WO2016121450A1 - Dispositif de commande pour alimentation électrique embarquée - Google Patents

Dispositif de commande pour alimentation électrique embarquée Download PDF

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Publication number
WO2016121450A1
WO2016121450A1 PCT/JP2016/050419 JP2016050419W WO2016121450A1 WO 2016121450 A1 WO2016121450 A1 WO 2016121450A1 JP 2016050419 W JP2016050419 W JP 2016050419W WO 2016121450 A1 WO2016121450 A1 WO 2016121450A1
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Prior art keywords
power
power supply
amount
vehicle
power source
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PCT/JP2016/050419
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English (en)
Japanese (ja)
Inventor
直之 田代
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日立オートモティブシステムズ株式会社
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Publication of WO2016121450A1 publication Critical patent/WO2016121450A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the present invention relates to an in-vehicle power supply control device applied to a vehicle system having a plurality of power supplies.
  • Patent Document 1 JP2013-126919A
  • the use limit voltage is adjusted according to the temperature of the in-vehicle power source in order to suppress the deterioration of the in-vehicle power source.
  • a vehicle-mounted power supply control device that suppresses deterioration of the vehicle-mounted power supply by lowering the use limit voltage as the temperature of the vehicle-mounted power supply is higher is disclosed.
  • an object of the present invention is to provide an in-vehicle power supply control device capable of suppressing power supply deterioration due to being maintained in a state where the amount of stored electricity is large.
  • the present invention is an in-vehicle power supply control device provided in a vehicle equipped with an in-vehicle power source and a power receiving body that receives power supply from the power source, and a storage amount detection unit that detects a storage amount of the power source;
  • a power supply amount adjustment unit that adjusts a supply amount of power supplied from the power source to the power receiver based on a storage amount of the power source, and the power supply amount adjustment unit is configured when the storage amount of the power source is large. Controls the amount of power supplied to the power receiver larger than when the power storage amount of the power source is small.
  • the present invention can suppress the deterioration of the power source due to being maintained in a state where the amount of stored electricity is large.
  • FIG. 1 is a diagram showing a configuration of a vehicle provided with an in-vehicle power supply control device in the first embodiment.
  • an engine 101 is mounted on a vehicle 100, and driving force generated by the engine 101 is transmitted to a driving wheel 104 connected via a differential mechanism 103 via a transmission 102. This causes the vehicle 100 to travel.
  • the transmission 102 is not limited to a stepped transmission combining a torque converter and a planetary gear mechanism, and may be a continuously variable transmission combining a belt or a chain and a pulley.
  • the transmission 102 also includes a power transmission control mechanism 105 that can control the amount of power transmission between the engine 101 and the differential mechanism 103.
  • the power transmission control mechanism 105 allows the power of the engine 101 and the drive wheels 104 to be controlled. By adjusting the transmission amount, the engine can be stopped during traveling.
  • a torque converter, a dry or wet clutch, or a planetary gear mechanism may be used as the power transmission control mechanism 105.
  • the vehicle power supply system 106 is assembled with a starter motor 107 as an engine starter.
  • the electric power is supplied from the power supply 302 to drive the starter motor 107, rotate the engine 101, and then start combustion.
  • the engine starting device is not limited to the starter motor 107, and may be a motor having functions of a starter motor and a generator.
  • the vehicle power supply system 106 is provided with a first power supply 301 and a second power supply 302 in parallel as power supplies.
  • batteries and / or capacitors are used for the first power supply 301 and the second power supply 302.
  • the battery include a lead storage battery, a nickel metal hydride battery, and a lithium ion battery.
  • the capacitor include an electric double layer capacitor and a lithium ion capacitor.
  • the first power supply 301 and the second power supply 302 are not particularly superior or inferior, but in the following, the target power supply may be described as the second power supply 302 for convenience of explanation.
  • In-vehicle electrical components 109 of the vehicle as electric drive parts for supplying power from the power sources 301 and 302.
  • In-vehicle electrical components 109 include actuators (for example, a fuel supply device and an ignition device) for operating the engine 101, lighting devices such as headlights, brake lamps, and direction indicators, air conditioners such as blower fans and heaters, water There are cooling devices such as pumps and radiator fans, and accumulators such as accumulators.
