WO2026018376A1 - Dispositif de commande d'alimentation électrique et procédé de commande d'alimentation électrique - Google Patents

Dispositif de commande d'alimentation électrique et procédé de commande d'alimentation électrique

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Publication number
WO2026018376A1
WO2026018376A1 PCT/JP2024/025762 JP2024025762W WO2026018376A1 WO 2026018376 A1 WO2026018376 A1 WO 2026018376A1 JP 2024025762 W JP2024025762 W JP 2024025762W WO 2026018376 A1 WO2026018376 A1 WO 2026018376A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery
capacitor
power supply
circuit
charging
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2024/025762
Other languages
English (en)
Japanese (ja)
Inventor
慎一郎 日▲高▼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to PCT/JP2024/025762 priority Critical patent/WO2026018376A1/fr
Publication of WO2026018376A1 publication Critical patent/WO2026018376A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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

Definitions

  • the present invention relates to a power supply control device and a power supply control method.
  • a power supply system has been known in which a vehicle is equipped with a main battery and a sub-battery, converter units are placed in the path between a load such as a motor and the main battery, and in the path between the load and the sub-battery, and relays are connected between the main battery and the converter units, and between the sub-battery and the converter units (see, for example, Patent Document 1).
  • the power supply system described in Patent Document 1 uses converter units connected in parallel to boost the voltage output by the main battery and the sub-battery.
  • the converter section prevents electrical continuity between the main battery and sub-battery. Therefore, when the relay is turned on, a large inrush current does not flow due to the voltage difference between the main battery and sub-battery.
  • boost circuits such as the converter section have the problem of poor system efficiency.
  • the problem that this invention aims to solve is to provide a power supply control device and power supply control method that can perform circuit operations in a circuit with high system efficiency so that large inrush currents do not flow when the relay operates.
  • the present invention solves the above problem by comprising a battery parallel circuit in which battery circuits are connected in parallel, a capacitor connected in parallel to the battery parallel circuit, a capacitor-side relay, and a controller that controls the on/off of the relay.
  • the battery parallel circuit connects the battery-side relay in parallel to a series circuit that connects a charging relay and a charging resistor in series, and the parallel circuit of the series circuit and the battery-side relay is electrically connected to one of the terminals on either end of the battery.
  • the capacitor-side relay is provided on one of the pair of power supply lines connecting the capacitor and the battery parallel circuit, but not on the other line.
  • the present invention enables circuit operation in a circuit with high system efficiency to prevent large inrush currents from flowing when the relay operates.
  • FIG. 1 is a block diagram of a vehicle power supply system according to an embodiment of the present invention.
  • FIG. 2 is a conceptual diagram showing current conduction paths when SOC leveling is performed in the power supply circuit of the vehicle power supply system shown in FIG.
  • FIG. 3 is a conceptual diagram showing a current conduction path when precharging a capacitor in the power supply circuit of the vehicle power supply system shown in FIG.
  • FIG. 4 is a conceptual diagram showing current conduction paths after voltage regulation of the capacitor and batteries B1 and B2 in the power supply circuit of the vehicle power supply system shown in FIG.
  • FIG. 5 is a conceptual diagram showing current conduction paths in the power supply circuit of the vehicle power supply system shown in FIG. 1 when the voltage difference between battery B1 and battery B2 is large while the vehicle is running or stopped.
  • FIG. 1 is a block diagram of a vehicle power supply system according to an embodiment of the present invention.
  • FIG. 2 is a conceptual diagram showing current conduction paths when SOC leveling is performed in the power supply circuit of the vehicle power supply
  • FIG. 6 is a conceptual diagram showing a power supply circuit of a vehicle power supply system according to a first modification of the present embodiment.
  • FIG. 7 is a conceptual diagram showing a power supply circuit of a vehicle power supply system according to a second modification of the present embodiment.
  • FIG. 8 is a conceptual diagram showing a power supply circuit of a vehicle power supply system according to a third modification of the present embodiment.
  • Figure 1 is a block diagram of a vehicle power supply system according to an embodiment of the present invention.
  • the vehicle power supply system 1 includes multiple battery circuits M1, M2, a capacitor-side relay N, an inverter 2, a capacitor 3, a discharge resistor 4, a control battery 5, a DCDC converter 6, and a controller 10.
  • the vehicle power supply system 1 is a system that is mounted on a vehicle and supplies power to a load mounted on the vehicle.
