WO2023188139A1 - Power source management device for electric vehicle - Google Patents

Abstract

This power source management device for an electric vehicle is provided with a contactor for electrically connecting, or cutting off connection between, an auxiliary battery and a drive battery. The power source management device comprises: a state management unit comprising a state determination unit for determining either ignition ON or auto ACC, and an information acquisition unit for acquiring opening/closing information about an opening/closing member; and a connection management unit comprising a connection determination unit for determining whether the contactor can be connected on the basis of the determination results of the state determination unit and acquired information of the information acquisition unit, and an elapsed period determination unit for determining whether a period for which the connection determination unit has determined connection to be possible has exceeded a predetermined period. The contactor electrically connects the auxiliary battery and the drive battery if the elapsed period determination unit has determined the predetermined period to have been exceeded.

Description

Electric vehicle power management device

The present disclosure relates to a power management device for an electric vehicle.

Patent Document 1 discloses a power supply control device that includes a relay that electrically connects a high-power battery and a low-power battery, a power switch, and a controller that controls on/off of the relay. In such a power supply control device, when the power supply position is in the second state (this state is referred to as auto ACC), the relay is on, and power is supplied from the high-power battery to the low-power battery via the relay. Further, when the power source position is in the third state (this state is referred to as ignition on), the relay is on, and power is supplied from the high-power battery to the low-power battery via the relay.

International Publication No. 2021/220340

By the way, since the first state (power off) and the second state (auto ACC) can be switched by a simple operation, there is a risk that the relay (contactor) may continuously repeat electrical connection and disconnection depending on the operation.

In view of the above circumstances, it is an object of at least one embodiment of the present invention to provide a power management device for an electric vehicle that can suppress the number of times a contactor continuously repeats electrical connection and disconnection. .

(1) A power management device for an electric vehicle according to at least one embodiment of the present invention is a power management device for an electric vehicle that includes a contactor that electrically connects or disconnects an auxiliary battery and a driving battery. , a state management unit provided with a state determination section that determines whether the ignition is on or auto ACC, and an information acquisition section that acquires opening/closing information of an opening/closing member; a determination result of the state determination section and information acquired by the information acquisition section; a connection determination unit that determines whether or not the contactor can be connected based on the connection determination unit; and an elapsed period determination unit that determines whether or not a period during which the connection determination unit determines that connection is possible exceeds a predetermined period. and a management unit, and the contactor electrically connects the auxiliary battery and the drive battery when the elapsed period determining section determines that the predetermined period has exceeded.

According to the configuration (1) above, the contactor does not electrically connect the drive battery and the auxiliary battery until the period in which the connection determination unit determines that connection is possible exceeds a predetermined period. It is possible to suppress the number of times that electrical connection and disconnection are continuously repeated.

(2) In some embodiments, in the configuration of (1) above, the display management unit includes a display management unit connected to a display device, and when the connection determination unit determines that connection is not possible, the display management unit Displaying the opening information of the opening/closing member on the display.

According to the configuration (2) above, the user can see by looking at the display that the reason for the electrical disconnection between the auxiliary battery and the drive battery is due to the opening/closing member being opened.

(3) In some embodiments, in the configuration of (1) or (2) above, when the connection determination unit determines that connection is possible, power can be supplied from the drive battery to the auxiliary battery. It is equipped with a DC-DC converter.

According to the configuration (3) above, when the auxiliary battery and the drive battery are electrically connected, power can be supplied from the drive battery to the auxiliary battery.

(4) In some embodiments, in the configuration of any one of (1) to (3) above, the opening/closing member is an engine hood.

According to the configuration (4) above, when the engine hood is opened, the auxiliary battery and the drive battery are electrically disconnected, so the cooling fan operates with the power supplied from the drive battery to the engine compartment. Even if a rotating device such as the above is installed, the risk of being caught in the rotating body can be suppressed.

(5) In some embodiments, in the configuration of any one of (1) to (4) above, the opening/closing member is a tailgate.

According to the configuration (5) above, when the tailgate is opened, the auxiliary equipment battery and the drive battery are electrically disconnected, so the auxiliary equipment battery is installed under the floor of the cargo compartment, and the battery for the auxiliary equipment is installed under the floor of the cargo compartment. Even when the auxiliary battery is accessible, the risk of electric shock due to the high voltage current supplied from the drive battery to the auxiliary battery can be suppressed.

