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WO2009011444A1 - Véhicule - Google Patents

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Publication number
WO2009011444A1
WO2009011444A1 PCT/JP2008/063094 JP2008063094W WO2009011444A1 WO 2009011444 A1 WO2009011444 A1 WO 2009011444A1 JP 2008063094 W JP2008063094 W JP 2008063094W WO 2009011444 A1 WO2009011444 A1 WO 2009011444A1
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
vehicle
storage device
converter
power storage
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/JP2008/063094
Other languages
English (en)
Japanese (ja)
Inventor
Shinji Ichikawa
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.)
Toyota Motor Corp
Original Assignee
Toyota Motor 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 Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of WO2009011444A1 publication Critical patent/WO2009011444A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a vehicle, and particularly to a vehicle equipped with a power storage device configured to be rechargeable from the outside.
  • hybrid vehicles that use both a motor and an engine to drive wheels are attracting attention as environmentally friendly vehicles. Some of such hybrid vehicles are also being considered to have a configuration in which the auxiliary battery is charged by stepping down from the main battery.
  • Japanese Laid-Open Patent Publication No. Hei 4 3 2 5 8 0 1 discloses a DC / DC converter for an electric vehicle having such a configuration.
  • This DC / DC converter supplies a first set voltage close to the full charge of the auxiliary battery to the low voltage operating unit, and uses a timer means to intermittently apply a second set voltage higher than the first set voltage to the low voltage. Supply to the working part.
  • hybrid vehicles are also being considered to have a configuration that allows external charging.
  • charging at home will reduce the number of trips to the gas station for refueling, which will be convenient for the driver, and it may be possible to pay for the cost by using inexpensive late-night power. .
  • the efficiency of the DC / DC converter is reduced. In some cases, the electric efficiency may deteriorate. In order to improve the overall energy efficiency, it is necessary to keep the loss in external charging low. Disclosure of the invention
  • An object of the present invention is to provide a vehicle equipped with a power storage device with improved charging efficiency when charging from the outside.
  • the present invention is a vehicle, which is a main power storage device that can be charged from the outside of the vehicle, a voltage conversion device that steps down the voltage of the main power storage device and outputs the voltage, and charging by the output voltage of the voltage conversion device And a sub power storage device that supplies power to a powerful auxiliary load and a control device that controls the voltage conversion device.
  • the control device intermittently operates the voltage conversion device while the main power storage device is being charged from the outside of the vehicle.
  • the power consumption of the auxiliary load is lower when charging the main power storage device from the outside of the vehicle than when driving the vehicle.
  • the voltage converter has a characteristic that conversion efficiency deteriorates when output power falls below a predetermined value.
  • the control device causes the voltage conversion device to intermittently operate at regular time intervals.
  • the vehicle further includes a sensor that detects a voltage of the sub power storage device. In intermittent operation, the control device starts operation of the voltage converter when the sensor output drops to the lower threshold voltage of the sub power storage device, and the sensor output is the upper threshold voltage of the sub power storage device. The operation of the voltage converter is stopped when it rises to
  • the control device supplies the first voltage from the voltage conversion device to the auxiliary load and the auxiliary power storage device during vehicle operation, and while the main power storage device is being charged from the outside of the vehicle.
  • the second voltage lower than the first voltage is supplied from the voltage converter to the auxiliary load and the sub power storage device.
  • the auxiliary load includes a load having a characteristic that power consumption decreases when the power supply voltage decreases.
  • the vehicle further includes an electric motor used for propulsion of the vehicle and an internal combustion engine used in combination with the electric motor for propulsion of the vehicle.
  • the vehicle is further configured to be connectable to a power source outside the vehicle, and further includes a charger that converts electric power received from the power source and supplies the converted power to the main power storage device.
  • the control device continuously operates the voltage conversion device when the vehicle is in operation.
  • FIG. 1 is a diagram showing a main configuration of a vehicle 1 according to an embodiment of the present invention.
  • FIG. 2 is a circuit diagram showing a detailed configuration of inverters 14 and 2 2 of FIG.
  • FIG. 3 is a circuit diagram showing a detailed configuration of boost converters 12 A and 12 B in FIG.
  • FIG. 4 is a flowchart for explaining control of the DC / DC converter 33 during external charging.
  • Fig. 5 is an operation waveform diagram showing how the DC / DC converter is operated intermittently during external charging.
  • FIG. 6 shows the relationship between the operating efficiency and output of the DC / DC converter.
