WO2023026874A1 - 車両用電源システム - Google Patents

車両用電源システム Download PDF

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Publication number
WO2023026874A1
WO2023026874A1 PCT/JP2022/030778 JP2022030778W WO2023026874A1 WO 2023026874 A1 WO2023026874 A1 WO 2023026874A1 JP 2022030778 W JP2022030778 W JP 2022030778W WO 2023026874 A1 WO2023026874 A1 WO 2023026874A1
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WO
WIPO (PCT)
Prior art keywords
switch
battery
unit
energization
storage battery
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/030778
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
暁彦 伊藤
明 角
康人 田邉
大超 王
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN202280057832.XA priority Critical patent/CN117858822A/zh
Priority to EP22861163.8A priority patent/EP4393777A4/en
Publication of WO2023026874A1 publication Critical patent/WO2023026874A1/ja
Anticipated expiration legal-status Critical
Priority to US18/586,737 priority patent/US12391121B2/en
Ceased legal-status Critical Current

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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
    • 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
    • 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
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • 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
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/18—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for batteries; for accumulators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering using capacitors as storage or buffering devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/50—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries acting upon multiple batteries simultaneously or sequentially
    • H02J7/575—Parallel/serial switching of connection of batteries to charge or load circuit
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/60—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements
    • H02J7/62—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements against overcurrent
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/80—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including monitoring or indicating arrangements
    • H02J7/82—Control of state of charge [SOC]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/855—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/90—Regulation of charging or discharging current or voltage
    • H02J7/933—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • 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

Definitions

  • the present disclosure relates to a vehicle power supply system.
  • a sensor unit detects the state of the storage battery (voltage, current, ground fault, etc.), and the detection result is received from the sensor unit.
  • an ECU that controls on/off of a relay switch that switches between energization and energization cutoff (for example, Patent Document 1).
  • the present disclosure has been made in view of the above problems, and its purpose is to provide a vehicle power supply system that enables power supply from a storage battery for a while even if communication is interrupted.
  • a first means for solving the above problems is a sensor unit for detecting the battery state of a storage battery capable of supplying power to an electric load, and inputting the battery state from the sensor unit via a communication path, and a control unit that instructs energization and cutoff between the storage battery and the electric load based on the input battery state, wherein the sensor unit detects the battery state of the storage battery.
  • a switch drive unit that drives and controls a switch unit provided between the storage battery and the electric load; and a control unit that controls the switch drive unit, wherein the control unit receives from the control unit Based on the instruction of, the switch driving unit is controlled to switch between energization and interruption of energization between the storage battery and the electric load, and when an abnormality in the control unit or the communication path is determined, the detection unit determines whether or not to maintain conduction between the storage battery and the electrical load based on the detected battery state, controls the switch driving unit based on the determination, and controls the storage battery and the electrical load switch between energization and energization cutoff.
  • the control unit determines whether or not to maintain energization between the storage battery and the electric load based on the battery state detected by the detection unit. is determined, and the switch unit is driven and controlled based on the determination. Therefore, if there is no abnormality in the storage battery, power can be supplied from the storage battery to the electric load for a while.
  • a second means for solving the above problems is a sensor unit for detecting the battery state of a storage battery capable of supplying power to an electric load, and inputting the battery state from the sensor unit via a communication path, and a control unit that instructs energization and cutoff between the storage battery and the electric load based on the input battery state, wherein the sensor unit detects the battery state of the storage battery. and driving and controlling a switch unit provided between the storage battery and the electric load so as to switch between energization and interruption of energization between the storage battery and the electric load based on instructions from the control unit.
  • a switch driving section wherein the control unit is configured to output a notification signal indicating normality at regular intervals in normal operation, and the switch driving section outputs at regular intervals
  • the notification signal is input from the control unit, the energization between the storage battery and the electric load is maintained.
  • the switch section is drive-controlled so as to cut off the energization between the storage battery and the electric load.
  • the switch driving unit determines that an abnormality has occurred when the notification signal is not input at regular intervals, and cuts off the current flow between the storage battery and the electric load after the elapse of a predetermined grace period. , the switch unit is driven and controlled. Therefore, even if an abnormality occurs, power can be supplied from the storage battery to the electric load for a while.
  • FIG. 9 is a timing chart showing signal input/output timings in the fourth embodiment.
