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WO2014073107A1 - Système de charge/décharge - Google Patents

Système de charge/décharge Download PDF

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Publication number
WO2014073107A1
WO2014073107A1 PCT/JP2012/079253 JP2012079253W WO2014073107A1 WO 2014073107 A1 WO2014073107 A1 WO 2014073107A1 JP 2012079253 W JP2012079253 W JP 2012079253W WO 2014073107 A1 WO2014073107 A1 WO 2014073107A1
Authority
WO
WIPO (PCT)
Prior art keywords
capacitor
charging
power
motor generator
charge
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/JP2012/079253
Other languages
English (en)
Japanese (ja)
Inventor
邦彦 肥喜里
範明 三宅
幸一 井谷
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.)
Volvo Truck Corp
Original Assignee
Volvo Lastvagnar AB
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 Volvo Lastvagnar AB filed Critical Volvo Lastvagnar AB
Priority to PCT/JP2012/079253 priority Critical patent/WO2014073107A1/fr
Publication of WO2014073107A1 publication Critical patent/WO2014073107A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by 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
    • 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]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • 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
    • B60L2210/12—Buck converters
    • 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
    • B60L2210/14—Boost converters
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • H02J2105/37—
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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

Definitions

  • the present invention relates to a charge / discharge system that charges and discharges electrical energy.
  • a battery is used to supply electric power to an electric motor as a driving power source of a vehicle or the like.
  • a secondary battery such as a lead storage battery or a lithium ion battery is used.
  • a device that charges and discharges electric energy by an electric double layer capacitor or the like is also known.
  • the battery has a large capacity that can be stored, but has a characteristic that its life is shortened when charging / discharging frequently or charging / discharging at a large depth.
  • Capacitors have a characteristic that they are strong against high-frequency charging / discharging and charging / discharging at a large depth and have a long life but a relatively small capacity. As described above, since the battery and the capacitor have different characteristics, when the battery and the capacitor are mounted at the same time, it is necessary to perform control according to each characteristic.
  • JP 2008-035670A discloses that in a vehicle equipped with a plurality of charging mechanisms including a battery and a capacitor, the charging amount of the charging mechanism having an output performance superior to others is ensured.
  • the present invention has been made in view of such problems, and is a charging / discharging system capable of improving energy efficiency in a charging / discharging system including a plurality of charging devices having different loads and charging / discharging characteristics, such as a battery and a capacitor.
  • the purpose is to provide.
  • a driving power source that drives a vehicle, the motor generator that generates power by the power of the vehicle, the power supplied to the motor generator, and the power generated by the motor generator is charged.
  • a control device for controlling the operation of the power conversion device the control device supplies the electric power charged in the first charging device to the motor generator, and the charging capacity of the first charging device is the first.
  • the power conversion device is controlled so that the first charging device is charged with the electric power charged in the second charging device when the charging capacity of the first charging device is the second value. When it becomes less than the predetermined value, the driving power of the motor generator is reduced according to the charge capacity. That the charge and discharge system is provided.
  • FIG. 1 is an explanatory diagram of a vehicle to which a charge / discharge system according to an embodiment of the present invention is applied.
  • FIG. 2A is an explanatory diagram of an example of a charge / discharge map of the capacitor according to the embodiment of the present invention.
  • FIG. 2B is an explanatory diagram of an example of a charge / discharge map of the battery according to the embodiment of the present invention.
  • FIG. 2C is an explanatory diagram illustrating an example of a charge / discharge map of the battery according to the embodiment of this invention.
  • FIG. 3 is an explanatory diagram showing an operating state and a SOC state of each of the capacitor and the battery in a vehicle equipped with the charge / discharge system of the embodiment of the present invention.
  • FIG. 3 is an explanatory diagram showing an operating state and a SOC state of each of the capacitor and the battery in a vehicle equipped with the charge / discharge system of the embodiment of the present invention.
  • FIG. 4 is a more detailed explanatory diagram of the charge / discharge map of the capacitor according to the embodiment of the present invention.
  • FIG. 5 is an explanatory diagram of an example of a driving force map of the motor generator according to the embodiment of the present invention.
