WO2020136908A1 - Storage battery device - Google Patents

Storage battery device Download PDF

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Publication number
WO2020136908A1
WO2020136908A1 PCT/JP2018/048601 JP2018048601W WO2020136908A1 WO 2020136908 A1 WO2020136908 A1 WO 2020136908A1 JP 2018048601 W JP2018048601 W JP 2018048601W WO 2020136908 A1 WO2020136908 A1 WO 2020136908A1
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WIPO (PCT)
Prior art keywords
power
voltage
input
storage battery
current
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PCT/JP2018/048601
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French (fr)
Japanese (ja)
Inventor
黒田　和人
関野　正宏
英生 山崎
岳史 大澤
敏彦 正岡
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株式会社東芝
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Priority to PCT/JP2018/048601 priority Critical patent/WO2020136908A1/en
Publication of WO2020136908A1 publication Critical patent/WO2020136908A1/en

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    • 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

Definitions

  • the embodiment of the present invention relates to a storage battery device.
  • low-voltage system power (12V system power) is also expected as power for maintaining the minimum safety function required for a vehicle.
  • the present invention has been made in view of the above, and an object thereof is to provide a storage battery device capable of simultaneously supplying low-voltage system power and high-voltage system power while maintaining reliability.
  • the storage battery device of the embodiment is a storage battery device that is installed in a vehicle and supplies electric power to an in-vehicle device, and has a plurality of battery cells connected in series between a pair of first input/output voltage charge/discharge terminals.
  • a plurality of battery units connected in parallel that supply low-voltage system power via a pair of charging/discharging terminals, and convert the power supplied to the battery units to DC voltage, and output to the vehicle side via charging/discharging terminals.
  • a DC voltage converter capable of DC power conversion of the supplied power input from the vehicle side through the charging/discharging terminal and supplying the power to a plurality of battery units.
  • FIG. 1 is a schematic block diagram of a vehicle storage battery system according to an embodiment.
  • FIG. 2 is a schematic block diagram of the storage battery device.
  • FIG. 3 is a schematic configuration diagram of the DC-DC converter.
  • FIG. 4 is a processing flowchart of the embodiment.
  • FIG. 5 is an explanatory diagram of an example of operation control of the DC/DC converter.
  • FIG. 6 is a schematic configuration block diagram of the storage battery device of the second embodiment.
  • FIG. 7 is a processing flowchart of the second embodiment.
  • FIG. 1 is a schematic block diagram of a vehicle storage battery system according to an embodiment.
  • the vehicle storage battery system 10 functions as a generator 12G that is driven by the engine 11 and is capable of generating electricity, or functions as an electric motor (motor) 12M that is supplied with electric power and assists the driving of the engine 11.
  • Power device 12 a storage battery device 13 that supplies power to the vehicle-mounted device, a controller 14 that measures the charging state (voltage, charging current, and temperature) of the storage battery device 13 and controls the storage battery device 13, and a storage battery device.
  • the power device 12 is included in the second load group 16 when functioning as the electric motor 12M.
  • FIG. 2 is a schematic block diagram of the storage battery device.
  • the storage battery device 13 includes a control circuit 21, a first battery unit 22-1 to an nth battery unit 22-n (n: a natural number of 2 or more), a first monitoring circuit 23-1 to an nth monitoring circuit 23-n. And a smoothing capacitor 24, a DC/DC converter 25, and first to n-th circuit breakers 26-1 to 26-n.
  • the control circuit 21 controls the entire storage battery device 13.
  • the first battery unit 22-1 to the n-th battery unit 22-n are connected in parallel between the low-voltage system low-potential side input/output terminal TLN and the low-voltage system high-potential side input terminal TLP, and are respectively connected to the low voltage side. It is possible to supply voltage system power.
  • the first monitoring circuit 23-1 to the n-th monitoring circuit 23-n determine the state (SOC, voltage, charging current) of any one of the corresponding one of the first battery unit 22-1 to the n-th battery unit 22-n. And temperature), and the monitoring result is notified to the control circuit 21 via the monitoring result notification line LM and the DC/DC converter 25, and the failure state is notified to the control circuit 21 via the failure notification line LE.
  • the smoothing capacitor 24 flows with a large transient current. Stabilizes the voltage when the DC/DC converter 25 outputs high-voltage system power via the high-voltage system low-potential side output terminal THN and the high-voltage system high-potential side output terminal THP. Stabilizes the voltage when the DC/DC converter 25 outputs high-voltage system low-potential side output terminal THN and the high-voltage system high-potential side output terminal THP. Stabilizes the voltage when the DC/DC converter 25 outputs high-voltage system power via the high-voltage system low-potential side output terminal THN and the high-voltage system high-potential side output terminal THP.
  • the DC/DC converter 25 performs DC/DC conversion of low-voltage system power supplied from the first battery unit 22-1 to the n-th battery unit 22-n, and outputs the high-voltage system low-potential side output terminal THN and the high-voltage system. It outputs through the system high potential side output terminal THP.
  • the first circuit breaker 26-1 to the n-th circuit breaker 26-n operate under the control of the control circuit 21 and the first battery unit 22 under the control of the first monitor circuit 23-1 to the n-th monitor circuit 23-n. Any one of the corresponding -1 to n-th battery units 22-n is disconnected from the power supply path to cut off the low-voltage power supply.
  • control circuit 21 further includes a start signal terminal TW to which a start signal WU is input from the controller 14 and a communication terminal TC for communicating with the controller 14.
  • the first battery unit 22-1 to the n-th battery unit 22-n have the same configuration, and each has a plurality of battery cells 30 connected in series.
  • the DC/DC converter 25 boosts 12V to obtain a high output voltage of the rated output voltage 48V.
  • System power is output via the high voltage system low potential side output terminal THN and the high voltage system high potential side output terminal THP.
  • the battery cell 30 is preferably a lithium-ion secondary battery or a nickel-hydrogen secondary battery because it has excellent output characteristics. Further, from the viewpoint of high weight energy density, the lithium ion secondary battery is more preferable.
  • a lithium ion secondary battery in which the positive electrode having a larger operating voltage range than the maximum voltage of the cell is an iron phosphate type and the negative electrode is a carbon type lithium ion secondary battery, or a positive electrode Is more preferably a 3d transition metal lithium oxide (eg, lithium manganate oxide, lithium nickel oxide, lithium cobalt oxide, etc.) and the negative electrode is lithium titanate lithium ion secondary battery.
  • the positive electrode having a larger operating voltage range than the maximum voltage of the cell is an iron phosphate type and the negative electrode is a carbon type lithium ion secondary battery
  • a positive electrode Is more preferably a 3d transition metal lithium oxide (eg, lithium manganate oxide, lithium nickel oxide, lithium cobalt oxide, etc.) and the negative electrode is lithium titanate lithium ion secondary battery.
  • the above-mentioned positive electrode is a 3d transition metal lithium oxide (for example, lithium manganate lithium oxide , Lithium nickel oxide, lithium cobalt oxide, and a ternary (eg, Li(Ni—Mn—Co)O 2 ) lithium ion secondary battery in which part of lithium cobalt oxide is replaced with nickel and manganese. It is more preferable to use a lithium ion secondary battery in which the negative electrode has a lithium titanate oxide (for example, Li 4 Ti 5 O 12 ).
  • a lithium titanate oxide for example, Li 4 Ti 5 O 12
  • the configuration of the battery cell 30 will be described in more detail.
  • a case where a lithium ion battery cell is used as the battery cell 30 will be described as an example.
  • a second mode of the battery cell 30 includes a lithium metal compound containing at least one metal element selected from the group consisting of cobalt, nickel and manganese, and the lithium metal compound is Li a Ni b Co c Mn.
  • a positive electrode having a positive electrode active material-containing layer represented by d O 4 (where molar ratios a, b, c and d are 0 ⁇ a ⁇ 1.1, b+c+d 2), and a titanium-containing metal composite oxide.
  • a non-aqueous electrolyte secondary battery comprising a negative electrode containing the same and a non-aqueous electrolyte containing a non-aqueous solvent.
  • the average particle diameter of primary particles of lithium titanium oxide is 1 ⁇ m or less, and the specific surface area of the negative electrode layer by the BET method is 3 to 50 m 2. It is desirable that it be in the range of /g.
  • the lithium titanium oxide is represented by Li 4+x Ti 5 O 12 (x is ⁇ 1 ⁇ x ⁇ 3) or Li 2+x Ti 3 O 7 (x is ⁇ 1 ⁇ x ⁇ 3).
  • the titanium-containing metal composite oxide is a metal composite oxide containing Ti and at least one element selected from the group consisting of P, V, Sn, Cu, Ni and Fe. desirable.
  • FIG. 3 is a schematic configuration diagram of the DC-DC converter.
  • the DC/DC converter 25 is a push-pull insulation type DC-DC converter, and includes an insulation transformer 31.
  • the low voltage system high potential side input/output terminal TLP connected to the first battery unit 22 is connected to the first intermediate tap 31T1 which is an intermediate tap on the primary winding side of the insulating transformer 31, and is connected to one end of the primary winding. Is connected to one end of the first switch 32, and to the other end of the primary winding, one end of the second switch 33 is connected.
  • the other end of the first switch 32 and the other end of the second switch 33 are connected to the low voltage system low potential side input/output terminal TLN, respectively. Further, a current stabilizing capacitor 34 is connected between the low voltage system high potential side input/output terminal TLP and the low voltage system low potential side input/output terminal TLN.
  • one end of the third switch 35 is connected to one end of the secondary winding of the isolation transformer 31, and one end of the fourth switch 36 is connected to the other end of the secondary winding thereof. And the other end of the fourth switch 36 are connected to the high voltage system low potential side input/output terminal THN, respectively.
  • one end of a coil 37 is connected to a second intermediate tap 31T2 which is an intermediate tap on the secondary winding side of the insulating transformer 31.
  • the other end of the coil 37 is connected to the high voltage system high potential side input/output terminal THP.
  • a capacitor 38 that functions in cooperation with the coil 37 and functions as a low-pass filter is connected. There is.
  • the DC/DC converter 25 also includes a current sensor 39 that detects an output current to the high-voltage system high-potential side input/output terminal THP, a control signal from the control circuit 21, and the detected low-voltage system high-potential side input/output terminal.
  • a conversion operation circuit 40 that controls the first switch 32 to the fourth switch 36 based on the output current to the voltage system high potential side input/output terminal THP to perform DC/DC conversion.
  • FIG. 4 is a processing flowchart of the embodiment.
  • the first circuit breaker 26-1 to the n-th circuit breaker 26-m are assumed to be in the open state (OFF state).
  • step S12 when the failure notification notifying that the m-th battery unit 22-m is in the failure state is received from the m-th monitoring circuit 23-m via the failure notification line LE (step S12; Yes). ), the control circuit 21 opens the m-th circuit breaker (in this case, maintains the open state) (step S13). Then, the process proceeds to step S15.
