WO2016151696A1 - Dispositif de commande d'alimentation électrique pour véhicule - Google Patents

Dispositif de commande d'alimentation électrique pour véhicule Download PDF

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Publication number
WO2016151696A1
WO2016151696A1 PCT/JP2015/058560 JP2015058560W WO2016151696A1 WO 2016151696 A1 WO2016151696 A1 WO 2016151696A1 JP 2015058560 W JP2015058560 W JP 2015058560W WO 2016151696 A1 WO2016151696 A1 WO 2016151696A1
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WIPO (PCT)
Prior art keywords
power generation
charging rate
power
vehicle
battery
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Application number
PCT/JP2015/058560
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English (en)
Japanese (ja)
Inventor
亮二 加藤
市川　耕司
晶士 ▲高▼橋
一芳 中根
川島　一仁
渡邊　哲也
田代　圭介
Original Assignee
三菱自動車工業株式会社
三菱自動車エンジニアリング株式会社
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Application filed by 三菱自動車工業株式会社, 三菱自動車エンジニアリング株式会社 filed Critical 三菱自動車工業株式会社
Priority to PCT/JP2015/058560 priority Critical patent/WO2016151696A1/fr
Priority to JP2017507162A priority patent/JP6270010B2/ja
Publication of WO2016151696A1 publication Critical patent/WO2016151696A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to power generation control technology of a power generation unit mounted on a vehicle driven by an electric motor.
  • a vehicle equipped with a range extender which is a power generation unit, has been developed.
  • the range extender is composed of, for example, a small-sized generator-only engine and a generator, and increases the cruising distance of the electric vehicle by supplying the generated electric power to the electric motor or using it to charge the on-vehicle battery. be able to.
  • development of a fuel cell advances in recent years, and the vehicle carrying a fuel cell is proposed.
  • vehicles using fuel cells instead of engines have been proposed as range extenders for electric vehicles.
  • Patent Document 1 in a vehicle equipped with a fuel cell, the fuel cell and the battery are supplied to the electric motor as a power supply source, and driving wheels can be driven to travel. Furthermore, Patent Document 1 discloses a technology for controlling the output of a fuel cell so that the battery charging rate (SOC) is maintained at a target charging rate set near the lower limit value after the battery power is used. It is done.
  • SOC battery charging rate
  • the present invention has been made to solve such a problem, and an object of the present invention is to provide a power control system of a vehicle capable of suppressing fuel consumption of a power generation unit such as a fuel cell. .
  • a power control device for a vehicle is a power generation device for consuming fuel and generating power, and a power control device for a vehicle for supplying power from a battery to a driving motor. Switching to a second mode in which the power generation unit is forcibly activated and travels from a first mode in which the power generation unit is stopped and the electric motor is driven to travel by electric power supplied from the battery for traveling.
  • a power generation control unit for controlling the power generation output of the power generation unit, wherein the power generation control unit selects the first mode at the start of traveling of the vehicle, and the mode selection unit Control the power generation output of the power generation unit to a predetermined value until the charging rate of the battery falls below a predetermined target charging rate after the second mode is selected. And wherein the Rukoto.
  • the power generation control unit continues the power generation unit until the charge ratio of the power generation unit becomes less than the target charge ratio after the start of traveling of the vehicle. It is preferable to stop and drive the electric motor by the power supplied from the battery.
  • an ultimate target charging rate setting unit for setting the ultimate target charging rate may be provided.
  • the battery pack further includes a charging rate detection unit that detects a current charging rate of the battery, and the power generation control unit detects the current charging rate of the power generation unit when the charging rate of the power generation unit is less than the target charging rate. The power generation output may be controlled based on the difference between the target charging rate and the current charging rate.
  • the fuel cell system further includes a fuel remaining amount detection unit that detects a fuel remaining amount of the power generation unit, and a power generation start determination unit that determines a power generation start of the power generation unit based on power consumption of the vehicle.
  • the control unit sets a target charging rate of the battery so as to decrease as the remaining amount of fuel decreases when the power generation start is determined, and controls the power generation output based on the target charging rate. It is good to do.
