WO2015087479A1 - Hybrid vehicle - Google Patents

Hybrid vehicle Download PDF

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Publication number
WO2015087479A1
WO2015087479A1 PCT/JP2014/005418 JP2014005418W WO2015087479A1 WO 2015087479 A1 WO2015087479 A1 WO 2015087479A1 JP 2014005418 W JP2014005418 W JP 2014005418W WO 2015087479 A1 WO2015087479 A1 WO 2015087479A1
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WO
WIPO (PCT)
Prior art keywords
limit value
voltage
upper limit
charging power
control device
Prior art date
Application number
PCT/JP2014/005418
Other languages
French (fr)
Inventor
Takaya Soma
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2015087479A1 publication Critical patent/WO2015087479A1/en

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/20—Inrush current reduction, i.e. avoiding high currents when connecting the battery
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a hybrid vehicle.
  • Japanese Patent Laying-Open No. 2012-239332 (PTL 1) describes that in order to provide protection for a switching element in a boost converter, an upper limit voltage is set such that it tends to decrease as a current flowing in a reactor in the boost converter increases.
  • an object of the present invention is to provide a hybrid vehicle in which, when regenerative current has increased, the increased regenerative current can be collected, and a switching element in a boost converter can be protected.
  • a hybrid vehicle includes a power storage device, an electric motor, a converter capable of increasing a voltage of the power storage device and supplying the increased voltage to a drive voltage system to which the electric motor is connected, and capable of reducing the voltage of the drive voltage system and storing the reduced voltage in the power storage device, a sensor that detects a magnitude of a regenerative current at the time of regenerative braking, and a control device that sets a charging power limit value of the power storage device and an upper limit value of the voltage of the drive voltage system.
  • the control device causes the upper limit value of the voltage of the drive voltage system to decrease with time, and causes the charging power limit value to increase with time.
  • the control device causes the upper limit value of the voltage of the drive voltage system to decrease at a first prescribed changing rate, and causes the charging power limit value to increase at a second prescribed changing rate.
  • the upper limit value of the voltage of the drive voltage system and the charging power limit value can be set such that sufficient regenerative power can be collected, and the switching element of the converter can be protected.
  • the control device has a map in which a correspondence between the upper limit value of the voltage of the drive voltage system and the charging power limit value is set such that the charging power limit value increases as the upper limit value of the voltage of the drive voltage system decreases.
  • the control device causes the upper limit value of the voltage of the drive voltage system to decrease at the first prescribed changing rate, and sets the charging power limit value in accordance with the map.
  • the charging power limit value can be set to follow a change in the upper limit value of the voltage of the drive voltage system.
  • the charging power limit value is set to increase linearly from first electric power to second electric power, in response to a decrease in the upper limit value of the voltage of the drive voltage system from a first voltage to a second voltage.
  • the control device sets the upper limit value of the voltage of the drive voltage system to the first voltage, and sets the charging power limit value to the first electric power in accordance with the map.
  • the control device causes the upper limit value of the voltage of the drive voltage system to decrease from the first voltage to the second voltage at the first prescribed changing rate, and sets the charging power limit value in accordance with the map.
  • the correspondence between the upper limit value of the voltage of the drive voltage system and the charging power limit value can be set with the map such that sufficient regenerative power can be collected, and the switching element of the converter can be protected.
  • the control device causes the upper limit value of the voltage of the drive voltage system to increase from the second voltage to the first voltage at a third prescribed changing rate, and sets the charging power limit value in accordance with the map.
  • the charging power limit value can be reduced when the regenerative current decreases, the switching element of the converter can be protected even if the upper limit value of the voltage of the drive voltage system is increased. Greater required power for the vehicle can be accommodated by increasing the upper limit value of the voltage of the drive voltage system.
  • Fig. 1 is a block diagram for use in illustrating an exemplary configuration of a hybrid vehicle shown as a representative example of an electric vehicle according to an embodiment of the present invention.
  • Fig. 2 is a circuit diagram for use in illustrating an exemplary configuration of an electric system of the hybrid vehicle shown in Fig. 1.
  • Fig. 3 is a diagram showing exemplary settings of an upper limit value of a system voltage VH and a charging power limit value Win in Reference Example 1.
  • Fig. 4 is a diagram showing exemplary settings of the upper limit value of system voltage VH and charging power limit value Win in Reference Example 2.
  • Fig. 5 is a diagram for use in illustrating a correspondence map of charging power limit value Win that corresponds to the upper limit value of system voltage VH according to the present embodiment.
  • Fig. 1 is a block diagram for use in illustrating an exemplary configuration of a hybrid vehicle shown as a representative example of an electric vehicle according to an embodiment of the present invention.
  • Fig. 2 is a circuit diagram for use in illustrating an
  • FIG. 6 is a diagram showing exemplary settings of the upper limit value of system voltage VH and charging power limit value Win according to the present embodiment.
  • Fig. 7 is a flow chart showing procedures of setting the upper limit value of system voltage VH and charging power limit value Win according to the present embodiment.
  • Fig. 1 is a block diagram for use in illustrating an exemplary configuration of a hybrid vehicle shown as a representative example of an electric vehicle according to an embodiment of the present invention.
  • the hybrid vehicle includes an engine 100 corresponding to an "internal combustion engine", a first MG (Motor Generator) 110, a second MG 120, a power split device 130, a reduction gear 140, a battery 150, a driving wheel 160, and a control device 500.
  • the hybrid vehicle runs with a driving force from at least one of engine 100 and second MG 120.
  • Engine 100, first MG 110, and second MG 120 are coupled to one another via power split device 130.
  • Power split device 130 is typically configured as a planetary gear mechanism.
  • Power split device 130 includes a sun gear 131 having an external gear, a ring gear 132 having an internal gear arranged concentrically with sun gear 131, a plurality of pinion gears 133 meshing with sun gear 131 and meshing with ring gear 132, and a carrier 134.
  • Carrier 134 is configured to rotatably and revolvably hold the plurality of pinion gears 133.
  • Mechanical power generated by engine 100 is split by power split device 130 into two paths. One of them is a path through which driving wheel 160 is driven through reduction gear 140. The other is a path through which power is generated by driving first MG 110.
