JP2011178348A - Power source system for vehicle - Google Patents

Abstract

A power generation source, a battery, a first voltage converter that boosts the voltage of the power generation source, a second voltage converter that boosts the voltage of the battery, and first and second voltage converters In the vehicle power supply system including the power converter that supplies the voltage converted in step 1 to the vehicle load, the luggage storage space in the passenger compartment and the rear of the vehicle is widened and an increase in the vehicle weight is avoided.
A power control unit including a first voltage converter, a second voltage converter, and a power converter, and a battery are isolated from the vehicle compartment while being unitized, and are disposed in the front of the vehicle. Be placed.
[Selection] Figure 1

Description

  The present invention includes a power generation source, a battery, a first voltage converter that boosts the voltage of the power generation source, a second voltage converter that boosts the voltage of the battery, and first and second The present invention relates to a vehicle power supply system including a power converter that supplies a voltage converted by a voltage converter to a vehicle load.

  A hybrid vehicle in which a power control unit is disposed in an engine room and a battery unit is disposed under a rear seat or in a trunk room is known from Patent Document 1 and Patent Document 2, and includes a power control unit and a battery. A hybrid vehicle is known from Japanese Patent Application Laid-Open No. 2003-228688 in which the vehicle is arranged behind the rear seat or in the lower rear part. On the other hand, in a fuel cell vehicle and an electric vehicle, since the engine is not equipped, the power control unit is mostly disposed in the motor room, but the battery is often disposed under the vehicle compartment or in the trunk room. Further, depending on the configuration of the power control unit, the power control unit may be disposed in a space below the passenger compartment without being disposed in the motor room.

JP 2006-345606 A JP 2008-193864 A Japanese Patent Laid-Open No. 2007-39020

  By the way, in order to improve the merchantability, it is desired to widen the space in the vehicle interior and also to widen the luggage storage space at the rear of the vehicle. However, as disclosed in Patent Documents 1 and 2, the battery unit is If the power control unit and the battery are arranged behind or behind the rear seat as disclosed in Patent Document 3 below the rear seat or in the trunk room, And there is a limit to widen the luggage storage space at the rear of the vehicle. In a configuration in which the power control unit and the battery are arranged separately, it is necessary to secure a space under the floor for passing electrical wiring and cooling piping between the power control unit and the battery. Vehicles that require a protective cover to protect the electrical wiring and cooling pipes from protrusions on the road surface may be an obstacle to securing a large space in the passenger compartment. This will increase the weight. Furthermore, in order to ensure electrical safety, further safety measures are required for the protective cover of the electrical wiring and cooling piping. When the power control unit and the battery are arranged separately, each is strong. It is necessary to consider such as being housed in a separate case, which also causes an increase in vehicle weight.

  The present invention has been made in view of such circumstances, and provides a vehicular power supply system capable of widening a luggage storage space in a passenger compartment and a rear portion of a vehicle and avoiding an increase in vehicle weight. And

  To achieve the above object, the present invention provides a power generation source, a battery, a first voltage converter that boosts the voltage of the power generation source, and a second voltage converter that boosts the voltage of the battery. And a power supply system for a vehicle including a power converter that supplies a voltage converted by the first and second voltage converters to a vehicle load, the first voltage converter, the second voltage converter, and the power conversion. A power control unit including a container and the battery are separated from the vehicle compartment while being unitized, and are arranged at the front of the vehicle.

  According to the present invention, in addition to the configuration of the first feature, a fuel cell unit including a fuel cell as the power generation source is adjacent to the side of the battery and the power control unit and is isolated from the vehicle compartment. It is a second feature that it is arranged at the position.

  The motor 17 of the embodiment corresponds to the vehicle load of the present invention.

  According to the first aspect of the present invention, the power control unit including the first voltage converter, the second voltage converter, and the power converter, and the battery are unitized and separated from the vehicle compartment. As described above, the electric wiring and the cooling pipe connecting the power control unit and the battery can be shortened, and the luggage storage space in the passenger compartment and the rear of the vehicle can be widened. It is possible to easily protect the electrical wiring and the cooling pipe, avoid an increase in the number of parts required for protection, and reduce the space required for protection. Also, by shortening the electrical wiring, radiation noise generated during energization can be reduced and simplification of shielding measures can be achieved. Since there are no electrical wiring and cooling piping under the floor, the electrical wiring and cooling piping can be grounded or the road surface There is no worry that the electric wiring and cooling piping collide with the protrusions etc. on the top.