  • FIG. 7 is a diagram for explaining the current flow when the DCZDC converter intermittent operation is executed during external charging.
  • Fig. 8 shows an example of the voltage dependence of the power consumption of the auxiliary load.
  • FIG. S is a flowchart for explaining the control executed in the second embodiment.
  • FIG. 1 is a diagram showing a main configuration of a vehicle 1 according to an embodiment of the present invention.
  • vehicle 1 includes batteries B 1 and B 2 that are power storage devices, boost converters 1 2 A and 1 2 B that are power converters, a smoothing capacitor CH, and a voltage sensor 1 0.
  • the power storage device mounted on the vehicle can be charged from the outside.
  • the vehicle 1 further includes a commercial power source of AC 100 V, for example, a charger 6 provided between the battery 8 and the battery B 1.
  • the charger 6 converts alternating current into direct current, regulates the voltage, and supplies it to the battery.
  • Smoothing capacitor C H smoothes the voltage boosted by boost converters 12 A and 12 B.
  • the voltage sensor 13 detects the voltage V H between terminals of the smoothing capacitor C H and outputs it to the control device 30.
  • Inverter 14 converts DC voltage V H applied from boost converter 12 B or 12 A into a three-phase AC voltage and outputs the same to motor generator MG 1.
  • Inverter 2 2 converts DC voltage V H applied from boost converter 1 2 B or 1 2 A into a three-phase AC voltage and outputs it to motor generator MG 2.
  • the power split mechanism 3 is a mechanism that is coupled to the engine 4 and the motor generators MG 1 and MG 2 and distributes the power between them.
  • the power split mechanism 3 can be a planetary gear mechanism having three rotating shafts: a sun gear, a planetary carrier, and a ring gear.
  • the planetary gear mechanism if the rotation of two of the three rotating shafts is determined, the rotation of the other rotating shaft is forcibly determined.
  • These three rotating shafts are connected to the rotating shafts of engine 4 and motor generators MG 1 and MG 2, respectively.
  • the rotating shaft of motor generator MG2 is coupled to the wheels by a reduction gear and a differential gear (not shown). Further, a reduction gear for the rotating shaft of motor generator MG 2 may be further incorporated in power split device 3.
  • Voltage sensor 1 OA measures voltage VI across battery B 1 terminals.
  • a current sensor 11 A for detecting the current I 1 flowing through the battery B 1 is provided. Further, the state of charge SOC 1 of the battery B 1 is detected by the control device 30.
  • Control device 30 calculates the charging state based on the open circuit voltage of battery B 1 and the integration of current I 1 flowing through battery B 1. Examples of the battery B 1 include lead acid batteries and nickel metal hydride Secondary batteries such as batteries and lithium ion batteries, and large capacity capacitors such as electric double layer capacitors can be used.
  • Voltage sensor 1 0 B measures the voltage V 2 across the battery B 2 terminals.
  • a current sensor 11 B that detects a current I 2 flowing through the battery B 2 is provided. Further, the charging state S OC 2 of the battery B 2 is detected in the control device 30. Control device 30 calculates the charging state based on the open circuit voltage of battery B 2 and the integration of current I 2 flowing through battery B 2.
  • a secondary battery such as a lead storage battery, a nickel hydride battery, or a lithium ion battery, or a large capacity capacitor such as an electric double layer capacitor can be used.
  • battery B 2 and battery B 1 can store electricity so that the maximum power allowed to the electrical load (inverter 22 and motor generator MG 2) connected to the power line can be output by using them simultaneously. Possible capacity is set. As a result, maximum EV traveling is possible in EV (Electric Vehicle) traveling without using the engine.
  • the engine 4 can be used without using the battery B 2 by using the engine 4 in addition to the battery B 1.
  • Inverter 14 is connected to power line P L 2 and ground line S L 2. Inverter 14 receives the boosted voltages from boost converters 1 2 A and 1 2 B, and drives motor generator MG 1 to start engine 4, for example. Inverter 14 returns the electric power generated by motor generator MG 1 to the boost converters 12 A and 12 B by the power transmitted from engine 4. At this time, boost converters 12 A and 12 B are controlled by control device 30 so as to operate as voltage conversion circuits for converting voltage VH into voltages VI and V2, respectively.
  • the inverter 2 2 is connected to the power line PL 2 and the ground line SL 2 in parallel with the inverter 14.
  • Inverter 22 is a three-phase DC voltage output from boost converters 1 2 A and 1 2 B to motor generator MG 2 that drives the wheels. Convert to AC voltage and output. Inverter 22 also returns the electric power generated in motor generator MG 2 to boost converters 1 2 A and 1 2 B along with regenerative braking.
