JP5155916B2 - Electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle, and more particularly to an electric vehicle equipped with a main power storage device and a plurality of sub power storage devices.

  In recent years, electric vehicles such as electric vehicles, hybrid vehicles, and fuel cell vehicles have been developed and put into practical use as environment-friendly vehicles. These electric vehicles are equipped with a motor and a power supply device for driving the motor. Japanese Patent Laying-Open No. 2008-72796 (Patent Document 1) describes a configuration of a moving body including a power storage device and a fuel cell.

  The moving body described in Patent Document 1 includes storage means for storing whether or not there was an abnormality during the previous power generation of the fuel cell, and the control device stores power based on the storage in the storage means when the moving body is started. It is described that it is determined whether to detect or permit to start driving the driving force generating device by supplying power to the device.

  Japanese Patent Laid-Open No. 2008-198515 (Patent Document 2) describes, as a temperature measuring device for a vehicle running power storage mechanism, a battery having the highest battery temperature for a running battery composed of a plurality of battery cells; A configuration is described in which a temperature abnormality process is made efficient by setting a cell with the largest amount of increase in battery temperature as an abnormal temperature cell as a priority monitoring cell.

JP 2008-72796 A JP 2008-198515 A

  In an electric vehicle, it is desired that the distance that can be traveled by one charge is long. In particular, even in a hybrid vehicle, when adopting a configuration in which the power storage device can be charged from the outside of the vehicle, it is desirable that the distance that can be traveled without using the internal combustion engine is long per charge.

  In order to increase the distance that can be traveled by one charge, a configuration in which a plurality of power storage devices are mounted on a vehicle and the power storage devices are used in parallel or sequentially is conceivable. However, in such a vehicle configuration, there is a problem of how to process the power storage device in which an abnormality is detected during vehicle operation.

  For example, if an abnormality process that simply disables subsequent use of a power storage device once an abnormality is detected, the power storage device cannot be used even if the abnormality is erroneously detected. The convenience will be impaired.

  The present invention has been made to solve such problems, and an object of the present invention is to provide an electric vehicle equipped with a main power storage device and a plurality of sub power storage devices when an abnormality is detected in the sub power storage device. It is to improve the user convenience by optimizing the processing.

  An electric vehicle according to the present invention includes a main power storage device and a plurality of sub power storage devices, a power supply line for supplying power to an inverter that drives a motor, first and second voltage converters, a plurality of switching devices, and a control Device. The first voltage converter is provided between the main power storage device and the power supply line, and is configured to perform bidirectional voltage conversion. The second voltage converter is provided between the plurality of sub power storage devices and the power supply line, and is configured to perform bidirectional voltage conversion. The plurality of switching devices are provided between the plurality of sub power storage devices and the second voltage converter, respectively. In the first mode in which any one of the plurality of sub power storage devices can be used, the control device selectively turns on the plurality of switching devices so as to sequentially use the usable sub power storage devices, In the second mode in which the sub power storage device is unusable, each of the plurality of switching devices is configured to be opened. In addition, when an abnormality is detected in any of the plurality of sub power storage devices during vehicle operation, the control device recognizes that the sub power storage device is unusable in the next vehicle operation, while the next vehicle operation It is configured to recognize that it can be used again at the start.

  According to the electric vehicle of the present invention, it is possible to improve the user convenience by optimizing the processing at the time of detecting the abnormality of the sub power storage device.

It is a figure which shows the main structures of the electric vehicle by embodiment of this invention. It is a circuit diagram which shows the detailed structure of the inverter of FIG. FIG. 2 is a circuit diagram showing a detailed configuration of a boost converter shown in FIG. 1. FIG. 3 is a flowchart for explaining travel control that involves switching of a battery used in the electric vehicle shown in FIG. 1. FIG. It is a conceptual diagram explaining the process at the time of abnormality occurrence of the sub battery in the electric vehicle by embodiment of this invention.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following description, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

FIG. 1 is a diagram showing a main configuration of an electric vehicle 1 according to an embodiment of the present invention.
Referring to FIG. 1, electric vehicle 1 includes batteries BA, BB1, and BB2, which are power storage devices, connection portions 39A and 39B, boost converters 12A and 12B, smoothing capacitors C1, C2, and CH, and a voltage sensor. 10A, 10B1, 10B2, 13, 21A, 21B, inverters 14, 22, engine 4, motor generators MG1, MG2, power split mechanism 3, wheel 2, and control device 30 are included.