  • FIG. 10 is a timing chart showing signal input/output timings in a modification of the fourth embodiment;
  • FIG. 11 is a diagram showing the configuration of the sensor unit of the fifth embodiment,
  • FIG. 12 is a diagram showing the configuration of a sensor unit in a modification of the fifth embodiment;
  • FIG. 13 is a diagram showing the configuration of the vehicle power supply system of the sixth embodiment.
  • a vehicle power supply system 100 includes an assembled battery 10, a sensor unit 20 that detects the battery state of the assembled battery 10, and is connected to the sensor unit 20 to acquire the battery state from the sensor unit 20. , and a control unit 30 that performs various controls based on the battery state.
  • the assembled battery 10 has a terminal voltage of, for example, 100 V or more, and is configured by connecting a plurality of battery modules 11 in series. Each battery module 11 is configured by connecting a plurality of battery cells 12 in series.
  • the battery cell 12 for example, a lithium ion storage battery or a nickel metal hydride storage battery can be used. In this embodiment, the storage battery corresponds to the battery module 11 .
  • This assembled battery 10 is connected to an electrical load 13 via an electrical path and supplies power to the electrical load 13 .
  • the electric load 13 includes a rotating electric machine, and the assembled battery 10 supplies electric power for driving the rotating electric machine. Also, the assembled battery 10 may be charged by a rotating electrical machine.
  • a system main relay SMR is provided in the electrical paths L1 and L2 connecting between the assembled battery 10 and the electrical load 13 .
  • a capacitor C ⁇ b>1 is connected in parallel with the electric load 13 .
  • the sensor unit 20 is provided for each battery module 11 and detects (monitors) the battery state of each battery module 11 .
  • Battery status may include voltage, current, SOC, SOH, internal impedance, battery temperature, and the like. In this embodiment, it is assumed that voltage and current are detected as the battery status of each battery module 11 .
  • the sensor unit 20 may be provided not only for each battery module 11 , but also for each battery cell 12 , each battery cell 12 , or each assembled battery 10 . Alternatively, the battery state of each battery cell 12 or the battery state of the assembled battery 10 may be detected.
  • the sensor unit 20 will be described in detail based on FIG.
  • the sensor unit 20 includes a current detection section 21 that detects the current of the battery module 11 to be detected, and a voltage detection section 22 that detects the voltage of the battery module 11 to be detected.
  • a switch 23a is provided as a switch section for switching between energization and energization cutoff.
  • the sensor unit 20 includes a switch driving section 23 that controls on/off of this switch 23a.
  • the switch 23a is, for example, a relay switch.
  • the switch 23a may be realized by a pyrofuse.
  • the sensor unit 20 also includes a control section 24 that performs various controls.
  • the control unit 24 is composed of, for example, a microcomputer having a CPU, a memory, and the like.
  • the control section 24 is connected to the current detection section 21 , the voltage detection section 22 and the switch drive section 23 .
  • the control unit 24 is connected to the MCU 31 of the control unit 30 via the communication path L38, the communication IFs 25 and 35, and the insulating elements 26 and 36, inputs instructions from the control unit 30, and based on the instructions Various processing is performed.
  • control unit 30 instructs the control unit 24 to detect the battery state of the battery module 11 to be detected
  • the control unit 24 inputs the battery state (current and voltage) from the current detection unit 21 and the voltage detection unit 22 . , and outputs the input battery state to the control unit 30 .
  • control unit 30 instructs the control unit 30 to cut off the energization of the battery module 11 to be detected
  • the control unit 24 instructs the switch driving unit 23 to cut off the energization by the switch 23a.
  • the switch drive unit 23 turns off the switch 23 a to cut off the energization of the battery module 11 when the energization cutoff is input from the control unit 24 .
  • the control unit 30 includes an MCU (Micro Controller Unit) 31 .
  • the MCU 31 is a type of microcomputer including a CPU, memory, and the like.
  • the MCU 31 inputs a request from the vehicle (such as the degree of opening of the accelerator), and instructs power supply from the assembled battery 10 to the electric load 13 based on the request from the vehicle and the battery state.
  • MCU 31 executes ON control of system main relay SMR.
  • the electric load 13 includes a rotating electric machine or the like, the MCU 31 may control charging of the assembled battery 10 while executing ON control of the system main relay SMR.
  • the MCU 31 cuts off the energization from the assembled battery 10 to the electric load 13 when some kind of abnormality occurs in the assembled battery 10 or the like. Specifically, MCU 31 executes off control of system main relay SMR and instructs off control of switch 23a.