  • step S12 When it is determined in step S12 that the failure notification notifying that the m-th battery unit 22-m is in the failure state has not been received from the m-th monitoring circuit 23-m via the failure notification line LE (step S12). No, the control circuit 21 turns on the m-th circuit breaker (step S14).
  • control circuit 21 adds 1 to the parameter m (step S15). Subsequently, the control circuit 21 determines whether the parameter m exceeds the number n of monitoring circuits (step S16).
  • step S16 if the parameter m has not exceeded the number n of monitoring circuits (step S16; No), the process is moved to step S12 again, and the processes of steps S12 to S16 described above are repeated. That is, it is determined whether or not the failure notification is received for all of the first monitoring circuit 23-1 to the nth monitoring circuit 23-n, and the mth circuit breaker 26-m is opened or closed.
  • step S16 when the parameter m exceeds the number n of monitoring circuits (step S16; Yes), the control circuit 21 is receiving the activation signal WU from the ECU (not shown) of the vehicle body. Is determined (step S17).
  • step S17 when the activation signal WU is being received from the ECU (not shown) of the vehicle body (step S17; Yes), the control circuit 21 causes the first circuit breaker 26-1 to the n-th circuit breaker 26-. Among the n, the DC/DC converter 25 is driven according to the number of circuit breakers actually turned on (the number of circuit breakers closed), and the first battery unit 22-1 to the n-th battery unit 22-n are driven. Of these, all the battery units connected via the turned-on breaker are charged or discharged (step S18).
  • FIG. 5 is an explanatory diagram of an example of operation control of the DC/DC converter.
  • the control circuit 21 causes the DC/DC converter 25 to simulate the resistance component in a pseudo manner (simulation), so that the high voltage system high potential side input/output terminal THP and the high voltage system low potential are obtained.
  • the output voltage decreases in proportion to the amount of the current (in the case of FIG. 5).
  • the voltage is controlled to 48 V or less.).
  • control circuit 21 causes the DC/DC converter 25 to input a large current through the high voltage system high potential side input/output terminal THP and the high voltage system low potential side input/output terminal THN (high voltage system).
  • the output voltage is controlled in proportion to the amount of the current (in the case of FIG. 5, it becomes 48 V or higher).
  • the operation of the battery cell 30 is simulated, and there is no need to perform special control, and the low voltage system side (for example, 12V system side) and the high voltage system side (for example, 48V system side) are connected. It is possible to determine the direction in which the current flows (the charging direction or the discharging direction with respect to the battery cell 30).
  • the low voltage system side for example, 12V system side
  • the high voltage system side for example, 48V system side
  • control circuit 21 controls the DC/DC of the first battery unit 22-1 to the nth battery unit 22-n based on the failure notification from the first monitoring circuit 23-1 to the nth monitoring circuit 23-n.
  • the input overcurrent protection current value of the DC/DC converter 25 is higher than the total current value when a current corresponding to a predetermined overcurrent protection current value is applied to the number of battery units actually connected to the converter 25.
  • the output current of the DC/DC converter 25 is limited according to the number of battery units in which a failure is detected among the first battery unit 22-1 to the nth battery unit 22-n. ..
  • the 1st to n-th monitoring circuits 23-n and the corresponding breaker is cut off by the corresponding 1st circuit breaker 26-1 to n-th circuit breaker 26-n another battery unit in operation is It is possible to prevent the entire system from being stopped because the circuit breakers are cut off all at once due to the overcurrent protection functioning in the current state.
  • step S17 when the activation signal WU is not being received from the ECU (not shown) of the vehicle body (step S17; No), the control circuit 21 stops the DC/DC converter 25 (step S19). ..
  • the high-voltage system high-potential side input/output terminal THP and the high-voltage meter low-potential side input/output terminal THN are not electrically connected to any of the first battery unit 22-1 to the nth battery unit 22-n. , High-voltage power is never supplied.
  • step S14 all the battery units connected via the circuit breakers that have been turned on among the first battery unit 22-1 to the nth battery unit 22-n have a low voltage system level. Since it is connected to the potential-side input/output terminal TLP and the low-voltage system low-potential-side input/output terminal TLN, the low-voltage system power can be used and the DC/DC converter 25 uses the high-voltage system power. Therefore, it is possible to improve the supply efficiency of the low voltage system electric power when the vehicle is not used.
  • the first embodiment it is possible to supply low-voltage system power and high-voltage system power at the same time, and it is wasteful in the DC/DC converter when the vehicle is not in use. It is possible to efficiently supply low-voltage power without power consumption, and it is possible to improve the reliability of low-voltage power supply.
  • FIG. 6 is a schematic configuration block diagram of the storage battery device of the second embodiment. 6 is different from that of the first embodiment in FIG. 2 in that a circuit breaker 51 and a circuit breaker 51 are provided between the high voltage system high potential side input/output terminal THP and the high voltage system low potential side input/output terminal THN.
  • the capacitor unit 53 having a plurality of capacitors 52 (for example, electric double layer capacitors) connected in series is provided, and the capacitor monitoring circuit 54 that monitors each capacitor 52 under the control of the control circuit 21 is provided.
  • the capacitor unit 53 is provided not between the low-voltage system high-potential side input/output terminal TLP and the low-voltage system low-potential side output terminal TLN but in the high-voltage system high-potential side input/output terminal THP and the high-voltage system low-potential.
  • the reason why it is provided between the side input/output terminal THN and the high-voltage system input/output terminals THP and THN is that a transient large charging/discharging current is absorbed by the capacitor section 53 to suppress voltage fluctuations. This is because the DC converter 25 does not have to withstand a large transient current and the configuration of the DC/DC converter 25 is further simplified.
  • FIG. 7 is a processing flowchart of the second embodiment.
  • the same parts as those in the first embodiment shown in FIG. 4 are designated by the same reference numerals.
  • the first circuit breaker 26-1 to the n-th circuit breaker 26-m and the circuit breaker 51 are in an open state (off state).
  • control circuit 21 performs the processing of steps S11 to S16 of the first embodiment in the same manner as the procedure described in the first embodiment. Then, in the determination of step S16, if the parameter m exceeds the number n of monitoring circuits (step S16; Yes), the control circuit 21 is receiving the activation signal WU from the ECU (not shown) of the vehicle body. It is determined whether or not (step S17).
  • step S17 when the activation signal WU is not being received from the ECU (not shown) of the vehicle body (step S17; No), the control circuit 21 stops the DC/DC converter 25 (step S18) and shuts off. The container 51 is released (step S19).
  • the high-voltage system high-potential side input/output terminal THP and the high-voltage meter low-potential side input/output terminal THN are not electrically connected to any of the first battery unit 22-1 to the nth battery unit 22-n. , High-voltage power is never supplied.
  • step S14 all the battery units connected via the breaker that have been turned on among the first battery unit 22-1 to the nth battery unit 22-n are input/output on the low voltage side high potential side. Since it is connected to the terminal TLP and the low-voltage system low-potential side input/output terminal TLN, the low-voltage system power can be used, and the DC/DC converter 25 does not use the low-voltage system power. Thus, it becomes possible to improve the supply efficiency of low-voltage system electric power when the vehicle is not in use.
  • step S17 when it is determined in step S17 that the control circuit 21 is receiving the activation signal WU from the ECU (not shown) of the vehicle body (step S17; Yes), the first circuit breaker 26-1 to the n-th circuit breaker are connected. Among the 26-n, the DC/DC converter 25 is driven according to the number of circuit breakers actually turned on (the number of circuit breakers closed), and the first battery unit 22-1 to the n-th battery unit 22- Of n, all the battery units connected via the breaker that has been turned on are charged or discharged (step S20).
  • step S21 determines whether or not the capacitor monitoring circuit 54 has detected a failure.
  • step S21 when the capacitor monitoring circuit 54 detects a failure (step S21; Yes), the control circuit 21 releases the circuit breaker 51 (or maintains the released state) (step S22).
  • control circuit 21 determines whether or not a failure has not been detected in all the monitoring circuits 23-1 to 23-n and the capacitor monitoring circuit 54 (step S23).
  • step S23 if no failure is detected in the monitoring circuits 23-1 to 23-n and the capacitor monitoring circuit 54 (step S23; Yes), the control circuit 21 determines that the vehicle (the ECU (not shown)) is On the other hand, the charge/discharge current limit signal is released (or the limit release state is maintained) (step S24), the process proceeds to step S11 again, and the above-described process is repeated.
  • step S23 When a failure is detected in any of the monitoring circuits 23-1 to 23-n or the capacitor monitoring circuit 54 in the determination in step S23 (step S23; No), the control circuit 21 determines that the vehicle (not shown in the ECU). ) Is output (or the limited state is maintained) (step S26), the process proceeds to step S11 again, and the above process is repeated.
  • step S21 when the capacitor monitoring circuit 54 does not detect the failure (step S21; No), the control circuit 21 turns on the circuit breaker 51 (or maintains the turn-on state) (step S25). ), the process proceeds to step S23, the same process as the above process is performed, the process proceeds to step S11 again, and the above process is repeated.
  • the control circuit 21 controls the first battery unit based on the failure notification from the first monitoring circuit 23-1 to the nth monitoring circuit 23-n. 22-1 to n-th battery unit 22-n, from the total current value when a current corresponding to a predetermined overcurrent protection current value is applied to the number of battery units actually connected to the DC/DC converter 25 Is also set so that the input overcurrent protection current value of the DC/DC converter 25 is high, and the number of battery units in which a failure is detected among the first battery unit 22-1 to the nth battery unit 22-n is determined. , The output current of the DC/DC converter 25 is limited.
  • the DC/DC converter 25 simulates the operation of the battery cell 30, so that the resistance value can be effectively (equivalently) increased as compared with the capacitor section 53, and the instantaneous large current can be increased. It naturally flows to the condenser section 53 side.
  • the DC/DC converter can be used even in the case where a large amount of power is temporarily required when the engine is started. It is possible to reliably supply a large amount of electric power without increasing the capacity.
  • a program executed by the storage battery device of the present embodiment is a file in an installable format or an executable format, which is a semiconductor memory such as a CD-ROM, a DVD (Digital Versatile Disk), or a USB memory. It is provided by being recorded in a computer-readable recording medium such as an apparatus.
  • the program executed by the storage battery device of this embodiment may be stored in a computer connected to a network such as the Internet and provided by being downloaded via the network. Further, the program executed by the storage battery device of this embodiment may be provided or distributed via a network such as the Internet. Further, the program executed by the storage battery device according to the present embodiment may be incorporated in a ROM or the like in advance and provided.

