CN113993732A - 车辆的电源装置及其控制方法 - Google Patents

车辆的电源装置及其控制方法 Download PDF

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Publication number
CN113993732A
CN113993732A CN202080045582.9A CN202080045582A CN113993732A CN 113993732 A CN113993732 A CN 113993732A CN 202080045582 A CN202080045582 A CN 202080045582A CN 113993732 A CN113993732 A CN 113993732A
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China
Prior art keywords
battery
converter
voltage battery
vehicle
electrical machine
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CN202080045582.9A
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CN113993732B (zh
Inventor
西广义祐
田原雅彦
望月政治
平野拓朗
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Renault SA
Nissan Motor Co Ltd
JATCO Ltd
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Renault SA
Nissan Motor Co Ltd
JATCO Ltd
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Publication of CN113993732A publication Critical patent/CN113993732A/zh
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
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    • B60K6/44—Series-parallel type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
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Abstract

本发明提供一种车辆的电源装置及其控制方法。电源装置具有：低压蓄电池(1)、高压蓄电池(2)、起动发电机(6)、DC‑DC转换器(7)、切换开关(40)、以及控制器(20)。DC‑DC转换器设置在连接低压蓄电池与高压蓄电池的电路上。切换开关对起动发电机与第一蓄电池及第二蓄电池的连接进行切换。控制器在DC‑DC转换器正常时，控制切换开关，将起动发电机与低压蓄电池及高压蓄电池的任意一方的蓄电池连接，并且经由DC‑DC转换器将低压蓄电池及高压蓄电池的另一方的蓄电池与起动发电机连接，在DC‑DC转换器发生异常或故障时，控制切换开关，将起动发电机与另一方的蓄电池不经由DC‑DC转换器而连接，并且配合已连接的另一方的蓄电池来控制起动发电机的输出。

