WO2014148560A1 - 電源制御装置 - Google Patents
電源制御装置 Download PDFInfo
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- WO2014148560A1 WO2014148560A1 PCT/JP2014/057565 JP2014057565W WO2014148560A1 WO 2014148560 A1 WO2014148560 A1 WO 2014148560A1 JP 2014057565 W JP2014057565 W JP 2014057565W WO 2014148560 A1 WO2014148560 A1 WO 2014148560A1
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- power
- capacitor
- battery
- power supply
- power source
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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
- 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
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
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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
- 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
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/13—Maintaining the SoC within a determined range
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/14—Preventing excessive discharging
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
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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
- 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
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
- H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
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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
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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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
- 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
- B60L2240/525—Temperature of converter or components thereof
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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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
- 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
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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
- 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
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/907—Electricity storage, e.g. battery, capacitor
Definitions
- the present invention relates to a technical field of a power supply control device for controlling a vehicle traveling using a power supply system including, for example, two types of power supplies.
- a vehicle for example, an electric vehicle or a hybrid vehicle
- a power supply system including two types of power supplies has been proposed (see Patent Documents 1 and 2).
- the two types of power sources for example, a power source capable of discharging (that is, outputting) a constant power over a long time and a power source capable of rapid charging / discharging (that is, input / output) are used.
- Patent Document 1 discloses a control method in which the battery outputs all of the requested discharge output when the requested discharge output required for the power supply device is equal to or less than the maximum output of the battery during powering. . Further, in Patent Document 1, when the required discharge output required for the power supply device exceeds the maximum output of the battery, the capacitor outputs the portion of the required discharge output that exceeds the maximum output of the battery (or discharge). A control method is disclosed in which a capacitor outputs all the required outputs. By such a control method, since rapid discharge from the battery is prevented, deterioration of the battery is suppressed.
- Patent Document 2 discloses a control method for increasing the share of charging to a large-capacity capacitor by restricting charging to a battery during braking (regeneration). Such a control method prevents rapid charging of the battery, so that deterioration of the battery is suppressed.
- JP-A-7-245808 Japanese Patent Laid-Open No. 5-30608 JP 2012-110071 A
- Patent Document 1 does not mention at all how power is transferred between the battery and the capacitor.
- Patent Document 2 does not mention at all how power is transferred between the battery and the capacitor.
- Patent Documents 1 and 2 describe how to use a battery (battery) and a capacitor (capacitor) having different characteristics when power is transferred between two types of power supplies in order to adjust the SOC of each power supply. No mention is made of efficient use. Therefore, the technical problem that a battery and a capacitor cannot be used more efficiently arises. As a result, for example, there is a risk that the running performance or fuel consumption of the vehicle may be sacrificed.
- This invention makes it a subject to provide the power supply control apparatus which can use two types of power supplies more efficiently in the vehicle provided with two types of power sources.
- a power supply control device of the present invention travels using a power supply system that includes both a first power supply and a second power supply having a smaller capacity and a larger output than the first power supply.
- a power supply control device for controlling a vehicle wherein power is exchanged between the first power supply and the second power supply at a desired exchange rate indicating an amount of power exchanged per unit time.
- the power supply control device of the present invention can control a vehicle that travels using a power supply system that includes both a first power supply and a second power supply.
- a vehicle that travels using such a power supply system typically travels using power output from the power supply system during powering. Specifically, for example, the vehicle travels using the power of a rotating electrical machine that is driven by electric power output from a power supply system. As a result, when the vehicle is powering, one or both of the first power source and the second power source often outputs power (that is, discharges). On the other hand, at the time of regeneration, the vehicle travels while inputting electric power to the power supply system. Specifically, for example, the vehicle travels while inputting electric power generated by regenerative power generation of the rotating electrical machine to the power supply system. As a result, when the vehicle is regenerating, power is often input (that is, charged) to one or both of the first power source and the second power source.
- the first power source is a power source having a larger capacity than the second power source (so-called high capacity type power source). Therefore, the first power source can output a constant power for a longer time than the second power source.
- the second power source is a power source having a larger output than the first power source (so-called high power type power source). Therefore, the second power supply can input / output power more rapidly (steeply) than the first power supply.
- a battery may be used as the first power source, and a capacitor (in other words, a capacitor) may be used as the second power source.
- a high-capacity battery that is, a battery having a larger capacity than the high-power battery
- a high-power battery that is, a higher output than the high-capacity battery
- Battery may be used.
- a high-capacitance capacitor that is, a capacitor having a larger capacity than the high-power capacitor
- a high-power capacitor that is, a higher-capacity capacitor than the high-capacitance capacitor is used as the second power supply
- Capacitor may be used.
- the power supply control device of the present invention includes an adjusting unit and a setting unit.
- the adjustment means includes a remaining power storage amount of the first power source (that is, a remaining capacity of the power stored in the first power source, for example, SOC (State Of Charge)) and a remaining power storage amount of the second power source (that is, The remaining capacity of the electric power stored in the second power source, for example, adjusts at least one of SOC (State Of Charge).
- the adjustment unit may adjust the remaining amount of electricity stored in the first power supply so that the remaining amount of electricity stored in the first power supply matches (in other words, follows) the target amount. That is, the adjusting means may adjust the remaining amount of electricity stored in the first power source so that the difference between the remaining amount of electricity stored in the first power source and the target amount becomes small (preferably zero).
- the adjustment unit may adjust the remaining amount of power stored in the second power supply so that the remaining amount of power stored in the second power supply matches (in other words, follows) the target amount. That is, the adjustment unit may adjust the remaining amount of electricity stored in the second power source so that the difference between the remaining amount of electricity stored in the second power source and the target amount is small (preferably, zero).
