Hybrid vehicle
阅读说明:本技术 混合动力车辆 (Hybrid vehicle ) 是由 桑野友树 吉川贤一 于 2017-09-26 设计创作,主要内容包括:实施方式的车辆具备:电池装置(BT),具备具有能够检测多个二次电池单元各自的电压的电池监视电路(CB)的多个模块(MDL);检测在多个模块(MDL)流过的电流的电流传感器(CS);和能够取得多个模块(MDL)的电流检测值和多个二次电池单元的电压检测值的电池管理电路(CA);以及控制装置(CTR),使用多个二次电池单元的开路电压、多个电池模块(MDL)的充电电流的值、多个二次电池单元的闭路电压来运算多个二次电池单元各自的内部电阻,控制装置(CTR)在处于停车状态时使第一电动机(30)的励磁电流下降直至转换器(40)能够在一个周期以多个脉冲控制第一电动机(30)为止,利用从内燃机(10)输出的动力对多个电池模块(MDL)进行充电,取得闭路电压和充电电流的值。(A vehicle according to an embodiment includes a battery device (BT) including a plurality of Modules (MDL) having a battery monitoring Circuit (CB) capable of detecting voltages of a plurality of secondary battery cells, a Current Sensor (CS) for detecting a current flowing through the plurality of Modules (MDL), a battery management Circuit (CA) capable of acquiring current detection values of the plurality of Modules (MDL) and voltage detection values of the plurality of secondary battery cells, and a control device (CTR) for calculating internal resistances of the plurality of secondary battery cells using open-circuit voltages of the plurality of secondary battery cells, values of charging currents of the plurality of battery Modules (MDL), and closed-circuit voltages of the plurality of secondary battery cells, wherein the control device (CTR) reduces an excitation current of an -th motor (30) until a converter (40) can control a -th motor (30) in a plurality of pulses in cycles when the vehicle is in a stopped state, and charges the plurality of battery Modules (MDL) with power output from an internal combustion engine (10) to acquire the closed-circuit voltages and the charging current values.)
1, hybrid vehicle, characterized by comprising:
an internal combustion engine;
th motor;
the second motor is connected with the power coupling mechanism;
a power distribution mechanism for distributing power of the internal combustion engine to the th electric motor and the power coupling mechanism;
a converter capable of driving the th motor by switching a driving method according to a modulation factor;
an inverter connected to the converter via a dc line and capable of driving the second motor;
an axle that rotates by energy supplied from the power coupling mechanism;
a battery device is provided with: a plurality of battery modules each having a battery pack including a plurality of secondary battery cells and connected between the dc lines, and a battery monitoring circuit capable of detecting voltages of the plurality of secondary battery cells; a current sensor that detects a current flowing through the plurality of battery modules; and a battery management circuit that controls the plurality of battery monitoring circuits and is capable of acquiring detection values of currents flowing through the plurality of battery modules and detection values of voltages of the plurality of secondary battery cells; and
a control device for calculating the internal resistance of each of the plurality of secondary battery cells by using the open circuit voltage of the plurality of secondary battery cells, the value of the charging current of the plurality of battery modules, and the closed circuit voltage of the plurality of secondary battery cells,
the control device acquires, from the battery management circuit, values of the open-circuit voltages of the plurality of secondary battery cells, values of the closed-circuit voltages of the plurality of secondary battery cells when the excitation current of the th motor is decreased until the converter can control the th motor in a plurality of pulses over cycles and charge the plurality of battery modules with power output from the internal combustion engine, and values of the charging currents of the plurality of battery modules, when the vehicle is stopped.
2. The hybrid vehicle according to claim 1,
the battery packs of the plurality of battery modules are connected in series between the dc lines,
a plurality of the above-mentioned battery monitoring circuits are communicably connected to a corresponding common battery management circuit,
the plurality of battery monitoring circuits sequentially transmit detection values to the common battery management circuit at a predetermined communication cycle.