  • FIG. 6 is a flowchart of driving of the motor generator 60 and charging control from the battery 40 to the capacitor 20 executed by the controller according to the embodiment of the present invention.
  • FIG. 1 is an explanatory diagram of a vehicle to which a charge / discharge system 1 according to an embodiment of the present invention is applied.
  • the charge / discharge system 1 includes an inverter 10, a capacitor 20, a power conversion device 30, a battery 40, a controller 50, a controller 100, and a motor generator 60.
  • the capacitor 20 (first charging device) is constituted by, for example, an electric double layer capacitor, and charges and discharges electric power.
  • the battery 40 (second charging device) is composed of, for example, a lithium ion secondary battery, and charges and discharges power.
  • the capacitor 20 and the battery 40 supply the charged electric power to the motor generator 60 via the inverter 10. Further, the electric power generated by the motor generator 60 is charged via the inverter 10. Inverter 10 performs AC / DC conversion between capacitor 20 and battery 40 and motor generator 60.
  • the power conversion device 30 is constituted by, for example, a DC / DC converter, and charges the battery 40 from the capacitor 20 by raising and lowering the voltage between the capacitor 20 and the battery 40, or from the battery 40 to the capacitor 20. Charge the battery.
  • the battery 40 is connected to an electric auxiliary machine 70, and the battery 40 supplies electric power to the electric auxiliary machine 70.
  • the electric auxiliary machine 70 includes an air conditioner, a cooling water circuit pump, a radiator fan, and other electrically driven devices.
  • the motor generator 60 (motor generator) functions as a driving force source for the vehicle and rotates the driving wheels 90. Further, the motor generator 60 functions as a generator when the vehicle is decelerated and collects it as regenerative power.
  • the engine 80 functions as a driving force source of the vehicle together with the motor generator 60 or the engine 80 alone. Engine 80 can also drive motor generator 60 to cause motor generator 60 to generate power.
  • Controller 50 detects the charge state (SOC: State of Charge) of capacitor 20 and battery 40. Further, the controller 50 controls the operation of the power conversion device 30. The controller 100 controls the operation of the inverter 10 and the engine 80.
  • SOC State of Charge
  • the controller 100 supplies the electric power charged in the capacitor 20 to the motor generator 60 via the inverter 10 to start the vehicle.
  • the controller 50 supplies the power charged in the battery 40 to the capacitor 20 via the power converter 30.
  • the controller 100 drives the motor generator 60 with this electric power.
  • the controller 100 may drive the engine 80 to perform hybrid traveling that travels with the driving force of the engine 80 and the driving force of the motor generator 60.
  • the controller 100 drives the motor generator 60 as a generator, and charges the generated power to the capacitor 20 via the inverter 10.
  • the controller 50 may control the battery 40 to charge the electric power generated by the motor generator 60 via the power conversion device 30.
  • the battery 40 is composed of a lithium ion secondary battery. Since the life of the battery 40 is remarkably reduced when charging / discharging with high output, high frequency, or charging / discharging with a large depth is performed, it is necessary to control the battery 40 to avoid such charging / discharging.
  • the capacitor 20 is composed of an electric double layer capacitor. Although the capacitor 20 has a smaller charge capacity than that of the battery 40, the life of the capacitor 20 is unlikely to decrease due to high output, high frequency charge / discharge, and deep charge / discharge.
  • the controller 100 controls whether the motor generator 60 is driven or the motor generator 60 is generated based on the state of the vehicle in the charge / discharge system 1 configured as shown in FIG.
  • the controller 50 controls the power conversion device 30 to perform charging and discharging between the capacitor 20 and the battery 40.
  • the controller 100 drives the motor generator 60 and generates power based on, for example, acceleration, deceleration requests by the driver, vehicle speed, and the SOC of the capacitor 20, and also controls the operation of the engine 80.
  • the controller 50 controls whether to charge the battery 40 from the capacitor 20 or to charge the capacitor 20 from the battery 40 based on the SOC of the capacitor 20 and the SOC of the battery 40, as will be described next. .
  • FIGS. 2A, 2B, and 2C are explanatory diagrams of an example of a charge / discharge map provided in the controller 50 according to the embodiment of the present invention.
