WO2016132739A1 - 電力変換装置 - Google Patents
電力変換装置 Download PDFInfo
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- WO2016132739A1 WO2016132739A1 PCT/JP2016/000821 JP2016000821W WO2016132739A1 WO 2016132739 A1 WO2016132739 A1 WO 2016132739A1 JP 2016000821 W JP2016000821 W JP 2016000821W WO 2016132739 A1 WO2016132739 A1 WO 2016132739A1
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- WIPO (PCT)
- Prior art keywords
- power conversion
- power
- current value
- value
- control unit
- Prior art date
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
- H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
- H02M7/12—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/007—Regulation of charging or discharging current or voltage
- H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
- H02J7/04—Regulation of charging current or voltage
- H02J7/06—Regulation of charging current or voltage using discharge tubes or semiconductor devices
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/32—Means for protecting converters other than automatic disconnection
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
- H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
- H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J2207/10—Control circuit supply, e.g. means for supplying power to the control circuit
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
Definitions
- the present invention relates to a power conversion device that converts AC power into DC power.
- EVs Electric Vehicles
- PHEVs Plug-in Hybrid Vehicles
- An electric vehicle obtains a driving force by rotating a motor with electric power stored in a storage battery. Charging the storage battery is essential for its operation.
- charging is performed by converting alternating current into direct current from an alternating current power source such as a commercial commercial power source, and direct current is directly charged from a direct current power source such as a charging stand.
- an alternating current power source such as a commercial commercial power source
- direct current is directly charged from a direct current power source such as a charging stand.
- the former is called normal charging and the latter is called quick charging.
- Rapid charging is about 30% charge up to about 80% of full charge, and normal charge is generally low output compared to quick charge. For example, in the case of EV, full charge takes 8 hours or more. I do.
- a standard system defined by SAE Society of Automotive Engineers
- SAE J1772 a charging cable conforming to the standard SAE J1772 is used.
- An allowable current value (rated current) is determined for this charging cable, and information on the allowable current value is transmitted to a power conversion device (on-vehicle charging device) mounted on a vehicle via a pulse signal called a control pilot signal. Communicated.
- the power converter When charging, the power converter controls the output value so that it does not output more than the maximum output value on the rechargeable battery side for safety.
- This maximum output value is calculated by multiplying the allowable current value, the input voltage value input to the power converter, and the conversion efficiency when converting the input alternating current into direct current. Since the conversion efficiency varies depending on the ambient temperature, input current, voltage, etc., the conversion efficiency used when calculating the maximum output value is set to the lowest value among the expected conversion efficiencies, for example.
- the power conversion device controls the output power so as not to exceed the maximum output value calculated in this way.
- the maximum output value is calculated based on the lowest expected conversion efficiency, even if the conversion efficiency becomes low during charging, the input current value input to the power converter is an allowable current. The value is never exceeded. Further, when the conversion efficiency is low, the power conversion device can draw the input current value to the vicinity of the allowable current value.
- the maximum output value is calculated based on the lowest expected conversion efficiency, when the conversion efficiency is high, the power conversion device can draw only a current value smaller than the vicinity of the allowable current value. It was.
- a power converter directly monitors an input current from a charging facility via a charging cable and performs feedback control so that the input current does not exceed an allowable current value.
- the input current can always be drawn to the vicinity of the allowable current value, and the output power can be increased and thus the charging time can be shortened.
- the output power is controlled so that the power converter does not exceed the maximum output value based on the allowable current value. Therefore, even when an abnormality occurs in the input current sensor that monitors the input current value, an overcurrent exceeding the allowable current value does not flow through the charging cable.
- the input current sensor that monitors the input current value is abnormal for some reason, power conversion The device may draw an input current that exceeds the allowable current value. Then, an overcurrent exceeding the allowable current value flows through the charging cable, and the charging cable may generate heat. Such a situation occurs particularly when the input current sensor detects a current value smaller than the actual input current value.
- Patent Document 1 discloses a technique for diagnosing a failure of a power conversion device. That is, Patent Document 1 calculates the estimated value of output power by multiplying the power conversion efficiency according to the operation mode and the sum of the input power values, and compares the measured output power with the estimated value.
- a failure diagnosis device that determines that there is an abnormality when different is disclosed.
- the present invention prevents the overcurrent exceeding the allowable current value from flowing through the charging cable by appropriately diagnosing the abnormality while reducing the charging time by allowing the input current to be always drawn to the vicinity of the allowable current value. It is a power conversion device.
- the power converter of the present invention converts AC power into DC power and supplies it to a load.
- the power conversion apparatus includes an input current sensor, an input voltage sensor, a power conversion unit, an output current sensor, an output voltage sensor, and a control unit.
- the input current sensor detects an input current value of AC power
- the input voltage sensor detects an input voltage value of AC power.
- the power conversion unit converts AC power into DC power.
- the output current sensor detects an output current value from the power converter, and the output voltage sensor detects an output voltage value from the power converter.
- the control unit acquires the allowable current value of the AC power that can be drawn in, and controls the power conversion unit based on the input current value detected by the input current sensor so that the input current value does not exceed the allowable current value.
- the control unit detects an abnormality of the power conversion device based on the input current value, the input voltage value, the output current value, the output voltage value, and the power conversion efficiency of the power conversion unit.
- FIG. 1 The figure which shows the structural example of the vehicle-mounted charging device by embodiment of this invention
- FIG. 1 is a diagram illustrating a configuration example of an in-vehicle charging apparatus 100 according to an embodiment of the present invention.
- the in-vehicle charging device 100 is mounted on the vehicle VE and includes a control unit 10, a power conversion unit 11, an input current sensor 12, an input voltage sensor 13, an output current sensor 14, an output voltage sensor 15, and a connection connector 16. Further, as shown in FIG. 1, in addition to the in-vehicle charging device 100, main relays 41 and 42, a high voltage battery 43, and a low voltage battery 44 are mounted on the vehicle VE.
- the in-vehicle charging apparatus 100 is connected to the external power source 300 via the charging cable 200, and converts the AC power supplied from the external power source 300 into DC power to charge the high voltage battery 43.
- the control unit 10 receives a control pilot signal (hereinafter referred to as a pilot signal) that is a pulse signal transmitted (supplied) from a charging cable 200 (to be described later) together with the AC power, and based on this, the control unit 10 of the in-vehicle charging device 100 described below The operation of each component is controlled, and the high voltage battery 43 is charged.
- the control unit 10 is configured by a microcontroller, for example. The control unit 10 operates with electric power supplied from the low voltage battery 44.
- control unit 10 has a resistance circuit (not shown), and the control pilot circuit 21 of the charging cable 200 is controlled by operating the potential (crest value) of the pilot signal transmitted from the charging cable 200 using the resistance circuit. Can be remotely controlled. Details of the remote control of the control pilot circuit 21 by the control unit 10 will be described later.
