifies the exhaust gas discharged from the engine 10. During operation, the EHC 140 raises the catalyst temperature by heat generated by energization.
- Various known EHCs can be applied to the EHC 140.
- 1st MG20 and 2nd MG30 are AC motors, for example, are constituted by a three-phase AC synchronous motor.
- Motor drive device 60 controls outputs (rotation speed and / or torque) of first MG 20 and second MG 30 by performing bidirectional power conversion between power storage device 70 and first MG 20 and second MG 30.
- the first MG 20 generates power using the power of the engine 10 divided by the power split device 40.
- the electric power generated by first MG 20 is converted from alternating current to direct current by motor drive device 60 and stored in power storage device 70.
- Second MG 30 generates driving force using at least one of the electric power stored in power storage device 70 and the electric power generated by first MG 20. Then, the driving force of the second MG 30 is transmitted to the driving wheels 80 via the speed reducer 50.
- the driving wheel 80 is shown as a front wheel, but the rear wheel may be driven by the second MG 30 instead of or together with the front wheel.
- the second MG 30 When the vehicle is braked, the second MG 30 is driven by the drive wheels 80 via the speed reducer 50, and the second MG 30 operates as a generator. Thereby, 2nd MG30 functions also as a regenerative brake which converts kinetic energy of vehicles into electric power.
- the electric power generated by second MG 30 is stored in power storage device 70.
- the power split device 40 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear.
- the pinion gear engages with the sun gear and the ring gear.
- the carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 10.
- the sun gear is connected to the rotation shaft of the first MG 20.
- the ring gear is connected to the rotation shaft of second MG 30 and speed reducer 50.
- the engine 10, the first MG 20 and the second MG 30 are connected via a power split device 40 composed of planetary gears, so that the rotational speeds of the engine 10, the first MG 20 and the second MG 30 are the same as shown in FIG. In the diagram, the relationship is a straight line.
- motor drive device 60 receives electric power from power storage device 70 and drives first MG 20 and second MG 30 based on a control signal from ECU 150. Further, motor drive device 60 converts AC power generated by first MG 20 and / or second MG 30 into DC power based on a control signal from ECU 150 and outputs the DC power to power storage device 70.
- the power storage device 70 is a rechargeable DC power source, and is composed of, for example, a secondary battery such as nickel metal hydride or lithium ion.
- the voltage of power storage device 70 is, for example, about 200V.
- power storage device 70 stores power supplied from external power supply 210, as will be described later. Note that a large-capacity capacitor can also be employed as the power storage device 70.
- the hybrid vehicle 1 further includes a charging port 110 and a charger 120 as a configuration for external charging.
- the charging port 110 is a power interface for receiving power from the external power source 210.
- a charging cable connector 200 for supplying power from the external power source 210 to the vehicle is connected to the charging port 110.
- the charging port 110 can be configured to supply electric power from an external power source by electromagnetically coupling the external power source and the vehicle in a non-contact manner in addition to electrical connection by a cable. is there. That is, in the hybrid vehicle 1, the aspect of the power supply from the external power source 210 to the charging port 110 is not particularly limited, and will be described in a confirming manner.
- Charger 120 is electrically connected to charging port 110, power storage device 70, and EHC 140 (described later). Charger 120 is configured to convert electric power supplied from external power supply 210 into charging electric power for power storage device 70 based on a control signal from ECU 150 during external charging. Furthermore, in the present embodiment, charger 120 is configured to supply power to EHC 140 at each time of external charging and when power is not supplied from an external power source including when the vehicle is running. The configuration example and operation of the charger 120 will be described in detail later.
- the ECU 150 includes a CPU (Central Processing Unit) and a memory (not shown), and is configured to perform arithmetic processing using detection values from each sensor based on a map and a program stored in the memory. Alternatively, at least a part of the ECU 150 may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.
- a CPU Central Processing Unit
- memory not shown
- predetermined numerical / logical operation processing by hardware such as an electronic circuit.
- ECU 150 generates a control signal for driving motor drive device 60 and charger 120, and outputs the generated control signal to motor drive device 60 and charger 120.
- FIG. 3 is a circuit diagram illustrating a configuration example of the charger 120 illustrated in FIG. 1.
- charger 120 includes an AC / DC converter 310, a DC / DC converter 320, an insulation transformer 330, a relay 380, voltage sensors 370, 376, 378, a current sensor 372, and 374.
