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JP2010057291A - Power supply for vehicle - Google Patents

Power supply for vehicle Download PDF

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Publication number
JP2010057291A
JP2010057291A JP2008220441A JP2008220441A JP2010057291A JP 2010057291 A JP2010057291 A JP 2010057291A JP 2008220441 A JP2008220441 A JP 2008220441A JP 2008220441 A JP2008220441 A JP 2008220441A JP 2010057291 A JP2010057291 A JP 2010057291A
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battery
assembled battery
motor
vehicle
switching element
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Takeo Yoshikane
豪勇 吉兼
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Sanyo Electric Co Ltd
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Sanyo Electric Co Ltd
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    • 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

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To supply electric power from a travel battery to a motor in an ideal state by using a secondary battery of the travel battery in an optimum state. <P>SOLUTION: The power supply for a vehicle includes a travel battery 10 which supplies power to a motor 16 for travelling a vehicle, and a control circuit 20 for controlling the electric power supplied to the motor 16 from the travel battery 10. The travel battery 10 includes the first battery pack 11 and the second battery pack 12 which have different output characteristics. The control circuit 20 controls the electric power supplied to the motor 16 from the first battery pack 11 as well as the electric power supplied to the motor 16 from the second battery pack 12. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、電気自動車やハイブリッドカーに搭載されて、車両を走行させるモータに電力を供給する走行用バッテリを備えている車両用の電源装置に関する。   The present invention relates to a power supply device for a vehicle including a traveling battery that is mounted on an electric vehicle or a hybrid vehicle and supplies electric power to a motor that travels the vehicle.

車両用の電源装置は、走行用バッテリを備えている。走行用バッテリは多数の二次電池を直列に接続して出力電圧を高くしている。車両は、走行用バッテリから供給される電力でモータを駆動して車両を走行させる。ハイブリッドカーは、走行用バッテリから電力を供給するモータとエンジンで走行し、電気自動車はモータで走行する。走行用バッテリの二次電池をニッケル水素電池とする電源装置は開発されている。（特許文献１参照）   The power supply device for vehicles is provided with the battery for driving | running | working. A traveling battery has a large number of secondary batteries connected in series to increase the output voltage. A vehicle drives a motor with the electric power supplied from the battery for driving | running | working, and makes a vehicle drive | work. A hybrid car runs with a motor and an engine that supply power from a running battery, and an electric vehicle runs with a motor. A power supply device in which a secondary battery of a running battery is a nickel metal hydride battery has been developed. (See Patent Document 1)

ニッケル水素電池よりも高出力の二次電池として、リチウムイオン電池を使用する車両用の電源装置も開発されている。（特許文献２参照）
リチウムイオン電池の走行用バッテリは、ニッケル水素電池の走行用バッテリに比較して、瞬間的な出力も大きくできる。ただ、リチウムイオン電池は、ニッケル水素電池に比較して安全性の確保が難しく、安全性を考慮すると走行用バッテリを大容量にするのが難しい。 A power supply device for a vehicle using a lithium ion battery as a secondary battery having a higher output than a nickel metal hydride battery has been developed. (See Patent Document 2)
Compared with a nickel-metal hydride battery traveling battery, the traveling battery of a lithium ion battery can also increase the instantaneous output. However, it is difficult for lithium ion batteries to ensure safety compared to nickel metal hydride batteries, and considering the safety, it is difficult to increase the capacity of a traveling battery.

さらに、走行用バッテリと並列に静電容量の極めて大きいスーパーキャパシターを接続する車両用の電源装置も開発されている。この電源装置は、たとえば回生制動でスーパーキャパシターを充電し、充電された電力で車両を加速することができる。ただ、スーパーキャパシターは放電容量が制限されることから、モータの出力が制限される欠点がある。
特開２００４−０８０９１４号公報 特開２００８−０１６２２９号公報 Further, a power supply device for a vehicle has been developed in which a super capacitor having a very large capacitance is connected in parallel with the battery for traveling. This power supply device can charge a supercapacitor by regenerative braking, for example, and can accelerate a vehicle with the charged electric power. However, the supercapacitor has a drawback that the output of the motor is limited because the discharge capacity is limited.
JP 2004-080914 A JP 2008-016229 A

本発明は、以上の欠点を解決することを目的に開発されたものである。本発明の重要な目的は、異なった特性を持つ複数種類の走行用バッテリの二次電池を最適な状態で使用して、走行用バッテリからモータに理想的な状態で電力を供給できる車両用の電源装置を提供することにある。   The present invention has been developed for the purpose of solving the above drawbacks. An important object of the present invention is for a vehicle that can use a plurality of types of rechargeable battery rechargeable batteries having different characteristics in an optimal state and can supply power to the motor from the rechargeable battery in an ideal state. It is to provide a power supply device.

課題を解決するための手段及び発明の効果Means for Solving the Problems and Effects of the Invention

本発明の請求項１の車両用の電源装置は、車両を走行させるモータ１６に電力を供給する走行用バッテリ１０と、この走行用バッテリ１０からモータ１６に供給する電力を制御する制御回路２０、３０とを備えている。走行用バッテリ１０は、出力特性の異なる第１の組電池１１と第２の組電池１２とを備えている。制御回路２０、３０は、第１の組電池１１からモータ１６に供給する電力と、第２の組電池１２からモータ１６に供給する電力とを制御している。   A power supply device for a vehicle according to claim 1 of the present invention includes a traveling battery 10 that supplies electric power to a motor 16 that travels the vehicle, and a control circuit 20 that controls electric power supplied from the traveling battery 10 to the motor 16; 30. The traveling battery 10 includes a first assembled battery 11 and a second assembled battery 12 having different output characteristics. The control circuits 20 and 30 control power supplied from the first assembled battery 11 to the motor 16 and power supplied from the second assembled battery 12 to the motor 16.

