WO2018110243A1 - 電池ユニット、及び電源システム - Google Patents

電池ユニット、及び電源システム Download PDF

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Publication number
WO2018110243A1
WO2018110243A1 PCT/JP2017/042123 JP2017042123W WO2018110243A1 WO 2018110243 A1 WO2018110243 A1 WO 2018110243A1 JP 2017042123 W JP2017042123 W JP 2017042123W WO 2018110243 A1 WO2018110243 A1 WO 2018110243A1
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Prior art keywords
storage battery
opening
power
closing
electrical machine
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PCT/JP2017/042123
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English (en)
French (fr)
Japanese (ja)
Inventor
隆之 竹内
Original Assignee
株式会社デンソー
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Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to CN201780077110.XA priority Critical patent/CN110167776B/zh
Priority to DE112017006265.9T priority patent/DE112017006265T5/de
Publication of WO2018110243A1 publication Critical patent/WO2018110243A1/ja

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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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present disclosure relates to a battery unit and a power supply system applied to a vehicle or the like.
  • Patent Document 1 describes a power supply system including a lead storage battery and a lithium ion storage battery connected in parallel to the ISG.
  • a first switch is provided in the energization path between the ISG and the lead storage battery
  • a second switch is provided in the energization path between the ISG and the lithium ion storage battery.
  • each power supply from each storage battery to ISG and the charge from ISG to each storage battery are controlled by carrying out on-off control of each switch according to the state of each storage battery.
  • power can be applied to the engine output shaft (for example, motor assist) by supplying power from each storage battery to the ISG.
  • the electric power supply from a lead storage battery to ISG and the electric power supply from a lithium ion storage battery to ISG are each possible, and the electric power supply from any storage battery to ISG is performed selectively.
  • ISG driving requirements differ between ISG driving with the power of the lead storage battery and ISG driving with the power of the lithium ion storage battery.
  • the point of properly using the storage batteries connected in parallel to the ISG has not been studied, and it is considered that there is room for improvement.
  • the present disclosure has been made in view of the above circumstances, and a main purpose thereof is to provide a battery unit and a power supply system capable of optimizing the system while considering proper use of storage batteries in power feeding to rotating electrical machines. There is to do.
  • the present invention is applied to a vehicle including an engine, a rotating electrical machine that is drivingly connected to the output shaft of the engine and has functions of power generation and power running, and a first storage battery and a second storage battery that are connected in parallel to the rotating electrical machine
  • a battery unit that includes the second storage battery among the storage batteries and is connected to the first storage battery and the rotating electrical machine, A first terminal to which the first storage battery is connected; A second terminal to which the rotating electrical machine is connected;
  • a first opening / closing part provided in a first electrical path connecting the first terminal and the second terminal, and opening or closing the first electrical path;
  • a first electrical path provided in a second electrical path for connecting the second storage battery to a connection point closer to the second terminal than the first opening / closing portion; and opening or closing the second electrical path.
  • the second opening / closing portion has a larger allowable energization current than the first opening / closing portion, and the maximum allowable current during power feeding from the second storage battery to the rotating electrical machine is from the first storage battery to the rotating electrical machine. Is larger than the maximum allowable current when power is supplied to
  • the rotating electrical machine is connected to the first storage battery via the battery unit, and is also connected to the second storage battery in the battery unit. Therefore, by supplying power from each storage battery to the rotating electrical machine, power can be applied to the engine output shaft by powering driving of the rotating electrical machine. In this case, it is considered desirable to use each storage battery properly according to the driving force of the rotating electrical machine, for example.
  • the second opening / closing portion has a larger allowable energization current than the first opening / closing portion, and the maximum allowable current during power feeding from the second storage battery to the rotating electrical machine rotates from the first storage battery.
  • the maximum allowable current at the time of power feeding to the electric machine was made larger.
  • each storage battery can be used properly according to the driving force of the rotating electrical machine.
  • the power of the second storage battery is preferably used for powering driving of the rotating electrical machine, that is, the first storage battery and the second storage battery are properly used.
  • the opening / closing part can be appropriately set as a system while taking into consideration.
  • the first opening / closing part includes a plurality of switches connected in parallel
  • the second opening / closing part includes a plurality of switches connected in parallel
  • the second opening / closing part includes a plurality of switches connected in parallel
  • the number of parallel switches of the plurality of switches is larger than the number of parallel switches of the plurality of switches in the first opening / closing part.
  • the parallel number of the plurality of switches in the second opening / closing part is made larger than the parallel number of the plurality of switches in the first opening / closing part.
  • the allowable energization current of the second opening / closing part becomes larger than that of the first opening / closing part by making the number of paralleling of the second opening / closing parts larger than the parallel number of the first opening / closing parts.