  • boost converters 12 A and 12 B are controlled by control device 30 so as to operate as voltage conversion circuits for converting voltage VH into voltages VI and V2, respectively.
  • Control device 30 receives torque command values of motor generators MG 1 and MG 2, motor current values and rotation speeds, voltages V I, V 2 and VH, and a start signal. Control device 30 then outputs a boost instruction, a step-down instruction, and an operation prohibition instruction to boost converter 12 B.
  • control device 30 has a boost converter 1 2 A, 1 for the inverter 14.
  • control device 30 sends a drive instruction for converting a DC voltage to an AC voltage for driving motor generator MG 2 for inverter 22 2, and an AC voltage generated by motor generator MG 2 as a DC voltage. And a regeneration instruction to return to the negative pressure converter 1 2 A, 1 2 B side.
  • the vehicle 1 further includes a catcher battery B 3 that drives the auxiliary load 3 5, a DC / DC converter 3 3, and a voltage sensor 3 6 that measures the catcher-side output voltage V 3 of the D CZD C converter.
  • the trap load 35 includes, for example, various types of ECU power supplies, headlights, nore lamps, power windows, horns, turn signals, rajta fan, electric water pumps, and battery cooling fans.
  • D CZD C converter 33 is connected to power line P L 1 A and ground line S L 2. At the time of charging, a part of the charging current I c g is branched, and the current I 3 is supplied to the DC / DC converter 33.
  • the charging current I cg from the charger 6 is, in principle, a value determined by the charger 6 (constant value I constl).
  • the charging current I 2 for battery B 2 is boost converter 1 2 A, 1 This is the current controlled by the charger for battery B 2 composed of 2 B.
  • boost converter 12A boosts, for example, the voltage of power supply line P L 1 A, for example, 200V, and outputs the boosted voltage to power supply line PL2.
  • the voltage of the power line PL 2 is 600 V, for example.
  • step-up converter 12 B operates as a step-down circuit that steps down voltage (for example, 600 V) on power supply line PL 2 to voltage (for example, 200 V) on power supply line P L 1 B. If the boost converter 12B operating as the step-down circuit is controlled at a constant current, the charging current I2 can be controlled to be a constant value Iconst2.
  • FIG. 2 is a circuit diagram showing a detailed configuration of inverters 14 and 22 in FIG.
  • inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17.
  • U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between power supply line PL2 and ground line SL2.
  • U-phase arm 15 consists of I GBT elements Q3 and Q4 connected in series between power line PL 2 and ground line SL 2, and 108 elements (diodes D 3 connected in parallel with 23 and Q 4 respectively.
  • the power sword of diode D 3 is connected to the collector of I GBT element Q 3, and the diode of diode D 3 is connected to the emitter of I GBT element Q 3 Diode D 4.
  • the power sword is connected to the collector of the I 08 element 04 and the anode of the diode D 4 is connected to the emitter of the I 08 element 04.
  • V-phase arm 16 includes diodes D 5 and Q 6 connected in series between power line PL 2 and ground line SL 2 and diodes D 5 and Q 6 connected in parallel with 108 elements 05 and Q 6, respectively. Including D 6.
  • the power sword of diode D5 is connected to the collector of I GBT element Q 5 and the anode of diode D 5 is connected to the emitter of I & Ding (35.
  • the power sword of diode D 6 is I & 8 Ding (36 And the anode of diode D 6 is connected to the emitter of I 08 element 6.
  • W-phase arm 17 is connected in parallel with I GBT elements Q 7 and Q 8 and 108 elements ⁇ 37 and Q 8 connected in series between power line PL 2 and ground line SL 2 Including diodes D7 and D8.
  • the power sword of diode D 7 is connected to the collector of I GBT element Q 7, and the anode of diode D 7 is connected to the emitter of I 08 element 07.
  • the power sword of diode D8 is connected to the collector of I GBT element Q8, and the anode of diode D8 is connected to the emitter of I & 8 element 08.
  • each phase arm is connected to each phase end of each phase coil of motor generator MG1.
  • motor generator MG 1 is a three-phase permanent magnet synchronous motor, and one end of each of the three coils of U, V, and W phases is connected to the midpoint.
  • the other end of the U-phase coil is connected to the line UL drawn from the connection node of the IGBT elements Q3 and Q4.
  • the other end of the V-phase coil is connected to the line VL drawn from the connection node of the IGBT elements Q5 and Q6.