  Power supply device for a vehicle shown in the present embodiment includes battery BA as a main power storage device, power supply line PL2 for supplying power to inverter 14 that drives motor generator MG2, main power storage device (BA), and power supply line PL2. Boost converter 12A that is a voltage converter that performs voltage conversion, batteries BB1 and BB2 that are a plurality of sub power storage devices provided in parallel to each other, and a plurality of sub power storage devices (BB1 and BB2) And a boost converter 12B that is a voltage converter that performs voltage conversion.

  The voltage converter (12B) is selectively connected to any one of the plurality of sub power storage devices (BB1, BB2) to perform voltage conversion.

  The sub power storage device (one of BB1 or BB1) and the main power storage device (BA) can output, for example, the maximum power allowed for the electrical load (22 and MG2) connected to the power supply line by simultaneous use. The chargeable capacity is set as shown. As a result, traveling at maximum power is possible in EV (Electric Vehicle) traveling without using the engine. If the power storage state of the sub power storage device deteriorates, the sub power storage device may be replaced and run further. If the power of the sub power storage device is consumed, the maximum power can be traveled without using the sub power storage device by using the engine in addition to the main power storage device.

  Further, with such a configuration, boost converter 12B is shared by a plurality of sub power storage devices, so that the number of boost converters need not be increased by the number of power storage devices. In order to further extend the EV travel distance, a battery may be added in parallel with the batteries BB1 and BB2.

  Preferably, the power storage device mounted on the vehicle can be charged from the outside. For this purpose, electrically powered vehicle 1 further includes a battery charging device (battery charging converter) 6 for connection to, for example, a commercial power supply 8 of AC 100V. The battery charging device 6 converts alternating current into direct current, regulates the voltage, and applies the voltage to the battery. In addition, in order to enable external charging, there are other methods such as connecting the neutral point of the stator coils of motor generators MG1 and MG2 to an AC power source, or allowing the boost converters 12A and 12B to function as an AC / DC converter. May be used.

  In addition to the configuration shown in FIG. 1, a configuration in which an external power source and a vehicle are electromagnetically coupled in a non-contact manner to supply electric power, specifically, a primary coil is provided on the external power source side, and a vehicle side is provided. An external power supply may be received by a configuration in which a secondary coil is provided and power is supplied using mutual inductance between the primary coil and the secondary coil.

  Smoothing capacitor C1 is connected between power supply line PL1A and ground line SL2. The voltage sensor 21 </ b> A detects the voltage VLA across the smoothing capacitor C <b> 1 and outputs it to the control device 30. Boost converter 12A boosts the voltage across terminals of smoothing capacitor C1.

  Smoothing capacitor C2 is connected between power supply line PL1B and ground line SL2. The voltage sensor 21B detects the voltage VLB across the smoothing capacitor C2 and outputs it to the control device 30. Boost converter 12B boosts the voltage across terminals of smoothing capacitor C2.

  Smoothing capacitor CH smoothes the voltage boosted by boost converters 12A and 12B. The voltage sensor 13 detects the inter-terminal voltage VH of the smoothing capacitor CH and outputs it to the control device 30.

  Inverter 14 converts the DC voltage applied from boost converter 12B or 12A into a three-phase AC voltage and outputs the same to motor generator MG1. Inverter 22 converts the DC voltage applied from boost converter 12B or 12A into a three-phase AC voltage and outputs the same to motor generator MG2.

  Power split device 3 is a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 and distributes power between them. For example, as the power split mechanism, a planetary gear mechanism having three rotating shafts of a sun gear, a planetary carrier, and a ring gear can be used. In the planetary gear mechanism, if rotation of two of the three rotation shafts is determined, rotation of the other one rotation shaft is forcibly determined. These three rotation shafts are connected to the rotation shafts of engine 4 and motor generators MG1, MG2, respectively. The rotating shaft of motor generator MG2 is coupled to wheel 2 by a reduction gear and a differential gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG2 may be further incorporated in power split device 3.

  Connection portion 39A includes a system main relay SMR2 connected between the positive electrode of battery BA and power supply line PL1A, a system main relay SMR1 connected in series with system main relay SMR2, and a limiting resistor R, A system main relay SMR3 connected between a negative electrode (ground line SL1) of battery BA and node N2 is included.

  System main relays SMR1-SMR3 are controlled to be in a conductive / non-conductive state in accordance with control signals CONT1-CONT3 supplied from control device 30, respectively.