- the relay 380 is disposed between the charging port 110 and the AC / DC converter 310, and is turned on / off according to a control signal SE1 from the ECU 150.
- AC power is input to the power line 351 from the external power supply 210 via the relay 380 and the charging port 110.
- AC voltage Vac and AC current Iac of power line 351 are detected by voltage sensor 370 and current sensor 372, respectively. Detection values of voltage sensor 370 and current sensor 372 are output to ECU 150.
- the AC / DC conversion unit 310 includes a single-phase full bridge circuit.
- the DC / DC conversion unit 320 includes voltage conversion units 340 and 350 each formed of a single-phase full bridge circuit, and an insulating transformer 330.
- the AC / DC conversion unit 310 converts AC power of the power line 351 into DC power based on the control signal PWMC1 from the ECU 150 during external charging, and outputs the DC power between the power lines 352p and 352g.
- a capacitor C2 is connected between the power lines 352p and 352g.
- DC voltage Vdc between power lines 352p and 352g is detected by voltage sensor 376.
- a value detected by voltage sensor 376 is output to ECU 150.
- the AC / DC converter 310 controls the passing current of the reactor inserted and connected to the power line 351 by turning on and off the switching elements constituting the full bridge. At this time, AC / DC converter 310 outputs a direct current to power line 352p by controlling the reactor current so that the current waveform (phase and amplitude) of alternating current Iac matches the target current waveform. Furthermore, the power factor of the input power from the external power supply 210 can be increased by matching the phase of the target current waveform with the phase of the AC voltage Vac. In addition, the DC voltage Vdc can be controlled to the target value by adjusting the amplitude of the target current waveform in accordance with the deviation between the detected value of the DC voltage Vdc and the target value.
- the voltage converter 340 of the DC / DC converter 320 converts the DC power output from the AC / DC converter 310 to the power lines 352p and 352g into high-frequency AC power based on the control signal PWMC2 from the ECU 150 during external charging. The data is converted and output to the power line 353.
- Power line 353 is connected to primary coil 332 of insulating transformer 330.
- the insulating transformer 330 has a core made of a magnetic material, and a primary coil 332 and a secondary coil 334 wound around the core.
- the primary coil 332 and the secondary coil 334 are electrically insulated from each other.
- isolation transformer 330 the voltage level is converted between the AC voltage of primary coil 332 and the AC voltage of secondary coil 334 in accordance with the turn ratio of primary coil 332 and secondary coil 334.
- Secondary coil 334 of insulation transformer 330 is connected to power line 354.
- the voltage conversion unit 350 converts the AC power of the power line 354 to DC power based on the control signal PWMC3 from the ECU 150 and outputs it between the power lines 355p and 355g during external charging.
- Power lines 355p and 355g are electrically connected to the positive electrode and the negative electrode of power storage device 70, respectively.
- Power storage device 70 is provided with voltage sensor 381 and current sensor 382 for detecting voltage Vb and current Ib. The detected voltage Vb and current Ib of power storage device 70 are output to ECU 150.
- a capacitor C1 is connected between the power lines 355p and 355g. Between power lines 355p, 355g and power storage device 70, a charging relay 430 that is turned on / off in response to a control signal SE4 from ECU 150 may be provided.
- a current sensor 374 and a voltage sensor 378 for detecting the DC current Ic and the DC voltage Vc are arranged on the power lines 355p and 355g. Detection values of current sensor 374 and voltage sensor 378 are output to ECU 150.
- the charging power (voltage Vc and current Ic) of the power storage device 70 can be controlled by turning on and off the switching elements that constitute the voltage conversion units 340 and 350. That is, the DC / DC conversion unit 320 configured by the voltage conversion units 340 and 350 and the insulating transformer 330 converts the DC power of the power lines 355p and 355g into the charging power of the power storage device 70 through the power conversion path passing through the insulating transformer 330. Convert to
- the DC / DC conversion unit 320 can perform reverse conversion of power conversion during external charging during non-external charging including when the vehicle is running.
- the DC power from the power storage device 70 can be converted into DC power output to the power lines 352p and 352g by the power conversion path passing through the insulating transformer 330.
- the DC voltage Vdc of the power lines 352p and 352g can be controlled to the target value by turning on and off the switching elements constituting the voltage conversion units 340 and 350.