  • Each of first MG 110 and second MG 120 is typically a three-phase alternating current rotating electric machine, which is constituted by a permanent magnet motor.
  • First MG 110 mainly operates as a "power generator", and can generate power with the driving force from engine 100 split by power split device 130. Electric power generated by first MG 110 can be used in accordance with a running state of the vehicle or an SOC (State of Charge) of battery 150. This electric power is subsequently adjusted in voltage by a below-described converter and stored in battery 150. It is noted that in the case of motoring of engine 100 at the time of engine startup, for example, first MG 110 can also operate as an electric motor as a result of torque control.
  • SOC State of Charge
  • Second MG 120 mainly operates as an "electric motor”, and is driven with at least one of electric power stored in battery 150 and electric power generated by first MG 110. Mechanical power generated by second MG 120 is transmitted to driving shaft 135, and is further transmitted to driving wheel 160 via reduction gear 140. Second MG 120 thus assists engine 100, and causes the vehicle to run with the driving force from second MG 120.
  • second MG 120 is driven by driving wheel 160 via reduction gear 140.
  • second MG 120 operates as a power generator.
  • Second MG 120 thus functions as a regenerative brake for converting braking energy into electric power.
  • regenerative power generated by second MG 120 is charged into battery 150, by way of an inverter 220 and a converter 200.
  • Regenerative braking of the hybrid vehicle takes place in the case of a foot brake operation, or in the case of the release of the accelerator pedal.
  • Battery stack 150 serves as a battery set having a configuration in which a plurality of battery modules each having a plurality of battery cells integrated with each other are connected in series.
  • Battery 150 has a voltage of about 200 V, for example.
  • Battery 150 can be charged with the electric power generated by first MG 110 or second MG 120.
  • the temperature, voltage, and current of battery 150 are detected by a battery sensor 152.
  • Battery sensor 152 collectively refers to a temperature sensor, a voltage sensor, and a current sensor.
  • a current (hereinafter, regenerative current) IB flowing in battery 150 is detected by battery sensor 152.
  • Control device 500 is configured to incorporate therein a CPU (Central Processing Unit) and a memory, not shown, and is configured to perform operation processing based on a detected value from each sensor, by means of software processing in accordance with a map and a program stored in the memory. Alternatively, at least a portion of control device 500 may be configured to perform prescribed numerical operation processing and/or logical operation processing, by means of hardware processing by a dedicated electronic circuit and the like.
  • CPU Central Processing Unit
  • memory not shown
  • control device 500 may be configured to perform prescribed numerical operation processing and/or logical operation processing, by means of hardware processing by a dedicated electronic circuit and the like.
  • Engine 100 is controlled in accordance with an operation command value from control device 500.
  • First MG 110, second MG 120, converter 200, and inverters 210, 220 are controlled by control device 500.
  • Fig. 2 is a circuit diagram for use in illustrating an exemplary configuration of an electric system of the hybrid vehicle shown in Fig. 1.
  • the electric system of the hybrid vehicle includes converter 200, an inverter 210 corresponding to first MG 110, inverter 220 corresponding to second MG 120, an SMR (System Main Relay) 230, and capacitors C1, C2.
  • converter 200 an inverter 210 corresponding to first MG 110
  • inverter 220 corresponding to second MG 120
  • SMR System Main Relay
  • Converter 200 includes two power semiconductor switching elements Q1, Q2 connected in series (hereinafter also simply referred to as "switching elements"), diodes D1, D2 provided for respective switching elements Q1, Q2, and a reactor L.
  • Switching elements Q1 and Q2 are connected in series between a positive electrode line PL2 and a ground line GL connected to the negative electrode of battery 150.
  • the collector of switching element Q1 is connected to positive electrode line PL2, and the emitter of switching element Q2 is connected to ground line GL.
  • Diodes D1, D2 are connected anti-parallel to switching elements Q1, Q2, respectively.
  • Switching element Q1 and diode D1 form an upper arm of converter 200, and switching element Q2 and diode D2 form a lower arm of converter 200.
  • IGBTs Insulated Gate Bipolar Transistors
  • MOS Metal Oxide Semiconductor
  • reactor L One end of reactor L is connected to positive electrode line PL1 connected to the positive electrode of battery 150, and the other end of reactor L is connected to a connection node of switching elements Q1, Q2, that is, a connection point between the emitter of switching element Q1 and the collector of switching element Q2.
  • Capacitor C2 is connected between positive electrode line PL2 and ground line GL. Capacitor C2 smoothes an alternating current component in voltage fluctuations between positive electrode line PL2 and ground line GL. Capacitor C1 is connected between positive electrode line PL1 and ground line GL. Capacitor C1 smoothes an alternating current component in voltage fluctuations between positive electrode line PL1 and ground line GL.
  • Voltage sensor 180 detects a voltage across the terminals of capacitor C2, which is an output voltage of converter 200, that is, a voltage VH (the system voltage or the voltage of the drive voltage system) between positive electrode line PL2 and ground line GL, and outputs the detected value to control device 500.
  • VH the system voltage or the voltage of the drive voltage system
  • Converter 200 is electrically connected to inverters 210 and 220 via positive electrode line PL2 and ground line GL.
  • converter 200 increases a DC voltage supplied from battery 150 (the voltage across the terminals of capacitor C1, or the voltage of the battery voltage system), and supplies the increased system voltage VH to inverters 210, 220. More specifically, an ON period of switching element Q1 and an ON period of switching element Q2 are alternately provided in response to the switching control signal from control device 500, and a boost ratio depends on a ratio of these ON periods.
  • converter 200 reduces system voltage VH supplied from inverters 210, 220 via capacitor C2, and charges battery 150 with the reduced voltage. More specifically, a period during which only switching element Q1 is turned ON and a period during which both switching elements Q1, Q2 are turned OFF are alternately provided in response to the switching control signal from control device 500, and a step-down ratio depends on a duty ratio of these above-described ON periods.
  • Inverter 210 is formed of a general three-phase inverter, and is made up of an U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. Arms 15 to 17 include switching elements Q3 to Q8 and antiparallel diodes D3 to D8.