  Further, according to the second feature of the present invention, in addition to the power control unit and the battery, the fuel cell units can be gathered and arranged close to each other, so that the operation sound of the fuel cell unit can enter the vehicle interior. Can be suppressed.

It is a side view which shows arrangement | positioning of the vehicle power supply system seeing through a vehicle. It is a perspective view which shows arrangement | positioning of the power supply system for vehicles seeing through a vehicle. It is a circuit diagram which shows the structure of a power control unit. It is a figure which shows the structure of a cooling device. It is a figure which shows an example of the temperature change of the cooling water in a cooling device. It is a block diagram which shows schematic structure of a fuel cell system.

  Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. First, in FIGS. 1 and 2, a battery 16 is provided in a motor room 4 at the front of a vehicle V that is a fuel cell vehicle. The power control unit 7 disposed above the battery 16 is disposed as a unit, and the battery 16 and the power control unit 7 are accommodated in a common case 8. Further, a radiator 9 is disposed in front of the battery 16 and the power control unit 7, and a motor 17 that exerts power for driving driving wheels such as left and right front wheels WF is disposed below the battery 16.

  A fuel cell unit 10 including a fuel cell 15 as a power generation source is disposed adjacent to the sides of the battery 16 and the power control unit 7. In this embodiment, the support extends in the front-rear direction. The fuel cell unit 10 supported on the gantry 11 is disposed close to the battery 16 and the power control unit 7 from behind.

  Moreover, the battery 16, the power control unit 7, the radiator 9 and the motor 17 are disposed in the motor room 4 isolated from the vehicle compartment 5 of the vehicle V, and the support frame 11 and the fuel cell unit 10 are The partition wall 12 is interposed between the passenger compartment 5 and the passenger compartment 5 so as to be isolated from the passenger compartment 5 and disposed below the passenger compartment 5, for example, between the driver seat and the passenger seat in the passenger compartment 5. .

  An air supply device 13 connected to the fuel cell unit 10 is disposed in the motor room 4 so as to be interposed between the battery 16 and the power control unit 7 and the radiator 9, and A high-pressure hydrogen tank 14 connected to the battery unit 10 is disposed in the trunk room 6 behind the vehicle compartment 5.

  In FIG. 3, the power control unit 7 includes a first voltage converter 18 that boosts the voltage of the fuel cell 15, a second voltage converter 19 that boosts the voltage of the battery 16, a first and a first voltage converter 18. A power converter 20 that supplies the voltage converted by the two voltage converters 18 and 19 to the motor 17, and a DC link capacitor unit 21 that is a peripheral circuit of the voltage converters 17 and 19 and the power converter 20. Prepare.

  The first voltage converter 18 includes a first input capacitor 22, a first inductor 24, a three-phase transformer 26 having a primary winding 26A, a secondary winding 26B, and a tertiary winding 26C, and first and second And third switching element modules 27A, 27B, and 27C.

  A ground line 28 that is common to the first voltage converter 18, the second voltage converter 19, and the power converter 20 is connected to the negative terminal of the fuel cell 15, and the first input capacitor 22 is Provided between the first input positive line 29 connected to the positive terminal of the fuel cell 15 and the ground line 28, one end of the first inductor 24 is connected to the first input positive line 29. One end of the primary winding 26A, the secondary winding 26B, and the tertiary winding 26C in the three-phase transformer 26 is connected in parallel to the other end of the first inductor 24.