  • the other end of the W-phase coil is connected to the line WL drawn from the connection node of the IGBT elements Q7 and Q8.
  • Inverter 22 in FIG. 1 is also different in that it is connected to motor generator MG2, but the internal circuit configuration is the same as that of inverter 14, and detailed description thereof will not be repeated.
  • FIG. 2 shows that the control signals PWMI and P WMC are given to the inverter, which are signals corresponding to the drive instruction and the regeneration instruction.
  • FIG. 3 is a circuit diagram showing a detailed configuration of boost converters 12 A and 12 B of FIG.
  • boost converter 12 A is connected in series between inductor L 1 whose one end is connected to power line PL 1 A, and power line PL 2 and ground line SL 2.
  • I GBT elements Q 1 and Q2 and diodes D 1 and D 2 connected in parallel to 108 elements ⁇ 31 and Q 2 respectively.
  • inductor L 1 The other end of inductor L 1 is the emitter of I GBT element Q 1 and the I GBT element Q
  • boost converter 12 B in FIG. 1 is also different from boost converter 12 A in that it is connected to power supply line PL 1 B instead of power supply line PL 1 A, but the internal circuit configuration is the same as that of boost converter 12 A. Since it is the same, detailed description will not be repeated.
  • FIG. 3 shows that control signals PWU and PWD are given to the boost converter.
  • FIG. 4 is a flowchart for explaining control of the DC / DC converter 33 during external charging. The processing of this flowchart is called and executed from a predetermined main routine at regular time intervals or every time a predetermined condition is satisfied.
  • control device 30 determines whether or not external charging is performed.
  • the voltage sensor may detect whether the power supply voltage is input from the commercial power supply 8 to the charger 6, or whether the power plug is physically connected to the connector provided on the charger. A sensor may be provided.
  • step S1 if external charging is not being executed, the process proceeds to step S13, and control is transferred to the main routine. On the other hand, when it is detected in step S 1 that external charging is being performed, the process proceeds to step S 2. In step S2, it is determined whether or not the DC / DC converter 33 is stopped.
  • Fig. 5 is an operation waveform diagram showing how the DC / DC converter is operated intermittently during external charging.
  • step S2 the DCZDC converter 33 is operating (operating). This place If YES in step S2, the process proceeds to step S3. In step S3, the count value COUNT 1 for measuring time is added by +1. In step S4, it is determined whether or not the count value has become equal to or greater than the value corresponding to the drive time Ton.
  • step S5 it is determined whether or not the auxiliary battery voltage V3 has increased to a predetermined upper limit value.
  • step S5 if the auxiliary battery voltage V3 has not risen to the predetermined upper limit value, the process proceeds to step S13, and the control is transferred to the main routine while the DCZDC converter 33 is operating. . Therefore, it is repeated that the processing flows from step S5 to step S13 at times t0 to t1, t2 to t3, and t4 to t5.
  • step S6 the process proceeds.
  • step S6 the force count value COUNT 1 is reset to zero.
  • step S 7 the control device 30 stops driving the DC / DC converter 33. At times t1, t3, and t5 in Fig. 5, as the drive time To ⁇ has elapsed, the process proceeds to step S7, and the DC / DC converter 33 changes its state from the drive state to the stop state. Is done.
  • step S7 control is returned to the main routine in step S13.
  • step S 2 the DC / DC converter 33 is stopped. Therefore, the process proceeds from step S 2 to step S 8.
  • step S8 the count value COUNT 2 for measuring time is added by +1.
  • step S 9 it is determined whether or not the count value COUNT 2 is equal to or greater than a value corresponding to the driving time T o f f.
  • step S10 it is determined whether the catcher battery voltage V3 has dropped to a predetermined lower limit value.
  • step S13 control is transferred to the main routine while the DCZDC converter 33 is stopped. Therefore, it is repeated that the processing flows from step S10 to step S13 during times t1 to t2, t3 to t4, and t5 to t5A.
  • step S9 when the count value COUNT2 becomes equal to or larger than the value corresponding to Toff, the process proceeds to step S11.
  • step S 1 the count value COUNT 2 is reset to zero.
  • step S 12 the control device 30 starts driving the DC / DC converter 33.
  • step S12 the state of the DC / DC converter 33 is changed from the stop state to the drive state.
  • step S13 control is returned to the main routine in step S13.