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

A storage battery device according to the embodiments of the present application is installed in a vehicle and supplies power to in-vehicle equipment. The storage battery device comprises: a plurality of battery units that are connected in parallel, each having a plurality of battery cells connected in series between a pair of first input/output voltage charging/discharging terminals, and each supplying low voltage power via the pair of charging/discharging terminals; and a DC voltage converter that is capable of supplying power by subjecting the supplied power from the plurality of battery units to DC voltage conversion and outputting the converted power to the vehicle side via the charging/discharging terminals, and is capable of subjecting supplied power input from the vehicle side via the charging/discharging terminals to DC voltage conversion and supplying the converted power to the plurality of battery units. Thus, it is possible to simultaneously supply low voltage power and high voltage power while also ensuring reliability.

Description

蓄電池装置Storage battery
　本発明の実施形態は、蓄電池装置に関する。 The embodiment of the present invention relates to a storage battery device.
　近年、自動車においては、電装部品の消費電力の増加や回生エネルギーの活用のため、これまで１２Ｖが一般的であった車載用機器（補機）、電装部品等に供給する車内の電源電圧を高電圧化（３６～４８Ｖ）する検討が進められている。例えば、定格電圧を４８Ｖにすると、既存の１２Ｖシステムに比べて出力を高くでき、使用する電流を下げられるため、一部のシステムでは効率を高められる。 In recent years, in automobiles, in order to increase the power consumption of electric components and to utilize regenerative energy, the power supply voltage in the vehicle has been increased to 12 V, which has been common until now, for in-vehicle devices (auxiliaries) and electric components. A study is underway to turn it into a voltage (36 to 48V). For example, a rated voltage of 48V can provide higher output and lower current consumption compared to existing 12V systems, thus increasing efficiency in some systems.
　一方で、回生エネルギーの活用のために、小型大容量で繰りかえしの充放電に耐えられる蓄電素子としてリチウムイオン電池の利用が広がっている。 On the other hand, in order to utilize regenerative energy, the use of lithium ion batteries is expanding as a storage element that can withstand repeated charging and discharging with a small capacity.
特開２００９－２７７６４７号公報JP, 2009-277647, A 特開２００１－１３６７３５号公報JP, 2001-136735, A
　しかしながら、車載用機器及び電装部品の全てが高電圧対応するには時間を要するため、低電圧系電力（１２Ｖ系電力）と、高電圧系電力と、の双方を供給することが考えられている。一方、低電圧系電力（１２Ｖ系電力）は、車両として求められる最低限の安全機能を維持するための電力としても期待されている。 However, since it takes time for all the in-vehicle equipment and electrical components to support high voltage, it is considered to supply both low voltage system power (12V system power) and high voltage system power. .. On the other hand, low-voltage system power (12V system power) is also expected as power for maintaining the minimum safety function required for a vehicle.
　本発明は、上記に鑑みてなされたものであって、信頼性を維持しつつ低電圧系電力と高電圧系電力とを同時に供給可能な蓄電池装置を提供することを目的としている。 The present invention has been made in view of the above, and an object thereof is to provide a storage battery device capable of simultaneously supplying low-voltage system power and high-voltage system power while maintaining reliability.
　実施形態の蓄電池装置は、車両に搭載されて車載用機器に電力を供給する蓄電池装置であって、一対の第１入出力電圧充放電端子の間に複数の直列接続された電池セルを有し、一対の充放電端子を介して低電圧系電力を供給する並列接続された複数の電池ユニットと、複数の電池ユニットの供給電力の直流電圧変換を行い、充放電端子を介して車両側に出力して電力供給可能であるとともに、車両側から充放電端子を介して入力された供給電力の直流電圧変換を行い、複数の電池ユニットに供給可能な直流電圧変換器と、を備える。 The storage battery device of the embodiment is a storage battery device that is installed in a vehicle and supplies electric power to an in-vehicle device, and has a plurality of battery cells connected in series between a pair of first input/output voltage charge/discharge terminals. , A plurality of battery units connected in parallel that supply low-voltage system power via a pair of charging/discharging terminals, and convert the power supplied to the battery units to DC voltage, and output to the vehicle side via charging/discharging terminals. And a DC voltage converter capable of DC power conversion of the supplied power input from the vehicle side through the charging/discharging terminal and supplying the power to a plurality of battery units.
図１は、実施形態の車両用蓄電池システムの概要構成ブロック図である。FIG. 1 is a schematic block diagram of a vehicle storage battery system according to an embodiment. 図２は、蓄電池装置の概要構成ブロック図である。FIG. 2 is a schematic block diagram of the storage battery device. 図３は、ＤＣ－ＤＣコンバータの概要構成図である。FIG. 3 is a schematic configuration diagram of the DC-DC converter. 図４は、実施形態の処理フローチャートである。FIG. 4 is a processing flowchart of the embodiment. 図５は、ＤＣ／ＤＣコンバータの動作制御の一例の説明図である。FIG. 5 is an explanatory diagram of an example of operation control of the DC/DC converter. 図６は、第２実施形態の蓄電池装置の概要構成ブロック図である。FIG. 6 is a schematic configuration block diagram of the storage battery device of the second embodiment. 図７は、第２実施形態の処理フローチャートである。FIG. 7 is a processing flowchart of the second embodiment.
［１］第１実施形態
　次に図面を参照して実施形態について詳細に説明する。
　図１は、実施形態の車両用蓄電池システムの概要構成ブロック図である。
　車両用蓄電池システム１０は、エンジン１１に駆動されて発電可能な発電機(ジェネレータ)１２Ｇとして機能し、あるいは、電力が供給されてエンジン１１の駆動を補助（アシスト）する電動機（モータ）１２Ｍとして機能する電力機器１２と、車載用機器に電力を供給する蓄電池装置１３と、蓄電池装置１３の充電状態（電圧、充電電流及び温度）を測定し、蓄電池装置１３の制御を行うコントローラ１４と、蓄電池装置１３から低電圧系電力（例えば、１２Ｖ系電力）が供給される第１負荷群１５と、蓄電池装置１３から高電圧系電力（例えば、４８Ｖ系電力）が供給される第２負荷群１６と、を備えている。 [1] First Embodiment Next, an embodiment will be described in detail with reference to the drawings.
FIG. 1 is a schematic block diagram of a vehicle storage battery system according to an embodiment.
The vehicle storage battery system 10 functions as a generator 12G that is driven by the engine 11 and is capable of generating electricity, or functions as an electric motor (motor) 12M that is supplied with electric power and assists the driving of the engine 11. Power device 12, a storage battery device 13 that supplies power to the vehicle-mounted device, a controller 14 that measures the charging state (voltage, charging current, and temperature) of the storage battery device 13 and controls the storage battery device 13, and a storage battery device. A first load group 15 to which low voltage system power (for example, 12 V system power) is supplied from 13; and a second load group 16 to which high voltage system power (for example, 48 V system power) is supplied from the storage battery device 13, Is equipped with.
　上記構成において、電力機器１２は、電動機１２Ｍとして機能する場合には、第２負荷群１６に含まれる。 In the above configuration, the power device 12 is included in the second load group 16 when functioning as the electric motor 12M.
　ここで、第１実施形態の蓄電池装置１３の構成について説明する。
　図２は、蓄電池装置の概要構成ブロック図である。
　蓄電池装置１３は、制御回路２１と、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎ（ｎ：２以上の自然数）と、第１監視回路２３－１～第ｎ監視回路２３－ｎと、平滑用コンデンサ２４と、ＤＣ／ＤＣコンバータ２５と、第１遮断器２６－１～第ｎ遮断器２６－ｎを備えている。 Here, the configuration of the storage battery device 13 of the first embodiment will be described.
FIG. 2 is a schematic block diagram of the storage battery device.
The storage battery device 13 includes a control circuit 21, a first battery unit 22-1 to an nth battery unit 22-n (n: a natural number of 2 or more), a first monitoring circuit 23-1 to an nth monitoring circuit 23-n. And a smoothing capacitor 24, a DC/DC converter 25, and first to n-th circuit breakers 26-1 to 26-n.
　制御回路２１は、蓄電池装置１３全体を制御する。
　第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎは、それぞれ低電圧系低電位側入出力端子ＴＬＮと低電圧系高電位側入力端子ＴＬＰとの間に並列に接続されて、それぞれ低電圧系電力を供給可能とされている。 The control circuit 21 controls the entire storage battery device 13.
The first battery unit 22-1 to the n-th battery unit 22-n are connected in parallel between the low-voltage system low-potential side input/output terminal TLN and the low-voltage system high-potential side input terminal TLP, and are respectively connected to the low voltage side. It is possible to supply voltage system power.
　第１監視回路２３－１～第ｎ監視回路２３－ｎは、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち対応するいずれかの電池ユニットの状態（ＳＯＣ、電圧、充電電流及び温度）を監視し、監視結果を監視結果通知ラインＬＭ及びＤＣ／ＤＣコンバータ２５を介して制御回路２１に通知するとともに、故障通知ラインＬＥを介して故障状態を制御回路２１に通知する。 The first monitoring circuit 23-1 to the n-th monitoring circuit 23-n determine the state (SOC, voltage, charging current) of any one of the corresponding one of the first battery unit 22-1 to the n-th battery unit 22-n. And temperature), and the monitoring result is notified to the control circuit 21 via the monitoring result notification line LM and the DC/DC converter 25, and the failure state is notified to the control circuit 21 via the failure notification line LE.
　平滑用コンデンサ２４は、ＤＣ／ＤＣコンバータ２５が高電圧系低電位側出力端子ＴＨＮ及び高電圧系高電位側出力端子ＴＨＰを介して高電圧系電力を出力するに際し、過渡的な大電流が流れたときに電圧を安定化させる。 When the DC/DC converter 25 outputs high-voltage system power via the high-voltage system low-potential side output terminal THN and the high-voltage system high-potential side output terminal THP, the smoothing capacitor 24 flows with a large transient current. Stabilizes the voltage when
　ＤＣ／ＤＣコンバータ２５は、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎから供給される低電圧系電力のＤＣ／ＤＣ変換を行って高電圧系低電位側出力端子ＴＨＮ及び高電圧系高電位側出力端子ＴＨＰを介して出力する。 The DC/DC converter 25 performs DC/DC conversion of low-voltage system power supplied from the first battery unit 22-1 to the n-th battery unit 22-n, and outputs the high-voltage system low-potential side output terminal THN and the high-voltage system. It outputs through the system high potential side output terminal THP.
　第１遮断器２６－１～第ｎ遮断器２６－ｎは、制御回路２１の制御下で動作する第１監視回路２３－１～第ｎ監視回路２３－ｎの制御下で第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち対応するいずれか一つの電池ユニットを電力供給経路から切り離し、低電圧系電力の供給遮断を行う。 The first circuit breaker 26-1 to the n-th circuit breaker 26-n operate under the control of the control circuit 21 and the first battery unit 22 under the control of the first monitor circuit 23-1 to the n-th monitor circuit 23-n. Any one of the corresponding -1 to n-th battery units 22-n is disconnected from the power supply path to cut off the low-voltage power supply.
　上記構成において、さらに制御回路２１は、コントローラ１４から起動信号ＷＵが入力される起動信号端子ＴＷと、コントローラ１４との間で通信を行うための通信端子ＴＣと、を備えている。 In the above configuration, the control circuit 21 further includes a start signal terminal TW to which a start signal WU is input from the controller 14 and a communication terminal TC for communicating with the controller 14.
　第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎは、同一構成であり、それぞれ複数のバッテリセル３０が直列接続されている。 The first battery unit 22-1 to the n-th battery unit 22-n have the same configuration, and each has a plurality of battery cells 30 connected in series.
