WO2015152405A1 - Système d'alimentation électrique et véhicule - Google Patents

Système d'alimentation électrique et véhicule Download PDF

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Publication number
WO2015152405A1
WO2015152405A1 PCT/JP2015/060620 JP2015060620W WO2015152405A1 WO 2015152405 A1 WO2015152405 A1 WO 2015152405A1 JP 2015060620 W JP2015060620 W JP 2015060620W WO 2015152405 A1 WO2015152405 A1 WO 2015152405A1
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WIPO (PCT)
Prior art keywords
control unit
lithium ion
secondary battery
power supply
supply system
Prior art date
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PCT/JP2015/060620
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English (en)
Japanese (ja)
Inventor
亜希 長谷川
仁 韮沢
下山田　啓
泰男 角田
高澤　孝次
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株式会社東芝
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Publication of WO2015152405A1 publication Critical patent/WO2015152405A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • 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

Definitions

  • Embodiments described herein relate generally to a power supply system and a vehicle.
  • the problem to be solved by the present invention is to provide a power supply system and a vehicle capable of exhibiting more performance while ensuring the safety of the secondary battery.
  • the power supply system of the embodiment has a secondary battery and a control unit.
  • the control unit controls the voltage of the secondary battery to fall between the upper limit voltage and the lower limit voltage.
  • the flowchart which shows an example of the flow of the process performed by the hybrid control part 30 of embodiment.
  • the flowchart which shows an example of the flow of the process by the battery control part 20 of embodiment.
  • FIG. 1 is a diagram illustrating a configuration example of a vehicle 1 on which the power supply system 5 of the embodiment is mounted.
  • the vehicle 1 includes, for example, a power supply system 5, a hybrid control unit 30, an accelerator opening sensor 32, a vehicle speed sensor 34, an engine 40, a generator 42, a motor 50, a motor driving unit 52, and a differential gear. 60, drive wheels 62, and a display unit 70.
  • the power supply system 5 includes a lithium ion battery 10 and a battery control unit 20.
  • a temperature sensor 12, a voltage sensor 14, and a current sensor 16 are attached to the lithium ion battery 10. Values detected by these sensors are input to the battery control unit 20.
  • the lithium ion battery 10 is, for example, a lithium ion battery (secondary battery) using manganese for the positive electrode and lithium titanate for the negative electrode side.
  • the lithium ion battery 10 includes a plurality of stacked structures in which a positive electrode and a negative electrode face each other with a separator interposed therebetween, a positive electrode terminal connected to the plurality of positive electrodes, a negative electrode terminal connected to the plurality of negative electrodes, and a gas discharge valve Is provided on the surface of the housing.
  • a processor such as a CPU (Central Processing Unit), a ROM (Read Only Memory) or a RAM (Random Access Memory), a storage unit such as a flash memory, and an input / output interface are connected to the battery control unit 20 via a bus. It has a configuration.
  • the battery control unit 20 communicates with the hybrid control unit 30 via, for example, a communication line on which a vehicle communication protocol is executed.
  • the battery control unit 20 performs the following control, for example, when the CPU executes a program stored in the storage unit.
  • the battery control unit 20 may perform the following control by hardware such as LSI (Large Scale Integration) or ASIC (Application Specific Integrated Circuit). The contents of control by the battery control unit 20 will be described later.
  • the hybrid control unit 30 is a computer device similar to the battery control unit 20.
  • the hybrid control unit 30 is input with the operation amount of the accelerator pedal (accelerator opening) detected by the accelerator opening sensor 32, the vehicle speed detected by the vehicle speed sensor 34, and the like.
  • the hybrid control unit 30 controls the engine 40, the generator 42, the motor 50, and the motor driving unit 52.
  • Engine 40 outputs power by burning hydrocarbon fuel such as gasoline inside.
  • the power output from the engine 40 is output to the drive wheels 62 via a transmission, a clutch, and a differential gear 60 (not shown).
  • the generator 42 generates power using the power output from the engine 40.
  • the electric power generated by the generator 42 is used to charge the lithium ion battery 10.
  • the motor 50 is driven by a motor driving unit 52.
  • the motor drive unit 52 includes, for example, an inverter for generating a three-phase alternating current supplied to the motor 50. Further, the motor 50 can generate power using the power input from the drive wheels 62 when the vehicle 1 decelerates, and can charge the lithium ion battery 10.
  • the vehicle 1 may be one in which the engine 40 and the generator 42 are connected to the drive wheels 62 via a planetary gear mechanism or the like.
  • the engine 40, the generator 42, and the motor 50 may be connected in any manner.
  • the vehicle 1 may be an electric vehicle that does not include the engine 40.
  • the hybrid control unit 30 determines the output of the engine 40 and the output of the motor 50 based on values input from the accelerator opening sensor 32 and the vehicle speed sensor 34, for example.
  • FIG. 2 is a flowchart illustrating an example of a flow of processing executed by the hybrid control unit 30 according to the embodiment. The processing of this flowchart is repeatedly executed at a predetermined cycle, for example.
