CN112640251A - Control method for power supply system of moving body, and power supply system of moving body - Google Patents

Control method for power supply system of moving body, and power supply system of moving body Download PDF

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Publication number
CN112640251A
CN112640251A CN201980058516.2A CN201980058516A CN112640251A CN 112640251 A CN112640251 A CN 112640251A CN 201980058516 A CN201980058516 A CN 201980058516A CN 112640251 A CN112640251 A CN 112640251A
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China
Prior art keywords
power storage
storage devices
current
storage device
abnormal
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CN201980058516.2A
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Chinese (zh)
Inventor
白石刚之
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GS Yuasa International Ltd
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GS Yuasa International Ltd
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Priority claimed from PCT/JP2019/036486 external-priority patent/WO2020059732A1/en
Publication of CN112640251A publication Critical patent/CN112640251A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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]
    • B60L58/15—Preventing overcharging
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00302—Overcharge protection
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
    • 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
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • 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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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Protection Of Static Devices (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Secondary Cells (AREA)

Abstract

The present invention provides a control method of a power supply system of a moving body, and a power supply system of a moving body, the power supply system including: a plurality of power storage devices connected to a mobile load and connected in parallel to each other; and a current cutoff device provided for each of the power storage devices, and configured to cut off a current of the power storage device, the control method including: detecting an abnormality of each of the power storage devices; and a step of setting the current interrupting device of at least one of the power storage devices to an energized state when all of the power storage devices are abnormal.

Description

Control method for power supply system of moving body, and power supply system of moving body
Technical Field
The present invention relates to a power supply system for a mobile body.
Background
At present, automatic brake systems and automatic driving techniques are actively developed by automobile manufacturers. The trend toward electrification of such vehicles (moving bodies) has further increased the importance of power supply devices for vehicles. As a power source of a vehicle, power supply based on one lead storage device and an alternator is still mainstream at present. When a power storage device suddenly malfunctions or a wire harness connected to an external terminal drops, there is a case where power supply to a vehicle is interrupted, and therefore it is required to connect two power storage devices in parallel so as to have redundancy. The following document 1 describes a vehicle power supply device including a control device, an electrical load, a main relay, a starter, an alternator, a lead-acid battery, a nickel-hydrogen rechargeable battery, and the like.
Prior art documents
Patent document
Patent document 1: japanese laid-open patent publication No. 2015-67042
Disclosure of Invention
Problems to be solved by the invention
In order to ensure safety, the power storage device may be provided with a current interruption device that interrupts current when an abnormality such as overcharge occurs. For example, in a power supply system in which two power storage devices are connected in parallel, when one of the two power storage devices becomes abnormal, even if the current of the one power storage device is cut off, the supply of electric power to the vehicle can be continued by the other power storage device.
However, when the current is cut off at a point of time when the other power storage device becomes abnormal, both power storage devices are in a state of being cut off, and the supply of electric power to the vehicle is interrupted.
Conventionally, control in the case where all the power storage devices (two power storage devices in the above example) are abnormal has not been sufficiently studied.
The present invention has been made in view of the above circumstances, and an object thereof is to be able to cope with power supply accompanying a sudden load change of a mobile body even if all of a plurality of power storage devices connected in parallel are abnormal.
Means for solving the problems
A method for controlling a power supply system of a mobile body, the power supply system comprising: a plurality of power storage devices connected to a mobile load and connected in parallel to each other; and a current cutoff device provided for each of the power storage devices, and configured to cut off a current of the power storage device, the control method including: detecting an abnormality of each of the power storage devices; and a step of setting the current interrupting device of at least one of the power storage devices to an energized state when all of the power storage devices are abnormal.
A power supply system for a mobile body, comprising: a plurality of power storage devices connected to a mobile load and connected in parallel to each other; a current cutoff device provided for each of the power storage devices and configured to cut off a current of the power storage device; and a control unit that sets the current cutoff device of at least one of the power storage devices to an energized state when all of the power storage devices are abnormal.
Effects of the invention
Even if all of the plurality of power storage devices connected in parallel are abnormal, the power supply device can cope with a sudden load change of the mobile body.
Drawings
Fig. 1 is a side view of a vehicle according to embodiment 1.
Fig. 2 is a block diagram of a power supply system.
Fig. 3 is a block diagram showing an electrical configuration of the power storage device.
Fig. 4 is an exploded perspective view of the power storage device.
Fig. 5A is a plan view of the secondary battery.
Fig. 5B is a sectional view taken along line a-a of fig. 5A.
Fig. 6 is a diagram showing a charging curve of the secondary battery.
Fig. 7 is a sequence diagram of charging control of the power supply system.
Fig. 8 is a sequence diagram of charging control in the power supply system according to embodiment 2.
Fig. 9 is a block diagram of a power supply system according to embodiment 3.
Fig. 10 is a flowchart of the process of limiting the charge amount Q according to embodiment 4.
Fig. 11 is a block diagram of a power supply system of other embodiments.
Detailed Description
(1) A method for controlling a power supply system of a mobile body, the power supply system comprising: a plurality of power storage devices connected to a mobile load and connected in parallel to each other; and a current cutoff device provided for each of the power storage devices, and configured to cut off a current of the power storage device, the control method including: detecting an abnormality of each of the power storage devices; and a step of setting the current interrupting device of at least one of the power storage devices to an energized state when all of the power storage devices are abnormal.
When the power storage device is abnormal, a general idea is to cut off the current by setting the current cut-off device to a cut-off state to secure the safety of the power storage device.
In this method, contrary to the conventional concept of securing safety of the power storage devices by current interruption, when all the power storage devices are abnormal, at least one current interruption device is set to the energized state. Since at least one of the power storage devices is connected to the mobile body even after an abnormality by setting at least one of the current blocking devices to the energized state, power supply accompanying a sudden load change of the mobile body can be handled as compared with a case where none of the power storage devices is connected to the mobile body.
(2) The method for controlling the power supply system of the mobile body may include: when some of the power storage devices are abnormal, the current cutoff device of the power storage device that becomes abnormal is turned off, and the current cutoff device of the power storage device that does not become abnormal maintains the energized state.
In this method, even after a part of the power storage devices are disconnected, the other power storage devices can maintain the connection with the mobile body. When the abnormality is overcharging, the connection with the mobile body is maintained, so that the charging can be continued by another power storage device that has not been overcharged.
(3) In the power supply system of the mobile body, when all of the power storage devices are abnormal, which of the current blocking devices of the power storage devices is to be set to the energized state may be determined based on the type of abnormality of each of the power storage devices.
When the power storage device is abnormal, if the current interrupting device of the power storage device is set to the energized state, the power storage device may become completely unusable. However, the possibility that the power storage device becomes completely unusable differs depending on the type of abnormality. In this method, which of the power storage devices has its current blocking device in the energized state is determined based on the type of abnormality, so that the possibility that the power storage device becomes completely unusable can be reduced as compared with a case where the determination is made without depending on the type of abnormality.