- DC / DC conversion unit 320 is configured to perform bidirectional DC power conversion between power storage device 70 and power lines 352p and 352g.
- the EHC 140 is electrically connected to the power lines 352p and 352g in the middle of the power conversion path by the charger 120.
- Power lines 352p and 352g are electrically insulated from power storage device 70 by insulating transformer 330.
- an EHC relay 410 is provided between the EHC 120 and the power line 352p
- an EHC relay 420 is provided between the EHC 120 and the power line 352g.
- EHC relays 410 and 420 are turned on / off in response to control signals SE2 and SE3 from ECU 150.
- any switch capable of controlling on / off can be applied as the “breaking mechanism” in place of the relay.
- EHC relays 410 and 420 By turning on EHC relays 410 and 420, DC voltage Vdc between power lines 352p and 352g is supplied to EHC 140.
- the electrical resistance value of the EHC 140 is R
- the energization power of the EHC 140 is (Vdc) 2 / R. That is, it is possible to control the energization power that determines the amount of heat generated by the EHC 140 by controlling the DC voltage Vdc.
- FIG. 4 shows a flowchart for explaining energization control of the EHC 140. A series of processing shown in FIG. 4 is executed by ECU 150.
- ECU 150 determines in step S100 whether the operating condition of EHC 140 is satisfied. For example, when the vehicle is traveling, the operating condition of the EHC 140 is established when the catalyst temperature is lower than a predetermined temperature. Alternatively, the operating condition of the EHC 140 can be set in advance so that the catalyst is warmed up in advance in preparation for vehicle operation after completion of external charging during external charging.
- step S180 When the operating condition of the EHC 140 is not satisfied (NO determination in S100), the process ends without energizing the EHC 140 (step S180).
- the ECU 150 determines whether or not it is during external charging (step S110).
- the ECU 150 When the ECU 150 is requested to operate the EHC 140 during external charging (YES in S110), the ECU 150 sufficiently sets the target value of the DC voltage Vdc to the AC / DC converter 310 in the charger 120 in step S120. Set to a voltage value that corresponds to the appropriate energized power that demonstrates the function. Thereby, in the power conversion from the charging port 110 to the power storage device 70 by the charger 120, the EHC 140 can be energized by the DC voltage Vdc output between the power lines 352p and 352g. As a result, the EHC 140 can be supplied with power from the external power supply 210 (step S130). The AC / DC converter 310 controls the DC voltage Vdc to the target value, so that the energization power of the EHC 140 can be easily controlled.
- DC voltage Vdc suitable for energization of EHC 140 is converted into charging voltage Vc and charging current Ic for appropriately charging power storage device 70.
- the charger 120 can be shared and power can be supplied in parallel to both the EHC 140 and the power storage device 70, and the power supplied to both can be supplied by the AC / DC converter 310 and the DC / DC converter 320, respectively. Can be controlled.
- the charger It is also possible to supply power to the EHC 140 by the electric power from the external power supply 210 by operating only the AC / DC converter 310 of 120.
- ECU 150 When the operation of EHC 140 is requested at the time of non-external charging (NO determination in S110), ECU 150 turns on charging relay 430 and operates at least DC / DC conversion unit 320 of charger 120 in step S150.
- the DC / DC conversion unit 320 converts the DC power output from the power storage device 70 into a DC voltage Vdc for energizing the EHC 140, and outputs the DC voltage Vdc between the power lines 352p and 352g.
- the EHC 140 can be energized by the electric power of the power storage device 70 (step S160).
- the target value of the DC voltage Vdc can be set to a voltage value corresponding to an appropriate energization power that allows the EHC 140 to sufficiently function.
- power is supplied to EHC 140 by power conversion from power storage device 70 to power lines 352p and 352g, which is part of the reverse conversion of power conversion from charging port 110 to power storage device 70 during external charging. can do.
- AC / DC converter 310 during non-external charging and non-running, the DC voltage between power lines 352p and 352g is converted into AC power equivalent to that of external power supply 210 (for example, commercial power supply). It is also possible to operate. In this way, by connecting the cable to the charging port 110, it is possible to supply power to the outside of the vehicle by the stored power of the power storage device 70.