3. The hybrid vehicle according to claim 1 or 2,
the control device switches the driving mode of the converter from a single pulse drive in which the th motor is controlled by a single pulse for cycles to an overmodulation drive or an asynchronous PWM drive in which the th motor is controlled by a plurality of pulses for cycles, when values of the closed-circuit voltages of the plurality of secondary battery cells and the charging currents of the plurality of battery modules are obtained for calculating the internal resistance of each of the plurality of secondary battery cells.
Technical Field
An embodiment of the invention relates to a hybrid vehicle.
Background
The battery device can be configured by connecting a plurality of battery modules in series and in parallel according to a required charge/discharge capacity. Each of the plurality of battery modules includes, for example: a battery pack including a plurality of secondary battery cells; and a battery monitoring circuit that detects voltages for the plurality of secondary battery cells.
For example, a hybrid vehicle is provided with a dc line that electrically connects 2 inverters, for example, and can be configured by electrically connecting a battery device to the dc line via a dc line, an engine is electrically connected to the dc line via a generator and an inverter, and a motor is electrically connected to the dc line via an inverter.
The drive voltage of the motor is supplied from a power converter that performs switching conversion of the dc voltage supplied from the dc line by a semiconductor power switch to generate an ac voltage of an arbitrary amplitude and an arbitrary frequency, in general, in order to suppress generation of harmonic components due to the switching conversion, a switching conversion frequency sufficiently higher than the drive frequency of the motor is set, and a gate signal of the switch is generated by pulse width modulation (PMW).
For example, if a voltage waveform close to a rectangular wave is adopted at the expense of suppression of harmonic components, the amplitude of the fundamental wave component of the output voltage of the power converter can be increased by steps.
Disclosure of Invention
Problems to be solved by the invention
It is known that secondary battery cells are more likely to deteriorate due to the influence of the use environment, the number of charge/discharge cycles, and the like. Conventionally, there has been proposed a method of estimating a deterioration state based on an internal resistance of a secondary battery cell.
The plurality of battery monitoring circuits output the detected voltage values to the battery management circuit. The battery management circuit is capable of detecting a current flowing in a plurality of battery packs connected in series. For example, when the internal resistance is calculated using the closed-circuit voltages of the plurality of secondary battery cells and the value of the current flowing through the battery pack, if the timing of measuring the open-circuit voltage and the timing of measuring the current flowing through the battery pack are not synchronized, the calculation accuracy of the internal resistance may be reduced.
When the charge/discharge capacity of the battery device increases, the number of battery modules controlled by the battery management circuit increases, and it becomes difficult for the battery management circuit to synchronize the measurement timing of the closed-circuit voltage with the measurement timing of the current flowing through the battery pack with respect to the plurality of secondary battery cells of the plurality of battery modules.
The present invention has been made in view of the above circumstances, and an object thereof is to provide hybrid vehicles in which the internal resistance of a secondary battery cell is calculated with high accuracy.
Means for solving the problems
A hybrid vehicle according to the present embodiment includes an internal combustion engine, a first electric motor, a second electric motor connected to a power coupling mechanism, a power distribution mechanism that distributes power of the internal combustion engine to the first electric motor and the power coupling mechanism, a converter that can drive the second electric motor by switching a driving method according to a modulation factor, an inverter connected to the converter via a DC line and capable of driving the second electric motor, an axle that rotates by energy supplied from the power coupling mechanism, a battery device including a plurality of battery modules including a battery pack including a plurality of secondary battery cells connected between the DC lines and a battery monitoring circuit capable of detecting voltages of the plurality of secondary battery cells, a current sensor that detects currents flowing through the plurality of battery modules, and a battery management circuit that controls the plurality of battery monitoring circuits and is capable of acquiring detection values of currents flowing through the plurality of battery modules and voltages of the plurality of secondary battery cells, and a control device that controls the plurality of charging current monitoring circuits using a parking voltage of the plurality of secondary battery cells, a charging current of the plurality of battery modules, a charging current of the plurality of the battery modules, a charging current monitoring circuit that is capable of controlling the plurality of charging current monitoring circuits, and a charging current of the plurality of charging current of the battery modules , and a charging current of the battery modules, and a charging current of the charging current management device that is capable of controlling the plurality of the battery modules , and the charging current management device that is capable of controlling the charging current of the plurality of controlling the charging unit that is capable of controlling the charging unit.
