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WO2018198595A1 - Système d'alimentation électrique embarqué, dispositif de commande embarqué et procédé de commande de système d'alimentation électrique - Google Patents

Système d'alimentation électrique embarqué, dispositif de commande embarqué et procédé de commande de système d'alimentation électrique Download PDF

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Publication number
WO2018198595A1
WO2018198595A1 PCT/JP2018/010859 JP2018010859W WO2018198595A1 WO 2018198595 A1 WO2018198595 A1 WO 2018198595A1 JP 2018010859 W JP2018010859 W JP 2018010859W WO 2018198595 A1 WO2018198595 A1 WO 2018198595A1
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WIPO (PCT)
Prior art keywords
battery
power supply
vehicle
state
unit
Prior art date
Application number
PCT/JP2018/010859
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English (en)
Japanese (ja)
Inventor
剛史 紺谷
Original Assignee
株式会社オートネットワーク技術研究所
住友電装株式会社
住友電気工業株式会社
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Application filed by 株式会社オートネットワーク技術研究所, 住友電装株式会社, 住友電気工業株式会社 filed Critical 株式会社オートネットワーク技術研究所
Publication of WO2018198595A1 publication Critical patent/WO2018198595A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/04—Arrangement of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries

Definitions

  • the present invention relates to a vehicle-mounted power supply system, a vehicle-mounted control device, and a power supply control method that supply power stored in a first battery and a second battery mounted on a vehicle to a load.
  • the number of electronic devices mounted on a vehicle tends to increase, and the number of electronic devices that operate while the vehicle engine is stopped is also increasing. Since power cannot be generated by the alternator while the engine of the vehicle is stopped, it is necessary to operate the electronic device mounted on the vehicle by supplying electric power stored in the battery. On the other hand, the starter for starting the engine of the vehicle also operates by consuming electric power stored in the battery. For this reason, there is a problem that the engine cannot be started when the amount of charge of the battery is significantly reduced while the engine is stopped. This problem becomes noticeable as the number of electronic devices that operate while the engine is stopped increases.
  • Patent Document 1 proposes a battery system control device that controls power supply by dividing a general load into a load requiring dark current and a load not requiring dark current.
  • an electric load mounted on a vehicle is connected to a dark current required load that requires supply of dark current from the main battery when the ignition switch of the vehicle is off, and from a main battery in the off state.
  • the load is divided into a dark current unnecessary load that does not require supply of dark current and a stabilized load that receives a stabilized voltage supplied from the sub-battery, and is placed between the dark current unnecessary load and the dark current unnecessary load.
  • One open / close switch is provided, a second open / close switch is provided between the dark current unnecessary load and the dark reduction load, and switching control of these open / close switches is performed.
  • the present invention has been made in view of such circumstances, and an object of the present invention is to provide an in-vehicle power supply system and an in-vehicle power supply system that prevent deterioration of the battery as much as possible by keeping the charged amount of the battery in a good state.
  • a control device and a power supply control method are provided.
  • An in-vehicle power supply system includes a first battery and a second battery mounted on a vehicle, a first power supply path to which the first battery is connected, and a second battery to which the second battery is connected.
  • a path connection unit that connects / cuts off the power supply path, a detection unit that detects a storage amount of the second battery, and a control unit that controls connection / cutoff by the path connection unit, After the prime mover of the vehicle is stopped, the path connection unit is set in a connected state, and the path connection unit is set in a cut-off state when a storage amount detected by the detection unit satisfies a predetermined condition.
  • the in-vehicle power supply system is characterized in that the control unit puts the path connection unit into a cut-off state when a storage amount detected by the detection unit falls below a threshold value.
  • the on-vehicle power supply system is characterized in that an output voltage value of the second battery in a fully charged state is higher than an output voltage value of the first battery in a fully charged state.
  • a starter that starts the prime mover is connected to the first power supply path, and a generator that generates power by the operation of the prime mover is connected to the second power supply path.
  • the control unit is characterized in that when the prime mover is operating, the path connection unit is in a connected state.
  • the vehicle-mounted control device includes a path connection unit that connects / blocks the first power supply path to which the first battery mounted on the vehicle is connected and the second power supply path to which the second battery is connected.
  • a path connection unit that connects / blocks the first power supply path to which the first battery mounted on the vehicle is connected and the second power supply path to which the second battery is connected.