以上の電源装置は、走行用バッテリの二次電池を最適な状態で使用して、走行用バッテリからモータに理想的な状態で電力を供給できる特徴が実現される。それは、この電源装置が、出力特性が異なる２組の組電池を備え、各々の組電池の出力を制御回路で制御してモータに供給するからである。   The power supply device described above is characterized in that the secondary battery of the traveling battery can be used in an optimal state and power can be supplied from the traveling battery to the motor in an ideal state. This is because the power supply device includes two sets of assembled batteries having different output characteristics, and the output of each assembled battery is controlled by a control circuit and supplied to the motor.

本発明の請求項２の車両用の電源装置は、車両を走行させるモータ１６に電力を供給する走行用バッテリ１０と、この走行用バッテリ１０からモータ１６に供給する電力を制御する制御回路２０、３０とを備えている。走行用バッテリ１０は、温度特性の異なる第１の組電池１１と第２の組電池１２とを備えている。制御回路２０、３０は、第１の組電池１１からモータ１６に供給する電力と、第２の組電池１２からモータ１６に供給する電力とを制御している。   A power supply device for a vehicle according to a second aspect of the present invention includes a traveling battery 10 that supplies electric power to a motor 16 that travels the vehicle, and a control circuit 20 that controls electric power supplied from the traveling battery 10 to the motor 16. 30. The traveling battery 10 includes a first assembled battery 11 and a second assembled battery 12 having different temperature characteristics. The control circuits 20 and 30 control power supplied from the first assembled battery 11 to the motor 16 and power supplied from the second assembled battery 12 to the motor 16.

以上の電源装置も、走行用バッテリの二次電池を最適な状態で使用して、走行用バッテリからモータに理想的な状態で電力を供給できる特徴が実現される。それは、この電源装置が、温度特性が異なる２組の組電池を備え、使用環境の温度でもって、各々の組電池の出力を制御回路で制御してモータに供給するからである。たとえば、低温環境においては低温特性に優れた組電池からモータに電力を供給することで、低温環境においても、走行用バッテリからモータに効率よく電力を供給できる。   The above power supply device also realizes a feature that power can be supplied from the traveling battery to the motor in an ideal state by using the secondary battery of the traveling battery in an optimal state. This is because the power supply device includes two sets of assembled batteries having different temperature characteristics, and supplies the motor with the output of each assembled battery controlled by the control circuit according to the temperature of the usage environment. For example, in a low temperature environment, power can be efficiently supplied from the battery for traveling to the motor even in a low temperature environment by supplying power to the motor from an assembled battery having excellent low temperature characteristics.

本発明の車両用の電源装置は、走行用バッテリ１０の第１の組電池１１を複数のニッケル水素電池で構成し、第２の組電池１２を複数のリチウムイオン電池で構成することができる。
以上の電源装置は、瞬間的に大出力が要求される状態ではリチウムイオン電池からモータに電力を供給してモータの出力を大きくでき、また、寒冷地で使用される低温特性においては、ニッケル水素電池からモータに電力を供給して、寒冷地においても走行用バッテリからモータに効率よく電力を供給できる。また、車両を長期間停止して走行用バッテリが充電されない状態では、自己放電の少ないリチウムイオン電池からモータに電力を供給して効率よくモータで走行できる。 In the power supply device for a vehicle of the present invention, the first assembled battery 11 of the traveling battery 10 can be composed of a plurality of nickel metal hydride batteries, and the second assembled battery 12 can be composed of a plurality of lithium ion batteries.
The above power supply device can increase the motor output by supplying power from the lithium-ion battery to the motor in a state where a large output is required instantaneously. Electric power can be supplied from the battery to the motor, and electric power can be efficiently supplied from the traveling battery to the motor even in cold regions. In addition, when the vehicle is stopped for a long period of time and the traveling battery is not charged, the motor can be efficiently driven by supplying electric power to the motor from a lithium ion battery with little self-discharge.

本発明の車両用の電源装置は、第１の組電池１１の出力側に接続してなる第１のＤＣ／ＤＣコンバータ３１Ａと、第２の組電池１２の出力側に接続してなる第２のＤＣ／ＤＣコンバータ３１Ｂとを備え、第１のＤＣ／ＤＣコンバータ３１Ａと第２のＤＣ／ＤＣコンバータ３１Ｂからの出力を、制御回路３０で制御することができる。   The power supply device for a vehicle according to the present invention includes a first DC / DC converter 31A connected to the output side of the first assembled battery 11 and a second DC connected to the output side of the second assembled battery 12. The DC / DC converter 31B is provided, and the output from the first DC / DC converter 31A and the second DC / DC converter 31B can be controlled by the control circuit 30.

以上の電源装置は、第１の組電池と第２の組電池の出力電圧をＤＣ／ＤＣコンバータで調整して出力するので、第１の組電池と第２の組電池の電圧が変動しても、制御回路でもって第１の組電池と第２の組電池から安定して所定の出力をモータに供給できる特徴がある。すなわち、第１の組電池と第２の組電池のいずれかの電圧が低下しても、低下した組電池からも安定してモータに電力を供給できる。   Since the above power supply device adjusts and outputs the output voltages of the first assembled battery and the second assembled battery with the DC / DC converter, the voltage of the first assembled battery and the second assembled battery varies. However, the control circuit can stably supply a predetermined output to the motor from the first assembled battery and the second assembled battery. That is, even if the voltage of one of the first assembled battery and the second assembled battery is reduced, power can be stably supplied to the motor from the lowered assembled battery.