  • control unit 30 is connected to an auxiliary power supply 32 , and power supplied from the auxiliary power supply 32 is supplied to a power generation section 33 provided in the control unit 30 .
  • the power generation section 33 converts the power supplied from the auxiliary power supply 32 into driving power for the control unit 30 and supplies the driving power to each element constituting the control unit 30 such as the MCU 31 .
  • the MCU 31 of the control unit 30 is configured to switch between energization and energization interruption between the assembled battery 10 (including the battery module 11) and the electric load based on the request from the vehicle and the battery state. ing. Therefore, if the communication with the sensor unit 20 is cut off due to some trouble and the MCU 31 becomes unable to obtain the battery state from the sensor unit 20, it will be impossible to perform energization and energization cutoff. Similarly, even when an abnormality occurs in the MCU 31, it becomes impossible to perform energization and energization interruption.
  • the sensor unit 20 is configured as follows, and power can be supplied from the assembled battery 10 for a while even if communication with the control unit 30 is interrupted.
  • the configuration of the sensor unit 20, more specifically, the switch control process performed by the control section 24 will be described below with reference to FIG. The switch control process is performed by the control unit 24 at predetermined intervals.
  • the control unit 24 determines whether the communication path L38 and the MCU 31 are normal (step S101). Specifically, the control unit 24 detects a disconnection of the communication path L38 (including an abnormality of an element provided on the communication path L38) and an abnormality of the MUC31.
  • the disconnection of the communication path L38 can be detected by various methods such as using the voltage in the communication path L38 or using a disconnection detection circuit.
  • a malfunction of the MUC 31 can be detected in various ways, such as when the MUC 31 does not respond. These abnormality determination methods may be well-known methods.
  • step S101 If the determination result in step S101 is affirmative (if the communication path L38 and the MCU 31 are normal), the control unit 24 receives a switch control signal from the control unit 30, and turns the switch 23a on and off based on the input switch control signal. is controlled (step S102).
  • the MCU 31 of the control unit 30 acquires switch control information related to on/off of the switch 23a, such as vehicle requirements and battery status, and outputs a switch control signal instructing on/off of the switch 23a based on the switch control information.
  • step S101 determines whether or not the determination result in step S101 is negative (if the communication path L38 or MCU 31 is abnormal).
  • the control unit 24 acquires the battery state (current and voltage) from the current detection unit 21 and the voltage detection unit 22 (step S103). Then, the control unit 24 determines whether or not the battery module 11 to be detected is normal based on the acquired battery state (step S104). Specifically, the control unit 24 determines whether or not the input current and voltage are within predetermined normal value ranges. In addition, in the present embodiment, whether or not it is normal is determined based on the current and voltage, but it may be determined based on either one. Also, values other than the current and voltage may be input and the judgment may be made in combination with them, or the judgment may be made based on the values other than the current and voltage.
  • step S104 determines whether the determination result in step S104 is affirmative (within the normal value range). If the determination result in step S104 is affirmative (within the normal value range), the control unit 24 controls the switch drive unit 23 to keep the switch 23a in the ON state (energization state) (step S105). Then, after a predetermined time has elapsed, the control unit 24 performs the process of step S103 again.
  • step S104 determines whether the determination result in step S104 is negative (not within the normal value range)
  • the control unit 24 instructs the switch driving unit 23 to turn off the switch 23a (energization cutoff state).
  • Control is performed (step S106). Specifically, the control unit 24 instructs the switch driving unit 23 to turn off the current by the switch 23a.
  • the switch drive unit 23 turns off the switch 23 a to cut off the energization of the battery module 11 when the energization cutoff is input from the control unit 24 .
  • the configuration of this embodiment provides the following excellent effects.
  • the control unit 24 acquires the battery state from the current detection unit 21 and the voltage detection unit 22, and controls the battery module 11 and the electric load 13 based on the acquired battery state. Determines whether or not to maintain energization between When the control unit 24 determines to cut off the energization between the battery module 11 and the electric load 13, it instructs the switch driving unit 23 to cut off the energization based on the determination.
  • the switch drive unit 23 performs OFF control of the switch 23a based on the instruction to cut off the current. Therefore, when an abnormality occurs in the control unit 30 or the communication path L38, it is possible to prevent the power supply from the battery module 11 from being interrupted and the vehicle to immediately stop.