  • the hybrid control unit 30 calculates the required power to be output to the drive wheels 62 based on the accelerator opening input from the accelerator opening sensor 32, the vehicle speed input from the vehicle speed sensor 34, and other information. (Step S100).
  • the hybrid control unit 30 acquires the voltage V of the lithium ion battery 10 input from the voltage sensor 14 and the charge / discharge current I of the lithium ion battery 10 input from the current sensor 16 from the battery control unit 20. Then, the motor output power is calculated by multiplying the input voltage V and the charging / discharging current I (step S106). Instead of the processes in steps S104 and S106, a process of acquiring motor output power from the battery control unit 20 may be performed.
  • the hybrid control unit 30 calculates the engine required power by subtracting the motor output power calculated in step S104 from the required power calculated in step S100 (step S106), and outputs the engine required power. 40 is controlled (step S108).
  • the hybrid control unit 30 performs the traveling control of the vehicle 1 based on the measured values of the voltage V and the charge / discharge current I of the lithium ion battery 10. This eliminates the need for complicated calculations such as predicting the power that can be output from the lithium ion battery 10 and reduces the processing load. Such processing is realized by control of the battery control unit 20 described below.
  • the battery control unit 20 refers to the temperature T of the lithium ion battery 10 input from the temperature sensor 12, and (1) the temperature T of the lithium ion battery 10 is lower than the predetermined temperature T1, and (2) the predetermined temperature T1. Different control is performed in the above case.
  • the battery control unit 20 does not monitor the charge / discharge current I of the lithium ion battery 10, and the voltage V of the lithium ion battery 10 is the upper limit voltage Vmax.
  • the lower limit voltage Vmin For example, the upper limit voltage Vmax is determined to be 2.7 [V], and the lower limit voltage Vmin is determined to be 1.5 [V].
  • the battery control unit 20 When the voltage V of the lithium ion battery 10 input from the voltage sensor 14 increases and becomes near the upper limit voltage Vmax (for example, 2.5 to 2.6 [V]), the battery control unit 20 Then, a signal (charging suppression signal) instructing to suppress or stop the current I flowing into the lithium ion battery 10 is transmitted.
  • the charge suppression signal When the charge suppression signal is input, the hybrid control unit 30 suppresses or stops power generation by the generator 42 or the motor 50.
  • the battery control unit 20 A signal (discharge suppression signal) instructing to suppress or stop the current I flowing out from the lithium ion battery 10 is transmitted.
  • the discharge suppression signal is input, the hybrid control unit 30 suppresses or stops power consumption by the motor 50.
  • the discharge suppression signal may be transmitted to a control unit that controls the in-vehicle device other than the motor 50.
  • the battery control unit 20 may perform control to turn off the switch on the power supply path from the lithium ion battery 10 when transmitting the discharge suppression signal.
  • the battery control unit 20 causes the charge / discharge current I of the lithium ion battery 10 input from the current sensor 16 to be equal to or lower than the upper limit current Imax.
  • the upper limit current Imax is a current value when the Joule heat per unit time represented by the product of the square of the current and the resistance (I2 ⁇ R) becomes an upper limit value determined in consideration of safety, Various set values are determined in advance by experiments or the like.
  • the battery control unit 20 A signal (charge / discharge suppression signal) instructing to suppress or stop the current I flowing out from the lithium ion battery 10 or the current I flowing into the lithium ion battery 10 is transmitted to the control unit 30.
  • the hybrid control unit 30 suppresses or stops power generation or power consumption by the generator 42 or the motor 50.
  • the charge / discharge suppression signal may be transmitted to a control unit that controls the in-vehicle device other than the motor 50.
  • the battery control unit 20 may perform control to turn off the switch on the power supply path from the lithium ion battery 10.
  • FIG. 3 is a flowchart illustrating an example of a flow of processing performed by the battery control unit 20 according to the embodiment. The processing of this flowchart is repeatedly executed at a predetermined cycle, for example.
  • the battery control unit 20 refers to the temperature T of the lithium ion battery 10 input from the temperature sensor 12, and determines whether or not the temperature T of the lithium ion battery 10 is lower than a predetermined temperature T1 (step S200). .
  • the battery control unit 20 determines whether or not the voltage V of the lithium ion battery 10 input from the voltage sensor 14 has increased to near the upper limit voltage Vmax. Determination is made (step S202). When the voltage V of the lithium ion battery 10 input from the voltage sensor 14 increases and reaches the upper limit voltage Vmax, the battery control unit 20 transmits a charge suppression signal to the hybrid control unit 30 (step S204).
  • step S202 the battery control unit 20 determines whether or not the voltage V of the lithium ion battery 10 input from the voltage sensor 14 has decreased to near the lower limit voltage Vmin (step). S206). When the voltage V of the lithium ion battery 10 decreases and approaches the lower limit voltage Vmin, the battery control unit 20 transmits a discharge suppression signal to the hybrid control unit 30 (step S208).