(4) Each of the power storage devices may include a power storage element and a management unit that manages the power storage element, and when all of the power storage devices are abnormal, the current blocking device of the power storage device that is abnormal in the power storage element may be turned off, and the current blocking device of the power storage device that is abnormal in the management unit may be turned on.
The abnormality of the management unit is less likely to cause the power storage device to become completely unusable when the current blocking device is set to the energized state than when the power storage element is abnormal. In this method, since the current interrupt device of the power storage device that is in an abnormal state of the management unit is set to the energized state, the possibility that the power storage device will become completely unusable can be reduced as compared with the case where the current interrupt device of the power storage device that is in an abnormal state of the power storage element is set to the energized state.
(5) The abnormality may include overcharge, and the control method of the power supply system of the mobile body may set the current cut-off device of the power storage device that is overcharged to a cut-off state and set the current cut-off device of the power storage device that is abnormal other than overcharge to a conduction state when all of the power storage devices are abnormal.
When the charging is continued, the time until the overcharged power storage device reaches the voltage at which the battery performance is lost is shorter than that of the other abnormal power storage device. If the time is short, the battery performance may be lost before the mobile unit stops. For example, if the battery performance is lost, the control unit of the power supply system, the brake system, the power steering apparatus, and the like are not supplied with electric power, and the mobile unit may not be able to be safely stopped. The hazard lamps also fail to illuminate due to the loss of battery performance. Therefore, when all the power storage devices are abnormal, it is not desirable to set the current cutoff device of the overcharged power storage device in the energized state and set the current cutoff device of the abnormal power storage device other than the overcharged power storage device in the cutoff state in order to safely stop the mobile body.
In this method, when the charging is continued, the charging can be accepted by the power storage device that is not overcharged. By receiving the voltage from the power storage device that is not overcharged, the time until the power storage device reaches the voltage at which the battery performance is lost becomes longer than the time when the charging current is received from the overcharged power storage device, and therefore the time until the mobile object can be safely stopped can be ensured.
(6) The abnormality may include overcharge, and the control method of the power supply system of the mobile body may set the current cut-off devices of at least two power storage devices including the power storage device that has been abnormal last to be in a conduction state when all the power storage devices have been abnormal and when the abnormality of the power storage device that has been abnormal last is overcharge.
Even when all the power storage devices are abnormal, it is desirable to secure a time until the mobile object can be safely stopped and to take measures.
In this method, when the abnormality of the power storage device that has finally become abnormal is overcharged, the current cutoff devices of at least two power storage devices including the power storage device that has finally become abnormal are set to the energized state, and when charging is continued after overcharging, the charging current can be shared and received by the at least two power storage devices. By sharing the reception of the charge current by at least two power storage devices, the voltage rise of each power storage device becomes slower than the case where the charge current is received only by one power storage device that has finally become abnormal (overcharged). Therefore, the time until the last abnormal (overcharged) power storage device reaches the voltage at which the battery performance is lost becomes long, and therefore, the time until the mobile unit can be safely stopped can be ensured.
(7) The abnormality may be overcharge, and the control method of the power supply system may set the current interrupting devices of at least two of the power storage devices to an energized state when all of the power storage devices are overcharged.
Even when all the power storage devices are overcharged, it is desirable to secure a time until the mobile object can be safely stopped, and to take measures against the overcharge.
In this method, when charging is continued after overcharging by setting at least two current cut-off devices to an energized state, the charging current can be shared and received by at least two power storage devices. By sharing the reception of the charging current by at least two power storage devices, the voltage rise of each power storage device becomes slower than in the case where the charging current is received by only one power storage device. Therefore, the time until each power storage device reaches the voltage at which the battery performance is lost becomes long, and therefore, the time until the mobile unit can be safely stopped can be ensured.
(8) The control method of the power supply system may also include the steps of: when all of the power storage devices are overcharged, the current cut-off devices of the power storage devices other than the power storage device that has finally become overcharged are switched from a cut-off state to an energized state, and the current cut-off devices of the power storage devices that have finally become overcharged maintain the energized state.
In this method, since the connection between the power storage device and the mobile body is maintained even after all the power storage devices are overcharged, it is possible to cope with the supply of power to the mobile body in response to a sudden load change. Since all the power storage devices share the charge current after all the power storage devices are overcharged, it is possible to suppress a voltage rise of the power storage devices and ensure a time until the mobile object can be safely stopped.
(9) The control method of the power supply system may further include: and a warning step of requesting the mobile body to stop the vehicle when all the power storage devices are abnormal.
In this method, after all the power storage devices become abnormal, it is possible to suppress the driver from continuing to travel without noticing the abnormality and to prompt the driver to stop the mobile body.
(10) The control method of the power supply system may also include the steps of: when the engine is stopped after the mobile unit is stopped, the current cutoff devices of all the power storage devices are set to a cutoff state to prohibit the use of all the power storage devices.
In this method, after all the power storage devices become abnormal, the time until the mobile unit stops safely can be secured by maintaining the connection between the power storage devices and the mobile unit, and the power storage devices that become abnormal can be prohibited from being used after the mobile unit stops and the engine stops.
(11) The control method of the power supply system may also include the steps of: when the charge capacity of any one of the power storage devices in which the current cutoff device is not in the energized state exceeds a limit capacity after all of the power storage devices become abnormal and the current cutoff device of at least one of the power storage devices is brought into the energized state, the corresponding current cutoff device is brought into a cutoff state, and the current of the power storage device exceeding the limit capacity is cut off.
In this method, after all the power storage devices become abnormal and the current cutoff device of at least one power storage device is set to the energized state, the current is cut off when the charged electric energy of any one of the power storage devices exceeds the limit electric energy, and therefore, the power storage devices can be prevented from being charged beyond the limit electric energy. By determining the limit electric quantity as a range in which the electric storage device can maintain the battery performance, it is possible to suppress the electric storage device from losing the battery performance due to charging.
< embodiment 1>
1. Description of Power supply System 30 of vehicle
As shown in fig. 1, the vehicle 10 is an engine-driven vehicle, and includes an engine starting device 21 such as a starter motor and a power supply system 30. The vehicle 10 is an example of a mobile body. Although not shown in fig. 1, an alternator 23 as a vehicle generator and an electric load 25 are mounted on the vehicle 10 in addition to the engine starting device 21. The electrical load 25 is rated at 12V, and may be exemplified by an air conditioner, a sound, a car navigation system, and the like.
Fig. 2 is a block diagram showing an electrical configuration of a power supply system 30 of the vehicle.
Power supply system 30 includes a1 st power storage device 50A, a2 nd power storage device 50B, a vehicle ECU (Electronic Control Unit)31, and a DC-DC converter 35. The vehicle ECU31 is an example of the control unit. The 1 st power storage device 50A and the 2 nd power storage device 50B are examples of power storage devices.
The 1 st power storage device 50A includes a1 st current interrupting device 53A, a1 st battery pack 60A, and a1 st management device 100A, and the 2 nd power storage device 50B includes a2 nd current interrupting device 53B, a2 nd battery pack 60B, and a2 nd management device 100B. The 1 st power storage device 50A and the 2 nd power storage device 50B are rated at 12V. The 1 st assembled battery 60A is an example of a1 st power storage unit, and the 2 nd assembled battery 60B is an example of a2 nd power storage unit.