  • the control unit 24 acquires the battery state each time a predetermined time elapses, and determines whether or not to maintain the energization based on the battery state. . Therefore, if an abnormality occurs in the battery module 11 after determining to maintain the energization, the energization is interrupted to protect the battery module 11 and the like.
  • control unit 24 may cut off the energization when a predetermined withdrawal time has elapsed after determining to maintain the energization. It is desirable that the evacuation time is a time (for example, about 5 minutes) during which the vehicle can be moved to the side of the road so as not to interfere with the passage of other vehicles. This makes it possible to more reliably protect the battery module 11 and the like.
  • the sensor unit 20 may be provided with a power generation unit that receives power supply from the battery module 11 and generates drive power for the sensor unit 20 . As a result, even if the power line between the sensor unit 20 and the control unit 30 is interrupted, the sensor unit 20 can be driven.
  • the configuration of the first embodiment may be changed as in the following second embodiment.
  • differences from the configurations described in the above embodiments will be mainly described.
  • the vehicle power supply system 100 of the first embodiment will be described as an example of the basic configuration.
  • the configuration of the control unit 30 and the sensor unit 20 in the second embodiment will be described with reference to FIG. First, the configuration of the control unit 30 will be described.
  • the MCU 31 of the control unit 30 acquires switch control information relating to on/off of the switch 23a, such as vehicle requirements and battery status. Then, the MCU 31 determines whether to turn on or off the switch 23a based on the switch control information, and outputs a switch control signal instructing the sensor unit 20 to turn on or off the switch 23a. For example, when the assembled battery 10 or the like is normal, the MCU 31 outputs a switch control signal instructing to turn on the switch 23a. A signal is output.
  • the MSC 31 when the control unit 30 and the communication path L38 are normal, the MSC 31 outputs a notification signal notifying that the control unit 30 and the communication path L38 are normal every time a fixed period T1 elapses.
  • the fixed period T1 may be any period, but is, for example, 5 seconds.
  • the controller 24 is omitted from the sensor unit 20 in the second embodiment. Therefore, when the control unit 30 instructs the detection of the battery state of the battery module 11 to be detected, the current detection unit 21 and the voltage detection unit 22 in the second embodiment detect the current detection unit 21 and the voltage detection unit 22 in the second embodiment. 22, the instruction is directly input.
  • the current detection section 21 and the voltage detection section 22 are configured to detect the battery state (current and voltage) and output the inputted battery state to the control unit 30. .
  • the current detection unit 21 and the voltage detection unit 22 may be configured to detect the battery state (current and voltage) and output the input battery state to the control unit 30 at predetermined intervals.
  • the switch driving section 23 is configured to switch the ON/OFF state of the switch 23a based on the switch control signal when the switch control signal is input from the control unit 30 . That is, the switch drive section 23 executes drive control of the switch 23a.
  • the switch driving section 23 has a driving latch function, and is configured to keep the switch 23a in the ON state when a notification signal is input from the control unit 30 before the fixed period T1 elapses. ing. On the other hand, if the notification signal is not input from the control unit 30 even after a certain period of time T1 has passed, the switch 23a is switched to the OFF state. Switch drive processing for realizing this function will be described below with reference to FIG. The switch driving process is performed by the switch driving section 23 at predetermined intervals.
  • the switch driving section 23 determines whether or not a notification signal has been input from the control unit 30 within a certain period of time T1 (step S201). If the determination result is affirmative, the switch drive unit 23 determines that the communication path, MCU 31, etc. are normal (step S202). Then, the control unit 24 keeps the switch 23a turned on (step S203).
  • step S201 determines that an abnormality has occurred in the communication path L38, MCU 31, or the like (step S204). Then, the switch drive unit 23 keeps the switch 23a in the ON state until the predetermined grace time Ton elapses (step S205).
  • the grace time Ton is a time (for example, about 5 minutes) during which the own vehicle can be moved to the side of the road so as not to interfere with the passage of other vehicles, and is preferably as short as possible.
  • the switch drive unit 23 switches the switch 23a to the OFF state to cut off the energization of the battery module 11 (step S206).
  • the switch driving section 23 determines that the communication path L38 and the like are normal, and maintains the ON state of the switch 23a. .
  • the switch 23a is turned off. As a result, even if the controller 24 for determining abnormality is not provided, it is possible to maintain the energization for a while and then cut off the energization with a simple mechanism.