  • 2A shows a charge / discharge map of the capacitor 20
  • FIGS. 2B and 2C show charge / discharge maps of the battery 40, respectively.
  • the charge / discharge maps shown in FIGS. 2A, 2B, and 2C are used for control of the controller 50.
  • the controller 50 obtains the voltage of the capacitor 20 and calculates the SOC of the capacitor 20. Similarly, the voltage and current value of the battery 40 are acquired, and the SOC of the battery 40 is calculated.
  • the controller 50 controls charging / discharging between the capacitor 20 and the battery 40 from the calculated SOC of the capacitor 20 and the SOC of the battery 40 based on the charging / discharging map shown in FIG.
  • FIG. 2A shows a charge / discharge map of the capacitor 20.
  • the SOC of the capacitor 20 is larger than the predetermined value x3, the positive output, that is, the power charged in the capacitor 20 is output to the battery 40 via the power converter 30.
  • the SOC of the capacitor 20 is smaller than the predetermined value x2, the negative output, that is, the power output from the battery 40 is charged to the capacitor 20 via the power conversion device 30.
  • the charge / discharge map of the capacitor 20 is set so that the output increases as the SOC increases from the predetermined value x3 to x4 larger than x3, and is output when the SOC reaches the predetermined value x4. Is set to maximize. This is set to have a constant slope in order to prevent the charge / discharge power between the capacitor 20 and the battery 40 from changing suddenly due to a change in SOC.
  • the charge / discharge map of the capacitor 20 is set so that the input increases as the SOC decreases from the predetermined value x2 to x1 smaller than x2, and is input when the SOC reaches the predetermined value x1. Is set to maximize.
  • 2B and 2C show battery charge / discharge maps. According to this charge / discharge map, when the SOC of the battery 40 is larger than the predetermined value X4, the output to the positive side is restricted, that is, the charging from the capacitor 20 to the battery 40 is restricted. When the SOC of the battery 40 is smaller than the predetermined value X1, the negative output is limited. That is, charging from the battery 40 to the capacitor 20 is limited.
  • the SOC is changed from the predetermined value X3 in order to prevent the charge / discharge power between the capacitor 20 and the battery 40 from changing suddenly due to the change in the SOC.
  • the output is set to decrease as the SOC increases, so that the output is not performed when the predetermined value X4 is reached, that is, the capacitor 20 is not charged to the battery 40. Is set to
  • the charge / discharge map is set so that the negative output falls to a lower level as the SOC decreases during the period from the predetermined value X2 to X1 smaller than X2, and the predetermined value X1. At this time, the output is not performed, that is, the capacitor 20 is not charged from the battery 40.
  • the upper limit value of the charge / discharge amount in these charge / discharge maps is set as the maximum output of the power conversion device 30.
  • FIG. 3 is an explanatory diagram showing an operation state and SOC states of the capacitor 20 and the battery 40 in a vehicle equipped with the charge / discharge system according to the embodiment of the present invention.
  • FIG. 3 is a diagram for explaining a series of vehicle states in which the vehicle restarts from a stopped state, travels for a predetermined time, and stops after deceleration.
  • the controller 100 controls the vehicle to start when it receives a start request from the driver when the vehicle is stopped (timing t1). At this time, the engine 80 is not driven and the motor generator 60 is driven using the electric power charged in the capacitor 20 to start the vehicle.
  • the vehicle speed increases due to the start of the vehicle, the electric power charged in the capacitor 20 is consumed by the motor generator 60, and the SOC of the capacitor 20 gradually decreases.
  • the controller 50 When the SOC of the capacitor 20 becomes less than the threshold value x2 (first predetermined value) of the charge / discharge map shown in FIG. 2A (timing t2), the controller 50 is required to charge the capacitor 20. It is determined that the value has been reached, and the power conversion device 30 is controlled to perform charging from the battery 40 to the capacitor 20. As a result, not only the capacitor 20 but also the power charged in the battery 40 can be used as the power supplied to the motor generator 60. At this time, the power charged from the battery 40 to the capacitor 20 and the power supplied from the capacitor 20 to the motor generator 60 are balanced, which is equivalent to driving the motor generator 60 by the power of the battery 40. It becomes control.