  • the battery control unit 20 increases the charge / discharge current I of the lithium ion battery 10 input from the current sensor 16 to the vicinity of the upper limit current Imax. It is determined whether or not (step S210).
  • the battery control unit 20 transmits a charging / discharging suppression signal to the hybrid control unit 30 (step S212).
  • the lithium ion battery 10 of the embodiment uses manganese for the positive electrode and lithium titanate for the negative electrode side, the possibility of an internal short circuit due to lithium deposition is low. For this reason, if the temperature T of the lithium ion battery 10 is lower than the predetermined temperature T1, the lithium ion battery 10 is controlled so that the voltage V is between the upper limit voltage Vmax and the lower limit voltage Vmin. It is possible to suppress the occurrence of defects in the battery 10. Further, by continuing the discharge until the voltage V of the lithium ion battery 10 decreases and becomes near the lower limit voltage Vmin, more performance of the lithium ion battery 10 can be exhibited. Therefore, according to the embodiment, more performance can be exhibited while ensuring the safety of the lithium ion battery 10.
  • FIG. 4 is a diagram illustrating the relationship between the charge / discharge current I that can be realized by the power supply system of the embodiment and the temperature T of the lithium ion battery 10.
  • the charge / discharge resistance I is increased due to a decrease in the amount of carrier movement in the electrolytic solution, so the charge / discharge current I is decreased.
  • the charge / discharge current I increases.
  • the charge / discharge current I increases in the region where the temperature T of the lithium ion battery 10 is equal to or higher than the predetermined temperature T1. It is controlled so as to be lower than the upper limit current Imax. Thereby, the safety of the lithium ion battery 10 can be further improved.
  • the battery control unit 20 calculates a charging rate (SOC; State Of Charge) of the lithium ion battery 10 under the above-described restrictions, and sets the charging rate SOC to a desired level (for example, about 50% to 60%). And information based on the charging rate SOC may be displayed on the display unit 70.
  • the charging rate SOC may be information indicating the charging rate SOC itself, or information indicating a change in charging rate per unit time (instantaneous charging amount). It is preferable that the display unit 70 is attached to a place that is easy to see from the driver of the vehicle 1 such as a front part of the instrument panel.
  • the battery control unit 20 measures the open circuit voltage OCV of the lithium ion battery 10, and based on the relationship between the open circuit voltage OCV and the charge rate SOC, the charge rate SOC as an initial value is determined. Is derived.
  • FIG. 5 is a diagram illustrating the relationship between the open circuit voltage OCV and the charging rate SOC in the lithium ion battery 10 of the embodiment. In the lithium ion battery 10 using manganese for the positive electrode and lithium titanate for the negative electrode side, the relationship between the open circuit voltage OCV and the charge rate SOC does not depend on the temperature.
  • the battery control unit 20 can easily derive the charge rate SOC only by measuring the open-circuit voltage OCV measured by the voltage sensor 14 with the lithium ion battery 10 disconnected from the load. After deriving the charging rate SOC as an initial value, the battery control unit 20 can calculate the charging rate SOC by adding or subtracting the integrated value of the charging / discharging current to the charging rate SOC at that time. it can.
  • the power supply system 5 is applied to a hybrid vehicle including the engine 40 and the traveling motor 50.
  • the power supply system 5 is applied to an electric vehicle including no traveling motor. It can also be installed.
  • the power supply system 5 can also be used in a building such as a house provided with power generation equipment and a load.
  • Drawing 6 is a figure showing typically signs that power supply system 5 of an embodiment is used in a building provided with power generation equipment and a load. In this configuration, when the temperature T of the lithium ion battery 10 is lower than the predetermined temperature T1, the battery control unit 20 of the power supply system 5 keeps the voltage V of the lithium ion battery 10 between the upper limit voltage Vmax and the lower limit voltage Vmin.
  • the charge / discharge current I of the lithium ion battery 10 input from the current sensor 16 is controlled to be equal to or lower than the upper limit current Imax. And a charge suppression signal is transmitted to charging equipment, or a discharge suppression signal is transmitted to the control part of load so that the constraint conditions of the said voltage or charging / discharging current may be satisfied. Even in such a usage mode, the power supply system 5 can achieve the same effects as the above-described embodiment.
  • the performance of the lithium ion battery 10 can be exhibited more while ensuring the safety of the lithium ion battery 10.
  • the lithium ion battery 10 in the above embodiment is an example of a “secondary battery”
  • the battery control unit 20 is an example of a “control unit”
  • the motor 50 is an example of an “in-vehicle device”
  • a hybrid control unit. 30 is an example of an “engine control unit”.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)

