WO2019163080A1 - Alimentation en courant continu de type à commutation de tension - Google Patents

Alimentation en courant continu de type à commutation de tension Download PDF

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Publication number
WO2019163080A1
WO2019163080A1 PCT/JP2018/006653 JP2018006653W WO2019163080A1 WO 2019163080 A1 WO2019163080 A1 WO 2019163080A1 JP 2018006653 W JP2018006653 W JP 2018006653W WO 2019163080 A1 WO2019163080 A1 WO 2019163080A1
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WO
WIPO (PCT)
Prior art keywords
switching
voltage
series
parallel
power supply
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PCT/JP2018/006653
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English (en)
Japanese (ja)
Inventor
田中　正一
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田中　正一
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Priority to PCT/JP2018/006653 priority Critical patent/WO2019163080A1/fr
Publication of WO2019163080A1 publication Critical patent/WO2019163080A1/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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • 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
    • B60L58/19—Switching between serial connection and parallel connection of battery modules
    • 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

Definitions

  • the present invention relates to a voltage switching DC power supply, and more particularly to a voltage switching DC power supply for a traction motor.
  • FIG. 1 shows a known motor driving device in which a boost chopper 100 is disposed between a battery 101 and an inverter 102.
  • the boost chopper 100 boosts the DC link voltage Vd applied to the smoothing capacitor 103 in the high speed region.
  • the weight and loss of the step-up chopper 100 are disadvantages of this motor drive device.
  • a known voltage-switching DC power supply having a series switch that connects two batteries in series and two parallel switches that connect two batteries in parallel can avoid the switching loss of the boost chopper.
  • One problem with this voltage-switching DC power supply is that the DC link voltage Vd changes abruptly. A sudden change in the DC link voltage Vd adversely affects the smoothing capacitor and the inverter.
  • Another problem is that the short circuit current flowing between the two batteries increases the battery loss when the voltages of the two batteries connected in parallel are different.
  • FIG. 2 shows an example of a voltage-switching DC power source disclosed in Patent Document 1.
  • Series relay 201 connects batteries 202 and 203 in series.
  • Two parallel relays 204 and 205 connect the batteries 202 and 203 in parallel.
  • the step-up chopper 208 shown in FIG. 2 gradually changes the DC link voltage Vd during a transition period for switching the battery connection. Thereby, it is possible to avoid an adverse effect on the smoothing capacitor 206 and the inverter 207 due to a sudden change in the DC link voltage at the time of voltage switching.
  • the addition of this step-up chopper increases manufacturing cost and switching loss. Furthermore, it is not easy to control the cooperative operation of the three relays and the step-up chopper of the voltage-switching DC power supply.
  • One object of the present invention is to provide a voltage-switching DC power source suitable for a traction motor.
  • the connection switching circuit that can select either serial connection or parallel connection of two batteries changes the DC link voltage applied to the inverter that drives the traction motor.
  • the connection switching circuit has one series transistor, one charging diode 4, and two parallel diodes, and an inductor.
  • the series transistor applies a series voltage to the inverter
  • the parallel diode applies a parallel voltage to the inverter.
  • the charging diode charges the battery with the regenerative current of the inverter.
  • This connection switching circuit can change the DC link voltage and reduce battery loss.
  • this voltage switching type DC power supply has a DC link voltage changing function and a defective battery separating function.
  • the series transistor is PWM-switched during the switching period between the parallel connection and the series connection.
  • the series transistor, parallel diode, and inductor of the connection switching circuit operate as a step-down chopper. Thereby, the DC link voltage can be gradually changed during the switching period.
  • the inverter is operated as a boost chopper during the regenerative braking period of the traction motor.
  • the inverter can charge a plurality of batteries connected in series by the serial transistor.
  • a magnet contactor is connected in parallel with the parallel diode.
  • the contact of the so-called relay called the magnetic contactor is consumed by the arc spark when it is off. In the worst case, a contact welding accident occurs.
  • the parallel diode prevents arc spark, the failure rate of the magnetic contactor is reduced.
  • the magnet contactor is turned off during the period when the series transistor is PWM-switched. It is also possible to individually connect two contacts of one magnetic contactor to two parallel diodes. Two magnetic contactors can be individually connected to two parallel diodes. According to this case, it is possible to avoid parallel charging and parallel discharging of a defective battery.
  • each of the two sub power supply sets includes two battery blocks and one connection switching circuit. Further, the two sub power supply sets are connected by a third connection switching circuit.