- the power conversion unit 11 performs a power conversion operation for converting alternating current (AC) power supplied from the external power supply 300 via the charging cable 200 into direct current (DC) power based on the control of the control unit 10. Moreover, the power converter 11 transforms the DC power converted by the power conversion operation into a voltage suitable for charging the high-voltage battery 43 as necessary.
- the power conversion unit 11 can be configured by an AC / DC converter and an insulated DC / DC converter having a power factor correction circuit. The AC / DC converter and the switching element included in the DC / DC converter are controlled by the control unit 10 to perform a power conversion operation, whereby AC power is converted into suitable DC power.
- the input current sensor 12 measures a current value AC_I of AC power supplied from the external power supply 300 via the charging cable 200.
- the input voltage sensor 13 measures the voltage value AC_V of AC power supplied from the external power supply 300 via the charging cable 200.
- the output current sensor 14 measures the current value DC_I of the DC power that is converted and output by the power converter 11.
- the output voltage sensor 15 measures the voltage value DC_V of the DC power that is converted and output by the power converter 11.
- connection connector 16 is a connector provided on the in-vehicle charging apparatus 100 side, and is configured to be able to fit with the connection connector 22 of the charging cable 200.
- the connection connector 16 When the connection connector 16 is fitted to the connection connector 22 of the charging cable 200, the connection connector 16 outputs a fitting signal indicating that the fitting is performed to the control unit 10.
- the main relays 41 and 42 are switches that are opened and closed based on the control of the control unit 10, and turn on / off the supply of DC power converted by the power conversion unit 11 according to on / off.
- the main relays 41 and 42 may be turned on / off by a vehicle control unit (not shown) that controls the entire vehicle VE.
- the high voltage battery 43 is a storage battery that stores electric power for rotationally driving a motor (not shown) mounted on the vehicle VE, and is charged by the DC power output from the power conversion unit 11 described above.
- the high voltage battery 43 is a high voltage battery (for example, 300V to 500V) by connecting a large number of lithium ion batteries or the like in series.
- the low voltage battery 44 is a storage battery for operating the above-described control unit 10 and other components mounted on the vehicle VE.
- the main relays 41 and 42, the high-voltage battery 43, and the low-voltage battery 44 are shown as independent components from the in-vehicle charging device 100. However, any one or more of these components May be included in the in-vehicle charging apparatus 100.
- the charging cable 200 is a cable that connects the in-vehicle charging device 100 of the vehicle VE and the external power supply 300.
- the charging cable 200 is, for example, a cable that conforms to the SAE J1772 standard.
- the charging cable 200 includes a control pilot circuit 21, connection connectors 22 and 23, and a switch SW1.
- the control pilot circuit 21 transmits a pulse signal called a pilot signal to the in-vehicle charging device 100 when the charging cable 200 is connected to the in-vehicle charging device 100 and the external power source 300 and is supplied with electric power from the external power source 300.
- the pilot signal is a pulse signal that oscillates at a predetermined frequency, and the duty ratio of the pulse signal represents an allowable current value Imax (rated current).
- the pilot signal may be any signal as long as it is a signal that notifies the control unit 10 of the vehicle VE of the predetermined allowable current value Imax (rated current) of the charging cable 200.
- the potential of the pilot signal is operated by the control unit 10 of the in-vehicle charging device 100.
- the potential of the pilot signal when the charging cable 200 is not connected to the in-vehicle charging device 100 is a predetermined potential V1 (for example, 12V).
- V1 for example, 12V
- the potential of the pilot signal is set to a predetermined potential V2 (for example, 9V) by a resistance circuit (not shown) of the control unit 10 of the in-vehicle charging device 100. Go down.
- control unit 10 of the in-vehicle charging device 100 further operates a resistance circuit (not shown) to lower the potential of the pilot signal to a predetermined potential V3 (for example, 6V).
- the switch SW1 of the charging cable 200 is a switch for turning on / off the connection between the in-vehicle charging device 100 and the external power supply 300, and is controlled by the control pilot circuit 21.
- the control pilot circuit 21 detects the potential of the pilot signal with a potential sensor (not shown), and turns on the switch SW1 when the detected potential is the predetermined potential V3. As a result, AC power supplied from the external power supply 300 is supplied to the in-vehicle charging device 100.
- the control pilot circuit 21 turns off the switch SW1 when the detected potential of the pilot signal is other than the predetermined potential V3.
- connection connector 22 is a connector for connecting the charging cable 200 and the in-vehicle charging device 100, and is fitted to the connecting connector 16 of the in-vehicle charging device 100 described above.
- connection connector 23 is a connector for connecting the charging cable 200 and the external power supply 300.
- the external power supply 300 includes a power supply 31 and a connection connector 32.
- the power supply 31 is, for example, a commercial power supply, and is a 100V or 200V AC power supply.
- the connection connector 32 is a connector provided on the external power supply 300 side, and is configured to be able to be fitted to the connection connector 23 of the charging cable 200.
- FIG. 2 is a flowchart for explaining an operation example of the control unit 10 in the charging operation of the in-vehicle charging device 100.
- the control unit 10 uses the input current value AC_I from the input current sensor 12, the input voltage value AC_V from the input voltage sensor 13, the output current value DC_I from the output current sensor 14, and the output voltage sensor 15.
- the output voltage value DC_V is constantly monitored.
- Step ST1 In step ST ⁇ b> 1, the control unit 10 determines whether or not a fitting signal indicating that the connecting connector 22 of the charging cable 200 is fitted to the connecting connector 16 of the in-vehicle charging device 100 is received from the connecting connector 16. When the control unit 10 has not received the fitting signal, this step ST1 is repeated, and when the control unit 10 has received the fitting signal, the control proceeds to step ST2.
- Step ST2 In step ST ⁇ b> 2, the control unit 10 determines whether a pilot signal is received from the control pilot circuit 21 of the charging cable 200. When the control unit 10 has not received the pilot signal, this step ST2 is repeated, and when the control unit 10 has received the pilot signal, the control proceeds to step ST3.
- Step ST3 the control unit 10 requests the charging cable 200 to start supplying AC power. Specifically, the control unit 10 operates the above-described resistance circuit so that the potential of the pilot signal received from the charging cable 200 becomes a predetermined potential V3. In response to this, the control pilot circuit 21 of the charging cable 200 turns on the switch SW1. As a result, the external power source 300 and the in-vehicle charging device 100 are connected by the charging cable 200, and AC power from the power source 31 of the external power source 300 is input to the in-vehicle charging device 100 via the charging cable 200.
- Step ST4 the control unit 10 determines whether or not AC power from the external power source 300 is input. The determination may be made based on whether the input voltage value by the input voltage sensor 13 is equal to or greater than a predetermined value. When the input voltage value by the input voltage sensor 13 is less than the predetermined value, this step ST4 is repeated, and when the input voltage value by the input voltage sensor 13 is not less than the predetermined value, the control proceeds to step ST5.