  • the third means includes a control unit that controls opening and closing of the first opening and closing unit and the second opening and closing unit, the control unit closing the first opening and closing unit when starting the engine by the rotating electrical machine, Opening the second opening / closing part to supply power to the rotating electrical machine from the first storage battery, and opening the first opening / closing part when the driving power is applied to the output shaft by the rotating electrical machine; The second opening / closing part is closed, and power is supplied from the second storage battery to the rotating electrical machine.
  • the control unit in a state where the combustion of the engine is stopped, opens the first opening / closing unit, closes the second opening / closing unit, and applies the driving power.
  • the power supply system may have the following configuration. That is, in the fifth means, the rotary electric machine is applied to a vehicle equipped with an engine and is drive-coupled to the output shaft of the engine and has functions of power generation and power running, and is connected in parallel to the rotary electric machine.
  • a power supply system comprising a first storage battery and a second storage battery and capable of supplying power to the rotating electrical machine from each of the first storage battery and the second storage battery, wherein the rotating electrical machine and the first storage battery are connected to each other. Provided in one electrical path, and provided in a second electrical path connecting the rotating electrical machine and the second storage battery, and opening or closing the second electrical path.
  • a second opening / closing portion that closes, and the second opening / closing portion has a larger allowable energization current than the first opening / closing portion, and is at a maximum allowable when power is supplied from the second storage battery to the rotating electrical machine.
  • the current is It is larger than the maximum allowable current from 1 battery when power supply to the rotary electric machine.
  • FIG. 1 is an electric circuit diagram showing the power supply system of the first embodiment.
  • FIG. 2 is a diagram showing an energized state when the engine is started by ISG.
  • FIG. 3 is a diagram showing an energized state when power for traveling is provided by ISG.
  • FIG. 4 is a timing chart showing an aspect in the first embodiment.
  • FIG. 5 is an electric circuit diagram showing a battery unit of a modification of the first embodiment.
  • FIG. 6 is a diagram for explaining diagnosis of a switch drive signal.
  • FIG. 7 is a configuration diagram of a logic circuit for driving the bypass switch.
  • FIG. 1 is an electric circuit diagram showing the power supply system of the first embodiment.
  • FIG. 2 is a diagram showing an energized state when the engine is started by ISG.
  • FIG. 3 is a diagram showing an energized state when power for traveling is provided by ISG.
  • FIG. 4 is a timing chart showing an aspect in the first embodiment.
  • FIG. 5 is an electric circuit diagram showing a battery unit of a
  • FIG. 8 is a diagram showing a wiring state in a state where the substrate is assembled to the storage battery
  • FIG. 9 is a diagram for explaining means for protecting the IC.
  • FIG. 10 is a diagram for explaining a means for protecting the IC.
  • FIG. 11 is a diagram for explaining means for protecting the IC.
  • an in-vehicle power supply system that supplies power to various devices of the vehicle in a vehicle that runs using an engine (internal combustion engine) as a drive source is embodied.
  • this power supply system is a dual power supply system having a lead storage battery 11 as a first storage battery and a lithium ion storage battery 12 as a second storage battery.
  • an ISG 16 Integrated Starter Generator
  • the storage batteries 11 and 12 can be charged.
  • the ISG 16 functions as an electric motor.
  • each storage battery 11, 12 can supply power to the starter 13 and various electric loads 14, 15, 17.
  • the lead storage battery 11 and the lithium ion storage battery 12 are connected in parallel to the ISG 16, and the lead storage battery 11 and the lithium ion storage battery 12 are connected in parallel to the electric load 15.
  • the lead storage battery 11 is a well-known general-purpose storage battery.
  • the lithium ion storage battery 12 is a high-density storage battery that has less power loss during charging / discharging than the lead storage battery 11, and has a high output density and energy density.
  • the lithium ion storage battery 12 may be a storage battery having higher energy efficiency during charging / discharging than the lead storage battery 11.
  • the lithium ion storage battery 12 is comprised as an assembled battery which has a some single cell, respectively. These storage batteries 11 and 12 have the same rated voltage, for example, 12V.
  • the lithium ion storage battery 12 is housed in a housing case and configured as a battery unit U integrated with a substrate.
  • the battery unit U has output terminals T1, T2, T3, and T0.
  • the lead storage battery 11, the starter 13, and the electric load 14 are connected to the output terminals T1 and T0, and the ISG 16 and the electric load 14 are connected to the output terminal T2.
  • a load 17 is connected, and an electric load 15 is connected to the output terminal T3.
  • the electric loads 14, 15, and 17 have different requirements for the voltage of the supplied power supplied from the storage batteries 11 and 12.
