JP2022181855A - vehicle - Google Patents

Abstract

To prevent a deterioration of an auxiliary-equipment battery 20 that is a lithium-ion secondary battery enabled for charging-discharging auxiliary-equipment power during transmission and reception of power with the outside.SOLUTION: A vehicle 1 includes: a DC-DC converter 70 capable of converting vehicle driving power from a driving battery 50 into auxiliary-equipment-use power and supplying the power to a power line interconnecting an auxiliary-equipment battery and an auxiliary-equipment load 40 necessary to start the vehicle; an external power-receiving relief terminal 11 that is connected to a power line between the auxiliary-equipment load and an auxiliary-equipment battery-use relay 30 for use in switching connection-disconnection of the power line; an openable-closable terminal cover 12 that covers the relief terminal; and a detection part (an interlocking terminal 13, 14 and a lead wire 15) capable of detecting an open-close of the terminal cover in order to: keep the auxiliary-equipment battery-use relay in a shutoff state so as to prevent the auxiliary-equipment-use power transmitted and received via the relief terminal when the terminal cover is open from flowing into the auxiliary-equipment battery and to revert the auxiliary-equipment battery-use relay back to the connection state when the terminal cover is closed.SELECTED DRAWING: Figure 1

Description

This disclosure relates to a vehicle, in particular, an auxiliary device necessary for starting the vehicle, an auxiliary battery that is a lithium-ion secondary battery capable of charging and discharging electric power for the auxiliary device, and an auxiliary device and the auxiliary battery. The present invention relates to a vehicle including a connected power line, a drive battery capable of charging and discharging vehicle drive power, and a converter capable of converting the drive power from the drive battery into auxiliary machine power and supplying the power line.

Conventionally, there have been vehicles in which power is supplied from a vehicle (external power supply) on the power supply side to an auxiliary battery via a relay, and the power of the auxiliary battery is used to start a system (for example, see Patent Document 1).

Japanese Patent Application Laid-Open No. 2020-090261

However, when a lithium-ion secondary battery, which has a lower resistance to overcharging and high voltage than a lead-acid battery, is used as an auxiliary battery, the vehicle may be used when the vehicle rescues another vehicle and when the other vehicle When the battery is rescued, a large current flows through the power line for the auxiliary device via the rescue terminal, so the battery for the auxiliary device may be affected and deteriorated. In addition, when the vehicle assists another vehicle, a large amount of electric power of the auxiliary battery is output from the rescue terminal, which may lead to overdischarge and deterioration of the auxiliary battery. Further, when the vehicle is rescued by another vehicle, a large amount of electric power is input from the rescue terminal to the auxiliary battery, which may result in overcharging and deterioration of the auxiliary battery. Especially when the other vehicle on the rescue side is a vehicle equipped with a driving engine, the voltage generated by the alternator (eg, 13.5 to 14.5 V) is higher than the voltage of the auxiliary battery (eg, around 12 V). , becomes considerably high, which adversely affects the auxiliary battery of the rescued vehicle.

This disclosure has been made to solve the above-described problems, and an object thereof is to provide a vehicle capable of preventing deterioration of an auxiliary battery when transmitting and receiving electric power to and from the outside. It is to be.

A vehicle according to this disclosure connects an auxiliary device necessary for starting the vehicle, an auxiliary battery that is a lithium-ion secondary battery capable of charging and discharging power for the auxiliary device, and the auxiliary device and the auxiliary battery. The vehicle includes a power line, a drive battery capable of charging and discharging vehicle drive power, and a converter capable of converting the drive power from the drive battery into auxiliary machine power and supplying the power to the power line. A vehicle is connected to a power line between a relay that switches the connection state or cutoff state of the power line and an auxiliary device, and has a terminal for exchanging power for the auxiliary device with the outside, and a cover that covers the terminal and can be opened and closed. , controls to keep the relay in the cutoff state so that auxiliary power supplied and received via terminals does not flow into the auxiliary battery when the cover is open, and cuts off when the cover is closed A detection unit capable of detecting opening and closing of the cover is provided for controlling the relay that has been in the state to return to the connected state.