  • actuators for example, a fuel supply device and an ignition device
  • lighting devices such as headlights, brake lamps, and direction indicators
  • air conditioners such as blower fans and heaters
  • cooling devices such as pumps and radiator fans
  • accumulators such as accumulators.
  • the electric drive components such as the starter motor 107 and the in-vehicle electrical component 109 as described above function as a power receiver that receives power supply from the in-vehicle power sources 301 and 302.
  • a generator 112 connected to the engine 101 via a drive belt 111.
  • the generator 112 can generate electric power by rotating following the rotation of the crankshaft.
  • the generator 112 has a mechanism that makes the generated voltage variable by controlling the field current, and can also stop the generated output.
  • the in-vehicle power supply control device includes a storage amount detection unit that detects a storage amount of a power supply, a power supply amount adjustment unit that adjusts a supply amount of power that the power supply supplies to the power receiver based on the storage amount of the power supply, and The power supply amount adjustment unit controls the amount of power supplied to the power receiver larger when the power storage amount of the power source is large than when the power storage amount of the power source is small.
  • the power supply amount adjustment unit controls the power consumption of the electrical component to be large when increasing the supply amount of power to the power receiver.
  • Such an in-vehicle power supply control device is mounted on the controller 110, and a control method thereof will be described with reference to FIG.
  • step S201 when it is determined that the regeneration is in the regeneration state, the process proceeds to step S202.
  • step S203 the regeneration determination is performed when the accelerator pedal is not depressed, the fuel supply to the engine 101 is stopped, the engine combustion is stopped, and the rotational energy of the drive wheels 104 is used to generate power.
  • the vehicle state is other than the above, it is determined that the vehicle is not in the regenerative state.
  • step S202 the power generation voltage of the generator 112 is increased, and the generated power is charged in the power supplies 301 and 302.
  • the power generation of the generator 112 is stopped, the fuel supply to the engine 101 is restarted, and then the transmission between the engine 101 and the drive wheels 104 is disconnected (specifically, , Release the lock-up of the torque converter) and perform creep running.
  • step S203 a process of adjusting the amount of electricity stored in the power sources 301 and 302 based on the state of storage of the power sources 301 and 302 and the load on the in-vehicle electrical component 109 is performed.
  • FIG. 3 is a diagram showing the vehicle power supply system 106 in the first embodiment.
  • the in-vehicle electrical component 109 is connected to the first power source 301 and the second power source 302, and is supplied with power from both power sources.
  • the starter motor 107 is connected to the first power supply 301 and the second second power supply 302 via the starter relay 303. By turning on the starter relay 303, the first power supply 303 and the second power supply 302 are connected. Power can be supplied from the power supply 302 to the starter motor 103.
  • the inter-power supply circuit 304 is connected between the first power supply 301 and the first power supply 302, and prevents malfunction of the in-vehicle electrical component 109 due to a voltage drop generated when the starter motor 107 is driven. By turning on the starter motor relay 303 after the circuit between the power supplies is cut off, stable power is supplied to the vehicle-mounted electrical component 109.
  • the inter-power supply circuit 304 may be a mechanical relay or a semiconductor switch. However, the inter-power supply circuit 304 is not necessarily provided.
  • the power storage amount adjustment control S203 of the vehicle power supply system 106 mounted on the controller 110 in the first embodiment will be described with reference to FIG.
  • the target power source is described as the second power source 302, but the target power source may be the first power source 301.
  • step S401 a target power storage amount for suppressing deterioration of the target second power supply 302 is calculated.
  • the target power storage amount for suppressing deterioration is calculated based on the temperature of the second power supply 032 and the battery characteristics, and the higher the temperature, the smaller the deterioration storage target power storage amount is set. It becomes possible to suppress deterioration of the power supply. Furthermore, by setting the degradation suppression target power storage amount to be larger than the power storage amount that becomes the open-circuit voltage or overdischarge determination voltage of the first power source, it is possible to suppress power generation using fuel and suppress deterioration in fuel consumption. It becomes possible.