- the adjusting means adjusts the remaining amount of electricity stored in the first power source by inputting a predetermined amount of power to the first power source (that is, charging) and outputting a predetermined amount of power from the first power source (that is, by charging). ),
- the first power source and the second power source may be controlled such that at least one of them is performed.
- the adjusting means inputs a predetermined amount of electric power (that is, charging) to the second power source and outputs a predetermined amount of electric power from the second power source (that is, in order to adjust the remaining amount of electricity stored in the second power source. ),
- the first power source and the second power source may be controlled such that at least one of them is performed.
- the adjusting means transmits / receives an amount of electric power according to a desired transfer rate between the first power source and the second power source, so that the remaining power storage amount of at least one of the first power source and the second power source. Adjust. Specifically, the adjusting means outputs an amount of electric power corresponding to a desired transfer rate from the first power source to the second power source, so that the remaining power of at least one of the first power source and the second power source is output. The amount may be adjusted. In addition or alternatively, the adjusting means causes the second power supply to output an amount of power corresponding to a desired transfer rate from the second power supply to the first power supply, thereby storing at least one of the first power supply and the second power supply. The remaining amount may be adjusted.
- the “transfer rate” is an arbitrary index that directly or indirectly indicates the amount of power transferred between the first power source and the second power source per unit time.
- the setting means sets the “transfer rate” used by the adjusting means according to the vehicle speed. Specifically, the setting means sets the transfer rate so that the transfer rate changes according to the vehicle speed (that is, the transfer rate changes according to the change in the vehicle speed).
- the power supply control device transfers power between the first power supply and the second power supply in order to adjust the remaining power of at least one of the first power supply and the second power supply.
- the power transfer rate between the first power source and the second power source can be changed according to the vehicle speed.
- the transfer rate is set such that the transfer rate decreases as the vehicle speed increases.
- the possibility that relatively large electric power is generated by regeneration is relatively small.
- the power exchanged between the first power source and the second power source is used. Is preferred.
- the remaining power storage capacity of at least one of the first power source and the second power source is suitably adjusted by relatively large power exchanged between the first power source and the second power source.
- the remaining power storage capacity of at least one of the first power source and the second power source is relatively large in preparation for subsequent acceleration or the like.
- the transfer rate is relatively high, so that the power exchanged between the first power supply and the second power supply is relatively large.
- the state in which at least one of the first power supply and the second power supply is relatively large is preferably maintained by the relatively large power exchanged between the first power supply and the second power supply. Is done.
- at least one of the first power source and the second power source can suitably output power necessary for acceleration or the like even if the power to be output by the power supply system increases with acceleration or the like. . That is, the vehicle can travel so that traveling performance such as acceleration is suitably satisfied.
- the power supply system should output a large amount of power temporarily in order to satisfy driving performance with a relatively low vehicle speed (for example, acceleration with a relatively large acceleration), the output is relatively large. It is preferable that the power to be output from the power supply system is satisfied by the second power supply temporarily outputting power. If it does so, it is preferable that the electrical storage residual amount of a 2nd power supply is relatively large. In view of such a situation, when the vehicle speed is relatively low, the transfer rate is relatively high, so that the power exchanged between the first power supply and the second power supply is relatively large. For this reason, the state in which the remaining amount of electricity stored in the second power source is relatively large is suitably maintained by the relatively large power exchanged between the first power source and the second power source.
- the second power source can easily output electric power to satisfy the running performance.
- the power exchanged between the first power source and the second power source needs to be used. Becomes relatively small. That is, since the remaining amount of power stored in at least one of the first power supply and the second power supply can be adjusted (for example, increased) using the power generated by regeneration, the first power supply that may lead to loss The need for power exchange with the second power source is relatively reduced. In view of such a situation, when the vehicle speed is relatively high, the transfer rate is relatively small, so that the power exchanged between the first power supply and the second power supply is relatively small. For this reason, since the loss resulting from power transfer between the first power source and the second power source is relatively small, the fuel efficiency of the vehicle is improved.
- the vehicle speed is relatively high, the possibility of further acceleration after that becomes relatively small, and therefore the remaining amount of power stored in at least one of the first power supply and the second power supply becomes relatively large.
- the power exchanged between the first power source and the second power source needs to be used. Becomes relatively small. Therefore, the necessity for power transfer between the first power source and the second power source, which may lead to loss, is relatively reduced.
- the transfer rate is relatively small, so that the power exchanged between the first power supply and the second power supply is relatively small. For this reason, since the loss resulting from power transfer between the first power source and the second power source is relatively small, the fuel efficiency of the vehicle is improved.
- the power supply control device transfers power between the first power supply and the second power supply in order to adjust the remaining power of at least one of the first power supply and the second power supply.
- the first power source and the second power source having different characteristics can be used efficiently.
- the power supply control device of the present invention achieves both the first power supply and the second power supply while achieving both different characteristics required for the vehicle (for example, the characteristics that emphasize the above-described traveling performance and the characteristics that emphasize fuel efficiency).
- the remaining power level of at least one of the power sources can be adjusted.
- the setting means sets the transfer rate so that the transfer rate decreases as the vehicle speed increases.
- the power supply control device is capable of satisfying different characteristics required for the vehicle (for example, the characteristics that emphasize the above-described driving performance and the characteristics that emphasize the fuel efficiency), while maintaining the compatibility between the first power supply and the second power supply. At least one of the remaining electric power can be suitably adjusted.
- the setting means includes a first transfer rate that is an amount of power per unit time output from the first power supply to the second power supply, and the second power supply.