本発明の車両用の電源装置は、第１の組電池１１の出力側に接続している第１のスイッチング素子２１Ａと、第２の組電池１２の出力側に接続している第２のスイッチング素子２１Ｂとを備え、制御回路２０が、第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂをオンオフに制御すると共に、オンオフに切り換えるデューティーを制御して、第１の組電池１１と第２の組電池１２からの出力を制御することができる。   The vehicle power supply device of the present invention includes a first switching element 21A connected to the output side of the first assembled battery 11 and a second switching connected to the output side of the second assembled battery 12. The control circuit 20 controls the first switching element 21A and the second switching element 21B to be turned on and off, and also controls the duty to be turned on and off to control the first assembled battery 11 and the second switching element 21B. The output from the assembled battery 12 can be controlled.

以上の電源装置は、簡単な回路構成で第１の組電池と第２の組電池からモータに電力を供給できる。また、第１のスイッチング素子と第２のスイッチング素子をオンオフに切り換えるデューティーを調整して、各々の組電池からモータへの電力供給をコントロールできる。   The above power supply device can supply electric power to the motor from the first assembled battery and the second assembled battery with a simple circuit configuration. Further, the power supply from each assembled battery to the motor can be controlled by adjusting the duty for switching on and off the first switching element and the second switching element.

以下、本発明の実施例を図面に基づいて説明する。ただし、以下に示す実施例は、本発明の技術思想を具体化するための車両用の電源装置を例示するものであって、本発明は車両用の電源装置を以下のものに特定しない。   Embodiments of the present invention will be described below with reference to the drawings. However, the embodiment described below exemplifies a vehicle power supply device for embodying the technical idea of the present invention, and the present invention does not specify the vehicle power supply device as follows.

さらに、この明細書は、特許請求の範囲を理解しやすいように、実施例に示される部材に対応する番号を、「特許請求の範囲」および「課題を解決するための手段の欄」に示される部材に付記している。ただ、特許請求の範囲に示される部材を、実施例の部材に特定するものでは決してない。   Further, in this specification, in order to facilitate understanding of the scope of claims, numbers corresponding to the members shown in the examples are indicated in the “claims” and “means for solving problems” sections. It is added to the members. However, the members shown in the claims are not limited to the members in the embodiments.

以下、ハイブリッドカーに搭載される車両用の電源装置を具体例として詳述する。ただし、本発明の車両用の電源装置は、エンジンを装備しない電気自動車に搭載することもできる。電気自動車は、回生制動によって走行用バッテリを充電するので、ハイブリッドカーと同じ回路構成として、走行用バッテリを充放電できる。   Hereinafter, a vehicle power supply device mounted on a hybrid car will be described in detail as a specific example. However, the vehicle power supply device of the present invention can be mounted on an electric vehicle not equipped with an engine. Since the electric vehicle charges the traveling battery by regenerative braking, the traveling battery can be charged and discharged with the same circuit configuration as the hybrid car.

［第１の実施例］
図１に示す車両用の電源装置は、車両を走行させるモータ１６に電力を供給する走行用バッテリ１０と、この走行用バッテリ１０からモータ１６に供給する電力を制御する制御回路２０とを備える。図の電源装置は、車両に搭載されるＤＣ／ＡＣインバータ１５を介して走行用バッテリ１０からモータ１６に電力を供給する。ＤＣ／ＡＣインバータ１５は、走行用バッテリ１０から供給される電力を三相交流に変換してモータ１６に供給し、また、モータ１６に併用される発電機１７や専用の発電機から供給される三相交流を走行用バッテリ１０を充電する電圧の直流に変換する。ＤＣ／ＡＣインバータ１５は、車両に搭載される車両側ＥＣＵ（図示せず）に制御されて、モータ１６を駆動し、あるいは発電して走行用バッテリ１０を充電する。車両側ＥＣＵは、車両を走行させるための入力、たとえばアクセルやブレーキからの信号と、電源装置の制御回路２０からの信号でＤＣ／ＡＣインバータ１５を制御して、モータ１６に電力を供給し、又は発電機１７からの電力を走行用バッテリ１０に供給する。 [First embodiment]
The vehicle power supply device shown in FIG. 1 includes a traveling battery 10 that supplies electric power to a motor 16 that drives the vehicle, and a control circuit 20 that controls electric power supplied from the traveling battery 10 to the motor 16. The power supply device shown in the figure supplies power from the traveling battery 10 to the motor 16 via a DC / AC inverter 15 mounted on the vehicle. The DC / AC inverter 15 converts the power supplied from the traveling battery 10 into a three-phase alternating current and supplies it to the motor 16. The DC / AC inverter 15 is also supplied from a generator 17 used together with the motor 16 or a dedicated generator. The three-phase alternating current is converted into a direct current of a voltage for charging the traveling battery 10. The DC / AC inverter 15 is controlled by a vehicle-side ECU (not shown) mounted on the vehicle to drive the motor 16 or generate power to charge the traveling battery 10. The vehicle side ECU supplies power to the motor 16 by controlling the DC / AC inverter 15 with an input for driving the vehicle, for example, a signal from an accelerator or a brake and a signal from the control circuit 20 of the power supply device, Alternatively, the electric power from the generator 17 is supplied to the traveling battery 10.