  • the electric load 15 includes a constant voltage required load that is required to be stable so that the voltage of the supplied power is constant or at least fluctuates within a predetermined range.
  • the electric loads 14 and 17 are general electric loads other than the constant voltage request load. It can be said that the electric load 15 is a protected load. In addition, it can be said that the electric load 15 is a load that does not allow a power supply failure, and the electric loads 14 and 17 are loads that allow a power supply failure compared to the electric load 15.
  • the electrical load 15 that is a constant voltage required load include various ECUs such as a navigation device, an audio device, a meter device, and an engine ECU. In this case, by suppressing the voltage fluctuation of the supplied power, it is possible to suppress an unnecessary reset or the like in each of the above devices, and to realize a stable operation.
  • the electric load 15 may include a travel system actuator such as an electric steering device or a brake device.
  • Specific examples of the electric loads 14 and 17 include a seat heater, a rear window defroster heater, a headlight, a windshield wiper, and a blower fan for an air conditioner.
  • the rotating shaft of the ISG 16 is drivingly connected to an engine output shaft (not shown) by a belt or the like, and the rotating shaft of the ISG 16 is rotated by the rotation of the engine output shaft. That is, the ISG 16 generates power (regenerative power generation) by rotating the engine output shaft and the axle.
  • the battery unit U has an energization path L1 that connects the output terminals T1 and T2 and an energization path that connects a connection point N1 on the energization path L1 and the lithium ion storage battery 12 as an in-unit electrical path.
  • L2 is provided.
  • the first switch group SW1 is provided in the energization path L1
  • the second switch group SW2 is provided in the energization path L2.
  • the first switch group SW1 is provided closer to the lead storage battery 11 than the connection point N1, and the lithium ion storage battery 12 is connected to the connection point N1.
  • a second switch group SW2 is provided on the side.
  • Each of the first switch group SW1 and the second switch group SW2 includes a plurality of MOSFETs (semiconductor switches).
  • each switch group SW1, SW2 will be described.
  • semiconductor switches are connected in series so that the directions of the parasitic diodes are opposite to each other.
  • the two semiconductor switches Sa1 and Sa2 are connected in parallel with the parasitic diode cathode facing the output terminal T1
  • the two semiconductor switches Sa3 and Sa4 are oriented with the parasitic diode cathode facing the output terminal T2.
  • the semiconductor switches Sa1 and Sa2 and the semiconductor switches Sa3 and Sa4 have the parasitic diodes connected at the anodes.
  • the second switch group SW2 has the same basic configuration as the first switch group SW1 except for the number of semiconductor switches. Specifically, in the second switch group SW2, semiconductor switches are connected in series so that the directions of the parasitic diodes are opposite to each other. In this case, the three semiconductor switches Sb1, Sb2, Sb3 are connected in parallel with the parasitic diode cathode facing the connection point N1, and the three semiconductor switches Sb4 are oriented with the parasitic diode cathode facing the lithium ion storage battery 12 side. , Sb5, Sb6 are connected in parallel. In other words, the semiconductor switches Sb1, Sb2, and Sb3 and the semiconductor switches Sb4, Sb5, and Sb6 are connected with the parasitic diodes at the anodes.
  • switch groups SW1 and SW2 are configured as described above, for example, when the first switch group SW1 is turned off (opened), that is, when the semiconductor switches Sa1 to Sa4 are turned off.
  • the current flowing through the parasitic diode is completely blocked. That is, unintentional discharge from the lead storage battery 11 to the lithium ion storage battery 12 side and unintentional charging of the lead storage battery 11 from the lithium ion storage battery 12 side can be avoided.
  • the direction of the parasitic diode of the semiconductor switch in the first switch group SW1 may be changed so that the parasitic diode is connected between the cathodes.
  • the two semiconductor switches Sa1 and Sa2 are connected in parallel so that the anode of the parasitic diode is on the output terminal T1 side, and the two semiconductor switches Sa3 are on the orientation where the anode of the parasitic diode is on the output terminal T2 side.
  • Sa4 may be connected in parallel. The same applies to the second switch group SW2.
  • an IGBT or a bipolar transistor can be used instead of the MOSFET.
  • a diode is connected in parallel to each semiconductor switch instead of the parasitic diode.
  • one end of the branch path L3 is connected to the connection point N2 between the output terminal T1 and the first switch group SW1 in the energization path L1, and the lithium ion storage battery 12 and the second switch group SW2 are connected in the energization path L2.
  • One end of the branch path L4 is connected to the connection point N4 between the two, and the other ends of the branch paths L3 and L4 are connected at an intermediate point N3. Further, the intermediate point N3 and the output terminal T3 are connected by the energization path L5.