Abstract

Selon un mode de réalisation, l'invention concerne un système d'alimentation électrique qui comprend une batterie rechargeable et une unité de commande. Quand la température de la batterie rechargeable est inférieure à une température prescrite, l'unité de commande effectue une régulation de manière que la tension de la batterie rechargeable soit comprise entre une tension limite supérieure et une tension limite inférieure.
PCT/JP2015/060620 2014-04-04 2015-04-03 Système d'alimentation électrique et véhicule WO2015152405A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014-078036 2014-04-04
JP2014078036A JP2017103833A (ja) 2014-04-04 2014-04-04 電源システム、および車両

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WO2015152405A1 true WO2015152405A1 (fr) 2015-10-08

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JP7268642B2 (ja) * 2020-05-29 2023-05-08 トヨタ自動車株式会社 燃料電池システム、目標動作点を決定する方法、コンピュータプログラム

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JP2005245069A (ja) * 2004-02-24 2005-09-08 Nissan Motor Co Ltd 電動車両制御装置
JP2008098149A (ja) * 2006-09-15 2008-04-24 Toshiba Corp 電源システムおよび電動車
JP2011178384A (ja) * 2010-02-03 2011-09-15 Denso Corp 車載電源装置
JP2011230670A (ja) * 2010-04-28 2011-11-17 Honda Motor Co Ltd 電動車両
JP2011255824A (ja) * 2010-06-10 2011-12-22 Mitsubishi Motors Corp ハイブリッド車の制御装置
WO2013002149A1 (fr) * 2011-06-28 2013-01-03 住友重機械工業株式会社 Pelleteuse, et procédé pour commander une pelleteuse
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