  • an acquisition unit that acquires the detected storage amount of the second battery from a detection unit that detects the storage amount of the second battery, and switching between connection / disconnection by the path connection unit
  • the connection portion is in a cut-off state.
  • the power supply control method includes a path connection unit that connects / cuts off a first power supply path to which a first battery mounted on a vehicle is connected and a second power supply path to which a second battery is connected.
  • the path connection unit is connected, and the detected power storage amount satisfies a predetermined condition
  • the path connection unit is in a cut-off state.
  • the first battery and the second battery are mounted on the vehicle, and the first power supply path to which the first battery is connected and the second power supply path to which the second battery is connected are used as the path connection unit.
  • the path connection unit can be configured using, for example, a relay, a switch, a DC / DC converter, or the like, and connects / cuts off the two power supply paths according to the control of the control unit.
  • the control unit places the path connection unit in the connected state after the prime mover of the vehicle stops. As a result, when the prime mover stops and power generation in the vehicle is not performed, the first power supply path and the second power supply path are connected, and the first battery and the second battery are connected. Power is exchanged.
  • a control part switches a path
  • the control unit switches the path connection unit to the cut-off state when the stored amount of the second battery falls below the threshold value.
  • the threshold value By appropriately setting the threshold value, power is supplied from the second battery to the first battery after the first power supply path and the second power supply path are connected, and the stored amount of the second battery is reduced to an appropriate value.
  • the route connection part can be switched to the cut-off state after being done.
  • the amount of electricity stored in the first battery can be preferentially increased.
  • the first battery and the second battery are selected and mounted on the vehicle so that the output voltage value of the second battery is higher than the output voltage value of the first battery in the fully charged state.
  • the first battery can be a battery that preferably has a high storage amount, such as a lead storage battery.
  • the second battery can be a battery that is preferably maintained in a state in which the amount of stored power is reduced, not in a fully charged state, such as a lithium ion battery.
  • a starter for starting the motor of the vehicle is connected to the first power supply path to which the first battery is connected.
  • the starter can be operated with the electric power stored in the first battery.
  • a generator that generates power by the operation of the prime mover, a so-called alternator, or the like is connected to the second power supply path to which the second battery is connected.
  • the control unit stores the power generated by the generator in the first battery and the second battery with the path connection unit in the connected state.
  • the path connection unit is set in the connected state to appropriately transfer power between the first battery and the second battery, and the amount of power stored in the second battery satisfies a predetermined condition.
  • the path connection portion in the cut-off state, and it is possible to prevent the first battery and the second battery from being deteriorated as much as possible. It becomes.
  • FIG. 4 is a schematic diagram illustrating an example of an arrangement of each device of the in-vehicle power supply system according to Embodiment 1.
  • FIG. 1 is a block diagram showing a configuration of a power management ECU according to a first embodiment.
  • 2 is a block diagram showing a configuration of a battery monitoring ECU according to Embodiment 1.
  • FIG. 3 is a flowchart showing a procedure of processing performed by a power management ECU according to the first embodiment.
  • 6 is a schematic diagram illustrating a configuration of an in-vehicle power supply system according to Embodiment 2.
  • FIG. 10 is a schematic diagram showing a configuration of an in-vehicle power supply system according to Embodiment 3.
  • FIG. 1 is a schematic diagram illustrating a configuration of an in-vehicle power supply system according to the first embodiment.
  • An in-vehicle power supply system 100 according to the present embodiment has two batteries, a lead battery 1 and a lithium ion battery (hereinafter referred to as LI battery) 2 mounted on the vehicle, and the electric power stored in these batteries is stored in the vehicle.
  • the lead battery 1 is a so-called lead storage battery, and in this embodiment, a lead battery having an output voltage of 12 V to 13 V in a fully charged state is used.
  • the LI battery 2 uses a battery that is fully charged and has an output voltage of about 13.5 V or more.
  • batteries other than a lead storage battery and a lithium ion battery may be sufficient as two batteries mounted in a vehicle.
  • both of the two batteries may be lead acid batteries, and the two batteries may be both lithium ion batteries.
  • the output voltage value of the battery provided at the position of the lead battery 1 in FIG. It is assumed that the output voltage value of the battery provided at position 2 is lower.
  • a first power supply path 1a to which the lead battery 1 is connected and a second power supply path 2a to which the LI battery 2 is connected are provided.
  • An ISG (Integrated Starter Generator) 5 is connected to the second power supply path 2a.