  • the multiple battery circuits M1, M2 are configured as a parallel battery circuit in which the battery circuits M1, M2 are connected in parallel.
  • the multiple battery circuits M1, M2 are circuits that switch between supplying and cutting off power between the vehicle power supply and the load. Note that a circuit including at least the multiple battery circuits M1, M2, the capacitor-side relay N, and the capacitor 3 corresponds to the "power supply circuit" of the present invention.
  • Battery circuit M1 includes battery B1, battery-side relay P1, charging relay C1, current sensor S1, and charging resistor R1.
  • Battery-side relay P1 and charging relay C1 are relay switches with mechanical contacts that are switched on and off under the control of controller 10. Note that battery-side relay P1 and charging relay C1 may also be semiconductor switches.
  • Battery B1 is a battery group consisting of multiple secondary batteries, such as lithium-ion batteries or lead batteries, connected in parallel and/or series. Battery B1 corresponds to the vehicle power source. Battery B1 is electrically connected to circuit elements, such as battery-side relay P1, included in battery circuit M1, and capacitor 3.
  • a battery-side relay P1 is connected in parallel to a series circuit connecting the charging relay C1 and charging resistor R1 in series, and a parallel circuit connecting the series circuit of the charging relay C1 and charging resistor R1 and the battery-side relay P1 in parallel is electrically connected to one of the terminals across battery B1.
  • a current sensor S1 is also connected in series to battery B1. That is, the battery-side relay P1 and the series circuit connecting the charging relay C1 and charging resistor R1 in series are each connected in parallel to battery B1, and a current sensor S1 is connected in series to battery B1.
  • the series circuit of the charging relay C1 and charging resistor R1 is a pre-charge circuit that charges capacitor 3.
  • the charging resistor R1 limits the current value when the capacitor is charging.
  • the charging relay C1 and battery-side relay P1 are also electrically connected to inverter 2.
  • the current sensor S1 detects the charge/discharge current of battery B1 and outputs the detected value to controller 10.
  • Battery circuit M2 has the same circuit configuration as battery circuit M1 and includes battery B2, battery-side relay P2, charging relay C2, current sensor S2, and charging resistor R2. Battery circuit M1 and battery circuit M2 are connected in parallel. Furthermore, battery circuits M1 and M2 are designed so that their component layouts and power supply busbar structures are symmetrical. Battery circuits M1 and M2 include junctions a1 and a2 on the positive and negative sides, respectively. Junctions a1 and a2 are connected to capacitor 3 by a pair of power lines Lp and Ln.
  • the capacitor side relay N is a switch that switches electrical conduction and interruption between the multiple parallel circuits M1, M2 and the capacitor 3.
  • the capacitor side relay N is a relay switch with mechanical contacts, and is switched on and off under the control of the controller 10.
  • the capacitor side relay N may also be a semiconductor switch.
  • the capacitor side relay N is provided on one of the pair of power supply lines Lp, Ln, but not on the other power supply line Lp. In other words, the capacitor side relay N is provided on only one of the pair of power supply lines Lp, Ln. Note that the capacitor side relay N may not be provided on one of the power supply lines Ln, but on the other power supply line Lp.
  • Inverter 2 is an example of a vehicle load, includes a power conversion circuit, and converts the power output from batteries B1 and B2 and outputs it to the motor. During regenerative operation of the motor, inverter 2 converts the power generated by the motor and outputs the converted power to batteries B1 and B2.
  • a smoothing capacitor 3 and a discharge resistor 4 are connected to the input side of the inverter 2 (the connection side of the batteries B1 and B2).
  • the capacitor 3 is connected in parallel to a battery pack parallel circuit in which multiple battery circuits M1 and M2 are connected in parallel.
  • the discharge resistor 4 discharges the capacitor 3.
  • the capacitor 3 and the capacitor-side relay N are connected in series between a pair of junctions a1 and a2 .
  • the control battery 5 is the power source for driving the controller 10 and supplies power to the controller 10.
  • the DCDC converter 6 converts the DC voltage input from batteries B1 and B2, and outputs the converted DC voltage to the control battery 5, charging it.
  • the controller 10 has functions such as detecting the status of batteries B1 and B2, detecting the status of inverter 2, and switching on and off the charging relays C1-Cn, battery-side relays P1-Pn, and negative electrode relays N1-Nn.
  • the controller 10 includes a processor for implementing various functions and memory for storing programs executed by the processor.