- step ST5 the control unit 10 refers to the pilot signal received from the control pilot circuit 21 of the charging cable 200, confirms information on the allowable current value Imax of the charging cable 200, and is charged, that is, by the power conversion unit 11
- the upper limit value Ilim1 of the input current value in the conversion operation from AC power to DC power is set to the allowable current value Imax.
- the control unit 10 sets the newly acquired allowable current value Imax to the upper limit value Ilim1 as needed.
- Step ST6 the control unit 10 causes the power conversion unit 11 to start a power conversion operation for converting AC power input from the external power supply 300 into DC power.
- Step ST7 the control unit 10 in the power conversion operation of the power conversion unit 11, the input current value is the upper limit value Ilim1 set in step ST5, the upper limit value Ilim2 set in step ST13 described later, or the step described later
- the power conversion unit 11 is controlled so as not to exceed the upper limit value Ilim3 set in ST15.
- Step ST8 the control unit 10 determines whether or not the charging operation is completed. This determination may be made based on whether or not the SOC (State of Charge) calculated by a battery monitoring sensor (not shown) of the high-voltage battery 43 has become a predetermined value or more. The control unit 10 determines that the charging operation of the in-vehicle charging device 100 is completed when the SOC is equal to or greater than a predetermined value, and determines that it is not completed otherwise. If the control unit 10 determines that the charging operation is completed in step ST8, the control proceeds to step ST16, and if not, the control proceeds to step ST9.
- SOC State of Charge
- step ST9 the control unit 10 is based on the input current value AC_I by the input current sensor 12, the input voltage value AC_V by the input voltage sensor 13, the output current value DC_I by the output current sensor 14, and the output voltage value DC_V by the output voltage sensor 15.
- the power conversion efficiency ⁇ of the power conversion unit 11 is calculated. The calculation is performed using, for example, the following formula (1).
- Step ST10 the control unit 10 determines whether or not the power conversion efficiency ⁇ calculated in step ST9 is within a predetermined range.
- the predetermined range is, for example, a range of 0.8 ⁇ ⁇ 1.0.
- the control unit 10 determines that it is abnormal because the efficiency is too low. Further, when the power conversion efficiency ⁇ exceeds 1.0, it is clearly abnormal.
- the control proceeds to step ST14, and when not within the range, the control proceeds to step ST11.
- Step ST11 the control unit 10 notifies an upper vehicle control unit (not shown) or the user that an abnormality has occurred.
- the control unit 10 cannot determine in which part the abnormality has occurred.
- the place where the abnormality may have occurred is any one of the power conversion unit 11, the input current sensor 12, the input voltage sensor 13, the output current sensor 14, and the output voltage sensor 15. Therefore, the control unit 10 notifies the user of an abnormality by turning on a charging abnormality lamp (not shown) provided at a predetermined position of the vehicle VE, for example.
- the charging abnormality lamp is a notification means that means that a normal charging operation cannot be performed for some reason, and does not notify where the abnormality is.
- the charging abnormality lamp may be provided on, for example, a vehicle meter panel, a center console, a dashboard, or the like.
- Step ST12 the control unit 10 determines whether or not the power conversion efficiency ⁇ determined in step ST10 is an abnormality exceeding 1.0.
- An abnormality in which the power conversion efficiency ⁇ exceeds 1.0 is determined from the equation (1) when the input current value AC_I or the input voltage value AC_V is measured smaller than the actual value, or the output current value DC_I or the output voltage value DC_V is Either it is measured larger than the actual one.
- the charging cable 200 is not abnormal. It is considered that the possibility of occurrence of heat due to overcurrent is small. The reason is as follows.
- the input voltage value AC_V is measured to be smaller than the actual value, the input voltage value AC_V is constant depending on the voltage of the power source 31 of the external power source 300, so that the measured value of the input voltage is only incorrect. The other parts are not affected.
- the in-vehicle charging apparatus 100 of the present embodiment has an input current value AC_I that has the highest risk when it occurs when an abnormality in which the power conversion efficiency ⁇ exceeds 1.0 occurs.
- the countermeasure is taken assuming that the measurement is smaller than the above. That is, in-vehicle charging apparatus 100 performs an operation of suppressing the input current value when an abnormality in which power conversion efficiency ⁇ exceeds 1.0 occurs. Details of the operation for suppressing the input current value will be described in step ST13 described later.
- step ST12 if the power conversion efficiency ⁇ is abnormal exceeding 1.0, the control proceeds to step ST13. If not, that is, if the power conversion efficiency ⁇ is less than 0.8, the control proceeds to step ST8. Return.
- the reason for returning to step ST8 is as follows.
- the input current sensor 12 measures the input current value AC_I larger than the actual value. Therefore, as long as the control unit 10 performs control so that the measured value of the input current sensor 12 does not exceed the allowable current value, the actual input current does not exceed the allowable current value Imax.
- the input current sensor 12 When the power conversion efficiency ⁇ is less than 0.8 and the cause of the abnormality is not the abnormality of the input current sensor 12, the input current sensor 12 is operating normally, and the measurement of the input current sensor 12 is performed. As long as the value is controlled so as not to exceed the allowable current value, the input current value does not exceed the allowable current value Imax. Therefore, when the power conversion efficiency ⁇ is less than 0.8, the control unit 10 determines that there is no danger even if the charging is continued, and continues the charging, and whether or not the charging in step ST8 is completed. The process returns to step ST8.
- step ST13 the control unit 10 resets the upper limit value of the input current value to an upper limit value Ilim2 smaller than the upper limit value Ilim1 set in step ST5.
- the upper limit value Ilim2 to be reset is determined as in the following formula (2), for example.
- ⁇ min is the lowest effective efficiency value of power conversion efficiency, for example, 0.8. Since the power conversion efficiency ⁇ here is a value exceeding 1.0, in this way, according to the equation (2), the upper limit value is obtained using an equation including the current power conversion efficiency ⁇ , which is an abnormal value, as a variable. Ilim2 is determined. Therefore, by applying the upper limit value Ilim2 to the input current value AC_I, the control unit 10 can control the power conversion unit 11 such that the input current value AC_I decreases as the power conversion efficiency ⁇ increases. After the control unit 10 sets the upper limit value to the new upper limit value Ilim2, the control returns to step ST7.
- Step ST14 When it is determined in step ST10 that the power conversion efficiency ⁇ is within the predetermined range, in step ST14, the control unit 10 determines whether or not the upper limit value has been changed from Ilim1 to Ilim2.
- the case where the upper limit value has been changed from Ilim1 to Ilim2 is determined that the power conversion efficiency ⁇ exceeds 1.0 in step ST12, the upper limit value is reset in step ST13, and step ST7.
- the new upper limit value Ilim2 is applied. That is, in step ST13, it is determined whether or not an abnormality has been detected even once from the start of charging (step ST6) to the present. If it is determined that the upper limit value has been changed from Ilim1 to Ilim2, the control proceeds to step ST15, otherwise, the control returns to step ST7.