Power line 37 is connected to 1 st power storage device 50A. The engine starting device 21, the alternator 23, and the electrical load 25 are connected to the 1 st power storage device 50A via the power line 37. The engine starter 21 and the electrical load 25 are examples of vehicle loads.
The 2 nd power storage device 50B is connected to the 1 st power storage device 50A via a DC-DC converter 35. DC-DC converter 35 is a bidirectional DC-DC converter capable of controlling charging and discharging of power storage device 2B. DC-DC converter 35 is an adjusting device that controls charging and discharging of power storage device 2B. The adjusting device may be a device other than the DC-DC converter.
Vehicle ECU31 is communicably connected to 1 st power storage device 50A, 2 nd power storage device 50B, and DC-DC converter 35. Vehicle ECU31 is a control unit of power supply system 30, and includes CPU32 and memory 33. Vehicle ECU31 receives monitoring data from each of power storage devices 50A and 50B at a constant cycle. CPU32 controls DC-DC converter 35 according to the state of power storage devices 50A and 50B, thereby controlling charging and discharging of power storage devices 50A and 50B. The memory 33 stores a program for executing charge and discharge control.
Vehicle ECU31 can obtain information on the operating state of the engine and the traveling state of vehicle 10 from another vehicle ECU that controls the engine (driving device) of vehicle 10.
DC-DC converter 35 can control the supply of electric power from power storage device 50B to electrical load 25 by controlling the voltage at point a on the load side. The voltage at the point a is higher than the output voltage of the alternator 23, whereby power can be supplied to the electrical load 25, and the voltage at the point a is lower than the output voltage of the alternator 23, whereby power supply to the electrical load 25 can be stopped (discharge control).
DC-DC converter 35 can control the supply of electric power to power storage device 50B by controlling the voltage at point B on the power storage device side. The voltage at point B is higher than the output voltage of power storage device 2 50B, whereby power can be supplied from alternator 23 to power storage device 2B via power line 37, and the voltage at point B is lower than the output voltage of power storage device 2B, whereby power supply to power storage device 2B can be stopped (charge control).
By connecting the two power storage devices 50A, 50B in parallel, even when an abnormality occurs in one power storage device (for example, the 1 st power storage device 50A: the main power storage device), the supply of electric power to the vehicle 10 can be continued by the other power storage device (for example, the 2 nd power storage device 50B: the auxiliary power storage device), and the power supply of the vehicle 10 can be provided with redundancy.
Fig. 3 is a block diagram showing an electrical configuration of the 1 st power storage device 50A. The 1 st power storage device 50A includes a1 st current interrupting device 53A, a1 st battery pack 60A, a current sensor 54, a1 st management device 100A, a temperature sensor 115, and a connector 57. The current sensor 54, the 1 st management device 100A, and the temperature sensor 115 are examples of the management unit.
The 1 st current blocking device 53A, the 1 st battery pack 60A, and the current sensor 54 are connected in series via power lines 55P, 55N. Power line 55P is a power line connecting positive external terminal 51 to the positive electrode of 1 st assembled battery 60A. The power line 55N is a power line connecting the negative external terminal 52 to the negative electrode of the 1 st cell group 60A. The 1 st current interrupting device 53A is located on the positive electrode side of the 1 st cell group 60A, and is provided on the power line 55P on the positive electrode side. The current sensor 54 is located on the negative electrode side of the 1 st cell group 60A, and is provided on the negative electrode power line 55N.
The 1 st current interrupting device 53A may be constituted by a contact switch (mechanical type) such as a relay, or a semiconductor switch such as an FET or a transistor. By the 1 st current cut-off device 53A being cut off, the 1 st power storage device 50A is disconnected from the power line 37 of the vehicle 10, and the current is cut off. By the energization of 1 st current blocking device 53A, 1 st power storage device 50B is connected to power line 37, and can supply electric power to vehicle 10.
The current sensor 54 measures the current I [ a ] of the 1 st assembled battery 60A. The temperature sensor 115 measures the temperature [ ° c ] of the 1 st battery pack 60A by contact or noncontact.
The 1 st management device 100A is provided in the circuit board unit 65. The 1 st management device 100A includes a voltage detection circuit 110 and a processing unit 120. The voltage detection circuit 110 is connected to both ends of each secondary battery 62 (an example of an electric storage element) via signal lines, and measures the battery voltage V [ V ] of each secondary battery 62 and the total voltage VB of the 1 st battery pack 60A. The total voltage VB [ V ] of the 1 st battery pack 60A is the total voltage of the four secondary batteries 62 connected in series.
The processing unit 120 includes a CPU121 having an arithmetic function, a memory 123 as a storage unit, and a communication unit 125. The processing unit 120 monitors the current I of the 1 st battery pack 60A, the voltage V of each secondary battery 62, the total voltage VB of the 1 st battery pack 60A, and the temperature based on the outputs of the current sensor 54, the voltage detection circuit 110, and the temperature sensor 115.
The memory 123 is a nonvolatile storage medium such as a flash memory or an EEPROM. The memory 123 stores a monitoring program for monitoring the state of the 1 st assembled battery 60A and data necessary for executing the monitoring program. Connector 57 is provided to connect 1 st power storage device 50A to vehicle ECU 31.
As shown in fig. 4, the 1 st power storage device 50A includes a housing 71. The housing 71 includes a main body 73 made of a synthetic resin material and a lid 74. The main body 73 has a bottomed cylindrical shape. The main body 73 includes a bottom surface 75 and four side surfaces 76. An upper opening 77 is formed at the upper end by the four side surface portions 76.
The housing 71 houses the 1 st battery pack 60A and the circuit board unit 65. The 1 st battery pack 60A has 12 secondary batteries 62. The 12 secondary batteries 62 are connected in series in parallel 3 and 4. The circuit board unit 65 is disposed above the 1 st assembled battery 60A. The block diagram of fig. 3 represents three secondary batteries 62 connected in parallel by one battery symbol.
The lid 74 closes the upper opening 77 of the main body 73. An outer peripheral wall 78 is provided around the lid 74. The lid 74 has a substantially T-shaped projection 79 in a plan view. The positive external terminal 51 is fixed to one corner of the front portion of the lid 74, and the negative external terminal 52 is fixed to the other corner.
As shown in fig. 5A and 5B, the secondary battery 62 houses an electrode body 83 together with a nonaqueous electrolyte in a case 82 having a rectangular parallelepiped shape. The secondary battery 62 is, for example, a lithium ion secondary battery. The housing 82 includes a housing main body 84 and a cover 85 for closing an upper opening thereof.
Although not shown in detail, in the electrode body 83, a separator made of a porous resin film is disposed between a negative electrode element made of a copper foil and coated with an active material and a positive electrode element made of an aluminum foil and coated with an active material. Both of them are in a band shape, and are wound in a flat shape so as to be accommodated in the case main body 84 in a state where the negative electrode element and the positive electrode element are shifted in position from each other in the width direction with respect to the separator.