  • step S402 the calculated degradation suppression target power storage amount is compared with the power storage amount of the second power source 302. If the power storage amount of the power source is larger than the target, the process proceeds to step S403, and the power storage amount of the power source is smaller than the target. Ends the process.
  • step S403 it is possible to suppress deterioration of the power supply by adjusting the discharge amount of the power supply in order to control the power storage amount of the power supply to the target value.
  • the target power storage amount arrival time calculation unit 501 calculates the difference between the deterioration suppression target power storage amount and the power storage amount of the second power source 032 and sets the target discharge amount as a target based on the load of the in-vehicle electrical component 109 and the target power storage amount.
  • the arrival time until the amount of stored electricity is calculated.
  • the load of the in-vehicle electrical component 109 is calculated by a method of calculating based on a current sensor or the like attached to the second power supply 302, or a method of estimating the load according to the operation state of the in-vehicle electrical component 109. Also good.
  • the current flowing from the second power supply 302 to the first power supply 301 may be estimated and added as a load for calculation. As a result, the amount of power stored in the second power supply 302 can be managed with high accuracy, and wasteful power consumption can be suppressed.
  • the arrival time set value calculation unit 502 calculates a threshold value for the time to reach the target value. Specifically, the lifetime of the power supply can be extended by setting the threshold according to the temperature and the degree of deterioration of the second power supply 302, and setting the threshold value smaller as the temperature is higher and the deterioration is larger. It is possible to extend the performance guarantee period.
  • an arrival time difference that is a difference between the arrival time calculated by the target storage amount arrival time calculation unit 501 and the arrival time threshold value reaching the target value calculated by the arrival time set value calculation unit 502
  • the correction amount of the discharge output is calculated accordingly.
  • the larger the arrival time difference is, the larger the correction amount of the discharge output can be, and the power storage amount of the power source can be quickly brought close to the target value, and the deterioration of the second power source 302 can be suppressed. .
  • the in-vehicle electrical component command value calculation unit 504 corrects the command value of the in-vehicle electrical component 109 based on the discharge output correction amount. Specifically, the command value is corrected so that the power consumption of the in-vehicle electrical component 109 becomes larger than the normal command value.
  • priority can be given to cooling devices such as radiator fans and water pumps, so that power can be used effectively, so deterioration of fuel consumption can be suppressed. It becomes.
  • the output of the cooling device is not sufficient to compensate for the discharge output, power is consumed by a load resistance such as a heating wire.
  • a load resistor such as a heating wire as described above also functions as a power receiver that receives power from the in-vehicle power supplies 301 and 302.
  • the present invention is not limited to this, and only one power supply is provided. It can also be applied to.
  • FIG. 6 is a diagram showing a vehicle power supply system 106 in the second embodiment.
  • the in-vehicle electrical component 109 but also one of a plurality of power supplies 301 and 302 connected in parallel actively functions as a power receiver that receives power from the other.
  • Which of the power supplies 301 and 302 is the power supply source and which is the power receiver is arbitrary, but the case where the second power supply 302 supplies power to the first power supply 301 will be described below.
  • the in-vehicle power supply control device includes an other power storage allowable amount detection unit that detects a storage allowable amount of another power supply (that is, the first power supply 301).
  • the supply amount from the second power supply 302 is adjusted in accordance with the allowable storage amount of the power supply 301.
  • the in-vehicle power supply control apparatus installs an inter-power supply power adjustment circuit 601 that can adjust the amount of power from the second power supply 302 to the second power supply 301 between the first power supply 301 and the second power supply 302.
  • the inter-power supply power adjustment circuit 601 does not depend on the amount of power stored in the second power supply 302, and may be any circuit that can supply a desired power amount to the first power supply 301.
  • a DCDC converter etc. are mentioned.
  • the target power storage amount arrival time calculation unit 701 calculates based on the power storage allowable amount of the first power supply 301 in addition to the target discharge amount and the load of the in-vehicle electrical component 109.
  • the power storage allowable amount of the first power supply 301 is calculated based on the amount of power that the power amount adjustment circuit 601 can supply per unit time.
  • the power amount adjustment circuit 601 calculates the sum of the amount of power that can be supplied per unit time and the load of the in-vehicle electrical component 109 as the amount of discharge from the power source, and calculates the arrival time of the target power storage amount.