  • the power generation start determination unit calculates the vehicle speed equivalent value based on the power consumption of the vehicle, and determines the power generation start when the vehicle speed equivalent value exceeds a predetermined threshold.
  • the battery pack further includes a charging rate detection unit that detects a current charging rate of the battery, and the power generation control unit determines whether the target charging rate and the current charging rate are determined when the power generation start is determined.
  • the power generation output may be controlled based on the difference.
  • the power generation unit is a fuel cell.
  • the first mode in which the electric motor is driven by the electric power supplied from the battery is selected when the vehicle starts traveling, and the second mode is selected. Since the power generation output of the power generation unit is controlled to a constant predetermined value until the charging rate of the battery falls below the predetermined reaching target charging rate, the battery charging rate falls below the predetermined reaching target charging rate.
  • the power generation output of the power generation unit is controlled to a constant predetermined value until the charging rate of the battery falls below the predetermined reaching target charging rate, the battery charging rate falls below the predetermined reaching target charging rate.
  • FIG. 1 is a schematic configuration diagram of a drive system of a vehicle 1 according to an embodiment of the present invention.
  • a vehicle 1 adopting a power control device 2 according to an embodiment of the present invention is an electric vehicle that drives left and right traveling drive wheels 5 with an electric motor 3 via a differential 4.
  • a battery 6 and a fuel cell 8 are mounted on the vehicle 1 as a power supply device for supplying electric power to the electric motor 3 for driving.
  • the fuel cell 8 generates electric power using hydrogen stored in a fuel tank 9 mounted on a vehicle.
  • the electric power generated by the fuel cell 8 is supplied to the primary side of the DC-DC converter 10 and boosted, and can be supplied from the secondary side of the DC-DC converter 10 to the electric motor 3 through the inverter 11.
  • the battery 6 can supply power to the electric motor 3 via the inverter 11.
  • the fuel cell 8 and the battery 6 via the DC-DC converter 10 are connected in parallel, and the surplus power of the power output from the fuel cell 8 is supplied to the battery 6 to charge the battery 6.
  • the power output from the power generation unit 7 is insufficient for the power required to drive the electric motor 3, the power is supplied from the battery 6.
  • a charger 12 is mounted on the vehicle 1.
  • the charger 12 is an AC-DC converter, which converts an AC voltage supplied from an external power supply through an outlet 13 into a direct current, and supplies it to the battery 6 to enable charging of the battery 6.
  • the fuel tank 9 is provided with a fuel remaining amount detector 20 (fuel remaining amount detecting unit) for detecting a fuel remaining amount (hydrogen remaining amount).
  • the battery 6 is provided with a battery monitoring unit 21 (charging rate detection unit) that monitors the charging rate of the battery 6.
  • the vehicle 1 is provided with a mode switching device 23 (mode selection unit) which can be operated by the driver, a goal target charge ratio setting device 24 (target goal charge ratio setting unit), and a travelable distance display device 25.
  • Mode switching device 23 can be switched between EV priority mode (first mode) and TOTAL fuel consumption priority mode (second mode), and it is compulsorily forced at the start of traveling or at the time of READY ON (when vehicle power is on). It is selected to the EV priority mode, and the TOTAL fuel consumption priority mode can be selected by the driver's operation.
  • the EV priority mode is a mode in which the power of the battery 6 is used with priority
  • the TOTAL fuel consumption priority mode is a mode in which the power of both the battery 6 and the fuel cell 8 is used to reduce the fuel consumption.
  • the reaching target charging rate setting device 24 is a device that sets the reaching target charging rate SOCb, which is the charging rate of the battery 6 to be secured at the minimum when traveling of the vehicle 1 ends, and can be set by the driver.
  • the travelable distance display device 25 is disposed at a position visible to the driver, and has a function of displaying the travelable distance using only the power of the battery 6 described later.