The positive electrode terminal 87 is connected to the positive electrode element via a positive electrode current collector 86, and the negative electrode terminal 89 is connected to the negative electrode element via a negative electrode current collector 88. The positive electrode current collector 86 and the negative electrode current collector 88 are each composed of a flat base portion 90 and a leg portion 91 extending from the base portion 90. The base portion 90 has a through hole. The leg 91 is connected to the positive electrode element or the negative electrode element. The positive electrode terminal 87 and the negative electrode terminal 89 are composed of a terminal body 92 and a shaft 93 projecting downward from the center of the lower surface thereof. The terminal main body 92 and the shaft 93 of the positive electrode terminal 87 are integrally formed of aluminum (single material). In the negative electrode terminal 89, the terminal main body 92 is made of aluminum and the shaft 93 is made of copper, and these are assembled. The terminal main body portions 92 of the positive electrode terminal 87 and the negative electrode terminal 89 are disposed at both ends of the cover 85 with spacers 94 made of an insulating material interposed therebetween, and are exposed outward from the spacers 94.
The cap 85 has a pressure relief valve 95. As shown in fig. 5A, the pressure relief valve 95 is located between the positive terminal 87 and the negative terminal 89. When the internal pressure of the housing 82 exceeds the limit value, the pressure release valve 95 releases the internal pressure of the housing 82, and the internal pressure of the housing 82 is reduced.
The 2 nd power storage device 50B includes a2 nd battery pack 60B, a2 nd current interrupting device 53B, a current sensor 54, a2 nd management device 100B, and a temperature sensor 115, and has the same configuration as the 1 st power storage device 50A. The current sensor 54, the 2 nd management device 100B, and the temperature sensor 115 are examples of the management unit.
Fig. 6 is a charging curve when the secondary battery 62 is charged at a predetermined rate, with time on the horizontal axis and voltage on the vertical axis. Va is a threshold voltage (an upper limit voltage at which the secondary battery can be safely used) at which the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B are turned off, and is 4V as an example. Vb is a limit voltage at which the secondary battery 62 loses its battery performance, and is 5.8V, for example. Vc is a voltage at which the pressure release valve 95 operates, and is 7V as an example. The loss of battery performance means that neither charging nor discharging can be performed. (1) The formula shows the magnitude relationship among Va, Vb and Vc.
Va＜Vb＜Vc (1)
2. Charge control
The 1 st management device 100A monitors the state of the 1 st power storage device 50A, and when an abnormality such as overcharge or overdischarge occurs in the 1 st power storage device 50A, the 1 st current blocking device 53A is set to a blocking state to block the current. By cutting off the current, the safety of the 1 st power storage device 50A can be ensured.
The 2 nd management device 100B also monitors the state of the 2 nd power storage device 50B, and when there is an abnormality such as overcharge or overdischarge in the 2 nd power storage device 50B, the 2 nd current cutting device 53B is set to a cutting state to cut off the current.
Since the 1 st power storage device 50A and the 2 nd power storage device 50B are connected in parallel, even if one of the power storage devices 50A, 50B becomes overcharged and the current is cut off, the other power storage device 50A, 50B can cope with the supply of electric power accompanied by a sudden load variation of the vehicle 10.
However, when charging is continued due to a failure of the alternator or the like after one of the power storage devices 50A and 50B becomes overcharged and the current is cut off, it is necessary to put the current cutting devices 53A and 53B of the other power storage devices 50A and 50B into a cut-off state at a point in time when the other power storage devices 50A and 50B become overcharged. Thereby, the current of both power storage devices 50A and 50B is cut off, and the vehicle 10 is disconnected. From the viewpoint of safety of vehicle 10, it is desirable to maintain connection with vehicle 10 and ensure a time until vehicle 10 can be safely stopped even when both power storage devices 50A and 50B are overcharged. For example, it is preferable to secure a time of about 2 minutes.
When both the 1 st power storage device 50A and the 2 nd power storage device 50B are overcharged, the power supply system 30 controls both the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B to be in an energized state. Thus, after overcharging, the 1 st power storage device 50A and the 2 nd power storage device 50B are also connected to the vehicle 10, and therefore, it is possible to cope with power supply that involves sudden load fluctuations of the vehicle 10.
When both the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B are in the conduction state, the charging current can be shared and received by both the power storage devices 50A and 50B when the charging is continued after the overcharge. By sharing the charging current received by both power storage devices 50A and 50B, the voltage of power storage devices 50A and 50B rises more slowly than when the charging current is received by only one of power storage devices 50A and 50B. Therefore, for example, when the battery continues to be used until limit voltage Vb, time Tab between when power storage devices 50A and 50B reach limit voltage Vb from threshold voltage Va becomes long.
Since the time for which the power storage devices 50A and 50B maintain the connection to the vehicle 10 can be ensured after the two power storage devices 50A and 50B become overcharged, the time until the vehicle 10 can be stopped urgently can be ensured.
Fig. 7 is a sequence diagram of the charging control of the power supply system 30. In fig. 7, a1 to A8 represent processes executed by the 1 st power storage device 50A. B1 to B7 represent processes performed by the 2 nd power storage device 50B, and C1 to C4 represent processes performed by the vehicle ECU 31.
The 1 st current interrupting device 53A and the 2 nd current interrupting device 53B are controlled to be in the energized state by the 1 st management device 100A and the 2 nd management device 100B, respectively, except for abnormality such as overcharge and overdischarge.
"Ta" indicates a period during which both the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B are energized. "Tb" represents a period during which the 1 st current interrupting device 53A is in an interrupting state and the 2 nd current interrupting device 53B is in an energized state. "Tc" represents a period during which both the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B are in the energized state.
For example, when an ignition switch is turned on or a start button is pressed, the power supply system 30 is started. After the power supply system 30 is started, the 1 st management device 100A and the 2 nd management device 100B start processing for monitoring the states of the power storage devices 50A and 50B based on the outputs of the voltage detection circuit 110, the current sensor 54, and the temperature sensor 115 (a1 and B1). Specifically, the voltage V of each secondary battery 62, the total voltage VB of the battery packs 60A, 60B, the current I of the battery packs 60A, 60B, and the temperature are monitored. The 1 st management device 100A and the 2 nd management device 100B determine the presence or absence of overcharge by comparing the voltage V of each secondary battery 62 with the threshold voltage Va. A1 and B1 correspond to the steps of detecting the voltages of the 1 st power storage device 50A and the 2 nd power storage device 50B.
The 1 st management device 100A and the 2 nd management device 100B execute processing for monitoring the state of each power storage device 50A and 50B at a constant cycle, and send the results to the vehicle ECU31(a2, B2).
When the engine of the vehicle 10 is driven, the alternator 23 starts generating electricity. When the amount of power generated by the alternator 23 is lower than the electrical load 25, a charging current flows through the two power storage devices 50A and 50B, and the two power storage devices 50A and 50B are charged (a3 and B3).