According to such a configuration, when the electric power for auxiliary equipment is output to the outside from the terminal, the relay is cut off when the detecting section detects that the cover is opened, so that the drive battery Power supplied to the outside via the converter, power line and terminals from the power supply does not flow into the auxiliary battery. Also, when power for auxiliary equipment is input to the terminal from the outside, the relay is kept cut off while the detection unit detects that the cover has been opened. Therefore, the electric power supplied to the auxiliary device does not flow into the auxiliary device battery. As a result, it is possible to prevent deterioration of the battery for auxiliary device when power is transferred to and from the outside.

According to this disclosure, it is possible to provide a vehicle capable of preventing deterioration of the auxiliary battery when transmitting and receiving electric power to and from the outside.

1 is a diagram showing an outline of a configuration of a vehicle in this embodiment; FIG. It is a figure which shows the outline of the structure of the state which opened the terminal cover of the vehicle of this embodiment. 4 is a flowchart showing the flow of auxiliary power control processing in this embodiment;

Embodiments of the present disclosure will be described below with reference to the drawings. In the following description, identical parts are provided with identical reference numerals. Their names and functions are also the same. A detailed description thereof will therefore not be repeated.

FIG. 1 is a diagram showing the outline of the configuration of a vehicle 1 in this embodiment. FIG. 2 is a diagram showing an outline of the configuration of the vehicle 1 of this embodiment with the terminal cover 12 opened. 1 and 2, vehicle 1 includes an auxiliary battery 20, an auxiliary load 40, a drive battery 50, a system main relay 60, a DCDC converter 70, and a control unit 100. .

A vehicle 1 is an electric vehicle that runs with the driving force of a motor generator (not shown). Drive battery 50 is a lithium-ion secondary battery, and discharges high-voltage power (for example, power of several tens to hundreds of volts) that drives the motor generator of vehicle 1, and also discharges high-voltage power generated by the motor generator. can be charged.

Auxiliary load 40 includes auxiliary equipment necessary for starting vehicle 1 (for example, control unit 100, converters such as DCDC converter 70, inverter, drive battery 50, cooling pump and cooling fan such as inverter, meter panel), It also includes auxiliary equipment (for example, lights such as headlights and winkers, power windows, and a car navigation system) that are not used to start the vehicle 1 .

Auxiliary battery 20 is a lithium-ion secondary battery, and is capable of charging and discharging low-voltage power (for example, power of about 12 V) for operating auxiliary load 40 . Auxiliary battery 20 includes a measuring unit that measures the voltage and SOC (State Of Charge) of auxiliary battery 20, and the measuring unit sends a signal indicating the measured voltage, SOC, and other measured values to control unit 100. Send.

System main relay 60 follows a control signal from control unit 100 to connect or disconnect a power line that connects drive battery 50 and equipment that uses high-voltage power (eg, DCDC converter 70, inverter for motor generator). switch.

The DCDC converter 70 steps down the DC (Direct Current) high voltage power of the drive battery 50 to the DC low voltage power voltage according to the control signal from the control unit 100, and converts the stepped-down low voltage power to the low voltage power. The power is supplied to the auxiliary load 40 via the power line 22 and to the auxiliary battery 20 via the power line 22 , the auxiliary battery relay 30 and the power line 21 .

The control unit 100 is configured by at least one ECU (Electronic Control Unit). The ECU includes a CPU (Central Processing Unit) and memory including RAM (Random Access Memory) and ROM (Read Only Memory). The CPU uses data stored in the memory or data from the outside to execute predetermined processing according to a program stored in the memory.

Conventionally, a vehicle in which power is supplied from another vehicle to which power is supplied to the auxiliary battery 20 through a relay such as the auxiliary battery relay 30, and the power of the auxiliary battery 20 is used to start the system. There was 1.