  • the ISG 5 is a device having a function of an alternator that generates power in accordance with the operation of the engine of the vehicle and a function of restarting the engine after the engine is stopped by idling stop of the vehicle.
  • One or more electronic devices may be connected to the second power supply path 2a.
  • the first power supply path 1 a and the second power supply path 2 a are connected via a relay 6.
  • the relay 6 is switched between energization / cut-off states according to a control signal given from a power management ECU (Electronic Control Unit) 10.
  • a power management ECU Electronic Control Unit
  • the relay 6 can be, for example, an electromagnetic relay or a semiconductor relay, but is not limited to this.
  • a DC / DC converter may be provided to switch connection / disconnection between the first power supply path 1a and the second power supply path 2a.
  • the second power supply path 2a is provided with a battery monitoring ECU 20 that monitors the amount of power stored in the LI battery 2.
  • the battery monitoring ECU 20 is provided on a branch line branched from the main line of the power line constituting the second power supply path 2a between the branch point of this branch line and the LI battery 2.
  • the battery monitoring ECU 20 detects the amount of current input / output to / from the LI battery 2 and calculates the amount of power stored in the LI battery 2 based on the detected amount of current.
  • the battery monitoring ECU 20 is connected to the power management ECU 10 via a signal line or a communication line, and the battery monitoring ECU 20 periodically supplies the calculated stored amount of the LI battery 2 to the power management ECU 10.
  • the battery monitoring ECU 20 acquires the amount of current flowing through the power line to which the LI battery 2 is connected by performing periodic sampling.
  • the battery monitoring ECU 20 sets the current flowing into the LI battery 2 as positive and the current flowing out from the LI battery 2 as negative, and calculates the total value of current amounts acquired by sampling or calculates the integral value, thereby calculating the LI battery. 2 is calculated.
  • the battery monitoring ECU 20 calculates a value representing the amount of electric power at that time stored in the LI battery 2 as a ratio to the fully charged state, so-called SOC (StateSOOf Charge), assuming the fully charged state as 100%. The value is output to the power management ECU 10.
  • the power management ECU 10 performs control to connect / cut off the first power supply path 1a and the second power supply path 2a by performing control to switch energization / cutoff of the relay 6.
  • the power management ECU 10 periodically receives information related to the amount of power stored in the LI battery 2 from the battery monitoring ECU 20. As a result, the power management ECU 10 can perform control to switch connection / disconnection of the first power supply path 1a and the second power supply path 2a by the relay 6 based on the amount of power stored in the LI battery 2.
  • the power management ECU 10 basically sets the relay 6 in the energized state when the ignition switch of the vehicle is on, and the engine is operating to generate power by the ISG 5, and the power generated by the ISG 5 Is supplied to the load 4 and the electric power generated by the ISG 5 is stored in the lead battery 1 and the LI battery 2.
  • the power management ECU 10 is in the state of the vehicle. Accordingly, control for switching energization / cutoff of the relay 6 may be performed as appropriate.
  • the power management ECU 10 maintains the relay 6 in the energized state and maintains the state where the first power supply path 1a and the second power supply path 2a are connected. .
  • the engine of the vehicle is stopped and power generation by the ISG 5 is not performed, so that the electric power stored in the lead battery 1 and / or the LI battery 2 is supplied to the load 4.
  • the output voltage of the LI battery 2 is set higher than the output voltage of the lead battery 1, the electric power stored in the LI battery 2 is supplied to the load 4 and the lead battery 1 is fully charged. If it is not in a state, the electric power stored in the LI battery 2 is supplied to the lead battery 1, whereby the lead battery 1 is charged.
  • the power management ECU 10 switches the relay 6 to the cut-off state when the stored amount of the LI battery 2 supplied from the battery monitoring ECU 20 falls below a predetermined threshold (50% in the present embodiment), and the first power Control for switching the supply path 1a and the second power supply path 2a to the cut-off state is performed. Thereby, the electric power stored in the lead battery 1 is supplied to the load 4, and the operation of the load 4 is performed by this electric power.
  • a predetermined threshold 50% in the present embodiment
  • the lead battery 1 is a battery that is preferably maintained in a state in which the charged amount is close to a fully charged state.
  • the LI battery 2 is a battery in which the charged amount is preferably maintained at about 50% rather than the fully charged state.
  • the lead battery 1 is maintained in a state as close to full charge as possible, and the LI battery 2 is maintained in a state in which the charged amount is close to 50%, and the deterioration of the lead battery 1 and the LI battery 2 can be prevented. Be expected.