　この場合において、例えば、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎの定格出力電圧がそれぞれ１２Ｖだとすると、ＤＣ／ＤＣコンバータ２５は、１２Ｖを昇圧して、定格出力電圧４８Ｖの高電圧系電力を高電圧系低電位側出力端子ＴＨＮ及び高電圧系高電位側出力端子ＴＨＰを介して出力する。 In this case, for example, if the rated output voltage of each of the first battery unit 22-1 to the nth battery unit 22-n is 12V, the DC/DC converter 25 boosts 12V to obtain a high output voltage of the rated output voltage 48V. System power is output via the high voltage system low potential side output terminal THN and the high voltage system high potential side output terminal THP.
　上記構成において、バッテリセル３０としては、出力特性に優れることからリチウムイオン二次電池、ニッケル水素二次電池が好適である。また、重量エネルギー密度の高さの観点からは、リチウムイオン二次電池の方がより好ましい。 In the above configuration, the battery cell 30 is preferably a lithium-ion secondary battery or a nickel-hydrogen secondary battery because it has excellent output characteristics. Further, from the viewpoint of high weight energy density, the lithium ion secondary battery is more preferable.
　さらにバッテリセル３０としては、リチウムイオン二次電池の中でもセルの最大電圧と比較して稼働電圧範囲の割合の大きい正極がリン酸鉄系で負極が炭素系のリチウムイオン二次電池、もしくは、正極が3d遷移金属リチウム酸化物（例えば、マンガン酸リチウム酸化物、ニッケル酸リチウム酸化物、コバルト酸リチウム酸化物など）で、負極がチタン酸リチウム酸化物のリチウムイオン二次電池がより好ましい。 Further, as the battery cell 30, among lithium ion secondary batteries, a lithium ion secondary battery in which the positive electrode having a larger operating voltage range than the maximum voltage of the cell is an iron phosphate type and the negative electrode is a carbon type lithium ion secondary battery, or a positive electrode Is more preferably a 3d transition metal lithium oxide (eg, lithium manganate oxide, lithium nickel oxide, lithium cobalt oxide, etc.) and the negative electrode is lithium titanate lithium ion secondary battery.
　さらに、充放電において負極電位の平滑性が高いとセル間電位の差が少なくなり、横流やセルバランスの制御性に優れるため、前述した正極が3d遷移金属リチウム酸化物（例えばマンガン酸リチウム酸化物、ニッケル酸リチウム酸化物、コバルト酸リチウム酸化物、コバルト酸リチウムの一部をニッケルとマンガンで置換した三元系（例えば、Ｌｉ（Ｎｉ－Ｍｎ－Ｃｏ）Ｏ２）のリチウムイオン二次電池であって負極がチタン酸リチウム酸化物（例えば、Ｌｉ４Ｔｉ５Ｏ１２）のリチウムイオン二次電池がより好ましい。 Furthermore, when the smoothness of the negative electrode potential during charge/discharge is high, the difference in the potential between cells is small, and because the controllability of cross current and cell balance is excellent, the above-mentioned positive electrode is a 3d transition metal lithium oxide (for example, lithium manganate lithium oxide , Lithium nickel oxide, lithium cobalt oxide, and a ternary (eg, Li(Ni—Mn—Co)O 2 ) lithium ion secondary battery in which part of lithium cobalt oxide is replaced with nickel and manganese. It is more preferable to use a lithium ion secondary battery in which the negative electrode has a lithium titanate oxide (for example, Li 4 Ti 5 O 12 ).
　ここで、より詳細にバッテリセル３０の構成について説明する。
　この場合において、バッテリセル３０として、リチウムイオンバッテリセルを用いる場合を例として説明する。 Here, the configuration of the battery cell 30 will be described in more detail.
In this case, a case where a lithium ion battery cell is used as the battery cell 30 will be described as an example.
　バッテリセル３０の第１の態様としては、コバルト、ニッケルおよびマンガンよりなる群から選択される少なくとも一種類の金属元素を含有するリチウム金属化合物を含みリチウム金属化合物はＬｉａＮｉｂＣｏｃＭｎｄＯ２（但し、モル比ａ，ｂ，ｃ及びｄは０≦ａ≦１．１、ｂ＋ｃ＋ｄ＝１）で表される正極活物質含有層を備えた正極と、チタン含有金属複合酸化物を含む負極と、非水溶媒を含む非水電解質とを備えた非水電解質二次電池として構成される。　 The first mode of the battery cell 30 includes a lithium metal compound containing at least one metal element selected from the group consisting of cobalt, nickel and manganese, and the lithium metal compound is Li a Ni b Co c Mn d O. 2 (provided that the molar ratios a, b, c and d are 0≦a≦1.1, b+c+d=1), and a negative electrode containing a titanium-containing metal composite oxide. And a non-aqueous electrolyte containing a non-aqueous solvent.
　また、バッテリセル３０の第２の態様としては、コバルト、ニッケルおよびマンガンよりなる群から選択される少なくとも一種類の金属元素を含有するリチウム金属化合物を含みリチウム金属化合物はＬｉａＮｉｂＣｏｃＭｎｄＯ４（但し、モル比ａ，ｂ，ｃ及びｄは０≦ａ≦１．１、ｂ＋ｃ＋ｄ＝２）で表される正極活物質含有層を備えた正極と、チタン含有金属複合酸化物を含む負極と、非水溶媒を含む非水電解質と、を備えた非水電解質二次電池として構成される。　 A second mode of the battery cell 30 includes a lithium metal compound containing at least one metal element selected from the group consisting of cobalt, nickel and manganese, and the lithium metal compound is Li a Ni b Co c Mn. a positive electrode having a positive electrode active material-containing layer represented by d O 4 (where molar ratios a, b, c and d are 0≦a≦1.1, b+c+d=2), and a titanium-containing metal composite oxide. A non-aqueous electrolyte secondary battery comprising a negative electrode containing the same and a non-aqueous electrolyte containing a non-aqueous solvent.
　また、上記第１の態様及び第２の態様のバッテリセル３０を構成する場合にリチウムチタン酸化物の一次粒子の平均粒径が１μｍ以下で、負極層のＢＥＴ法による比表面積が３～５０ｍ２／ｇの範囲であるようにすることが望ましい。　 Further, in the case of configuring the battery cell 30 of the first aspect and the second aspect, the average particle diameter of primary particles of lithium titanium oxide is 1 μm or less, and the specific surface area of the negative electrode layer by the BET method is 3 to 50 m 2. It is desirable that it be in the range of /g.
　さらに、リチウムチタン酸化物は、Ｌｉ４＋ｘＴｉ５Ｏ１２（ｘは－１≦ｘ≦３）もしくはＬｉ２＋ｘＴｉ３Ｏ７（ｘは－１≦ｘ≦３）で表されるようにするのが望ましい。
　さらにまた、チタン含有金属複合酸化物はＰ、Ｖ、Ｓｎ、Ｃｕ、Ｎｉ及びＦｅよりなる群から選択される少なくとも１種類の元素とＴｉとを含有する金属複合酸化物であるようにするのが望ましい。 Furthermore, the lithium titanium oxide is represented by Li 4+x Ti 5 O 12 (x is −1≦x≦3) or Li 2+x Ti 3 O 7 (x is −1≦x≦3). desirable.
Furthermore, the titanium-containing metal composite oxide is a metal composite oxide containing Ti and at least one element selected from the group consisting of P, V, Sn, Cu, Ni and Fe. desirable.
　図３は、ＤＣ－ＤＣコンバータの概要構成図である。
　ＤＣ／ＤＣコンバータ２５は、プッシュプル方式の絶縁型ＤＣ－ＤＣコンバータであり、絶縁トランス３１を備えている。 FIG. 3 is a schematic configuration diagram of the DC-DC converter.
The DC/DC converter 25 is a push-pull insulation type DC-DC converter, and includes an insulation transformer 31.
　絶縁トランス３１の一次巻線側の中間タップである第１中間タップ３１Ｔ１には、第１電池ユニット２２に接続される低電圧系高電位側入出力端子ＴＬＰが接続され、一次巻線の一端には、第１スイッチ３２の一端が接続され、一次巻線の他端には、第２スイッチ３３の一端が接続されている。 The low voltage system high potential side input/output terminal TLP connected to the first battery unit 22 is connected to the first intermediate tap 31T1 which is an intermediate tap on the primary winding side of the insulating transformer 31, and is connected to one end of the primary winding. Is connected to one end of the first switch 32, and to the other end of the primary winding, one end of the second switch 33 is connected.
　第１スイッチ３２の他端及び第２スイッチ３３の他端は、低電圧系低電位側入出力端子ＴＬＮにそれぞれ接続されている。
　さらに低電圧系高電位側入出力端子ＴＬＰと低電圧系低電位側入出力端子ＴＬＮとの間には、電流安定化用のコンデンサ３４が接続されている。 The other end of the first switch 32 and the other end of the second switch 33 are connected to the low voltage system low potential side input/output terminal TLN, respectively.
Further, a current stabilizing capacitor 34 is connected between the low voltage system high potential side input/output terminal TLP and the low voltage system low potential side input/output terminal TLN.
　また、絶縁トランス３１の二次巻線の一端には、第３スイッチ３５の一端が接続され、二次次巻線の他端には、第４スイッチ３６の一端が接続され、第３スイッチ３５の他端及び第４スイッチ３６の他端は、高電圧系低電位側入出力端子ＴＨＮにそれぞれ接続されている。 Further, one end of the third switch 35 is connected to one end of the secondary winding of the isolation transformer 31, and one end of the fourth switch 36 is connected to the other end of the secondary winding thereof. And the other end of the fourth switch 36 are connected to the high voltage system low potential side input/output terminal THN, respectively.
　また、絶縁トランス３１の二次巻線側の中間タップである第２中間タップ３１Ｔ２には、コイル３７の一端が接続されている。
　コイル３７の他端は、高電圧系高電位側入出力端子ＴＨＰが接続されている。 Further, one end of a coil 37 is connected to a second intermediate tap 31T2 which is an intermediate tap on the secondary winding side of the insulating transformer 31.
The other end of the coil 37 is connected to the high voltage system high potential side input/output terminal THP.
　さらにまた、コイル３７と高電圧系高電位側入出力端子ＴＨＰとの接続点及び第２入出力端子ＴＨＮの間には、コイル３７と共働してローパスフィルタとして機能するコンデンサ３８が接続されている。 Furthermore, between the connection point between the coil 37 and the high-voltage system high potential side input/output terminal THP and the second input/output terminal THN, a capacitor 38 that functions in cooperation with the coil 37 and functions as a low-pass filter is connected. There is.
　また、ＤＣ／ＤＣコンバータ２５は、高電圧系高電位側入出力端子ＴＨＰへの出力電流を検出する電流センサ３９と、制御回路２１からの制御信号、検出した低電圧系高電位側入出力端子ＴＬＰ－低電圧系低電位側入出力端子ＴＬＮ間の電圧、検出した高電圧系高電位側入出力端子ＴＨＰ－高電圧系低電位側入出力端子ＴＨＮ間の電圧及び電流センサ３９により検出した高電圧系高電位側入出力端子ＴＨＰへの出力電流に基づいて第１スイッチ３２～第４スイッチ３６を制御して、ＤＣ／ＤＣ変換を行う変換演算回路４０と、を備えている。 The DC/DC converter 25 also includes a current sensor 39 that detects an output current to the high-voltage system high-potential side input/output terminal THP, a control signal from the control circuit 21, and the detected low-voltage system high-potential side input/output terminal. The voltage between TLP-low voltage system low potential side input/output terminal TLN, the detected high voltage system high potential side input/output terminal THP-high voltage system low potential side input/output terminal THN, and the high voltage detected by the current sensor 39. A conversion operation circuit 40 that controls the first switch 32 to the fourth switch 36 based on the output current to the voltage system high potential side input/output terminal THP to perform DC/DC conversion.
　図４は、実施形態の処理フローチャートである。
　初期状態において、第１遮断器２６-１～第ｎ遮断器２６－ｍは、開状態（オフ状態）にあるものとする。
　制御回路２１は、まず第１監視回路２３－１～第ｎ監視回路２３－ｎの故障通知の受信の有無を判別するためのパラメータｍを初期値＝１とする（ステップＳ１１）。 FIG. 4 is a processing flowchart of the embodiment.
In the initial state, the first circuit breaker 26-1 to the n-th circuit breaker 26-m are assumed to be in the open state (OFF state).
The control circuit 21 first sets the parameter m for determining whether or not the failure notification of the first monitoring circuit 23-1 to the nth monitoring circuit 23-n is received to an initial value=1 (step S11).
　続いて制御回路２１は、第ｍ監視回路２３－ｍから故障通知を受信したか否かを判別する（ステップＳ１２）。
　具体的には、この状態においては、パラメータｍ＝１であるので、制御回路２１は、第１監視回路２３-１から故障通知ラインＬＥを介して第１電池ユニット２２－１が故障状態にあることを通知する故障通知を受信したか否かを判別することとなる。 Subsequently, the control circuit 21 determines whether or not a failure notification has been received from the mth monitoring circuit 23-m (step S12).
Specifically, in this state, since the parameter m=1, the control circuit 21 causes the first battery unit 22-1 to be in the failed state from the first monitoring circuit 23-1 via the failure notification line LE. It will be determined whether or not a failure notification for notifying that is received.