However, if a lithium-ion secondary battery, which has a lower resistance to overcharge and high voltage than a lead-acid battery, is used as the auxiliary battery 20, the vehicle 1 rescues another vehicle, and , when being rescued by another vehicle, a large current flows through the power lines 21 and 22 for the auxiliary equipment via the rescue terminal 11, so the battery for the auxiliary equipment 20 may be affected and deteriorated. In addition, when the vehicle 1 assists another vehicle, a large amount of electric power of the auxiliary battery 20 is output from the relief terminal 11, so that there is a possibility that the auxiliary battery 20 deteriorates due to overdischarge. be. Further, when the vehicle 1 is rescued by another vehicle, a large amount of electric power is input from the rescue terminal 11 to the auxiliary battery 20, which may result in overcharging and deterioration of the auxiliary battery 20. have a nature. Especially when the other vehicle on the rescue side is a vehicle equipped with a driving engine, the voltage generated by the alternator (eg, 13.5 to 14.5 V) is higher than the voltage of the auxiliary battery 20 (eg, around 12 V). also becomes considerably high, which adversely affects the auxiliary battery 20 of the vehicle 1 on the rescued side.

Therefore, the vehicle 1 is connected to the power lines 21 and 22 between the auxiliary battery relay 30 and the auxiliary load 40 for switching between the connection state and the cut-off state of the power lines 21 and 22, so that the auxiliary power lines 21 and 22 are connected to the outside. a terminal cover 12 that covers the rescue terminal 11 and can be opened and closed; and power for the auxiliary machine that is delivered and received via the rescue terminal 11 when the terminal cover 12 is opened. control to keep the auxiliary battery relay 30 in the disconnected state so as not to flow into the battery 20, and return the auxiliary battery relay 30, which was in the disconnected state when the terminal cover 12 was closed, to the connected state. A detection unit capable of detecting the opening and closing of the terminal cover 12 is provided for such control.

As a result, when the electric power for auxiliary equipment is output to the outside from the rescue terminal 11, the auxiliary battery relay 30 is cut off when the detection unit detects that the terminal cover 12 is opened. , the power supplied from the drive battery 50 to the outside via the DCDC converter 70 , the power lines 22 and 23 and the relief terminal 11 does not flow into the auxiliary device battery 20 . Further, when auxiliary power is input to the rescue terminal 11 from the outside, the disconnection state of the auxiliary battery relay 30 is maintained while the detection unit detects that the terminal cover 12 is opened. Therefore, power supplied from the outside to accessory load 40 via rescue terminal 11 and power lines 22 and 23 does not flow into accessory battery 20 . As a result, it is possible to prevent deterioration of the auxiliary battery 20 when power is transferred to and from the outside.

The configuration described above is as shown below. The auxiliary battery relay 30 is a latching relay including a set coil, a reset coil, and a contact. The contact is cut off. Specifically, in accordance with a control signal from control unit 100, auxiliary battery relay 30 connects the power line (from auxiliary battery relay 30) that connects auxiliary battery 20 and auxiliary load 40 that uses low-voltage power. The power line 21 to the auxiliary battery 20 and the power line 22) from the auxiliary battery relay 30 to the auxiliary load 40 are switched between connected and disconnected states.

The relief terminal portion 10 includes a relief terminal 11 , a terminal cover 12 , interlock terminals 13 and 14 , and conductor wires 15 .

The rescue terminal 11 includes a positive cable (usually a red cable) and a negative cable for connecting the vehicle 1 and another vehicle when supplying power to another vehicle or receiving power from another vehicle. It is a terminal for connecting an alligator clip on one end of the positive pole cable of a booster cable including a cable (usually a black cable). Relief terminal 11 is connected to power line 22 via power line 23 .

The terminal cover 12 can be opened and closed, and when it is closed (see FIG. 1), the rescue terminal 11 and the interlock terminals 13 and 14 are covered from the outside, and when it is open (see FIG. 1). 2), the relief terminal 11 and the interlock terminals 13 and 14 are not covered from the outside.

The conductor wire 15 is a conductor wire capable of connecting or disconnecting the interlock terminals 13 and 14, and is attached to the terminal cover 12. When the terminal cover 12 is closed (see FIG. 1), the conductor wire 15 is a conductor wire. When the interlock terminals 13 and 14 are electrically connected and the terminal cover 12 is opened (see FIG. 2), the interlock terminals 13 and 14 are electrically cut off. Become.

Interlock terminals 13 and 14 are electrically connected to control unit 100, respectively. The control unit 100 applies current to the interlock terminal 13 . When the terminal cover 12 is closed (see FIG. 1), current flows from the control unit 100 to the control unit 100 via the interlock terminal 13, the conductor wire 15 and the interlock terminal . When the control unit 100 detects that the current is returned from the interlock terminal 14 when the current is supplied to the interlock terminal 13, the control unit 100 closes the terminal cover 12 (see FIG. 1). judge there is.