  • the controller 100 operates by driving not only the motor generator 60 but also the engine 80 based on the driver's acceleration request, vehicle speed, and the like (timing t3). For example, an operation using both the driving force of the motor generator 60 and the engine 80 or an operation using only the driving force of the engine 80 is performed.
  • the controller 50 needs to charge the battery 40. It is determined that the limit value has been reached, and the power conversion device 30 is controlled to charge the battery 20 from the capacitor 20. Thereby, the electric power charged in the capacitor 20 is charged in the battery 40 and the electric power is supplied to the electric auxiliary machine 70, whereby the capacity that can be discharged by the battery 40 can be increased. At this time, since the electric power charged from the capacitor 20 to the battery 40 and the electric power supplied from the battery 40 to the electric auxiliary machine 70 are balanced, it is equivalent to driving the electric auxiliary machine 70 by the electric power of the capacitor 20. It becomes control of.
  • the SOC of the capacitor 20 decreases when power is supplied to the battery 40. Thereafter, when the SOC of the capacitor 20 becomes less than the first predetermined value (timing t6), the controller 100 causes the motor generator 60 to generate electric power by the driving force of the engine 80 and charges the capacitor 20. In this case, the supply of power from the capacitor 20 to the battery 40 is stopped as necessary.
  • the vehicle is instructed to decelerate, for example, when the driver depresses the brake (timing t7).
  • the controller 100 detects that the vehicle is decelerated, the controller 100 causes the motor generator 60 to function as a generator, causes the motor generator 60 to generate electricity by the rotation of the drive wheels 90 accompanying the deceleration of the vehicle, and collects this regenerative power.
  • the recovered power is charged into the capacitor 20 via the inverter 10.
  • the controller 50 converts the electric power charged in the capacitor 20 to The battery 40 is charged via the power conversion device 30. Thereafter, the vehicle stops (timing t9). In this case, since the capacitor 20 is in a fully charged state after the vehicle stops, the motor generator can be driven using the electric power stored in the capacitor 20 when the vehicle starts next time.
  • the controller 50 charges the capacitor 20 from the battery 40 at the above-described timing t2. With this electric power, the controller 100 can drive the motor generator 60. At this time, when the electric power of the battery 40 is supplied to the capacitor 20 and the motor generator 60, the SOC of the capacitor 20 decreases, and when the SOC of the battery 40 becomes less than the operating limit capacity (X1), the battery 40 and the capacitor 20 Therefore, it becomes impossible to supply electric power to the motor generator 60.
  • the controller 100 stops the operation of the motor generator 60 and operates only by the engine 80.
  • the motor generator 60 when the motor generator 60 is generating a large driving force, such as during acceleration when starting the vehicle, if the power cannot be supplied due to a lack of charge capacity, the driving force of the vehicle is started by starting the engine 80 or the like. May change suddenly.
  • the motor generator 60 is controlled based on the SOC of the capacitor 20 and the battery 40 with the following configuration.
  • FIG. 4 is a more detailed explanatory diagram of the charge / discharge map of the capacitor 20 according to the embodiment of the present invention.
  • FIG. 4 shows a state in which the SOC of the capacitor 20 is lowered and charging from the battery 40 to the capacitor 20 is performed.
  • the electric power of the capacitor 20 is consumed by the motor generator 60, and the SOC of the capacitor 20 gradually decreases.
  • the controller 50 controls the power converter 30 to charge the capacitor 20 with the power of the battery 40. To control.
  • the controller 100 controls the driving of the motor generator 60 based on the SOC of the capacitor 20.
  • controller 100 controls the driving force of motor generator 60 according to the driving force map shown in FIG.
  • FIG. 5 is an explanatory diagram showing an example of a driving force map of the motor generator 60 according to the embodiment of the present invention.
  • the SOC of the capacitor 20 is shown on the horizontal axis, and the upper limit value of the output of the motor generator 60 is shown on the vertical axis.
  • the driving force of the motor generator is set so that it can be output up to the upper limit of the set output of the motor generator 60.