  • step S10 if the auxiliary battery voltage V3 has decreased to a predetermined lower limit value in step S10, the process proceeds to step S11. At time t6 in FIG. 5, as the auxiliary battery voltage V3 decreases, the process proceeds to step S12, and the DC / DC converter 33 is changed from the stopped state to the driven state.
  • the DC / DC converter 33 is stopped and the output power of the DC / DC converter 33 becomes zero.
  • the auxiliary battery is discharged to cover the power consumption of the load.
  • time t 5 A when the voltage has reached the lower limit V th as a result of the discharge from the auxiliary battery, the operation of the stopped DC / DC converter 33 is resumed. Is done.
  • Fig. 6 shows the relationship between the operating efficiency and output of the DC / DC converter.
  • the operating efficiency of the DC / DC converter is not good if the output P is too low. Therefore, rather than continuously operating at operating point P 1 with poor operating efficiency, it is operated intermittently at operating point P 2 with good operating efficiency, and the surplus power is stored in the auxiliary battery, and the DC / DC converter During the stop period, power is supplied from the catcher battery to the load.
  • FIG. 7 is a diagram for explaining the current flow when the DC / DC converter intermittent operation is executed during external charging.
  • the current I on is supplied from the DC / DC comparator 33 to the auxiliary load. Flows towards 35 and auxiliary battery B3.
  • a current I o ry f flows from the auxiliary battery B 3 toward the auxiliary load 35.
  • Some DCZDC converters have the characteristic that the difference in operating efficiency is large, and there may be a merit that exceeds the loss due to charging / discharging of the auxiliary battery. In such cases, operating the DCZDC converter intermittently as described above improves overall energy efficiency during external charging.
  • the vehicle During external charging, the vehicle is connected to the commercial power supply with a cable, etc., so the vehicle is in a stopped state, and the engine is usually in a stopped state. Therefore, the power consumption of the auxiliary load is not very large and the fluctuation of power consumption is small.
  • Some auxiliary loads can reduce power consumption by lowering the power supply voltage.
  • the auxiliary load has such characteristics and may operate during external charging because it is used to circulate cooling water to a cooling device such as a battery cooling fan or converter. Such as an electric water pump.
  • Fig. 8 shows an example of the voltage dependence of the power consumption of the auxiliary load.
  • FIG. 9 is a flowchart for explaining the control executed in the second embodiment. Is.
  • control device 30 determines whether or not external charging is being performed.
  • the voltage sensor may detect whether or not the power supply voltage is input from the commercial power supply 8 to the charger 6, and whether the power plug is physically connected to the connector provided on the charger. You may provide the sensor to detect.
  • step S 2 if the external charging is not being executed, the process proceeds to step S 26 and the DC / DC converter 33 is controlled so as to supply a normal voltage to the auxiliary load.
  • step S 21 when it is detected in step S 21 that external charging is being performed, the process proceeds to step S 22.
  • step S 22 it is determined whether or not the auxiliary load having a relatively large power is stopped. Examples of auxiliary loads with relatively high power include blower fans, headlights, raje-taffans, and the like. Note that if the power consumption of the load is greater than or equal to a certain threshold value, the load to be judged in step S2 2 out of all the auxiliary loads will be externally charged, even if it is not subject to judgment in step S22. It may be necessary to preliminarily select a load that does not necessarily need to be operated during external charging.
  • step S 2 3 it is determined whether or not the outside air temperature is within a predetermined range.
  • the outside air temperature is measured by using a temperature sensor, and can be determined by reading out the data as it is written in the memory 27 by the control device 30 as outside air temperature information.
  • the predetermined range select the temperature range in which the air conditioner operation, radiator fan cooling fan, etc. are difficult to operate. This can reduce the possibility that the power consumption of the auxiliary load suddenly increases during low voltage driving of the D C ZD C converter during external charging.
  • step S 2 3 If the outside air temperature is within the predetermined range in step S 2 3 (YES in step S 2 3), the process proceeds to step S 24, and the driving time of the DC / DC converter 33 is longer than the predetermined time. It is determined whether or not it is hot. As a result, it is determined whether or not the auxiliary battery B 3 is sufficiently charged.
  • DC / DC converter When 33 is driven, the battery voltage of the auxiliary battery B 3 cannot be read due to the influence of the output voltage of the DC / DC converter 33. Therefore, the time when the DC / DC converter 33 is operated is determined.
  • step S 26 the process proceeds to step S 26, and the normal drive of DC / DC converter 33 is executed.
  • step S25 or S26 Once the drive mode determination of step S25 or S26 is carried out, step S
  • the voltage supplied from the DC / DC converter 33 to the auxiliary load is reduced when a predetermined condition is satisfied during execution of external charging.