Drawings
Fig. 1 is a block diagram schematically showing constituent examples of the hybrid vehicle of the present embodiment.
Fig. 2 is a diagram of an example for explaining the operation of the power split mechanism.
Fig. 3 is a diagram schematically showing configuration examples of the battery device shown in fig. 1.
Fig. 4 is a diagram illustrating examples of temporal changes in battery current and battery voltage when charging a battery module.
Fig. 5 is a diagram illustrating examples of communication timings of the battery management circuit and the battery monitoring circuit.
Fig. 6 is a diagram of an example for explaining the operation of the generator and the converter shown in fig. 1.
Fig. 7 is a diagram example for explaining the relationship between the generator rotation speed and the method of driving the converter in the hybrid vehicle according to the embodiment.
Fig. 8 is a flowchart of example for explaining an operation of calculating the internal resistance value of the secondary battery cell in the hybrid vehicle according to the embodiment.
Detailed Description
Hereinafter, the hybrid vehicle according to the embodiment will be described in detail with reference to the drawings.
Fig. 1 is a block diagram schematically showing constituent examples of the hybrid vehicle of the present embodiment.
The hybrid vehicle includes an
The
The
The
Fig. 2 is a diagram of an example for explaining the operation of the power split mechanism.
The operation of the
The
The
The
The
The battery device BT can be charged with electric power supplied from the dc line and can discharge electric power to the dc line. The battery unit BT is electrically connected to the dc line via a breaker (not shown). The disconnector is, for example, an electromagnetic contactor, and its operation is controlled by a vehicle control circuit CTR.
The
The vehicle control device CTR is a higher-level control device that controls the
The vehicle control device CTR is configured to be able to calculate the internal resistance values of the plurality of secondary battery cells included in the battery device BT when the hybrid vehicle is in a stopped state, for example. The vehicle control device CTR can determine, for example, the degree of deterioration of the battery device BT using the internal resistance values of the plurality of secondary battery cells. The vehicle control device CTR may perform an operation of calculating the internal resistances of the plurality of secondary battery cells by executing a program stored in the memory.
Fig. 3 is a diagram schematically showing configuration examples of the battery device shown in fig. 1.
The battery device BT includes a plurality of battery groups BK1 to BKn connected in parallel to the dc lines, and a plurality of battery management circuits (BMU) CA1 to CAn corresponding to the battery groups BK1 to BKn. The plurality of battery groups BK1 to BKn are provided with a plurality of battery modules MDL11 to MDLnm and a current sensor CS, respectively.
The operations of the plurality of battery modules MDL11 to MDLnm included in the battery groups BNK1 to BNKn are controlled by the corresponding battery management circuits CA1 to CAn. In the present embodiment, m (positive integer) cell modules MDL11 to MDL1m and …, MDLn1 to MDLnm, and n (positive integer) cell groups BNK1 to BNKn are connected in series in each of the cell groups BNK1 to BNKn.
The battery modules MDL11 to MDLnm can be electrically connected to a dc line via a switch (not shown) such as a contactor, for example. The battery management circuits CA1 to CAn control the switches to switch the electrical connection between the battery groups BK1 to BKn and the dc lines.
Each of the plurality of battery modules MDL11 to MDLnm includes: a battery pack including a plurality of secondary battery cells, and a battery monitoring Circuit (CMU) CB 11-CBnm.
The secondary battery cell is a battery that can be charged and discharged, and is, for example, a lithium ion battery or a nickel hydride battery.
The plurality of battery monitoring circuits CB11 to CBnm included in the battery groups BK1 to BKn are communicably connected to the common battery management circuits CA1 to CAn via transmission lines. In the present embodiment, the plurality of battery monitor circuits CB11 to CBnm are capable of serial communication with the corresponding battery management circuits CA1 to CAn, respectively, and the battery monitor circuits CB11 to CBnm and the battery management circuits CA1 to CAn communicate with each other based on, for example, CAn (control area network) protocol. The battery monitor circuits CB11 to CBnm and the battery management circuits CA1 to CAn communicate by a wired communication method or by a wireless communication method.