走行用バッテリ１０は、出力特性の異なる第１の組電池１１と第２の組電池１２とを備える。第１の組電池１１と第２の組電池１２は、温度特性が異なる組電池とすることもできる。たとえば、走行用バッテリ１０は、第１の組電池１１を複数のニッケル水素電池として、第２の組電池１２を複数のリチウムイオン電池とする。第１の組電池１１と第２の組電池１２は、出力電圧をほぼ等しく、たとえば１００Ｖ〜３００Ｖとする。たとえば、第１の組電池１１は２４０個のニッケル水素電池を直列に接続して出力電圧を２８８Ｖとし、第２の組電池１２は８０個のリチウムイオン電池を直列に接続して同じ２８８Ｖとしている。   The traveling battery 10 includes a first assembled battery 11 and a second assembled battery 12 having different output characteristics. The first assembled battery 11 and the second assembled battery 12 may be assembled batteries having different temperature characteristics. For example, the traveling battery 10 includes a first assembled battery 11 as a plurality of nickel metal hydride batteries and a second assembled battery 12 as a plurality of lithium ion batteries. The first assembled battery 11 and the second assembled battery 12 have substantially the same output voltage, for example, 100V to 300V. For example, the first assembled battery 11 has 240 nickel metal hydride batteries connected in series to have an output voltage of 288V, and the second assembled battery 12 has 80 lithium ion batteries connected in series to have the same 288V. .

ニッケル水素電池とリチウムイオン電池は出力特性が異なる。リチウムイオン電池は瞬間的なピーク電力を大きくできる。ニッケル水素電池は安全性が高く、高容量として出力容量を大きくできる。したがって、第１の組電池１１をニッケル水素電池として、第２の組電池１２をリチウムイオン電池とする走行用バッテリ１０は、ハイブリッドカーのエンジンを始動し、あるいは急加速するときにリチウムイオン電池である第２の組電池１２からモータ１６に電力を供給し、緩やかな加速のときや長い坂道を上るときにニッケル水素電池である第１の組電池１１からモータ１６に電力を供給する。すなわち、短時間の大出力が要求される状態では、第２の組電池１２のリチウムイオン電池からモータ１６に電力を供給し、長い時間の小出力が要求される状態では、第１の組電池１１のニッケル水素電池からモータ１６に電力を供給する。さらに、リチウムイオン電池は、ニッケル水素電池に比較して自己放電が少ない。このため、車両が長期間使用されない状態に放置されると、ニッケル水素電池からなる第１の組電池１１は、自己放電で残容量が小さくなる。ところが、リチウムイオン電池は自己放電が少ないので、この状態においても残容量はほとんど低下しない。したがって、長期間放置された車両は、第２の組電池１２のリチウムイオン電池で確実にエンジンを始動できる。   Nickel metal hydride batteries and lithium ion batteries have different output characteristics. Lithium ion batteries can increase instantaneous peak power. Nickel metal hydride batteries are highly safe and can increase output capacity as high capacity. Therefore, the traveling battery 10 in which the first assembled battery 11 is a nickel metal hydride battery and the second assembled battery 12 is a lithium ion battery is a lithium ion battery when the engine of the hybrid car is started or rapidly accelerated. Electric power is supplied from a certain second assembled battery 12 to the motor 16, and electric power is supplied to the motor 16 from the first assembled battery 11, which is a nickel metal hydride battery, during slow acceleration or when going up a long slope. That is, in a state where a large output for a short time is required, electric power is supplied from the lithium ion battery of the second assembled battery 12 to the motor 16, and in a state where a small output for a long time is required, the first assembled battery Electric power is supplied to the motor 16 from the 11 nickel metal hydride batteries. Furthermore, lithium ion batteries have less self-discharge than nickel metal hydride batteries. For this reason, when the vehicle is left unused for a long period of time, the remaining capacity of the first assembled battery 11 made of a nickel metal hydride battery is reduced by self-discharge. However, since the lithium ion battery has little self-discharge, the remaining capacity hardly decreases even in this state. Therefore, a vehicle that has been left for a long time can reliably start the engine with the lithium ion battery of the second assembled battery 12.

また、ニッケル水素電池とリチウムイオン電池は温度特性が異なる。ニッケル水素電池は、リチウムイオン電池よりも低温における出力が大きい。したがって、第１の組電池１１をニッケル水素電池として、第２の組電池１２をリチウムイオン電池とする走行用バッテリ１０は、寒冷地でハイブリッドカーのエンジンを始動するときには、第１の組電池１１のニッケル水素電池からモータ１６に電力を供給してエンジンを始動する。第１の組電池１１は放電によって加温されるが、加温された第１の組電池１１で第２の組電池１２を加温して、第２の組電池１２も使用できる状態にできる。第２の組電池１２が所定の温度まで加温された状態になると、モータ１６に要求される出力特性から第１の組電池１１と第２の組電池１２が選択される。   Further, the nickel hydrogen battery and the lithium ion battery have different temperature characteristics. The nickel metal hydride battery has a higher output at a lower temperature than the lithium ion battery. Therefore, the traveling battery 10 in which the first assembled battery 11 is a nickel metal hydride battery and the second assembled battery 12 is a lithium ion battery is used when the hybrid car engine is started in a cold region. The electric power is supplied from the nickel metal hydride battery to the motor 16 to start the engine. Although the 1st assembled battery 11 is heated by discharge, the 2nd assembled battery 12 can be warmed by the heated 1st assembled battery 11, and the 2nd assembled battery 12 can also be used. . When the second assembled battery 12 is heated to a predetermined temperature, the first assembled battery 11 and the second assembled battery 12 are selected from the output characteristics required for the motor 16.