  • the control unit 22 (power generation start determination unit, power generation control unit) includes a CPU (central processing unit), a storage device (ROM, RAM), an input / output interface, and the like. Fuel remaining amount, charge rate of the battery 6 from the battery monitoring unit 21, mode selected from the mode switching device 23, target charge rate SOCb from the target charge rate setting device 24 and accelerator operation amount of the other vehicle 1, air conditioners, etc. It inputs vehicle operation information such as operation information of in-vehicle devices, performs operation control of the electric motor 3 through the inverter 11, and performs output control of the fuel cell 8 through the DC-DC converter 10, and switches the mode switching device 23 The travelable distance is displayed by the travelable distance display device 25 as a reference for the operation.
  • the control unit 22 inputs the charging rate of the battery 6 from the battery monitoring unit 21 when the vehicle 1 is READY ON, that is, when the vehicle starts traveling, and the traveling distance with only the power of the battery 6 during normal traveling on a flat ground Calculate and display. If the driver intends to drive at a distance equal to or less than the travelable distance, the driver should set the EV priority mode without operating the mode switching device 23, and if driving at a distance longer than the travelable distance, The mode switching device 23 may be switched to the TOTAL fuel consumption priority mode.
  • FIG. 2 is a graph showing an example of the transition of the charging rate of the battery 6, the remaining amount of fuel, and the power generation output when the vehicle travels in the EV priority mode and the TOTAL fuel consumption priority mode of this embodiment.
  • FIG. 2 From the state where the charging rate SOC of the battery 6 is 100% and the remaining amount of fuel is a value Qfa close to 100%, until the vehicle 1 starts traveling and maximum possible traveling ends A) The transition of the charging rate SOC of the battery 6, (B) the remaining amount of fuel Qf, and (C) the power generation output Pf of the fuel cell 8 is shown.
  • the solid line indicates the TOTAL fuel consumption priority mode
  • the broken line indicates the EV priority mode.
  • the control unit 22 performs output control of the fuel cell 8 in the EV priority mode from when the vehicle travel starts until the operation to the TOTAL fuel consumption priority mode is input in the mode switching device 23.
  • the control unit 22 sequentially inputs the charging rate SOC of the battery 6 from the battery monitoring unit 21, and as shown by the broken line in FIG. Power generation by the fuel cell 8 is not performed until it becomes less than the arrival target charge ratio SOCb input in the arrival target charge ratio setting device 24. Therefore, all the vehicle power consumption is not covered by the output from battery 6, and the charging rate SOC of battery 6 is lowered accordingly. Then, after the charging rate SOC of the battery 6 reaches the reaching target charging rate SOCb, the deviation between the current charging rate SOC and the reaching target charging rate SOCb is maintained so that the charging rate SOC maintains the reaching target charging rate SOCb. Power is supplied from the fuel cell 8 on the basis of this.
  • the power generation output is set to a predetermined value Pf1.
  • the fuel cell 8 generally has low output and high output efficiency. Then, after the charging rate SOC of the battery 6 reaches the reaching target charging rate SOCb, the current charging rate SOC and the reaching target are maintained so that the charging rate SOC maintains the reaching target charging rate SOCb as in the EV priority mode.
  • Electric power is supplied from the fuel cell 8 based on the deviation from the charging rate SOCb.
  • the EV priority mode is set as it is after the start of traveling, only the electric power of the battery 6 is used until it reaches the ultimate target charging rate SOCb. Therefore, when the traveling distance is short and the traveling is ended only by the electric power of the battery 6, the fuel is not consumed.
  • the fuel cell 8 when the mode is switched to the TOTAL fuel consumption priority mode, the fuel cell 8 generates electric power with a low output, so that the decrease in the charging rate SOC is suppressed. As a result, the timing at which the charging rate SOC decreases until reaching the target charging rate SOCb can be delayed after the EV priority mode.
  • the fuel cell 8 In the TOTAL fuel consumption priority mode, the fuel cell 8 generates power at a low output with high output efficiency (predetermined value Pf1) until the state of charge SOC reaches the target state of charge SOCb after power generation starts, so fuel consumption is suppressed.
  • the TOTAL fuel consumption priority mode fuel is not consumed until the charging rate reaches the target charging rate SOCb, but after reaching the target charging rate SOCb, the output according to the vehicle power consumption is increased and fuel consumption is significantly increased. The fuel level will soon decrease.
  • the TOTAL fuel consumption priority mode a long power generation time with reduced fuel consumption is ensured, and the vehicle travels longer than the distance that can be traveled only by the power of the battery 6, for example, up to the time of (a) in FIG. In this case, the remaining amount of fuel can be suppressed more than in the EV priority mode.