  • inverter 210 controls the current or voltage of each phase coil of first MG 110 such that first MG 110 operates in accordance with an operation command value (typically a torque command value) set to generate a driving force (vehicle driving torque, power generation torque, etc.) required for the running of the vehicle. That is, inverter 210 executes bidirectional DC/AC power conversion between positive electrode line PL2 and first MG 110.
  • an operation command value typically a torque command value
  • Inverter 220 is formed of a general three-phase inverter, as with inverter 210. During running of the vehicle, inverter 220 controls the current or voltage of each phase coil of second MG 120 such that second MG 120 operates in accordance with an operation command value (typically a torque command value) set to generate a driving force (vehicle driving torque, regenerative braking torque, etc.) required for the running of the vehicle. That is, inverter 220 executes bidirectional DC/AC power conversion between positive electrode line PL2 and second MG120.
  • an operation command value typically a torque command value
  • driving force vehicle driving torque, regenerative braking torque, etc.
  • Control device 500 calculates a torque command value TR1 of first MG 110, and a torque command value TR2 of second MG 120, based on an accelerator pedal position Acc and a vehicle speed V of the hybrid vehicle.
  • Control device 500 sets the output voltage (system voltage) VH of converter 200, based on torque command value TR1 of first MG 110, torque command value TR2 of second MG 120, a motor rotation speed MRN of first MG 110, and a motor rotation speed MRN2 of second MG 120.
  • diode D2 does not have a self-holding function against a temperature rise. Current flowing in diode D2 increases when the magnitude of a regenerative current IB is large, and thus, diode D2 may be broken. Also when system voltage VH is large, the conduction time of diode D2 is long, and thus, diode D2 may be broken. In the present embodiment, diode D2 is prevented from being broken, by limiting the magnitude of regenerative current IB and the magnitude of system voltage VH.
  • Control device 500 sets the upper limit of system voltage VH. Control device 500 sets system voltage VH within a range not exceeding the upper limit value of system voltage VH. Control device 500 also sets charging power limit value Win that indicates a limit value of electric power for charging battery 150. At the time of regenerative braking, therefore, the size of regenerative current IB is limited by charging power limit value Win.
  • a current (discharge current) when battery 150 is discharged is denoted by the positive sign
  • a current when battery 150 is charged is denoted by the negative sign.
  • Charging power limit value Win is denoted by the negative sign.
  • the expression that regenerative current IB is large means that the absolute value of regenerative current IB is large, and the expression that charging power limit value Win is large means that the absolute value of charging power limit value Win is large.
  • the control device sets charging power limit value Win to a relatively large value (- 29 kw) in consideration of the collection of regenerative current, and sets upper limit value VH of system voltage VH to a maximum value (600 V) to accommodate large required power for the vehicle.
  • Regenerative current IB regenerated by a braking operation increases at a constant changing rate.
  • the control device causes the upper limit value of system voltage VH to decrease from 600 V to 450 V at a prescribed changing rate, in order to protect diode D2. This is because if system voltage VH is changed abruptly from 600 V to 450 V, a failure of the control occurs.
  • charging power limit value Win is set to the relatively large value (- 29 kw)
  • regenerative current IB continues to increase at a constant changing rate, without being subject to the limitation due to charging power limit value Win.
  • the rate at which regenerative current IB increases is lower than the rate at which the upper limit value of system voltage VH decreases, which causes a state in which both regenerate current IB and system voltage VH are large. For example, even when regenerative current IB has reached the maximum value, the upper limit value of system voltage VH has only decreased to 550 V. When such a state occurs, diode D2 may be broken.
  • the control device sets charging power limit value Win to a relatively low value (- 25 kw) in consideration of the protection of diode D2, and sets upper limit value VH of system voltage VH to the maximum value (600 V) to accommodate large required power for the vehicle.
  • Regenerative current IB regenerated by a braking operation increases at a constant changing rate.
  • regenerative current IB regenerated by a braking operation has reached threshold value TH1
  • regenerative current IB which is subject to the limitation due to charging power limit Win, does not increase any more. In this case, therefore, since the magnitude of regenerative current IB is strictly limited, diode D2 can be protected, although a sufficient regenerative current cannot be collected.
  • charging power limit value Win is set based on a correspondence map in which a correspondence between charging power limit value Win and the upper limit value of system voltage VH is set.
  • the correspondence map the correspondence between charging power limit value Win and the upper limit value of system voltage VH is set as shown in Fig. 5.
  • charging power limit value Win is set to increase linearly from first electric power (- 25 kw) to second electric power (- 29 kw), in response to a decrease in the upper limit value of system voltage VH from a first value (600 V) to a second value (450 V).
  • charging power limit value Win against the upper limit value of system voltage VH in accordance with this correspondence map, it is possible to prevent diode D2 from being broken, and collect a sufficient regenerative current.
  • control device 500 sets charging power limit value Win to a relatively low value (- 25 kw) in consideration of the protection of diode D2, and sets upper limit value VH of system voltage VH to the maximum value (600 V), in accordance with the correspondence map shown in Fig. 5, in order to accommodate large required power for the vehicle.
  • Regenerative current IB regenerated by a braking operation increases at a constant changing rate.
  • control device 500 causes the upper limit value of system voltage VH to decrease from 600 V to 450 V at a prescribed first changing rate.
  • Control device 500 also causes charging power limit value Win to increase at a second prescribed changing rate, by setting charging power limit value Win to collect regenerative current, in accordance with the correspondence map shown in Fig. 5.
  • Regenerative current IB subsequently decreases at a constant changing rate.
  • the upper limit value of system voltage VH is increased from 450 V to 600 V at a third prescribed changing rate.
  • the control device also causes charging power limit value Win to decrease at a fourth prescribed changing rate, by setting charging power limit value Win in consideration of the protection of diode D2, in accordance with the correspondence map shown in Fig. 5.
  • FIG. 7 is a flow chart showing procedures of setting the upper limit value of system voltage VH and charging power limit value Win according to the present embodiment.