  Voltage sensor 10A measures voltage VA between the terminals of battery BA. Although not shown, in order to monitor the charging state of the battery BA together with the voltage sensor 10A, a current sensor for detecting a current flowing through the battery BA is provided. As the battery BA, for example, a secondary battery such as a lead storage battery, a nickel metal hydride battery, or a lithium ion battery, or a large-capacity capacitor such as an electric double layer capacitor can be used.

  Connection portion 39B is provided between power supply line PL1B and ground line SL2 and batteries BB1 and BB2. Connection unit 39B includes relay SR1 connected between the positive electrode of battery BB1 and power supply line PL1B, relay SR1G connected between the negative electrode of battery BB1 and ground line SL2, and the positive electrode and power supply line of battery BB2. Relay SR2 connected between PL1B and relay SR2G connected between the negative electrode of battery BB2 and ground line SL2. Relays SR1 and SR1G and relays SR2 and SR2G constitute “a plurality of switching devices”.

  Relays SR1 and SR2 are controlled to be in a conductive / non-conductive state in accordance with control signals CONT4 and CONT5 given from control device 30, respectively. Relays SR1G and SR2G are controlled to be in a conductive / non-conductive state in accordance with control signals CONT6 and CONT7 supplied from control device 30, respectively. As will be described later, ground line SL2 extends through boost converters 12A and 12B to inverters 14 and 22 side.

  Voltage sensor 10B1 measures voltage VBB1 between the terminals of battery BB1. Voltage sensor 10B2 measures voltage VBB2 between the terminals of battery BB2. Although not shown, in order to monitor the charging state of the batteries BB1 and BB2 together with the voltage sensors 10B1 and 10B2, a current sensor for detecting a current flowing through each battery is provided. As the batteries BB1 and BB2, for example, a secondary battery such as a lead storage battery, a nickel metal hydride battery, or a lithium ion battery, or a large-capacity capacitor such as an electric double layer capacitor can be used.

  Inverter 14 is connected to power supply line PL2 and ground line SL2. Inverter 14 receives the boosted voltage from boost converters 12A and 12B, and drives motor generator MG1 to start engine 4, for example. Inverter 14 returns the electric power generated by motor generator MG1 by the power transmitted from engine 4 to boost converters 12A and 12B. At this time, boost converters 12A and 12B are controlled by control device 30 so as to operate as a step-down circuit.

  Current sensor 24 detects the current flowing through motor generator MG1 as motor current value MCRT1, and outputs motor current value MCRT1 to control device 30.

  Inverter 22 is connected to power supply line PL2 and ground line SL2 in parallel with inverter 14. Inverter 22 converts the DC voltage output from boost converters 12 </ b> A and 12 </ b> B into a three-phase AC voltage and outputs the same to motor generator MG <b> 2 driving wheel 2. Inverter 22 returns the electric power generated in motor generator MG2 to boost converters 12A and 12B in accordance with regenerative braking. At this time, boost converters 12A and 12B are controlled by control device 30 so as to operate as a step-down circuit.

  Current sensor 25 detects the current flowing through motor generator MG2 as motor current value MCRT2, and outputs motor current value MCRT2 to control device 30.

  The control device 30 is configured by a CPU (Central Processing Unit) (not shown) and an electronic control unit (ECU) with a built-in memory, and based on a map and a program stored in the memory, an operation using a detection value by each sensor. It is configured to perform processing. Alternatively, at least a part of the ECU may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.

  Control device 30 receives torque command values and rotation speeds of motor generators MG1, MG2, voltages VBA, VBB1, VBB2, VLA, VLB, VH, motor current values MCRT1, MCRT2, and start signal IGON. Control device 30 outputs a control signal PWUB for instructing boosting to boost converter 12B, a control signal PWDB for instructing step-down, and a shutdown signal for instructing prohibition of operation.

  Further, control device 30 provides control signal PWMI1 for instructing inverter 14 to convert a DC voltage, which is the output of boost converters 12A and 12B, into an AC voltage for driving motor generator MG1, and motor generator MG1. And outputs a control signal PWMC1 for instructing regeneration to convert the AC voltage generated in step S1 to a DC voltage and return it to the boost converters 12A and 12B.

  Similarly, control device 30 converts control signal PWMI2 for instructing inverter 22 to drive to convert DC voltage into AC voltage for driving motor generator MG2, and AC voltage generated by motor generator MG2 to DC voltage. A control signal PWMC2 for instructing regeneration to be converted and returned to the boost converters 12A and 12B is output.