  • the branch paths L3 and L4 are provided with a third switch group SW3 and a fourth switch group SW4, respectively.
  • the switch groups SW3 and SW4 are each composed of a semiconductor switch such as a MOSFET. Power can be supplied from the storage batteries 11 and 12 to the electric load 15 through the paths L3 to L5.
  • the battery unit U is provided with bypass paths L0 and L6 that allow the lead storage battery 11 to be connected to the electric load 15 without using the switch groups SW1 to SW4 in the unit.
  • the battery unit U is provided with a bypass path L0 that connects the output terminal T0 and the connection point N1 on the energization path L1, and a bypass path L6 that connects the connection point N1 and the output terminal T3. Is provided.
  • a bypass switch 21 is provided on the bypass path L0, and a bypass switch 22 is provided on the bypass path L6.
  • the bypass switches 21 and 22 are, for example, normally closed relay switches.
  • bypass switch 21 By closing the bypass switch 21, the lead storage battery 11 and the electrical load 15 are electrically connected even when the first switch group SW1 is off (open). Further, by closing both bypass switches 21 and 22, the lead storage battery 11 and the electrical load 15 are electrically connected even when all the switch groups SW1 to SW4 are off (open). For example, when the power switch (ignition switch) of the vehicle is turned off, dark current is supplied to the electric load 15 via the bypass switches 21 and 22.
  • the bypass path L0 and the bypass switch 21 can be provided outside the battery unit U.
  • the battery unit U includes a control device 50 that controls on / off (opening / closing) of the switch groups SW1 to SW4 and the bypass switches 21 and 22.
  • the control device 50 is constituted by a microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like.
  • An ECU 100 outside the battery unit U is connected to the control device 50. That is, the control device 50 and the ECU 100 are connected by a communication network such as CAN and can communicate with each other, and various data stored in the control device 50 and the ECU 100 can be shared with each other.
  • the ECU100 performs engine idling stop control.
  • the idling stop control stops the combustion of the engine when a predetermined automatic stop condition is satisfied, and then restarts the engine when a predetermined restart condition is satisfied.
  • the automatic stop condition includes, for example, that the vehicle speed of the host vehicle is in the engine automatic stop speed range (for example, vehicle speed ⁇ 10 km / h) and the accelerator operation is released or the brake operation is performed. included.
  • the restart condition includes, for example, that an accelerator operation is started and a brake operation is released.
  • the control device 50 controls on / off of each of the switch groups SW1 to SW4 based on the storage state of each of the storage batteries 11 and 12 and a command value from the ECU 100 which is the host control device. Thereby, charging / discharging is implemented using the lead storage battery 11 and the lithium ion storage battery 12 selectively.
  • a voltage sensor (not shown) for detecting the battery voltage Vb of the lead storage battery 11 is connected to the energization path of the lead storage battery 11, and the battery voltage Vb of the lithium ion storage battery 12 is connected to the energization path of the lithium ion storage battery 12.
  • a voltage sensor (not shown) for detection is connected.
  • control device 50 calculates the SOC (remaining capacity: State Of Charge) of the lithium ion storage battery 12 and charges and discharges the lithium ion storage battery 12 so that the SOC is maintained within a predetermined usage range.
  • the control device 50 corresponds to a “control unit”.
  • power can be supplied to the ISG 16 from at least one of the lead storage battery 11 and the lithium ion storage battery 12.
  • the ISG 16 is driven by power and its power is applied to the engine rotation shaft.
  • an excessive current may flow through the second switch group SW2 provided in the energization path L2. Therefore, there is a concern that the second switch group SW2 may be damaged.
  • the allowable energization current of the second switch group SW2 is made larger than that of the first switch group SW1, and the maximum allowable current when power is supplied from the lithium ion storage battery 12 to the ISG 16 is changed from the lead storage battery 11 to the ISG 16. It is set to be larger than the maximum allowable current during power feeding. That is, even when the energization current from the lithium ion storage battery 12 is increased, the second switch group SW2 can withstand a large energization current so as not to be damaged.
  • the parallel number of semiconductor switches in the second switch group SW2 is made larger than the parallel number of semiconductor switches in the first switch group SW1.
  • each of the second switch group SW2 includes three semiconductor switches connected in parallel, whereas each of the first switch group SW1 includes two semiconductor switches connected in parallel. It has become a thing. That is, the parallel number of semiconductor switches in the second switch group SW2 is 3, which is larger than the parallel number 2 of semiconductor switches in the first switch group SW1.
  • the allowable energization current of the second switch group SW2 is larger than that of the first switch group SW1. It is getting bigger.