  • the switch driving section 23 may determine whether to maintain the ON state of the switch 23a based on the battery state detected by the current detecting section 21 and the voltage detecting section 22. .
  • the configuration of the first embodiment may be changed as in the following third embodiment.
  • the third embodiment differences from the configurations described in the above embodiments will be mainly described.
  • the vehicle power supply system 100 of the first embodiment will be described as an example of the basic configuration.
  • the controller 24 is omitted from the sensor unit 20 in the third embodiment. Therefore, when the control unit 30 instructs the current detection unit 21 and the voltage detection unit 22 in the third embodiment to detect the battery state of the battery module 11 to be detected (or at each predetermined cycle), the current detection unit 21 and the voltage detection unit 22 It is configured to detect the state (current and voltage) and output the input battery state to the control unit 30 . Alternatively, the current detection unit 21 and the voltage detection unit 22 may be configured to detect the battery state (current and voltage) and output the input battery state to the control unit 30 at predetermined intervals.
  • the MCU 31 is configured to output a switch control signal, and when the switch control signal is input from the control unit 30, the switch driving section 23 switches based on the switch control signal. is configured to switch the ON/OFF state of the switch 23a.
  • the switch driving section 23 is also connected to a sensor-side power generation section 29 provided in the sensor unit 20 and supplied with driving power from the sensor-side power generation section 29 .
  • the sensor-side power generation section 29 is connected to the power generation section 33 of the control unit 30 and is supplied with power from the power generation section 33 .
  • a power supply switch 37 is provided between the power generation unit 33 and the sensor-side power generation unit 29 and is configured to be turned on and off by the MCU 31 .
  • the switch driving section 23 is configured to keep the switch 23a in the ON state by using the power supplied from the power generation section 33 as driving power. Therefore, when the power supply switch 37 is switched to the OFF state and the supply of drive power from the control unit 30 is cut off, the switch 23a cannot be maintained in the ON state and is switched to the OFF state.
  • the configuration of the control unit 30 in the third embodiment will be explained.
  • the MCU 31 of the control unit 30 executes switch driving instruction processing shown in FIG. 7 at predetermined intervals.
  • the MCU 31 determines whether the communication path L38 and the sensor unit 20 are normal (step S301). Specifically, the MCU 31 detects a disconnection of the communication path L38 (including an abnormality of an element provided on the communication path L38) and an abnormality of the sensor unit 20.
  • FIG. The method of detecting disconnection of the communication path L38 is the same as in the first embodiment.
  • An abnormality of the sensor unit 20 can be detected by various methods such as when there is no response from the sensor unit 20 or when an abnormality signal is input from the sensor unit 20 . These abnormality determination methods may be well-known methods.
  • the MCU 31 If the determination result is affirmative, that is, if the battery is normal, the MCU 31 outputs a switch control signal based on the battery state (step S302). Then, the switch driving instruction processing is terminated.
  • step S301 determines whether or not to maintain the ON state of the switch 23a is based on the latest battery state acquired immediately before.
  • step S304 the MCU 31 maintains power supply to the sensor unit 20 for the predetermined grace time Ton. As a result, driving power continues to be supplied to the switch driving section 23, so that the ON state of the switch 23a is maintained.
  • the MCU 31 may notify an external device such as a host ECU that an abnormality has occurred.
  • the grace time Ton is the same as in the second embodiment.
  • the MCU 31 stops supplying driving power to the sensor unit 20 after the grace time Ton has passed (step S305).
  • the switch driving section 23 cannot maintain the ON state of the switch 23a, and the switch 23a is switched to the OFF state.
  • the energization between the battery module 11 and the electric load 13 is interrupted.
  • step S303 determines whether the battery module 11 and the electric load 13 is interrupted as described above.
  • the MCU 31 stops the supply of drive power to the sensor unit 20 after the delay time Ton and switches the switch 23a to the OFF state.
  • the configuration of the first embodiment may be changed as in the following fourth embodiment.
  • the third embodiment differences from the configurations described in the above embodiments will be mainly described.
  • the vehicle power supply system 100 of the first embodiment will be described as an example of the basic configuration.
  • the sensor unit 20 of the fourth embodiment includes a plurality of (two in this embodiment) current detectors 21 .
  • the voltage detection unit 22 may or may not be provided.
  • the two current detection units 21 have different positions for detecting current.
