WO2015001941A1 - 車両用電源システム - Google Patents
車両用電源システム Download PDFInfo
- Publication number
- WO2015001941A1 WO2015001941A1 PCT/JP2014/065695 JP2014065695W WO2015001941A1 WO 2015001941 A1 WO2015001941 A1 WO 2015001941A1 JP 2014065695 W JP2014065695 W JP 2014065695W WO 2015001941 A1 WO2015001941 A1 WO 2015001941A1
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- WO
- WIPO (PCT)
- Prior art keywords
- relay
- collision
- movable contact
- vehicle
- power supply
- Prior art date
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Classifications
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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
- B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
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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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/14—Synchronous machines
-
- 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
- B60L3/0007—Measures or means for preventing or attenuating collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
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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
- 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
- B60L58/21—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 the same nominal voltage
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R2021/0002—Type of accident
- B60R2021/0004—Frontal collision
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R2021/0002—Type of accident
- B60R2021/0006—Lateral collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R2021/0002—Type of accident
- B60R2021/0011—Rear collision or recoiling bounce after frontal collision
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/02—Bases; Casings; Covers
- H01H50/04—Mounting complete relay or separate parts of relay on a base or inside a case
- H01H2050/049—Assembling or mounting multiple relays in one common housing
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H45/00—Details of relays
- H01H45/02—Bases; Casings; Covers
- H01H45/04—Mounting complete relay or separate parts of relay on a base or inside a case
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/16—Magnetic circuit arrangements
- H01H50/18—Movable parts of magnetic circuits, e.g. armature
- H01H50/30—Mechanical arrangements for preventing or damping vibration or shock, e.g. by balancing of armature
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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
Definitions
- the present invention relates to a vehicle power supply system in which two contact movable first relays and second relays for connecting / cutting off a high voltage circuit are arranged.
- the moving directions of the movable contacts of the two system main relays are the same in the vehicle width direction, and the energizing moving direction and the disconnecting moving direction of the movable contacts are also in the same direction. Are arranged. For this reason, even if the electromagnetic force of the two system main relays is turned off by collision control and the high-voltage circuit is cut off, when a large acceleration input is applied to overcome the spring force at the time of collision, the two movable contacts are moved in the same direction. There was a problem of moving and energizing.
- the present invention has been made paying attention to the above problem, and an object of the present invention is to provide a vehicle power supply system capable of preventing two relays from being energized simultaneously at the time of a collision.
- two contact movable type first relays and second relays for connecting / disconnecting a high voltage circuit are arranged.
- the first movable contact and the second movable contact are arranged such that the directions in which the first movable contact and the second movable contact move along with connection / disconnection are opposite to each other.
- one of the first relay and the second relay is arranged in a direction in which the movable contact is separated from the fixed contact with respect to the direction in which the acceleration input is most applied in the event of a collision.
- the direction in which the movable contact of one of the first relay and the second relay is away from the fixed contact and the movable contact of the other relay is in contact with the fixed contact with respect to the direction in which the acceleration input is most applied at the time of collision.
- the direction in which the acceleration input is most applied at the time of a collision is, for example, the vehicle front-rear direction, if both relays are shut off at the time of a front collision, the movable contact of one relay remains separated from the fixed contact by the acceleration input from the front of the vehicle.
- the interruption of the high voltage circuit is ensured.
- both relays are cut off at the time of a rear collision, the movable contact of the other relay remains away from the fixed contact by the acceleration input from the rear of the vehicle, and the high voltage circuit is cut off.
- the two relays by arranging one relay in a direction in which the movable contact is separated from the direction in which the acceleration input is most applied at the time of the collision, it is possible to prevent the two relays from being energized at the same time at the time of the collision.
- FIG. 1 is an overall system diagram showing a traveling motor power supply system for an electric vehicle (an example of a vehicle power supply system) according to a first embodiment. It is a perspective view which shows an example of the junction box used for the high voltage circuit of the travel motor power supply system for electric vehicles of Example 1.