- external power supply 210 for example, commercial power supply
- power storage device 70 and EHC 140 are electrically insulated by insulating transformer 330. Therefore, even if an electrical abnormality such as leakage occurs in the EHC 140 during the operation of the EHC 140 by the electric power of the power storage device 70, the traveling system (motor drive shown in FIG. 1) that is electrically connected to the power storage device 70 The device 60, the first MG 20, the second MG 30, etc.) and the EHC 140 are electrically insulated.
- the EHC 140 can be electrically disconnected from both the power lines 352p and 352g. Therefore, even if an electrical abnormality such as leakage occurs in the EHC 140, the EHC 140 can be electrically insulated from the power conversion path in the charger 120.
- the hybrid vehicle electric vehicle
- a DC voltage can be supplied to the EHC 140.
- the energization power of the EHC 140 can be easily controlled so that the EHC 140 can sufficiently function.
- the power storage device 70 and the EHC 140 can be supplied with electric power to the EHC 140 by a configuration in which the power storage device 70 and the EHC 140 are electrically insulated by the insulation transformer 330 of the charger 120, even if an electrical abnormality such as leakage occurs in the EHC 140, It is possible to prevent adverse effects on the electrically connected traveling system.
- EHC relays 410 and 420 interrupt mechanism
- EHC relays 410 and 420 interrupt mechanism
- a converter AC / DC converter 310 that outputs DC voltage Vdc supplied to EHC 140
- a converter DC / DC converter
- 320 can be controlled independently, and power can be supplied to both the EHC 140 and the power storage device 70 in parallel after controlling the power supplied to the EHC 140 and the charging power of the power storage device 70, respectively.
- the series / parallel type hybrid vehicle has been described in which the power of the engine 10 is divided by the power split device 40 and can be transmitted to the drive wheels 80 and the first MG 20, but the application of the present invention is implemented. It is not limited to the illustration in the form.
- the electric vehicle to which the present invention is applied comprehensively includes a vehicle capable of generating a vehicle driving force by electric energy. If the electric vehicle is an externally chargeable electric vehicle equipped with an internal combustion engine and an EHC, the drive system The present invention can be similarly applied without limiting the configuration.
- the present invention can be applied to a so-called parallel type hybrid vehicle in which wheels are driven by an engine and a motor without a power split device, and a series type hybrid vehicle in which the engine is used only for power generation. .
- the charger 120 shown in the present embodiment corresponds to an example of the “charger” in the present invention.
- the configuration of the charger 120 is not limited to the configuration example of FIG. 3, and the power conversion is performed after the power storage device 70 and the charging port 110 are electrically insulated using an insulating mechanism (transformer). Any circuit configuration can be applied as long as it is executed.
- the EHC 140 is insulated from the power storage device 70 by an insulation mechanism and electrically connected to a power line from which a DC voltage is output, thereby supplying the energized power of the EHC 140 as in the present embodiment. be able to.
- engine 10 corresponds to an embodiment of “internal combustion engine” in the present invention
- second MG 30 corresponds to an embodiment of “electric motor” in the present invention
- Charging port 110 corresponds to an embodiment of “power receiving unit” in the present invention
- EHC 140 corresponds to an embodiment of “electrically heated catalyst device” in the present invention
- EHC relays 410 and 420 correspond to one embodiment of the “first cutoff mechanism” and the “second cutoff mechanism” in the present invention, respectively.
- power lines 352p and 352g correspond to one example of the “first power line” and the “second power line” in the present invention, respectively, and insulation transformer 330 is an “insulation mechanism” in the present invention. This corresponds to one embodiment.
- AC / DC conversion section 310 corresponds to an example of “first power conversion section” in the present invention
- DC / DC conversion section 320 is one of “second power conversion section” in the present invention. This corresponds to the embodiment.
- the present invention can be applied to an electric vehicle equipped with an internal combustion engine and an electric motor for traveling of the vehicle and provided with an electrically heated catalyst device.