  • control device 500 sets an initial value of the upper limit value of system voltage VH to a maximum value (600 V), and in step ST2, control device 500 sets charging power limit value Win to an initial value (- 25 kw).
  • step ST3 when regenerative current IB detected at battery sensor 152 increases to threshold value TH1 or higher, the processing proceeds to step ST4.
  • step ST3 when regenerative current IB detected at battery sensor 152 decreases to threshold value TH2 or lower, the processing proceeds to step ST7.
  • control device 500 causes the upper limit value of system voltage VH to decrease from 600 V to 450 V at the first prescribed changing rate. In this way, control device 500 sets system voltage VH within a range not exceeding the current upper limit value of system voltage VH.
  • control device 500 causes charging power limit value Win to increase at the second prescribed changing rate, by setting charging power limit value Win in correspondence with the upper limit value of system voltage VH, in accordance with the correspondence map shown in Fig. 5.
  • control device 500 causes the upper limit value of system voltage VH to increase from 450 V to 600 V at the third prescribed changing rate. In this way, control device 500 sets system voltage VH within a range not exceeding the current upper limit value of system voltage VH.
  • control device 500 causes charging power limit value Win to decrease at the fourth prescribed changing rate, by setting charging power limit value Win in correspondence with the upper limit value of system voltage VH, in accordance with the correspondence map shown in Fig. 5.
  • charging power limit value Win when system voltage VH is reduced, charging power limit value Win is increased, and when system voltage VH is increased, charging power limit value Win is increased. In this way, the diode can be protected, and regenerative current can be collected.
  • the control device causes the upper limit value of system voltage VH to decrease at the first prescribed changing rate, and sets charging power limit value Win corresponding to the upper limit value of system voltage VH, in accordance with the correspondence map.
  • the present invention is not limited thereto.
  • the control device may cause charging power limit value Win to increase at the second prescribed changing rate, and set the upper limit value of system voltage VH corresponding to charging power limit value Win, in accordance with the correspondence map, thereby causing the upper limit value of system voltage VH to decrease at the first prescribed changing rate.
  • the control device may cause the upper limit value of system voltage VH to decrease at the first prescribed changing rate, and cause charging power limit value Win to increase at the second changing rate.
  • the first prescribed changing rate and the second prescribed changing rate are set in advance such that a sufficient amount of regenerative current can be collected, and diode D2 can be protected.
  • the first to fourth changing rates may not be constant so long as a sufficient amount of regenerative current can be collected, and diode D2 can be protected.
  • the changing rate may change while system voltage VH is being changed from 600 V to 450 V, and while system voltage VH is being changed from 450 V to 600 V.
  • the changing rate may change while charging power limit value Win is being changed from - 25 kw to - 29 kw, and while charging power limit value Win is being changed from - 29 kw to - 25 kw.
  • the control device causes the upper limit value of system voltage VH to decrease to 450 V, and causes charging power limit value Win to increase to - 29 kw, with the same timing.
  • the present invention is not limited thereto.
  • One of the timing of causing the upper limit value of system voltage VH to decrease to 450 V and the timing of causing charging power limit value Win to increase to - 29 kw may be earlier than the other, so long as a required amount of regenerative current can be collected, and diode D2 can be protected.
  • 100 engine; 102: crankshaft; 110: first MG; 120: second MG; 130: power split device; 131: sun gear; 132: ring gear; 133: pinion gear; 134: carrier; 135: ring gear shaft (driving shaft); 140: reduction gear; 150: battery; 152: battery sensor; 160: driving wheel; 180: voltage sensor; 200: converter; 210, 220: inverter; 230: SMR; 500: control device; PL1, PL2: positive electrode line; GL: ground line; Q1-Q8: switching element; D1-D8: diode; C1, C2: capacitor; L: reactor.

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Abstract

A control device (500) sets a charging power limit value (Win) of a battery (150) and an upper limit value of a voltage (VH) of a drive voltage system. When a detected regenerative current (IB) has become a first threshold value or higher, the control device (500) causes the upper limit value of the voltage (VH) of the drive voltage system to decrease with time, and causes the charging power limit value (Win) to increase with time.

Description

HYBRID VEHICLE
The present invention relates to a hybrid vehicle.
Japanese Patent Laying-Open No. 2012-239332 (PTL 1) describes that in order to provide protection for a switching element in a boost converter, an upper limit voltage is set such that it tends to decrease as a current flowing in a reactor in the boost converter increases.
[PTL 1] Japanese Patent Laying-Open No. 2012-239332
With the technique described in PTL 1, however, when regenerative current flowing in the reactor has increased, lowering of the upper limit voltage in the boost converter may not catch up with the increase. In this case, the switching element in the boost converter cannot be protected.
Accordingly, an object of the present invention is to provide a hybrid vehicle in which, when regenerative current has increased, the increased regenerative current can be collected, and a switching element in a boost converter can be protected.
A hybrid vehicle according to the present invention includes a power storage device, an electric motor, a converter capable of increasing a voltage of the power storage device and supplying the increased voltage to a drive voltage system to which the electric motor is connected, and capable of reducing the voltage of the drive voltage system and storing the reduced voltage in the power storage device, a sensor that detects a magnitude of a regenerative current at the time of regenerative braking, and
a control device that sets a charging power limit value of the power storage device and an upper limit value of the voltage of the drive voltage system. When the detected regenerative current has become a first threshold value or higher, the control device causes the upper limit value of the voltage of the drive voltage system to decrease with time, and causes the charging power limit value to increase with time.
In this way, when regenerative current has increased, a sufficient regenerative current can be collected, and a switching element of the converter can be protected.
Preferably, when the detected regenerative current has become the first threshold value or higher, the control device causes the upper limit value of the voltage of the drive voltage system to decrease at a first prescribed changing rate, and causes the charging power limit value to increase at a second prescribed changing rate.
In this way, by means of simplified control, the upper limit value of the voltage of the drive voltage system and the charging power limit value can be set such that sufficient regenerative power can be collected, and the switching element of the converter can be protected.