- FIG. 3 is a cut-off state sectional view illustrating an example of a contact movable relay configuration used in the junction box according to the first embodiment. It is a connection state sectional view showing an example of a relay movable relay configuration used for the junction box of Example 1. It is problem explanatory drawing which shows the problem of the relay arrangement
- Example 1 shown in the drawings.
- the configuration of the electric vehicle travel motor power supply system (an example of a vehicle power supply system) according to the first embodiment will be described separately in [Overall system configuration] and [Arrangement configuration and relay configuration of two relays].
- FIG. 1 shows a traveling motor power supply system for an electric vehicle according to a first embodiment.
- the overall system configuration will be described below with reference to FIG.
- the electric vehicle travel motor power supply system is applied as a power supply system for a travel motor mounted on an electric vehicle such as a hybrid vehicle or an electric vehicle.
- this system includes a high voltage battery 1, a junction box 2, an inverter 3, and a motor / generator 4.
- the high voltage circuit 8 is comprised by connecting these components 1, 2, 3, and 4 via the harnesses 5, 6, and 7.
- the high-voltage battery 1 is a secondary battery mounted as a power source for the motor / generator 4.
- a lithium ion battery in which a cell module in which a large number of cells are stacked is set in a battery pack case is used.
- the junction box 2 is interposed between the high-voltage battery 1 and the inverter 3 and integrates a relay circuit for supplying / cutting off / distributing strong electric power.
- the junction box 2 is provided with a movable first contact relay 21 and a second relay 22 that connect / disconnect the high voltage circuit 8.
- the 1st relay 21 and the + side of the high voltage battery 1 are connected by the battery harness 5 (+).
- the second relay 22 and the negative side of the high voltage battery 1 are connected by a battery harness 5 ( ⁇ ).
- the inverter 3 is interposed between the junction box 2 and the motor / generator 4, and from the DC harnesses 6 (+) and 6 ( ⁇ ) during power running that drives the motor / generator 4 by discharging the high-voltage battery 1.
- the direct current is converted into a three-phase alternating current to the AC harnesses 7 (u), 7 (v), 7 (w).
- the three-phase alternating current from the AC harnesses 7 (u), 7 (v), 7 (w) is converted into the DC harnesses 6 (+), 6 Convert to direct current to (-).
- the motor / generator 4 is a three-phase AC permanent magnet type synchronous motor, and three-phase AC is applied to the stator coil via AC harnesses 7 (u), 7 (v), 7 (w) during powering. During regeneration, the three-phase alternating current generated by the stator coil is sent to the inverter 3 via the AC harnesses 7 (u), 7 (v), 7 (w).
- the high voltage circuit 8 includes a total of two relays 21 and 22, each having a first relay 21 on the plus side and a second relay 22 on the minus side. Yes. This is a circuit in which the two relays 21 and 22 are energized only when both of them are turned on, so that even when one of the two relays 21 and 22 is fixed, the circuit can be interrupted. I have to.
- a collision sensor 9 As a control system for the first relay 21 and the second relay 22, a collision sensor 9, other sensors / switches 10, a controller 11, and a drive circuit 12 are provided.
- the first relay 21 and the second relay 22 have a first fixed contact 21a, a first movable contact 21b, a first coil 21c, a second fixed contact 22a, a second movable contact 22b, and a second coil 22c, respectively. Detailed relay configuration will be described later.
- a front-rear G sensor or the like is used, and when the sensor value exceeds a collision threshold, the occurrence of a front collision or a rear collision is detected.
- the other sensors / switches 10 detect necessary information for connection / disconnection of the first relay 21 and the second relay 22.
- the controller 11 performs a collision response control that outputs a command to shut off the first relay 21 and the second relay 22 when it is determined that the sensor value from the collision sensor 9 exceeds the collision threshold and immediately before the collision. .