(6) In some embodiments, in the configuration of any one of (1) to (5) above, the opening/closing member is a rear door.

According to the configuration (6) above, when the rear door is opened, the auxiliary battery and the drive battery are electrically disconnected, so the drive battery is installed under the rear seat, and the drive battery is connected from the rear seat to the drive battery. Even if the device is accessible, the risk of electric shock due to the high voltage current supplied from the drive battery to the external device can be suppressed.

According to at least one embodiment of the present invention, it is possible to suppress the number of times the contactor continuously repeats electrical connection and disconnection.

1 is a block diagram schematically showing a power management device for an electric vehicle according to a first embodiment; FIG. 2 is a flowchart schematically showing the operation contents of the power management device for an electric vehicle according to the first embodiment. FIG. 2 is a block diagram schematically showing a power management device for an electric vehicle according to a second embodiment. 7 is a flowchart schematically showing the operation details of the power management device for an electric vehicle according to the second embodiment.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the components described as the embodiments or shown in the drawings are not intended to limit the scope of the present invention thereto, and are merely illustrative examples. do not have.

[Embodiment 1]
[Configuration of power management device]
FIG. 1 is a block diagram schematically showing a power management device 1A for an electric vehicle according to the first embodiment.
A power management device 1A for an electric vehicle according to the first embodiment is employed in an electric vehicle such as an electric vehicle, a hybrid vehicle, or a plug-in hybrid vehicle. The plug-in hybrid vehicle can be externally charged and externally supplied with power, and is equipped with the electric vehicle power management device 1A according to the first embodiment.

As shown in FIG. 1, the electric vehicle includes a contactor 7 that electrically connects or disconnects the drive battery 3 and the auxiliary battery 5. A DC/DC converter 9 is provided between the contactor 7 and the auxiliary battery 5. The DCDC converter 9 is for converting the voltage of the driving battery 3 into a voltage that can be supplied to the auxiliary battery 5, and the driving battery 3 and the auxiliary battery 5 are electrically connected by the contactor 7. It is activated when the drive battery 3 and the auxiliary battery 5 are electrically cut off by the contactor 7, and is stopped when the contactor 7 electrically cuts off the drive battery 3 and the auxiliary battery 5.

The electric vehicle power management device 1A includes a state management unit 11 and a connection management unit 13. The state management unit 11 and the connection management unit 13 each include a processor (not shown), a ROM (Read Only Memory), and a RAM (Random Access Memory (not shown), and an input interface (not shown). An auxiliary battery 5 is connected to the state management unit 11 and the connection management unit 13, and power is constantly supplied to the state management unit 11 and the connection management unit 13 from the auxiliary battery 5.

The state management unit 11 is provided with a state determination section 15 that determines whether the ignition is on or auto ACC, and an information acquisition section 17 that acquires opening/closing information of the opening/closing member. Ignition on means that the ignition power is on; for example, pressing the power switch twice turns it on, and pressing it once again turns it off. Auto ACC is a state in which the accessory power is automatically turned on. For example, when the door is unlocked using the keyless operation key system, Auto ACC is turned on, and after the door is locked using the keyless operation key system, the auto ACC is turned on. It turns off when the specified time has elapsed. The opening/closing members are, for example, the front door, the engine hood 51, the tailgate 53, and the rear door 55, and in this embodiment, the engine hood 51, the tailgate 53, and the rear door 55 are particularly targeted. The tailgate 53 also includes a trunk lid.

The connection management unit 13 is provided with a connection determination section 19 and a period determination section 21. The connection determination unit 19 is a part that determines whether or not the contactor 7 can be connected based on the determination result of the status determination unit 15 and the acquired information of the information acquisition unit 17, and the status determination unit 15 determines whether the ignition is on or auto ACC, In addition, when the information acquisition unit 17 acquires the closing information of the opening/closing member, it is determined that the connection is possible, and when the information acquisition unit 17 acquires the opening information of the opening/closing member, it is determined that the connection is not possible. The connection determination unit 19 according to the present embodiment determines that connection is not possible when the information acquisition unit 17 acquires the opening information of at least one of the engine hood 51, the tailgate 53, or the rear door 55, and acquires the opening information of the front door. Even if the connection is not possible. The reason why it is determined that the connection is not possible when the opening information of the engine hood 51 is obtained is that the opening of the engine hood 51 is considered to be a sign of access to a rotating body such as a cooling fan installed in the engine room. The reason why it is determined that connection is not possible when information on the opening of the tailgate 53 is obtained is because the opening of the tailgate 53 is considered to be a sign of access to the auxiliary battery 5 installed in the luggage compartment. The reason why it is determined that the connection is not possible when the opening information of the rear door 55 is obtained is that the opening of the rear door 55 is considered to be a sign of access to the drive battery 3 installed in the rear seat.