- step ST15 the control unit 10 sets the upper limit value of the input current value to the upper limit value Ilim3 given by the following equation (3).
- This step ST15 is the case where the power conversion efficiency ⁇ is returned to the normal range after detecting one or more abnormalities from the start of charging to the present in step ST14, that is, the input current value has already been reset in step ST13.
- This is executed when the power conversion efficiency ⁇ returns to the range of 0.8 ⁇ ⁇ 1.0 after the upper limit value Ilim2 is applied.
- the upper limit value Ilim3 given by the above equation (3) is larger than the upper limit value Ilim2, but smaller than the allowable current value. Even if the power conversion efficiency ⁇ returns to within the normal range, it is determined that there is an abnormality once, so by setting the upper limit value again to Ilim3 instead of Ilim1, it is possible to charge safely while raising the upper limit value to the upper limit value Ilim2. The operation can be continued.
- Step ST16 In step ST16, when it is determined in step ST8 that the charging operation is completed, the control unit 10 stops the charging operation.
- Step ST17 In step ST ⁇ b> 17, the control unit 10 requests the charging cable 200 to stop supplying AC power. Specifically, the control unit 10 stops the operation of the resistor circuit described above so that the potential of the pilot signal received from the charging cable 200 does not become the predetermined potential V3. In response to this, the control pilot circuit 21 of the charging cable 200 turns off the switch SW1. As a result, the connection between the external power source 300 and the in-vehicle charging device 100 is released by the charging cable 200, and AC power from the power source 31 of the external power source 300 is not input to the in-vehicle charging device 100.
- the in-vehicle charging device 100 includes the control unit 10 that controls the power conversion unit 11 so that the input current value does not exceed the allowable current value Imax.
- the control unit 10 always detects the abnormality of the in-vehicle charging device 100 based on the input current, the input voltage, the output current, the output voltage, and the power conversion efficiency ⁇ of the power conversion unit 11, thereby constantly changing the input current to the allowable current value Imax.
- the power can be drawn to the vicinity, and the output power can be increased as much as possible.
- the charging cable 200 has an overcurrent that exceeds the allowable current value Imax by appropriately diagnosing an abnormality while shortening the charging time of the high-voltage battery 43. Can be prevented from flowing.
- the in-vehicle charging device 100 of the present embodiment performs an operation of suppressing the input current value for safety when the power conversion efficiency ⁇ exceeds 1.0.
- the control unit 10 performs current control so that the input current value becomes the upper limit value Ilim2 given by the above-described equation (2).
- the upper limit value Ilim2 By applying the upper limit value Ilim2 to the input current value, it is possible to cancel an overcurrent that may flow through the charging cable 200 due to an abnormality of the in-vehicle charging device 100, and even if charging is continued after detecting the abnormality, Safety during charging operation is ensured.
- the in-vehicle charging apparatus 100 can continue charging while suppressing the input current value from exceeding the allowable current value Imax of the charging cable 200. As a result, it is possible to avoid a situation in which charging is stopped when abnormality is detected, and charging is not performed at all even when it is time to complete charging.
- control unit 10 applies an upper limit value Ilim3 that is larger than upper limit value Ilim2 but smaller than allowable current value Imax to the input current value. Therefore, the charging operation can be continued more safely.
- the control unit 10 determines the input current value as the power conversion efficiency and the allowable current value. Control is performed to obtain the upper limit value Ilim2 calculated from the above.
- the determination method of the upper limit value in the operation of suppressing the input current value when the power conversion efficiency ⁇ exceeds 1.0 is not limited to the method described above, and other methods may be used. Below, the example of another method is demonstrated.
- FIG. 3 is a flowchart illustrating a first modification of the operation of the control unit 10 in the charging operation of the in-vehicle charging device 100 of the present embodiment.
- the flowchart shown in FIG. 3 is the same as the flowchart shown in FIG. 2 except for the step of resetting the upper limit value in step ST13a. Accordingly, in the following, description of operations in steps other than step ST13a will be omitted, and the operation of step ST13a will be described.
- Step ST13a the control unit 10 resets the upper limit value of the input current value to an upper limit value Ilim4 that is smaller than the upper limit value Ilim1 set in step ST5.
- the upper limit value Ilim4 to be reset is determined, for example, as in the following equation (4).
- the control unit 10 sets the upper limit value to half of the allowable current value Imax.
- step ST7 after this step, the controller 10 applies the upper limit value Ilim4 to the input current value.
- the upper limit value Ilim4 that is significantly smaller than the allowable current value Imax is applied to the input current value. Therefore, even if the input current sensor 12 is abnormal and the actual input current is larger than the measured value of the input current sensor 12, the input current value after application of Ilim4 does not exceed the allowable current value Imax. Safety during charging operation is ensured.
- FIG. 4 is a flowchart illustrating a second modification of the operation of the control unit 10 in the charging operation of the in-vehicle charging device 100 of the present embodiment.
- Step ST31 In step ST ⁇ b> 31, the control unit 10 determines whether or not a fitting signal indicating that the connecting connector 23 of the charging cable 200 is fitted to the connecting connector 16 of the in-vehicle charging device 100 is received from the connecting connector 16. When the control unit 10 has not received the fitting signal, this step ST31 is repeated, and when the control unit 10 has received the fitting signal, the control proceeds to step ST32.
- step ST32 In step ST ⁇ b> 32, control unit 10 determines whether or not a pilot signal is received from control pilot circuit 21 of charging cable 200. When the control unit 10 has not received the pilot signal, this step ST32 is repeated, and when the control unit 10 has received the pilot signal, the control proceeds to step ST33.
- Step ST33 the control unit 10 requests the charging cable 200 to start supplying AC power. Specifically, the control unit 10 operates the above-described resistance circuit so that the potential of the pilot signal received from the charging cable 200 becomes a predetermined potential V3. In response to this, the control pilot circuit 21 of the charging cable 200 turns on the switch SW1. As a result, the external power source 300 and the in-vehicle charging device 100 are connected by the charging cable 200, and AC power from the power source 31 of the external power source 300 is input to the in-vehicle charging device 100 via the charging cable 200.
- Step ST34 control unit 10 determines whether or not AC power from external power supply 300 is input. The determination may be made based on whether the input voltage value by the input voltage sensor 13 is equal to or greater than a predetermined value. When the input voltage value by the input voltage sensor 13 is less than the predetermined value, this step ST34 is repeated, and when the input voltage value by the input voltage sensor 13 is not less than the predetermined value, the control proceeds to step ST35.
- step ST35 the control unit 10 refers to the pilot signal received from the control pilot circuit 21 of the charging cable 200, confirms information on the allowable current value Imax of the charging cable 200, and is charged, that is, by the power conversion unit 11
- the upper limit value Ilim1 of the input current value in the conversion operation from AC power to DC power is set to the allowable current value Imax.
- the control unit 10 sets the newly acquired allowable current value Imax to the upper limit value Ilim1 as needed.