By the charging, when the voltage of any of the secondary batteries 62 in the 1 st power storage device 50A exceeds the threshold voltage Va, the 1 st management device 100A detects the overcharge (a 4). As an example, the threshold voltage Va is 4V. Overcharge can also be judged from the total voltage VB of the battery pack 60A.
The 1 st management device 100A, upon detecting overcharge, notifies the vehicle ECU31 of the overcharge (a 5). Upon receiving the notification of overcharge from the 1 st power storage device 50A, the vehicle ECU31 notifies the 1 st power storage device 50A of the shutoff command of the 1 st current shutoff device 53A (C1).
Upon receiving the disconnection command from the vehicle ECU31, the 1 st management device 100A sets the 1 st current disconnection device 53A to the disconnected state (a 6). The current of the 1 st power storage device 50A is cut off by the 1 st current cutting device 53A. Then, the charging current flows only through the 2 nd power storage device 50B that has no free capacity but has not reached overcharging, and the 2 nd power storage device 50B is further charged.
The voltage of the 2 nd power storage device 50B rises due to the charging, and when the voltage of any of the secondary batteries 62 exceeds the threshold voltage Va, the 2 nd management device 100B detects the overcharge (B4). When detecting overcharge, the 2 nd management device 100B notifies the vehicle ECU31 of overcharge (B5). As a cause of overcharge of both the 1 st power storage device 50A and the 2 nd power storage device 50B, a failure of the alternator 23 can be exemplified.
When the vehicle ECU31 receives a notification of overcharge from the 2 nd power storage device 50B in addition to the 1 st power storage device 50A, it transmits an energization command for bringing the 1 st current interrupt device 53A into an energized state to the 1 st power storage device 50A, and transmits an energization command for maintaining the 2 nd current interrupt device 53B in the energized state to the 2 nd power storage device 50B (C2).
Upon receiving the energization instruction from the vehicle ECU31, the 1 st management device 100A switches the 1 st current interrupting device 53A from the interrupting state to the energized state (a 7). Further, when receiving the energization command from the vehicle ECU31, the 2 nd management device 100B maintains the 2 nd current interrupting device 53B in the energized state (B6).
Accordingly, after both power storage devices 50A and 50B are overcharged, both power storage device 1 a and power storage device 2B are connected to power line 37 of vehicle 10, and therefore, it is possible to cope with power supply that involves sudden load fluctuations of vehicle 10. When charging continues after overcharging, the two power storage devices 50A and 50B share the charging current.
When a notification of overcharge is received from the 2 nd power storage device 50B in addition to the 1 st power storage device 50A, the vehicle ECU31 executes warning processing simultaneously with an energization command to each of the power storage devices 50A, 50B (C3).
The warning process is a process of warning the driver of an emergency stop of the vehicle 10. For example, vehicle ECU31 turns on an abnormality notification lamp (not shown) mounted on vehicle 10. By lighting the abnormality notification lamp, the abnormality of the vehicle 10 can be notified to the driver, and emergency stop can be urged. A warning tone may also be emitted. In the case where overcharge occurs due to a failure of the alternator 23 or the like, it is considered that the behavior of the vehicle 10 is abnormal. In this case, the driver hardly notices the abnormality notification lamp, but also prompts an emergency stop by sound, whereby the driver easily recognizes the abnormality.
When the emergency stop of the vehicle 10 is completed and then the engine (not shown) of the vehicle 10 is stopped, the vehicle ECU controlling the engine notifies the vehicle ECU31 of the emergency stop of the vehicle 10 and the stop of the engine. When the vehicle ECU31 receives the notification, it transmits a disconnection command to disconnect the 1 st current disconnecting device 53A and the 2 nd current disconnecting device 53B to the power storage devices 50A and 50B (C4).
When receiving the disconnection command from the vehicle ECU31, the 1 st management device 100A and the 2 nd management device 100B put the 1 st current disconnecting device 53A and the 2 nd current disconnecting device 53B into the disconnected states, respectively, and disconnect the currents (a8, B7). This makes it possible to prohibit use of the 1 st power storage device 50A and the 2 nd power storage device 50B after the emergency stop of the vehicle.
In the above, the example in which the 1 st power storage device 50A is overcharged first is shown. Which of the two power storage devices 50A, 50B is overcharged first by charging differs depending on the method of using the two power storage devices 50A, 50B. For example, when the SOC of the 2 nd power storage device 50B having redundancy is set higher than that of the 1 st power storage device 50A, the 2 nd power storage device 50B is likely to be overcharged before the 1 st power storage device 50A, and when the SOC of the 2 nd power storage device 50B is set lower than that of the 1 st power storage device 50A, the 2 nd power storage device 50B is likely to be overcharged after the 1 st power storage device 50A. The SOC (state of charge) is a ratio of the remaining capacity to the actual capacity of the power storage device.
When the 2 nd power storage device 50B becomes overcharged first, and then the 1 st power storage device 50A becomes overcharged, the two current cutoff devices 53A and 53B are brought into the energized state, whereby the connection with the vehicle 10 can be maintained. The same applies to the case where both power storage devices 50A and 50B are overcharged at the same time.
3. Effect
In this method, when both the 1 st power storage device 50A and the 2 nd power storage device 50B are overcharged, the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B are brought into an energized state. Accordingly, after overcharging, the 1 st power storage device 50A and the 2 nd power storage device 50B can also maintain connection to the vehicle 10, and therefore can cope with power supply that involves sudden load fluctuations of the vehicle 10.
When both the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B are in the conduction state, the charging current can be shared and received by both the power storage devices 50A and 50B when the charging is continued after the overcharge. By sharing the charging current received by both power storage devices 50A and 50B, the voltage rise of power storage devices 50A and 50B becomes slower than when the charging current is received by only one of power storage devices 50A and 50B. Therefore, it is possible to secure a time until the secondary battery 62 reaches the limit voltage Vb at which the battery performance is lost, and therefore it is possible to have a sufficient time to emergency-stop the vehicle 10.
< embodiment 2>
In embodiment 1, information on the states of the power storage devices 50A and 50B is transmitted from the 1 st power storage device 50A and the 2 nd power storage device 50B to the vehicle ECU 31. In vehicle ECU31, the states of both power storage devices 50A and 50B are grasped, and it is determined whether the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B are in the interrupt state or the energization state.
In embodiment 2, the vehicle ECU31 notifies the other power storage device 50A, 50B of information about the other power storage device 50A, 50B. Each of power storage devices 50A and 50B receives information on the state of the other power storage device 50A or 50B from vehicle ECU31, and determines whether to put 1 st current blocking device 53A or 2 nd current blocking device 53B into the blocking state or the conducting state.
Fig. 8 is a sequence diagram of the charging control of the power supply system 30. In fig. 8, a1 to A8 represent processes executed by the 1 st power storage device 50A. B1 to B7 represent processes performed by the 2 nd power storage device 50B, and C5 to C8 represent processes performed by the vehicle ECU 31. The sequence of the charging control shown in fig. 8 differs from the sequence of the charging control shown in fig. 7 in the steps C5 to C8.
After the power supply system 30 is started, the 1 st management device 100A and the 2 nd management device 100B start processing for monitoring the states of the power storage devices 50A and 50B (a1 and B1).