　ステップＳ１２の判別において、故障通知ラインＬＥを介して第ｍ監視回路２３－ｍから第ｍ電池ユニット２２－ｍが故障状態にあることを通知する故障通知を受信した場合には（ステップＳ１２；Ｙｅｓ）、制御回路２１は、第ｍ遮断器を開放する（この場合には、開放維持する）（ステップＳ１３）。そして処理をステップＳ１５に移行する。 In the determination of step S12, when the failure notification notifying that the m-th battery unit 22-m is in the failure state is received from the m-th monitoring circuit 23-m via the failure notification line LE (step S12; Yes). ), the control circuit 21 opens the m-th circuit breaker (in this case, maintains the open state) (step S13). Then, the process proceeds to step S15.
　ステップＳ１２の判別において、故障通知ラインＬＥを介して第ｍ監視回路２３－ｍから第ｍ電池ユニット２２－ｍが故障状態にあることを通知する故障通知を受信していない場合には（ステップＳ１２；Ｎｏ）、制御回路２１は、第ｍ遮断器を投入する（ステップＳ１４）。 When it is determined in step S12 that the failure notification notifying that the m-th battery unit 22-m is in the failure state has not been received from the m-th monitoring circuit 23-m via the failure notification line LE (step S12). No, the control circuit 21 turns on the m-th circuit breaker (step S14).
　次に制御回路２１は、パラメータｍに１を加算する（ステップＳ１５）。
　続いて制御回路２１は、パラメータｍが監視回路の台数ｎを超えたか否かを判別する（ステップＳ１６）。 Next, the control circuit 21 adds 1 to the parameter m (step S15).
Subsequently, the control circuit 21 determines whether the parameter m exceeds the number n of monitoring circuits (step S16).
　ステップＳ１６の判別において、未だパラメータｍが監視回路の台数ｎを超えていない場合には（ステップＳ１６；Ｎｏ）、処理を再びステップＳ１２に移行し、上述したステップＳ１２～ステップＳ１６の処理を繰り返す。すなわち、第１監視回路２３－１～第ｎ監視回路２３－ｎの全てについて故障通知を受信したか否かを判別し、第ｍ遮断器２６－ｍの開放あるいは投入を行うこととなる。 In the determination in step S16, if the parameter m has not exceeded the number n of monitoring circuits (step S16; No), the process is moved to step S12 again, and the processes of steps S12 to S16 described above are repeated. That is, it is determined whether or not the failure notification is received for all of the first monitoring circuit 23-1 to the nth monitoring circuit 23-n, and the mth circuit breaker 26-m is opened or closed.
　ステップＳ１６の判別において、パラメータｍが監視回路の台数ｎを超えた場合には（ステップＳ１６；Ｙｅｓ）、制御回路２１は、車両本体の図示しないＥＣＵから起動信号ＷＵを受信中であるか否かを判別する（ステップＳ１７）。 In the determination of step S16, when the parameter m exceeds the number n of monitoring circuits (step S16; Yes), the control circuit 21 is receiving the activation signal WU from the ECU (not shown) of the vehicle body. Is determined (step S17).
　ステップＳ１７の判別において、車両本体の図示しないＥＣＵから起動信号ＷＵを受信中である場合には（ステップＳ１７；Ｙｅｓ）、制御回路２１は、第１遮断器２６－１～第ｎ遮断器２６－ｎのうち、実際に投入状態とされた遮断器の数（遮断器の投入数）に応じてＤＣ／ＤＣコンバータ２５を駆動し、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち、投入された遮断器を介して接続された全ての電池ユニットに対して充電または放電を行う（ステップＳ１８）。 In the determination in step S17, when the activation signal WU is being received from the ECU (not shown) of the vehicle body (step S17; Yes), the control circuit 21 causes the first circuit breaker 26-1 to the n-th circuit breaker 26-. Among the n, the DC/DC converter 25 is driven according to the number of circuit breakers actually turned on (the number of circuit breakers closed), and the first battery unit 22-1 to the n-th battery unit 22-n are driven. Of these, all the battery units connected via the turned-on breaker are charged or discharged (step S18).
　ここで、ＤＣ／ＤＣコンバータ２５の動作について説明する。
　図５は、ＤＣ／ＤＣコンバータの動作制御の一例の説明図である。
　本第１実施形態においては、制御回路２１によりＤＣ／ＤＣコンバータ２５は、擬似的に抵抗分をシミュレート（模擬）することにより、高電圧系高電位側入出力端子ＴＨＰ及び高電圧系低電位側入出力端子ＴＨＮを介して大電流を出力する場合（低電圧系側から高電圧系側に電流が流れる場合）には、その電流量に比例して出力電圧が下降する（図５の場合４８Ｖ以下となる。）ように制御がなされる。 Here, the operation of the DC/DC converter 25 will be described.
FIG. 5 is an explanatory diagram of an example of operation control of the DC/DC converter.
In the first embodiment, the control circuit 21 causes the DC/DC converter 25 to simulate the resistance component in a pseudo manner (simulation), so that the high voltage system high potential side input/output terminal THP and the high voltage system low potential are obtained. When a large current is output via the side input/output terminal THN (when a current flows from the low voltage system side to the high voltage system side), the output voltage decreases in proportion to the amount of the current (in the case of FIG. 5). The voltage is controlled to 48 V or less.).
　これに対し、制御回路２１によりＤＣ／ＤＣコンバータ２５は、高電圧系高電位側入出力端子ＴＨＰ及び高電圧系低電位側入出力端子ＴＨＮを介して大電流が入力される場合（高電圧系側から低電圧系側に電流が流れる場合）には、その電流量に比例して出力電圧が上昇する（図５の場合４８Ｖ以上となる。）ように制御がなされる。 On the other hand, when the control circuit 21 causes the DC/DC converter 25 to input a large current through the high voltage system high potential side input/output terminal THP and the high voltage system low potential side input/output terminal THN (high voltage system). When the current flows from the side to the low voltage system side), the output voltage is controlled in proportion to the amount of the current (in the case of FIG. 5, it becomes 48 V or higher).
　この結果、バッテリセル３０の動作をシミュレートすることとなり、特別な制御を行う必要無く、低電圧系側（例えば、１２Ｖ系側）と、高電圧系側（例えば、４８Ｖ系側）との間で電流の流れる方向（バッテリセル３０に対して、充電方向あるいは放電方向）を定めることが可能となる。 As a result, the operation of the battery cell 30 is simulated, and there is no need to perform special control, and the low voltage system side (for example, 12V system side) and the high voltage system side (for example, 48V system side) are connected. It is possible to determine the direction in which the current flows (the charging direction or the discharging direction with respect to the battery cell 30).
　さらに制御回路２１は、第１監視回路２３－１～第ｎ監視回路２３－ｎからの故障通知に基づいて、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち、ＤＣ／ＤＣコンバータ２５に実際に接続されている電池ユニット数に所定の過電流保護電流値に相当する電流を流した場合の全電流値よりもＤＣ／ＤＣコンバータ２５の入力過電流保護電流値が高くなるように設定し、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち故障が検出された電池ユニットの数に応じて、ＤＣ／ＤＣコンバータ２５の出力電流の制限を行うようにしている。 Further, the control circuit 21 controls the DC/DC of the first battery unit 22-1 to the nth battery unit 22-n based on the failure notification from the first monitoring circuit 23-1 to the nth monitoring circuit 23-n. The input overcurrent protection current value of the DC/DC converter 25 is higher than the total current value when a current corresponding to a predetermined overcurrent protection current value is applied to the number of battery units actually connected to the converter 25. The output current of the DC/DC converter 25 is limited according to the number of battery units in which a failure is detected among the first battery unit 22-1 to the nth battery unit 22-n. ..
　この結果、高電圧系側において、大電流の充放電中に動作状態にあった第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうちいずれかの電池ユニットにおいて第１監視回路２３－１～第ｎ監視回路２３－ｎにより故障が検出されて対応する第１遮断器２６－１～第ｎ遮断器２６－ｎにより遮断されてしまった場合でも、他の動作中の電池ユニットが過電流状態となって過電流保護が働き、一斉に遮断器が遮断されてシステム全体が停止することを防止することができる。 As a result, on the high voltage system side, the first monitoring circuit 23-in any one of the first battery unit 22-1 to the n-th battery unit 22-n which has been in the operating state during the charging/discharging of the large current. Even when a failure is detected by the 1st to n-th monitoring circuits 23-n and the corresponding breaker is cut off by the corresponding 1st circuit breaker 26-1 to n-th circuit breaker 26-n, another battery unit in operation is It is possible to prevent the entire system from being stopped because the circuit breakers are cut off all at once due to the overcurrent protection functioning in the current state.
　一方、ステップＳ１７の判別において、車両本体の図示しないＥＣＵから起動信号ＷＵを受信中ではない場合には（ステップＳ１７；Ｎｏ）、制御回路２１は、ＤＣ／ＤＣコンバータ２５を停止する（ステップＳ１９）。 On the other hand, in the determination of step S17, when the activation signal WU is not being received from the ECU (not shown) of the vehicle body (step S17; No), the control circuit 21 stops the DC/DC converter 25 (step S19). ..
　従って、高電圧系高電位側入出力端子ＴＨＰ及び高電圧計低電位側入出力端子ＴＨＮは、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのいずれにも電気的に接続されないので、高電圧系の電力が供給がなされることはない。 Therefore, the high-voltage system high-potential side input/output terminal THP and the high-voltage meter low-potential side input/output terminal THN are not electrically connected to any of the first battery unit 22-1 to the nth battery unit 22-n. , High-voltage power is never supplied.
　しかしながら、このとき、ステップＳ１４の処理により、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち、投入された遮断器を介して接続された全ての電池ユニットは、低電圧系高電位側入出力端子ＴＬＰ及び低電圧系低電位側入出力端子ＴＬＮに接続されるので、低電圧系の電力を利用することができるとともに、ＤＣ／ＤＣコンバータ２５により高電圧系の電力が利用されることはなく、車両の非使用状態における低電圧系電力の供給効率を向上させることが可能となる。 However, at this time, as a result of the processing of step S14, all the battery units connected via the circuit breakers that have been turned on among the first battery unit 22-1 to the nth battery unit 22-n have a low voltage system level. Since it is connected to the potential-side input/output terminal TLP and the low-voltage system low-potential-side input/output terminal TLN, the low-voltage system power can be used and the DC/DC converter 25 uses the high-voltage system power. Therefore, it is possible to improve the supply efficiency of the low voltage system electric power when the vehicle is not used.
　以上の説明のように、本第１実施形態によれば、低電圧系電力及び高圧系電力を同時に供給可能とすることができるとともに、車両の非使用状態においては、ＤＣ／ＤＣコンバータにおいて無駄に電力が消費されることがなく、低電圧系電力を効率よく供給することが可能となり、低電圧系電力供給の信頼性を向上させることができる。 As described above, according to the first embodiment, it is possible to supply low-voltage system power and high-voltage system power at the same time, and it is wasteful in the DC/DC converter when the vehicle is not in use. It is possible to efficiently supply low-voltage power without power consumption, and it is possible to improve the reliability of low-voltage power supply.
［２］第２実施形態
　次に第２実施形態について説明する。
　図６は、第２実施形態の蓄電池装置の概要構成ブロック図である。
　図６において、図２の第１実施形態と異なる点は、高電圧系高電位側入出力端子ＴＨＰと高電圧系低電位側入出力端子ＴＨＮとの間に、遮断器５１及び遮断器５１に直列接続された複数のコンデンサ５２（例えば、電気二重層コンデンサ）を有するコンデンサ部５３を設けた点、制御回路２１の制御下で各コンデンサ５２を監視するコンデンサ監視回路５４を設けた点である。 [2] Second Embodiment Next, a second embodiment will be described.
FIG. 6 is a schematic configuration block diagram of the storage battery device of the second embodiment.
6 is different from that of the first embodiment in FIG. 2 in that a circuit breaker 51 and a circuit breaker 51 are provided between the high voltage system high potential side input/output terminal THP and the high voltage system low potential side input/output terminal THN. The capacitor unit 53 having a plurality of capacitors 52 (for example, electric double layer capacitors) connected in series is provided, and the capacitor monitoring circuit 54 that monitors each capacitor 52 under the control of the control circuit 21 is provided.