  • the first switch group SW1 can withstand about 170A and the second switch group SW2 can withstand about 250A.
  • the same semiconductor switches are used for the switch groups SW1 and SW2.
  • the parallel number of the semiconductor switches of the first switch group SW1 and the second switch group SW2 is not limited to the embodiment of FIG. 1, but can be appropriately changed within a range where the magnitude relationship between the two is established.
  • the parallel number of semiconductor switches in the second switch group SW2 may be set to 4
  • the parallel number of semiconductor switches in the first switch group SW1 may be set to 3.
  • the parallel number of semiconductor switches of the second switch group SW2 may be set to 4
  • the parallel number of semiconductor switches of the first switch group SW1 may be set to 2.
  • the storage batteries 11 and 12 can be selectively used according to the magnitude of power (requested torque) required from the vehicle. Specifically, when the ISG 16 requires more power than the predetermined value, power is supplied from the lithium ion storage battery 12 to the ISG 16, and when less than the predetermined driving force is required, power supply from the lead storage battery 11 to the ISG 16 is performed. It is possible to achieve control such as
  • the control device 50 causes the lead storage battery 11 to supply power to the ISG 16 when the engine is started by the ISG 16, and causes the lithium ion storage battery 12 to supply power to the ISG 16 when the ISG 16 applies driving power.
  • the on / off control of the switch groups SW1 to SW4 of the control device 50 in each situation will be described with reference to FIGS.
  • FIG. 2 shows the on / off control of the switch groups SW1 to SW4 at the time of engine start by the ISG 16 and the energization state of the power supply system associated therewith.
  • the ISG 16 is driven when the engine is started to complete the engine start. That is, when an engine start request is generated, the control device 50 performs switch control so as to drive the ISG 16.
  • the control device 50 closes (turns on) the first switch group SW1 and opens (turns off) the second switch group SW2.
  • electric power is supplied from the lead storage battery 11 to the ISG 16 via the first switch group SW1.
  • the starter 13 may be driven together with the ISG 16 when starting the engine. In such a case, power is supplied from the lead storage battery 11 to the starter 13.
  • the control device 50 opens (turns off) the third switch group SW3 and closes (turns on) the fourth switch group SW4. Thereby, electric power is supplied from the lithium ion storage battery 12 to the electric load 15 via the fourth switch group SW4.
  • the energization paths L1 to the respective starters (starter 13 and ISG 16) and the energization paths L3 and L5 to the electric load 15 are separated, so that voltage fluctuations associated with driving of each starter Thus, the electric load 15 can be stably fed without being affected by the above.
  • FIG. 3 shows the on / off control of each of the switch groups SW1 to SW4 when the driving power is applied by the ISG 16, and the energization state of the power supply system associated therewith. Note that it is assumed that when driving power in FIG. 3 is applied, greater power is applied to the engine output shaft than when the engine is started in FIG.
  • the control device 50 performs switch control to drive the ISG 16. In this case, the control device 50 opens (turns off) the first switch group SW1 and closes (turns on) the second switch group SW2. Thereby, electric power is supplied from the lithium ion storage battery 12 to the ISG 16 via the second switch group SW2.
  • control device 50 closes (turns on) the third switch group SW3 and opens (turns off) the fourth switch group SW4. As a result, power is supplied from the lead storage battery 11 to the electric load 15 via the third switch group SW3.
  • the driving power when the driving power is applied, it is assumed that a larger power is required than when the engine is started.
  • the power is supplied from the lithium ion storage battery 12 via the second switch group SW2, thereby Greater power can be applied to the output shaft.
  • the electric load 15 is supplied with power from the lead storage battery 11, thereby reducing the load on the lithium ion storage battery 12.
  • control device 50 performs the same switch control as that in FIG. 3 when the vehicle is driven by applying the driving power by the ISG 16 in a state where the combustion of the engine is stopped, that is, the EV driving.
  • the lithium ion storage battery 12 is connected via the second switch group SW2 having a larger allowable current. Power is supplied to the ISG 16.
  • EV creep running for example, EV creep running can be cited.
  • EV creep travel is low speed travel when the accelerator of the vehicle is off, and the vehicle speed during EV creep travel is approximately 10 km / h.
  • FIGS. 2 and 3 will be described with reference to the timing chart of FIG. FIG. 4 shows a situation in which the engine is restarted during the automatic stop of the engine and then shifts to EV creep running.
  • the engine is automatically stopped before timing t11.
  • the first switch group SW1 is turned on and the fourth switch group SW4 is turned on. That is, power is supplied from the lead storage battery 11 to the electric load 17 while the engine is automatically stopped, and power is supplied from the lithium ion storage battery 12 to the electric load 15.