When the terminal cover 12 is opened (see FIG. 2), the interlock terminals 13 and 14 are cut off even if the control unit 100 attempts to apply a current to the interlock terminal 13. Therefore, the current does not return from the interlock terminal 14 . When the control unit 100 detects that the current does not return from the interlock terminal 14 when attempting to apply current to the interlock terminal 13, the control unit 100 returns to the state where the terminal cover 12 is opened (see FIG. 2). ). In this manner, the interlock terminals 13 and 14 and the conductor wire 15 function as a detector capable of detecting opening and closing of the terminal cover 12 .

FIG. 3 is a flowchart showing the flow of auxiliary power control processing in this embodiment. Referring to FIG. 3, the auxiliary power control process is called by control unit 100 of vehicle 1 from a higher-level process at predetermined control intervals and executed.

First, control unit 100 determines whether or not the voltage of auxiliary battery 20 obtained from auxiliary battery 20 is less than a predetermined voltage (step S101). The predetermined voltage is a boundary voltage between a voltage at which auxiliary load 40 (in particular, auxiliary battery relay 30) can stably and normally operate and a voltage at which it cannot. The predetermined voltage may be a voltage slightly higher than the boundary voltage. When it is determined that the voltage of the auxiliary battery 20 is less than the predetermined voltage (YES in step S101), the control unit 100 controls the auxiliary battery relay 30 to be opened if it is not open (disconnected state). (Step S102). As a result, when the voltage of auxiliary battery 20 is dropping to the extent that rescue is required, auxiliary battery relay 30 is preliminarily turned on before auxiliary battery relay 30 becomes unable to operate. It can be put in a cut-off state. For this reason, a booster cable is connected to the rescue terminal 11 so that power can be supplied from the other vehicle, and immediately after the power supply from the other vehicle is started, the auxiliary battery 20 is supplied with an excessive voltage. Power can be prevented from flowing.

When it is determined that the voltage of auxiliary battery 20 is not less than the predetermined voltage (NO in step S101), or after step S102, control unit 100 controls interlock terminal 13 to supply current to interlock terminal 13. It is determined whether or not it is detected that the terminal cover 12 has changed from the closed state to the open state by detecting that the lock terminal 14 has changed from a state in which current flows to a state in which current does not flow. (Step S111).

If it is determined that it has been detected that terminal cover 12 has changed from the closed state to the open state (YES in step S111), control unit 100 controls auxiliary battery relay 30 to open (disconnected state). If not, it is controlled to be opened (step S112), and if the DCDC converter 70 is not activated, it is controlled to be activated (step S113).

Accordingly, when the booster cable is connected to the rescue terminal 11 so as to supply power to other vehicles, low-voltage power is supplied from the driving battery 50 to the other vehicles via the DCDC converter 70 . In this case, since auxiliary battery relay 30 is cut off, low-voltage power from DCDC converter 70 does not flow into auxiliary battery 20 .

Further, when a booster cable is connected to the rescue terminal 11 so as to be able to receive power supply from another vehicle, a low voltage is applied to the accessory load 40 such as the control unit 100 from the other vehicle via the rescue terminal 11 . Power is supplied. In this case, since the auxiliary battery relay 30 is cut off, low-voltage power from other vehicles does not flow into the auxiliary battery 20 .

If it is determined that the change of the terminal cover 12 from the closed state to the opened state has not been detected (NO in step S111), or after step S113, the control unit 100 controls the accessory load 40 ( In particular, it is determined whether or not the auxiliary machine load 40 necessary for starting the vehicle 1 has not been started yet (step S114). Immediately after the main switch is turned on, when it is determined that the accessory load 40 has not yet started (YES in step S114), the accessory load 40 (in particular, the accessory load 40 required for starting the vehicle 1) is not activated, it is controlled to be activated (step S115). Thereby, the vehicle 1 can be started.