  • the controller 10 also includes functional blocks for executing various functions: a battery management unit 11, an inverter (INV) control unit 12, and a relay drive unit 13.
  • the battery management unit 11, inverter control unit 12, and relay drive unit 13 each include a detection circuit for detecting the status of batteries B1 and B2, a detection circuit for detecting the status of inverter 2, and a drive circuit for driving the relay.
  • the individual circuits are connected by information and communication lines, allowing them to share sensor information and status information for batteries B1 and B2 and the inverter. While the controller 10 is illustrated as a single control unit in FIG. 1, the controller 10 may also be composed of, for example, multiple ECUs.
  • Battery management unit 11 measures the voltage of batteries B1 and B2 using voltage sensors connected to batteries B1 and B2, respectively. Battery management unit 11 also measures the charge/discharge current of batteries B1 and B2 using current sensors S1 and S2, calculates the remaining capacity of batteries B1 and B2 from the integrated value of the charge/discharge current, and calculates the SOC of batteries B1 and B2, respectively. Battery management unit 11 may also calculate the SOC from the voltage of batteries B1 and B2. Battery management unit 11 also controls the charging and discharging of batteries while managing the status of batteries B1 and B2 and control battery 5.
  • the inverter control unit 12 sends switching commands to the switching elements included in the inverter 2 to switch them on and off, and controls the inverter 2 so that the output voltage of batteries B1 and B2 is converted and output to the motor.
  • the relay driver 13 drives the battery-side relays P1 and P2, the charging relays C1 and C2, and the capacitor-side relay N to adjust the capacity between batteries B1 and B2 (adjust the SOC), precharge capacitor 3, adjust the voltage between batteries B1 and B2 and capacitor 3, and supply power to loads such as inverter 2 and batteries M1 and M2.
  • Figure 2 is a conceptual diagram showing the current conduction path when SOC leveling is performed.
  • Figure 3 is a conceptual diagram showing the current conduction path when precharging the capacitor 3.
  • Figure 4 is a conceptual diagram showing the current conduction path after voltage adjustment of the capacitor 3 and batteries B1 and B2. Note that in Figures 2 to 4, of the wiring forming the circuit, solid lines indicate electrically conductive wiring, and dotted lines indicate electrically non-conductive wiring. Figures 2 to 4 also show circuit diagrams of the power supply circuit in the vehicle power supply system 1, and the DCDC converter 6, controller 10, etc. are not shown.
  • the controller 10 manages the state of batteries B1 and B2 using the battery management unit 11, and charges and discharges batteries B1 and B2 in response to torque requests due to accelerator operation, power requests from the system, etc.
  • the controller 10 After charging and discharging batteries B1 and B2, if the state of batteries B1 and B2 is within the usable range and the SOC difference between batteries B1 and B2 is equal to or greater than a predetermined SOC difference, the controller 10 performs SOC equalization.
  • the usable range is a range that specifies the conditions under which batteries B1 and B2 are stable and do not deteriorate, and is indicated, for example, by battery temperature.
  • the relay drive unit 13 turns off multiple charging relays C1 and C2, turns on battery-side relays P1 and P2, and turns off capacitor-side relay N to equalize the SOC variations between batteries B1 and B2.
  • relay driver 13 forms a closed loop including batteries B1, B2 and battery-side relays P1, P2 (see Figure 2).
  • SOC equalization so that the SOC difference between batteries B1 and B2 is equal to or less than a predetermined SOC.
  • SOC equalization is performed for a predetermined period after the vehicle's main switch (also called the power switch or ignition switch) is turned off, such as while the vehicle is parked.
  • batteries B1 and B2 While the vehicle is running or stopped, batteries B1 and B2 are repeatedly charged and discharged. The rate of deterioration of batteries B1 and B2 may differ due to individual differences, resulting in variations between batteries B1 and B2. For example, if electrical continuity is established between batteries B1 and B2 and a load such as inverter 2 when the voltage of batteries B1 and B2 is high, a large inrush current may flow when the relay is turned on.
  • capacitor-side relay N is turned off and battery-side relays P1 and P2 are turned on to perform SOC equalization. This makes it possible to suppress the inrush current that occurs when capacitor-side relay N and battery-side relays P1 and P2 are turned on.
  • relay driver 13 When the vehicle's main switch is turned on and controller 10 receives a vehicle start command, it precharges capacitor 3. Note that relay driver 13 may turn off all relays before precharging.