  • the voltage-switching DC power supply can generate three levels of DC link voltage. Furthermore, this voltage-switching DC power supply can execute the 2-parallel discharge mode and the 4-parallel discharge mode when one battery block becomes defective. Therefore, the reliability of the battery is improved.
  • FIG. 1 is a wiring diagram showing a conventional step-up chopper type variable voltage DC power supply.
  • FIG. 2 is a wiring diagram showing a conventional voltage-switching DC power supply.
  • FIG. 3 is a wiring diagram showing the voltage-switching type DC power source of the first embodiment.
  • FIG. 4 is a wiring diagram showing the step-down chopper operation of the connection switching circuit shown in FIG.
  • FIG. 5 is a wiring diagram showing a voltage-switching DC power supply having a relay box for parallel charging.
  • FIG. 6 is a schematic wiring diagram showing a boost chopper type regenerative braking operation.
  • FIG. 7 is a schematic wiring diagram showing a boost chopper type regenerative braking operation.
  • FIG. 1 is a wiring diagram showing a conventional step-up chopper type variable voltage DC power supply.
  • FIG. 2 is a wiring diagram showing a conventional voltage-switching DC power supply.
  • FIG. 3 is a wiring diagram showing the voltage-switching type DC power
  • FIG. 8 is a wiring diagram showing the voltage switching type DC power source of the second embodiment.
  • FIG. 9 is a diagram showing the relationship between the DC link voltage and the motor speed.
  • FIG. 10 is a wiring diagram showing a voltage-switching DC power supply having a relay box for parallel charging.
  • FIG. 11 is a wiring diagram showing a modification.
  • This voltage-switching DC power supply is connected to an inverter that drives a traction motor of an electric vehicle.
  • This voltage switching DC power supply can employ a capacitor instead of a battery.
  • This voltage-switching DC power supply can be connected to an inverter that drives another variable speed motor.
  • This voltage-switching DC power source includes batteries 1 and 2 and a connection switching circuit 10.
  • the connection switching circuit 10 includes a series transistor 3, a charging diode 4, parallel diodes 5 and 6, and an inductor 7.
  • the voltage-switching DC power supply applies a DC link voltage Vd to the smoothing capacitor 20 and the inverter 30.
  • Inverter 30 has three legs 31, 32, and 33.
  • Inverter 30 is connected to stator coil 40 of the three-phase motor.
  • the stator coil 40 includes a U-phase coil 41, a V-phase coil 42, and a W-phase coil 43.
  • Leg 31 is connected to phase coil 41, and leg 32 is connected to phase coil 42.
  • the leg 33 is connected to the phase coil 43.
  • the negative electrode of the battery 1 is connected to the negative terminals of the smoothing capacitor 20 and the inverter 30.
  • the positive electrode of the battery 2 is connected to the positive terminals of the smoothing capacitor 20 and the inverter 30 through the inductor 7.
  • the series transistor 3 and the charging diode 4 connect the batteries 1 and 2 in series.
  • the series transistor 3 can turn off the discharge of the batteries 1 and 2.
  • a charging diode 4 connected in antiparallel to the series transistor 3 can charge the batteries 1 and 2.
  • the anode of the parallel diode 5 is connected to the negative electrode of the battery 1, and the cathode of the parallel diode 5 is connected to the negative electrode of the battery 2.
  • the anode electrode of the parallel diode 6 is connected to the positive electrode of the battery 2, and the cathode electrode of the parallel diode 6 is connected to the positive electrode of the battery 1.
  • batteries 1 and 2 each have a voltage of 320V.
  • the connection switching circuit 10 and the inverter 30 are controlled by the controller 50.
  • the precharge operation of the smoothing capacitor 20 when the key switch of the electric vehicle is turned on will be described. Since the series transistor 3 is off, the smoothing capacitor 20 is charged through the parallel diodes 5 and 6. As a result, the inrush current flowing through the smoothing capacitor 20 is halved and the power loss is 1 ⁇ 4.
  • the series transistor 3 is switched at a predetermined PWM carrier frequency. Its PWM duty ratio, which is equal to the ratio of on period / (on period + off period), is gradually increased from 0 to 1.
  • PWM duty ratio which is equal to the ratio of on period / (on period + off period)
  • the series transistor 3 is turned on, a voltage sum (640V) is applied to the smoothing capacitor 20 through the inductor 7, and the inductor 7 stores magnetic energy.
  • the series transistor 3 is turned off, the inductor 7 suppresses a decrease in current flowing through the inductor 7. As a result, the DC link voltage Vd gradually increases from 320V to 640V.
  • the series transistor 3 is switched at a predetermined PWM carrier frequency. Its PWM duty ratio, which is equal to the ratio of on period / (on period + off period), is gradually reduced from 1 to 0. As a result, the DC link voltage Vd gradually decreases from 640V to 320V. Eventually, the parallel diodes 5 and 6, the series transistor 3, and the inductor 7 serve as a known step-down chopper.
  • FIG. 4 is a schematic diagram showing the operation of the step-down chopper.
  • the circuit 300 on the left shows a state where the series transistor 3 is turned on, and the circuit 400 on the right shows a state where the series transistor 3 is turned off.
  • the inductor 7 can have a lower inductance value than the inductor of the boost chopper shown in FIG.