When it is determined that auxiliary load 40 is not yet activated (NO in step S114), or after step S115, control unit 100 determines that the SOC of auxiliary battery 20 acquired from auxiliary battery 20 is equal to or lower than the control lower limit. (step S116). Auxiliary device battery 20 is normally controlled by control unit 100 so that the range of SOC is equal to or higher than the lower control limit and equal to or lower than the upper control limit. Therefore, when it is determined that the SOC of auxiliary battery 20 is equal to or lower than the control lower limit (YES in step S116), control unit 100 controls DCDC converter 70 to start if it has not been started (step S117). . As a result, electric power is supplied from drive battery 50 to auxiliary battery 20 via DCDC converter 70, so the SOC of auxiliary battery 20 increases.

When it is determined that the SOC of auxiliary battery 20 is not equal to or lower than the control lower limit (NO in step S116), or after step S117, control unit 100 controls interlock terminal 13 when current is to flow through interlock terminal 13. It is determined whether or not it is detected that the terminal cover 12 has changed from the open state to the closed state by detecting that the lock terminal 14 has changed from a state in which no current flows to a state in which current flows. (Step S121).

When it is determined that it is detected that terminal cover 12 has changed from the open state to the closed state (YES in step S121), control unit 100 closes auxiliary battery relay 30 (connected state). (Step S122). As a result, low-voltage power is supplied from the drive battery 50 to the auxiliary battery 20 and the auxiliary load 40 via the DCDC converter 70, and the low-voltage power from the auxiliary battery 20 is supplied to the auxiliary load such as the control unit 100. 40.

If it is determined that a change in terminal cover 12 from the open state to the closed state has not been detected (NO in step S121), or after step S122, control unit 100 opens auxiliary battery 20. is equal to or higher than the control upper limit (step S123). When determining that the SOC of auxiliary battery 20 is equal to or higher than the control upper limit (YES in step S123), control unit 100 controls DCDC converter 70 to stop if not stopped (step S124). As a result, the SOC of the auxiliary device battery 20 can be prevented from becoming equal to or higher than the control upper limit.

When it is determined that the SOC of auxiliary device battery 20 is not equal to or higher than the control upper limit (NO in step S123), or after step S124, control unit 100 causes the processing to be executed to be executed by a higher-level caller of this auxiliary device power control processing. return to the processing of

[Modification]
(1) In the above-described embodiment, as shown in FIGS. 1 and 2, the vehicle 1 is an electric vehicle. However, the vehicle 1 is not limited to this, and the vehicle 1 may be an electric vehicle that runs using the high-voltage power of the driving battery 50 as driving power, and may be, for example, a hybrid vehicle or a plug-in hybrid vehicle. or a fuel cell vehicle.

(2) In the above-described embodiment, as shown in FIGS. 1 and 2, drive battery 50 is a lithium ion secondary battery. However, drive battery 50 is not limited to this, and drive battery 50 may be a power storage device that can charge and discharge high-voltage power for driving vehicle 1. For example, drive battery 50 has liquid, gel, and solid electrolytes. Any lithium ion secondary battery, a nickel hydrogen battery, or a capacitor may be used.

(3) In the above-described embodiment, as shown in FIGS. 1 and 2, auxiliary battery 20 is a lithium ion secondary battery. The lithium ion secondary battery used for auxiliary battery 20 may have a liquid, gel, or solid electrolyte.

(4) In the above-described embodiment, as shown in FIGS. 1 and 2, the detection unit capable of detecting opening/closing of the terminal cover 12 is composed of the interlock terminals 13 and 14 and the conductor wire 15. It was to so. However, the configuration is not limited to this, and the detection unit may have another configuration. For example, the detection unit includes a sensor for detecting light on the main body side of the rescue terminal unit 10, and when the terminal cover 12 of the rescue terminal unit 10 is opened, the sensor detects light, and the terminal cover 12 is opened. It may be configured to detect that it has been received. Further, the detection unit may be configured such that a sensor of the same type as the sensor for detecting opening/closing of the door of the vehicle 1 is provided on the main body side of the rescue terminal unit 10 and this sensor detects opening/closing of the terminal cover 12 .

(5) In the above-described embodiment, as shown in FIGS. 1 and 2, auxiliary battery relay 30 is a latching relay. However, it is not limited to this, and may be a make contact relay (a contact relay, normally open contact relay) whose contacts are in a connected state when a voltage is applied to the coil.