  • controller 10 charges capacitor 3 with power from battery B1 or B2, whichever has the higher voltage.
  • relay driver 13 drives the relays as follows to charge capacitor 3 with battery B1. Relay driver 13 turns on charging relay C1, turns off battery-side relay P1, turns off charging relay C2 and battery-side relay P2, and turns on capacitor-side relay N.
  • a precharge closed loop is formed starting from the positive electrode of battery B1, passing through charging relay C1, charging resistor R1, junction a1 , power supply line Lp, capacitor 3, power supply line Ln, capacitor-side relay N, and junction a2 in this order, to the negative electrode of battery B1 (see FIG. 3).
  • Battery B1 is electrically connected to capacitor 3, and capacitor 3 is charged with power from battery B1.
  • relay drive unit 13 turns off capacitor-side relay N. Capacitor 3 is discharged through discharge resistor 4, and the voltage of capacitor 3 drops. While capacitor 3 is discharging through the discharge resistor, relay drive unit 13 turns on battery-side relays P1, P2 and turns off charging relays C1, C2. As with SOC leveling, a closed loop is formed that includes batteries B1, B2 and battery-side relays P1, P2. A current determined by the inter-battery voltage difference, which is the internal resistance of batteries B1, B2, flows through battery-side relays P1, P2 included in the closed loop.
  • the voltage at the connection point between power supply line Lp and capacitor 3 and the voltage at the connection point between capacitor-side relay N and battery circuits M1, M2 are the average voltage of batteries B1, B2, or a voltage close to the average voltage of batteries B1, B2.
  • the average voltage of batteries B1 and B2 is the average voltage of battery B1 and battery B2.
  • the controller 10 turns on the battery-side relays P1, P2 to establish electrical continuity between the batteries B1, B2, and turns off the capacitor-side relay N to discharge the capacitor 3 via the discharge resistor 4, and to set the voltage difference between the batteries B1, B2 to a predetermined first voltage difference or less.
  • the first voltage difference is a threshold value indicating small voltage variations between the batteries B1, B2, and is set to zero or close to zero.
  • the vehicle power supply system is provided with a capacitor-side relay N on one of the power supply lines Lp, Ln, and no relay on the other line. With this circuit configuration, when the battery-side relays P1, P2 are turned on, current flows between the batteries B1 and B2.
  • the capacitor-side relay N is turned off, current does not flow from the capacitor 3 to the batteries B1, B2.
  • the voltage of the capacitor 3 is regulated by discharge via the discharge resistor 4, and the voltage of the batteries B1, B2 is regulated by the power supply between the batteries B1, B2.
  • the circuit elements and circuit wiring included in battery circuits M1 and M2 are laid out symmetrically between battery circuits M1 and M2. Therefore, the connection point of the pair of power supply lines Lp and Pn connected to capacitor 3 is located at the midpoint (junction points a1 and a2 ) of the parallel circuit of battery circuits M1 and M2.
  • the voltage of capacitor 3 becomes the average voltage of batteries B1 and B2.
  • controller 10 may turn on charging relay C1 and/or charging relay C2 to reduce the voltage difference between batteries B1 and B2 so that electrical continuity is established between batteries B1 and B2.
  • the second voltage difference is a threshold value used to determine the adjustment circuit when adjusting the voltage between batteries B1 and B2.
  • the second voltage difference is greater than the first voltage difference.
  • Battery management unit 11 of controller 10 detects the voltages of batteries B1 and B2, respectively.
  • controller 10 turns on battery-side relay P1 and charging relay C2 and turns off battery-side relay P2 and charging relay C1.
  • the controller 10 may turn off the battery-side relay P1 and charging relay C2, and turn on the battery-side relay P2 and charging relay C1.
  • the relay driver 13 of the controller 10 may drive the relays so that the current path electrically connecting the batteries B1 and B2 includes one charging resistor R1, R2. This makes it possible to adjust the voltage difference between the batteries B1 and B2 to a predetermined first voltage difference or less while suppressing the current flowing between the batteries B1 and B2.
  • the controller 10 may turn off battery-side relays P1 and P2 and turn on battery-side relays P1 and P2. Because the current path between batteries B1 and B2 includes two charging resistors R1 and R2, the value of the current flowing between batteries B1 and B2 can be further suppressed. Note that limiting the current using charging resistors R1 and R2 reduces the amount of regulated current and slows down the regulation speed. Therefore, the controller 10 can appropriately select whether to turn on one of charging relays C1 and C2 or both charging relays C1 and C2, depending on the voltage difference between batteries B1 and B2.