　上記構成において、コンデンサ部５３を低電圧系高電位側入出力端子ＴＬＰと低電圧系低電位側出力端子ＴＬＮとの間ではなく、高電圧系高電位側入出力端子ＴＨＰと高電圧系低電位側入出力端子ＴＨＮとの間に設けている理由は、高電圧系入出力端子ＴＨＰ、ＴＨＮに対する過渡的に大きな充放電電流をコンデンサ部５３に吸収させて電圧変動を抑制することにより、ＤＣ／ＤＣコンバータ２５が過渡的な大電流に耐える必要がなくなり、ＤＣ／ＤＣコンバータ２５の構成がより簡素化されるからである。 In the above-described configuration, the capacitor unit 53 is provided not between the low-voltage system high-potential side input/output terminal TLP and the low-voltage system low-potential side output terminal TLN but in the high-voltage system high-potential side input/output terminal THP and the high-voltage system low-potential. The reason why it is provided between the side input/output terminal THN and the high-voltage system input/output terminals THP and THN is that a transient large charging/discharging current is absorbed by the capacitor section 53 to suppress voltage fluctuations. This is because the DC converter 25 does not have to withstand a large transient current and the configuration of the DC/DC converter 25 is further simplified.
　次に第２実施形態の動作について説明する。
　図７は、第２実施形態の処理フローチャートである。
　図７において、図４の第１実施形態と同様の部分には、同一の符号を付すものとする。
　初期状態において、第１遮断器２６-１～第ｎ遮断器２６－ｍ及び遮断器５１は、開状態（オフ状態）にあるものとする。 Next, the operation of the second embodiment will be described.
FIG. 7 is a processing flowchart of the second embodiment.
In FIG. 7, the same parts as those in the first embodiment shown in FIG. 4 are designated by the same reference numerals.
In the initial state, the first circuit breaker 26-1 to the n-th circuit breaker 26-m and the circuit breaker 51 are in an open state (off state).
　まず、制御回路２１は、第１実施形態のステップＳ１１～ステップＳ１６の処理を第１実施形態で説明した手順と同様に行う。
　そして、制御回路２１は、ステップＳ１６の判別において、パラメータｍが監視回路の台数ｎを超えた場合には（ステップＳ１６；Ｙｅｓ）、車両本体の図示しないＥＣＵから起動信号ＷＵを受信中であるか否かを判別する（ステップＳ１７）。 First, the control circuit 21 performs the processing of steps S11 to S16 of the first embodiment in the same manner as the procedure described in the first embodiment.
Then, in the determination of step S16, if the parameter m exceeds the number n of monitoring circuits (step S16; Yes), the control circuit 21 is receiving the activation signal WU from the ECU (not shown) of the vehicle body. It is determined whether or not (step S17).
　ステップＳ１７の判別において、車両本体の図示しないＥＣＵから起動信号ＷＵを受信中ではない場合には（ステップＳ１７；Ｎｏ）、制御回路２１は、ＤＣ／ＤＣコンバータ２５を停止し（ステップＳ１８）、遮断器５１を解放する（ステップＳ１９）。 In the determination of step S17, when the activation signal WU is not being received from the ECU (not shown) of the vehicle body (step S17; No), the control circuit 21 stops the DC/DC converter 25 (step S18) and shuts off. The container 51 is released (step S19).
　従って、高電圧系高電位側入出力端子ＴＨＰ及び高電圧計低電位側入出力端子ＴＨＮは、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのいずれにも電気的に接続されないので、高電圧系の電力が供給されることはない。 Therefore, the high-voltage system high-potential side input/output terminal THP and the high-voltage meter low-potential side input/output terminal THN are not electrically connected to any of the first battery unit 22-1 to the nth battery unit 22-n. , High-voltage power is never supplied.
　さらにステップＳ１４の処理により、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち、投入された遮断器を介して接続された全ての電池ユニットは、低電圧系高電位側入出力端子ＴＬＰ及び低電圧系低電位側入出力端子ＴＬＮに接続されるので、低電圧系の電力を利用することができるとともに、ＤＣ／ＤＣコンバータ２５により低電圧系の電力が利用されることはなく、車両の非使用状態における低電圧系電力の供給効率を向上させることが可能となる。 Further, by the process of step S14, all the battery units connected via the breaker that have been turned on among the first battery unit 22-1 to the nth battery unit 22-n are input/output on the low voltage side high potential side. Since it is connected to the terminal TLP and the low-voltage system low-potential side input/output terminal TLN, the low-voltage system power can be used, and the DC/DC converter 25 does not use the low-voltage system power. Thus, it becomes possible to improve the supply efficiency of low-voltage system electric power when the vehicle is not in use.
　一方、制御回路２１は、ステップＳ１７の判別において、車両本体の図示しないＥＣＵから起動信号ＷＵを受信中である場合には（ステップＳ１７；Ｙｅｓ）、第１遮断器２６－１～第ｎ遮断器２６－ｎのうち、実際に投入状態とされた遮断器の数（遮断器の投入数）に応じてＤＣ／ＤＣコンバータ２５を駆動し、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち、投入された遮断器を介して接続された全ての電池ユニットに対して充電または放電を行う（ステップＳ２０）。 On the other hand, when it is determined in step S17 that the control circuit 21 is receiving the activation signal WU from the ECU (not shown) of the vehicle body (step S17; Yes), the first circuit breaker 26-1 to the n-th circuit breaker are connected. Among the 26-n, the DC/DC converter 25 is driven according to the number of circuit breakers actually turned on (the number of circuit breakers closed), and the first battery unit 22-1 to the n-th battery unit 22- Of n, all the battery units connected via the breaker that has been turned on are charged or discharged (step S20).
　次に制御回路２１は、コンデンサ監視回路５４が故障を検出しているか否かを判別する（ステップＳ２１）。
　ステップＳ２１の判別において、コンデンサ監視回路５４が故障を検出している場合には（ステップＳ２１；Ｙｅｓ）、制御回路２１は遮断器５１を解放（あるいは、解放状態を維持）する（ステップＳ２２）。 Next, the control circuit 21 determines whether or not the capacitor monitoring circuit 54 has detected a failure (step S21).
In the determination of step S21, when the capacitor monitoring circuit 54 detects a failure (step S21; Yes), the control circuit 21 releases the circuit breaker 51 (or maintains the released state) (step S22).
　続いて、制御回路２１は、全ての監視回路２３－１～２３－ｎ及びコンデンサ監視回路５４において故障が非検出であるか否かを判別する（ステップＳ２３）。 Subsequently, the control circuit 21 determines whether or not a failure has not been detected in all the monitoring circuits 23-1 to 23-n and the capacitor monitoring circuit 54 (step S23).
　ステップＳ２３の判別において、監視回路２３－１～２３－ｎ及びコンデンサ監視回路５４において故障が非検出である場合には（ステップＳ２３；Ｙｅｓ）、制御回路２１は、車両（の図示しないＥＣＵ）に対して充放電電流の制限信号を解除（あるいは制限解除状態を維持）し（ステップＳ２４）、再び処理をステップＳ１１に移行して、上述した処理を繰り返す。 In the determination of step S23, if no failure is detected in the monitoring circuits 23-1 to 23-n and the capacitor monitoring circuit 54 (step S23; Yes), the control circuit 21 determines that the vehicle (the ECU (not shown)) is On the other hand, the charge/discharge current limit signal is released (or the limit release state is maintained) (step S24), the process proceeds to step S11 again, and the above-described process is repeated.
　ステップＳ２３の判別において、監視回路２３－１～２３－ｎあるいはコンデンサ監視回路５４のいずれかにおいて故障が検出された場合には（ステップＳ２３；Ｎｏ）、制御回路２１は、車両（の図示しないＥＣＵ）に対して充放電電流の制限信号を出力（あるいは制限状態を維持）し（ステップＳ２６）、再び処理をステップＳ１１に移行して、上述した処理を繰り返す。 When a failure is detected in any of the monitoring circuits 23-1 to 23-n or the capacitor monitoring circuit 54 in the determination in step S23 (step S23; No), the control circuit 21 determines that the vehicle (not shown in the ECU). ) Is output (or the limited state is maintained) (step S26), the process proceeds to step S11 again, and the above process is repeated.
　また、ステップＳ２１の判別において、コンデンサ監視回路５４が故障を検出していない場合には（ステップＳ２１；Ｎｏ）、制御回路２１は遮断器５１を投入（あるいは、投入状態を維持）し（ステップＳ２５）、処理をステップＳ２３に移行して、上述した処理と同様に処理を行い、再び処理をステップＳ１１に移行して、上述した処理を繰り返す。 Further, in the determination of step S21, when the capacitor monitoring circuit 54 does not detect the failure (step S21; No), the control circuit 21 turns on the circuit breaker 51 (or maintains the turn-on state) (step S25). ), the process proceeds to step S23, the same process as the above process is performed, the process proceeds to step S11 again, and the above process is repeated.
　上記第２実施形態の構成においても、第１実施形態と同様に、制御回路２１は、第１監視回路２３－１～第ｎ監視回路２３－ｎからの故障通知に基づいて、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち、ＤＣ／ＤＣコンバータ２５に実際に接続されている電池ユニット数に所定の過電流保護電流値に相当する電流を流した場合の全電流値よりもＤＣ／ＤＣコンバータ２５の入力過電流保護電流値が高くなるように設定し、第１電池ユニット２２－１～第ｎ電池ユニット２２－ｎのうち故障が検出された電池ユニットの数に応じて、ＤＣ／ＤＣコンバータ２５の出力電流の制限を行っている。 In the configuration of the second embodiment as well, similar to the first embodiment, the control circuit 21 controls the first battery unit based on the failure notification from the first monitoring circuit 23-1 to the nth monitoring circuit 23-n. 22-1 to n-th battery unit 22-n, from the total current value when a current corresponding to a predetermined overcurrent protection current value is applied to the number of battery units actually connected to the DC/DC converter 25 Is also set so that the input overcurrent protection current value of the DC/DC converter 25 is high, and the number of battery units in which a failure is detected among the first battery unit 22-1 to the nth battery unit 22-n is determined. , The output current of the DC/DC converter 25 is limited.
　この結果、ＤＣ／ＤＣコンバータ２５は、バッテリセル３０の動作をシミュレートすることとなり、コンデンサ部５３に比較して、実効的（等価的）に抵抗値を高くすることができ、瞬時大電流が自然にコンデンサ部５３側に流れる。 As a result, the DC/DC converter 25 simulates the operation of the battery cell 30, so that the resistance value can be effectively (equivalently) increased as compared with the capacitor section 53, and the instantaneous large current can be increased. It naturally flows to the condenser section 53 side.
　以上の説明のように、本第２実施形態によれば、第１実施形態の効果に加えて、エンジン始動時等の一時的に大電力の供給が要求される場合においても、ＤＣ／ＤＣコンバータの容量を大きくすることなく、大電力を確実に供給することができる。 As described above, according to the second embodiment, in addition to the effects of the first embodiment, the DC/DC converter can be used even in the case where a large amount of power is temporarily required when the engine is started. It is possible to reliably supply a large amount of electric power without increasing the capacity.
［３］実施形態の変形例
　本実施形態の蓄電池装置で実行されるプログラムは、インストール可能な形式又は実行可能な形式のファイルでＣＤ－ＲＯＭ、ＤＶＤ（Ｄｉｇｉｔａｌ　Ｖｅｒｓａｔｉｌｅ　Ｄｉｓｋ）、ＵＳＢメモリ等の半導体記憶装置等のコンピュータで読み取り可能な記録媒体に記録されて提供される。 [3] Modified Example of Embodiment A program executed by the storage battery device of the present embodiment is a file in an installable format or an executable format, which is a semiconductor memory such as a CD-ROM, a DVD (Digital Versatile Disk), or a USB memory. It is provided by being recorded in a computer-readable recording medium such as an apparatus.
　また、本実施形態の蓄電池装置で実行されるプログラムを、インターネット等のネットワークに接続されたコンピュータ上に格納し、ネットワーク経由でダウンロードさせることにより提供するように構成しても良い。また、本実施形態の蓄電池装置で実行されるプログラムをインターネット等のネットワーク経由で提供または配布するように構成しても良い。
　また、本実施形態の蓄電池装置で実行されるプログラムを、ＲＯＭ等に予め組み込んで提供するように構成してもよい。 Further, the program executed by the storage battery device of this embodiment may be stored in a computer connected to a network such as the Internet and provided by being downloaded via the network. Further, the program executed by the storage battery device of this embodiment may be provided or distributed via a network such as the Internet.
Further, the program executed by the storage battery device according to the present embodiment may be incorporated in a ROM or the like in advance and provided.
　本発明のいくつかの実施形態を説明したが、これらの実施形態は、例として提示したものであり、発明の範囲を限定することは意図していない。これら新規な実施形態は、その他の様々な形態で実施されることが可能であり、発明の要旨を逸脱しない範囲で、種々の省略、置き換え、変更を行うことができる。これら実施形態やその変形は、発明の範囲や要旨に含まれるとともに、請求の範囲に記載された発明とその均等の範囲に含まれる。 Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope and the gist of the invention, and are also included in the invention described in the claims and an equivalent range thereof.