- the transfer rate is set so that the second transfer rate, which is the amount of power per unit time output to the first power source, is different.
- the setting means takes into account that the characteristics of the first power supply and the characteristics of the second power supply are different, and the transfer rate of the power output from the first power supply to the second power supply (first The transmission / reception rate) and the transmission / reception rate of power output from the second power supply to the first power supply (second transmission / reception rate) can be set independently.
- the power supply control device uses the first power supply and the second power supply, which have different characteristics, more efficiently according to the transfer rate that changes according to the vehicle speed. At least one of the remaining power levels can be adjusted.
- the power supply control device is capable of satisfying different characteristics required for the vehicle (for example, the characteristics that emphasize the above-described traveling performance and the characteristics that emphasize the fuel efficiency), while maintaining the compatibility between the first power supply and the second power supply. It is possible to adjust the remaining power amount of at least one of the above.
- the setting means is configured so that the first transfer rate decreases as the vehicle speed increases.
- the exchange rate is set.
- the power output from the first power source to the second power source decreases.
- the technical effect of this aspect from the viewpoint of mainly adjusting (typically increasing) the remaining amount of power stored in the second power source using the power output from the first power source to the second power source. explain.
- the remaining amount of electricity stored in the second power source is suitably adjusted by the relatively large power output from the first power source to the second power source.
- the remaining power storage amount of the second power source is relatively large in preparation for subsequent acceleration or the like.
- the power supply system should output a large amount of power temporarily in order to satisfy the driving performance with a relatively low vehicle speed (for example, acceleration with a relatively large acceleration), the output is relatively It is preferable that the large second power supply temporarily outputs power to satisfy the power to be output by the power supply system. If it does so, it is preferable that the electrical storage residual amount of a 2nd power supply is relatively large. Considering such a situation, when the vehicle speed is relatively small, the first transfer rate is relatively large, and therefore the power output from the first power source to the second power source is relatively large. .
- the state in which the remaining amount of electricity stored in the second power source is relatively large is suitably maintained by the relatively large power output from the first power source to the second power source.
- the second power supply can suitably output power necessary for acceleration or the like even if the power to be output by the power supply system increases with acceleration or the like.
- the necessity of using the power output from the first power source to the second power source is relatively reduced.
- the remaining amount of electricity stored in the second power source can be adjusted (for example, increased) using the power generated by regeneration, it is necessary to output power from the first power source to the second power source, which may lead to loss.
- the sex becomes relatively small.
- the necessity for the remaining power storage amount of the second power supply to be relatively large is relatively Get smaller.
- the need for power output from the first power supply to the second power supply, which can lead to loss, is relatively reduced.
- the first transfer rate is relatively small, so the power output from the first power supply to the second power supply is relatively small. .
- the loss resulting from the output of electric power from the first power supply to the second power supply becomes relatively small, the fuel efficiency of the vehicle is improved.
- the power supply control device allows the first power supply and the power supply to be compatible with different characteristics required for the vehicle (for example, the characteristics that emphasize the above-described traveling performance and the characteristics that emphasize the fuel efficiency).
- the remaining power level of at least one of the second power sources can be adjusted.
- the setting means is configured so that the second transfer rate increases as the vehicle speed increases.
- the exchange rate is set.
- the power output from the second power source to the first power source decreases.
- the technical effect of this aspect from the viewpoint of mainly adjusting (typically reducing) the remaining amount of electricity stored in the second power source using the power output from the second power source to the first power source. explain.
- the remaining power storage amount of the second power source is relatively large in preparation for subsequent acceleration or the like. Then, the necessity to adjust (for example, make small) the electrical storage remaining amount of a 2nd power supply becomes relatively small. Accordingly, the need for power output from the second power source to the first power source, which can lead to loss, is relatively reduced. In view of such a situation, when the vehicle speed is relatively small, the second transfer rate is relatively small, and therefore the power output from the second power source to the first power source is relatively small. . For this reason, since the loss resulting from the output of electric power from the second power source to the first power source becomes relatively small, the fuel efficiency of the vehicle is improved.
- the electric power output from the second power source to the first power source becomes relatively small, the state where the remaining power storage amount of the second power source is relatively large is suitably maintained. For this reason, even if the electric power which a power supply system should output with acceleration etc. becomes large, the 2nd power supply can output electric power required for acceleration etc. suitably. That is, the vehicle can travel so that traveling performance such as acceleration is suitably satisfied.
- the remaining amount of electricity stored in the second power source is adjusted (for example, reduced), particularly when the remaining amount of electricity stored in the second power source is relatively large.
- the second transfer rate is relatively high, and thus the power output from the second power supply to the first power supply is relatively large. For this reason, since the 2nd power supply can secure the room which can store the electric power generated by regeneration, the loss resulting from losing the electric power generated by regeneration becomes relatively small. As a result, the fuel efficiency of the vehicle is improved.
- the power supply control device allows the first power supply and the power supply to be compatible with different characteristics required for the vehicle (for example, the characteristics that emphasize the above-described traveling performance and the characteristics that emphasize the fuel efficiency).
- the remaining power level of at least one of the second power sources can be adjusted.
- FIG. 1 is a block diagram showing an example of the configuration of the vehicle 1 according to this embodiment.
- the vehicle 1 includes a motor generator 10, an axle 21, wheels 22, a power supply system 30, and an ECU 40 that is a specific example of “power supply control device (that is, control means and adjustment means)”.
- power supply control device that is, control means and adjustment means
- the motor generator 10 functions as an electric motor that supplies power to the axle 21 (that is, power necessary for traveling of the vehicle 1) by driving mainly using electric power output from the power supply system 30 during power running. Furthermore, the motor generator 10 mainly functions as a generator for charging the battery 31 and the capacitor 32 included in the power supply system 30 during regeneration.