The battery monitor circuits CB11 to CBnm detect the voltage of the secondary battery cells included in the battery pack and the temperature in the vicinity of the battery pack, the battery monitor circuits CB11 to CBnm are capable of outputting the detected values to the corresponding battery management circuits CA1 to CAn at a predetermined communication cycle (α [ sec ]), and the operations of the battery monitor circuits CB11 to CBnm are controlled by control signals from the battery management circuits CA1 to CAn.
The current sensors CS1 to CSn detect currents flowing through the plurality of battery packs included in the plurality of battery groups BK1 to BKn, respectively, and supply the values of the detected currents to the corresponding battery management circuits CA1 to CAn.
The plurality of battery management circuits CA1 to CAn be connected to the vehicle control device CTR through transmission lines. In the present embodiment, the battery management circuits CA1 to CAn communicate with the vehicle control device CTR based on, for example, CAn (controlled area network) protocol. The plurality of battery management circuits CA1 to CAn communicate with the vehicle control device CTR by a wired communication method or by a wireless communication method.
The plurality of battery management circuits CA1 to CAn output the voltage value and the temperature value received from the battery monitoring circuits CB11 to CBnm and the current value (battery output detection value) received from the current sensors CS1 to CSn to the vehicle control device CTR at predetermined intervals. The operations of the plurality of battery management circuits CA1 to CAn are controlled by a control signal from the vehicle control device CTR.
The vehicle control device CTR CAn calculate the internal resistance values of the plurality of secondary battery cells using the voltage values and the current values received from the plurality of battery management circuits CA1 to CAn. The vehicle control device CTR obtains an Open Circuit Voltage (OCV) value Vocv, a Closed Circuit Voltage (CCV) value Vccv, and a current value I of the secondary battery cell, and calculates an internal resistance R of the secondary battery cell. The internal resistance of the secondary battery cell can be calculated by the following formula (1), for example.
R[Ω]=(Vccv-Vocv)/I…(1)
Fig. 4 is a diagram illustrating examples of temporal changes between the battery current and the battery voltage when the battery module is charged.
When the battery modules MDL11 to MDLnm are not charged and discharged, the battery voltage is an open-circuit voltage Vocv, and when the charging of the battery modules MDL11 to MDLnm is started and a charging current flows in the battery pack, the battery voltage becomes a closed-circuit voltage Vccv.
The battery modules MDL11 to MDLnm can be charged by the current supplied from the dc lines.
The vehicle control device CTR can convert the power of the
When
When the overmodulation drive or the single pulse drive is performed, even if the
When the
If the timings of detecting the secondary battery cell voltage and the current are not synchronized, for example, when the pulsating quantity iriple of the current is maximum at the timing of detecting the battery current and the pulsating quantity of the secondary battery cell voltage (R (internal resistance of the secondary battery cell) × iriple) is minimum at the timing of detecting the secondary battery cell voltage, the calculation error of the internal resistance value becomes large and the calculation accuracy is degraded.
Fig. 5 is a diagram for explaining example of the communication timing between the battery management circuit and the battery monitoring circuit.
When the cycle in which the plurality of battery monitoring circuits CBn1 to CBnm transmit the detected values of the voltages of the plurality of secondary battery cells to the battery management circuit CAn is α (ms), the time required until the battery management circuit CAn complete the operation of receiving the detected values from all of the corresponding battery monitoring circuits CBn1 to CBnm is m × α (ms).
However, when the voltage values of the secondary battery cells are transmitted to the common battery management circuit CAn, a difference in the communication cycle amount (maximum (m-1) α) occurs between the battery monitoring circuits CBn1 to CBnm at the timing of detecting the voltages of the secondary battery cells, and when the number of battery modules MDLn1 to MDLnm controlled by 1 battery management circuit CAn is increased, it is difficult to synchronize the timing of detecting the voltages of the secondary battery cells with the timing of detecting the current.