- the drive circuit 12 will interrupt
- FIG. 2 shows an example of the junction box 2 used in the high voltage circuit 8.
- the arrangement of the two first relays 21 and the second relays 22 will be described with reference to FIG.
- the first relay 21 and the second relay 22 are arranged, the first relay 21 and the second relay 22 are arranged apart from each other in the vehicle front-rear direction, and are partially shifted in the vehicle width direction and shifted. It is arranged.
- the arrangement is such that the following arrangement conditions (a) and (b) are satisfied.
- the first movable contact 21b and the second movable contact 22b are arranged so that the directions in which the first movable contact 21b and the second movable contact 22b move with connection / disconnection are opposed to each other. That is, as shown in FIG. 2, the moving direction of the first movable contact 21 b of the first relay 21 is the front direction of the vehicle when it is cut off and energized, and the direction of movement when it is energized and cut off is the vehicle. It is backward. On the other hand, as shown in FIG.
- the moving direction of the second movable contact 22 b of the second relay 22 is the direction in which the second relay contact 22 moves along with the interruption ⁇ energization is the rear of the vehicle, and the movement direction along with the conduction ⁇ interruption. Is the front of the vehicle.
- the first relay 21 includes a first fixed contact 21a, a first movable contact 21b, a first coil 21c, a first fixed iron core 21d, a first movable iron core 21e, Return spring 21f.
- the first coil 21c is wound around a bobbin 21h built in a yoke 21g, and an iron core case 21i is fitted and arranged on the inner diameter side of the bobbin 21h.
- the iron core case 21i is formed in a bottomed cylindrical shape, and a first fixed iron core 21d is disposed in the upper end portion thereof.
- the first movable iron core 21e is magnetized together with the first fixed iron core 21d by the excitation of the first coil 21c, and is slidable vertically below the first fixed iron core 21d in the iron core case 21i.
- the first fixed iron core 21d is axially opposed and can be contacted / separated.
- a counterbore is formed at the center of each opposing surface of the first fixed iron core 21d and the first movable iron core 21e, and the first return spring 21f is elastically fixed between the counterbore parts.
- a rod 21j is erected integrally at the center of the first movable iron core 21e.
- the rod 21j passes through the central portion of the first fixed iron core 21d and the upper end plate of the yoke 21g, and protrudes into a shield case 21k fixed to the upper end plate.
- the first fixed contact 21a is disposed so as to penetrate the upper wall of the shield case 21k in the vertical direction.
- the first movable contact 21b is disposed opposite to the first fixed contact 21a in the shield case 21k, and is elastically supported by a contact pressure applying spring 21m at the upper end of the rod 21j.
- the first movable contact 21b is elastically held in the vertical direction by a stopper 21n at the upper end of the rod 21j and a contact pressure applying spring 21m, and the contact pressure adding spring 21m is provided on the rod 21j.
- the spring seat 21o (elastically supported by the rubber damper 21p) and the first movable contact 21b are elastically mounted.
- the first relay 21 configured as described above, when the first coil 21c is energized and a magnetic force is generated in the first coil 21c, the first fixed iron core 21d and the first movable iron core 21e are magnetized. The iron cores 21d and 21e are attracted to each other. As a result, the first movable contact 21b moves in the axial direction integrally with the first movable iron core 21e and comes into contact with the first fixed contact 21a, thereby shifting from the interrupted state of FIG. 3 to the connected state of FIG. A high voltage circuit 8 is connected.
- the case where the acceleration input direction and the direction in which the movable contact of the relay contacts the fixed contact coincide with each other is taken as a comparative example.
- this comparative example it is assumed that the electromagnetic force of the relay is turned off and the high voltage circuit is shut off before the collision by the collision handling control.
- the movable contact moves in the direction toward the fixed contact, and the high voltage circuit is energized.
- a harness breakage or the like in a state where a high voltage is energized due to an impact force may occur.
- the directions in which the first movable contact 21b and the second movable contact 22b move along with connection / disconnection are opposed to each other.