  • FIG. 2 is a schematic diagram illustrating an example of an arrangement of each device of the in-vehicle power supply system 100 according to the first embodiment.
  • the shape of the vehicle 99 is schematically illustrated by a broken line
  • the upper side of FIG. 2 is the front side of the vehicle 99
  • the lower river in FIG. 2 is the rear side of the vehicle 99.
  • the vehicle 99 is a so-called right-hand drive vehicle with a driver seat on the right side.
  • a lead battery 1, a starter 3, an ISG 5, and a power management ECU 10 are mounted in an engine room provided in the front portion of the vehicle 99.
  • a LI battery 2, a relay 6, and a battery monitoring ECU 20 are mounted, for example, under the passenger seat.
  • the arrangement shown in FIG. 2 is an example.
  • the relay 6 may be mounted in the engine room, and the power management ECU 10 may be mounted in the vehicle compartment.
  • the engine room of the vehicle 99 is likely to be in a high temperature environment, it is desirable to dispose things that are not preferably placed in a high temperature environment such as the LI battery 2 in the vehicle interior.
  • FIG. 3 is a block diagram showing a configuration of power management ECU 10 according to the first embodiment.
  • the power management ECU 10 includes a control unit (processor) 11, a storage unit (storage) 12, a storage amount information input unit 13, a control signal output unit 14, and the like.
  • the control unit 11 is configured by using an arithmetic processing device such as a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit), for example, and performs various arithmetic processing by reading and executing a program stored in the storage unit 12. And control processing.
  • arithmetic processing device such as a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit)
  • the control unit 11 receives an ignition (IG) signal indicating the on / off state of the ignition switch of the vehicle 99, and inputs this IG signal and the storage amount information input unit 13 from the battery monitoring ECU 20. On the basis of the stored amount information of the LI battery 2, the energization / cutoff switching control of the relay 6 is performed.
  • IG ignition
  • the energization / cutoff switching control of the relay 6 is performed.
  • the storage unit 12 is configured using a non-volatile memory element such as a flash memory or an EEPROM (Electrically-Erasable-Programmable-Read-Only-Memory).
  • the storage unit 12 stores a program executed by the control unit 11 and data necessary for executing the program.
  • the storage amount information input unit 13 is connected to the battery monitoring ECU 20 via a communication line or a signal line, and acquires information on the storage amount of the LI battery 2 input from the battery monitoring ECU 20 and supplies the information to the control unit 11.
  • the storage amount information input unit 13 performs serial communication or parallel communication with the battery monitoring ECU 20 to store power. Get quantity information.
  • the battery monitoring ECU 20 is configured to input the stored amount of the LI battery 2 to the power management ECU 10 as an analog signal
  • the stored amount information input unit 13 samples the acquired analog signal to obtain the stored amount. Obtain as digital information.
  • the control signal output unit 14 is connected to the relay 6 via a signal line or a communication line, and generates and outputs a control signal for energizing / cutting off the relay 6 according to the control of the control unit 11.
  • the control signal output unit 14 may be a driver that causes a current to flow through the coil of the electromagnetic relay, or a binary signal that operates a driver arranged in the vicinity of the electromagnetic relay. The structure which outputs may be sufficient.
  • FIG. 4 is a block diagram showing a configuration of the battery monitoring ECU 20 according to the first embodiment.
  • the battery monitoring ECU 20 includes a control unit 21, a storage unit 22, a current detection unit 23, a storage amount information output unit 24, and the like.
  • the control unit 21 may be an arithmetic processing unit such as a CPU or MPU that reads and executes a program, or may be a circuit such as a dedicated IC (Integrated Circuit) that performs processing related to battery monitoring.
  • the controller 21 is given the current value detected by the current detector 23.
  • the storage unit 22 is composed of a memory element such as SRAM (Static Random Access Memory) or DRAM (Dynamic Random Access Memory), for example, and stores data generated in the process of the control unit 21.
  • storage part 22 may be comprised with non-volatile memory elements, such as flash memory or EEPROM, and the program etc. which are performed in the control part 21 in this case may be stored beforehand.
  • the current detection unit 23 detects the current flowing through the power line connected to the input / output terminal of the LI battery 2, and gives the detected current value to the control unit 21.
  • the current value given from the current detection unit 23 to the control unit 21 includes information regarding the direction of the detected current (whether it is a direction flowing into the LI battery 2 or a direction flowing out from the LI battery 2). Further, the current detection unit 23 repeatedly performs current detection with a period of, for example, about several microseconds or several milliseconds, and gives the detected current value to the control unit 21 with this period.