  • the allowable storage amount of the first power supply 301 is set to be small as the situation where the battery charge acceptability deteriorates.
  • the situation in which the battery charge acceptability deteriorates includes, for example, that the temperature of the power source is lower than normal temperature (around 25 ° C.) or the remaining capacity of the power source is large.
  • the discharge output correction amount calculation unit 702 increases the power supply amount of the first power source 301 as the arrival time difference is larger, so that the power of the second power source 302 is supplied to the first power source 301. By passing, wasteful power consumption can be avoided and fuel consumption can be reduced. Further, when the discharge output correction amount is larger than the power that can be supplied per unit time by the power amount adjustment circuit 601, the command value of the in-vehicle electrical cost is controlled so as to increase the power consumption of the in-vehicle electrical component 109. This makes it possible to achieve both fuel efficiency and suppression of power supply deterioration.
  • the power supply amount command value calculation unit 703 to the first power supply 301 controls the power supply amount to the first power supply 301 based on the discharge output correction amount. Specifically, a boost signal is sent to the boost DC / DC converter to supply predetermined power.
  • FIG. 8 is a diagram showing a vehicle power supply system 106 in the third embodiment.
  • a first discharge amount adjustment circuit 801 that adjusts the amount of power supplied from the first power supply 301 to the second power supply 302 and the in-vehicle electrical component 109 as a power receiver, and further from the second power supply 302 to the first power supply 301.
  • the 2nd discharge amount adjustment circuit 802 which adjusts the electric power supply amount to the vehicle-mounted electrical equipment 109 is installed.
  • the power amount adjustment circuits 801 and 802 do not depend on the amount of power stored in the in-vehicle power source, and are one step-up DCDC converter circuit capable of supplying desired power, or a mechanical relay or semiconductor switch capable of interrupting power transfer But you can.
  • the second power source 302 is a power source that should prioritize the suppression of deterioration over the first power source 301, and an example for suppressing the deterioration of the second power source 302 will be described.
  • the in-vehicle electrical component command value calculation 901 outputs a command value for the discharge amount of the first power supply 301 based on the allowable power storage amount of the first power supply 301.
  • the second power supply 302 supplies power to the first power supply 301 and the vehicle-mounted electrical component 109.
  • the amount of power stored in the first power supply 301 increases, and the allowable amount of power stored in the first power supply 301 decreases.
  • the output of the in-vehicle electrical component 109 is increased in order to reduce the amount of electricity stored in the second power source 302, the first in-vehicle electrical component 109 is also supplied with power from the first power source 301.
  • the power adjustment circuit 801 of the first power supply 301 is changed. It is preferable to give priority to the discharge from the second power supply 302 by controlling. Specifically, the power adjustment circuit 801 is controlled so that the discharge command from the first power supply 301 to the in-vehicle electrical component 109 becomes small or zero, and power is supplied from the second power source 302 to the in-vehicle electrical component 109 only. Implement the supply. As a result, the amount of power stored in the second power supply 302 can be reduced efficiently, and deterioration can be suppressed.
  • the present embodiment relates to a case where the power source 301, 302 is regeneratively charged by the power generated by the generator 112 using the kinetic energy of the vehicle.
  • the vehicle according to the present embodiment includes a forward situation acquisition unit that acquires the forward situation.
  • the on-vehicle power supply control device includes a regeneration prediction unit that predicts the regenerative power generation amount or the regenerative time according to the forward situation, a target power storage amount calculation unit that calculates the target power storage amount of the power supplies 301 and 302, and the generator 112.
  • a regenerative charge amount adjusting unit that adjusts a regenerative charge amount by which the power sources 301 and 302 are regeneratively charged by the electric power generated by the kinetic energy of the vehicle, and the regenerative charge amount adjusting unit includes the target power storage amount and the regenerative power generation amount Alternatively, the regenerative charge amount to the power supplies 301 and 302 is adjusted based on the regenerative time amount.