- the movable contact of one of the first relay 21 and the second relay 22 is arranged in a direction away from the fixed contact with respect to the direction in which the acceleration input is most applied at the time of collision, and the movable contact of the other relay is the fixed contact. It will be arranged in the direction of contact.
- both relays 21 and 22 are shut off by the collision response control at the time of rear collision
- the second movable contact 22b of the second relay 22 is moved from the second fixed contact 22a by the acceleration input from the rear of the vehicle in the opposite direction to FIG. Stay away.
- the first movable contact 21b of the first relay 21 is moved toward the first fixed contact 21a by the acceleration input to be connected. Therefore, at the time of a rear collision when there is an acceleration input from the rear of the vehicle, the second relay 22 of both relays 21 and 22 is maintained regardless of the acceleration input from the rear of the vehicle. Is secured.
- the two relays 21 and 22 are arranged at the time of the collision. Simultaneous energization is prevented, and the high voltage circuit 8 can be reliably cut off. As a result, it is possible to cut off the high voltage circuit 8 at the time of a front collision or at the time of a rear collision, and it is possible to achieve the collision countermeasure control in which the high voltage circuit 8 is cut off immediately before the collision.
- a vehicle power supply system running motor power supply system for an electric vehicle
- two contact movable first relays 21 and second relays 22 for connecting / disconnecting the high voltage circuit 8 are arranged.
- the first relay 21 and the second relay 22 are arranged, the first movable contact 21b and the second movable contact 22b are arranged so that the directions of movement with connection / disconnection are opposite to each other, and One of the first relay 21 and the second relay 22 is arranged in a direction in which the movable contact is away from the fixed contact with respect to the direction in which the acceleration input is most applied in the event of a collision (FIG. 6). For this reason, it can prevent that two relays energize simultaneously at the time of a collision.
- the direction in which the acceleration input is most applied at the time of the collision is the vehicle front-rear direction, and one of the first relay 21 and the second relay 22 is in a direction in which the movable contact is separated from the fixed contact with respect to the vehicle front-rear direction. (Fig. 6).
- the high voltage circuit 8 can be cut off against both the collision at the time of the front collision and the rear collision.
- the high-voltage circuit 8 includes a high-voltage battery 1, a junction box 2, an inverter 3, and a motor / generator 4 connected via harnesses 5, 6, and 7.
- the first relay 21 and the second relay 22 are provided in the junction box 2 and are arranged one by one on the plus side and the minus side of the high-voltage battery 1 (FIG. 1). For this reason, in addition to the effect of (1) or (2), the high voltage circuit 8 in the travel motor power circuit of the electric vehicle can be shut off at the time of a collision.
- the first relay 21 and the second relay 22 are connected with a collision response control means (controller 11) that performs relay cutoff control when a vehicle collision is detected (FIG. 1). For this reason, in addition to the effects (1) to (3), it is possible to achieve the collision response control in which the high voltage circuit 8 is cut off immediately before the collision.
- Example 1 As mentioned above, although the vehicle power supply system of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The summary of the invention which concerns on each claim of a claim As long as they do not deviate, design changes and additions are permitted.
- the first relay 21 and the second relay 22 are arranged apart from each other in the vehicle front-rear direction, and are arranged so as to be partially overlapped and shifted in the vehicle width direction.
- the first relay 21 and the second relay 22 may be arranged so as to overlap in the vehicle front-rear direction and arranged in the vehicle width direction.
- the first relay 21 and the second relay 22 may be arranged side by side in the vehicle front-rear direction and may be arranged in an overlapping manner in the vehicle width direction.
- the first movable contact and the second movable contact are arranged so that the directions in which the first movable contact and the second movable contact move with connection / disconnection are opposite to each other, and Any one of the second relays is included in the present invention as long as the movable contact is arranged in a direction away from the fixed contact with respect to the direction in which the acceleration input is most applied in the event of a collision.