FIG. 2 is a circuit diagram showing a detailed configuration of inverters 14 and 22 in FIG.
Referring to FIGS. 1 and 2, inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between power supply line PL2 and ground line SL2.

  U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series between power supply line PL2 and ground line SL2, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.

  V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series between power supply line PL2 and ground line SL2, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.

  W-phase arm 17 includes IGBT elements Q7 and Q8 connected in series between power supply line PL2 and ground line SL2, and diodes D7 and D8 connected in parallel with IGBT elements Q7 and Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.

  An intermediate point of each phase arm is connected to each phase end of each phase coil of motor generator MG1. That is, motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to the midpoint. The other end of the U-phase coil is connected to a line UL drawn from the connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a line VL drawn from the connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a line WL drawn from the connection node of IGBT elements Q7 and Q8.

  1 also differs in that it is connected to motor generator MG2, but the internal circuit configuration is the same as that of inverter 14, and therefore detailed description thereof will not be repeated. FIG. 2 shows that the control signals PWMI and PWMC are given to the inverter, but this is for avoiding complicated description. As shown in FIG. 1, separate control signals PWMI1 are used. , PWMC1 and control signals PWMI2 and PWMC2 are input to inverters 14 and 22, respectively.

FIG. 3 is a circuit diagram showing a detailed configuration of boost converters 12A and 12B in FIG.
Referring to FIGS. 1 and 3, boost converter 12A includes a reactor L1 having one end connected to power supply line PL1A, and IGBT elements Q1, Q2 connected in series between power supply line PL2 and ground line SL2. And diodes D1, D2 connected in parallel to IGBT elements Q1, Q2, respectively.

  Reactor L1 has the other end connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2. The cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1. The cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.

  The boost converter 12B in FIG. 1 is also different from the boost converter 12A in that it is connected to the power supply line PL1B instead of the power supply line PL1A. Does not repeat. FIG. 3 shows that the control signals PWU and PWD are given to the boost converter, but this is for the purpose of avoiding complicated description. As shown in FIG. PWUA and PWDA and control signals PWUB and PWDB are input to inverters 14 and 22, respectively.

  Next, using FIG. 4, traveling control with battery switching of the electric vehicle 1 will be described.

  When the ignition switch or system switch of electric vehicle 1 is turned on and vehicle operation is started, control device 30 performs battery selection at startup in step S100.

  At the start of vehicle operation, it is assumed that the battery BA (hereinafter also referred to as a main battery) and the batteries BB1 and BB2 (hereinafter also referred to as sub batteries) are charged to a full charge level by external charging. The travel mode is applied using battery BA and one of sub batteries BB1 and BB2. Hereinafter, one of the sub-batteries BB1 and BB2, which is selected, that is, the sub-battery connected to the boost converter 12B by the connection unit 39B is also referred to as a selected sub-battery BB. That is, at the time of starting the vehicle, one of the secondary batteries BB1 and BB2 is selected as the selected secondary battery BB in step S100.

  The control device 30 controls the connection units 39A and 39B shown in FIG. 1 according to the battery selection at step S100, and at step S110, sets the system to a ready-on state.

  Then, in step S120, control device 30 travels the vehicle using main battery BA and selected sub battery BB. The vehicle travel in step S120 is executed in the EV travel mode. In the EV travel mode, the vehicle travel is preferentially executed by the output of motor generator MG2 using the stored power of power storage devices (main battery BA and selected sub battery BB). The EV travel mode aims to improve the fuel consumption rate by maintaining the engine 4 in a stopped state. However, when a driving force request such as rapid acceleration is given from the driver, the catalyst is warmed up. When a request unrelated to the driving force request such as an air conditioning request is given, or when other conditions are satisfied, the engine 4 is allowed to start.

  Further, in the EV traveling mode, the charge / discharge ratio between the main battery BA and the selected sub battery BB is controlled so that the power of the selected sub battery BB is used preferentially.

  Control device 30 determines whether an abnormality has occurred in selected secondary battery BB in step S130 during the EV traveling mode in step S120, and in step S140, the SOC (State Of Charge) of the selected secondary battery is It is determined whether the battery level has dropped to a predetermined level that requires battery replacement.