  • switch control during automatic engine stop may be changed as appropriate.
  • an ISG drive command is generated and switch control by the control device 50 is performed. Specifically, an ON command is transmitted to the first switch group SW1 and the fourth switch group SW4, and the first switch group SW1 is closed so that power is supplied from the lead storage battery 11 to the ISG 16, and the fourth switch Power is supplied from the lithium ion storage battery 12 to the electric load 15 by closing the group SW4.
  • the second switch group SW2 has a larger allowable energization current than the first switch group SW1, and the maximum allowable current during power feeding from the lithium ion storage battery 12 to the ISG 16 is determined from the lead storage battery 11. It was made larger than the maximum allowable current at the time of power feeding to ISG16.
  • the storage batteries 11 and 12 can be used properly according to the driving force of the ISG 16.
  • the power of the lithium ion storage battery 12 is preferably used for powering driving of the ISG 16, that is, the lead storage battery 11 and the lithium ion storage battery 12 are used.
  • Each switch group can be set appropriately as a system while considering proper use.
  • the second switch group SW2 is configured such that Sb1 to Sb3 and Sb4 to Sb6 are connected in parallel in the plurality of semiconductor switches Sb1 to Sb6, they are connected in parallel when power is supplied from the lithium ion storage battery 12 to the ISG 16 Even when any of the plurality of switches has an off failure, it is possible to prevent an event that the ISG 16 immediately causes a power failure.
  • the parallel number of the plurality of semiconductor switches Sb1 to Sb6 in the second switch group SW2 is made larger than the parallel number of the plurality of semiconductor switches Sa1 to Sa4 in the first switch group SW1.
  • the allowable energization current of the second switch group SW2 becomes larger than that of the first switch group SW1 by increasing the parallel number of the second switch group SW2 than the parallel number of the first switch group SW1.
  • the allowable energization current of the second switch group SW2 can be increased without increasing the allowable energization current (maximum rated current) of the switches of the second switch group SW2 in the existing power supply system.
  • the unit U can be easily constructed.
  • Examples of scenes where the ISG 16 is driven by power running include when the engine is started and when driving power is applied (motor assist, etc.). When starting the engine, a roughly fixed torque is required, but when applying driving power such as motor assist, the required torque differs depending on the situation. It is considered that more power may be required for the engine output shaft than sometimes.
  • power is supplied from the lead storage battery 11 to the ISG 16 when the engine is started by the ISG 16, and power is supplied from the lithium ion storage battery 12 to the ISG 16 when driving power is applied.
  • supplying power from the lithium ion storage battery 12 to the ISG 16 when the driving power is applied for example, a larger current can be flowed than when the engine is started.
  • correspond widely with respect to the torque request of a vehicle is realizable.
  • the fifth is also configured such that the allowable energization current of the second switch group SW2 is larger than that of the first switch group SW1. That is, the parallel number of semiconductor switches in the second switch group SW2 is larger than the parallel number of semiconductor switches in the first switch group SW1.
  • the allowable energization current of the second switch group SW2 is increased.
  • the allowable energization current may be increased depending on a difference other than the difference in parallel number.
  • a semiconductor switch having a maximum rated current larger than that of the semiconductor switch of the first switch group SW1 may be used as the semiconductor switch of the second switch group SW2.
  • the parallel number of the first switch group SW1 and the second switch group SW2 may be made equal.
  • the storage batteries 11 and 12 are selectively used when the engine is started by the ISG 16 and when the driving power is applied by the ISG 16, but the present invention is not limited thereto.
  • the storage batteries 11 and 12 may be selectively used according to the magnitude of power (requested torque) required from the vehicle.
  • power supply from the lithium ion storage battery 12 may be performed when a motor assist of a predetermined level or more is required, and power supply from the lead storage battery 11 may be performed when the motor assist is less than a predetermined level.
  • the motor assist of the ISG 16 by the power of the lead storage battery 11 may be enabled, and the motor assist of the ISG 16 by the power of the lithium ion storage battery 12 may be enabled.
  • motor assist is performed by the power of the lithium ion storage battery 12
  • charging / discharging of the lithium ion storage battery 12 is prohibited (second switch group SW2).
  • second switch group SW2 In the state where is opened), motor assistance is performed by the electric power of the lead storage battery 11 instead of the lithium ion storage battery 12.
  • the second switch group SW2 has a larger allowable energization current than the first switch group SW1
  • the ISG drive by the power of the lead storage battery 11 is performed. It is better to increase the allowable upper limit of the motor torque than sometimes.
  • the vehicle is EV creep traveled by feeding power from the lithium ion storage battery 12 to the ISG 16, but EV traveling other than EV creep travel may be performed by feeding power from the lithium ion storage battery 12.