  • the switching frequency of the series transistor 3 can have a higher switching frequency value than that of the boost chopper shown in FIG. As a result, the switching loss of the step-down chopper increases. However, since the high-frequency switching of the series transistor 3 is only in the connection switching period, this increase in switching loss can be ignored.
  • the connection switching circuit 10 has a relay box 8 and a connector 9.
  • the relay box 8 accommodates two magnet contactors 81 and 82.
  • the positive electrode of the battery 2 is connected to the positive terminal 91 of the connector 9, and the negative electrode of the battery 1 is connected to the negative terminal 92 of the connector 9.
  • Terminals 91 and 92 are connected to an external DC power supply (not shown).
  • Contactor 81 connects negative electrode terminal 92 to the negative electrode of battery 2, and contactor 82 connects positive electrode terminal 91 to the positive electrode of battery 1.
  • the contactors 81 and 82 When the contactors 81 and 82 are turned on, the contactor 81 is connected in parallel with the parallel diode 5, and the contactor 82 is connected in parallel with the parallel diode 6. Thereby, the external DC power supply charges the batteries 1 and 2 in parallel.
  • the batteries 1 and 2 apply a DC link voltage Vd of about 320V to the inverter 30. Thereby, the loss of the parallel diodes 5 and 6 is reduced.
  • the contactor 81 is connected in parallel with the parallel diode 5, and the contactor 82 is connected in parallel with the parallel diode 6. Accordingly, in the parallel discharge mode, the batteries 1 and 2 are already in the parallel discharge mode by the diodes 5 and 6 before the contactors 81 and 82 are turned on. Therefore, when the contactors 81 and 82 are turned on, the voltage difference between the batteries 1 and 2 can be sufficiently reduced. This means that when the contactors 81 and 82 are turned on, the short-circuit current flowing between the batteries 1 and 2 becomes substantially zero. Furthermore, when the contactor 81 and / or the contactor 82 is turned off, arcing of the contactor 81 and 82 is prevented by the diodes 5 and 6. Thereby, the lifetime and reliability of the ts contactors 81 and 82 are improved.
  • inverter 30 When the PWM duty ratio equal to the ratio of output period / (clamp period + output period) is low, inverter 30 generates a high output voltage. Thereby, the inverter 30 which functions as a step-up chopper can generate a high charging voltage.
  • the PWM duty ratio is controlled based on the battery charging current. Since the inverter 30 is operated as a step-up chopper, the ripple rate of the charging current supplied from the inverter 30 to the batteries 1 and 2 is increased. However, this ripple rate is reduced by the inductor 7 and the smoothing capacitor 20. The loss of the batteries 1 and 2 is reduced by this ripple rate reduction. Similarly, the losses of the batteries 1 and 2 are reduced in the parallel discharge mode compared to the series discharge mode under low load conditions of the traction motor. This suppresses an increase in battery temperature. In particular, this effect is superior in older batteries with increased internal resistance.
  • a second connection switching circuit 10A and a third connection switching circuit 10B are added to the voltage-switching DC power supply of the first embodiment.
  • the battery 1 of the first embodiment is divided into two battery blocks 1A and 1B each having a rated voltage of 160V.
  • the battery 2 of the first embodiment is divided into two battery blocks 2A and 2B each having a rated voltage of 160V.
  • the inductor 7 of the first embodiment is divided into two inductors 71 and 72. Inductors 71 and 72 can have a common core.
  • Each of the added connection switching circuits 10A and 10B has substantially the same circuit configuration as that of the connection switching circuit 10.
  • the connection switching circuit 10A includes a series transistor 3A, a charging diode 4A, parallel diodes 5A and 6A, and an inductor 7.
  • the series transistor 3A connects the block 2A and the block 2B.
  • the charging diode 4A is connected in antiparallel with the series transistor 3A.
  • the parallel diode 5A connects the negative electrode of the block 2A and the negative electrode of the block 2B.
  • the parallel diode 6A connects the positive electrode of the block 2A and the positive electrode of the block 2B.
  • the connection switching circuit 10B includes a series transistor 3B, a charging diode 4B, parallel diodes 5B and 6B, and an inductor 7.
  • the serial transistor 3B connects the block 1A and the block 1B.
  • the charging diode 4B is connected in antiparallel with the series transistor 3B.
  • the parallel diode 5B connects the negative electrode of the block 1A and the negative electrode of the block 1B.
  • the parallel diode 6B connects the positive electrode of the block 1A and the positive electrode of the block 1B.
  • the controller 50 has a series discharge mode, a 2-parallel discharge mode, and a 4-parallel discharge mode.
  • the 2-parallel discharge mode is essentially the same as the parallel discharge mode of the first embodiment.
  • the series transistor 3 is turned off and the series transistors 3A and 3B are turned on.
  • the DC link voltage Vd is approximately 320V.
  • the series transistors 3, 3A and 3B are turned off.
  • the DC link voltage Vd is approximately 160V.
  • the switching operation from the 2-parallel discharge mode to the series discharge mode will be described.
  • the series transistors 3A and 3B are turned off.