図１の電源装置は、第１の組電池１１と第２の組電池１２の車両側にスイッチング素子２１を接続している。スイッチング素子２１はＦＥＴで、走行用バッテリ１０からモータ１６に電力を供給するのを制御する素子として接続している。スイッチング素子２１は、第１の組電池１１の出力側に接続している第１のスイッチング素子２１Ａと、第２の組電池１２の出力側に接続している第２のスイッチング素子２１Ｂとからなる。スイッチング素子２１は、ＩＧＢＴやパワーＭＯＳＦＥＴ等のパワートランジスタである。スイッチング素子２１は、オンオフに切り換えられるデューティーを変更して、組電池からモータ１６への供給電力をコントロールする。   In the power supply device of FIG. 1, a switching element 21 is connected to the vehicle side of the first assembled battery 11 and the second assembled battery 12. The switching element 21 is an FET, and is connected as an element for controlling the supply of electric power from the traveling battery 10 to the motor 16. The switching element 21 includes a first switching element 21A connected to the output side of the first assembled battery 11 and a second switching element 21B connected to the output side of the second assembled battery 12. . The switching element 21 is a power transistor such as an IGBT or a power MOSFET. The switching element 21 controls the power supplied from the assembled battery to the motor 16 by changing the duty that is switched on and off.

制御回路２０は、第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂをオンオフに制御すると共に、オンオフに切り換えるデューティーを制御して、第１の組電池１１と第２の組電池１２からの出力を制御する。図２は、制御回路２０が第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂをオンオフに制御して、モータ１６に供給する電力をコントロールする状態を示している。この図において、第１の領域は、第２のスイッチング素子２１Ｂをオフに保持して、第１のスイッチング素子２１Ａをオンオフに切り換えて、第１の組電池１１のニッケル水素電池からモータ１６に供給する電力をコントロールしている。第１のスイッチング素子２１Ａのデューティーが制御回路２０にコントロールされて、第１の組電池１１からモータ１６への供給電力はコントロールされる。第２のスイッチング素子２１Ｂはオフに保持されるので、第２の組電池１２のリチウムイオン電池からは、モータ１６には電力が供給されない。   The control circuit 20 controls on / off of the first switching element 21A and the second switching element 21B and also controls the duty to switch on / off, and outputs from the first assembled battery 11 and the second assembled battery 12 To control. FIG. 2 shows a state in which the control circuit 20 controls the power supplied to the motor 16 by controlling the first switching element 21A and the second switching element 21B on and off. In this figure, the first region holds the second switching element 21B off, switches the first switching element 21A on and off, and supplies the first assembled battery 11 from the nickel metal hydride battery to the motor 16. The power to control is controlled. The duty of the first switching element 21A is controlled by the control circuit 20, and the power supplied from the first assembled battery 11 to the motor 16 is controlled. Since the second switching element 21 </ b> B is held off, power is not supplied to the motor 16 from the lithium ion battery of the second assembled battery 12.

第２の領域は、第１のスイッチング素子２１Ａをオフに保持して、第２のスイッチング素子２１Ｂをオンオフに切り換えて、第２の組電池１２からモータ１６に供給する電力を制御している。第２のスイッチング素子２１Ｂのデューティーが制御回路２０にコントロールされて、第２の組電池１２のリチウムイオン電池からモータ１６への供給電力はコントロールされる。第１のスイッチング素子２１Ａはオフに保持されるので、第１の組電池１１のニッケル水素電池は放電されない。   The second region controls the electric power supplied from the second assembled battery 12 to the motor 16 by keeping the first switching element 21A off and switching the second switching element 21B on and off. The duty of the second switching element 21B is controlled by the control circuit 20, and the power supplied from the lithium ion battery of the second assembled battery 12 to the motor 16 is controlled. Since the first switching element 21A is held off, the nickel metal hydride battery of the first assembled battery 11 is not discharged.

さらに、第３の領域は、第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂの両方をオンオフに切り換えて、第１の組電池１１と第２の組電池１２からモータ１６に供給する電力をコントロールしている。第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂとは、同時にはオンに切り換えられず、いずれかをオンに切り換えて、第１の組電池１１と第２の組電池１２から時分割に電力を供給する。第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂとをタイミングをずらせてオンに切り換える回路構成は、第１の組電池１１と第２の組電池１２とに電圧差が発生しても、両方の組電池からモータ１６に電力を供給できる。この状態においても、第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂのデューティーを制御回路２０で制御して、第１の組電池１１と第２の組電池１２からモータ１６への供給電力をコントロールできる。   Further, in the third region, the power supplied from the first assembled battery 11 and the second assembled battery 12 to the motor 16 is switched on and off both of the first switching element 21A and the second switching element 21B. Controlling. The first switching element 21A and the second switching element 21B are not switched on at the same time, but are switched on to power from the first assembled battery 11 and the second assembled battery 12 in a time-sharing manner. Supply. The circuit configuration in which the first switching element 21A and the second switching element 21B are switched on with the timing shifted is both the case where a voltage difference occurs between the first assembled battery 11 and the second assembled battery 12. Power can be supplied to the motor 16 from the assembled battery. Even in this state, the control circuit 20 controls the duty of the first switching element 21A and the second switching element 21B, and the power supplied from the first assembled battery 11 and the second assembled battery 12 to the motor 16 is reduced. I can control it.