The 1 st management device 100A and the 2 nd management device 100B execute processing for monitoring the state of each power storage device 50A and 50B at a constant cycle, and send the results to the vehicle ECU31(a2, B2).
By the charging, in the 1 st power storage device 50A, if the voltage of the secondary battery 62 exceeds the threshold voltage Va, the 1 st management device 100A detects overcharge (a 4).
The 1 st management device 100A, upon detecting overcharge, notifies the vehicle ECU31 of the overcharge (a 5). Upon receiving the notification of overcharge from the 1 st power storage device 50A, the vehicle ECU31 notifies the 1 st power storage device 50A that the 2 nd power storage device 50B is not overcharged (C5).
When the 1 st power storage device 50A receives from the vehicle ECU31 that the 2 nd power storage device 50B is not overcharged, the 1 st power storage device 50A puts the 1 st current interrupt device 53A into an interrupt state (a 6). The current of the 1 st power storage device 50A is cut off by the 1 st current cutting device 53A. Then, if the charging is continued, the charging current flows only through the 2 nd electric storage device 50B, and the 2 nd electric storage device 50B is further charged.
In the 2 nd power storage device 50B, when the voltage of the secondary battery 62 exceeds the threshold voltage Va, the 2 nd management device 100B detects overcharge (B4). When the overcharge is detected, the 2 nd management device 100B notifies the vehicle ECU31 of the overcharge (B5).
When receiving a notification of overcharge from the 2 nd power storage device 50B in addition to the 1 st power storage device 50A, the vehicle ECU31 notifies the other power storage devices 50A and 50B of the states of the other power storage devices 50A and 50B (C6). In this case, vehicle ECU31 notifies power storage device 1 a that power storage device 2 50B is overcharged, and notifies power storage device 2 a that power storage device 1 50B is overcharged.
The 1 st management device 100A, upon receiving the information from the vehicle ECU31 that the 2 nd power storage device 50B is overcharged, switches the 1 st current cut device 53A from the cut state to the energized state (a 7). Further, the 2 nd management device 100B, upon receiving the information from the vehicle ECU31 that the 1 st power storage device 50A is overcharged, maintains the 2 nd current interrupt device 53B in the energized state (B6).
Accordingly, after both power storage devices 50A and 50B are overcharged, both power storage device 1 a and power storage device 2B are connected to power line 37 of vehicle 10, and therefore, it is possible to cope with power supply that involves sudden load fluctuations of vehicle 10. When charging is continued, the charging current is shared between the two power storage devices 50A and 50B.
When receiving a notification of overcharge from the 2 nd power storage device 50B in addition to the 1 st power storage device 50A, the vehicle ECU31 executes warning processing while notifying the state of the other power storage device 50A, 50B to each of the power storage devices 50A, 50B (C7). The warning process is a process of warning the driver of an emergency stop of the vehicle 10.
When the emergency stop of the vehicle 10 is completed and then the engine is stopped, the vehicle ECU31 notifies each of the power storage devices 50A, 50B that the emergency stop has been completed (C8).
When receiving the notification of completion of the emergency stop from the vehicle ECU31, the 1 st management device 100A and the 2 nd management device 100B set the 1 st current interrupting device 53A and the 2 nd current interrupting device 53B to the interrupting state to interrupt the currents (a8, B7), respectively. This can suppress prohibition of use of the 1 st power storage device 50A and the 2 nd power storage device 50B after the emergency stop of the vehicle.
In this way, even in the method of receiving the state of the other power storage device 50A, 50B from vehicle ECU31, the state of both power storage devices 50A, 50B can be grasped in each power storage device 50A, 50B.
Therefore, in each of the power storage devices 50A and 50B, when both of the power storage devices 50A and 50B are overcharged, the charging control similar to that in embodiment 1 can be performed by bringing each of the current cut-off devices 53A and 53B into the energized state. That is, after overcharging, power supply accompanying abrupt load fluctuation to vehicle 10 can be handled by connecting power storage device 1 a and power storage device 2B to vehicle 10. Further, by sharing the charging current after receiving overcharge between power storage device 1B and power storage device 2B, it is possible to suppress a voltage rise of power storage devices 50A and 50B and secure a time until secondary battery 62 reaches limit voltage Vb at which battery performance is lost.
< embodiment 3>
As shown in fig. 9, power supply system 200 according to embodiment 3 includes a1 st power storage device 50A, a2 nd power storage device 50B, a vehicle ECU31, and a DC-DC converter 35. The 1 st power storage device 50A and the 2 nd power storage device 50B are different from embodiments 1 and 2 in that they do not have a communication function with the vehicle ECU 31.
The 1 st power storage device 50A and the 2 nd power storage device 50B are connected by a signal line 210, and information on the states of the power storage devices 50A and 50B such as overcharge is communicated and shared between the power storage devices. That is, the 1 st power storage device 50A grasps the presence or absence of overcharge of the 2 nd power storage device 50B, and the 2 nd power storage device 50B grasps the presence or absence of overcharge of the 1 st power storage device 50A.
Therefore, in each of the power storage devices 50A and 50B, when both of the power storage devices 50A and 50B are overcharged, the charging control similar to that in embodiments 1 and 2 can be performed by bringing each of the current interrupting devices 53A and 53B into the energized state.
< embodiment 4>
In embodiment 4, after overcharging, the amount of charge Q [ C ] to be charged to each of power storage devices 50A and 50B is limited. The charge capacity QC can be determined from the charge current IA and the charge time tS.
Fig. 10 is a flowchart of the limit processing of the charge amount Q. The process of limiting the amount of charge Q is performed by each of the power storage devices 50A and 50B after overcharging. Hereinafter, the power storage device 50A will be described as an example.
When the management device 100A receives a command from the vehicle ECU31 to switch the 1 st current interrupting device 53A to the energized state after the power storage device 50A becomes overcharged, the management device 100A calculates the charged electric energy Q1 charged for each secondary battery based on the following period (for example, the period Tc in fig. 7), the charging current I measured by the current sensor 54, and the charging time t (S11).
Management device 100A compares calculated charge amount Q1 with limit charge amount Qab (S13). The limit electric energy Qab is an electric energy corresponding to a voltage difference Δ Vab between the threshold voltage Va and the limit voltage Vb (see fig. 6).
When the charged electric energy Q1 is equal to or less than the limit electric energy Qab (S13: no), the management device 100A maintains the 1 st current interrupt device 53A in the energized state (S15).
When the charged electric energy Q1 exceeds the limit electric energy Qab (S13: yes), the management device 100A sets the 1 st current interrupt device 53A to an interrupt state, and interrupts the current of the power storage device 50A (S17).
By limiting the charged electric quantity Q1 of each secondary battery to be equal to or less than the limit electric quantity Qab after reaching the overcharge, charging can be performed within a range in which the secondary battery 62 can maintain the battery performance.
< other embodiment >
The present invention is not limited to the embodiments described above and illustrated in the drawings, and for example, the following embodiments are also included in the technical scope of the present invention.