  • the power consumption of the auxiliary load during external charging can be reduced, and the charging efficiency during external charging can be increased.
  • the present invention provides a main power storage device (battery B 1) that can be charged from the outside of the vehicle, a voltage conversion device (DC / DC converter 33) that steps down the voltage of the main power storage device and outputs the voltage, and a voltage conversion device And a sub power storage device (battery B3) that supplies power to the auxiliary load 35, and a control device 30 that controls the voltage conversion device.
  • the control device 30 operates the voltage converter (DC / DC converter 3 3) continuously during vehicle operation, while the main power storage device (battery B 1) is being charged from outside the vehicle. Operate the converter (DC / DC converter 33) intermittently.
  • the voltage converter (DC / DC converter 3 3) has a characteristic that conversion efficiency deteriorates when output power falls below a predetermined value.
  • the control device 30 has a fixed time interval (T o n
  • the voltage converter is operated intermittently.
  • vehicle 1 further includes a voltage sensor 36 that detects voltage V 3 of the sub power storage device (auxiliary battery B 3).
  • the control device 30 starts the operation of the voltage converter when the sensor output drops to the lower threshold voltage of the sub power storage device (YES in step 10 of FIG. 4), and the sensor output When the voltage rises to the upper threshold voltage of the sub power storage device, the operation of the voltage converter is stopped (YES in step S5 in Fig. 4).
  • the control device 30 supplies the first voltage Vb from the voltage conversion device to the auxiliary load and the sub power storage device during vehicle operation. While the main power storage device is being charged from the outside of the vehicle, the voltage conversion device supplies the auxiliary voltage and the sub power storage device with the second voltage Va lower than the first voltage Vb.
  • auxiliary loads include loads that have the characteristic that the power consumption decreases when the power supply voltage decreases from V b force to V a.
  • the vehicle 1 is an electric motor (motor generator) used for propulsion of the vehicle.
  • electric motor motor generator
  • the vehicle 1 is configured to be connectable to a power source outside the vehicle, and further includes a charger 6 that converts electric power received from the power source and supplies it to the main power storage device (battery B 1).
  • a charger 6 that converts electric power received from the power source and supplies it to the main power storage device (battery B 1).
  • the invention disclosed in this embodiment can be applied to any vehicle having a power storage device that can be externally charged even if the vehicle has other configurations.
  • book The invention disclosed in the embodiment can be applied to a series hybrid vehicle and a parallel hybrid vehicle that do not use a power split mechanism, and can also be applied to an electric vehicle not equipped with an engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un véhicule qui a une batterie (B1) capable d'être chargée à partir de l'extérieur du véhicule, un convertisseur CC/CC (33) destiné à réduire la tension de la batterie (B1) et délivrer la tension réduite, une batterie (B3) chargée par la tension de sortie provenant du convertisseur CC/CC (33) et adressant du courant électrique à une charge accessoire (35), et un dispositif de commande (30). Lorsque le véhicule est en fonctionnement, le dispositif de commande (30) amène le convertisseur CC/CC (33) à fonctionner en continu, et lorsque la batterie (B1) est en train d'être chargée à partir de l'extérieur du véhicule, le dispositif de commande (30) amène le convertisseur CC/CC (33) à fonctionner par intermittence.
PCT/JP2008/063094 2007-07-17 2008-07-15 Véhicule Ceased WO2009011444A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2007185879A JP2009027774A (ja) 2007-07-17 2007-07-17 車両
JP2007-185879 2007-07-17

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WO2009011444A1 true WO2009011444A1 (fr) 2009-01-22

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JP (1) JP2009027774A (fr)
WO (1) WO2009011444A1 (fr)

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CN102753379A (zh) * 2010-02-09 2012-10-24 丰田自动车株式会社 电动车辆的电源系统及其控制方法
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WO2011138648A3 (fr) * 2010-04-14 2012-01-26 Toyota Jidosha Kabushiki Kaisha Système d'alimentation électrique et véhicule équipé du système d'alimentation électrique
CN102834280A (zh) * 2010-04-14 2012-12-19 丰田自动车株式会社 电源系统以及装有电源系统的车辆
CN102834280B (zh) * 2010-04-14 2015-05-13 丰田自动车株式会社 电源系统以及装有电源系统的车辆
WO2024157738A1 (fr) * 2023-01-27 2024-08-02 株式会社デンソー Système d'alimentation électrique

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