  • the current detection method by the current detection unit 23 may be any method.
  • the current detection unit 23 measures a potential difference between both ends of a low resistance resistor inserted in the power line, calculates a current value based on the measured potential difference and the resistance value of the resistor, and supplies the calculated current value to the control unit 21. It can be configured. Further, for example, the current detection unit 23 detects a change in the magnetic field caused by the current flowing through the power line connected to the LI battery 2 with a Hall element or the like, calculates a current value based on the detection result, and provides the control unit 21 with the current value. It can be configured.
  • the current detection unit 23 may be configured to simply output, for example, the measurement result of the potential difference between both ends of the resistor or the output signal of the Hall element to the control unit 21.
  • the control unit 21 is configured to output current. What is necessary is just to calculate an electric current value based on the output signal of the detection part 23.
  • the current detection unit 23 may detect a current flowing through the power line connected to the negative terminal instead of detecting a current flowing through the power line connected to the positive terminal of the LI battery 2.
  • the control unit 21 acquires a current value periodically detected by the current detection unit 23, and calculates a total value or an integral value of a plurality of current values acquired in time series, whereby the LI battery. 2 calculates the amount of electric power stored in 2, that is, the amount of stored electricity.
  • the control unit 21 stores the calculated power storage amount in the storage unit 22, and when a current value is next given from the current detection unit 23, the control unit 21 newly gives the power storage amount stored in the storage unit 22.
  • the amount of power stored in the LI battery 2 is updated by adding or subtracting the amount of power based on the current value.
  • the control unit 21 calculates the amount of electricity stored in the LI battery 2 each time the current detection unit 23 detects the amount of current, and performs processing for giving the calculated amount of electricity stored to the power management ECU 10.
  • the storage amount of the LI battery 2 calculated by the control unit 21 using the total value or the integral value is, for example, the unit Ah (ampere). Hour).
  • the amount of electricity stored from battery monitoring ECU 20 to power management ECU 10 is a value expressed as a ratio to the fully charged state of LI battery 2, a so-called SOC.
  • control part 21 has memorize
  • control unit 11 calculates a storage amount each time a current value is supplied from the current detection unit 23 and performs a process of supplying the calculated storage amount to the power management ECU 10.
  • control unit 21 supplies the calculated storage amount of the LI battery 2 to the power management ECU 10
  • the control unit 21 supplies the calculated storage amount to the storage amount information output unit 24, and outputs the storage amount from the storage amount information output unit 24 to the power management ECU 10.
  • the storage amount information output unit 24 is connected to the power management ECU 10 via a communication line or a signal line, and outputs the storage amount of the LI battery 2 given as digital information from the control unit 21 as a digital signal.
  • FIG. 5 is a flowchart illustrating a procedure of processing performed by the power management ECU 10 according to the first embodiment. This flowchart is processed from the case where the ignition switch of the vehicle 99 is on and the engine is operating, the relay 6 is energized, and the first power supply path 1a and the second power supply path 2a are connected. The procedure to start is shown.
  • the control unit 11 of the power management ECU 10 acquires the state of the IG signal of the vehicle 99 and determines whether or not the IG signal is in an off state (step S1). When the IG signal is not in the off state but in the on state (S1: NO), the control unit 11 waits until the IG signal is in the off state.
  • the control unit 11 obtains the charged amount of the LI battery 2 input from the battery monitoring ECU 20 to the charged amount information input unit 13 (step S2).
  • the controller 11 determines whether or not the acquired amount of power stored in the LI battery 2 is 50% or more (step S3).
  • the control unit 11 returns the process to step S2, and repeatedly acquires and determines the charged amount of the LI battery 2.
  • control unit 11 When the charged amount of the LI battery 2 is less than 50% (S3: NO), the control unit 11 outputs a control signal for switching to the cutoff state from the control signal output unit 14 to the relay 6 (step S4), and processing Exit. With this control signal, the relay 6 is switched from the energized state to the cut-off state, and the first power supply path 1a and the second power supply path 2a are switched to the cut-off state.
  • the in-vehicle power supply system 100 includes a first power supply path 1a in which two batteries of a lead battery 1 and an LI battery 2 are mounted on a vehicle 99, and the lead battery 1 is connected.
  • the second power supply path 2 a to which the LI battery 2 is connected is connected by a relay 6.