  • the TOTAL fuel consumption priority mode the travelable time can be extended and the cruising distance can be increased.
  • the control unit 22 performs the power generation start determination to determine the high output and high speed traveling state of the vehicle 1 when the vehicle is traveling (power generation start determination unit).
  • the control unit 22 sequentially calculates the vehicle power consumption obtained by adding the power consumption of the electric motor 3 and the power consumption of other in-vehicle devices, smoothes the vehicle power consumption using a filter or the like, and obtains the vehicle speed change equivalent value. .
  • the predetermined threshold value Va and the predetermined time Ta may be appropriately set to values capable of determining that the vehicle is in a high output / high speed traveling state in which the output efficiency from the fuel cell 8 is reduced.
  • the power generation start determination is also performed at that time.
  • the control unit 22 further calculates and controls the power generation output Pf of the fuel cell 8 every predetermined calculation cycle (for example, several msec) after the power generation start determination.
  • the power generation output Pf is calculated by the following equation (1).
  • Pf ⁇ ⁇ (SOCt ⁇ SOC) (1)
  • SOC is the current charging rate of the battery 6 input from the battery monitoring unit 21.
  • the SOCt is a target charging rate, and is calculated at each predetermined operation cycle together with the equation (1) according to the following equation (2).
  • ⁇ is an output gain, for example, 0 when the charging rate SOC is higher than the target charging rate SOCt, and when the charging rate SOC is lower than the target charging rate SOCt, the difference between the target charging rate SOCt and the charging rate SOC increases Accordingly, the output gain ⁇ may be set to increase.
  • SOCt SOCb + (SOCa-SOCb) ⁇ ⁇ (Qf-Qfb) / (Qfa-Qfb) ⁇ (2)
  • SOCa is a start charging rate, and is used by storing the charging rate of the battery 6 when it is determined that the power generation has been started.
  • Qf is the present fuel remaining amount input from the fuel remaining amount detector 20, and Qfa is the start fuel remaining amount.
  • the start time fuel remaining amount Qfa is used by storing the fuel remaining amount when it is determined that the power generation is started.
  • Qfb is the attainment target fuel remaining amount, which is at least the remaining amount of fuel required when traveling of the vehicle is completed.
  • the reaching target fuel remaining amount Qfb may be settable by the driver, or may be set in advance to a positive value close to zero, for example.
  • FIG. 3 shows an example of the transition of the charge ratio of the battery 6, the remaining amount of fuel, and the power generation output when the vehicle travels in the EV priority mode in the low output / low speed traveling state and the high power / high speed traveling state of this embodiment.
  • C Change of the power generation output Pf of the fuel cell 8 is shown.
  • FIG. 3 shows an example of the transition of the charge ratio of the battery 6, the remaining amount of fuel, and the power generation output when the vehicle travels in the EV priority mode in the low output / low speed traveling state and the high power / high speed traveling state of this embodiment.
  • the solid line is the transition in the high power / high speed running state where the power generation output Pf is set using the above equations (1) and (2), and the broken line is the EV priority mode in the low power / low speed running state. Shows the transition in Moreover, the dashed-two dotted line in FIG. 2 (A) has shown transition of the target charging rate SOCt set in the high output and high-speed driving state.
  • the charging rate SOC of the battery 6 reaches even in the EV priority mode. Even if it does not decrease to the target charging rate SOCb, it is determined that the power generation is started, and the power generation of the fuel cell 8 is started. Therefore, as shown in FIG. 3, power generation is started earlier in the high power / high speed traveling state than in the EV priority mode in the low power / low speed traveling state. Thus, by starting power generation early, the output of the fuel cell 8 can be suppressed, and the shortage for the vehicle power consumption is compensated by the output from the battery 6.
  • the target charging rate SOCt is set to decrease as the fuel remaining amount Qf decreases, and the fuel remaining amount Qf reaches the target fuel remaining amount Qfb and the target charging rate SOCt
  • the target charging rate SOCt is set so as to simultaneously reach the reaching target charging rate SOCb. Then, since the power generation output Pf is calculated based on the difference between the target charging rate SOCt and the current charging rate SOC, feedback control is accurately performed so that the charging rate SOC matches the target charging rate SOCt.