  • a first current detector 21a for detecting a current (first current value) at a first position P1 on an electrical path near the battery module 11 to be detected by the sensor unit 20;
  • a second current detection portion 21b which is farther from the battery module 11 than the portion 21a and detects the current (second current value) at a second position P2 on the electrical path near the switch 23a.
  • the first current detection unit 21a detects the current at the first position P1, and when the value of the current is greater than or equal to a predetermined first threshold value, outputs a first detection signal indicating that fact.
  • the second current detector 21b detects the current at the second position P2, and when the value of the current is greater than or equal to a predetermined second threshold, outputs a second detection signal indicating that fact.
  • the first threshold and the second threshold are the same value Th.
  • the first current detection section 21a and the second current detection section 21b are connected to an AND circuit AND1, and configured so that the first detection signal and the second detection signal are input to the AND circuit AND1.
  • the AND circuit AND1 as shown in FIG. 9, outputs an overcurrent detection signal when the first detection signal and the second detection signal are input.
  • the switch driving section 231 in the fourth embodiment is connected to the AND circuit AND1 and configured to be able to input the overcurrent detection signal.
  • the switch driving section 231 is configured to switch the switch 23a from the on state to the off state.
  • first position P1 and second position P2 Since it is detected whether or not an overcurrent is occurring at two different positions (first position P1 and second position P2), it is resistant to noise and can suppress erroneous detection.
  • the first threshold and the second threshold are the same value in the fourth embodiment, they may be different values Th1 and Th2 as shown in FIG. As a result, malfunctions can be suppressed even when noise occurs.
  • the sampling rate or the number of internal error counts may be different between the first current detection section 21a and the second current detection section 21b.
  • the first current detection unit 21a is configured to output a first detection signal when the number of times the first threshold value is exceeded (first number of times) is greater than or equal to the first internal error count number of times
  • the second current detector 21b may be configured to output the second detection signal when the number of times the second threshold is exceeded (second number of times) is greater than or equal to the second internal error count number.
  • the first current detection unit 21a is configured to output a first detection signal when the time for which the first threshold is exceeded is equal to or longer than the first time
  • the second current detection unit 21b is configured to output the first detection signal.
  • the second detection signal may be configured to output the second detection signal when the time period over which the second threshold value is exceeded is equal to or longer than the second time period.
  • the first current detection unit 21a may be of a Hall sensor type or a shunt resistance type.
  • the second current detector 21b may be of a Hall sensor type or a shunt resistance type.
  • the configuration of the fourth embodiment may be modified as in the following fifth embodiment.
  • differences from the configurations described in the above embodiments will be mainly described.
  • the vehicle power supply system 100 of the fourth embodiment will be described as an example of the basic configuration.
  • a discharge circuit 51 is provided between the battery module 11 and the electric load 13 to quickly discharge the charge of the capacitor C1.
  • the discharge circuit 51 is connected in parallel with the capacitor C1, the battery module 11 and the electric load 13.
  • the discharge circuit 51 is composed of a series connection of a resistor R10 and a switch 23b.
  • the switch 23b is normally set to be in an OFF state (energization cutoff state).
  • a sensor unit 20 of the fifth embodiment includes a first current detection section 21a, a second current detection section 21b, an AND circuit AND1, and a switch drive section 231, as in the fourth embodiment. Further, the sensor unit 20 of the fifth embodiment includes a second switch driving section 232 in addition to the above configuration. In addition, in the fifth embodiment, the switch driving section 231 is referred to as the first switch driving section 231 for convenience.
  • the second switch driving section 232 is connected to the output terminal of the AND circuit AND1 via the delay circuit D1. As shown in FIG. 11, when the first detection signal and the second detection signal are input to the AND circuit AND1 and the overcurrent detection signal is output from the AND circuit AND1, the delay circuit D1 causes the first switch driving section 231 After a predetermined time delay, the overcurrent detection signal is input to the second switch driving section 232 .
  • the second switch driving section 232 switches the switch 23b to the ON state.
  • the switch 23b is turned on after a predetermined period of time has elapsed after the switch 23a is turned off by the first switch driving section 231 . Therefore, the discharge circuit 51 discharges the electric charge of the capacitor C1.
  • the second switch driving section 232 turns on the switch 23b after a predetermined period of time has passed since the energization of the battery module 11 is interrupted, and causes the discharging circuit 51 to discharge the capacitor C1. This makes it possible to quickly discharge the capacitor C1.
  • the second switch driving section 232 is configured to turn on the switch 23b after a predetermined period of time has passed since the energization of the battery module 11 was interrupted.