(1) In embodiment 1, the battery packs 60A and 60B are exemplified as an example of the power storage unit. The power storage unit may be a single cell (one secondary battery 62). The power storage unit is not limited to the secondary battery 62, and may be a power storage element such as a capacitor. The power supply system 30 includes a DC-DC converter 35, but may not have the DC-DC converter 35. For example, if there is no difference in the usage of power storage device 1 a and power storage device 2B, power storage device 2B may be used without DC-DC converter 35, since the necessity of adjusting charging and discharging of power storage device 2B alone is small. When a regulator such as DC-DC converter 35 is present, the rated voltages of two power storage devices 50A and 50B may be the same or different. Note that the threshold voltage Va at which the 1 st current interrupt device 53A of the 1 st power storage device 50A is turned off may be different from the threshold voltage Va at which the 2 nd current interrupt device 53B of the 2 nd power storage device 50B is turned off.
(2) In embodiment 1 described above, the 1 st current interrupt device 53A and the 1 st management device 100A are provided inside the 1 st power storage device 50A, and the 2 nd current interrupt device 53B and the 2 nd management device 100B are provided inside the 2 nd power storage device 50B. The 1 st power storage device 50A and the 2 nd power storage device 50B may include at least the battery packs 60A and 60B and the measurement type, and the 1 st current blocking device 53A and the 1 st management device 100A may be provided outside the 1 st power storage device 50A. Similarly, the 2 nd current interrupting device 53B and the 2 nd management device 100B may be provided outside the 2 nd power storage device 50B.
(3) In embodiment 1 described above, when the emergency stop of the vehicle 10 is completed and the engine is stopped, the 1 st current interrupting device 53A and the 2 nd current interrupting device 53B are put into an interrupted state, and the use of the power storage devices 50A and 50B is prohibited. The timing of prohibiting the use of power storage devices 50A and 50B may be after a predetermined period of time has elapsed from the stop of the engine. By setting the timing at which use of power storage devices 50A and 50B is prohibited to a timing at which a predetermined time has elapsed since the engine stop, it is possible to secure a time for notifying the outside that vehicle 10 is in an emergency stop state by lighting a hazard lamp or the like.
(4) As shown in fig. 11, the 1 st current interrupt device 53A and the 2 nd current interrupt device 53B may be FETs (field effect transistors) having a parasitic diode D with a discharge direction (C direction) as a forward direction. By using the FET, it is possible to permit discharge while inhibiting charging.
(5) The present technology can be applied to a control program of a power supply system of a vehicle. A control program of a power supply system of a vehicle is a program that causes a computer to execute: when both the 1 st power storage device 50A and the 2 nd power storage device 50B are overcharged, the 1 st current cut-off device 100A that cuts off the current of the 1 st power storage device 50B and the 2 nd current cut-off device 100B that cuts off the current of the 2 nd power storage device 50B are brought into an energized state. The present technology can be applied to a recording medium on which a control program for a power supply system of a vehicle is recorded. The computer is, for example, the vehicle ECU 31.
(6) In the above embodiment, overcharge is exemplified as the abnormality, but the abnormality is not limited to overcharge. For example, the abnormality may be overdischarge of the secondary battery 62, an overcurrent (e.g., an overcurrent due to a failure of the alternator 23, an overcurrent due to an external short circuit of the power storage device 50), a temperature abnormality, an abnormality of the management device 100 (the 1 st management device 100A, the 2 nd management device 100B), or the like. Specifically, the abnormality of the management device 100 includes an abnormality of the voltage detection circuit 110, an abnormality of the current sensor 54, an abnormality of the temperature sensor 115, an abnormality of the communication unit 125, and the like.
(7) In the above embodiment, the case where both of the two power storage devices 50A and 50B are in the energized state when both of the two current blocking devices 53A and 53B are overcharged has been exemplified. In contrast, only one of the two current interrupting devices 53A and 53B may be set to the energized state. In this way, at least one power storage device 50 ( power storage device 50A or 50B) is connected to vehicle 10 after overcharging, and therefore, compared to a case where neither power storage device 50 is connected to vehicle 10, it is possible to cope with power supply that involves a sudden load change of vehicle 10.
(8) When the power storage device 50 becomes abnormal, if the current interrupting device 53 of the power storage device 50 is kept in the energized state, the power storage device 50 may become completely unusable. However, the possibility that power storage device 50 becomes completely unusable differs depending on the type of abnormality. Therefore, when only the current interrupt device 53 of one of the power storage devices 50 ( power storage device 50A or 50B) is set to the energized state as in (7) described above, it is possible to determine which current interrupt device 53 is set to the energized state based on the type of abnormality. In this way, the possibility that power storage device 50 becomes completely unusable when current blocking device 53 is in the energized state can be reduced as compared to the case where the determination is made without depending on the type of abnormality.
More specifically, the types of abnormality of the power storage device 50 can be roughly classified into abnormality of the secondary battery 62 and abnormality of the management device 100. For example, overcharge, overdischarge, temperature abnormality, etc. of the secondary battery 62 are abnormalities of the secondary battery 62. Although the overcurrent is not an abnormality of the secondary battery 62 itself, if the overcurrent occurs, the secondary battery 62 becomes abnormal as a result, and therefore it can be regarded as an abnormality of the secondary battery 62.
If the secondary battery 62 is abnormal, if the power storage device 50 is continuously used, the power storage device 50 may become completely unusable. In contrast, in the case of an abnormality in the management device 100, the secondary battery 62 is normal, and therefore, even if the power storage device 50 continues to be used, the possibility that the power storage device 50 becomes completely unusable is relatively low.
Therefore, when one power storage device 50 is abnormal in the secondary battery 62 and the other power storage device 50 is abnormal in the management device 100, the current cutoff device 53 of the power storage device 50 that is abnormal in the secondary battery 62 may be set to the cutoff state and the current cutoff device 53 of the power storage device 50 that is abnormal in the management device 100 may be set to the conduction state. In this way, the possibility that power storage device 50 becomes completely unusable can be reduced as compared with the case where current cutoff device 53 of power storage device 50, which is an abnormality of secondary battery 62, is set to the energized state.
Alternatively, the types of abnormality of power storage device 50 can be roughly classified into those other than overcharging and overcharging. The abnormality other than overcharge includes, for example, overdischarge of the secondary battery 62, a temperature abnormality, and an abnormality of the management device 100.
When charging continues after overcharging, the time until the power storage device 50 that is overcharged reaches a voltage at which battery performance is lost is shorter than the time until the power storage device 50 that is abnormal other than overcharging. Therefore, when one power storage device 50 is overcharged and the other power storage device 50 is abnormal (overdischarge, temperature abnormality, abnormality of the management device 100, or the like) other than overcharging, the current cutoff device 53 of the power storage device 50 that is overcharged may be turned off, and the current cutoff device 53 of the power storage device 50 that is abnormal other than overcharging may be turned on. In this way, when charging is continued, the charging current can be received by the power storage device 50 that is not overcharged. By receiving the charging current from the power storage device 50 that is not overcharged, the time until the power storage device 50 reaches the voltage at which the battery performance is lost becomes longer than when receiving the charging current from the overcharged power storage device 50, and therefore, the time until the vehicle 10 can be safely stopped can be ensured.