In the present embodiment, in order to avoid a decrease in the calculation accuracy of the internal resistance value of the secondary battery cell, , which is the occurrence of pulsation in the charging current of the secondary battery cell, is suppressed when calculating the internal resistance of the secondary battery cell.
Fig. 6 is a diagram of an example for explaining the operation of the generator and the converter shown in fig. 1.
Fig. 6 shows examples of the relationship between the field current of the generator and the line-to-line voltage effective value of the ac voltage output from the generator to the converter, assuming that the rotation speed and the output of the generator are constant.
In this example, the
When the excitation current of the
From this example, it can be seen that: when the rotation speed and the output of the
Therefore, in the hybrid vehicle according to the present embodiment, when measuring the internal resistance of the secondary battery cell, the modulation factor of the
Fig. 7 is a diagram example for explaining the relationship between the generator rotation speed and the method of driving the converter in the hybrid vehicle according to the embodiment.
When the closed-circuit voltages of the plurality of secondary battery cells are detected to measure the internal resistance of the secondary battery cells, the vehicle control device CTR can reduce the field current of the
Specifically, the vehicle control device CTR outputs a mode switching command to the
The
When the rotation speed and the output of the
When the rotation speed and the output of the
The vehicle control device CTR sets a value of a torque command of the
In the example shown in fig. 7, the
For example, when the rotation speed of the
Fig. 8 is a flowchart of example for explaining an operation of calculating the internal resistance value of the secondary battery cell in the hybrid vehicle according to the embodiment.
In this example, the vehicle control device CTR calculates the internal resistance value of the secondary battery cell when the hybrid vehicle is in a stopped state.
The vehicle control device CTR acquires the open circuit voltages of the secondary battery cells included in the plurality of battery modules MDL11 to MDLnm from the plurality of battery management circuits CA1 to CAn of the battery device BT (step S1).
The vehicle control device CTR sets the field current of the
Next, the vehicle control device CTR operates the
The
The
The vehicle control device CTR requests closed-circuit voltages of the plurality of secondary battery cells included in the plurality of battery modules MDL11 to MDLnm and values of currents flowing through the plurality of battery modules, for each of the plurality of battery management circuits CA1 to CAn.
In response to a request from the vehicle control device CTR, the plurality of battery management circuits sequentially acquire closed-circuit voltages of the plurality of secondary battery cells from the plurality of battery modules, acquire currents flowing through the plurality of battery modules, and output a closed-circuit voltage value and a current value to the vehicle control device CTR (step S6).
In this case, the battery monitoring circuits CB11 to CBnm in the battery modules MDL1 to MDLn can obtain the closed-circuit voltages of the plurality of secondary battery cells substantially simultaneously. However, since the battery management circuits CA1 to CAn communicate with the corresponding battery monitor circuits CB11 to CBnm in sequence and the closed-circuit voltages of the plurality of secondary battery cells are obtained from the corresponding battery monitor circuits CB11 to CBnm, the timing of obtaining the closed-circuit voltages varies depending on the communication cycle amount. For example, if the ripple generated in the charging current of the secondary battery cell becomes large, the magnitude of the current ripple changes according to the timing of acquiring the closed-circuit voltage, and the internal resistance values of the plurality of secondary battery cells cannot be accurately calculated.
In contrast, in the hybrid vehicle according to the present embodiment, when calculating the internal resistance value of the secondary battery cell, it is possible to avoid the
The vehicle control device CTR calculates the internal resistance values of the plurality of secondary battery cells using the closed-circuit voltages of the plurality of secondary battery cells, the currents of the battery modules MDL1 through MDLn, and the open-circuit voltages of the plurality of secondary battery cells measured in advance when the battery device BT is not charged, which are obtained from the plurality of battery management circuits CA1 through CAn as described above (step S7).
As described above, according to the hybrid vehicle of the present embodiment, the internal resistance of the secondary battery cell can be calculated with high accuracy.
In the above-described embodiment, the
While several embodiments of the present invention have been described above, the above embodiments are merely presented as examples, and are not intended to limit the scope of the invention. The above-described new embodiments can be implemented in various other ways, and various omissions, substitutions, and changes can be made without departing from the spirit of the invention. The above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalent scope thereof.
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