WO2019181030A1 - Composite power storage system - Google Patents

Composite power storage system Download PDF

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Publication number
WO2019181030A1
WO2019181030A1 PCT/JP2018/037899 JP2018037899W WO2019181030A1 WO 2019181030 A1 WO2019181030 A1 WO 2019181030A1 JP 2018037899 W JP2018037899 W JP 2018037899W WO 2019181030 A1 WO2019181030 A1 WO 2019181030A1
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Prior art keywords
power
type battery
power storage
storage system
plurality
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PCT/JP2018/037899
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French (fr)
Japanese (ja)
Inventor
大輝 小松
井上 健士
茂樹 牧野
隆宏 荒木
中村 卓義
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株式会社日立製作所
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Priority to JP2018-053460 priority
Application filed by 株式会社日立製作所 filed Critical 株式会社日立製作所
Publication of WO2019181030A1 publication Critical patent/WO2019181030A1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/40Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/50Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L55/00Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L9/00Electric propulsion with power supply external to the vehicle
    • B60L9/16Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/42Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44Methods for charging or discharging
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00Structural combinations of different types of electrochemical generators
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/16Regulation of the charging current or voltage by variation of field
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34Parallel operation in networks using both storage and other dc sources, e.g. providing buffering

Abstract

This composite power storage system 10 is a system for supplying direct-current power to a plurality of motor generators 11, the composite power storage system 10 being provided with one capacity-type battery 14 and a plurality of power-type batteries 13. The plurality of power-type batteries 13 are provided in a one-to-one correspondence with the plurality of motor generators 11. Consequently, the load on the capacity-type battery can be reduced and heat build-up and deterioration of the capacity-type battery can be suppressed.

Description

Composite power storage system

The present invention relates to a composite power storage system.

2. Description of the Related Art Conventionally, there are known composite power storage systems that increase the amount of power regeneration and optimize output and capacity by connecting different types of batteries with different characteristics in parallel in vehicles such as hybrid vehicles and electric vehicles. For example, Patent Document 1 discloses a composite power storage system in which a lead storage battery (capacity battery) and a lithium ion battery (power battery) are connected in parallel while reducing the manufacturing cost with a configuration that does not use a DC / DC converter. A technique for increasing the amount of regeneration is disclosed.

Japanese Patent Laid-Open No. 2016-213025

However, in the composite power storage system in which the capacity type battery and the power type battery are connected in parallel, since there is only one power type battery, the power load on the capacity type battery cannot be reduced. I had to power or regenerate more than the allowable power. As a result, the capacity type battery may generate heat abnormally and may deteriorate rapidly.

The present invention has been made to solve such a technical problem, and an object of the present invention is to provide a composite power storage system that can reduce the load of the capacity type battery and prevent the heat generation and deterioration of the capacity type battery. To do.

The composite power storage system of the present invention that solves the above problem is a composite power storage system that supplies DC power to a plurality of power supply targets, and includes a single capacity type battery and a plurality of power type power storage devices, and the plurality of power types The power storage device is provided in one-to-one correspondence with the plurality of power supply targets.

According to the present invention, the load on the capacity type battery can be reduced, and the heat generation and deterioration of the capacity type battery can be suppressed.

Schematic which shows the electric vehicle to which the composite electrical storage system which concerns on 1st Embodiment was applied. The circuit block diagram around each power type battery and the schematic diagram which shows smoothing of a pulsating flow. Schematic which shows the electric vehicle to which the composite electrical storage system which concerns on 2nd Embodiment was applied. The schematic diagram which shows the effect which shifts the switching phase of each inverter. Schematic which shows the electric vehicle to which the composite electrical storage system which concerns on 3rd Embodiment was applied. The flowchart which shows the control processing using a 1st relay. Schematic which shows the electric vehicle to which the composite electrical storage system which concerns on 4th Embodiment was applied. The flowchart which shows the control processing using a 2nd relay. Schematic which shows the electric vehicle to which the composite electrical storage system which concerns on 5th Embodiment was applied.

Hereinafter, an embodiment of a composite power storage system according to the present invention will be described with reference to the drawings. The following description shows specific examples of the contents of the present invention, and the present invention is not limited to these descriptions. Various modifications by those skilled in the art are within the scope of the technical idea disclosed in this specification. Changes and modifications are possible. Further, in all the drawings for explaining the present invention, those having the same function are denoted by the same reference numerals, and repeated description thereof is omitted.