  The first switching element module 27 </ b> A is disposed between the common plus line 30 common to the first voltage converter 18, the second voltage converter 19, and the power converter 20 and the primary winding 26 </ b> A of the three-phase transformer 26. The first plus-side switching element 31A and the first minus-side switching element 32A disposed between the primary winding 26A and the ground line 28, and the second switching element module 27B includes the common plus line 30 and a second plus-side switching element 31B disposed between the secondary winding 26B of the three-phase transformer 26, and a second minus-side switching element disposed between the secondary winding 26B and the ground line 28. 32B, and the third switching element module 27C includes the common plus line 30 and the three-phase And a third positive side switching element 31C is disposed between the tertiary winding 26C of Nsu 26, and a third negative side switching element 32C is disposed between the tertiary winding 26C and the ground line 28.

  The second voltage converter 19 includes a second input capacitor 23, a second inductor 25, a two-phase transformer 33 having a primary winding 33A and a secondary winding 33B, fourth and fifth switching element modules 27D, 27E.

  The second input capacitor 23 is provided between a second input side plus line 34 connected to the plus side terminal of the battery 16 and a ground line 28 connected to the minus side terminal of the battery 16, and the second inductor 25. Is connected to the second input side plus line 34. One end of the primary winding 33 </ b> A and the secondary winding 33 </ b> B in the two-phase transformer 33 is connected in parallel to the other end of the second inductor 25.

  The fourth switching element module 27D includes a fourth plus-side switching element 31D disposed between the common plus line 30 and the primary winding 33A of the two-phase transformer 33, and the common plus line 30 and the ground line 28. And a fifth switching element module 27E is provided between the common plus line 30 and the secondary winding 33B of the two-phase transformer 33. An element 31E and a fifth minus side switching element 32E disposed between the common plus line 30 and the ground line 28 are provided.

  The power converter 20 includes sixth, seventh, and eighth switching element modules 27F, 27G, and 27H.

  The sixth switching element module 27F includes a sixth plus-side switching element 31F disposed between the common plus line 30 and the U-phase power supply line 35U connected to the electric motor 17 which is a three-phase AC motor, And a sixth negative switching element 32F disposed between the power line 35U and the ground line 28. The seventh switching element module 27G includes a V-phase power line 35V connected to the common positive line 30 and the electric motor 17. A seventh plus-side switching element 31G disposed between the V-phase power supply line 35V and the ground line 28, and an eighth switching element module 27H includes: The common plus line 30 and the electric motor 17. Comprising an eighth positive side switching element 31H disposed between becomes W phase power supply line 35W, and an eighth negative side switching element 32H disposed between the W phase power supply line 35W and the ground line 28.

  By the way, in this embodiment, the first to eighth plus side switching elements 31A to 31H and the first to eighth minus side switching elements 32A to 32H in the first to eighth switching element modules 27A to 27H are IGBTs (Insulatead Gate). Bipolar Transistor) and a diode connected in parallel to each IGBT with the side from the emitter toward the collector as the forward direction.

  The DC link capacitor unit 21 has smoothing capacitors 36... Provided between the common plus line 30 and the ground line 28. Although only one smoothing capacitor 36 is shown in FIG. 3 for the sake of simplification, the DC link capacitor unit 21 includes a U-phase, a V-phase, and a W-phase of the electric motor 17 that is a three-phase AC motor. Smoothing capacitors 36... Provided between the common plus line 30 and the ground line 28 corresponding to the phases are provided.

  A series circuit including a pair of discharge resistors 37 and 37 is connected between the common plus line 30 and the ground line 28.

  In FIG. 4, the power control unit 7 is cooled by a cooling device 40 that circulates a coolant, for example, cooling water. The cooling device 40 includes a pump 41 that circulates cooling water and a cooling water that is allowed to cool. The radiator 9 for cooling is included, and the cooling water sequentially passes from the radiator 9 to the power control unit 7, the battery 16, and the motor 17 in this order, and the suction side of the pump 41 is the radiator. 9, a heater 42 is interposed between the discharge side of the pump 41 and the power control unit 7.

  The power control unit 7, the battery 16, the motor 17, and the radiator 9 are connected to individual bypass circuits 43, 44, 45, and 46, respectively. Moreover, the circulation of the cooling water to the power control unit 7, the battery 16, the motor 17 and the radiator 9, and the circulation of the cooling water to the bypass circuits 43 to 46 are performed by the power control unit 7, the battery 16, The switching is controlled by the operation of the control valve means 47, 48, 49, 50 controlled by the control device 51 in accordance with the temperature of the refrigerant flowing through the motor 17 and the radiator 9.