  • the relay 6 connects / disconnects the first power supply path 1a and the second power supply path 2a according to the control of the power management ECU 10.
  • the power management ECU 10 of the in-vehicle power supply system 100 maintains the relay 6 in the connected state even after the engine of the vehicle 99 is stopped. As a result, when the engine is stopped and power generation by the ISG 5 is not performed, the first power supply path 1a and the second power supply path 2a are maintained in the connected state, and the lead battery 1 and the LI battery 2 are connected. Power is exchanged between them. Thereafter, the power management ECU 10 switches the relay 6 to the cut-off state when the charged amount of the LI battery 2 satisfies a predetermined condition. By appropriately setting the predetermined conditions for switching the relay 6, the relay 6 is switched after the power is exchanged between the lead battery 1 and the LI battery 2 and the storage amount of each battery becomes an appropriate value. It is possible to keep the lead battery 1 and the LI battery 2 in a state in which the charged amount is good by setting the cut-off state.
  • in-vehicle power supply system 100 when the engine of vehicle 99 is stopped and relay 6 is maintained in the connected state, the charged amount of LI battery 2 falls below a threshold value (for example, 50%).
  • the power management ECU 10 switches the relay 6 to the cut-off state.
  • a threshold value for example, 50%
  • the power management ECU 10 switches the relay 6 to the cut-off state.
  • the relay 6 can be switched to the cut-off state after being reduced to a small value.
  • the amount of electricity stored in the lead battery 1 can be preferentially increased.
  • the output voltage value of the LI battery 2 is higher than the output voltage value of the lead battery 1 in the fully charged state.
  • the power generation by the ISG 5 is stopped, and the relay 6 is in the connected state, a current flows from the LI battery 2 to the lead battery 1, and the electric power stored in the LI battery 2 is converted to the lead battery. 1 can be charged. Therefore, it is possible to keep the charged amount of the lead battery 1 that is preferably kept high, and to reduce the charged amount of the LI battery 2 that is preferably kept in a reduced state.
  • the starter 3 for starting the engine of the vehicle 99 is connected to the first power supply path 1a to which the lead battery 1 is connected.
  • the starter 3 can be operated with the electric power stored in the lead battery 1.
  • an ISG 5 that generates power by operating the engine is connected to the second power supply path 2a to which the LI battery 2 is connected.
  • the power management ECU 10 stores the power generated by the ISG 5 in the lead battery 1 and the LI battery 2 with the relay 6 connected.
  • the in-vehicle power supply system 100 appropriately transfers power between the lead battery 1 and the LI battery 2 with the relay 6 in the connected state after the engine of the vehicle 99 is stopped, and the LI battery.
  • the relay 6 is turned off, so that the storage amount of the lead battery 1 and the LI battery 2 can be kept in a good state, and the lead battery 1 and the LI battery 2 It becomes possible to prevent deterioration of the as much as possible.
  • the power management ECU 10 switches the relay 6 to the disconnected state when the stored amount of the LI battery 2 is less than 50%.
  • the stored amount of 50% that is the determination threshold value Is an example and is not limited to this.
  • the amount of stored electricity that serves as the determination threshold can be set as appropriate according to the characteristics of the LI battery 2, the characteristics of the load connected to the second power supply path 2a, and the like.
  • the power management ECU 10 obtains the amount of power stored in the LI battery 2 as the SOC.
  • the present invention is not limited to this.
  • the power management ECU 10 obtains the amount of power expressed in units such as Ah or Wh.
  • the threshold value for determination may be set appropriately according to this.
  • the power management ECU 10 switches the relay 6 to the cut-off state on condition that the stored amount of the LI battery 2 is less than 50%.
  • the power management ECU 10 may switch the relay 6 to the cut-off state when the amount of electricity stored in the lead battery 1 exceeds a threshold (for example, 95%).
  • a threshold for example, 95%).
  • a plurality of conditions may be combined, and the condition may be that the charged amount of the lead battery 1 exceeds 95% and / or the charged amount of the LI battery 2 is less than 50%.
  • the basic condition is that the amount of power stored in the LI battery 2 is less than 50%. For example, when a predetermined time has elapsed since the ignition switch was switched off, the power management ECU 10 switches the relay 6 on. You may provide time restrictions, such as switching to the interruption
  • the battery monitoring ECU 20 and the LI battery 2 are separate devices. However, the present invention is not limited to this, and the battery monitoring ECU 20 and the LI battery 2 may be integrated into one device.