Preferably, the control device has a map in which a correspondence between the upper limit value of the voltage of the drive voltage system and the charging power limit value is set such that the charging power limit value increases as the upper limit value of the voltage of the drive voltage system decreases. When the regenerative current has become the first threshold value or higher, the control device causes the upper limit value of the voltage of the drive voltage system to decrease at the first prescribed changing rate, and sets the charging power limit value in accordance with the map.
In this way, the charging power limit value can be set to follow a change in the upper limit value of the voltage of the drive voltage system.
Preferably, in the map, the charging power limit value is set to increase linearly from first electric power to second electric power, in response to a decrease in the upper limit value of the voltage of the drive voltage system from a first voltage to a second voltage. When the regenerative current is less than the first threshold value, the control device sets the upper limit value of the voltage of the drive voltage system to the first voltage, and sets the charging power limit value to the first electric power in accordance with the map. When the regenerative current has become the first threshold value or higher, the control device causes the upper limit value of the voltage of the drive voltage system to decrease from the first voltage to the second voltage at the first prescribed changing rate, and sets the charging power limit value in accordance with the map.
In this way, the correspondence between the upper limit value of the voltage of the drive voltage system and the charging power limit value can be set with the map such that sufficient regenerative power can be collected, and the switching element of the converter can be protected.
Preferably, when the regenerative current has become a second threshold value or lower, the control device causes the upper limit value of the voltage of the drive voltage system to increase from the second voltage to the first voltage at a third prescribed changing rate, and sets the charging power limit value in accordance with the map.
Since the charging power limit value can be reduced when the regenerative current decreases, the switching element of the converter can be protected even if the upper limit value of the voltage of the drive voltage system is increased. Greater required power for the vehicle can be accommodated by increasing the upper limit value of the voltage of the drive voltage system.
In accordance with the present invention, it is possible to prevent lowering of the upper limit voltage of the boost converter from failing to catch up with an increase in regenerative current.
Fig. 1 is a block diagram for use in illustrating an exemplary configuration of a hybrid vehicle shown as a representative example of an electric vehicle according to an embodiment of the present invention. Fig. 2 is a circuit diagram for use in illustrating an exemplary configuration of an electric system of the hybrid vehicle shown in Fig. 1. Fig. 3 is a diagram showing exemplary settings of an upper limit value of a system voltage VH and a charging power limit value Win in Reference Example 1. Fig. 4 is a diagram showing exemplary settings of the upper limit value of system voltage VH and charging power limit value Win in Reference Example 2. Fig. 5 is a diagram for use in illustrating a correspondence map of charging power limit value Win that corresponds to the upper limit value of system voltage VH according to the present embodiment. Fig. 6 is a diagram showing exemplary settings of the upper limit value of system voltage VH and charging power limit value Win according to the present embodiment. Fig. 7 is a flow chart showing procedures of setting the upper limit value of system voltage VH and charging power limit value Win according to the present embodiment.
Embodiments of the present invention will be described hereinafter with the drawings.
Fig. 1 is a block diagram for use in illustrating an exemplary configuration of a hybrid vehicle shown as a representative example of an electric vehicle according to an embodiment of the present invention.
Referring to Fig. 1, the hybrid vehicle includes an engine 100 corresponding to an "internal combustion engine", a first MG (Motor Generator) 110, a second MG 120, a power split device 130, a reduction gear 140, a battery 150, a driving wheel 160, and a control device 500.
The hybrid vehicle runs with a driving force from at least one of engine 100 and second MG 120. Engine 100, first MG 110, and second MG 120 are coupled to one another via power split device 130.
Power split device 130 is typically configured as a planetary gear mechanism.
Power split device 130 includes a sun gear 131 having an external gear, a ring gear 132 having an internal gear arranged concentrically with sun gear 131, a plurality of pinion gears 133 meshing with sun gear 131 and meshing with ring gear 132, and a carrier 134. Carrier 134 is configured to rotatably and revolvably hold the plurality of pinion gears 133.
Mechanical power generated by engine 100 is split by power split device 130 into two paths. One of them is a path through which driving wheel 160 is driven through reduction gear 140. The other is a path through which power is generated by driving first MG 110.
Each of first MG 110 and second MG 120 is typically a three-phase alternating current rotating electric machine, which is constituted by a permanent magnet motor.
First MG 110 mainly operates as a "power generator", and can generate power with the driving force from engine 100 split by power split device 130. Electric power generated by first MG 110 can be used in accordance with a running state of the vehicle or an SOC (State of Charge) of battery 150. This electric power is subsequently adjusted in voltage by a below-described converter and stored in battery 150. It is noted that in the case of motoring of engine 100 at the time of engine startup, for example, first MG 110 can also operate as an electric motor as a result of torque control.
Second MG 120 mainly operates as an "electric motor", and is driven with at least one of electric power stored in battery 150 and electric power generated by first MG 110. Mechanical power generated by second MG 120 is transmitted to driving shaft 135, and is further transmitted to driving wheel 160 via reduction gear 140. Second MG 120 thus assists engine 100, and causes the vehicle to run with the driving force from second MG 120.
At the time of regenerative braking of the hybrid vehicle, second MG 120 is driven by driving wheel 160 via reduction gear 140. In this case, second MG 120 operates as a power generator. Second MG 120 thus functions as a regenerative brake for converting braking energy into electric power. At this time, regenerative power generated by second MG 120 is charged into battery 150, by way of an inverter 220 and a converter 200. Regenerative braking of the hybrid vehicle takes place in the case of a foot brake operation, or in the case of the release of the accelerator pedal.
Battery stack 150 serves as a battery set having a configuration in which a plurality of battery modules each having a plurality of battery cells integrated with each other are connected in series. Battery 150 has a voltage of about 200 V, for example. Battery 150 can be charged with the electric power generated by first MG 110 or second MG 120. The temperature, voltage, and current of battery 150 are detected by a battery sensor 152. Battery sensor 152 collectively refers to a temperature sensor, a voltage sensor, and a current sensor. At the time of regenerative braking, a current (hereinafter, regenerative current) IB flowing in battery 150 is detected by battery sensor 152.