  • a connection determination circuit 52 may be provided for determining that the switch 23a has been turned off.
  • the second switch driving section 232 may be configured to switch the switch 23b to the ON state when the connection determination circuit 52 determines that the switch 23a has been switched to the OFF state.
  • the assembled battery 10 in the sixth embodiment is composed of a first battery module 61 and a second battery module 62.
  • the 1st battery module 61 and the 2nd battery module 62 are comprised so that a series connection and a parallel connection can be changed.
  • first battery module 61 and the second battery module 62 are connected in series via the switch F1.
  • a first connection switch S1 is connected in parallel to the first battery module 61 .
  • the first connection changeover switch S1 has one end connected to the positive electrode side electrical path L1 and the other end connected between the switch F1 and the second battery module 62 .
  • a second connection switch S2 is connected in parallel to the second battery module 62 .
  • the second connection changeover switch S2 has one end connected to the negative electric path L2 and the other end connected between the switch F1 and the first battery module 61 .
  • the first connection changeover switch S1 and the second connection changeover switch S2 are turned off.
  • the first connection changeover switch S1 and the second connection changeover switch S2 are turned on.
  • the first connection changeover switch S1 and the second connection changeover switch S2 may be on/off controlled by the control unit 30 or the sensor unit 20, or may be on/off controlled by the host ECU or the like.
  • the first battery module 61 and the second battery module 62 are connected in series.
  • first battery module 61 and second battery module 62 are connected in parallel.
  • the sensor unit 20 is provided with a low-voltage board 63 with low drive power and a high-voltage board 64 with higher drive power than the low-voltage board 63 .
  • the low-voltage board 63 is provided with the first current detection section 21a
  • the high-voltage board 64 is provided with the second current detection section 21b.
  • the first current detection unit 21a is configured such that, in the electrical path between the first battery module 61 and the second battery module 62, the first battery module 61 is closer to the connection point of the second connection changeover switch S2 than the connection point of the second connection switch S2.
  • a current flowing at a first point P11 on the negative terminal side of is detected.
  • the first point P11 is a point where the current from the first battery module 61 can be detected in any connection mode.
  • the second current detection unit 21b detects that the electrical path between the first battery module 61 and the second battery module 62 is closer to the second battery than the connection point of the first connection changeover switch S1. A current flowing at a second point P12 on the positive terminal side of the module 62 is detected.
  • the second point P12 is a point where the current from the second battery module 62 can be detected in any connection mode.
  • the first current detection section 21a and the second current detection section 21b are connected to the abnormality determination circuit 53.
  • the abnormality determination circuit 53 is provided on the high voltage board 64 .
  • the abnormality determination circuit 53 is configured to receive connection information indicating whether or not the first battery module 61 and the second battery module 62 are connected in series.
  • the abnormality determination circuit 53 When the first battery module 61 and the second battery module 62 are connected in series, the abnormality determination circuit 53 outputs an overcurrent detection signal when the first detection signal and the second detection signal are input. On the other hand, when the first battery module 61 and the second battery module 62 are connected in parallel (not connected in series), the abnormality determination circuit 53 receives either the first detection signal or the second detection signal. and output an overcurrent detection signal.
  • a sensor unit 20 of the sixth embodiment includes a first switch driving section 231 and a second switch driving section 232, as in the fifth embodiment.
  • the first switch driving section 231 in the sixth embodiment is connected to the abnormality determination circuit 53 and configured to be able to input an overcurrent detection signal.
  • the first switch driving section 231 is configured to switch the switch 23a from an ON state to an OFF state.
  • the second switch driving section 232 is connected to the output terminal of the abnormality determination circuit 53 via the delay circuit D1.
  • the delay circuit D1 delays the overcurrent detection signal from the first switch drive section 231 by a predetermined time, and the overcurrent detection signal is output to the second switch drive. It is input to section 232 .
  • the second switch driving section 232 switches the switch 23b to the ON state.
  • the switch 23b is turned on after a predetermined period of time has elapsed after the switch 23a is turned off by the first switch driving section 231 . Therefore, the discharge circuit 51 discharges the electric charge of the capacitor C1.
  • the effects of the sixth embodiment have the following effects in addition to the effects of the fifth embodiment.
  • first battery module 61 and the second battery module 62 are connected in series.