- Step ST36 the control part 10 makes the power conversion part 11 start the power conversion operation
- Step ST37 the control unit 10 determines whether or not the current input current value is set to the minimum value Imin instead of the upper limit value.
- the minimum value Imin will be described in step ST44 described later. If the control unit 10 determines that the current input current value is set to the minimum value Imin, the control proceeds to step ST39, and if not, the control proceeds to step ST38. When it is determined that the minimum value Imin is set, the control unit 10 controls the power conversion unit 11 so that the input current value becomes the minimum value Imin.
- step ST38 the control unit 10 performs power conversion so that the input current value becomes the upper limit value Ilim1 set in step ST35 or the upper limit value Ilim3 set in step ST46 described later in the power conversion operation of the power conversion unit 11.
- the unit 11 is controlled.
- Step ST39 the control unit 10 determines whether or not the charging operation is completed. The determination may be performed based on, for example, whether or not the SOC (remaining battery level) of the high voltage battery 43 has reached a predetermined value or more. The control unit 10 determines that the charging operation of the in-vehicle charging device 100 is completed when the SOC is equal to or greater than a predetermined value, and determines that it is not completed otherwise. If the control unit 10 determines that the charging operation is completed in step ST39, the control proceeds to step ST47, otherwise, the control proceeds to step ST40.
- SOC main battery level
- Step ST40 the control unit 10 is based on the input current value AC_I by the input current sensor 12, the input voltage value AC_V by the input voltage sensor 13, the output current value DC_I by the output current sensor 14, and the output voltage value DC_V by the output voltage sensor 15.
- the power conversion efficiency ⁇ of the power conversion unit 11 is calculated. The calculation may be performed using the equation (1) described in step ST9 of the flowchart shown in FIG.
- step ST41 the control unit 10 determines whether or not the power conversion efficiency ⁇ calculated in step ST39 is within a predetermined range, for example, 0.8 ⁇ ⁇ 1.0.
- a predetermined range for example, 0.8 ⁇ ⁇ 1.0.
- Step ST42 the control unit 10 notifies the user that an abnormality has occurred using a charging abnormality lamp or the like.
- Step ST43 the control unit 10 determines whether or not the power conversion efficiency ⁇ determined in step ST41 is an abnormality exceeding 1.0. When the power conversion efficiency ⁇ is abnormal exceeding 1.0, the control proceeds to step ST44, and otherwise, the control returns to step ST39.
- Step ST44 the control unit 10 sets the input current value to a minimum value Imin that is smaller than the upper limit value Ilim1 set in step ST35.
- the minimum value Imin is the lowest value in the allowable current value Imax of the charging cable 200 (there is no allowable current value Imax below the minimum value Imin). That is, by controlling the input current value to be the minimum value Imin, it is possible to reliably avoid a situation in which an overcurrent flows in the charging cable 200 during the charging operation.
- Step ST45 When it is determined in step ST41 that the power conversion efficiency ⁇ is within the predetermined range, in step ST45, the control unit 10 determines whether or not the input current value has been changed from the upper limit value Ilim1 to the minimum value Imin. judge. That is, in this step ST45, it is determined whether or not an abnormality has been detected even once from the start of charging (step ST36) to the present. If it is determined that the change has been made, the control proceeds to step ST46, and if not, the control returns to step ST37.
- step ST46 the control unit 10 sets the upper limit value of the input current value to the upper limit value Ilim3 given by the above equation (3).
- Step ST47 In step ST47, when it is determined in step ST39 that the charging operation is completed, the control unit 10 stops the charging operation.
- Step ST48 the control unit 10 requests the charging cable 200 to stop supplying AC power.
- the control unit 10 controls the input current value to be the minimum value Imin. Thereby, it is possible to reliably avoid a situation in which the current flowing through the charging cable 200 during the charging operation of the in-vehicle charging device 100 becomes an overcurrent.
- control when an abnormality is detected, control is performed so that the input current value becomes the minimum value Imin.
- the input current sensor 12 since the input current sensor 12 may be abnormal, the input current sensor It is preferable not to perform output control based on the 12 measured values, but to perform output power calculation so that the input current value becomes the minimum value Imin, and to perform output control so as to obtain the output power of the calculation result.
- the output power is a value obtained by multiplying the minimum voltage value (for example, 100 V) at the power source 31 by the minimum value Imin (for example, 6 A) in the allowable current value Imax and the minimum value (for example, 80%) in the conversion efficiency. And By controlling the output power in this way, the input current value can be made lower than the minimum value Imin.
- the output power is determined as the input voltage value detected at normal time, the minimum value Imin (for example, 6A) in the allowable current value Imax, And it is good also as a value which multiplied the lowest value (for example, 80%) in conversion efficiency.
- control adopting the output power calculated so that the input current value becomes the minimum value Imin based on the measured value of the input current sensor 12 and the output power calculated as described above, whichever is smaller is used. You may go.
- the in-vehicle charging apparatus 100 includes the power conversion unit 11, the input current sensor 12, the input voltage sensor 13, the output current sensor 14, the output voltage sensor 15, and the control unit 10. And have.
- the power converter 11 converts AC power into DC power.
- the input current sensor 12 detects an input current of AC power from an external power source 300 that is an AC power source, and the input voltage sensor 13 detects an input voltage from the external power source 300.
- the output current sensor 14 detects the output current from the power conversion unit 11, and the output voltage sensor 15 detects the output voltage from the power conversion unit 11.
- the control unit 10 acquires an allowable current value of AC power that can be drawn from the external power supply 300, and based on the input current value detected by the input current sensor 12, the power conversion unit 11 prevents the input current value from exceeding the allowable current value. To control. Further, the control unit 10 detects an abnormality in the in-vehicle charging device 100 based on the input current, the input voltage, the output current, the output voltage, and the power conversion efficiency of the power conversion unit 11.
- the abnormality can be detected and current control can be performed so that the input current value does not exceed the allowable current value.
- in-vehicle charging apparatus 100 has actual power conversion efficiency based on input power based on input current value AC_I and input voltage value AC_V, and output power based on output current value DC_I and output voltage value DC_V.
- ⁇ is calculated, and an abnormality is detected according to whether or not the power conversion efficiency ⁇ is within a predetermined range. Thereby, abnormality of the vehicle-mounted charging device 100 can be detected easily and reliably.
- the in-vehicle charging device 100 is abnormal. Is determined, and the power converter 11 is controlled to reduce the power supplied to the high voltage battery 43.
- the calculated actual power conversion efficiency ⁇ is smaller than a predetermined power conversion efficiency, for example, a value (for example, 0.8) smaller than the normal efficiency (about 0.9) ( ⁇ ⁇ 0.8). ) Supplies higher voltage to the high-voltage battery 43 than when 1.0 ⁇ .
- the charging to the high voltage battery 43 can be continued although the power is smaller than that in the normal state. For this reason, when the abnormality of the in-vehicle charging device is detected, the charging is stopped, so that even when the scheduled charging completion time is reached, the abnormality is detected at the time of charging, so the situation that the charging is not performed at all is avoided. be able to.