Control device 500 is configured to incorporate therein a CPU (Central Processing Unit) and a memory, not shown, and is configured to perform operation processing based on a detected value from each sensor, by means of software processing in accordance with a map and a program stored in the memory. Alternatively, at least a portion of control device 500 may be configured to perform prescribed numerical operation processing and/or logical operation processing, by means of hardware processing by a dedicated electronic circuit and the like.
Engine 100 is controlled in accordance with an operation command value from control device 500. First MG 110, second MG 120, converter 200, and inverters 210, 220 are controlled by control device 500.
Fig. 2 is a circuit diagram for use in illustrating an exemplary configuration of an electric system of the hybrid vehicle shown in Fig. 1.
Referring to Fig. 2, the electric system of the hybrid vehicle includes converter 200, an inverter 210 corresponding to first MG 110, inverter 220 corresponding to second MG 120, an SMR (System Main Relay) 230, and capacitors C1, C2.
Converter 200 includes two power semiconductor switching elements Q1, Q2 connected in series (hereinafter also simply referred to as "switching elements"), diodes D1, D2 provided for respective switching elements Q1, Q2, and a reactor L.
Switching elements Q1 and Q2 are connected in series between a positive electrode line PL2 and a ground line GL connected to the negative electrode of battery 150. The collector of switching element Q1 is connected to positive electrode line PL2, and the emitter of switching element Q2 is connected to ground line GL. Diodes D1, D2 are connected anti-parallel to switching elements Q1, Q2, respectively. Switching element Q1 and diode D1 form an upper arm of converter 200, and switching element Q2 and diode D2 form a lower arm of converter 200.
As power semiconductor switching elements Q1, Q2, IGBTs (Insulated Gate Bipolar Transistors), power MOS (Metal Oxide Semiconductor) transistors, power bipolar transistors, or the like can be employed as appropriate. The ON/OFF of each of switching elements Q1, Q2 is controlled by a switching control signal from control device 500.
One end of reactor L is connected to positive electrode line PL1 connected to the positive electrode of battery 150, and the other end of reactor L is connected to a connection node of switching elements Q1, Q2, that is, a connection point between the emitter of switching element Q1 and the collector of switching element Q2.
Capacitor C2 is connected between positive electrode line PL2 and ground line GL. Capacitor C2 smoothes an alternating current component in voltage fluctuations between positive electrode line PL2 and ground line GL. Capacitor C1 is connected between positive electrode line PL1 and ground line GL. Capacitor C1 smoothes an alternating current component in voltage fluctuations between positive electrode line PL1 and ground line GL.
Voltage sensor 180 detects a voltage across the terminals of capacitor C2, which is an output voltage of converter 200, that is, a voltage VH (the system voltage or the voltage of the drive voltage system) between positive electrode line PL2 and ground line GL, and outputs the detected value to control device 500.
Converter 200 is electrically connected to inverters 210 and 220 via positive electrode line PL2 and ground line GL.
At the time of a boost operation, converter 200 increases a DC voltage supplied from battery 150 (the voltage across the terminals of capacitor C1, or the voltage of the battery voltage system), and supplies the increased system voltage VH to inverters 210, 220. More specifically, an ON period of switching element Q1 and an ON period of switching element Q2 are alternately provided in response to the switching control signal from control device 500, and a boost ratio depends on a ratio of these ON periods.
At the time of a step-down operation, converter 200 reduces system voltage VH supplied from inverters 210, 220 via capacitor C2, and charges battery 150 with the reduced voltage. More specifically, a period during which only switching element Q1 is turned ON and a period during which both switching elements Q1, Q2 are turned OFF are alternately provided in response to the switching control signal from control device 500, and a step-down ratio depends on a duty ratio of these above-described ON periods.
Inverter 210 is formed of a general three-phase inverter, and is made up of an U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. Arms 15 to 17 include switching elements Q3 to Q8 and antiparallel diodes D3 to D8.
During running of the vehicle, inverter 210 controls the current or voltage of each phase coil of first MG 110 such that first MG 110 operates in accordance with an operation command value (typically a torque command value) set to generate a driving force (vehicle driving torque, power generation torque, etc.) required for the running of the vehicle. That is, inverter 210 executes bidirectional DC/AC power conversion between positive electrode line PL2 and first MG 110.
Inverter 220 is formed of a general three-phase inverter, as with inverter 210. During running of the vehicle, inverter 220 controls the current or voltage of each phase coil of second MG 120 such that second MG 120 operates in accordance with an operation command value (typically a torque command value) set to generate a driving force (vehicle driving torque, regenerative braking torque, etc.) required for the running of the vehicle. That is, inverter 220 executes bidirectional DC/AC power conversion between positive electrode line PL2 and second MG120.
Control device 500 calculates a torque command value TR1 of first MG 110, and a torque command value TR2 of second MG 120, based on an accelerator pedal position Acc and a vehicle speed V of the hybrid vehicle. Control device 500 sets the output voltage (system voltage) VH of converter 200, based on torque command value TR1 of first MG 110, torque command value TR2 of second MG 120, a motor rotation speed MRN of first MG 110, and a motor rotation speed MRN2 of second MG 120.
At the time of regenerative braking, current flowing in converter 200 flows in switching element Q1 in the upper arm and diode D2 in the lower arm. Diode D2 does not have a self-holding function against a temperature rise. Current flowing in diode D2 increases when the magnitude of a regenerative current IB is large, and thus, diode D2 may be broken. Also when system voltage VH is large, the conduction time of diode D2 is long, and thus, diode D2 may be broken. In the present embodiment, diode D2 is prevented from being broken, by limiting the magnitude of regenerative current IB and the magnitude of system voltage VH.
Control device 500 sets the upper limit of system voltage VH. Control device 500 sets system voltage VH within a range not exceeding the upper limit value of system voltage VH. Control device 500 also sets charging power limit value Win that indicates a limit value of electric power for charging battery 150. At the time of regenerative braking, therefore, the size of regenerative current IB is limited by charging power limit value Win.
Next, with Figs. 3 and 4, exemplary settings of charging power limit value Win and system voltage VH will be described as a reference example.
It is noted that in the following description, a current (discharge current) when battery 150 is discharged is denoted by the positive sign, and a current when battery 150 is charged (regenerative current, charge current) is denoted by the negative sign.