Claims (6)

  1. 　車両に搭載されて車載用機器に電力を供給する蓄電池装置であって、
    　一対の第１入出力電圧充放電端子の間に複数の直列接続された電池セルを有し、前記一対の充放電端子を介して低電圧系電力を供給する並列接続された複数の電池ユニットと、
    　複数の前記電池ユニットの供給電力の直流電圧変換を行い、充放電端子を介して前記車両の側に出力して電力供給可能であるとともに、前記車両側から前記充放電端子を介して入力された供給電力の直流電圧変換を行い、複数の前記電池ユニットに供給可能な直流電圧変換器と、
    　を備えた蓄電池装置。     A storage battery device mounted on a vehicle for supplying electric power to an in-vehicle device,
    A plurality of battery cells connected in series between a pair of first input/output voltage charging/discharging terminals, and a plurality of battery units connected in parallel for supplying low-voltage power through the pair of charging/discharging terminals; ,
    DC voltage conversion of the power supplied to the plurality of battery units is performed, and the power can be output to the vehicle side via a charge/discharge terminal and power can be supplied, and input from the vehicle side via the charge/discharge terminal. Performing DC voltage conversion of the supplied power, a DC voltage converter capable of supplying the plurality of battery units,
    Storage battery device equipped with.
  2. 　前記車両から電力供給を指示する起動信号が入力された場合に、前記直流電圧変換器を駆動状態とし、前記起動信号が入力されなくなった場合に前記直流電圧変換器を停止状態とする制御装置を備えた、
    　請求項１記載の蓄電池装置。     A control device for setting the DC voltage converter in a driving state when a start signal for instructing power supply from the vehicle is input, and for setting the DC voltage converter in a stop state when the start signal is not input. Prepared,
    The storage battery device according to claim 1.
  3. 　前記直流電圧変換器の放電電力に重畳して電力を供給可能であるとともに、前記直流電圧変換器からの電力を蓄電可能なコンデンサ部を前記一対の充放電端子の間に備えた、
    　請求項１又は請求項２記載の蓄電池装置。     While being able to supply power by superimposing on the discharge power of the DC voltage converter, a capacitor unit capable of storing power from the DC voltage converter is provided between the pair of charging/discharging terminals,
    The storage battery device according to claim 1 or 2.
  4. 　前記充放電端子を介した入出力電流を検出する電流センサを備え、
    　前記直流電圧変換器は、出力電圧を検出し、前記電流センサの検出した入出力電流に基づいて、電流出力時には、出力電流量に比例して出力電圧が下降し、電流入力時には、入力電流量に比例して出力電圧が下降するように制御する、
    　請求項１乃至請求項３のいずれか一項に記載の蓄電池装置。     A current sensor for detecting an input/output current through the charge/discharge terminal,
    The DC voltage converter detects an output voltage, and based on the input/output current detected by the current sensor, the output voltage decreases in proportion to the output current amount at the time of current output, and the input current amount at the time of current input. The output voltage is controlled to decrease in proportion to
    The storage battery device according to any one of claims 1 to 3.
  5. 　前記複数の電池ユニットのそれぞれに直列に接続された遮断器と、
    　前記複数の電池ユニットのそれぞれの状態を監視し、前記監視の結果に基づいて、前記遮断器を遮断状態とする複数の監視回路と、
    　を備えた請求項１乃至請求項４のいずれか一項に記載の蓄電池装置。     A circuit breaker connected in series to each of the plurality of battery units,
    A plurality of monitoring circuits that monitor the respective states of the plurality of battery units and, based on the result of the monitoring, bring the circuit breaker into a cutoff state;
    The storage battery device according to any one of claims 1 to 4, further comprising:
  6. 　前記監視回路の監視結果が入力されるとともに、前記電池ユニットの所定の過電流保護電流値に非遮断状態にある前記遮断器に対応する前記電池ユニットの数を乗じた値が、前記直流電圧変換器の入力過電流保護電流値よりも小さくなるように、前記直流電圧変換器を制御する制御部を備えた、
    　請求項５記載の蓄電池装置。     A value obtained by multiplying the predetermined overcurrent protection current value of the battery unit by the number of the battery units corresponding to the circuit breaker in the non-interrupted state is input with the monitoring result of the monitoring circuit, and the DC voltage conversion is performed. So as to be smaller than the input overcurrent protection current value of the converter, a control unit for controlling the DC voltage converter is provided,
    The storage battery device according to claim 5.
PCT/JP2018/048601 2018-12-28 2018-12-28 Storage battery device WO2020136908A1 (en)