In the following description, the composite power storage system of the present invention is applied to an electric vehicle. However, the present invention is applied to a hybrid vehicle, a tricycle, a train, a ship, an aircraft, and the like in addition to an electric vehicle.

<First Embodiment>
FIG. 1 is a schematic diagram showing an electric vehicle to which the composite power storage system according to the first embodiment is applied. As shown in FIG. 1, the electric vehicle 1 has four wheels 2, and a composite power storage system 10 is mounted on the electric vehicle 1. The composite power storage system 10 includes one capacity type battery 14 and a plurality (four in this embodiment) of power type batteries 13 and supplies DC power to a plurality of power supply targets. In the present embodiment, the plurality of power supply targets are the four motor generators 11 provided in one-to-one correspondence with the wheels 2 of the electric vehicle 1.

The power type battery 13 is superior in output density to the capacity type battery 14, but the energy density and capacity (Ah) are smaller than those of the capacity type battery 14. In other words, when the cost is the axis, the power type battery 13 has a higher cost per energy (kWh) than the capacity type battery 14, but the cost per output (kW) is lower than the capacity type battery 14. Has characteristics. Examples of the power type battery 13 include a lithium ion battery and a nickel metal hydride battery.

The power type battery 13 corresponds to the “power type power storage device” described in the claims. The power storage device of the present invention includes, in addition to the power battery, a lithium ion capacitor or an electric double layer capacitor having the same high output characteristics as the power battery. In the present embodiment and the following embodiments, an example of a power-type battery will be described as a power-type power storage device, but it goes without saying that the present invention is also applied to a lithium ion capacitor, an electric double layer capacitor, and the like.

On the other hand, the capacity type battery 14 is inferior in output density to the power type battery 13 but has an excellent energy density and a large capacity (Ah). In other words, when the cost is the axis, the capacity battery 14 has a higher cost per output (kW) than the power battery 13, but the cost per energy (kWh) is lower than the power battery 13. Has characteristics. Examples of such a capacity type battery 14 include a lithium ion battery, a lithium ion semi-solid battery, a lithium solid battery, a lead battery, and a nickel zinc battery.

As shown in FIG. 1, the four power type batteries 13 are provided in a one-to-one relationship with the four motor generators 11 described above, and are connected in parallel with the capacity type battery 14, respectively. Each power type battery 13 is connected to each motor generator 11 via an inverter 12 which is a power conversion device corresponding to each motor generator 11.

The motor generator 11 functions as a drive motor that applies a driving force to the wheels 2 using the power supplied from the corresponding power type battery 13 and / or the capacity type battery 14 during power running. Further, at the time of regeneration, the motor generator 11 functions as a generator for charging the power type battery 13 and / or the capacity type battery 14 corresponding to the power generated by the regenerative braking. Here, the motor generator 11 is an AC machine, for example, an induction machine or a synchronous machine.

The inverter 12 converts the DC power supplied from the power type battery 13 and the capacity type battery 14 into three-phase AC power and outputs it to the motor generator 11. The motor generator 11 rotationally drives the wheels 2 with the three-phase AC power output from the inverter 12. Thereby, the electric vehicle 1 travels.

The inverter 12, the power type battery 13 and the capacity type battery 14 are controlled by an ECU (Electronic Control Unit) 15 mounted on the electric vehicle 1. The ECU 15 has a built-in microcomputer, and controls each component constituting the composite power storage system 10 by executing a stored program.

In the electric vehicle 1 configured as described above, when the power supplied to the motor generator 11 is insufficient with only the capacity type battery 14 as in the acceleration of the electric car 1, for example, the power type battery 13 is added to the capacity type battery 14. Also, DC power is supplied to the motor generator 11 via the inverter 12. When the electric vehicle 1 is decelerated or braked, that is, when the motor generator 11 is regenerated, the AC power generated by the motor generator 11 is converted into DC power by operating the inverter 12 as a rectifier, The power type battery 13 and / or the capacity type battery 14 is charged. Further, when the electric vehicle 1 is parked, the capacity type battery 14 and / or the power type battery 13 is charged by a charging device (not shown).