- control is performed when the calculated actual power conversion efficiency ⁇ is larger than 1.0 which is the maximum value of efficiency (1.0 ⁇ ).
- the unit 10 determines the upper limit value Ilim2 using the above-described equation (2) and applies the upper limit value Ilim2 to the input current value AC_I so that the input current value decreases as the actual power conversion efficiency ⁇ increases.
- the power converter 11 can be controlled.
- the on-vehicle charging device 100 of the present embodiment described above is an example of the present invention, and the present invention is not limited to this.
- the present invention can be modified in various ways other than the embodiment described above.
- the power of the product of the input current value AC_I and the input voltage value AC_V that is, the ratio of the input power and the product of the output current value DC_I and the output voltage value DC_V, that is, the output power. It is determined whether or not the in-vehicle charging apparatus 100 is abnormal using the conversion efficiency ⁇ .
- the present invention is not limited to this.
- the power conversion efficiency ⁇ 0 is defined in advance, and the product of the input power to be sequentially measured and the specified power conversion efficiency ⁇ 0 is compared with the output power to be sequentially measured. It may be determined that the product is abnormal when the product of the power and the specified power conversion efficiency ⁇ 0 is different from the output power or is outside a predetermined range where the output power is a median value.
- the calculated input power is calculated using the output power to be measured sequentially and the prescribed power conversion efficiency ⁇ 0, and whether or not there is an abnormality is compared with the input power to be measured successively and the calculated input power. You may make it determine.
- the power conversion efficiency ⁇ 0 is defined in advance, the actual power conversion efficiency ⁇ based on the input current value AC_I, the input voltage value AC_V, the output current value DC_I, and the output voltage value DC_V, and a predetermined power conversion.
- a difference from the efficiency ⁇ 0 may be calculated, and the difference may be determined to be abnormal when the difference is greater than or equal to a predetermined value.
- control in order to avoid a situation where the battery is not charged at all, the control is performed so as to reduce the input current value (and consequently the output power) at the time of abnormality. You may perform control which stops electric power feeding at the time of abnormality.
- the calculated actual power conversion efficiency ⁇ is large (1.0 ⁇ )
- control for stopping power feeding is performed, and when the calculated actual power conversion efficiency ⁇ is smaller ( ⁇ ⁇ 0.8).
- Input current suppression may be performed.
- the power conversion efficiency ⁇ is not within a predetermined range (for example, 0.8 ⁇ ⁇ 1.0)
- the upper limit value Ilim2, the upper limit value Ilim3, or the lowest value regardless of whether the power conversion efficiency ⁇ is large or small.
- the battery may be supplied with an allowable current value.
- the present invention is suitable for a power conversion device of an in-vehicle charging device that normally charges an electric vehicle.
Abstract
Description
制御部10は、交流電力とともに、後述する充電ケーブル200から送信(供給)されるパルス信号であるコントロールパイロット信号(以下、パイロット信号)を受信し、これに基づいて下記説明する車載充電装置100の各構成の動作を制御し、高圧バッテリ43の充電を行う。制御部10は、例えばマイクロコントローラにより構成される。制御部10は、低圧バッテリ44から供給される電力により動作する。
充電ケーブル200は、車両VEの車載充電装置100と外部電源300とを接続するケーブルである。充電ケーブル200は、例えばSAE J1772規格に準拠したケーブルである。充電ケーブル200は、コントロールパイロット回路21、接続コネクタ22,23、スイッチSW1を有する。
外部電源300は、電源31、接続コネクタ32を有する。電源31は、例えば商用系統電源であり、100Vまたは200Vの交流電源である。接続コネクタ32は、外部電源300側に設けられたコネクタであり、充電ケーブル200の接続コネクタ23と嵌合できるように構成される。