図１の電源装置は、制御回路２０でもって、第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂをオンオフに切り換えて、第１の組電池１１と第２の組電池１２からモータ１６に供給する電力をコントロールする。また、この図の電源装置は、第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂとをオンオフに制御して、ＤＣ／ＡＣインバータ１５から供給される各々の組電池の充電電流もコントロールする。第１のスイッチング素子２１Ａをオンにして第１の組電池１１を充電し、第２のスイッチング素子２１Ｂをオンにして第２の組電池１２を充電する。各々の組電池を充電する状態においても、制御回路２０は第１のスイッチング素子２１Ａと第２のスイッチング素子２１Ｂとを同時にはオンに切り換えない。第１の組電池１１を充電するときは、第２のスイッチング素子２１Ｂをオフにして第１のスイッチング素子２１Ａをオンに切り換える。第２の組電池１２を充電するときは、第１のスイッチング素子２１Ａをオフにして第２のスイッチング素子２１Ｂをオンに切り換える。各々の組電池を充電するとき、制御回路２０はスイッチング素子２１をオンオフに切り換えることなく、連続してオン状態に保持して組電池を充電する。ただし、スイッチング素子をオンオフに切り換えて、充電電流をコントロールすることもできる。   1 supplies the motor 16 from the first assembled battery 11 and the second assembled battery 12 with the control circuit 20 switching the first switching element 21A and the second switching element 21B on and off. To control the power. Further, the power supply device of this figure controls the charging current of each assembled battery supplied from the DC / AC inverter 15 by controlling the first switching element 21A and the second switching element 21B on and off. The first switching element 21A is turned on to charge the first assembled battery 11, and the second switching element 21B is turned on to charge the second assembled battery 12. Even in the state where each assembled battery is charged, the control circuit 20 does not turn on the first switching element 21A and the second switching element 21B at the same time. When charging the first assembled battery 11, the second switching element 21B is turned off and the first switching element 21A is turned on. When charging the second assembled battery 12, the first switching element 21A is turned off and the second switching element 21B is turned on. When charging each assembled battery, the control circuit 20 charges the assembled battery by keeping the switching element 21 on and off continuously without switching the switching element 21 on and off. However, the charging current can also be controlled by switching the switching element on and off.

［第２の実施例］
第１の組電池１１と第２の組電池１２は充放電されて電圧差が発生する。ニッケル水素電池からなる第１の組電池１１は、残容量に対する電圧変化が小さく、リチウムイオン電池からなる第２の組電池１２は残容量に対する電圧差が大きい。また、第１の組電池１１と第２の組電池１２とは、各々を最適な状態で放電されるので、残容量は等しくならない。したがって、第１の組電池１１と第２の組電池１２は、定格電圧を等しくしても、使用される状態では常に等しくはならない。 [Second Embodiment]
The first assembled battery 11 and the second assembled battery 12 are charged and discharged to generate a voltage difference. The first assembled battery 11 made of a nickel metal hydride battery has a small voltage change with respect to the remaining capacity, and the second assembled battery 12 made of a lithium ion battery has a large voltage difference with respect to the remaining capacity. Further, since the first assembled battery 11 and the second assembled battery 12 are discharged in an optimum state, the remaining capacities are not equal. Therefore, even if the first assembled battery 11 and the second assembled battery 12 have the same rated voltage, they are not always equal in the state in which they are used.

図３の電源装置は、各々の組電池の出力電圧を、一定の電圧に安定化して出力するＤＣ／ＤＣコンバータ３１を備える。第１の組電池１１の出力側には第１のＤＣ／ＤＣコンバータ３１Ａを接続している。第２の組電池１２の出力側には、第２のＤＣ／ＤＣコンバータ３１Ｂを接続している。第１のＤＣ／ＤＣコンバータ３１Ａと第２のＤＣ／ＤＣコンバータ３１Ｂは出力電圧を安定化して同じ電圧としている。この電源装置は、第１のＤＣ／ＤＣコンバータ３１Ａと第２のＤＣ／ＤＣコンバータ３１Ｂからの出力を制御回路３０で制御して、第１の組電池１１と第２の組電池１２からモータ１６への供給電力をコントロールしている。   The power supply apparatus of FIG. 3 includes a DC / DC converter 31 that stabilizes and outputs the output voltage of each assembled battery to a constant voltage. A first DC / DC converter 31 </ b> A is connected to the output side of the first assembled battery 11. A second DC / DC converter 31B is connected to the output side of the second assembled battery 12. The first DC / DC converter 31A and the second DC / DC converter 31B stabilize the output voltage to the same voltage. In this power supply device, the control circuit 30 controls the outputs from the first DC / DC converter 31A and the second DC / DC converter 31B, and the motor 16 is driven from the first assembled battery 11 and the second assembled battery 12. The power supplied to the is controlled.

制御回路３０が第２のＤＣ／ＤＣコンバータ３１Ｂを動作状態としないで、第１のＤＣ／ＤＣコンバータ３１Ａを動作状態とするとき、第１の組電池１１のニッケル水素電池からモータ１６に電力が供給される。反対に、第１のＤＣ／ＤＣコンバータ３１Ａを動作状態としないで、第２のＤＣ／ＤＣコンバータ３１Ｂを動作状態として、第２の組電池１２のリチウムイオン電池からモータ１６に電力を供給できる。さらに、制御回路３０が第１のＤＣ／ＤＣコンバータ３１Ａと第２のＤＣ／ＤＣコンバータ３１Ｂの両方を動作状態として、第１の組電池１１と第２の組電池１２の両方からモータ１６に電力を供給できる。両方のＤＣ／ＤＣコンバータ３１を動作状態として、第１の組電池１１と第２の組電池１２からモータ１６に電力を供給するとき、各々のＤＣ／ＤＣコンバータ３１の出力を制御回路３０でコントロールして、第１の組電池１１と第２の組電池１２からモータ１６に供給する電力比をコントロールすることができる。第１のＤＣ／ＤＣコンバータ３１Ａと第２のＤＣ／ＤＣコンバータ３１Ｂが、電圧を変換する出力トランスの１次側に接続しているスイッチング素子をオンオフに切り換えるデューティーを変更して、出力をコントロールしているからである。   When the control circuit 30 does not set the second DC / DC converter 31B to the operating state and sets the first DC / DC converter 31A to the operating state, power is supplied from the nickel metal hydride battery of the first assembled battery 11 to the motor 16. Supplied. On the contrary, the first DC / DC converter 31A is not in the operating state, and the second DC / DC converter 31B is in the operating state, so that power can be supplied from the lithium ion battery of the second assembled battery 12 to the motor 16. Further, the control circuit 30 sets both the first DC / DC converter 31A and the second DC / DC converter 31B in an operating state, and power is supplied to the motor 16 from both the first assembled battery 11 and the second assembled battery 12. Can supply. When power is supplied from the first assembled battery 11 and the second assembled battery 12 to the motor 16 with both the DC / DC converters 31 operating, the control circuit 30 controls the output of each DC / DC converter 31. Thus, the power ratio supplied from the first assembled battery 11 and the second assembled battery 12 to the motor 16 can be controlled. The first DC / DC converter 31A and the second DC / DC converter 31B change the duty for switching on and off the switching element connected to the primary side of the output transformer that converts the voltage to control the output. Because.