According to the composite power storage system 10 of the present embodiment, the power capacity battery 13 and the capacity battery 14 are used in combination, and the output capacity performance is optimized such that the output of the battery is increased while ensuring the capacity of the battery as a whole battery to be used. And cost optimization for required performance (kWh, kW). Since the composite power storage system 10 can optimize performance, the load can be reduced as compared with the case where only the capacity type battery 14 is used.

Further, in the composite power storage system 10 of the present embodiment, since the power type battery 13 is provided on a one-to-one basis with respect to the motor generator 11, the load of the capacity type battery 14 can be further reduced, and the heat generation and deterioration of the capacity type battery 14 are achieved. The effect which can suppress can be produced. Hereinafter, the function and effect will be described in detail with reference to FIG.

FIG. 2 is a schematic diagram showing a circuit configuration around each power type battery and smoothing of a pulsating flow. As shown in FIG. 2, near the inverter 12 corresponding to the motor generator 11, a capacitor 16 for smoothing voltage fluctuation when the AC voltage is rectified is interposed between the power type battery 13 and the inverter 12. Connected in parallel. Further, when the power type battery 13 is described in a detailed equivalent circuit model, a voltage source 101 expressing OCV (Open Circuit Voltage), a direct current resistance expressing the resistance of the electrolytic solution, and the like are represented by the resistor 102, and the ions in the electrolytic solution A resistance component of polarization derived from concentration polarization or the like is represented by a resistor 103, and a polarization capacitance component is represented by a capacitor 104. In the present embodiment, one polarization term, which is a parallel circuit of the resistor 103 and the capacitor 104, is used. However, a plurality of polarization terms are actually connected in series. Here, the number is simply one.

In the present embodiment, since the power type batteries 13 are provided on a one-to-one basis with respect to the motor generator 11, for example, the power type batteries 13 can be arranged at positions physically close to the motor generators 11, thereby The power type battery 13 can be provided adjacent to the inverter 12. Therefore, the wiring 105 from the power type battery 13 to the inverter 12 indicated by the dotted line in FIG. 2 can be shortened, and the power loss P caused by the resistance r of the wiring 105 can be reduced.

That is, the power loss P is obtained by the following formula (1). I in the formula (1) is a current value. When the physical distance from the power type battery 13 that is the power supply source to the inverter 12 that is the load is reduced, the resistance r of the wiring 105 is reduced, and thus the power loss P is reduced.

Figure JPOXMLDOC01-appb-I000001

Furthermore, since the power type battery 13 is provided on a one-to-one basis with respect to the motor generator 11, the voltage and current can be smoothed. That is, normally, a periodically changing voltage or current such as a pulsating flow 106 (see FIG. 2) flows into the battery side when switching the inverter. In this state, the load on the battery increases and heat generation increases. In order to suppress such heat generation of the battery, it is necessary to smooth the pulsating flow 106 and output a stable voltage and current.

On the other hand, in the present embodiment, as described above, the capacitor 16 for smoothing the voltage fluctuation when the AC voltage is rectified is disposed near the inverter 12, and the pulsating current 106 is generated via the capacitor 16. The pulsating flow 107 (see FIG. 2) can be smoothed.

In addition, since the power type battery 13 of the present embodiment includes the capacitor 104 described above, it is possible to further smooth the voltage and current. Therefore, the pulsating flow 107 smoothed by the capacitor 16 is smoothed to the pulsating flow 108 (see FIG. 2) when passing through the power type battery 13. As a result, the current load on the capacity-type battery 14 can be reduced, and the capacity of the capacitor 16 can be reduced by causing the power-type battery 13 to partially bear the smoothing function that was performed by the capacitor 16. And when making the power type battery 13 bear all the smoothing function which the capacitor 16 was carrying out, since the capacitor 16 can be omitted, there exists an effect which reduces manufacturing cost.

As described above, by smoothing the pulsating flow flowing into the capacity type battery 14 side, the load on the capacity type battery 14 can be reduced, and the heat generation and deterioration of the capacity type battery 14 can be suppressed.

In this embodiment, four wheels are provided, and a motor generator is provided for each wheel. However, the present invention is not limited to this, and for example, one motor generator may drive two wheels. Good. Further, the number of wheels and the number of motor generators corresponding to the number of wheels may be changed to arbitrary numbers as long as each is two or more. Furthermore, in this embodiment, the example provided with the one capacity type battery 14 and the four power type batteries 13 was demonstrated, but the number of the power type batteries 13 is not restricted to four, and one capacity type battery and N ( Any combination of N ≧ 2) power type batteries may be used.