Abstract
Description
図3を参照して、充電器120は、AC/DC変換部310と、DC/DC変換部320と、絶縁トランス330と、リレー380と、電圧センサ370,376,378と、電流センサ372,374とを含む。
Claims (6)
- 内燃機関(10)および車両走行用の電動機(30)を搭載する電動車両であって、
前記電動機へ供給される電力を蓄える蓄電装置(70)と、
車両外部の電源(210)から供給される電力を受ける受電部(110)と、
前記受電部と電気的に接続された一次側と前記蓄電装置と電気的に接続された二次側とを電気的に絶縁した上で電気エネルギを伝達するように構成された絶縁機構(330)を経由する電力変換経路によって、前記電源からの給電時に、前記受電部が受けた電力を前記蓄電装置の充電電力に変換する交流/直流電力変換を実行するための充電器(120)とを備え、
前記充電器は、前記電力変換経路上で前記絶縁機構の一次側と電気的に接続された、線間に直流電圧が出力される第1および第2の電力線(157p,157g)を有し、
前記電動車両は、
前記第1および第2の電力線と電気的に接続されて、前記内燃機関から排出される排気ガスを浄化する触媒を電気加熱するための電気加熱式触媒装置(140)をさらに備え、
前記充電器は、前記交流/直流電力変換の一部の逆変換によって、前記蓄電装置からの電力を前記第1および第2の電力線に出力される直流電圧に変換できるように構成される、電動車両。 - 前記充電器は、前記電源による前記蓄電装置の充電時に前記電気加熱式触媒装置を作動する場合に、前記第1および第2の電力線間の前記直流電圧の制御によって前記電気加熱式触媒装置への給電電力を制御するとともに、前記前記第1および第2の電力線と前記蓄電装置との間の直流電力変換の制御によって前記蓄電装置の充電電力を制御する、請求項1記載の電動車両。
- 前記充電器は、前記電源からの非給電時において前記電気加熱式触媒装置を作動する場合に、前記逆変換によって、前記蓄電装置からの電力を前記直流電圧に変換して前記第1および第2の電力線に出力する、請求項1記載の電動車両。
- 内燃機関(10)および車両走行用の電動機(30)を搭載する電動車両であって、
前記電動機へ供給される電力を蓄える蓄電装置(70)と、
車両外部の電源(210)から供給される電力を受ける受電部(110)と、
前記電源からの給電時に、前記受電部が受けた電力を前記蓄電装置の充電電力に変換するための充電器(120)とを備え、
前記充電器は、
前記受電部が受けた交流電力を直流電力に変換して第1および第2の電力線間に出力するための第1の電力変換部(310)と、
前記第1および第2の電力線と電気的に接続された一次側と前記蓄電装置と電気的に接続された二次側とを電気的に絶縁した上で電気エネルギを伝達するように構成された絶縁機構(330)を経由する電力変換経路によって、前記蓄電装置と前記第1および第2の電力線との間で双方向の電力変換を行うための第2の電力変換部(320)とを含み、
前記電動車両は、
前記第1および第2の電力線と電気的に接続されて、前記内燃機関から排出される排気ガスを浄化する触媒を電気加熱するための電気加熱式触媒装置(140)をさらに備える、電動車両。 - 前記充電器は、前記電源による前記蓄電装置の充電時に前記電気加熱式触媒装置を作動する場合に、前記第1の電力変換部による前記第1および第2の電力線間の直流電圧の制御によって前記電気加熱式触媒装置への給電電力を制御するとともに、前記第2の電力変換部によって前記蓄電装置の充電電力を制御する、請求項4記載の電動車両。
- 前記第1の電力線と前記電気加熱式触媒装置(140)との間に配置された第1の遮断機構(410)と、
前記第2の電力線と前記電気加熱式触媒装置(140)との間に配置された第2の遮断機構(410)とをさらに備える、請求項1~5のいずれか1項に記載の電動車両。
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CN201280076485.1A CN104736366B (zh) | 2012-10-25 | 2012-10-25 | 电动车辆 |
JP2014543070A JP6020585B2 (ja) | 2012-10-25 | 2012-10-25 | 電動車両 |
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WO2014068883A1 (ja) * | 2012-10-29 | 2014-05-08 | 三洋電機株式会社 | 車両用電源装置 |
JP5741962B2 (ja) * | 2012-11-30 | 2015-07-01 | 株式会社デンソー | 非接触給電装置 |
DE102014222359A1 (de) * | 2014-11-03 | 2016-05-04 | Bayerische Motoren Werke Aktiengesellschaft | Hybridantriebssystem |
DE102016105542A1 (de) * | 2016-03-24 | 2017-09-28 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren zum Betreiben eines elektrischen Netzes |
CN107117059B (zh) * | 2017-06-05 | 2020-10-23 | 上海蔚来汽车有限公司 | 电动汽车车载端充电装置、电动汽车 |
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US20150224878A1 (en) | 2015-08-13 |
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