  • the energization current from the lithium ion storage battery 12 to the ISG 16 may be controlled according to the accelerator operation amount.
  • the lead storage battery 11 and the lithium ion storage battery 12 are used as the storage battery, but this may be changed.
  • the lithium ion storage battery 12 instead of the lithium ion storage battery 12, other high-density storage batteries such as nickel-hydrogen batteries may be used.
  • a capacitor can be used as at least one of the storage batteries.
  • the electrical load 15 is a protected load.
  • the electrical load 17 includes the protected load.
  • the power supply system in 2nd Embodiment is the same as 1st Embodiment.
  • the control device 50 controls the charging and discharging of the storage batteries 11 and 12 by performing on / off control of the switch groups SW1 to SW4. For example, when power is supplied from the lead storage battery 11 to the electrical load 17, the control device 50 transmits a drive signal to the first switch group SW1.
  • the drive signal is output to a switch drive circuit (not shown) provided in the first switch group SW1, and the switch drive circuit switches on and off the semiconductor switches of the first switch group SW1.
  • each switch group needs to operate correctly based on the drive signal of the control device 50. Therefore, a diagnosis of the drive signal is appropriately performed to determine whether the drive signal is normally transmitted from the control device 50 to each switch group.
  • the control device 50 switches groups SW1 and SW2 to continuously supply power to the electric load 17 (including the protected load).
  • the drive signal is output so that at least one of the signals is always closed (ON). That is, as a control mode, there is no control in which the switch groups SW1 and SW2 are simultaneously opened (off). For this reason, when the drive signals of the switch groups SW1 and SW2 are both off, it is considered that an abnormality that disables switch switching has occurred in the control device 50.
  • bypass switches 21 and 22 are driven as fail-safe processing. Thereby, the power supply to the electric load 17 is continued, and the power supply failure of the electric load 17 is prevented.
  • the first switch group SW1 and the second switch group SW2 are each configured by connecting semiconductor switches connected in parallel in series so that the directions of the parasitic diodes are opposite to each other.
  • an arbitrary set of semiconductor switches in which the directions of the parasitic diodes are opposite to each other in each switch group SW1, SW2, and a drive signal is transmitted from the control device 50 to these semiconductor switches. Detect whether or not For example, in FIG. 6, the drive signals for the semiconductor switches Sa2 and Sa4 are detected in the first switch group SW1, and the drive signals for the semiconductor switches Sb1 and Sb6 are detected in the second switch group SW2.
  • FIG. 7 shows a logic circuit 60 for determining ON / OFF of the bypass switches 21 and 22 in this embodiment.
  • the logic circuit 60 inputs a driving signal for any one semiconductor switch having the output terminal T1 side as a cathode and a driving signal for any one semiconductor switch having the output terminal T2 side as a cathode.
  • the AND circuit C1 and the drive signal of any one semiconductor switch having the connection point N1 side as a cathode in the second switch group SW2 and the drive signal of any one semiconductor switch having the lithium ion battery 12 side as a cathode are input.
  • the drive signal of the bypass switches 21 and 22 is output as “1” when the ignition switch is turned on regardless of whether the switch groups SW1 and SW2 are turned on or off.
  • the AND circuit C1 outputs “1” when the drive signals of the semiconductor switches whose diodes are opposite to each other in the first switch group SW1 are “1”, and at least one of these drive signals.
  • the AND circuit C2 outputs “1” when the drive signals of the semiconductor switches whose diodes are opposite to each other in the second switch group SW2 are “1”, and at least one of these drive signals is “ When “0”, “0” is output.
  • the OR circuit C3 outputs “0” only when the output signal of the AND circuit C1 is “0” and the output signal of the AND circuit C2 is “0”.
  • At least one of the first switch group SW1 and the second switch group SW2 needs to be on. That is, at least one of the output signal of the AND circuit C1 and the output signal of the AND circuit C2 needs to be “1”, and the output signal of the OR circuit C3 needs to be “1”. Therefore, when the output signal of the OR circuit C3 is “1”, it can be considered that the drive signal is normally transmitted from the control device 50 to each of the switch groups SW1 and SW2. In this case, the bypass switches 21 and 22 are opened.
  • the drive signal diagnosis of the first switch group SW1 and the second switch group SW2 has been shown.
  • the third switch group SW3 and the fourth switch group SW4 are connected in parallel in the same manner as the SW1 and SW2.
  • the drive signals of SW3 and SW4 can be diagnosed. That is, one of the third switch group SW3 and the fourth switch group SW4 needs to be closed (ON) so that power can be continuously supplied to the electrical load 15 (including the protected load). Yes, the drive signal can be diagnosed in consideration of this situation.