したがって、図３の電源装置は、ＤＣ／ＤＣコンバータ３１の出力をコントロールして、第１の組電池１１と第２の組電池１２からモータ１６に供給する電力比を最適値にコントロールすることができる。また、この電源装置は、第１の組電池１１と第２の組電池１２の出力を一定の電圧に安定化して出力するので、残容量によって第１の組電池１１と第２の組電池１２の電圧差が発生しても、第１の組電池１１と第２の組電池１２から理想的な状態でモータ１６に電力を供給できる。   3 can control the output of the DC / DC converter 31 to control the power ratio supplied from the first assembled battery 11 and the second assembled battery 12 to the motor 16 to an optimum value. it can. Moreover, since this power supply device stabilizes and outputs the outputs of the first assembled battery 11 and the second assembled battery 12 to a constant voltage, the first assembled battery 11 and the second assembled battery 12 are used depending on the remaining capacity. Even if this voltage difference occurs, electric power can be supplied to the motor 16 from the first assembled battery 11 and the second assembled battery 12 in an ideal state.

図３の電源装置は、制御回路３０にコントロールされて、第１の組電池１１と第２の組電池１２の充電を制御する充電回路３２を備えている。充電回路３２は、第１の組電池１１の充電を制御する第１の充電回路３２Ａと、第２の組電池１２の充電を制御する第２の充電回路３２Ｂとからなる。第１の充電回路３２Ａと第２の充電回路３２Ｂは、第１の組電池１１と第２の組電池１２の残容量が設定範囲となるように、各々の組電池の充電をコントロールする。第１の組電池１１の残容量が少なくなると、第１の充電回路３２Ａが第１の組電池１１を充電し、また、第２の組電池１２の残容量が少なくなると、第２の充電回路３２Ｂが第２の組電池１２を充電する。各々の充電回路３２は、各々の組電池の残容量を設定範囲とするように充電を制御する。   The power supply apparatus of FIG. 3 includes a charging circuit 32 that is controlled by the control circuit 30 to control charging of the first assembled battery 11 and the second assembled battery 12. The charging circuit 32 includes a first charging circuit 32 </ b> A that controls charging of the first assembled battery 11, and a second charging circuit 32 </ b> B that controls charging of the second assembled battery 12. The first charging circuit 32A and the second charging circuit 32B control charging of each assembled battery so that the remaining capacities of the first assembled battery 11 and the second assembled battery 12 fall within a set range. When the remaining capacity of the first assembled battery 11 decreases, the first charging circuit 32A charges the first assembled battery 11, and when the remaining capacity of the second assembled battery 12 decreases, the second charging circuit. 32B charges the second assembled battery 12. Each charging circuit 32 controls charging so that the remaining capacity of each assembled battery is within a set range.

車両は、回生制動で組電池を充電し、またエンジンで組電池を充電する。組電池を充電するときは、モータ１６に電力を供給しない。いいかえると、モータ１６で駆動する必要があるタイミングで、組電池は充電されない。各々の組電池の残容量が設定範囲より小さくなると、充電できるタイミングにおいて、各々の組電池が充電される。このとき、第１の組電池１１と第２の組電池１２は、いずれの組電池の充電が最適であるか、すなわち、残容量が設定範囲にあるかどうかを制御回路３０で判定して、第１の組電池１１と第２の組電池１２の充電が調整される。各々の充電回路３２は、組電池の残容量が設定値になると充電を停止する。   A vehicle charges an assembled battery by regenerative braking, and charges an assembled battery by an engine. When charging the assembled battery, power is not supplied to the motor 16. In other words, the assembled battery is not charged at the timing at which the motor 16 needs to be driven. When the remaining capacity of each assembled battery becomes smaller than the set range, each assembled battery is charged at a chargeable timing. At this time, in the first assembled battery 11 and the second assembled battery 12, the control circuit 30 determines which of the assembled batteries is optimally charged, that is, whether the remaining capacity is within the set range, Charging of the first assembled battery 11 and the second assembled battery 12 is adjusted. Each charging circuit 32 stops charging when the remaining capacity of the assembled battery reaches a set value.

本発明の一実施例にかかる車両用の組電池の概略構成図である。It is a schematic block diagram of the assembled battery for vehicles concerning one Example of this invention. 図１に示す電源装置の制御回路が第１のスイッチング素子と第２のスイッチング素子をオンオフに制御する状態を示すタイミングチャート図である。FIG. 3 is a timing chart showing a state in which the control circuit of the power supply device shown in FIG. 1 controls the first switching element and the second switching element to be turned on and off. 本発明の他の実施例にかかる車両用の組電池の概略構成図である。It is a schematic block diagram of the assembled battery for vehicles concerning the other Example of this invention.