  Thus, the control valve means 47 corresponding to the power control unit 7 comprises three-way electromagnetic switching valves V1 and V2 provided respectively at the inlet and outlet of the bypass circuit 43, and the control valve means 48 corresponding to the battery 16 is bypassed. The control valve means 49 corresponding to the motor 17 comprises three-way electromagnetic switching valves V5, V6 respectively provided at the inlet and the outlet of the bypass circuit 45. The control valve means 50 corresponding to the radiator 9 includes three-way electromagnetic switching valves V7 and V8 provided at the inlet and the outlet of the bypass circuit 46, respectively.

  The control valve means 47 to 50 may be thermostats that automatically operate without being controlled by the control device 51.

  By the way, the power control unit 7, the battery 16, the motor 17, and the radiator 9 have temperature ranges to be maintained. In the power control unit 7, the temperature T is higher than the temperature TA (for example, 40 degrees C). And a temperature range (TA <T <TB) that is less than temperature TB (for example, 100 degrees C) is set. In battery 16, temperature T is greater than temperature TC (for example, 0 degrees C) and temperature TD (for example, A temperature range (TC <T <TD) that is less than 60 degrees C) is set, and in the motor 17, the temperature T is greater than the temperature TE (for example, 0 degrees C) and less than the temperature TF (for example, 100 degrees C). The temperature range (TE <T <TF) is set, and in the radiator 17, the temperature T of the introduced cooling water is the temperature TG (for example, 70 degrees C). Is set, the control valve means 47 to 50 is, the power control unit 7, the battery 16 becomes controlled by it so as to hold the set temperature range of the motor 17 and the radiator 9.

  By setting such a temperature range, the temperature of the cooling water in the cooling device 40 changes, for example, as shown in FIG. Thus, during cold start, the temperature of the cooling water changes as shown by the broken line in FIG. 5, during normal driving, the temperature of the cooling water changes as shown by the solid line in FIG. As shown by the chain line, the temperature of the cooling water changes.

  The operation of the pump 41 is also controlled by the control device 51. The control device 51 has minimum temperatures to be set by the power control unit 7, the battery 16, and the motor 17, that is, TB, TD, TF. Are individually set, and the control device 51 stops the operation of the pump 41 when the temperature of the cooling water is below the minimum temperature in any of the power control unit 7, the battery 16 and the motor 17.

  In FIG. 6, pressurized air from the air supply device 13 is supplied to the fuel cell 15 via a humidifier 53 and high-pressure hydrogen is supplied from the high-pressure hydrogen tank 14 via a regulator 54. Then, the hydrogen sucked by the circulation pump 55 is returned to the downstream side of the regulator 54 through the check valve 56. An open / close valve 57 is connected between the circulation pump 55 and the check valve 56.

  In such a fuel cell system, the humidifier 53, the regulator 54, the circulation pump 55, and the check valve 56 are combined as a supplementary note 52 and unitized, and constitute the fuel cell unit 10 together with the fuel cell 15. As shown in FIGS. 1 and 2, the fuel cell 15 is disposed behind the fuel cell 15 and supported by the support frame 11.

  Next, the operation of this embodiment will be described. The power control unit 7 including the first voltage converter 18, the second voltage converter 19, and the power converter 20 and the battery 16 are unitized into the vehicle. Since it is isolated from the chamber 5 and disposed at the front of the vehicle, it is possible to shorten the electrical wiring and cooling piping connecting the power control unit 7 and the battery 16, and the luggage storage space at the rear of the vehicle 5 and the vehicle. This makes it easy to protect the electrical wiring and the cooling pipe, avoids an increase in the number of parts required for protection, and reduces the space required for protection. Also, by shortening the electrical wiring, radiation noise generated during energization can be reduced and simplification of shielding measures can be achieved. Since there are no electrical wiring and cooling piping under the floor, the electrical wiring and cooling piping can be grounded or the road surface There is no worry that the electric wiring and cooling piping collide with the protrusions etc. on the top.