  • the power management ECU 10, the battery monitoring ECU 20, and the relay 6 are mounted as separate devices on the vehicle 99. However, the present invention is not limited to this, and these devices are appropriately integrated.
  • One apparatus may be used. Hereinafter, some examples in which a plurality of devices are integrated into one device will be described.
  • FIG. 6 is a schematic diagram showing the configuration of the in-vehicle power supply system 200 according to the second embodiment.
  • the in-vehicle power supply system 200 according to the second embodiment has a configuration in which the three devices of the power management ECU 10, the battery monitoring ECU 20 and the relay 6 of the in-vehicle power supply system 100 according to the first embodiment are integrated into one power management ECU 210. It is.
  • the power management ECU 210 according to the second embodiment includes a control unit 211, a storage unit 212, a current detection unit 213, a relay 6, and the like.
  • the control unit 211 integrates the function of the control unit 11 of the power management ECU 10 according to the first embodiment and the function of the battery monitoring ECU 20.
  • the control unit 211 controls the LI battery 2 based on the current value detected by the current detection unit 213.
  • a process for calculating the charged amount, a process for switching energization / cutoff of the relay 6 based on the calculated charged amount, and the like are performed.
  • the storage unit 212 is configured using a non-volatile memory element such as a flash memory or an EEPROM, for example, and stores a program executed by the control unit 211, data necessary for executing the program, and the like. In addition, the storage unit 212 stores data generated in the process of the control unit 211.
  • the current detection unit 213 is substantially the same as the current detection unit 23 of the battery monitoring ECU 20 according to the first embodiment, periodically detects current values flowing into and out of the LI battery 2, and detects the detected current values. This is given to the control unit 211.
  • the control unit 211 of the power management ECU 210 sets the relay 6 in the energized state when the ignition switch of the vehicle 99 is switched from the on state to the off state, and supplies the first power supply path 1a and the second power supply.
  • the path 2a is set to a connected state. Thereafter, when the storage amount of the LI battery 2 decreases to less than 50%, the control unit 211 switches the relay 6 to the cut-off state, and puts the first power supply path 1a and the second power supply path 2a into the cut-off state.
  • the in-vehicle power supply system 200 integrates the power management ECU 10, the battery monitoring ECU 20 and the relay 6 of the in-vehicle power supply system 100 according to the first embodiment into a single device. By doing so, it is possible to realize a reduction in the number of devices mounted on the vehicle 99 and a reduction in communication lines or signal lines connecting the devices.
  • FIG. 7 is a schematic diagram showing the configuration of the in-vehicle power supply system 300 according to the third embodiment.
  • the in-vehicle power supply system 300 according to the third embodiment has a configuration in which the two devices of the battery monitoring ECU 20 and the relay 6 of the in-vehicle power supply system 100 according to the first embodiment are integrated into one battery monitoring EC320.
  • the battery monitoring ECU 320 according to the third embodiment includes a control unit 321, a storage unit 22, a current detection unit 23, a communication unit 324, a relay 6, and the like.
  • the control unit 321 is obtained by adding a function of switching energization / cutoff of the relay 6 to the function of the battery monitoring ECU 20 according to the first embodiment. However, the control unit 321 does not perform switching control of the relay 6 by its own determination, but performs switching control of the relay 6 in accordance with a switching command given by communication from the power management ECU 310.
  • the communication unit 324 is connected to the power management ECU 310 according to the third embodiment via a communication line, and performs serial or parallel data communication with the power management ECU 310. Communication unit 324 transmits data provided from control unit 321 to power management ECU 310 and also provides data received from power management ECU 310 to control unit 321.
  • the power management ECU 310 according to the third embodiment has substantially the same configuration as the power management ECU 10 according to the first embodiment. However, while the power management ECU 10 according to the first embodiment is configured to output a control signal for controlling energization / cutoff of the relay 6, the power management ECU 310 according to the third embodiment is configured to energize / disconnect the relay 6. The difference is that a command to switch off is given to the battery monitoring ECU 320 by communication.
  • the current detection unit 23 periodically detects a current value flowing into and out of the LI battery 2 and gives the detected current value to the control unit 321.
  • Control unit 321 calculates a stored amount of LI battery 2 by calculating a total value or an integral value of periodically supplied current values, and transmits the calculated stored amount to power management ECU 310 through communication unit 324.
  • the power management ECU 310 transmits a command to turn on the relay 6 to the battery monitoring ECU 320.