  • controller 10 selects an adjustment circuit from among a current path without current limitation by charging resistors R1 and R2, a path that limits current by one of charging resistors R1 and R2, and a path that limits current by both charging resistors R1 and R2.
  • controller 10 may select an adjustment circuit using a method similar to that described above. This allows current to flow through charging resistors R1 and R2 based on the voltage difference between batteries B1 and B2, thereby suppressing SOC variations between batteries B1 and B2.
  • the controller 10 detects the voltages of the capacitor 3 and the batteries B1 and B2 from voltage sensors connected to the capacitor 3 and the batteries B1 and B2, respectively.
  • the controller 10 turns on the battery-side relays P1 and P2, turns off the charging relays C1 and C2, and turns on the capacitor-side relay (see Figure 4).
  • the controller 10 when the controller 10 detects that the voltage of the capacitor 3 has dropped to a value close to the average voltage of the batteries B1 and B2, it switches the capacitor-side relay from off to on, establishing electrical continuity between the batteries B1 and B2 and the capacitor 3 via the pair of power lines.
  • controller 10 After charging capacitor 3 using batteries B1 and B2 with the higher voltage, controller 10 switches capacitor-side relay N from off to on when the voltage of capacitor 3 has dropped to the average voltage of batteries B1 and B2 due to natural discharge of discharge resistor 4.
  • capacitor-side relay N When capacitor-side relay N is turned on, the difference between the voltage of capacitor 3 and the voltage of batteries B1 and B2 is small, so the current that flows when capacitor-side relay N is on can be reduced.
  • controller 10 drives the relay to the state shown in Figure 4 and supplies power to a load such as inverter 2 (power supply to load).
  • FIG. 5 is a conceptual diagram showing the current conduction path of the power supply circuit when the voltage difference between batteries B1 and B2 is large while the vehicle is running or stopped.
  • the controller 10 may send an alert display instruction to the HMI display ECU.
  • controller 10 may turn on battery-side relays P1 and P2, turn off charging relays C1 and C2, and turn on capacitor-side relay N to supply power from batteries B1 and B2 to a load such as inverter 2.
  • the third voltage difference is a voltage difference threshold for determining whether the voltages or SOCs of batteries B1 and B2 are the same or similar. Note that the third voltage difference may be the same value as the first voltage difference. While the vehicle is running or stopped, if the voltage difference between batteries B1 and B2 is equal to or less than the third voltage difference, the current conduction path of the power supply circuit becomes the path shown in Figure 4.
  • the controller 10 may charge the control battery 5 with the power of batteries B1 and B2 while the vehicle is running or parked.
  • the controller 10 may charge the control battery 5 so that the remaining capacity of the control battery 5 when the vehicle is parked is sufficient to power the controller 10.
  • a lower limit value for voltage or SOC is preset for the control battery 5 so that the controller 10 can be powered solely by the power of the control battery 5, without using the power of batteries B1 and B2.
  • the lower limit value is indicated by SOC or voltage.
  • the battery management unit 11 of the controller 10 manages the voltage or SOC of the control battery 5.
  • the controller 10 drives the DCDC converter 6 to charge the control battery 5 with the power of batteries B1 and B2, thereby raising the SOC or voltage of the control battery 5 to above the lower limit value. Then, when the vehicle is parked, the controller 10 raises the SOC or voltage of the control battery 5 to above the lower limit value. In other words, while the vehicle is parked, the control battery 5 is charged more than necessary to ensure power supply for driving the controller 10. This allows the controller 10 to be driven by power from the control battery 5 while the vehicle is parked or when the vehicle is started, and SOC or voltage leveling can be performed.
  • the controller 10 may store historical vehicle driving data and data on the SOC difference between batteries B1 and B2, and set a lower limit for the voltage or SOC of the control battery 5 based on the stored data. Specifically, while the vehicle is driving, the controller 10 stores historical driving data such as the vehicle speed, torque, and driving distance, as well as battery data such as the voltage, SOC, and charge/discharge current of batteries B1 and B2. For example, if there is a correlation between the vehicle driving distance and the magnitude of the SOC difference between batteries B1 and B2, the controller 10 measures the distribution of the SOC difference according to the driving distance.