Charging power limit value Win is denoted by the negative sign. The expression that regenerative current IB is large means that the absolute value of regenerative current IB is large, and the expression that charging power limit value Win is large means that the absolute value of charging power limit value Win is large.
(Reference Example 1)
As shown in Fig. 3, at the time of initial setting, the control device sets charging power limit value Win to a relatively large value (- 29 kw) in consideration of the collection of regenerative current, and sets upper limit value VH of system voltage VH to a maximum value (600 V) to accommodate large required power for the vehicle.
Regenerative current IB regenerated by a braking operation increases at a constant changing rate. When regenerative current IB regenerated by the braking operation has reached a threshold value TH1, the control device causes the upper limit value of system voltage VH to decrease from 600 V to 450 V at a prescribed changing rate, in order to protect diode D2. This is because if system voltage VH is changed abruptly from 600 V to 450 V, a failure of the control occurs.
On the other hand, since charging power limit value Win is set to the relatively large value (- 29 kw), regenerative current IB continues to increase at a constant changing rate, without being subject to the limitation due to charging power limit value Win.
The rate at which regenerative current IB increases is lower than the rate at which the upper limit value of system voltage VH decreases, which causes a state in which both regenerate current IB and system voltage VH are large. For example, even when regenerative current IB has reached the maximum value, the upper limit value of system voltage VH has only decreased to 550 V. When such a state occurs, diode D2 may be broken.
(Reference Example 2)
As shown in Fig. 4, at the time of initial setting, the control device sets charging power limit value Win to a relatively low value (- 25 kw) in consideration of the protection of diode D2, and sets upper limit value VH of system voltage VH to the maximum value (600 V) to accommodate large required power for the vehicle.
Regenerative current IB regenerated by a braking operation increases at a constant changing rate. When regenerative current IB regenerated by a braking operation has reached threshold value TH1, regenerative current IB, which is subject to the limitation due to charging power limit Win, does not increase any more. In this case, therefore, since the magnitude of regenerative current IB is strictly limited, diode D2 can be protected, although a sufficient regenerative current cannot be collected.
(Exemplary Settings in the Present Embodiment)
Next, with Figs. 5 and 6, exemplary settings of charging power limit value Win and system voltage VH in the present embodiment will be described.
In the present embodiment, charging power limit value Win is set based on a correspondence map in which a correspondence between charging power limit value Win and the upper limit value of system voltage VH is set. In the correspondence map, the correspondence between charging power limit value Win and the upper limit value of system voltage VH is set as shown in Fig. 5.
That is, charging power limit value Win is set to increase linearly from first electric power (- 25 kw) to second electric power (- 29 kw), in response to a decrease in the upper limit value of system voltage VH from a first value (600 V) to a second value (450 V). By setting charging power limit value Win against the upper limit value of system voltage VH in accordance with this correspondence map, it is possible to prevent diode D2 from being broken, and collect a sufficient regenerative current.
As shown in Fig. 6, at the time of initial setting, control device 500 sets charging power limit value Win to a relatively low value (- 25 kw) in consideration of the protection of diode D2, and sets upper limit value VH of system voltage VH to the maximum value (600 V), in accordance with the correspondence map shown in Fig. 5, in order to accommodate large required power for the vehicle.
Regenerative current IB regenerated by a braking operation increases at a constant changing rate. When regenerative current IB regenerated by a braking operation has reached threshold value TH1, control device 500 causes the upper limit value of system voltage VH to decrease from 600 V to 450 V at a prescribed first changing rate. Control device 500 also causes charging power limit value Win to increase at a second prescribed changing rate, by setting charging power limit value Win to collect regenerative current, in accordance with the correspondence map shown in Fig. 5.
When regenerative current IB has reached threshold value TH1, there is the limitation due to charging power limit Win (- 25 kw); however, since charging power limit value Win is being increased, regenerative current IB can be continuously increased. Even if regenerative current IB increases, the upper limit value of system voltage VH has been lowered, so that the state in which both regenerate current IB and system voltage VH are large does not occur. Consequently, diode D2 is not broken.
Regenerative current IB subsequently decreases at a constant changing rate. When regenerative current IB has reached threshold value TH2, the upper limit value of system voltage VH is increased from 450 V to 600 V at a third prescribed changing rate.
The control device also causes charging power limit value Win to decrease at a fourth prescribed changing rate, by setting charging power limit value Win in consideration of the protection of diode D2, in accordance with the correspondence map shown in Fig. 5.
(Operation Flow)
Fig. 7 is a flow chart showing procedures of setting the upper limit value of system voltage VH and charging power limit value Win according to the present embodiment.
In step ST1, control device 500 sets an initial value of the upper limit value of system voltage VH to a maximum value (600 V), and in step ST2, control device 500 sets charging power limit value Win to an initial value (- 25 kw).
In step ST3, when regenerative current IB detected at battery sensor 152 increases to threshold value TH1 or higher, the processing proceeds to step ST4.
In step ST3, when regenerative current IB detected at battery sensor 152 decreases to threshold value TH2 or lower, the processing proceeds to step ST7.
In step ST4, control device 500 causes the upper limit value of system voltage VH to decrease from 600 V to 450 V at the first prescribed changing rate. In this way, control device 500 sets system voltage VH within a range not exceeding the current upper limit value of system voltage VH.
Furthermore, in step ST5, control device 500 causes charging power limit value Win to increase at the second prescribed changing rate, by setting charging power limit value Win in correspondence with the upper limit value of system voltage VH, in accordance with the correspondence map shown in Fig. 5.
In Step ST7, control device 500 causes the upper limit value of system voltage VH to increase from 450 V to 600 V at the third prescribed changing rate. In this way, control device 500 sets system voltage VH within a range not exceeding the current upper limit value of system voltage VH.
Furthermore, in step ST7, control device 500 causes charging power limit value Win to decrease at the fourth prescribed changing rate, by setting charging power limit value Win in correspondence with the upper limit value of system voltage VH, in accordance with the correspondence map shown in Fig. 5.