  • power management ECU 310 does not have to transmit a command to set relay 6 in the energized state.
  • power management ECU 310 transmits a command to switch battery 6 to battery monitoring ECU 320.
  • the control unit 321 of the battery monitoring ECU 320 When the control unit 321 of the battery monitoring ECU 320 receives a switching command for energizing / interrupting the relay 6 from the power management ECU 310 in the communication unit 324, the control unit 321 generates a control signal for energizing / interrupting the relay 6 according to the received switching command, The generated control signal is output to the relay 6. Thereby, energization / cutoff of the relay 6 is switched, and connection / cutoff of the first power supply path 1a and the second power supply path 2a is switched.
  • the in-vehicle power supply system 300 according to the third embodiment having the above-described configuration has a configuration in which the battery monitoring ECU 20 and the relay 6 of the in-vehicle power supply system 100 according to the first embodiment are integrated into one device to form a battery monitoring ECU 320. is there.
  • This is a configuration in which two devices arranged in the passenger compartment of the vehicle 99 shown in FIG.
  • the in-vehicle power supply system 300 according to Embodiment 3 can realize a reduction in the number of devices mounted in the vehicle interior of the vehicle 99 and a reduction in communication lines or signal lines connecting the devices.
  • the integration of the devices related to the in-vehicle power supply system is not limited to the configurations shown in the second and third embodiments, and various configurations can be adopted.
  • the power management ECU 10 and the relay 6 may be integrated into one device, and for example, the power management ECU 10 and the battery monitoring ECU 20 may be integrated into one device.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)

Abstract

L'invention concerne un système d'alimentation électrique embarqué, un dispositif de commande embarqué, et un procédé de commande d'alimentation électrique qui empêchent une batterie autant que possible d'être dégradée en maintenant dans un bon état la quantité d'électricité stockée dans une batterie. Le système d'alimentation électrique embarqué du présent mode de réalisation est caractérisé en ce qu'il est pourvu d'une première batterie et d'une seconde batterie montées sur un véhicule, d'une unité de connexion de trajet pour connecter/déconnecter un premier trajet d'alimentation électrique auquel est connectée la première batterie et un second trajet d'alimentation électrique auquel est connectée la seconde batterie, d'une unité de détection pour détecter la quantité d'électricité stockée dans la seconde batterie, et d'une unité de commande pour commander la commutation entre la connexion et la déconnexion par l'unité de connexion de trajet, l'unité de commande amenant l'unité de connexion de trajet dans un état de connexion après l'arrêt du moteur du véhicule et amenant l'unité de connexion de trajet dans un état de déconnexion lorsque la quantité d'électricité stockée détectée par l'unité de détection satisfait une condition prédéterminée.
PCT/JP2018/010859 2017-04-25 2018-03-19 Système d'alimentation électrique embarqué, dispositif de commande embarqué et procédé de commande de système d'alimentation électrique WO2018198595A1 (fr)

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JP2017086091A JP2018186611A (ja) 2017-04-25 2017-04-25 車載電力供給システム、車載制御装置及び電力供給制御方法

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JP2021146802A (ja) * 2020-03-17 2021-09-27 本田技研工業株式会社 電力供給装置及び車両
CN114726038A (zh) * 2022-04-07 2022-07-08 江铃汽车股份有限公司 一种车辆启动供电系统及控制方法

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JP2021042711A (ja) * 2019-09-11 2021-03-18 ダイヤモンド電機株式会社 内燃機関
JP7226356B2 (ja) * 2020-02-03 2023-02-21 トヨタ自動車株式会社 車両用制御装置、方法、プログラム、及び車両
JP7136175B2 (ja) * 2020-12-22 2022-09-13 カシオ計算機株式会社 データ処理装置、電子機器、データ処理方法及びプログラム
KR102841005B1 (ko) 2022-07-22 2025-08-01 한림대학교 산학협력단 재생 의학용 초강력 전기전도성 생체 적합 하이드로겔 제조용 광경화성 바이오 잉크 및 이의 제조 방법
JP7419451B1 (ja) 2022-07-26 2024-01-22 東芝プラントシステム株式会社 電源装置

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JP2021146802A (ja) * 2020-03-17 2021-09-27 本田技研工業株式会社 電力供給装置及び車両
CN114726038A (zh) * 2022-04-07 2022-07-08 江铃汽车股份有限公司 一种车辆启动供电系统及控制方法

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