  • the controller 10 From the measured SOC distribution, the controller 10 measures the maximum deviation and calculates the current conduction time required for batteries B1 and B2 to change from a state where the SOC deviation is at its maximum to a state where the SOC is equalized.
  • the conduction time corresponds to the time for current to flow between batteries B1 and B2 during SOC equalization.
  • the controller 10 then calculates the voltage or SOC required to drive the controller 10 for at least the conduction time, and sets the calculated voltage or SOC to a lower limit value.
  • the power supply control device of this embodiment includes a battery parallel circuit in which battery circuits M1 and M2 are connected in parallel, a capacitor 3 connected in parallel to the battery parallel circuit, a capacitor-side relay N, and a controller 10 that controls the on/off of the battery-side relays P1 and P2, charging relays C1 and C2, and capacitor-side relay N.
  • the battery parallel circuit connects the battery-side relays P1 and P2 in parallel to a series circuit that connects the charging relays C1 and C2 and charging resistors R1 and R2 in series.
  • the parallel circuit of the series circuit and the battery-side relays P1 and P2 is electrically connected to either terminal of the batteries B1 and B2.
  • the capacitor-side relay N is provided on one of the pair of power supply lines Lp and Ln that connect the capacitor 3 and the battery parallel circuit, but not on the other line. This allows for circuit operation with high system efficiency to prevent large inrush currents from flowing when the relays operate.
  • the controller 10 turns off multiple charging relays C1 and C2, turns on multiple battery-side relays P1 and P2, and turns off the capacitor-side relay N to equalize the SOC between multiple batteries B1 and B2. This reduces SOC variations between the parallel-connected batteries B1 and B2.
  • controller 10 when battery circuit M1 includes a high-voltage battery B1 and battery circuit M2 includes a low-voltage battery B2, upon receiving a vehicle start command, controller 10 turns on charging relay C1, turns off battery-side relay P1, turns off charging relay C2 and battery-side relay P2, and turns on capacitor-side relay N, thereby charging capacitor 3 with battery B1. This charges capacitor 3 and puts the vehicle in a state where it can be driven.
  • the controller 10 turns on at least two of the multiple battery-side relays P1, P2 and multiple charging relays C1, C2 to establish electrical continuity between the multiple batteries B1, B2, turns off the capacitor-side relay N, discharges the capacitor 3 via the discharge resistor 4, and sets the voltage difference between the multiple batteries B1, B2 to a predetermined first voltage difference or less. This makes it possible to make the voltage of the capacitor 3 and the voltages of the multiple batteries B1, B2 the same or similar values, suppress inrush current when the relays are turned on, and prevent welding of the relay contacts.
  • the controller 10 turns on the multiple battery-side relays P1, P2, turns off the multiple charging relays C1, C2, and turns on the capacitor-side relay N. This suppresses the inrush current when the relays are turned on and prevents the relay contacts from welding.
  • the controller 10 turns on at least two of the multiple battery-side main relays P1, P2 and multiple charging relays C1, C2 to establish electrical continuity between the multiple batteries B1, B2.
  • the two relays that are turned on include at least one charging relay C1, C2. This suppresses the current flowing between the multiple batteries B1, B2 when the relays are turned on, preventing the relay contacts from welding.
  • controller 10 After charging capacitor 3, if the voltage of battery B1 is higher than the voltage of battery B2, controller 10 turns on battery-side relay P1, turns off charging relay C1, turns off charging relay C2 and battery-side relay P2, and turns on capacitor-side relay N to supply power from battery B1 to the load. Furthermore, after charging capacitor 3, if the voltage difference between batteries B1 and B2 is equal to or less than a predetermined third voltage difference, controller 10 turns on battery-side relays P1 and P2, turns off charging relays C1 and C2, and turns on capacitor-side relay N to supply power from batteries B1 and B2 to the load. This reduces SOC variations between batteries B1 and B2 connected in parallel. It also suppresses inrush current when the relays are turned on, preventing relay contacts from welding.
  • control battery 5 is charged so that the remaining capacity when the vehicle is parked is sufficient to drive the controller 10. This allows SOC or voltage leveling to be performed while the vehicle is parked or when the vehicle is started.
  • the vehicle power supply system 1 may include a plurality of inverters 2, capacitors 3, discharge resistors 4, and capacitor-side relays N1.