符号の説明Explanation of symbols

１０…走行用バッテリ
１１…第１の組電池
１２…第２の組電池
１５…ＤＣ／ＡＣインバータ
１６…モータ
１７…発電機
２０…制御回路
２１…スイッチング素子 ２１Ａ…第１のスイッチング素子
２１Ｂ…第２のスイッチング素子
３０…制御回路
３１…ＤＣ／ＤＣコンバータ ３１Ａ…第１のＤＣ／ＤＣコンバータ
３１Ｂ…第２のＤＣ／ＤＣコンバータ
３２…充電回路 ３２Ａ…第１の充電回路
３２Ｂ…第２の充電回路 DESCRIPTION OF SYMBOLS 10 ... Battery for driving | running 11 ... 1st assembled battery 12 ... 2nd assembled battery 15 ... DC / AC inverter 16 ... Motor 17 ... Generator 20 ... Control circuit 21 ... Switching element 21A ... 1st switching element
21B ... 2nd switching element 30 ... Control circuit 31 ... DC / DC converter 31A ... 1st DC / DC converter
31B ... Second DC / DC converter 32 ... Charging circuit 32A ... First charging circuit
32B ... Second charging circuit

Claims (5)

車両を走行させるモータ(16)に電力を供給する走行用バッテリ(10)と、この走行用バッテリ(10)からモータ(16)に供給する電力を制御する制御回路(20)、(30)とを備える車両用の電源装置であって、
前記走行用バッテリ(10)が、出力特性の異なる第１の組電池(11)と第２の組電池(12)とを備え、前記制御回路(20)、(30)が、第１の組電池(11)からモータ(16)に供給する電力と、第２の組電池(12)からモータ(16)に供給する電力とを制御するようにしてなる車両用の電源装置。 A traveling battery (10) for supplying electric power to a motor (16) for driving the vehicle, and control circuits (20), (30) for controlling electric power supplied from the traveling battery (10) to the motor (16); A power supply device for a vehicle comprising:
The traveling battery (10) includes a first assembled battery (11) and a second assembled battery (12) having different output characteristics, and the control circuits (20), (30) are provided in the first assembled battery. A vehicle power supply apparatus configured to control electric power supplied from the battery (11) to the motor (16) and electric power supplied from the second assembled battery (12) to the motor (16). 車両を走行させるモータ(16)に電力を供給する走行用バッテリ(10)と、この走行用バッテリ(10)からモータ(16)に供給する電力を制御する制御回路(20)、(30)とを備える車両用の電源装置であって、
前記走行用バッテリ(10)が、温度特性の異なる第１の組電池(11)と第２の組電池(12)とを備え、前記制御回路(20)、(30)が、第１の組電池(11)からモータ(16)に供給する電力と、第２の組電池(12)からモータ(16)に供給する電力とを制御するようにしてなる車両用の電源装置。 A traveling battery (10) for supplying electric power to a motor (16) for driving the vehicle, and control circuits (20), (30) for controlling electric power supplied from the traveling battery (10) to the motor (16); A power supply device for a vehicle comprising:
The traveling battery (10) includes a first assembled battery (11) and a second assembled battery (12) having different temperature characteristics, and the control circuits (20) and (30) are provided in the first assembled battery. A vehicle power supply apparatus configured to control electric power supplied from the battery (11) to the motor (16) and electric power supplied from the second assembled battery (12) to the motor (16). 前記走行用バッテリ(10)の第１の組電池(11)が複数のニッケル水素電池からなり、第２の組電池(12)が複数のリチウムイオン電池からなる請求項１又は２に記載される車両用の電源装置。   The first assembled battery (11) of the traveling battery (10) is composed of a plurality of nickel metal hydride batteries, and the second assembled battery (12) is composed of a plurality of lithium ion batteries. Power supply device for vehicles. 前記第１の組電池(11)の出力側に接続してなる第１のＤＣ／ＤＣコンバータ(31A)と、前記第２の組電池(12)の出力側に接続してなる第２のＤＣ／ＤＣコンバータ(31B)とを備え、第１のＤＣ／ＤＣコンバータ(31A)と第２のＤＣ／ＤＣコンバータ(31B)からの出力が、前記制御回路(30)で制御されるようにしてなる請求項１又は２に記載される車両用の電源装置。   A first DC / DC converter (31A) connected to the output side of the first assembled battery (11) and a second DC connected to the output side of the second assembled battery (12) / DC converter (31B), and the outputs from the first DC / DC converter (31A) and the second DC / DC converter (31B) are controlled by the control circuit (30). The power supply device for vehicles according to claim 1 or 2. 前記第１の組電池(11)の出力側に接続している第１のスイッチング素子(21A)と、前記第２の組電池(12)の出力側に接続している第２のスイッチング素子(21B)とを備え、前記制御回路(20)、(30)が、第１のスイッチング素子(21A)と第２のスイッチング素子(21B)をオンオフに制御すると共に、オンオフに切り換えるデューティーを制御して、第１の組電池(11)と第２の組電池(12)からの出力を制御するようにしてなる請求項１又は２に記載される車両用の電源装置。   The first switching element (21A) connected to the output side of the first assembled battery (11) and the second switching element (21A) connected to the output side of the second assembled battery (12) 21B), and the control circuits (20) and (30) control the first switching element (21A) and the second switching element (21B) to be turned on and off, and control the duty to be turned on and off. The vehicle power supply device according to claim 1 or 2, wherein outputs from the first assembled battery (11) and the second assembled battery (12) are controlled.
JP2008220441A 2008-08-28 2008-08-28 Power supply for vehicle Pending JP2010057291A (en)

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JP2010220354A (en) * 2009-03-16 2010-09-30 Denso Corp Onboard power supply
WO2012105754A2 (en) * 2011-01-31 2012-08-09 주식회사 에코카 Energy recovery method and device for an electrical motorbike
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WO2023231485A1 (en) * 2022-05-31 2023-12-07 比亚迪股份有限公司 Battery circuit and vehicle
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