  • the SOC of the capacitor 20 becomes less than XX2 (second predetermined value)
  • the upper limit value of the driving force of motor generator 60 is set so that the upper limit value of the output of motor generator 60 decreases as the SOC decreases.
  • the upper limit value of the output of the motor generator 60 is set to zero, that is, the motor generator 60 does not generate a driving force. In other words, the capacitor 20 is set not to consume power.
  • the controller 100 controls the motor generator 60 based on this driving force map. Thereby, for example, when the motor generator 60 is generating a large driving force, it is possible to prevent the driving force from being rapidly reduced due to a shortage of the charging capacity.
  • FIG. 6 is a flowchart of driving of the motor generator 60 and charging control from the battery 40 to the capacitor 20 executed by the controller 100 and the controller 50 according to the embodiment of the present invention.
  • the flowchart shown in FIG. 6 is executed in the controller 100 and the controller 50 at a predetermined cycle (for example, every 10 ms).
  • the controller 100 determines whether or not the driving force by the motor generator 60 is requested based on the state of the vehicle and the driving force request from the driver (step S10). If it is determined that the driving force by the motor generator 60 is not required, the processing according to this flowchart is terminated and the processing returns to other processing.
  • step S20 the controller 100 determines whether or not the SOC of the capacitor 20 exceeds the lower limit set in advance in the above-described control. Determine.
  • step S30 When the SOC of the capacitor 20 exceeds the lower limit value, the process proceeds to step S30, and the controller 50 supplies the electric power of the capacitor 20 to the motor generator 60 via the inverter 10.
  • step S 40 When the SOC of capacitor 20 is equal to or lower than the lower limit value, it is determined that the electric power of capacitor 20 is not sufficient to drive motor generator 60, the process proceeds to step S 40, and controller 50 moves from capacitor 20 to motor generator 60. Stop supplying power.
  • step S50 the controller 50 refers to the above-described charge / discharge map of FIG. 2A to determine whether the SOC of the capacitor 20 is less than x2 (first predetermined value).
  • the process proceeds to step S60, and the controller 50 starts charging the capacitor 20 with the power of the battery 40 via the power conversion device 30.
  • step S70 the controller 50 stops the control for charging the capacitor 20 with the electric power from the battery 40.
  • the motor generator 60 since the motor generator 60 is in a state in which no power can be supplied from either the battery 40 or the capacitor 20, the control of the driving force by the motor generator 60 is terminated.
  • step S60 or S70 After the process of step S60 or S70, the process according to this flowchart is terminated and the process returns to the other process.
  • step S60 the controller 100 refers to the obtained SOC of the capacitor 20 and the driving force map shown in FIG. 5, and when the SOC is less than XX2 (second predetermined value), the motor generator 60 The upper limit of the driving force is determined based on the driving force map shown in FIG. At this time, if the determined upper limit of the driving force of the motor generator 60 is less than the driving force requirement requested by the driver, the controller 100 drives the engine 80 to satisfy the requested driving force. To control.
  • the capacitor 20 when the power of the capacitor 20 is supplied to the motor generator 60, if the charging capacity of the capacitor 20 is insufficient, the capacitor 20 is charged by charging the capacitor 20 from the battery 40 as the second charging device. Motor generator 60 can be driven beyond the lower limit of possible power.
  • charging the capacitor 20 from the motor generator 60 if the charging capacity of the capacitor 20 reaches the upper limit, charging from the capacitor 20 to the battery 40 increases the upper limit of the power that the capacitor 20 can store. Since it can charge beyond, regenerative electric power can be collect
  • the capacitor 20 is composed of, for example, an electric double layer capacitor, and is capable of high power, high frequency charging / discharging and charging / discharging at a large depth, but has a smaller charging capacity around the volume than the battery 40. There are characteristics. On the other hand, the battery 40 can charge a large amount of electric power compared to the capacitor 20, but has a characteristic that it cannot charge / discharge with high output and high frequency or charge / discharge with a large depth.
  • Capacitor 20 is capable of high power, high frequency charging / discharging, and large depth charging / discharging. For example, when supplying a large amount of power in a short period of time, such as when starting or accelerating the vehicle, or when the vehicle is decelerating. For example, the capacitor 20 is used when charging a large regenerative power in a short time.