次に、車載充電装置100の充電動作について詳細に説明する。図2は、車載充電装置100の充電動作における制御部10の動作例について説明するためのフローチャートである。なお、車載充電装置100の充電動作において、制御部10は入力電流センサ12による入力電流値AC_I、入力電圧センサ13による入力電圧値AC_V、出力電流センサ14による出力電流値DC_I、出力電圧センサ15による出力電圧値DC_Vを常に監視している。
ステップST1では、制御部10は、車載充電装置100の接続コネクタ16に充電ケーブル200の接続コネクタ22が嵌合されたことを示す嵌合信号を接続コネクタ16から受信したか否かを判定する。制御部10が嵌合信号を受信していない場合は、本ステップST1が繰り返され、制御部10が嵌合信号を受信した場合は、制御はステップST2に進む。
ステップST2では、制御部10は、充電ケーブル200のコントロールパイロット回路21からパイロット信号を受信したか否かを判定する。制御部10がパイロット信号を受信していない場合は、本ステップST2が繰り返され、制御部10がパイロット信号を受信した場合は、制御はステップST3に進む。
ステップST3では、制御部10は、充電ケーブル200に対して、交流電力の供給開始を要求する。具体的には、制御部10は充電ケーブル200から受信したパイロット信号の電位が所定の電位V3となるように、上述した抵抗回路を動作させる。これに応じて、充電ケーブル200のコントロールパイロット回路21がスイッチSW1をオンにする。これにより、充電ケーブル200により外部電源300と車載充電装置100とが接続され、外部電源300の電源31からの交流電力が充電ケーブル200を介して車載充電装置100に入力される。
ステップST4では、制御部10は、外部電源300からの交流電力が入力されているか否かを判定する。当該判定は、入力電圧センサ13による入力電圧値が所定値以上か否かによって行えばよい。入力電圧センサ13による入力電圧値が所定値未満の場合は、本ステップST4が繰り返され、入力電圧センサ13による入力電圧値が所定値以上の場合は、制御はステップST5に進む。
ステップST5では、制御部10は、充電ケーブル200のコントロールパイロット回路21から受信するパイロット信号を参照して、充電ケーブル200の許容電流値Imaxの情報を確認し、充電時、すなわち電力変換部11による交流電力の直流電力への変換動作における入力電流値の上限値Ilim1を当該許容電流値Imaxに設定する。なお、パイロット信号から取得する許容電流値Imaxが充電中に変更された場合、制御部10は随時、新しく取得した許容電流値Imaxを上限値Ilim1に設定する。
ステップST6では、制御部10は、外部電源300から入力された交流電力を直流電力に変換する電力変換動作を電力変換部11に開始させる。
ステップST7では、制御部10は、電力変換部11の電力変換動作において、入力電流値がステップST5において設定した上限値Ilim1、あるいは、後述するステップST13において設定する上限値Ilim2、あるいは、後述するステップST15において設定する上限値Ilim3を超えないように電力変換部11を制御する。
ステップST8では、制御部10は、充電動作が完了したか否かの判定を行う。当該判定は、例えば高圧バッテリ43の図示しないバッテリ監視センサが演算したSOC(State of Charge:電池残量)が所定値以上となったか否かに基づいて行えばよい。制御部10は、SOCが所定値以上となった場合には車載充電装置100の充電動作が完了したと判定し、そうでない場合は完了していないと判定する。本ステップST8において充電動作が完了したと制御部10が判定した場合は、制御はステップST16に進み、そうでない場合、制御はステップST9に進む。
ステップST9は、制御部10は、入力電流センサ12による入力電流値AC_I、入力電圧センサ13による入力電圧値AC_V、出力電流センサ14による出力電流値DC_I、出力電圧センサ15による出力電圧値DC_Vに基づいて、電力変換部11の電力変換効率ηを算出する。当該算出は、例えば以下の式(1)を使用して行う。
ステップST10では、制御部10は、ステップST9において算出した電力変換効率ηが所定の範囲内にあるか否かを判定する。所定の範囲とは、例えば0.8<η<1.0の範囲である。一般的な電力変換部11の電力変換効率は約0.9であり、電力変換効率ηが0.8未満である場合は、効率が低すぎるため制御部10は異常であると判定する。また、電力変換効率ηが1.0を超える場合は明らかに異常である。電力変換効率ηが当該所定の範囲内にある場合は、制御はステップST14に進み、当該範囲内にない場合は、制御はステップST11に進む。
ステップST11では、制御部10は、異常が起きていることを上位の車両制御部(図示せず)またはユーザに通知する。ここで、制御部10には異常がどの部位に生じているかは判断できない。異常が生じている可能性がある箇所は、電力変換部11、入力電流センサ12、入力電圧センサ13、出力電流センサ14、出力電圧センサ15のいずれかである。従って、制御部10は、例えば車両VEの所定の位置に設けられた、図示しない充電異常ランプを点灯させることにより、ユーザに異常を通知する。充電異常ランプは、何らかの理由により正常な充電動作を行うことができない、ということを意味する通知手段であり、どこが異常であるかの通知は行わない。なお、充電異常ランプは、例えば車両のメータパネル、センターコンソール、ダッシュボード等に設けられればよい。
ステップST12では、制御部10は、ステップST10において判定した電力変換効率ηが、1.0を超える異常であるか否かを判定する。電力変換効率ηが1.0を超える異常は、式(1)から、入力電流値AC_Iあるいは入力電圧値AC_Vが実際よりも小さく計測されているか、または、出力電流値DC_Iあるいは出力電圧値DC_Vが実際よりも大きく計測されているか、のいずれかである。
ステップST13では、制御部10は、入力電流値の上限値を、ステップST5において設定した上限値Ilim1よりも小さい上限値Ilim2に再設定する。再設定する上限値Ilim2は、例えば以下の式(2)のように決定する。
ステップST10において、電力変換効率ηが所定の範囲内にあると判定された場合、本ステップST14において、制御部10は上限値がIlim1からIlim2に変更済みであるか否かを判定する。ここで上限値がIlim1からIlim2に変更済みである場合とは、一度ステップST12において電力変換効率ηが1.0を超える異常と判定され、ステップST13における上限値の再設定が行われ、ステップST7に戻って新たな上限値Ilim2が適用された場合である。すなわち、本ステップST13では、充電開始(ステップST6)から現在までに一度でも異常が検知されたか否かを判定している。上限値がIlim1からIlim2に変更済みであると判定された場合は、制御はステップST15に進み、そうでない場合は、制御はステップST7に戻る。
ステップST15では、制御部10は、入力電流値の上限値を、下記の式(3)で与えられる上限値Ilim3に設定する。
ステップST16では、ステップST8において充電動作が完了したと判定された場合、制御部10は充電動作を停止する。
ステップST17では、制御部10は、充電ケーブル200に対して、交流電力の供給停止を要求する。具体的には、制御部10は充電ケーブル200から受信したパイロット信号の電位が所定の電位V3とならないように、上述した抵抗回路の作動を停止させる。これに応じて、充電ケーブル200のコントロールパイロット回路21がスイッチSW1をオフにする。これにより、充電ケーブル200により外部電源300と車載充電装置100との接続が解除され、外部電源300の電源31からの交流電力が車載充電装置100に入力されなくなる。
上記説明した実施の形態の車載充電装置100では、電力変換効率ηが1.0を超えた場合に入力電流値を抑える動作として、制御部10が入力電流値を電力変換効率と許容電流値とから算出される上限値Ilim2とする制御を行っていた。しかし、電力変換効率ηが1.0を超えた場合の入力電流値を抑える動作における上限値の決定方法は上述した方法のみならず、他の方法を用いてもよい。以下では他の方法の例について説明する。
図3は、本実施の形態の車載充電装置100の充電動作における制御部10の動作の第1の変形例を示すフローチャートである。図3に示すフローチャートは、ステップST13aの上限値を再設定するステップを除いて、図2に示すフローチャートと同様である。従って、以下では当該ステップST13a以外のステップにおける動作の説明を省略し、ステップST13aの動作について説明する。
ステップST13aでは、制御部10は、入力電流値の上限値を、ステップST5において設定した上限値Ilim1よりも小さい上限値Ilim4に再設定する。再設定する上限値Ilim4は、例えば以下の式(4)のように決定する。
図4は、本実施の形態の車載充電装置100の充電動作における制御部10の動作の第2の変形例を示すフローチャートである。