In this embodiment, an in-wheel motor structure may be adopted. For example, it is conceivable to arrange the inverter 12 and the power type battery 13 inside the wheel 2. By adopting the structure of the in-wheel motor in this way, power consumption can be improved and dead space in the wheel can be used effectively, so that the influence on the space in the vehicle due to the arrangement of the power type battery 13 is suppressed. can do.

Second Embodiment
FIG. 3 is a schematic diagram showing an electric vehicle to which the composite power storage system according to the second embodiment is applied. The composite power storage system 10A of this embodiment is different from the above-described first embodiment in that a plurality of inverters 12 are connected by a high-speed communication line 201, but the other configuration is the same as that of the first embodiment.

As shown in FIG. 3, the four inverters 12 are connected to each other by a high-speed communication line 201 and are connected to the ECU 15 through the high-speed communication line 201. The high-speed communication line 201 here is a communication line capable of transmitting and receiving data at high speed, and has a communication cycle of several tens of μsec or less, for example. Then, the phase information of each inverter 12 obtained by high speed communication is transmitted to the ECU 15. The ECU 15 controls each inverter 12 based on the transmitted phase information of each inverter 12.

According to the composite power storage system 10A of the present embodiment, the same operational effects as those of the first embodiment described above can be obtained, and each inverter 12 is connected by the high-speed communication line 201. It is possible to reduce the current load on the capacity type battery 14 while taking into account the load current of the motor generator 11.

More specifically, at present, the motor generator 11 is driven by AC power having a frequency of about 10 kHz. For this reason, the pulsating flow described in FIG. 2 according to the first embodiment is also a pulsating flow having a frequency of about 10 kHz. When this is smoothed, a pulsating flow 108 (see FIG. 2) is obtained, but a load current with a certain frequency still flows through the capacitive battery 14. If the ECU 15 does not control the inverters 12 in consideration of the state of each other, the load currents from the motor generators 11 are in phase, so the load current is four times the currents of the motor generators 11 (motors (When there are four generators 11).

If the load current is a perfect sine wave, the load from each motor generator 11 is obtained by the following equation (2), and the load on the capacity type battery 14 is obtained by the following equation (3). In Expressions (2) and (3), In is a load current from any motor generator 11 to the capacity type battery 14, ω is a frequency, t is time, and A is an amplitude. Itotal is a sum of load currents from the four motor generators 11 and is a load current applied to the capacity type battery 14.

Figure JPOXMLDOC01-appb-I000002

Figure JPOXMLDOC01-appb-I000003

On the other hand, by communicating the control current phases of the inverters 12 with each other via the high-speed communication line 201, the phases can be intentionally shifted. When the phase of each motor generator 11 is shifted by φ, Itotal is obtained by the following equation (4).

Figure JPOXMLDOC01-appb-I000004

If φ is π / 2, for example, the load currents cancel each other, and Itotal becomes zero. That is, the current load on the capacity type battery 14 is eliminated.

Since the load currents output from the motor generators 11 are not ideal sine waves, it is difficult to completely cancel the load currents, and load smoothing is as shown in FIG. The figure above the arrow in FIG. 4 shows an image of the load current input to each power type battery 13. Each pulsating flow is input to the power type battery 13 at a cycle corresponding to the driving frequency of the motor generator 11. The pulsating flow is smoothed by the power battery 13, but components that cannot be removed are input to the capacity battery 14. However, each pulsating flow can be canceled by shifting the phase in consideration of each other's state by high-speed communication. As a result, the load becomes more stable than the original pulsating flow as shown in the diagram below the arrow in FIG. 4 and is input to the capacity type battery 14, so that the load on the capacity type battery 14 is reduced. Can do.

Also, as the control circuit, a configuration in which a part of the phase synchronization circuit is improved so that each phase difference becomes the target φ can be considered. The phase synchronization circuit originally performs feedback control in order to set the phase of each signal to 0, but it can be shifted to the target phase difference by performing feedback control so as to be φ.