  • FIG. 6 shows a circuit diagram of a power supply circuit in the first modification of the vehicle power supply system 1. Note that FIG. 6 does not illustrate the control battery 5, the DC-DC converter 6, the controller 10, and the like.
  • the capacitor 3 is connected to the input sides of the plurality of inverters 2.
  • a plurality of capacitor-side relays N1, N2 are provided on the plurality of power supply lines Ln corresponding to the plurality of inverters 2.
  • the controller 10 charges the capacitor 3 with power from battery B1 or B2, whichever has the higher voltage.
  • the relay driver 13 drives the relay as follows to charge the plurality of capacitors 3 with battery B1.
  • the relay driver 13 turns on the charging relay C1, turns off the battery-side relay P1, turns off the charging relay C2 and the battery-side relay P2, and turns on the capacitor-side relays N1 and N2.
  • a pre-charge closed loop is formed starting from the positive electrode of battery B1, passing through the charging relay C1, charging resistor R1, junction a1 , multiple power supply lines Lp, multiple capacitors 3, multiple power supply lines Ln, capacitor-side relays N1 and N2, and junction a2 , in this order, to the negative electrode of battery B1.
  • a pre-charge closed loop is formed in which a charging current flows from battery B1 to multiple capacitors C via the charging resistor R1 and multiple capacitor-side relays N1 and N2.
  • Battery B1 is electrically connected to the multiple capacitors 3, and the multiple capacitors 3 are charged with power from battery B1.
  • the controller 10 performs SOC equalization.
  • the relay driver 13 turns off multiple charging relays C1 and C2, turns on battery-side relays P1 and P2, and turns off capacitor-side relays N1 and N2 to equalize the SOC variation between batteries B1 and B2.
  • the relay driver 13 forms a closed loop including batteries B1 and B2 and battery-side relays P1 and P2.
  • SOC equalization is performed so that the SOC difference between batteries B1 and B2 is equal to or less than the predetermined SOC.
  • the relay drive unit 13 may turn off capacitor-side relays N1, N2 after precharging the multiple capacitors 3.
  • the multiple capacitors 3 are discharged through multiple discharge resistors 4, respectively, and the voltages of the multiple capacitors 3 decrease. While the capacitors 3 are discharging through the discharge resistors 4, the relay drive unit 13 turns on battery-side relays P1, P2 and turns off charging relays C1, C2.
  • a closed loop is formed including batteries B1, B2 and battery-side relays P1, P2, and a current determined by the inter-battery voltage difference equivalent to the internal resistance of batteries B1, B2 flows through battery-side relays P1, P2.
  • the voltages at the connection points between the multiple power supply lines Lp and the multiple capacitors 3, and the voltages at the connection points between the capacitor-side relays N1 and N2 and the battery circuits M1 and M2, are the average voltage of batteries B1 and B2, or a voltage close to the average voltage of batteries B1 and B2.
  • the controller 10 then switches the capacitor-side relays N1 and N2 from off to on when the natural discharge of the discharge resistor 4 has lowered the voltage of capacitor 3 to the average voltage of batteries B1 and B2. This charges the capacitor 3, enabling the vehicle to be driven. It also suppresses inrush current when the relay is turned on, preventing relay contact welding.
  • the vehicle power supply system 1 may include a charging circuit that charges the capacitor 3.
  • Figure 7 shows a circuit diagram of the power supply circuit in the second variation of the vehicle power supply system 1. Note that the control battery 5, controller 10, etc. are not shown in Figure 7.
  • Figure 7 of the wiring that forms the circuit solid lines indicate electrically conductive wiring, and dotted lines indicate electrically non-conductive wiring.
  • Figure 7 also shows the current conduction path when SOC leveling is performed, and the current conduction path when pre-charging the capacitor 3.
  • a charging battery 7 is used as a power source for precharging capacitor 3, and the charging battery 7 is connected to capacitor 3 via a DC-DC converter 6.
  • the DC-DC converter 6 is connected to capacitor 3 via precharge wiring Lc1 and Lc2.
  • the circuit including the DC-DC converter 6, the charging battery 7, and wiring Lc1 and Lc2 corresponds to the "charging circuit" of the present invention.
  • the controller 10 turns on multiple battery-side relays P1 and P2 and turns off the capacitor-side relay N to charge capacitor 3 with the charging battery 7 and to equalize the SOC between multiple batteries B1 and B2.
  • the controller 10 precharges capacitor 3 until its voltage reaches the average voltage of batteries B1 and B2.