  Control device 30 does not cause abnormality in selected secondary battery BB (NO in S130), and while SOC of selected secondary battery BB has not decreased to a predetermined level (when NO is determined in S140). Then, the current battery selection is maintained and the EV driving mode in step S120 is continued.

  On the other hand, when an abnormality has occurred in selected sub battery BB (when YES is determined in S130), control device 30 stores a storage area (for example, SRAM: Static) in which the stored contents are maintained even after the vehicle operation is ended in step S135. Random Access Memory) stores the abnormal code of the secondary battery (BB1 or BB2) corresponding to the selected secondary battery. Further, a request for switching the selected sub battery BB is issued, and the process proceeds to step S150. Examples of battery abnormalities include the occurrence of electric leakage and the occurrence of an excessively high temperature. These abnormalities can be detected based on the output of a monitoring system (including sensors) that is normally provided for the battery. The abnormality code is preferably configured to include information for specifying the abnormality content.

  Further, even if no abnormality occurs in selected sub battery BB (when NO is determined in S130), control device 30 switches selected sub battery BB when the SOC decreases to a predetermined level (when YES is determined in S140). Generate a request.

  When the switching request for selected secondary battery BB is issued, control device 30 proceeds to step S150 to determine whether there is a switchable secondary battery. For example, in step S150, it is determined whether there is an unused sub-battery and whether the unused sub-battery is “usable”. For example, when the sub battery BB1 is selected at the time of starting the vehicle, it is determined whether the unused sub battery BB2 is “usable”. That is, it is determined whether or not the unused sub-battery is stored as “unusable” due to the occurrence of a past abnormality.

  When there is a usable secondary battery (when YES is determined in S150), control device 30 executes switching of selected secondary battery BB in step S160. Specifically, by switching on / off of the relay in the connection unit 39B, the previously selected sub-battery BB is disconnected from the boost converter 12B, while the newly used sub-battery (new selected sub-battery) is the boost converter. 12B.

  And EV drive mode (S120) is continued similarly to the above by new selection sub battery BB and main battery BA.

  On the other hand, when there is no switchable sub-battery even when a request for switching the selected sub-battery occurs (when NO is determined in S150), control device 30 advances the process to step S180, and only main battery BA. Shifts to vehicle travel (HV travel mode) using as a power source for motor generators MG1, MG2. In other words, in HV traveling mode, connection portion 39B is controlled such that both of secondary batteries BB1 and BB2 are disconnected from boost converter 12B.

  In the HV traveling mode, the motor generator MG1 uses the output of the engine 4 to generate the charging power of the battery BA when the SOC of the main battery BA decreases so that the SOC of the main battery BA is maintained at a predetermined target value. Travel control is performed.

  In addition, if the ignition switch or system switch of the electric vehicle 1 is turned off during the vehicle operation, the vehicle operation is terminated at that stage. Connection portions 39A and 39B are controlled to turn off the relays in order to disconnect batteries BA, BB1 and BB2 from boost converters 12 and 12B.

  As described above, when the abnormality of the sub battery BB1 or BB2 is detected during vehicle operation (S130), the abnormality code is stored in the storage area (SRAM) in the control device 30 after the vehicle operation is completed. For this reason, the secondary battery is recognized as “unusable” in the next vehicle operation. As a result, the secondary battery is excluded from the use target in the battery selection at startup (S100) and the determination at the time of occurrence of the switching request (S150).

  However, once a secondary battery in which an abnormality has been detected is constantly recognized as “unusable”, there is no automatic opportunity to use the secondary battery again even if an abnormality is erroneously detected. Become. If it does in this way, there is a possibility that user convenience may fall, such as the other sub-battery being used excessively and deteriorating, or the running distance by HV running mode may fall.

  FIG. 5 shows a process when an abnormality occurs in the sub battery in the electric vehicle according to the embodiment of the present invention.

  Referring to FIG. 5, it is assumed that, in the n-th trip (n: natural number), sub battery BB1 has been normally used, but abnormality has occurred in sub battery BB2. Here, “trip” means a period from when the ignition switch or the system switch is once turned on (operation start) to when it is turned off (operation end).

  In this case, the abnormal code of the sub battery BB2 is stored in step S135 of FIG. In the (n + 1) th trip (next vehicle operation), the sub battery BB2 is recognized as “unusable” based on the stored contents of the abnormality code. As a result, the secondary battery BB2 is not used in both the battery selection at startup (S100) and the determination at the time of occurrence of the switching request (S150). That is, in the (n + 1) th trip, at the time of start-up, the EV travel mode using the sub battery BB1 and the main battery BA is selected, and when the SOC of the sub battery BB1 decreases to a predetermined level, the travel mode remains as EV travel. The mode is shifted to the HV traveling mode (S180).