ステップST31では、制御部10は、車載充電装置100の接続コネクタ16に充電ケーブル200の接続コネクタ23が嵌合されたことを示す嵌合信号を接続コネクタ16から受信したか否かを判定する。制御部10が嵌合信号を受信していない場合は、本ステップST31が繰り返され、制御部10が嵌合信号を受信した場合は、制御はステップST32に進む。
ステップST32では、制御部10は、充電ケーブル200のコントロールパイロット回路21からパイロット信号を受信したか否かを判定する。制御部10がパイロット信号を受信していない場合は、本ステップST32が繰り返され、制御部10がパイロット信号を受信した場合は、制御はステップST33に進む。
ステップST33では、制御部10は、充電ケーブル200に対して、交流電力の供給開始を要求する。具体的には、制御部10は充電ケーブル200から受信したパイロット信号の電位が所定の電位V3となるように、上述した抵抗回路を動作させる。これに応じて、充電ケーブル200のコントロールパイロット回路21がスイッチSW1をオンにする。これにより、充電ケーブル200により外部電源300と車載充電装置100とが接続され、外部電源300の電源31からの交流電力が充電ケーブル200を介して車載充電装置100に入力される。
ステップST34では、制御部10は、外部電源300からの交流電力が入力されているか否かを判定する。当該判定は、入力電圧センサ13による入力電圧値が所定値以上か否かによって行えばよい。入力電圧センサ13による入力電圧値が所定値未満の場合は、本ステップST34が繰り返され、入力電圧センサ13による入力電圧値が所定値以上の場合は、制御はステップST35に進む。
ステップST35では、制御部10は、充電ケーブル200のコントロールパイロット回路21から受信するパイロット信号を参照して、充電ケーブル200の許容電流値Imaxの情報を確認し、充電時、すなわち電力変換部11による交流電力の直流電力への変換動作における入力電流値の上限値Ilim1を当該許容電流値Imaxに設定する。なお、パイロット信号から取得する許容電流値Imaxが充電中に変更された場合、制御部10は随時、新しく取得した許容電流値Imaxを上限値Ilim1に設定する。
ステップST36では、制御部10は、外部電源300から入力された交流電力を直流電力に変換する電力変換動作を電力変換部11に開始させる。
ステップST37では、制御部10は、現在の入力電流値が上限値ではなく最低値Iminに設定されているか否かを判定する。最低値Iminについては、後述するステップST44において説明する。制御部10が現在の入力電流値が最低値Iminに設定されていると判定した場合、制御はステップST39に進み、そうでない場合、制御はステップST38に進む。なお、最低値Iminに設定されていると判定した場合、制御部10は、入力電流値が最低値Iminとなるように電力変換部11を制御する。
ステップST38では、制御部10は、電力変換部11の電力変換動作において、入力電流値がステップST35において設定した上限値Ilim1、あるいは、後述するステップST46において設定する上限値Ilim3となるように電力変換部11を制御する。
ステップST39では、制御部10は、充電動作が完了したか否かの判定を行う。当該判定は、例えば高圧バッテリ43のSOC(電池残量)が所定値以上となったか否かに基づいて行えばよい。制御部10は、SOCが所定値以上となった場合には車載充電装置100の充電動作が完了したと判定し、そうでない場合は完了していないと判定する。本ステップST39において充電動作が完了したと制御部10が判定した場合は、制御はステップST47に進み、そうでない場合、制御はステップST40に進む。
ステップST40では、制御部10は、入力電流センサ12による入力電流値AC_I、入力電圧センサ13による入力電圧値AC_V、出力電流センサ14による出力電流値DC_I、出力電圧センサ15による出力電圧値DC_Vに基づいて、電力変換部11の電力変換効率ηを算出する。当該算出は、図2に示すフローチャートのステップST9において説明した式(1)を用いて行えばよい。
ステップST41では、制御部10は、ステップST39において算出した電力変換効率ηが所定の範囲、例えば0.8<η<1.0の範囲内にあるか否かを判定する。電力変換効率ηが当該所定の範囲内にある場合は、制御はステップST45に進み、当該範囲内にない場合は、制御はステップST42に進む。
ステップST42では、制御部10は、異常が起きていることを、充電異常ランプ等を用いてユーザに通知する。
ステップST43では、制御部10は、ステップST41において判定した電力変換効率ηが、1.0を超える異常であるか否かを判定する。電力変換効率ηが1.0を超える異常である場合、制御はステップST44に進み、そうでない場合、制御はステップST39に戻る。
ステップST44では、制御部10は、入力電流値を、ステップST35において設定した上限値Ilim1よりも小さい最低値Iminに設定する。最低値Iminは、充電ケーブル200の許容電流値Imaxにおける最低の値である(最低値Iminを下回る許容電流値Imaxはない)。すなわち、入力電流値が最低値Iminとなるように制御することで充電動作時に充電ケーブル200において過電流が流れる事態を確実に回避することができる。
ステップST41において、電力変換効率ηが所定の範囲内にあると判定された場合、本ステップST45において、制御部10は入力電流値が上限値Ilim1から最低値Iminへ変更済みであるか否かを判定する。すなわち、本ステップST45では、充電開始(ステップST36)から現在までに一度でも異常が検知されたか否かを判定している。変更済みであると判定された場合は、制御はステップST46に進み、そうでない場合は、制御はステップST37に戻る。
ステップST46では、制御部10は、入力電流値の上限値を、上記の式(3)で与えられる上限値Ilim3に設定する。
ステップST47では、ステップST39において充電動作が完了したと判定された場合、制御部10は充電動作を停止する。
ステップST48では、制御部10は、充電ケーブル200に対して、交流電力の供給停止を要求する。
10 制御部
11 電力変換部
12 入力電流センサ
13 入力電圧センサ
14 出力電流センサ
15 出力電圧センサ
16 接続コネクタ
21 コントロールパイロット回路
22,23,32 接続コネクタ
31 電源
41,42 メインリレー
43 高圧バッテリ
44 低圧バッテリ
200 充電ケーブル
300 外部電源
Claims (7)
- 交流電力を直流電力に変換し負荷に供給する電力変換装置であって、
前記交流電力の入力電流値を検知する入力電流センサと、
前記交流電力の入力電圧値を検知する入力電圧センサと、
入力された前記交流電力を前記直流電力に変換する電力変換部と、
前記電力変換部からの出力電流値を検知する出力電流センサと、
前記電力変換部からの出力電圧値を検知する出力電圧センサと、
引き込める前記交流電力の許容電流値を取得し、前記入力電流センサが検出する入力電流値に基づき、前記入力電流値が前記許容電流値を超えないように前記電力変換部を制御する制御部と、を備え、
前記制御部は、前記入力電流値、前記入力電圧値、前記出力電流値、前記出力電圧値、および、前記電力変換部の電力変換効率に基づき前記電力変換装置の異常を検出する、
電力変換装置。 - 前記制御部は、前記交流電力とともに供給されるパイロット信号に基づき、前記許容電流値を取得する、
請求項1に記載の電力変換装置。 - 前記制御部は、前記入力電流値と前記入力電圧値、および前記出力電流値と前記出力電圧値に基づいて電力変換効率を算出し、所定の電力変換効率と前記算出した電力変換効率とを用いて異常を検出する、
請求項1、2のいずれか一項に記載の電力変換装置。 - 前記制御部は、前記電力変換装置の異常を検出した場合、前記電力変換部を制御して、前記負荷に対する電力供給を停止させる、または、前記負荷に供給する電力を低下させる、
請求項1に記載の電力変換装置。 - 前記制御部は、前記電力変換装置の異常を検出した場合、前記電力変換部を制御して、最低許容電流値以下で前記負荷に対する電力供給を行わせる、
請求項1に記載の電力変換装置。 - 前記制御部は、
前記所定の電力変換効率よりも前記算出した電力変換効率の方が大きい場合、前記電力変換部を制御して、前記負荷に対する電力の供給を停止させるか、または、前記負荷に供給する電力を低下させ、
前記所定の電力変換効率よりも前記算出した電力変換効率の方が小さい場合、前記電力変換部を制御して、前記算出した電力変換効率が前記所定の電力変換効率よりも大きい場合に比べて、大きな電力を前記負荷に供給する、
請求項3に記載の電力変換装置。 - 前記制御部は、前記所定の電力変換効率よりも前記算出した電力変換効率の方が大きい場合、前記算出した電力変換効率が大きくなるほど入力電流値が小さくなるように前記電力変換部を制御する、
請求項6に記載の電力変換装置。
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