  • the voltage of capacitor 3 may be lowered to the average voltage of batteries B1 and B2 by natural discharge of discharge resistor 4.
  • the controller 10 turns on capacitor-side relay N. This allows capacitor 3 to be charged and the vehicle to be driven. It also suppresses inrush current when the relay is turned on, preventing relay contact welding.
  • the charging relays C1 and C2 and charging resistors R1 and R2 may be omitted from the power supply circuit, and a circuit configuration may be adopted in which one charging relay and one discharge resistor are used to connect batteries B1 and B2.
  • the vehicle power supply system 1 may be provided with a separate discharge circuit 20 that discharges the capacitor 3.
  • Figure 8 shows a circuit diagram of the power supply circuit in the third variation of the vehicle power supply system 1. Note that Figure 8 omits the illustration of the control battery 5, DCDC converter 6, controller 10, etc.
  • the discharge circuit 20 is connected in parallel with the capacitor 3 and includes a discharge resistor 21 and a discharge relay 22 that switches the discharge resistor 21 between electrical conduction and interruption.
  • the controller 10 turns on the discharge relay 22 to shorten the discharge time.
  • the controller 10 turns on the discharge relay 22 to discharge the capacitor 3 and reduce the voltage of the capacitor 3 to the average voltage of the batteries B1 and B2. Then, when the voltage of the capacitor 3 reaches or approaches the average voltage of the batteries B1 and B2, the controller 10 switches the capacitor-side relay N from off to on. This accelerates the discharge of capacitor 3 and shortens the vehicle startup time (the time it takes for the vehicle to become ready to drive).
  • the controller 10 does not need to perform all of the following control processes: SOC leveling, precharging of capacitor 3, and voltage control between capacitor 3 and batteries B1 and B2; it is sufficient to perform at least one of these control processes.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un dispositif de commande d'alimentation électrique comprend : un circuit de batterie parallèle dans lequel des circuits de batterie (M1, M2) sont connectés en parallèle ; un condensateur (3) qui est connecté en parallèle au circuit de batterie parallèle ; un relais côté condensateur (N) ; et un dispositif de commande (10) qui commande le fait que des relais côté batterie (P1, P2), des relais de charge (C1, C2) et le relais côté condensateur (N) sont activés ou désactivés. Dans le circuit de batterie parallèle, chaque relais côté batterie (P1, P2) est connecté en parallèle à un circuit série dans lequel un relais de charge (C1, C2) et une résistance de charge (R1, R2) sont connectés en série, et le circuit parallèle du circuit série et le relais côté batterie (P1, P2) sont connectés électriquement à l'une des bornes d'une batterie (B1, B2). Le relais côté condensateur (N) est disposé sur l'une d'une paire de lignes d'alimentation (Lp, Ln) qui se connectent entre le condensateur (3) et le circuit de batterie parallèle, et n'est pas disposé sur l'autre ligne.
PCT/JP2024/025762 2024-07-18 2024-07-18 Dispositif de commande d'alimentation électrique et procédé de commande d'alimentation électrique Pending WO2026018376A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2024/025762 WO2026018376A1 (fr) 2024-07-18 2024-07-18 Dispositif de commande d'alimentation électrique et procédé de commande d'alimentation électrique

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2024/025762 WO2026018376A1 (fr) 2024-07-18 2024-07-18 Dispositif de commande d'alimentation électrique et procédé de commande d'alimentation électrique

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WO2026018376A1 true WO2026018376A1 (fr) 2026-01-22

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10164709A (ja) * 1996-11-27 1998-06-19 Isuzu Motors Ltd 電源装置および電気自動車用電源装置
JP2007242247A (ja) * 2006-03-03 2007-09-20 Fuji Heavy Ind Ltd 車両用電源システムの制御装置
JP2015192525A (ja) * 2014-03-28 2015-11-02 トヨタ自動車株式会社 Ｄｃ／ｄｃコンバータおよびバッテリシステム

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10164709A (ja) * 1996-11-27 1998-06-19 Isuzu Motors Ltd 電源装置および電気自動車用電源装置
JP2007242247A (ja) * 2006-03-03 2007-09-20 Fuji Heavy Ind Ltd 車両用電源システムの制御装置
JP2015192525A (ja) * 2014-03-28 2015-11-02 トヨタ自動車株式会社 Ｄｃ／ｄｃコンバータおよびバッテリシステム

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