- the axle 21 is a transmission shaft for transmitting the power output from the motor generator 10 to the wheels 22.
- the wheel 22 is a means for transmitting the power transmitted through the axle 21 to the road surface.
- FIG. 1 shows an example in which the vehicle 1 includes one wheel 22 on each side, but actually, each vehicle 22 includes one wheel 22 on each of the front, rear, left, and right sides (that is, a total of four wheels 12). Is preferred.
- FIG. 1 illustrates a vehicle 1 including a single motor generator 10.
- the vehicle 1 may include two or more motor generators 10.
- the vehicle 1 may further include an engine in addition to the motor generator 10. That is, the vehicle 1 of the present embodiment may be an electric vehicle or a hybrid vehicle.
- the power supply system 30 outputs power necessary for the motor generator 10 to function as an electric motor to the motor generator 10 during power running. Furthermore, the electric power generated by the motor generator 10 that functions as a generator is input from the motor generator 10 to the power supply system 30 during regeneration.
- Such a power supply system 30 includes a battery 31 that is a specific example of “first power supply”, a capacitor 32 that is a specific example of “second power supply”, a power converter 33, a smoothing capacitor 34, and an inverter. 35.
- the battery 31 is a storage battery that can input and output (that is, charge and discharge) electric power using an electrochemical reaction (that is, a reaction that converts chemical energy into electrical energy) or the like.
- Examples of such a battery 31 include a lead storage battery, a lithium ion battery, a nickel metal hydride battery, and a fuel cell.
- the capacitor 32 can input and output electric power using a physical action or a chemical action that accumulates electric charges (that is, electric energy).
- An example of such a capacitor 32 is an electric double layer capacitor, for example.
- the power source used instead of the battery 31 may be a power source having a larger capacity (or higher energy density) than a power source used instead of the capacitor 32.
- the power source used in place of the battery 31 may be a power source that can output a certain amount of power for a longer time than the power source used in place of the capacitor 32.
- the power source used in place of the capacitor 32 may be a power source having a larger output than the power source used in place of the battery 31.
- the power source used in place of the capacitor 32 may be a power source capable of performing power input / output more rapidly (steeply) than the power source used in place of the battery 31.
- a high capacity battery that is, a power source used in place of the battery 31
- a high output type battery that is, a power source used in place of the capacitor 32
- a high capacity Type capacitor that is, a power source used in place of the battery 31
- a high output type capacitor that is, a power source used in place of the capacitor 32.
- the power converter 33 controls the electric power output from the battery 31 and the electric power output from the capacitor 32 under the control of the ECU 40 to the required power required by the power supply system 30 (typically, the power supply system 30 is connected to the motor generator 10. In accordance with the power to be output.
- the power converter 33 outputs the converted power to the inverter 35. Further, the power converter 33 converts the power input from the inverter 35 under the control of the ECU 40 (that is, the power generated by the regeneration of the motor generator 10) to the required power (typically, required for the power supply system 30). Is electric power to be input to the power supply system 30, and is substantially converted in accordance with electric power to be input to the battery 31 and the capacitor 32).
- the power converter 33 outputs the converted power to at least one of the battery 31 and the capacitor 32.
- the power converter 33 substantially controls the distribution of power between the battery 31 and the capacitor 32 and the inverter 35 and the distribution of power between the battery 31 and the capacitor 32. Can do.
- FIG. 1 illustrates a power supply system 30 including a single power converter 33 common to the battery 31 and the capacitor 32.
- the power supply system 30 may include two or more power converters 33 (for example, a power converter 33 corresponding to the battery 31 and a power converter 33 corresponding to the capacitor 32).
- the smoothing capacitor 34 smoothes fluctuations in power supplied from the power converter 33 to the inverter 34 (actually fluctuations in voltage on the power supply line between the power converter 33 and the inverter 34) during powering. Turn into. Similarly, during the regeneration, the smoothing capacitor 34 changes the power supplied from the inverter 34 to the power converter 33 (substantially changes in the voltage in the power supply line between the power converter 33 and the inverter 34). ) Is smoothed.
- the inverter 35 converts power (DC power) output from the power converter 33 into AC power during powering. Thereafter, the inverter 35 supplies the electric power converted into AC power to the motor generator 10. Furthermore, the inverter 35 converts the electric power (AC power) generated by the motor generator 10 into DC power during regeneration. Thereafter, the inverter 35 supplies the power converted to DC power to the power converter 33.
- the ECU 40 is an electronic control unit configured to be able to control the entire operation of the vehicle 1.
- the ECU 40 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.
- the ECU 40 controls power distribution in the power converter 33 described above. More specifically, the ECU 40 matches the SOC (State Of Charge) of the battery 31 with the center of the battery SOC, which is the target amount of SOC of the battery 31, and sets the SOC of the capacitor 32 to the target amount of SOC of the capacitor 32. Power distribution in the power converter 33 is controlled so as to coincide with the center of a certain capacitor SOC. At this time, the ECU 40 sets the power converter 33 so that, for example, power is output from the battery 31 to the capacitor 32 or the motor generator 10 or power is input from the capacitor 32 or the motor generator 10 to the battery 31. By controlling, the SOC of the battery 31 may coincide with the center of the battery SOC.
- SOC State Of Charge
- the ECU 40 sets the power converter 33 so that, for example, power is output from the capacitor 32 to the battery 31 or the motor generator 10 or power is input from the battery 31 or the motor generator 10 to the capacitor 32.
- the SOC of the capacitor 32 may coincide with the center of the capacitor SOC.