  • the serial transistor 3 is switched at a predetermined PWM carrier frequency, and its PWM duty ratio is gradually increased from 0 to 1.
  • the DC link voltage Vd gradually increases from 320V to 640V.
  • the switching operation from the series discharge mode to the 2-parallel discharge mode will be described.
  • the serial transistor 3 is switched at a predetermined PWM carrier frequency, and its PWM duty ratio is gradually reduced from 1 to 0.
  • the DC link voltage Vd gradually decreases from 640V to 320V.
  • the parallel diodes 5 and 6, the series transistor 3, and the inductor 7 serve as a known step-down chopper.
  • the series transistor 3 is turned off.
  • the series transistors 3A and 3B are switched at a predetermined PWM carrier frequency, and the PWM duty ratio is gradually increased from 0 to 1.
  • the DC link voltage Vd gradually increases from 160V to 320V.
  • the switching operation from the 2-parallel discharge mode to the 4-parallel discharge mode will be described.
  • the series transistors 3A and 3B are switched at a predetermined PWM carrier frequency, and the PWM duty ratio is gradually reduced from 1 to 0.
  • the DC link voltage Vd gradually decreases from 320V to 160V.
  • parallel diodes 5A and 6A, the series transistor 3A, and the inductor 7 function as a known step-down chopper.
  • parallel diodes 5B and 6B, series transistor 3B, and inductor 7 also function as a known step-down chopper.
  • FIG. 9 is a diagram showing the relationship between the motor rotation speed and the DC link voltage Vd when the motor torque is the maximum value.
  • the DC link voltage Vd is, for example, 160 V in a low speed region less than 40 km / h, for example, 320 V in a medium speed region in the range of 40-80 km / h, and 640 V in a high speed region exceeding 80 km / h.
  • connection switching circuit 10 has a relay box 8 and a connector 9 as in the first embodiment.
  • the contactors 81 and 82 can be turned on in the 2-parallel discharge mode and the regenerative braking mode. Thereby, the contactor 81 is connected in parallel with the parallel diode 5, and the contactor 82 is connected in parallel with the diode 6.
  • the DC link voltage Vd is 320 V in the 2-parallel discharge mode and the regenerative braking mode. Since the regenerative braking in this embodiment is essentially the same as in the first embodiment, description thereof is omitted.
  • the contactor 81 is connected in parallel with the parallel diode 5, and the contactor 82 is connected in parallel with the parallel diode 6. Therefore, in the 2-parallel discharge mode, the batteries 1 and 2 are already in the 2-parallel discharge mode by the diodes 5 and 6 before the contactors 81 and 82 are turned on. Therefore, when the contactors 81 and 82 are turned on, the voltage difference between the batteries 1 and 2 can be sufficiently reduced. This means that when the contactors 81 and 82 are turned on, the short-circuit current flowing between the batteries 1 and 2 becomes substantially zero. Furthermore, when the contactor 81 and the contactor 82 are turned off, the arc discharge of the contactors 81 and 82 is prevented by the diodes 5 and 6. Thereby, the lifetime and reliability of the contactors 81 and 82 are improved.
  • the discharge mode in the block failure state which means the case where the voltage of one of the blocks 1A, 1B, 2A, and 2B is out of the allowable range
  • the 2-parallel discharge mode one of the batteries 1 and 2 that does not include a defective block supplies a discharge current. In other words, 50% of the battery cells can continue to discharge.
  • the serial transistor 3 is turned off and the 2-parallel charging mode is employed. Further, the serial transistor 3A, 3B connected to the defective block is turned off. Thereby, 50% of battery cells can continue charging. Eventually, according to the second embodiment using three series transistors, it is possible to select a three-stage DC link voltage Vd and to disconnect a defective battery block.
  • the 4-parallel discharge mode employed in the low speed region significantly reduces battery loss. For this reason, the rise in battery temperature can be suppressed, and the battery life can be extended particularly in a high temperature environment. This effect is particularly noticeable in old batteries with high internal resistance.
  • FIG. 11 shows another variation.
  • the series transistors 3, 3A, and 3B shown in FIG. 8 each comprise a bidirectional insulated gate transistor.
  • the insulated gate transistor can have a body diode.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne une alimentation en courant continu de type à commutation de tension avec laquelle il est possible de réduire la perte. L'alimentation en courant continu comprend un circuit de commutation de connexion capable de sélectionner une connexion en série ou une connexion en parallèle de deux ou quatre batteries. L'alimentation en courant continu applique une tension de liaison CC ayant deux niveaux ou trois niveaux à un onduleur pour entraîner un moteur à vitesse variable. Dans le circuit de commutation de connexion, un transistor en série est commuté, le circuit de commutation de connexion fonctionnant ainsi comme un hacheur abaisseur. Si l'une quelconque des batteries a une défaillance, le transistor en série est éteint.
PCT/JP2018/006653 2018-02-23 2018-02-23 Alimentation en courant continu de type à commutation de tension WO2019163080A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/JP2018/006653 WO2019163080A1 (fr) 2018-02-23 2018-02-23 Alimentation en courant continu de type à commutation de tension