  In the (n + 2) trip, the use of the sub battery BB2 in which the abnormality is detected in the n th trip is permitted again. That is, the abnormal code is once deleted, and the secondary battery BB2 is recognized as “usable”. Thereby, in the (n + 2) trip, the sub-battery BB2 is used in both the battery selection at startup (S100) and the determination at the time of occurrence of the switching request (S150).

  If the abnormality detection of the sub battery BB2 in the n-th trip is a false detection, no abnormality is detected in the sub battery BB2 in the (n + 2) trip. As a result, a state in which the secondary battery BB2 can be normally used in subsequent trips can be automatically reproduced without performing a special input operation or the like by the user.

  If the secondary battery BB2 is really abnormal, the abnormality is detected again in step S130 (FIG. 4) when used in the transition trip including the (n + 2) th trip.

  As described above, according to the electrically powered vehicle according to the embodiment of the present invention, the sub-battery detected as being abnormal during vehicle operation is recognized as “unusable” at the next vehicle operation (next trip). On the other hand, at the time of the next vehicle operation (second trip), since it is automatically recognized as “usable” once, it can be retried for its use. As a result, when the abnormality of the secondary battery is erroneously detected, the user convenience can be expanded as compared with the case where the secondary battery is completely prohibited from use in the subsequent trip.

  In addition, if an abnormality is detected again as a result of retrying to use after successive trips after an abnormality is detected, or if this phenomenon is repeated multiple times, the secondary battery is fixed on subsequent trips. An abnormal code may be described so as to be recognized as “unusable”.

  Moreover, although the hybrid vehicle was illustrated in FIG. 1, application of this invention is not limited to such a structure. In other words, the present invention can be applied to a hybrid vehicle having a hybrid configuration different from that of FIG. The present invention can be applied to any configuration having a battery.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present invention can be applied to electric vehicles such as hybrid vehicles, electric vehicles, and fuel cell vehicles equipped with a main power storage device and a plurality of sub power storage devices.

  DESCRIPTION OF SYMBOLS 1 Electric vehicle, 2 wheels, 3 power split mechanism, 4 engine, 6 battery charger, 8 commercial power supply, 10A, 10B1, 10B2, 13, 21A, 21B voltage sensor, 12A boost converter (main battery), 12B boost converter ( Sub battery), 14, 22 Inverter, 15, 16, 17 Phase arm, 24, 25 Current sensor, 30 Control unit (ECU), 39A Connection part (main battery), 39B Connection part (sub battery), BA Main battery , BB1, BB2 secondary battery, C1, C2, CH smoothing capacitor, CONT1 to CONT7 control signal (relay), D1 to D8 diode, IGON start signal, L1 reactor, MCRT1, MCRT2 motor current value, MG1, MG2 motor generator, PL1A, PL1B power supply , PL2 power supply line, PWDA, PWDB, PWMC1, PWMC2, PWMI, PWMC, PWMI1, PWMI2 control signal (switching element), Q1-Q8 IGBT element (switching element), R limiting resistor, SL1, SL2 ground line, SMR1- SMR3 System main relay (main battery), SR1, SR2, SR1G, SR2G relay (sub-battery), UL, VL, WL line (three-phase), VBA, VBB1, VBB2, VLA, VLB, VH voltage.

Claims (1)

A main power storage device and a plurality of sub power storage devices;
A power supply line for supplying power to the inverter that drives the motor;
A first voltage converter provided between the main power storage device and the power supply line and configured to perform bidirectional voltage conversion;
A second voltage converter provided between the plurality of sub power storage devices and the power supply line and configured to perform bidirectional voltage conversion;
A plurality of switching devices respectively provided between the plurality of sub power storage devices and the second voltage converter;
In the first mode in which any one of the plurality of sub power storage devices can be used, the plurality of switching devices are selectively turned on so that the usable sub power storage devices are sequentially used, while each of the sub power storage devices A control device configured to open each of the plurality of switching devices in a second mode in which the device is unusable,
The control device further recognizes that the sub power storage device is unusable in the next vehicle operation when any abnormality of the plurality of sub power storage devices is detected during vehicle operation, An electric vehicle configured to recognize that it can be used again at the start of operation.

Images