- SOC center control a control operation in which the SOC of the battery 31 is made to coincide with the center of the battery SOC and the SOC of the capacitor 32 is made to coincide with the center of the capacitor SOC.
- FIG. 2 is a flowchart showing the overall flow of the control operation of the vehicle 1 of this embodiment (substantially, the control operation of the power supply system 30 and the SOC center control operation of the battery 31 and the capacitor 32).
- the ECU 40 sets a power transfer rate that defines an amount of power transferred between the battery 31 and the capacitor 32 per unit time when performing the SOC center control operation of the battery 31 and the capacitor 32.
- Set (step S11) Specifically, the ECU 40 sets the power transfer rate according to the vehicle speed of the vehicle 1. Therefore, it is preferable that the ECU 40 appropriately acquires the vehicle speed detected by a vehicle speed sensor (not shown) or the like.
- FIG. 3 is a graph showing the relationship between the vehicle speed and the power transfer rate.
- the ECU 40 preferably sets (in other words, adjusts) the transfer rate so that the power transfer rate decreases as the vehicle speed increases.
- the ECU 40 may set the power transfer rate by referring to the graph (or map or table) shown in FIG.
- the “power transfer rate” here is the amount of power output from the battery 31 to the capacitor 32 per unit time and the output from the capacitor 32 to the battery 31. It defines both the amount of power generated per unit time. Therefore, in the present embodiment, the amount of power output from the battery 31 to the capacitor 32 per unit time is the same as the amount of power output from the capacitor 32 to the battery 31 per unit time.
- the ECU 40 performs SOC center control of the battery 31 and the capacitor 32 (step S12). Specifically, the ECU 40 controls input / output of electric power in the battery 31 and the capacitor 32 so that the SOC of the battery 31 coincides with the center of the battery SOC (substantially, the electric power distribution in the power converter 33 is distributed). Control). Similarly, the ECU 40 controls input / output of electric power in the battery 31 and the capacitor 32 so that the SOC of the capacitor 32 coincides with the center of the capacitor SOC (substantially controls distribution of electric power in the power converter 33). ).
- the ECU 40 when the SOC of the battery 31 is smaller than the center of the battery SOC, the ECU 40 outputs power to the battery 31 from some power source (that is, the battery 31 is charged).
- the distribution of power in the power converter 33 is controlled.
- the ECU 40 may control power distribution in the power converter 33 such that power is output from the capacitor 32 or the motor generator 10 to the battery 31.
- the ECU 40 can make the SOC of the battery 31 coincide with the center of the battery SOC.
- the ECU 40 causes the power converter 33 to output electric power from the battery 31 to some load (that is, the battery 31 is discharged).
- Control power distribution For example, the ECU 40 may control power distribution in the power converter 33 so that power is output from the battery 31 to the capacitor 32 or the motor generator 10.
- the ECU 40 can make the SOC of the battery 31 coincide with the center of the battery SOC.
- the ECU 40 when the SOC of the capacitor 32 is smaller than the center of the capacitor SOC, the ECU 40 outputs power to the capacitor 32 from any power source (that is, the capacitor 32 is charged).
- the distribution of power at 33 is controlled.
- the ECU 40 may control power distribution in the power converter 33 so that power is output from the battery 31 or the motor generator 10 to the capacitor 32.
- the ECU 40 can make the SOC of the capacitor 32 coincide with the center of the capacitor SOC.
- ECU 40 in power converter 33 so that electric power is output from capacitor 32 to some load (that is, capacitor 32 is discharged).
- Control power distribution For example, the ECU 40 may control power distribution in the power converter 33 so that power is output from the capacitor 32 to the battery 31 or the motor generator 10.
- the ECU 40 can make the SOC of the capacitor 32 coincide with the center of the capacitor SOC.
- the SOC of the battery 31 may be increased by the capacitor 32 outputting power to the battery 31.
- the capacity of the capacitor 32 is about one digit smaller than the capacity of the battery 31. Therefore, there is a high possibility that the power output from the capacitor 32 to the battery 31 is so small that it cannot be a power that can sufficiently increase the SOC of the battery 31. That is, there is a high possibility that the capacitor 32 cannot output enough power to the battery 31 so that the SOC of the battery 31 can be sufficiently increased. As a result, the power output from the capacitor 32 to the battery 31 for the SOC center control of the battery 31 may simply be a useless loss.
- the battery 31 may output power to the capacitor 32 to reduce the SOC of the battery 31.
- the capacity of the capacitor 32 is about one digit smaller than the capacity of the battery 31. Therefore, there is a high possibility that the power that can be output from the battery 31 to the capacitor 32 is so small that the power of the battery 31 cannot be sufficiently reduced. That is, there is a high possibility that the capacitor 32 cannot receive an input of electric power that is large enough to make the SOC of the battery 31 sufficiently small. As a result, the power output from the battery 31 to the capacitor 32 for the SOC-centered control of the battery 31 may simply be a useless loss.
- the ECU 40 does not need to use the electric power exchanged between the battery 31 and the capacitor 32 for the SOC center control of the battery 31.
- the electric power exchanged between the battery 31 and the capacitor 32 is preferably used mainly for the SOC center control of the capacitor 32.
- the description will be made assuming that the electric power exchanged between the battery 31 and the capacitor 32 is mainly used for the SOC center control of the capacitor 32.
- the above-described power transfer rate is substantially equal to the SOC center control of the capacitor 32. Therefore, it can be said that the amount of power exchanged between the battery 31 and the capacitor 32 per unit time is shown.