The connection determination unit 19 outputs a cutoff request to the contactor 7 when determining that connection is not possible. Thereby, the contactor 7 electrically disconnects the drive battery 3 and the auxiliary battery 5 when the connection determination unit 19 determines that the connection is not possible.

The period determining unit 21 is a part that determines whether the period during which the connection determining unit 19 determines that connection is possible exceeds a predetermined period. The predetermined period is, for example, the time required for loading and unloading cargo, and can be set arbitrarily. The period determination unit 21 outputs a connection request to the contactor 7 when the connection determination unit 19 determines that the period in which connection is possible exceeds a predetermined period. Thereby, the contactor 7 electrically connects the driving battery 3 and the auxiliary battery 5 when the period determining unit 21 determines that the predetermined period has exceeded.

[Operation of power management device 1A]
FIG. 2 is a flowchart schematically showing the operation contents of the electric vehicle power management device 1A according to the first embodiment.
In the power management device 1A for an electric vehicle according to the first embodiment, power is constantly supplied from the auxiliary battery 5 to the state management unit 11 and the connection management unit 13. As a result, in the state management unit 11, the state determination section 15 monitors the ignition or auto ACC, and the information acquisition section 17 acquires the opening/closing information of the opening/closing member. On the other hand, in the connection management unit 13, a connection determination section 19 determines whether or not the contactor 7 can be connected.

When the ignition is turned on or the auto ACC is turned on, the connection determination section 19 determines whether or not the contactor 7 can be connected based on the determination result of the state determination section 15 and the acquired information of the information acquisition section 17. Specifically, as shown in FIG. 2, the determination result of the state determination unit 15 is that the ignition is on or the auto ACC is on (step S11: Yes), and the information acquired by the information acquisition unit 17 is all closed (step S13: Yes), the connection determination unit 19 determines that connection is possible. Then, when the period in which the connection determination section 19 determines that connection is possible exceeds a predetermined period, the period determination section 21 determines that the period has exceeded the predetermined period (step S15: Yes), and the period determination section 21 determines that the period has exceeded the predetermined period. A connection request is output to the contactor 7 (step S17). When a connection request is input to the contactor 7, the contactor 7 electrically connects the drive battery 3 and the auxiliary battery 5. As a result, the DCDC converter 9 is activated, and the electric power charged in the drive battery 3 is converted into voltage by the DCDC converter 9 and supplied to the auxiliary battery 5. Thereby, the auxiliary battery 5 is charged.

On the other hand, even if the determination result of the state determination unit 15 is that the ignition is on or the auto ACC is on (step S11: Yes), if at least one of the acquired information of the information acquisition unit 17 is open (step S13: No), The connection determination unit 19 determines that connection is not possible. As a result, even if the connection determination unit 19 determines that the connection is possible (step S13: Yes), if the connection determination unit 19 determines that the connection is not possible before the predetermined period expires (step S13: No), the period determination The unit 21 never outputs a connection request to the contactor 7. Therefore, for example, even if the opening/closing member is repeatedly opened and closed for loading and unloading cargo, etc., a connection request is output to the contactor 7 until the period during which the connection determination section 19 determines that connection is possible exceeds a predetermined period. There's nothing to do.

On the other hand, even if the determination result of the state determination unit 15 is that the ignition is on or the auto ACC is on (step S11: Yes), if at least one of the acquired information of the information acquisition unit 17 is open (step S13: No), the connection determination is performed. The connection determination unit 19 determines that the connection is not possible, and outputs a cutoff request to the contactor 7 (step S19). When a cutoff request is input to the contactor 7, the contactor 7 electrically cuts off the drive battery 3 and the auxiliary battery 5. As a result, the DCDC converter 9 is stopped.