  • first battery module 61 and second battery module 62 are connected in parallel. Therefore, it is possible to lower the charging voltage while increasing the power supplied to the electrical load 13 . Therefore, it is possible to omit or simplify the configuration for boosting the charging voltage supplied from the rotary electric machine.
  • the abnormality determination circuit 53 When the first battery module 61 and the second battery module 62 are connected in series, the abnormality determination circuit 53 outputs an overcurrent detection signal when the first detection signal and the second detection signal are input. On the other hand, when the first battery module 61 and the second battery module 62 are connected in parallel, the abnormality determination circuit 53 outputs the overcurrent detection signal when either the first detection signal or the second detection signal is input. to output Thereby, it becomes possible to appropriately detect an overcurrent according to the connection mode. It should be noted that when the battery is charged, the electric load 13 other than the rotary electric machine and the assembled battery 10 are cut off from the electrical connection, so it is expected that noise to the assembled battery 10 will be reduced. Therefore, by detecting the overcurrent when the first battery module 61 and the second battery module 62 are connected in parallel, it is possible to appropriately detect the overcurrent.
  • the overcurrent detection signal may be output when the first detection signal and the second detection signal are output in either connection state.
  • the sensor unit 20 is divided into the low-voltage board 63 and the high-voltage board 64, but it does not have to be divided.
  • the first battery module 61 and the second battery module 62 may be configured to be connected in parallel when an abnormality occurs. Then, when it is determined that an overcurrent has not occurred, they may be configured to be connected in series.
  • the first point P11 may be changed to any point as long as the current from the first battery module 61 can be detected in any connection mode.
  • the second point P12 may be changed to any point as long as the current from the second battery module 62 can be detected in any connection mode.
  • the sensor unit is a detection unit (21) for detecting the battery state of the storage battery; a switch drive unit (23) for driving and controlling a switch unit (23a) provided between the storage battery and the electric load;
  • the sensor unit is a detection unit (21) for detecting the battery state of the storage battery; driving and controlling a switch section (23a) provided between the storage battery and the electric load so as to switch between energization and interruption of energization between the storage battery and the electric load based on instructions from the control unit; a switch drive unit (23),
  • the control unit is configured to output a notification signal indicating normality at regular intervals during normal operation, When the notification signal is input from the control unit at regular intervals, the switch driving section maintains the energization between the storage battery and the electric load, while at regular intervals the notification
  • a power supply system for a vehicle that drives and controls the switch unit so as to cut off the current flow between the storage battery and the electric load after a predetermined delay time has elapsed if no signal is input.
  • the control unit includes a power generator (33) that converts power supplied from an auxiliary power source to generate drive power,
  • the power generation unit is configured to supply the driving power to the switch driving unit,
  • the control unit controls the connection between the storage battery and the electric load based on the last input battery state.
  • the detection unit includes a first current detection unit (21a) that detects a first current value at a first point (P1) on the electrical path between the storage battery and the electrical load, and a first current detection unit (21a) that detects a first current value at a first point (P1) on the electrical path
  • the switch drive unit cuts off the current flow between the storage battery and the electric load when the first current value is equal to or greater than a first threshold and the second current value is equal to or greater than a second threshold.
  • the vehicle power supply system for driving and controlling the switch unit.
  • the switch driving section is configured to control the second current value equal to or greater than a second threshold. 4.
  • the vehicle power supply system according to configuration 4, wherein when the number of times the power supply is turned on is equal to or greater than a second number different from the first number of times, the switch unit is driven and controlled so as to cut off the energization between the storage battery and the electric load. .
  • the storage battery is an assembled battery (10) composed of a first battery module (61) and a second battery module (62),
  • the first battery module and the second battery module are configured to be changeable between series connection and parallel connection, the first point is a point (P11) at which current from the first battery module can be detected in any connection mode; the second point is a point (P12) at which current from the second battery module can be detected in any connection mode;
  • the switch drive unit When the first battery module and the second battery module are connected in series, the storage battery and driving and controlling the switch unit so as to cut off energization with an electric load; When the first battery module and the second battery module are connected in parallel, the storage battery 6.

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  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Protection Of Static Devices (AREA)
PCT/JP2022/030778 2021-08-24 2022-08-12 車両用電源システム Ceased WO2023026874A1 (ja)

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EP4714714A1 (en) * 2024-09-19 2026-03-25 Volvo Truck Corporation Method for controlling an energy system in a vehicle

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JP2023030995A (ja) 2023-03-08

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