<Third Embodiment>
FIG. 5 is a schematic view showing an electric vehicle to which the composite power storage system according to the third embodiment is applied. The composite power storage system 10 </ b> B of the present embodiment is different from the above-described first embodiment in that a first relay 301 is provided between a power type battery set 17 including a plurality of power type batteries 13 and a capacity type battery 14. However, other configurations are the same as those of the first embodiment.

Specifically, the four power type batteries 13 constitute a power type battery set 17. The power type battery set 17 corresponds to the “power type power storage device set” recited in the claims. The power type battery set 17 and the capacity type battery 14 are connected by a single first relay 301. The first relay 301 is a relay for controlling the capacity type battery 14, and its on / off operation is controlled by the ECU 15. The ECU 15 controls the first relay 301 based on, for example, voltage information of the power type battery 13, SOC information, accelerator pedal angle information of the electric vehicle 1, speed information of the electric vehicle 1, and the like.

According to the composite power storage system 10 </ b> B of the present embodiment, the same effects as the first embodiment described above can be obtained, and the first relay 301 is provided between the power type battery set 17 and the capacity type battery 14. It becomes possible to further reduce the load of the capacity type battery 14.

More specifically, for example, when the energy of one power type battery 13 is 1 kWh, the current electric vehicle 1 can run about 10 km / kWh, and therefore, the four power type batteries 13 alone can run 40 km. become. Therefore, it is possible to travel only with these power type batteries 13 if traveling a little, and if the first relay 301 is turned off, the load on the capacity type battery 14 becomes zero.

Since such control is possible, for example, when the voltage or SOC (State Of Charge) of the power type battery 13 is equal to or lower than a predetermined value, the first relay 301 is turned on to perform the control process, thereby performing the capacity type battery 14. It becomes possible to reduce the load. The control process here is a process of covering the shortage of energy of the power type battery 13 with the capacity type battery 14, and regeneration is performed by the accelerator interlocking control that turns on the first relay 301 only when the accelerator pedal is depressed. Examples include control processing that all power type battery 13 is burdened, control processing that covers the shortage of energy of power type battery 13 by turning on first relay 301 when electric vehicle 1 is completely stopped. .

Hereinafter, an example of control processing using the first relay 301 will be described with reference to FIG. The control process is executed by the ECU 15, for example.

As shown in FIG. 6, in step S100, the control process is started and the calculation is started.

In step S101, the ECU 15 determines whether the accelerator pedal is being depressed. If it is determined that the driver is stepping on the accelerator pedal, the control process proceeds to step S102. On the other hand, if it is determined that the user has not stepped on, the control process proceeds to step S104. The ECU 15 determines whether or not the accelerator pedal is depressed based on the accelerator pedal angle signal.

In step S102, the ECU 15 determines whether the voltage and SOC of the power type battery 13 are out of a predetermined range. The predetermined range here is a control range determined based on the safe use range of the battery. For example, in the case of a battery that deteriorates when the SOC is outside the usage range of 30 to 70%, control is performed so as to keep the range. The same applies to the voltage. When it is determined that the voltage and SOC of the power type battery 13 are outside the predetermined range, the control process proceeds to step S103. On the other hand, if it is determined that it is not outside the predetermined range, the control process proceeds to step S104.

In step S103, the ECU 15 transmits a control signal to the first relay 301 to turn on the first relay 301. For this reason, the capacity type battery 14 and the power type battery set 17 are electrically connected, and power is supplied from the capacity type battery 14 to the power type battery 13. Step S103 corresponds to the case where the power load is small or the power type battery 13 is in a dangerous water area. The timing at which the step S103 is performed is a timing at which the power load is small, and supplying power from the capacity type battery 14 to the power type battery 13 prevents a shortage of energy. When step S103 ends, the control process proceeds to step S105.

In step S104, the ECU 15 transmits a control signal to the first relay 301 to turn off the first relay 301. Step S <b> 104 corresponds to a case where the power load is large or a case where the power burden can be achieved only by the power type battery 13. At the timing of step S104, the load on the capacity type battery 14 can be reduced. When step S104 ends, the control process proceeds to step S105.

In step S105, the calculation ends. Such control processing is repeated every calculation cycle.

In such a case where the power load is large, the load on the capacitive battery 14 can be reduced by controlling the first relay 301 so that the capacitive battery 14 is not connected.