Further, when the ignition is turned off and the auto ACC is turned off, the judgment result of the state judgment unit 15 is that the ignition is turned off and the auto ACC is turned off (step S21: No), and the connection judgment unit 19 judges that connection is not possible, and the connection judgment unit 19 outputs a cutoff request to the contactor 7 (step S19). When a cutoff request is input to the contactor 7, the contactor 7 electrically cuts off the drive battery 3 and the auxiliary battery 5. As a result, the DCDC converter 9 is stopped.

[effect]
According to the power management device 1A for an electric vehicle according to the first embodiment, the contactor 7 connects the drive battery 3 and the auxiliary battery 5 until the period in which the connection determination unit 19 determines that connection is possible exceeds a predetermined period. Since the contactor 7 is not electrically connected to the contactor 7, the number of times the contactor 7 continuously repeats electrical connection and disconnection can be suppressed.

In addition, when the opening/closing member is opened, the driving battery 3 and the auxiliary battery 5 are electrically cut off, so even if you accidentally access dangerous objects such as parts that carry high voltage current, you will not get an electric shock or the motor will rotate. It can reduce the risk of getting caught in the body. This makes electric vehicles safer.

For example, when the opening/closing member is the engine hood 51, opening the engine hood 51 electrically cuts off the drive battery 3 and the auxiliary battery 5, so that the power supplied from the drive battery 3 to the engine room is Even if a rotating device such as a cooling fan operated by electric power is installed, the risk of being caught in the rotating body can be suppressed.

For example, when the opening/closing member is the tailgate 53, opening the tailgate 53 electrically cuts off the drive battery 3 and the auxiliary battery 5, so the auxiliary battery 5 is located under the floor of the cargo compartment. Even if the auxiliary battery 5 is installed and accessible from the luggage compartment, the risk of electric shock due to the high voltage current supplied from the drive battery 3 to the auxiliary battery 5 can be suppressed.

For example, when the opening/closing member is the rear door 55, opening the rear door 55 electrically cuts off the driving battery 3 and the auxiliary battery 5, so the driving battery 3 is installed under the rear seat, and the driving battery 3 is installed under the rear seat. Even when the driving battery 3 is accessible from the outside, the risk of electric shock due to the high voltage current supplied from the driving battery 3 to external equipment can be suppressed.

[Embodiment 2]
[Configuration of power management device]
FIG. 3 is a block diagram schematically showing a power management device 1B for an electric vehicle according to the second embodiment. The configurations of the state management unit 11 of the power management device 1B for an electric vehicle according to the second embodiment and the connection determination unit 19 of the connection management unit 13 are the same as the state management unit 11 of the power management device 1B for an electric vehicle according to the first embodiment, and the connection determination section 19 of the connection management unit 13.

As shown in FIG. 3, the connection management unit 13 is provided with a connection failure reason identification unit 23. The connection failure reason identifying unit 23 identifies the reason when the connection determination unit 19 determines that connection is not possible. For example, when the connection determination unit 19 determines that connection is not possible, the connection failure reason determination unit identifies the reason for connection failure based on the determination result of the status determination unit 15 and the acquired information of the information acquisition unit 17. do. For example, when the information obtained by the information acquisition unit 17 indicates that the opening/closing member is open, the connection failure reason specifying unit 23 identifies the reason for the connection failure as “opening/closing member opening”. The connection failure reason determination unit according to the present embodiment also identifies the opening/closing member that is open when the information acquisition unit 17 acquires opening information for at least one of the engine hood 51, the tailgate 53, or the rear door 55. . In other words, it is specified that one of "engine hood 51 is open," "tailgate 53 is open," and "rear door 55 is open."

The connection failure reason identification unit 23 according to the present embodiment counts the number of times the connection determination unit 19 has made the connection failure, and when the number of times has exceeded a predetermined number, identifies the reason why the connection has been made impossible.

The power management device 1B for an electric vehicle according to the present embodiment includes a display management unit 25 in addition to the state management unit 11 and the connection management unit 13. The display management unit 25 includes a processor (not shown) consisting of an arithmetic unit, a register for storing instructions and information, peripheral circuits, etc., and a memory (not shown) such as ROM (Read Only Memory) and RAM (Random Access Memory). (not shown) and an input interface (not shown). An auxiliary battery 5 is connected to the display management unit 25, and power is supplied from the auxiliary battery 5 to the display management unit 25.