  • the target charging rate SOCt gradually decreases with the decrease of the remaining fuel amount Qf, and is controlled so as to reach the reaching target charging rate SOCb at the same time as the remaining fuel amount Qf reaches the target fuel remaining amount Qfb.
  • the actual charging rate SOC of the battery 6 also reaches the target charging rate SOCb substantially simultaneously with the target charging rate SOCt. Therefore, from the state where the charge rate of battery 6 is 100% and the remaining fuel amount at the time of start fuel remaining amount Qfa, the distance traveled by the vehicle can be maximized until reaching the target charging rate SOCb and remaining fuel amount Qfb It becomes a distance.
  • the fuel cell 8 outputs the fuel until the remaining fuel amount Qf reaches the attainment target fuel remaining amount Qfb, and the target charging rate SOCt is gradually decreased with the decrease of the remaining fuel amount Qf.
  • the fuel cell 8 outputs the fuel until the remaining fuel amount Qf reaches the attainment target fuel remaining amount Qfb, and the target charging rate SOCt is gradually decreased with the decrease of the remaining fuel amount Qf.
  • the charging rate SOC of the battery 6 has already reached the target charging rate SOCb after the start of power generation, it is difficult to increase the output from the battery 6,
  • the output from the fuel cell 8 must be largely increased in accordance with the fluctuation.
  • the charging rate SOC exceeds the target charging rate SOCb in the period from the start of power generation to the end of the run, so even if the vehicle power consumption temporarily increases
  • the output from 6 can be increased to suppress the fluctuation of the output of the fuel cell 8.
  • the charge start timing is advanced and the remaining fuel amount Qf decreases until the remaining fuel amount Qf reaches the target fuel remaining amount Qfb.
  • the target charging rate SOCt it is possible to secure the power generation time and keep the output of the fuel cell 8 constant. Since the fuel cell 8 generally decreases in efficiency as the output increases, the output of the fuel cell 8 is suppressed, and the efficiency of the fuel cell 8 is improved. Further, since the fluctuation of the output of the fuel cell 8 can be suppressed also against the fluctuation of the vehicle power consumption, the efficiency of the fuel cell 8 can be improved also in this respect.
  • the fuel cell 8 can be efficiently generated, fuel consumption can be suppressed, and the cruising distance can be increased.
  • the low power / low speed traveling state in the EV priority mode although the power generation start determination is not performed early, since the power consumption of the electric motor 3 is small, the fuel cell 8 does not need to have a high output. The decline is suppressed.
  • the power generation start determination is performed based on the vehicle speed equivalent value calculated by smoothing the vehicle power consumption, and the vehicle has high output and high speed when the vehicle speed equivalent value exceeds the threshold value Va for a predetermined time or more. It is determined to start power generation, assuming that the vehicle is in a traveling state. Therefore, by judging the power generation start determination based on the vehicle speed equivalent value obtained by smoothing the vehicle power consumption, the vehicle is not easily affected by the uphill or the downhill, and the influence of the output fluctuation due to acceleration and deceleration is also suppressed. It is possible to stably and accurately determine the high power / high speed running condition of the vehicle.
  • the mode of the invention is not limited to this embodiment.
  • the present embodiment has the function of setting the target state of charge SOCt and extending the cruising distance in the high power / high speed traveling state, this function may be deleted.
  • the present invention can suppress fuel consumption when traveling longer than the distance that can be traveled solely by the power from the battery 6.
  • the fuel cell 8 is used as a power generation unit, but instead of the fuel cell 8, a unit in which an engine and a generator are combined may be used.
  • the vehicle is a hybrid vehicle capable of series mode, but even in such a vehicle, the generator and the engine are drive-controlled to control the output from the generator in the same manner as the output control of the fuel cell. By doing this, the engine can be operated efficiently and the cruising distance can be increased.
  • Fuel cell 1 vehicle 3 electric motor 6 battery 8 fuel cell (power generation unit) 20 Fuel level detector (fuel level detector) 21 Battery monitoring unit (charging rate detection unit) 22 Control unit (generation start determination unit, generation control unit) 23 Mode Switching Device (Mode Selection Unit) 24 Target goal charging rate setting device (target goal charging rate setting unit)