(9) As described above, the abnormality of power storage device 50 also includes an abnormality other than overcharge. When all the power storage devices 50 are abnormal, and when the abnormality of the power storage device 50 that has finally become abnormal is overcharged, the current interrupting devices 53 of at least two power storage devices 50 including the power storage device 50 that has finally become abnormal (overcharged) may be set to the energized state.
In this way, when charging continues after overcharging, the charging current can be shared between at least two power storage devices 50. By sharing the reception of the charge current by at least two power storage devices 50, the voltage rise of each power storage device 50 becomes slower than when the charge current is received only by the power storage device 50 that has finally become abnormal (overcharged). Therefore, the time until power storage device 50, which has finally become abnormal (overcharged), reaches the voltage at which the battery performance is lost becomes long, and therefore, the time until vehicle 10 can be safely stopped can be ensured.
When the abnormality of the power storage device 50 that has finally become abnormal is other than overcharging, for example, only the current cutoff device 53 of the power storage device 50 that has finally become abnormal may be set to the energized state. This enables the vehicle 10 to be supplied with electric power in response to a sudden load change. Alternatively, when the abnormality of the power storage device 50 that has finally become abnormal is other than overcharging, two or more current cutoff devices 53 including the single power storage device 50 that has finally become abnormal may be set to the energized state.
(10) In the above embodiment, the case where two power storage devices 50A, 50B are connected in parallel is exemplified, but three or more power storage devices 50 may be connected in parallel.
When there are three or more power storage devices 50, if all of the power storage devices 50 are abnormal, the current blocking devices 53 of all of the power storage devices 50 may be brought into an energized state, or the current blocking device 53 of at least one power storage device 50 may be brought into an energized state. When the current blocking device 53 of at least one power storage device 50 is set to the energized state, the power storage device 50 set to the energized state may be determined based on the type of abnormality.
(11) In the above-described embodiment, the vehicle 10 (engine-driven vehicle) is exemplified as the mobile body, but the mobile body is not limited to the engine-driven vehicle. For example, the moving object may be an electric Vehicle, a hybrid Vehicle, a forklift that runs by an electric motor, an Automated Guided Vehicle (AGV), or the like.
Description of the symbols
10 vehicles (moving bodies);
21 an engine starting device (mobile body load);
23 an alternator;
25 electrical loads (mobile loads);
30 a power supply system;
31 a vehicle ECU (control unit);
a 35 DC-DC converter;
50A, 50B the 1 st power storage device (power storage device), the 2 nd power storage device (power storage device);
53A, 53B the 1 st current interrupting device (current interrupting device), the 2 nd current interrupting device (current interrupting device);
54 current sensor (management unit);
62 secondary batteries (power storage elements);
60A, 60B the 1 st battery pack, the 2 nd battery pack;
100A, 100B the 1 st management device (management part), the 2 nd management device (management part);
115 temperature sensor (management unit).

Claims (12)

1. A method for controlling a power supply system of a mobile body,
the power supply system includes: a plurality of power storage devices connected to a mobile load and connected in parallel to each other; and a current cutoff device provided for each of the power storage devices and cutting off a current of the power storage device,
the control method comprises the following steps:
detecting an abnormality of each of the power storage devices; and
and a step of setting the current interrupting device of at least one of the power storage devices to an energized state when all of the power storage devices are abnormal.
2. The method of controlling a power supply system of a mobile body according to claim 1, wherein,
the method comprises the following steps: when some of the power storage devices are abnormal, the current cutoff device of the power storage device that becomes abnormal is turned off, and the current cutoff device of the power storage device that does not become abnormal maintains the energized state.
3. The method of controlling a power supply system of a mobile body according to claim 1 or 2, wherein,
when all of the power storage devices are abnormal, which of the current interrupting devices of the power storage devices is to be set in the energized state is determined based on the type of abnormality of each of the power storage devices.
4. The method of controlling a power supply system of a movable body according to claim 3, wherein,
each of the power storage devices includes a power storage element and a management unit that manages the power storage element,
the types of the abnormality include an abnormality of the storage element and an abnormality of the management unit,
when all of the power storage devices are abnormal, the current cutoff device of the power storage device that is abnormal in the power storage element is set to a cutoff state, and the current cutoff device of the power storage device that is abnormal in the management unit is set to an energization state.
5. The method of controlling a power supply system of a movable body according to claim 3, wherein,
the abnormality includes an overcharge,
when all of the power storage devices are abnormal, the current cut-off device of the power storage device that is overcharged is set to a cut-off state, and the current cut-off device of the power storage device that is abnormal other than overcharging is set to a conduction state.
6. The method of controlling a power supply system of a movable body according to claim 3, wherein,
the abnormality includes an overcharge,
when all of the power storage devices are abnormal, and when the abnormality of the power storage device that has finally become abnormal is overcharged, the current cutoff devices of at least two of the power storage devices including the power storage device that has finally become abnormal are set to an energized state.
7. The method of controlling a power supply system of a mobile body according to claim 1 or 2, wherein,
the abnormality is an overcharge of the battery,
when all of the power storage devices are overcharged, the current cut-off devices of at least two of the power storage devices are brought into an energized state.
8. The method of controlling a power supply system of a movable body according to claim 7, wherein,
the method comprises the following steps: when all of the power storage devices are overcharged, the current cut-off devices of the power storage devices other than the power storage device that has finally become overcharged are switched from a cut-off state to an energized state, and the current cut-off devices of the power storage devices that have finally become overcharged maintain the energized state.
9. The method for controlling a power supply system of a mobile unit according to any one of claims 1 to 8, wherein,
the method comprises the following steps: and a warning step of requesting the mobile body to stop the vehicle when all the power storage devices are abnormal.
10. The method for controlling a power supply system of a mobile unit according to any one of claims 1 to 9, wherein,
the method comprises the following steps: when the engine is stopped after the mobile unit is stopped, the current cutoff devices of all the power storage devices are set to a cutoff state to prohibit the use of all the power storage devices.
11. The method for controlling a power supply system of a mobile unit according to any one of claims 1 to 10, wherein,
the method comprises the following steps: when the charge capacity of any one of the power storage devices in which the current cutoff device is set to the energized state exceeds a limit capacity after all of the power storage devices become abnormal and the current cutoff device of at least one of the power storage devices is set to the energized state, the corresponding current cutoff device is set to the cutoff state, and the current of the power storage device exceeding the limit capacity is cut off.
12. A power supply system for a mobile body, comprising:
a plurality of power storage devices connected to a mobile load and connected in parallel to each other;
a current cutoff device provided for each of the power storage devices and configured to cut off a current of the power storage device; and
a control part for controlling the operation of the display device,
the control unit sets the current cutoff device of at least one of the power storage devices to an energized state when all of the power storage devices are abnormal.
CN201980058516.2A 2018-09-18 2019-09-18 Control method for power supply system of moving body, and power supply system of moving body Pending CN112640251A (en)

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