A display 27 is connected to the display management unit 25, and a connection failure reason display section 29 is provided. The display device 27 is, for example, a multi-information display 33 provided on the meter 31, and the connection failure reason display section 29 causes the display device 27 to display the reason for the connection failure specified by the connection failure reason specifying section 23. In this embodiment, for example, if the reason for connection failure is "open engine hood 51", the message "The auxiliary battery has not been charged for a while. Please close the hood." is displayed on the display 27. Display. Similarly, if the reason for the connection failure is "the tailgate 53 is open", the message "The auxiliary battery has not been charged for a while. Please close the tailgate." is displayed on the display 27. If the reason for the inability to connect is "open rear door 55", the message "The auxiliary battery has not been charged for a while. Please close the rear seat door." is displayed on the display 27.

[Operation of power management device 1B]
FIG. 4 is a flowchart schematically showing the operation contents of the electric vehicle power management device 1B according to the second embodiment. The operation of the state management unit 11 of the power management device 1B for an electric vehicle according to the second embodiment and the connection determination unit 19 of the connection management unit 13 is the same as that of the state management unit 11 of the power management device 1A for an electric vehicle according to the first embodiment. and the connection determination section 19 of the connection management unit 13.

As shown in FIG. 4, when the connection determining unit 19 determines that connection is not possible (Step S31; Yes), the connection failure reason specifying unit 23 counts the number of times (Step S33). If the number of times is equal to or greater than a predetermined number (step S35: Yes), the connection failure reason specifying unit 23 specifies the reason for the last connection failure (steps S37, S39). For example, when the connection failure reason specifying unit 23 identifies the reason for connection failure as the open engine hood (step S37: Yes), the connection failure reason display unit 29 displays a message A on the display 27 (“The auxiliary equipment battery will not be charged for a while. "Please close the bonnet.") is displayed (step S41). Similarly, when the reason for the connection failure is specified as "the tailgate 53 is open" (step S39: Yes), the connection failure reason display unit 29 displays message B (``The auxiliary battery has not been charged for a while. Please close the tailgate.'' (Step S43), and when the reason for the connection failure is specified as ``Rear door 55 open'' (Step S39: No), the connection failure reason display section 29 displays the display 27. Message C (``The auxiliary battery has not been charged for a while. Please close the rear seat door.'') is displayed on the screen (S45).

[effect]
According to the power management device 1B for an electric vehicle according to the second embodiment, when the connection determination unit 19 determines that connection is not possible, the display 27 displays the opening information of the opening/closing member, so that the user does not have to look at the display 27. This shows that the reason for the electrical disconnection between the driving battery 3 and the auxiliary battery 5 is the opening of the opening/closing member.

1A, 1B Power management device 3 Drive battery 5 Auxiliary battery 7 Contactor 9 DCDC converter 11 Status management unit 13 Connection management unit 15 Status determination unit 17 Information acquisition unit 19 Connection determination unit 21 Period determination unit 23 Connection failure reason identification unit 25 Display management unit 27 Display 29 Unable to connect reason display section 31 Meter 33 Multi-information display 51 Engine hood (opening/closing member)
53 Tailgate (opening/closing member)
55 Rear door (opening/closing member)

Claims (6)

A power management device for an electric vehicle, comprising a contactor that electrically connects or disconnects an auxiliary battery and a driving battery,
a state management unit provided with a state determination unit that determines whether the ignition is on or auto ACC; and an information acquisition unit that acquires opening/closing information of an opening/closing member;
a connection determination unit that determines whether or not the contactor can be connected based on the determination result of the state determination unit and the acquired information of the information acquisition unit; and a connection management unit provided with an elapsed period determination unit that determines whether or not the connection has been completed.
The contactor electrically connects the auxiliary battery and the driving battery when the elapsed period determining section determines that a predetermined period has exceeded.
Power management device for electric vehicles. Equipped with a display management unit to which a display is connected,
The display management unit causes the display to display opening information of the opening/closing member when the connection determination unit determines that connection is not possible.
The power management device for an electric vehicle according to claim 1. comprising a DC-DC converter that enables power to be supplied from the drive battery to the auxiliary battery when the connection determination unit determines that connection is possible;
The power management device for an electric vehicle according to claim 1 or 2. The power management device for an electric vehicle according to any one of claims 1 to 3, wherein the opening/closing member is an engine hood. The power management device for an electric vehicle according to any one of claims 1 to 4, wherein the opening/closing member is a tailgate. The power management device for an electric vehicle according to any one of claims 1 to 5, wherein the opening/closing member is a rear door.

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