  • the in-vehicle power supply control apparatus has an arrival time setting unit that sets an arrival time until the storage amounts 301 and 302 of the power supply reach the target storage amount, and the regenerative charge amount adjustment unit is predicted When the regenerative time is compared with the arrival time and it is determined that the regenerative time is longer, the regenerative charging voltage of the power supplies 301 and 302 is controlled to be small.
  • a vehicle power supply system that includes two power supplies, ie, a first power supply 301 and a second power supply 302 that are connected in parallel to each other will be described.
  • this in-vehicle power supply control device is not limited to this.
  • the present invention can be applied to a vehicle power supply system having only one power supply.
  • the regenerative power generation control S202 in the fourth embodiment will be described.
  • the regeneration possible time prediction unit 1101 predicts the regeneration possible time based on the information obtained by the forward situation acquisition means. Specifically, when the vehicle's forward situation is acquired by navigation information, camera, radar, etc., and a red signal is detected, the reproducible time is predicted based on the distance to the stop position and the speed of the host vehicle, When a downhill is detected, the regenerative time is predicted based on the length of the downhill and the speed of the host vehicle.
  • the regenerative power generation voltage calculation unit 1102 compares the predicted regenerative time with the arrival time set value of the amount of charge of the power source, and if it is determined that the regenerative time is longer, the regenerative power generation voltage calculation unit 1102 . Thereby, although the charge amount is suppressed, the progress of the deterioration of the power source can be suppressed. In addition, although the example which estimated and compared regenerative time according to the condition ahead of the advancing direction was demonstrated above, you may estimate and compare regenerative power generation amount.
  • the configuration of the vehicle power supply system 106 as illustrated in FIG. 6, that is, the configuration in which the first power supply 301 and the second power supply 302 are arranged in parallel and the inter-power supply power adjustment circuit 601 is provided. It is also possible to change the method of regenerative charging for each power source. This is particularly effective when, for example, the regenerative time is longer than the charging time even when the charging voltage is suppressed.
  • first, regenerative charging to both the first power supply 301 and the second power supply 302 is started, and then charging to the second power supply 302 is terminated by the inter-power supply power adjustment circuit 601. Or, reduce the charge amount. Then, regenerative charging is continued for the first power supply 301. In this way, it is possible to charge the first power supply 301 at a higher voltage by increasing the target regenerative power generation voltage after stopping the charging of the second power supply 302.
  • the inter-power supply power adjustment circuit 601 is controlled so that the second power supply 302 is not regeneratively charged or the amount of charge is small, and then the regeneration to the second power supply 302 is performed. Start charging. In this way, it is possible to shorten the period during which the amount of power stored in the second power supply 302 is high.
  • a lead battery is used for the first power supply 301 and a capacitor is used for the second power supply 302 of the in-vehicle power supply device in the fifth embodiment.
  • the capacitor an electric double layer capacitor or a lithium ion capacitor is desirable.
  • the electric double layer capacitor has a characteristic of changing from 0 to 2.5 V per cell until the electric charge becomes zero to full charge, while the lithium ion capacitor has a characteristic of changing from 2.2 to 3.8 V per cell. .
  • the operating voltage range of the lead battery needs to be suppressed to about 12 to 15 V from the viewpoint of suppressing overdischarge and deterioration and ensuring the minimum voltage of on-vehicle electrical components. Therefore, in order to be within the above operating voltage range, it is necessary to connect 6 cells in series for the electric double layer capacitor and 4 cells in series for the lithium ion capacitor. Those connected in this way are called modules, and the voltage of cells connected in series is called a module voltage.
  • FIG. 11 shows the module voltage on the horizontal axis and the electrical energy stored on the vertical axis, showing the characteristics of each capacitor.
  • the characteristics shown in FIG. 11 are based on the assumption that the capacitances of the electric double layer capacitor and the lithium ion capacitor are the same. Unlike a lithium ion battery, this capacitor has a proportional relationship between the stored energy and voltage, so if you consume energy and lower the voltage, you can escape from a high energy state and suppress the progress of deterioration. be able to.
  • the voltage that can suppress the deterioration of the electric double layer capacitor to the maximum is 0V, while the lithium ion capacitor is around 3.0V. Therefore, since the lithium ion capacitor is in an energy state lower than that of the electric double layer capacitor when maintained at around 12 V as described above, the progress of deterioration can be suppressed, and thus the lithium ion capacitor is more effective. Is.