<Fourth embodiment>
FIG. 7 is a schematic view showing an electric vehicle to which the composite power storage system according to the fourth embodiment is applied. The composite power storage system 10C of this embodiment is different from the above-described third embodiment in that a second relay 401 is further provided for each power type battery 13, but the other configurations are the same as those of the third embodiment. .

Specifically, the composite power storage system 10 </ b> C further includes four second relays 401 provided in a one-to-one relationship with the four power type batteries 13. Each power type battery 13 is connected to the capacity type battery 14 via a corresponding second relay 401. The second relay 401 is a relay for controlling the power type battery 13, and its on / off operation is controlled by the ECU 15. The ECU 15 controls the second relay 401 based on, for example, voltage information, SOC information, etc. of the power type battery 13.

According to the composite power storage system 10 </ b> C of the present embodiment, the same operational effects as the third embodiment described above can be obtained, and the four second relays 401 provided in a one-to-one relationship with the four power type batteries 13 can be provided. Further, since each power type battery 13 is connected to the capacity type battery 14 via the second relay 401, the power load from the power type battery 13 can be dispersed.

For example, in the third embodiment described above, since only the first relay 301 is controlled, all the loads from each power type battery 13 are simultaneously input to the capacity type battery 14. On the other hand, by adopting the configuration of the present embodiment, the timing of inputting the load of each power type battery 13 can be shifted, so that rapid power output from the capacity type battery 14 can be prevented.

Hereinafter, a control process for shifting the load timing will be described with reference to FIG. The control process is performed by the ECU 15, for example.

As shown in FIG. 8, in step S200, the control process starts and the calculation is started.

In step S201, the ECU 15 determines whether the voltage and SOC of the first power type battery 13 are outside the predetermined range corresponding thereto. Here, the predetermined range corresponding thereto is a control range corresponding to the first power type battery 13. Therefore, the predetermined range corresponding to the second power type battery 13 is a control range corresponding to the second power type battery 13, and the predetermined range corresponding to the Nth power type battery 13 is N pieces. This is a control range corresponding to the eye power type battery 13. The predetermined range corresponding to each power type battery 13 may be the same control range or a different control range. The order of the power type batteries 13 does not have a decision rule or the like, and is appropriately determined, for example, at the arrangement position of the power type batteries 13 in the electric vehicle 1.

If it is determined that the voltage and SOC of the first power type battery 13 are outside the predetermined range corresponding thereto, the control process proceeds to step S202. On the other hand, if it is determined that it is not outside the predetermined range, the control process proceeds to step S203.

In step S202, the ECU 15 transmits a control signal to the second relay 401 corresponding to the first power type battery 13 to turn on the second relay 401. Therefore, the first power type battery 13 is electrically connected to the capacity type battery 14 via the corresponding second relay 401 and first relay 301, and one piece from the capacity type battery 14. Electric power is supplied to the power type battery 13 of the eye. On the other hand, in step S203, the ECU 15 transmits a control signal to the second relay 401 corresponding to the first power battery 13 to turn off the second relay 401.

Subsequently, the same control processing is sequentially performed on the second and third power type batteries 13. In step S204, the ECU 15 determines whether the voltage and SOC of the Nth (fourth in the present embodiment) power type battery 13 are outside a predetermined range corresponding thereto.

Then, when it is determined that the voltage and SOC of the Nth power type battery 13 are outside the predetermined range corresponding thereto, the control process proceeds to step S205. On the other hand, if it is determined that it is not outside the predetermined range, the control process proceeds to step S206.

In step S205, the ECU 15 transmits a control signal to the second relay 401 corresponding to the Nth power type battery 13 to turn on the second relay 401. Therefore, the Nth power type battery 13 is electrically connected to the capacity type battery 14 via the second relay 401 and the first relay 301 corresponding to the Nth power type battery 13. Electric power is supplied to the power type battery 13 of the eye. When step S205 ends, the control process proceeds to step S207.

On the other hand, in step S206, the ECU 15 transmits a control signal to the second relay 401 corresponding to the Nth power type battery 13 to turn off the second relay 401. When step S206 ends, the control process proceeds to step S207.

In step S207, the calculation ends. Such control processing is repeated every calculation cycle.