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Application Number Priority Date Filing Date Title
PCT/JP2018/006653 WO2019163080A1 (fr) 2018-02-23 2018-02-23 Alimentation en courant continu de type à commutation de tension

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111497683A (zh) * 2020-04-26 2020-08-07 东风汽车集团有限公司 可实现双倍电池包电压的高压快充系统及其使用方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0638550A (ja) * 1992-07-15 1994-02-10 Honda Motor Co Ltd 電動車両のインバータ装置
JP2008067432A (ja) * 2006-09-05 2008-03-21 Nissan Motor Co Ltd 電力供給装置及びその制御方法
JP2010178421A (ja) * 2009-01-27 2010-08-12 Nissan Motor Co Ltd 電力供給装置
JP2017118732A (ja) * 2015-12-25 2017-06-29 セイコーエプソン株式会社 電源および電子機器

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0638550A (ja) * 1992-07-15 1994-02-10 Honda Motor Co Ltd 電動車両のインバータ装置
JP2008067432A (ja) * 2006-09-05 2008-03-21 Nissan Motor Co Ltd 電力供給装置及びその制御方法
JP2010178421A (ja) * 2009-01-27 2010-08-12 Nissan Motor Co Ltd 電力供給装置
JP2017118732A (ja) * 2015-12-25 2017-06-29 セイコーエプソン株式会社 電源および電子機器

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111497683A (zh) * 2020-04-26 2020-08-07 东风汽车集团有限公司 可实现双倍电池包电压的高压快充系统及其使用方法

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