(6) The embodiment described above can be regarded as disclosure of the vehicle 1 as shown in FIGS. 1 and 2 . It can be regarded as disclosure of a control device such as the control unit 100 of the vehicle 1 as shown in FIGS. 1 to 3 . It can be regarded as disclosure of a control method or a control program executed by the control device as shown in FIG. It can be regarded as disclosure of the structure of the relief terminal portion 10 as shown in FIGS. 1 and 2 .

[summary]
As shown in FIGS. 1 and 2, the vehicle 1 includes an auxiliary load 40 necessary for starting the vehicle 1, and an auxiliary battery 20, which is a lithium-ion secondary battery capable of charging and discharging auxiliary electric power. , power lines 21 and 22 connecting an auxiliary load 40 and an auxiliary battery 20; a driving battery 50 capable of charging and discharging electric power for driving the vehicle 1; and a DCDC converter 70 capable of converting the converted power into utility power and supplying it to the power lines 21 and 22 .

As shown in FIGS. 1, 2, and 3, vehicle 1 connects power lines 21 and 22 between auxiliary battery relay 30 and auxiliary load 40, which switch the connection state or cutoff state of power lines 21 and 22. a terminal cover 12 that covers the rescue terminal 11 and can be opened and closed; and the rescue terminal 11 when the terminal cover 12 is opened. The auxiliary battery relay 30 is controlled so as to be kept in the cut-off state so that the auxiliary electric power that is exchanged and received does not flow into the auxiliary battery 20 (for example, steps S111 and S112), and the terminal cover 12 is closed. A detection unit (for example, an interface) capable of detecting the opening and closing of the terminal cover 12 is controlled to return the auxiliary battery relay 30, which was in the cut-off state when the switch was made, to the connected state (for example, steps S121 and S122). Locking terminals 13, 14 and a conductor wire 15) are provided.

As a result, when the electric power for auxiliary equipment is output to the outside from the rescue terminal 11, the auxiliary battery relay 30 is cut off when the detection unit detects that the terminal cover 12 is opened. , the power supplied from the drive battery 50 to the outside via the DCDC converter 70 , the power lines 22 and 23 and the relief terminal 11 does not flow into the auxiliary device battery 20 . Further, when auxiliary power is input to the rescue terminal 11 from the outside, the disconnection state of the auxiliary battery relay 30 is maintained while the detection unit detects that the terminal cover 12 is opened. Therefore, power supplied from the outside to accessory load 40 via rescue terminal 11 and power lines 22 and 23 does not flow into accessory battery 20 . As a result, it is possible to prevent deterioration of the auxiliary battery 20 when power is transferred to and from the outside.

It is also planned to implement each embodiment disclosed this time in appropriate combination. And the embodiment disclosed this time should be considered as an illustration and not restrictive in all respects. The scope of the present disclosure is indicated by the scope of claims rather than the description of the above-described embodiments, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

1 Vehicle 10 Rescue Terminal Part 11 Rescue Terminal 12 Terminal Cover 13, 14 Interlock Terminal 15 Conductor Wire 20 Auxiliary Battery 21, 22, 23 Power Line 30 Auxiliary Battery Relay 40 Auxiliary machine load, 50 drive battery, 60 system main relay, 70 DCDC converter, 100 control unit.

Claims (1)

Auxiliary equipment necessary for starting a vehicle, a battery for auxiliary equipment that is a lithium ion secondary battery capable of charging and discharging electric power for auxiliary equipment, a power line connecting the auxiliary equipment and the battery for auxiliary equipment, and the vehicle and a converter capable of converting the driving power from the driving battery into power for auxiliary equipment and supplying it to the power line,
a terminal connected to the power line between the auxiliary device and the relay for switching the connection state or cutoff state of the power line, and for exchanging power for the auxiliary device with the outside;
a cover that covers the terminal and can be opened and closed;
When the cover is opened, the relay is controlled to be kept in the cutoff state so that the auxiliary power supplied and received via the terminal does not flow into the auxiliary battery, and the cover is closed. a detection unit capable of detecting opening and closing of the cover for controlling the relay, which has been in the cut-off state when the relay is turned on, to return to the connected state.

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