- the power transfer rate is substantially equal to the amount of power per unit time output from the battery 31 to the capacitor 32 in order to increase the SOC of the capacitor 32 and the SOC of the capacitor 32. It can be said that the amount of power output from the capacitor 32 to the battery 31 per unit time is shown.
- the ECU 40 when power is exchanged between the battery 31 and the capacitor 32, the ECU 40 performs SOC center control so that power is exchanged at the power exchange rate set in step S11. Specifically, for example, when the vehicle speed is relatively small, a relatively large power transfer rate is set as compared with the case where the vehicle speed is relatively large. Therefore, when the SOC center control is performed under a situation where the vehicle speed is relatively low, the ECU 40 performs the battery control between the battery 31 and the capacitor 32 as compared with the case where the SOC center control is performed under a situation where the vehicle speed is relatively large. The power distribution in the power converter 33 is controlled so that the power exchanged between the power converters 33 is relatively large.
- the ECU 40 when the vehicle speed is relatively high, a relatively small power transfer rate is set as compared with a case where the vehicle speed is relatively low. Therefore, when the ECU 40 performs the SOC center control under a situation where the vehicle speed is relatively high, the ECU 40 compares the battery 31 and the capacitor 32 with each other as compared with the case where the SOC center control is performed under a situation where the vehicle speed is relatively low. The power distribution in the power converter 33 is controlled so that the power exchanged between the power converters 33 is relatively small.
- the possibility that relatively large electric power is generated by regeneration is relatively small.
- the possibility that relatively large electric power is generated by regeneration is relatively small.
- the SOC center control of the capacitor 32 is suitably performed by the relatively large electric power exchanged between the battery 31 and the capacitor 32.
- the SOC of the capacitor 32 is relatively large in preparation for subsequent acceleration or the like (that is, an increase in power required for the power supply system 10 or the like).
- the power transfer rate is relatively large, and therefore the power transferred between the battery 31 and the capacitor 32 is relatively large.
- the capacitor 32 can suitably output power necessary for acceleration or the like even if the power to be output from the power supply system 30 increases with acceleration or the like. That is, the vehicle 1 can travel such that traveling performance such as acceleration is suitably satisfied.
- the power supply system 10 should output a large amount of electric power temporarily in order to satisfy driving performance (for example, acceleration with a relatively large acceleration) with a relatively low vehicle speed, the output is relatively It is preferable that the power to be output from the power supply system 10 is satisfied by the large capacitor 32 outputting power temporarily. Then, it is preferable that the SOC of the capacitor 32 is relatively large. Considering such a situation, when the vehicle speed is relatively low, the power transfer rate is relatively large, and therefore the power transferred between the battery 31 and the capacitor 32 is relatively large. For this reason, since the capacitor 32 is charged by the relatively large electric power exchanged between the battery 31 and the capacitor 32, the state in which the SOC of the capacitor 32 is relatively large is preferably maintained.
- the capacitor 32 easily outputs electric power to satisfy the running performance. In other words, it is difficult for the capacitor 32 to output power at a timing at which the capacitor 32 should temporarily output power in accordance with fluctuations in power to be output by the power supply system 10. That is, the vehicle 1 can travel such that traveling performance such as acceleration is suitably satisfied.
- the necessity for the SOC of the capacitor 32 to be relatively large is relatively small.
- the necessity for power transmission / reception between the battery 31 and the capacitor 32 that may lead to loss is relatively reduced.
- the power transfer rate is relatively small when the vehicle speed is relatively high, the power transferred between the battery 31 and the capacitor 32 is relatively small. For this reason, since the loss resulting from power transfer between the battery 31 and the capacitor 32 becomes relatively small, the fuel efficiency of the vehicle 1 is improved.
- the ECU 40 when performing SOC control of the battery 31 and the capacitor 32, the ECU 40 can efficiently use the battery 31 and the capacitor 32 having different characteristics according to the transfer rate that changes according to the vehicle speed. As a result, the ECU 40 performs SOC-centered control of the battery 31 and the capacitor 32 while achieving both different characteristics required for the vehicle (for example, the characteristics that emphasize the above-described traveling performance and the characteristics that emphasize fuel efficiency). be able to.
- the performance of the battery 31 depends on the temperature of the battery 31 (that is, the current temperature). Specifically, as shown in FIG. 4A, when the temperature of the battery 31 is in the vicinity of the rated limit temperature (that is, the allowable lower limit temperature or the allowable upper limit temperature) determined by the specifications of the battery 31, the battery 31 The performance becomes worse as the difference between the temperature of the battery 31 and the rated limit temperature becomes smaller. That is, when the temperature of the battery 31 is near the rated limit temperature, the battery 31 may not be able to perform a stable operation or an intended operation as the difference between the temperature of the battery 31 and the rated limit temperature becomes smaller. Increases nature.
- the performance of the capacitor 32 also depends on the temperature of the capacitor 32. Specifically, as shown in FIG. 4B, when the temperature of the capacitor 32 is near the rated limit value (that is, the allowable lower limit temperature or the allowable upper limit temperature) determined by the specifications of the capacitor 32, the capacitor 32 The performance becomes worse as the difference between the temperature of the capacitor 32 and the rated limit temperature becomes smaller. That is, when the temperature of the capacitor 32 is in the vicinity of the rated limit temperature, the capacitor 32 cannot perform a stable operation or an intended operation as the difference between the temperature of the capacitor 32 and the rated limit temperature becomes smaller. Increases nature.
- the rated limit value that is, the allowable lower limit temperature or the allowable upper limit temperature
- the ECU 40 prevents the deterioration of at least one of the battery 31 and the capacitor 32.