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fuel Cell (AREA)

Abstract

L'invention concerne un dispositif de commande d'alimentation électrique 2 pour véhicule 1, qui fournit de l'électricité à un moteur électrique 3 pour un entraînement de déplacement, tirant ladite électricité d'une batterie 6 et d'une pile à combustible 8 qui sont montées dans le véhicule 1. Une unité de commande 22 : sélectionne un mode de déplacement EV lorsque le véhicule 1 commence à se déplacer ; entraîne le moteur électrique 3 à l'aide de l'électricité provenant de la batterie 6 et provoque le déplacement du véhicule ; et, si un mode de priorité de consommation de carburant TOTAL est sélectionné par l'intermédiaire d'un dispositif 23 de commutation de mode, commande la génération d'une électricité en sortie Pf pour la pile à combustible 8 constamment à une valeur de sortie prescrite basse Pf1, jusqu'à ce que l'état de charge SOC de la batterie 6 tombe en dessous d'un état de charge d'arrivée cible prescrit SOCb.
PCT/JP2015/058560 2015-03-20 2015-03-20 Dispositif de commande d'alimentation électrique pour véhicule WO2016151696A1 (fr)

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PCT/JP2015/058560 WO2016151696A1 (fr) 2015-03-20 2015-03-20 Dispositif de commande d'alimentation électrique pour véhicule
JP2017507162A JP6270010B2 (ja) 2015-03-20 2015-03-20 車両の電力制御装置

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
JP2022055581A (ja) * 2020-09-29 2022-04-08 株式会社日立製作所 車両制御装置及び車両制御方法

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CN111746352B (zh) * 2019-03-29 2022-01-28 北京新能源汽车股份有限公司 一种确定功率混合型电动汽车的电池的方法、装置及上位机

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JP2000032606A (ja) * 1998-07-14 2000-01-28 Toyota Motor Corp 車 輌
JP2010264873A (ja) * 2009-05-14 2010-11-25 Nissan Motor Co Ltd 電動車両の制御装置及び制御方法
JP2011229356A (ja) * 2010-03-31 2011-11-10 Equos Research Co Ltd 電動駆動車両
JP2013075615A (ja) * 2011-09-30 2013-04-25 Equos Research Co Ltd 電動駆動車両

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000032606A (ja) * 1998-07-14 2000-01-28 Toyota Motor Corp 車 輌
JP2010264873A (ja) * 2009-05-14 2010-11-25 Nissan Motor Co Ltd 電動車両の制御装置及び制御方法
JP2011229356A (ja) * 2010-03-31 2011-11-10 Equos Research Co Ltd 電動駆動車両
JP2013075615A (ja) * 2011-09-30 2013-04-25 Equos Research Co Ltd 電動駆動車両

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022055581A (ja) * 2020-09-29 2022-04-08 株式会社日立製作所 車両制御装置及び車両制御方法
JP7431710B2 (ja) 2020-09-29 2024-02-15 株式会社日立製作所 車両制御装置

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