- the direction in which the most acceleration input is applied at the time of a collision may be an example in which the direction in which the most acceleration input is applied at the time of the collision is the vehicle width direction and corresponds to the collision from the side.
- An intermediate direction between the front-rear direction and the vehicle width direction may be used to deal with a collision from the front, a collision from the rear, a collision from the side, an offset collision, and the like.
- the first relay 21 and the second relay 22 are connected to the controller 11 that performs relay cutoff control when a vehicle collision is detected.
- the first relay 21 and the second relay 22 may not be connected to the collision countermeasure control means. That is, even when the first relay 21 and the second relay 22 are both connected in the event of a collision, the movable contact of one relay can be separated from the fixed contact by the acceleration input due to the collision, and the high voltage circuit can be cut off.
- Example 1 shows an example in which the vehicle power supply system of the present invention is applied to a traveling motor power supply system for an electric vehicle.
- the vehicle power supply system of the present invention is other than a traveling motor power supply system for an electric vehicle mounted on a hybrid vehicle, an electric vehicle, or the like, the two contact movable first relays for connecting / disconnecting and The present invention can be applied to a vehicle including a high voltage circuit in which the second relay is arranged.
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- Life Sciences & Earth Sciences (AREA)
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Abstract
Description
この車両用電源システムにおいて、前記第1リレーと前記第2リレーを配置する際、第1可動接点と第2可動接点が接続/遮断に伴って移動する方向が互いに対向方向となるように配置し、且つ、前記第1リレーと前記第2リレーのうち一方のリレーを、衝突時に最も加速度入力がかかる方向に対して可動接点が固定接点から離れる向きに配置した。
すなわち、衝突時に最も加速度入力がかかる方向が、例えば、車両前後方向である場合、前突時に両リレーを遮断すると、車両前方からの加速度入力により一方のリレーの可動接点が固定接点から離れたままとなり、高電圧回路の遮断が確保される。また、後突時に両リレーを遮断すると、車両後方からの加速度入力により他方のリレーの可動接点が固定接点から離れたままとなり、高電圧回路の遮断が確保される。このように、衝突時に最も加速度入力がかかる方向に対し、1つのリレーを可動接点が離れる向きに配置することにより、衝突時、2つのリレーが同時に通電することを防止できる。
実施例1における電動車両用走行モータ電源システム(車両用電源システムの一例)の構成を、[全体システム構成]、[2個のリレーの配置構成とリレー構成]に分けて説明する。
図1は、実施例1の電動車両用走行モータ電源システムを示す。以下、図1に基づき、全体システム構成を説明する。
図2は、高電圧回路8に用いられるジャンクションボックス2の一例を示す。以下、図2に基づき、2個の第1リレー21と第2リレー22の配置構成を説明する。