- the power transfer rate may be further adjusted. For example, as shown in FIG. 4C, the ECU 40 determines that the battery 31 and the capacitor 32 are in a case where at least one of the battery 31 and the capacitor 32 cannot perform a stable operation or an intended operation. Compared to a case where at least one of the above can perform a stable operation or an intended operation, the above-described power transfer rate may be reduced. In this case, the ECU 40 sets the power transfer rate so that the power transfer rate decreases as the difference between the temperature of the battery 31 and the rated limit temperature decreases or as the difference between the temperature of the capacitor 32 and the rated limit temperature decreases. May be.
- the ECU 40 determines that the battery 31 cannot perform a stable operation or an intended operation. May be. Similarly, the ECU 40 determines that the battery 31 cannot perform a stable operation or an intended operation when the difference between the temperature of the battery 31 and the allowable upper limit temperature is smaller than the predetermined threshold th22. Good. Similarly, when the difference between the temperature of the capacitor 32 and the allowable lower limit temperature is smaller than the predetermined threshold th23, the ECU 40 determines that the capacitor 32 cannot perform a stable operation or an intended operation. Good. Similarly, when the difference between the temperature of the capacitor 32 and the allowable upper limit temperature is smaller than the predetermined threshold th24, the ECU 40 determines that the capacitor 32 cannot perform a stable operation or an intended operation. Good.
- the predetermined threshold th21 to the predetermined threshold th22 are in a state where the battery 31 can perform a stable operation or an intended operation in consideration of the specifications of the battery 31, and a stable operation or an intended operation of the battery 31. It is preferable that the value is set to an arbitrary value that can be appropriately distinguished from a state in which the operation cannot be performed.
- the predetermined threshold th23 to the predetermined threshold th24 are in a state in which the capacitor 32 can perform a stable operation or an intended operation in consideration of the specifications of the capacitor 32, and in a stable operation or intended state of the capacitor 32. It is preferably set to an arbitrary value that can be appropriately distinguished from a state in which an operation cannot be performed.
- FIG. 5 is a graph showing the relationship between the vehicle speed and the power transfer rate in the modification.
- a single unit that defines both the amount of power output from the battery 31 to the capacitor 32 per unit time and the amount of power output from the capacitor 32 to the battery 31 per unit time.
- the power transfer rate is used.
- a first power transfer rate that defines the amount of power output from the battery 31 to the capacitor 32 per unit time, and from the capacitor 32 to the battery 31.
- the second power transfer rate that defines the amount of power output per unit time is used independently.
- the ECU 40 sets each of the first power transfer rate and the second power transfer rate according to the vehicle speed of the vehicle 1.
- the ECU 40 preferably sets (in other words, adjusts) the first transfer rate so that the first power transfer rate decreases as the vehicle speed increases.
- the ECU 40 preferably sets (in other words, adjusts) the second transfer rate so that the second power transfer rate increases as the vehicle speed increases.
- the ECU 40 controls the capacitor 32 from the battery 31 when the SOC center control is performed under a relatively low vehicle speed as compared with the case where the SOC center control is performed under a relatively high vehicle speed.
- the power distribution in the power converter 33 is controlled so that the power output from the capacitor 32 is relatively large while the power output from the capacitor 32 to the battery 31 is relatively small.
- the ECU 40 controls the capacitor 31 from the battery 31 when the SOC center control is performed under a relatively high vehicle speed as compared with the case where the SOC center control is performed under a relatively low vehicle speed.
- the power distribution in the power converter 33 is controlled so that the power output from the capacitor 32 to the battery 31 is relatively large while the power output from the capacitor 32 is relatively large.
- the first power transfer rate defines the amount of power output from the battery 31 to the capacitor 32 per unit time. Therefore, it can be said that the first power transfer rate substantially defines the operation when increasing the SOC of the capacitor 32 using the power output from the battery 31 to the capacitor 32. Focusing on such a first power transfer rate, the following technical effects can be obtained.
- the possibility that relatively large electric power is generated by regeneration is relatively small.
- the first power transfer rate is relatively large, so that the power output from the battery 31 to the capacitor 32 is relatively large.
- the ECU 40 can increase the SOC of the capacitor 32 with relatively large electric power output from the battery 31 to the capacitor 32.
- the SOC of the capacitor 32 is relatively large in preparation for subsequent acceleration or the like.
- the first power transfer rate is relatively large, so that the power output from the battery 31 to the capacitor 32 is relatively large.
- the capacitor 32 can suitably output power necessary for acceleration or the like even if the power to be output from the power supply system 30 increases with acceleration or the like. That is, the vehicle 1 can travel such that traveling performance such as acceleration is suitably satisfied.
- the second power transfer rate defines the amount of power output from the capacitor 32 to the battery 31 per unit time. Accordingly, it can be said that the second power transfer rate substantially defines the operation when the SOC of the capacitor 32 is reduced using the power output from the capacitor 32 to the battery 31. Focusing on such a second power transfer rate, the following technical effects can be obtained.
- the SOC of the capacitor 32 is relatively large in preparation for subsequent acceleration or the like. Then, the necessity for reducing the SOC of the capacitor 32 is relatively reduced. Therefore, the necessity of output of electric power from the capacitor 32 to the battery 31 that may lead to loss is relatively reduced. Considering such a situation, when the vehicle speed is relatively small, the second power transfer rate is relatively small, and therefore the power output from the capacitor 32 to the battery 31 is relatively small. For this reason, since the loss resulting from the output of electric power from the capacitor 32 to the battery 31 becomes relatively small, the fuel efficiency performance of the vehicle 1 is improved.
- the capacitor 32 can output electric power required for acceleration etc. suitably. That is, the vehicle 1 can travel such that traveling performance such as acceleration is suitably satisfied.