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Citations (5)

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JP2010088202A (en) * 2008-09-30 2010-04-15 Toshiba Corp Battery unit and battery system using the same
JP2011010464A (en) * 2009-06-25 2011-01-13 Panasonic Electric Works Co Ltd Power supply unit
JP2014107910A (en) * 2012-11-26 2014-06-09 Toyota Motor Corp Power supply system
JP2015047893A (en) * 2013-08-30 2015-03-16 三菱電機株式会社 Ground battery control device and control method thereof, and ground battery control system for railway
JP2016516389A (en) * 2013-03-15 2016-06-02 レバント パワー コーポレイション Vehicle high power electrical systems and systems and methods for using voltage bus levels to signal system status

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010088202A (en) * 2008-09-30 2010-04-15 Toshiba Corp Battery unit and battery system using the same
JP2011010464A (en) * 2009-06-25 2011-01-13 Panasonic Electric Works Co Ltd Power supply unit
JP2014107910A (en) * 2012-11-26 2014-06-09 Toyota Motor Corp Power supply system
JP2016516389A (en) * 2013-03-15 2016-06-02 レバント パワー コーポレイション Vehicle high power electrical systems and systems and methods for using voltage bus levels to signal system status
JP2015047893A (en) * 2013-08-30 2015-03-16 三菱電機株式会社 Ground battery control device and control method thereof, and ground battery control system for railway

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