  In addition, since the fuel cell unit 10 including the fuel cell 15 is disposed at a position close to the side of the battery 16 and the power control unit 7 (rear in this embodiment) and separated from the vehicle compartment 5, the power control is performed. In addition to the unit 7 and the battery 16, the fuel cell unit 10 can be gathered and arranged close to each other, and the operation sound of the fuel cell unit 10 can be prevented from entering the vehicle compartment 5.

  The cooling device 40 that circulates the cooling water to cool the power control unit 7 includes a pump 41 that circulates the cooling water and a radiator 9 that cools the cooling water by cooling. 7, since the refrigerant is configured to sequentially pass through the battery 16 and the motor 17 in this order, the motor 17 and the battery 16 can be cooled in addition to the power control unit 7, and the power control unit 7, the battery 16, The cooling device 40 in which the motor 17 and the radiator 9 are integrated into a unit is configured, so that the cooling device 40 can be made compact, and wiring and piping constituting a part of the cooling device 40 can be shortened. it can.

  Moreover, since the heater 42 is interposed between the discharge side of the pump 41 that sucks the cooling water from the radiator 9 and the power control unit 7, the temperature of the battery 16 at a low temperature can be raised by heating the cooling water with the heater. Can do.

  Since the individual bypass circuits 43, 44, 45, and 46 are connected to the power control unit 7, the battery 16, the motor 17, and the radiator 9, respectively, cooling water can be circulated through these bypass circuits 43 to 46. In this way, the refrigerant can be circulated through the power control unit 7, the battery 16, the motor 17 and the radiator 9 only when necessary.

  The cooling device 40 is a control valve means for controlling the flow of cooling water to the bypass circuits 43, 44, 45, 46 in accordance with the temperature of the refrigerant flowing through the power control unit 7, the battery 16, the motor 17 and the radiator 9. 47, 48, 49, 50 are provided for each power control unit 7, battery 16, motor 17 and radiator 9, so that the bypass circuits 43 to 46 individually corresponding to the power control unit 7, battery 16, motor 17 and radiator 9 are provided. The control valve means 47-50 controls the amount of refrigerant to flow according to the temperature of the cooling water flowing through the power control unit 7, battery 16, motor 17 and radiator 9, so that the power control unit 7, battery 16, motor 17 And optimum according to the state of the radiator 9 Cooling can be performed.

  Further, the power control unit 7, the battery 16, and the motor 17 are individually set with minimum temperatures to be held, and the control device 51 that controls the operation of the pump 41 includes the power control unit 7, the battery 16, and the motor 17. In any case, since the operation of the pump 41 is stopped when the temperature of the cooling water is equal to or lower than the minimum temperature, it is possible to avoid a wasteful energy loss by operating the pump 41 when cooling is unnecessary.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.

  For example, in the above-described embodiment, the case where the fuel cell 15 is used as a power generation source has been described. However, the present invention can also be applied to a case where a generator driven by an engine is used as a power generation source in a hybrid vehicle.

5 ... Vehicle compartment 7 ... Power control unit 10 ... Fuel cell unit 15 ... Fuel cell 16 as power generation source ... Battery 17 ... Motor 18 as vehicle load ... No. 1 voltage converter 19 ... second voltage converter 20 ... power converter

Claims (2)

  A power generation source (15), a battery (16), a first voltage converter (18) for boosting the voltage of the power generation source (15), and a second for boosting the voltage of the battery (16) In a vehicle power supply system including a voltage converter (19) and a power converter (20) that supplies a voltage converted by the first and second voltage converters (18, 19) to a vehicle load (17). A power control unit (7) including a first voltage converter (18), a second voltage converter (19) and the power converter (20), and the battery (16) are unitized into a vehicle. A vehicle power supply system, wherein the vehicle power supply system is isolated from the chamber (5) and disposed at the front of the vehicle.   The fuel cell unit (10) including the fuel cell (15) as the power generation source is close to the side of the battery (16) and the power control unit (7) and is isolated from the vehicle compartment (5). The vehicular power supply system according to claim 1, wherein the vehicular power supply system is arranged at a position where the vehicle power is applied.

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