As described above, according to the present embodiment, when system voltage VH is reduced, charging power limit value Win is increased, and when system voltage VH is increased, charging power limit value Win is increased. In this way, the diode can be protected, and regenerative current can be collected.
It is noted that in the present embodiment, where the regenerative current has become the threshold value or higher, the control device causes the upper limit value of system voltage VH to decrease at the first prescribed changing rate, and sets charging power limit value Win corresponding to the upper limit value of system voltage VH, in accordance with the correspondence map. The present invention, however, is not limited thereto.
For example, where the regenerative current has become the threshold value or higher, the control device may cause charging power limit value Win to increase at the second prescribed changing rate, and set the upper limit value of system voltage VH corresponding to charging power limit value Win, in accordance with the correspondence map, thereby causing the upper limit value of system voltage VH to decrease at the first prescribed changing rate.
Alternatively, instead of using the correspondence map, where the regenerative current has become the threshold value or higher, the control device may cause the upper limit value of system voltage VH to decrease at the first prescribed changing rate, and cause charging power limit value Win to increase at the second changing rate.
The first prescribed changing rate and the second prescribed changing rate are set in advance such that a sufficient amount of regenerative current can be collected, and diode D2 can be protected.
Moreover, the first to fourth changing rates may not be constant so long as a sufficient amount of regenerative current can be collected, and diode D2 can be protected. The changing rate may change while system voltage VH is being changed from 600 V to 450 V, and while system voltage VH is being changed from 450 V to 600 V. The changing rate may change while charging power limit value Win is being changed from - 25 kw to - 29 kw, and while charging power limit value Win is being changed from - 29 kw to - 25 kw.
Furthermore, in the present embodiment, where the regenerative current has become the threshold value or higher, the control device causes the upper limit value of system voltage VH to decrease to 450 V, and causes charging power limit value Win to increase to - 29 kw, with the same timing. The present invention, however, is not limited thereto.
One of the timing of causing the upper limit value of system voltage VH to decrease to 450 V and the timing of causing charging power limit value Win to increase to - 29 kw may be earlier than the other, so long as a required amount of regenerative current can be collected, and diode D2 can be protected.
It is to be understood that the embodiments disclosed herein are only by way of example, and not to be taken by way of limitation. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
100: engine; 102: crankshaft; 110: first MG; 120: second MG; 130: power split device; 131: sun gear; 132: ring gear; 133: pinion gear; 134: carrier; 135: ring gear shaft (driving shaft); 140: reduction gear; 150: battery; 152: battery sensor; 160: driving wheel; 180: voltage sensor; 200: converter; 210, 220: inverter; 230: SMR; 500: control device; PL1, PL2: positive electrode line; GL: ground line; Q1-Q8: switching element; D1-D8: diode; C1, C2: capacitor; L: reactor.

Claims (5)

  1. A hybrid vehicle comprising:
    a power storage device;
    an electric motor;
    a converter capable of increasing a voltage of said power storage device and supplying the increased voltage to a drive voltage system to which said electric motor is connected, and capable of reducing the voltage of said drive voltage system and storing the reduced voltage in said power storage device;
    a sensor that detects a magnitude of a regenerative current at the time of regenerative braking; and
    a control device that sets a charging power limit value of said power storage device and an upper limit value of the voltage of said drive voltage system,
    when said regenerative current detected has become a first threshold value or higher, said control device causing the upper limit value of the voltage of said drive voltage system to decrease with time, and causing said charging power limit value to increase with time.
  2. The hybrid vehicle according to claim 1, wherein
    when said regenerative current detected has become said first threshold value or higher, said control device causes the upper limit value of the voltage of said drive voltage system to decrease at a first prescribed changing rate, and causes said charging power limit value to increase at a second prescribed changing rate.
  3. The hybrid vehicle according to claim 2, wherein
    said control device has a map in which a correspondence between the upper limit value of the voltage of said drive voltage system and said charging power limit value is set such that said charging power limit value increases as the upper limit value of the voltage of said drive voltage system decreases, and
    when said regenerative current has become said first threshold value or higher, said control device causes the upper limit value of the voltage of said drive voltage system to decrease at said first prescribed changing rate, and sets said charging power limit value in accordance with said map.
  4. The hybrid vehicle according to claim 3, wherein
    in said map, said charging power limit value is set to increase linearly from first electric power to second electric power, in response to a decrease in the upper limit value of the voltage of said drive voltage system from a first voltage to a second voltage,
    when said regenerative current is less than said first threshold value, said control device sets the upper limit value of the voltage of said drive voltage system to said first voltage, and sets said charging power limit value to said first electric power in accordance with said map, and
    when said regenerative current has become said first threshold value or higher, said control device causes the upper limit value of the voltage of said drive voltage system to decrease from said first voltage to said second voltage at said first prescribed changing rate, and sets said charging power limit value in accordance with said map.
  5. The hybrid vehicle according to claim 4, wherein
    when said regenerative current has become a second threshold value or lower, said control device causes the upper limit value of the voltage of said drive voltage system to increase from said second voltage to said first voltage at a third prescribed changing rate, and sets said charging power limit value in accordance with said map.
PCT/JP2014/005418 2013-12-11 2014-10-27 Hybrid vehicle WO2015087479A1 (en)

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EP2450220A1 (en) * 2009-07-03 2012-05-09 Zakrytoe Aktzionernoye Obschestvo Nauchno-Proizvodstevvnoe Predriyatie "Inkar-M" Electric vehicle
JP2012239332A (en) 2011-05-12 2012-12-06 Toyota Motor Corp Drive apparatus

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JP5065223B2 (en) * 2008-10-17 2012-10-31 トヨタ自動車株式会社 Vehicle control system
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US5965991A (en) * 1996-06-14 1999-10-12 Hino Jidosha Kogyo Kabushiki Kaisha Control system for a vehicle-mounted battery
EP2450220A1 (en) * 2009-07-03 2012-05-09 Zakrytoe Aktzionernoye Obschestvo Nauchno-Proizvodstevvnoe Predriyatie "Inkar-M" Electric vehicle
JP2012239332A (en) 2011-05-12 2012-12-06 Toyota Motor Corp Drive apparatus

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