  • the motor generator 60 can be driven beyond the capacity that can be stored in the capacitor 20.
  • the capacitor 20 is charged first.
  • the upper limit of the power that can be stored in the capacitor 20 is small, for example, charging to the capacitor 20 may become an upper limit during deceleration. .
  • the regenerative power of the motor generator 60 can be recovered beyond the capacity that can be stored in the capacitor 20 by charging the battery 20 from the capacitor 20.
  • charge / discharge control can be performed without increasing the capacity of the capacitor 20 and the capacity of the battery 40.
  • a battery specialized in use such as a battery whose capacity is expanded by suppressing the upper limit of output can be selected. Can be reduced in size and cost can be reduced. Further, by reducing the size of the battery 40 and reducing the weight, fuel efficiency and loadability can be improved when the battery 40 is mounted on a vehicle.
  • the controller 100 performs driving and power generation of the motor generator 60 with the capacitor 20 via the inverter 10.
  • the charge / discharge system 1 includes the capacitor 20 and the battery 40 having different charge / discharge characteristics, but can be regarded as a system of only the single capacitor 20 from the inverter 10 and the controller 100 side that controls the capacitor 10.
  • the inverter 10 and the controller 100 have to switch control.
  • This switching is not required, and the controller 50 can perform robust control based on a single battery characteristic.
  • the upper limit value of the driving force output by the motor generator 60 decreases as the SOC decreases.
  • the battery 40 has been described as a lithium ion secondary battery.
  • the present invention is not limited to this, and other secondary batteries such as a lead storage battery and a nickel hydrogen battery may be used.
  • the capacitor 20 is not limited to an electric double layer capacitor, and other capacitors such as a lithium ion capacitor may be used.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

On décrit un système de charge/décharge équipé d'un premier et d'un second dispositif de charge pour alimenter en énergie un moteur-générateur, et pour charger en utilisant l'énergie produite par le moteur-générateur; d'un dispositif de conversion de puissance; et d'un dispositif de commande. Lorsque l'énergie chargée dans le premier dispositif de charge est transférée au moteur-générateur, et que la capacité de charge du premier dispositif de charge chute au-dessous d'une première valeur prescrite, le dispositif de commande commande le dispositif de conversion de puissance de manière à charger le premier dispositif de charge en utilisant l'énergie stockée dans le premier dispositif de charge, et lorsque la capacité de charge du premier dispositif de charge chute au-dessous d'une seconde valeur prescrite, réduit la puissance d'excitation du moteur-générateur en fonction de la capacité de charge.
PCT/JP2012/079253 2012-11-12 2012-11-12 Système de charge/décharge Ceased WO2014073107A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2012/079253 WO2014073107A1 (fr) 2012-11-12 2012-11-12 Système de charge/décharge

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2012/079253 WO2014073107A1 (fr) 2012-11-12 2012-11-12 Système de charge/décharge

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WO2014073107A1 true WO2014073107A1 (fr) 2014-05-15

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0795703A (ja) * 1993-09-24 1995-04-07 Toyota Motor Corp ハイブリッド車の発電制御装置
JPH0923512A (ja) * 1995-07-03 1997-01-21 Honda Motor Co Ltd 電動車両の制御装置
JP2004312926A (ja) * 2003-04-09 2004-11-04 Toyota Motor Corp 車両の制御装置および制御方法
JP2005160154A (ja) * 2003-11-21 2005-06-16 Toyota Industries Corp ハイブリッド車両の蓄電装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0795703A (ja) * 1993-09-24 1995-04-07 Toyota Motor Corp ハイブリッド車の発電制御装置
JPH0923512A (ja) * 1995-07-03 1997-01-21 Honda Motor Co Ltd 電動車両の制御装置
JP2004312926A (ja) * 2003-04-09 2004-11-04 Toyota Motor Corp 車両の制御装置および制御方法
JP2005160154A (ja) * 2003-11-21 2005-06-16 Toyota Industries Corp ハイブリッド車両の蓄電装置

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