  • the capacitor is not polarized unlike the lead battery, the open-circuit voltage after regenerative charging is higher than that of the lead battery. Therefore, even in the state of being connected in parallel with the lead battery, until the difference from the open-circuit voltage of the lead battery becomes small, even if the inter-power supply power adjustment circuit 601 does not perform boosting or the like, it is positively applied to the load of the in-vehicle electrical component. Since power can be covered, power can be consumed efficiently.
  • the generator 112 may generate power at a high voltage other than during regeneration. is there. At that time, by controlling the power adjustment circuit 601 and disconnecting the second power supply 302 as a capacitor from the charging path, the second power supply 302 can be prevented from maintaining a high voltage state for a long time. The deterioration of the second power supply 302 can be suppressed.
  • the power interchange circuit 601 is shut off after the power supply voltage of the capacitor has dropped. Thereby, a state where the power supply voltage of the capacitor is high can be avoided, and deterioration can be suppressed.
  • the use voltage of the other power supply is also limited.
  • the amount of charge to any power source is smaller than during normal operation, and a sufficient amount of regeneration cannot be secured, resulting in a problem of deterioration in fuel consumption.
  • the amount of stored power is controlled in consideration of the load on the in-vehicle electrical component after regeneration, it is possible to secure a sufficient amount of regeneration while suppressing deterioration of the in-vehicle power source.

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  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'objet de la présente invention est de fournir un dispositif de commande de source électrique embarquée, grâce auquel il est possible de supprimer la dégradation d'une source électrique devant être maintenue dans un état dans lequel une grande quantité d'électricité est stockée en son sein. La présente invention est un dispositif de commande de source électrique embarquée disposé dans un véhicule dans lequel sont montés une source électrique embarquée et un corps de réception d'électricité destiné à recevoir une alimentation en courant électrique à partir de la source électrique, l'invention comprenant une unité de détection de quantité de stockage d'électricité destinée à détecter la quantité d'électricité stockée dans la source électrique, et une unité d'ajustement de quantité d'alimentation électrique destinée à ajuster la quantité d'électricité fournie par la source électrique au corps de réception d'électricité sur la base de la quantité d'électricité stockée dans la source électrique, et l'unité d'ajustement de quantité d'alimentation électrique régulant la quantité d'électricité fournie au corps de réception d'électricité de manière à ce qu'elle soit plus importante lorsque la quantité d'électricité stockée dans la source électrique est élevée que lorsque la quantité d'électricité stockée dans la source électrique est faible.
PCT/JP2016/050419 2015-01-26 2016-01-08 Dispositif de commande pour alimentation électrique embarquée WO2016121450A1 (fr)

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JP2015-011936 2015-01-26
JP2015011936A JP2016137732A (ja) 2015-01-26 2015-01-26 車載電源制御装置

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007223471A (ja) * 2006-02-23 2007-09-06 Toyota Motor Corp 車両用電源制御装置
JP2010013011A (ja) * 2008-07-04 2010-01-21 Toyota Motor Corp 車両用電源システム
JP2011004556A (ja) * 2009-06-22 2011-01-06 Mitsubishi Electric Corp 車両用電源装置
JP2014117957A (ja) * 2012-12-12 2014-06-30 Mitsubishi Fuso Truck & Bus Corp 車両の電力マネージメントシステム
JP2014210480A (ja) * 2013-04-18 2014-11-13 ダイハツ工業株式会社 車両用制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007223471A (ja) * 2006-02-23 2007-09-06 Toyota Motor Corp 車両用電源制御装置
JP2010013011A (ja) * 2008-07-04 2010-01-21 Toyota Motor Corp 車両用電源システム
JP2011004556A (ja) * 2009-06-22 2011-01-06 Mitsubishi Electric Corp 車両用電源装置
JP2014117957A (ja) * 2012-12-12 2014-06-30 Mitsubishi Fuso Truck & Bus Corp 車両の電力マネージメントシステム
JP2014210480A (ja) * 2013-04-18 2014-11-13 ダイハツ工業株式会社 車両用制御装置

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