- the ECU 40 when performing the SOC control of the battery 31 and the capacitor 32, the ECU 40 is more efficiently according to the transfer rate that changes the battery 31 and the capacitor 32 having different characteristics according to the vehicle speed. Can be used. As a result, the ECU 40 performs more SOC-centered control of the battery 31 and the capacitor 32 while achieving both different characteristics required for the vehicle (for example, characteristics that emphasize the above-described driving performance and characteristics that emphasize fuel efficiency). It can carry out more suitably.
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Abstract
Description
上記課題を解決するために、本発明の電源制御装置は、第1電源と、前記第1電源よりも容量が小さい一方で出力が大きい第2電源との双方を含む電源システムを用いて走行する車両を制御する電源制御装置であって、単位時間当たりに授受される電力量を示す所望の授受レートで前記第1電源と前記第2電源との間で電力を授受させることで、前記第1電源及び前記第2電源のうちの少なくとも一方の蓄電残量を調整する調整手段と、前記車両の車速に応じて前記授受レートが変化するように、前記授受レートを設定する設定手段とを備える。
本発明の電源制御装置の他の態様では、前記設定手段は、前記車速が大きくなるほど前記授受レートが小さくなるように、前記授受レートを設定する。
本発明の電源制御装置の他の態様では、前記設定手段は、前記第1電源から前記第2電源に対して出力される単位時間当たりの電力量である第1授受レートと、前記第2電源から前記第1電源に対して出力される単位時間当たりの電力量である第2授受レートとが異なるように、前記授受レートを設定する。
上述の如く第1授受レートと第2授受レートとが異なるように授受レートを設定する電源制御装置の態様では、前記設定手段は、前記車速が大きくなるほど前記第1授受レートが小さくなるように、前記授受レートを設定する。
上述の如く第1授受レートと第2授受レートとが異なるように授受レートを設定する電源制御装置の態様では、前記設定手段は、前記車速が大きくなるほど前記第2授受レートが大きくなるように、前記授受レートを設定する。
はじめに、図1を参照して、本実施形態の車両1の構成について説明する。ここに、図1は、本実施形態の車両1の構成の一例を示すブロック図である。
続いて、図2を参照しながら、本実施形態の車両1の制御動作(実質的には、電源システム30の制御動作であり、電池31及びキャパシタ32のSOC中心制御動作)について説明する。図2は、本実施形態の車両1の制御動作(実質的には、電源システム30の制御動作であり、電池31及びキャパシタ32のSOC中心制御動作)の全体の流れを示すフローチャートである。
続いて、図5を参照しながら、本実施形態の車両1の制御動作(実質的には、電源システム30の制御動作であり、電池31及びキャパシタ32のSOC中心制御動作)の変形例について説明する。図5は、変形例における車速と電力授受レートとの関係を示すグラフである。
10 モータジェネレータ
21 車軸
22 車輪
30 電源システム
31 電池
32 キャパシタ
33 電力変換器
34 平滑コンデンサ
35 インバータ
40 ECU
Claims (5)
- 第1電源と、前記第1電源よりも容量が小さい一方で出力が大きい第2電源との双方を含む電源システムを用いて走行する車両を制御する電源制御装置であって、
単位時間当たりに授受される電力量を示す所望の授受レートで前記第1電源と前記第2電源との間で電力を授受させることで、前記第1電源及び前記第2電源のうちの少なくとも一方の蓄電残量を調整する調整手段と、
前記車両の車速に応じて前記授受レートが変化するように、前記授受レートを設定する設定手段と
を備えることを特徴とする電源制御装置。 - 前記設定手段は、前記車速が大きくなるほど前記授受レートが小さくなるように、前記授受レートを設定する
ことを特徴とする請求項1に記載の電源制御装置。 - 前記設定手段は、前記第1電源から前記第2電源に対して出力される単位時間当たりの電力量である第1授受レートと、前記第2電源から前記第1電源に対して出力される単位時間当たりの電力量である第2授受レートとが異なるように、前記授受レートを設定する
ことを特徴とする請求項1に記載の電源制御装置。 - 前記設定手段は、前記車速が大きくなるほど前記第1授受レートが小さくなるように、前記授受レートを設定する
ことを特徴とする請求項3に記載の電源制御装置。 - 前記設定手段は、前記車速が大きくなるほど前記第2授受レートが大きくなるように、前記授受レートを設定する
ことを特徴とする請求項3に記載の電源制御装置。
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CN104781101B (zh) * | 2012-11-12 | 2017-09-22 | 沃尔沃卡车公司 | 充放电系统 |
JP5683628B2 (ja) * | 2013-03-22 | 2015-03-11 | トヨタ自動車株式会社 | 電源制御装置 |
JP6428563B2 (ja) * | 2015-10-27 | 2018-11-28 | 株式会社デンソー | 電源制御装置 |
JP6284921B2 (ja) | 2015-11-28 | 2018-02-28 | 本田技研工業株式会社 | 電力供給システム及び輸送機器、並びに、電力伝送方法 |
JP6652427B2 (ja) * | 2016-03-29 | 2020-02-26 | 本田技研工業株式会社 | 電力供給システム及び輸送機器 |
DE102018111681A1 (de) * | 2018-05-15 | 2019-11-21 | Wabco Gmbh | System für ein elektrisch angetriebenes Fahrzeug sowie Fahrzeug damit und Verfahren dafür |
DE102019200034A1 (de) * | 2019-01-04 | 2020-07-09 | Robert Bosch Gmbh | Elektrofahrzeug, insbesondere Baumaschine, und Verfahren zum Betrieb eines Elektrofahrzeugs |
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