すなわち、第1リレー21の第1可動接点21bの移動方向は、図2に示すように、遮断→通電に伴って移動する方向が車両前方であり、通電→遮断に伴って移動する方向が車両後方である。これに対し、第2リレー22の第2可動接点22bの移動方向は、図2に示すように、遮断→通電に伴って移動する方向が車両後方であり、通電→遮断に伴って移動する方向が車両前方である。
すなわち、車両後方に向かって衝撃力が入力される前突時には、図2に示すように、第2リレー22の第2可動接点22bが第2固定接点22aへ接する向きであるのに対し、第1リレー21の第1可動接点21bを第1固定接点21aから離れる向きに配置する。車両前方に向かって衝撃力が入力される後突時には、図2に示すように、第1リレー21の第1可動接点21bが第1固定接点21aへ接する向きであるのに対し、第2リレー22の第2可動接点22bを第2固定接点22aから離れる向きに配置する。
前記第1リレー21は、図3及び図4に示すように、第1固定接点21a、第1可動接点21b、第1コイル21c、第1固定鉄芯21d、第1可動鉄芯21e、第1復帰ばね21fと、を備えている。
実施例1の電動車両用走行モータ電源システムにおける衝突時の高電圧回路遮断作用を、図5及び図6に基づき説明する。
この比較例の場合、衝突対応制御により衝突前にリレーの電磁力をOFFにし、高電圧回路を遮断していたとする。しかし、衝突時にばね力に打ち勝つ大きな加速度入力が加わると、可動接点を固定接点に向かう方向に動かして接触し、高電圧回路を通電させてしまう。
このように、衝突時に高電圧回路を通電させてしまうと、衝撃力により高電圧を通電している状態でのハーネス断線等が発生してしまう。
実施例1の電動車両用走行モータ電源システムにあっては、下記に列挙する効果を得ることができる。
前記第1リレー21と前記第2リレー22を配置する際、第1可動接点21bと第2可動接点22bが接続/遮断に伴って移動する方向が互いに対向方向となるように配置し、且つ、前記第1リレー21と前記第2リレー22のうち一方のリレーを、衝突時に最も加速度入力がかかる方向に対して可動接点が固定接点から離れる向きに配置した(図6)。
このため、衝突時、2つのリレーが同時に通電することを防止できる。
このため、(1)の効果に加え、前突時と後突時の両方の衝突に対し、高電圧回路8を遮断することができる。
前記第1リレー21と前記第2リレー22は、前記ジャンクションボックス2に設けられ、前記高電圧バッテリ1のプラス側とマイナス側にそれぞれ1個ずつ配置した(図1)。
このため、(1)又は(2)の効果に加え、衝突時、電動車両の走行モータ電源回路における高電圧回路8を遮断することができる。
このため、(1)~(3)の効果に加え、衝突直前に高電圧回路8を遮断するという衝突対応制御の実効を図ることができる。
Claims (4)
- 高電圧回路の接続/遮断を行う2個の接点可動式の第1リレーと第2リレーが配置された車両用電源システムにおいて、
前記第1リレーと前記第2リレーを配置する際、第1可動接点と第2可動接点が接続/遮断に伴って移動する方向が互いに対向方向となるように配置し、且つ、前記第1リレーと前記第2リレーのうち一方のリレーを、衝突時に最も加速度入力がかかる方向に対して可動接点が固定接点から離れる向きに配置した
ことを特徴とする車両用電源システム。 - 請求項1に記載された車両用電源システムにおいて、
前記衝突時に最も加速度入力がかかる方向を車両前後方向とし、前記第1リレーと前記第2リレーのうち一方のリレーを、車両前後方向に対して可動接点が固定接点から離れる向きに配置した
ことを特徴とする車両用電源システム。 - 請求項1又は2に記載された車両用電源システムにおいて、
前記高電圧回路は、高電圧バッテリと、ジャンクションボックスと、インバータと、モータ/ジェネレータを、ハーネスを介して接続することで構成した電動車両の走行モータ電源回路であり、
前記第1リレーと前記第2リレーは、前記ジャンクションボックスに設けられ、前記高電圧バッテリのプラス側とマイナス側にそれぞれ1個ずつ配置した
ことを特徴とする車両用電源システム。 - 請求項1から3までの何れか一項に記載された車両用電源システムにおいて、
前記第1リレーと前記第2リレーに、車両衝突を感知するとリレー遮断制御を行う衝突対応制御手段を接続した
ことを特徴とする車両用電源システム。
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JP2015525121A JP5994943B2 (ja) | 2013-07-05 | 2014-06-13 | 車両用電源システム |
EP14819626.4A EP3017992B1 (en) | 2013-07-05 | 2014-06-13 | Vehicle power supply system |
RU2016103266A RU2621928C1 (ru) | 2013-07-05 | 2014-06-13 | Система электропитания транспортного средства |
MX2015017921A MX349231B (es) | 2013-07-05 | 2014-06-13 | Sistema de suministro de energía de vehículo. |
CN201480038635.9A CN105377617B (zh) | 2013-07-05 | 2014-06-13 | 车辆用电源系统 |
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