Thus, by dividing the control predetermined range N by the power type battery 13, the timing for turning on the second relay 401 can be shifted. For example, by changing the predetermined range corresponding to the first power type battery 13 to SOC 30 to 70% and changing the predetermined range corresponding to the Nth power type battery 13 to SOC 35 to 75%, the power type battery 13 When the total SOC becomes approximately 35%, the second relay 401 corresponding to the Nth power type battery 13 is turned on, but the second relay 401 corresponding to the first power type battery 13 is turned off. Can be left. In the configuration of the third embodiment, since power is supplied to all the power type batteries 13, a large amount of power is supplied. However, by adopting the configuration of the present embodiment, 1 / N of the total power load. Therefore, the load timing of the capacity type battery 14 can be shifted.

<Fifth Embodiment>
FIG. 9 is a schematic view showing an electric vehicle to which the composite power storage system according to the fifth embodiment is applied. The composite power storage system 10D of this embodiment is different from the above-described fourth embodiment in that a DC / DC converter 501 is provided between the power type battery set 17 and the capacity type battery. This is the same as in the fourth embodiment.

That is, the four power type batteries 13 constitute a power type battery set 17, and one DC / DC converter 501 is provided between the power type battery set 17 and the capacity type battery 14. The DC / DC converter 501 is controlled by the ECU 15. The ECU 15 controls the DC / DC converter 501 based on, for example, voltage information of the power type battery 13, SOC information, accelerator pedal angle information of the electric vehicle 1, speed information of the electric vehicle 1, and the like.

According to the composite power storage system 10D of the present embodiment, the same operational effects as those of the above-described fourth embodiment can be obtained, and the DC / DC converter 501 is provided between the power type battery set 17 and the capacity type battery 14. Even if the voltages of the capacity type battery 14 and the power type battery 13 are different, the composite power storage system 10D can be configured. Further, by providing the DC / DC converter 501, for example, it is possible to control to continuously supply the power type battery 13 with power that can always travel from the capacity type battery 14. Can be further reduced.

1 electric vehicle, 2 wheels, 10, 10A, 10B, 10C, 10D combined power storage system, 11 motor generator, 12 inverter, 13 power type battery, 14 capacity type battery, 15 ECU, 16 capacitor, 17 power type battery set, 201 High-speed communication line, 301, first relay, 401, second relay, 501 DC / DC converter

Claims (7)

  1. In a composite power storage system that supplies DC power to a plurality of power supply targets,
    It has one capacity type battery and a plurality of power type power storage devices,
    The composite power storage system, wherein the plurality of power-type power storage devices are provided on a one-to-one basis with respect to the plurality of power supply targets.
  2. The composite power storage system according to claim 1, wherein the plurality of power supply targets are a plurality of motor generators provided one-to-one with respect to a vehicle wheel.
  3. A plurality of inverters provided on a one-to-one basis with respect to the plurality of motor generators;
    The composite power storage system according to claim 2, wherein each power type power storage device is provided adjacent to the corresponding inverter.
  4. The composite power storage system according to claim 3, wherein the plurality of inverters are connected by a high-speed communication line.
  5. The plurality of power-type power storage devices form a power-type power storage device set,
    The composite power storage system according to any one of claims 1 to 4, wherein a first relay is provided between the power type power storage device set and the capacity type battery.
  6. A plurality of second relays provided on a one-to-one basis with respect to the plurality of power-type power storage devices;
    The composite power storage system according to any one of claims 1 to 5, wherein each power type power storage device is connected to the capacity type battery via the corresponding second relay.
  7. The plurality of power-type power storage devices form a power-type power storage device set,
    The composite power storage system according to any one of claims 1 to 6, wherein a DC / DC converter is provided between the power type power storage device set and the capacity type battery.
PCT/JP2018/037899 2018-03-20 2018-10-11 Composite power storage system WO2019181030A1 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013088554A1 (en) * 2011-12-15 2013-06-20 パイオニア株式会社 Vehicle drive device
JP2014079152A (en) * 2012-09-21 2014-05-01 Toyota Motor Corp Electric vehicle
JP2017022896A (en) * 2015-07-13 2017-01-26 三菱電機株式会社 Electric vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013088554A1 (en) * 2011-12-15 2013-06-20 パイオニア株式会社 Vehicle drive device
JP2014079152A (en) * 2012-09-21 2014-05-01 Toyota Motor Corp Electric vehicle
JP2017022896A (en) * 2015-07-13 2017-01-26 三菱電機株式会社 Electric vehicle

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