  • the battery unit U shown in the first embodiment is constructed by assembling the lithium ion storage battery 12 and the substrate 70 on which the control device 50 is mounted on a housing.
  • FIG. 8 shows a wiring state in a state where the lithium ion storage battery 12 and the substrate 70 are assembled. Note that the fuse 71 provided in the energization path where the negative electrode of the lithium ion storage battery 12 is connected to the ground is attached after the substrate 70 is assembled to the positive electrode and the negative electrode of the lithium ion storage battery 12 when the battery unit U is manufactured. It is like that.
  • the board 70 has a control device 50, and the control device 50 further has an IC 72 for battery monitoring. Moreover, the board
  • substrate 70 has terminal part P1, P2, P3, and among these, the terminal part P1 is connected to the positive electrode of the lithium ion storage battery 12, and the terminal part P2 is connected to the negative electrode of the lithium ion storage battery 12. .
  • the terminal portion P3 is ultimately connected to the ground, but is not connected when the board 70 is assembled.
  • the circuit board 70 has an energization path L11 that connects the terminal portions P1 and P3, a connection point N11 on the energization path L11, and the terminal section P2 as internal electrical paths via the IC 72.
  • An energization path L12 to be connected is provided.
  • condenser 73 is provided in the electricity supply path
  • a diode portion 74 is provided inside the IC 72 on the energization path L12.
  • the diode portion 74 is configured by connecting two diodes in series, and is connected such that the terminal portion P2 side is a cathode and the connection point N11 side is an anode.
  • the diode portion 74 is provided to prevent the IC 72 from being damaged by unintentionally generated static electricity passing through the IC 72.
  • a protective means is provided on the substrate 70 so that excessive current does not flow inside the IC 72. This prevents the IC 72 from being damaged.
  • a bypass path L13 that does not pass through the IC 72 (detours) is provided, and a diode part 75 having a smaller electrical resistance than the diode part 74 is provided in the bypass path L13.
  • FIG. 9 shows an energization state of an inrush current in such a configuration.
  • the bypass path L13 connects the terminal part P2 and the terminal part P3 without going through the IC 72, and the connection point N12 on the terminal part P3 side of the connection point N11 of the energization path L11 and the outside of the IC 72 in the energization path L2. Is connected to a connection point N13 on the terminal part P2 side.
  • a diode portion 75 having an electric resistance smaller than that of the diode portion 74 is provided on the bypass path L13.
  • the diode unit 75 is configured by one diode.
  • the inrush current generated when the substrate 70 is assembled flows preferentially to the diode portion 75 having a smaller electrical resistance than the diode portion 74. That is, an inrush current flows through the bypass path L13, so that an excessive current can be prevented from flowing inside the IC 72.
  • a limiting resistor 76 is provided on the energization path L12 outside the IC 72.
  • FIG. 10 shows an energization state of an inrush current in such a configuration.
  • the resistance value of the limiting resistor 76 is set so that the current flowing through the IC 72 is equal to or less than the allowable current of the IC 72.
  • the inrush current flows to the diode portion 74 inside the IC 72.
  • the inrush current is suppressed to be equal to or less than the allowable energization current of the IC 72 by the limiting resistor 76, the IC 72 can be prevented from being damaged. .
  • the protection means a configuration in which the bypass path L13 and the diode unit 75 described above and the limiting resistor 76 are combined may be employed.
  • the bypass path L13 is provided so that the intermediate point between the limiting resistor 76 and the terminal portion P2 and the connection point N12 are connected in the energization path L12.
  • the lithium ion storage battery 12 is configured as an assembled battery in which a plurality of single cells are connected in series.
  • FIG. 11 shows an example of protection means for the IC 72 in such a case.
  • the lithium ion storage battery 12 is composed of the single cells 12a to 12e, and the positive and negative electrodes of the single cells 12a to 12e are connected to the terminal portions P1, P2a to P2e of the substrate 70, respectively.
  • the energization paths that connect the respective terminal portions P2a to P2e and the energization path L12, and each energization path has a diode portion (not shown) for preventing static electricity.
  • Each is provided. That is, as in FIG. 8, when the substrate 70 is assembled, an excessive current may flow inside the IC 72.
  • the bypass path L13 is provided, and the diode portions 75a to 75e are provided on the bypass path. Further, limiting resistors 76a to 76e are provided on the energization paths connected to the terminal portions P2a to P2e. As a result, it is possible to prevent an excessive current from flowing inside the IC 72 and thus prevent the IC 72 from being damaged.

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PCT/JP2017/042123 2016-12-14 2017-11-23 電池ユニット、及び電源システム WO2018110243A1 (ja)

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