Description

车辆的电源装置及其控制方法
技术领域
本发明涉及具有高压蓄电池及低压蓄电池的车辆的电源装置。
背景技术
在(日本)JP2013-95246A中，已经公开一种车辆用电源装置，该车辆用电源装置具有：低压蓄电池、高压蓄电池、交流发电机、以及设置在低压蓄电池与高压蓄电池之间进行电压转换的DC-DC转换器。
发明内容
在(日本)JP2013-95246A所述的电源装置中，由DC-DC转换器将低压蓄电池的输出电压及由发电机发电产生的电压升压，对高压蓄电池进行充电。
然而，当DC-DC转换器发生故障时，不能经由DC-DC转换器对高压蓄电池进行充电。
本发明是鉴于上述技术问题而提出的，目的在于，即使DC-DC转换器发生异常或故障，也能够经由DC-DC转换器对充电的蓄电池进行充电。
根据本发明的某方式，车辆的电源装置的特征在于，具有：向在车辆上搭载的电器元件供给电力的第一蓄电池、在车辆上搭载且输出电压比第一蓄电池高的第二蓄电池、从发动机接受旋转能量并产生用于对第一蓄电池及第二蓄电池进行充电的电力的旋转电机、设置在连接第一蓄电池与第二蓄电池的电路上且对输入的电压进行转换并输出的DC-DC转换器、对旋转电机与第一蓄电池及第二蓄电池的连接进行切换的切换装置、以及对旋转电机、DC-DC转换器及切换装置进行控制的控制装置，控制装置在DC-DC转换器正常时，对切换装置进行控制，将旋转电机与第一蓄电池及第二蓄电池的任意一方的蓄电池连接，并且经由DC-DC转换器将第一蓄电池及第二蓄电池的另一方的蓄电池与旋转电机连接，在DC-DC转换器发生异常时，对切换装置进行控制，将旋转电机与另一方的蓄电池不经由DC-DC转换器而连接，并且配合已连接的另一方的蓄电池对旋转电机的输出进行控制。
根据上述方式，即使DC-DC转换器发生异常或故障，也能够经由DC-DC转换器对充电的蓄电池进行充电。
附图说明
图1是本实施方式的车辆的结构概要图。
图2是本实施方式的电源装置的电路图。
图3是表示本实施方式的切换开关的控制流程的流程图。
图4是表示变形例的切换开关的控制流程的流程图。
图5是本实施方式的车辆的变形例的结构概要图。
具体实施方式
下面，参照附图，针对本发明的实施方式进行说明。
图1是本发明的实施方式的车辆100的结构概要。车辆100具有：作为第一蓄电池的低压蓄电池1、作为第二蓄电池的高压蓄电池2、作为行驶用驱动源的发动机3、用于发动机3的启动的起动马达5(下面称为“SM5”)、作为用于发电与发动机3的辅助及启动的旋转电机的起动发电机6(下面称为“SG6”)、DC-DC转换器7、逆变器8、作为油压产生源的机械油泵9及电动油泵10、构成动力传动系的液力变矩器11、前进后退切换机构12、无级变速器13(下面称为“CVT13”)及差速机构14、驱动轮18、作为控制装置的控制器20、以及作为切换装置的切换开关40。
在本实施方式中，低压蓄电池1、高压蓄电池2、SG6、DC-DC转换器7、逆变器8、控制器20、以及切换开关40构成电源装置P(参照图2)。
低压蓄电池1例如是标称电压(输出电压)为DC12V的铅酸电池。低压蓄电池1向在车辆100上搭载的以DC12V工作的电器元件15(用于自动驾驶的相机15a及传感器15b、导航系统15c、音响15d、空调用鼓风机15e等)、SM5、电动油泵10等供给电力。低压蓄电池1与电器元件15、SM5、电动油泵10一起，连接在低压回路16。需要说明的是，低压蓄电池1也可以是锂离子电池。
高压蓄电池2是标称电压(输出电压)比低压蓄电池1高的DC48V的锂离子电池。高压蓄电池2的标称电压可以低于或高于该值，例如可以为DC30V及DC100V。高压蓄电池2与SG6、逆变器8等一起连接在高压回路17。
发动机3是以汽油、轻油等为燃料的内燃机，基于来自控制器20的指令，对旋转速度、扭矩等进行控制。
DC-DC转换器7设置在连接低压蓄电池1与高压蓄电池2的电路上。由此，低压回路16与高压回路17经由DC-DC转换器7而连接。DC-DC转换器7将输入的电压进行转换并输出。具体而言，DC-DC转换器7具有将低压回路16的DC12V升压至DC48V并向高压回路17输出DC48V的升压功能、以及将高压回路17的DC48V降压至DC12V并向低压回路16输出DC12V的降压功能。DC-DC转换器7不论发动机3是处于驱动中或者处于停止中，都能够向低压回路16输出DC12V的电压。另外，在高压蓄电池2的剩余电量较低的情况下，能够将低压回路16的DC12V升压至DC48V并向高压回路17输出，对高压蓄电池2进行充电。
切换开关40设置在逆变器8与低压蓄电池1及高压蓄电池2之间。切换开关40对SG6与低压蓄电池1及高压蓄电池2的连接进行切换。切换开关40通常保持在将逆变器8与高压蓄电池2连接的位置上。针对切换开关40的控制，将在后面叙述。
液力变矩器11设置在发动机3与前进后退切换机构12之间的动力传递路径上，经由流体来传递动力。另外，液力变矩器11通过在车辆100以规定的锁止车速以上行驶的情况下联接锁止离合器11a，能够提高来自发动机3的驱动力的动力传递效率。
前进后退切换机构12设置在液力变矩器11与CVT13之间的动力传递路径上。前进后退切换机构12由行星齿轮机构12a、前进离合器12b及后退制动器12c构成。当前进离合器12b被联接且后退制动器12c被释放时，经由液力变矩器11向前进后退切换机构12输入的发动机3的旋转仍然维持旋转方向，从前进后退切换机构12向CVT13输出。反之，当前进离合器12b被释放且后退制动器12c被联接时，经由液力变矩器11向前进后退切换机构12输入的发动机3的旋转减速并反转旋转方向，从前进后退切换机构12向CVT13输出。
CVT13配置在前进后退切换机构12与差速机构14之间的动力传递路径上，根据车速及加速器踏板的操作量即加速器开度等，无级地改变变速比。CVT13具有：初级带轮13a、次级带轮13b、以及卷绕在两带轮上的带13c。CVT13由油压改变初级带轮13a与次级带轮13b的槽宽，使带轮13a、13b与带13c的接触半径发生变化，由此，能够无级地改变变速比。CVT13所需要的油压将机械油泵9或者电动油泵10产生的油压作为原始油压由未图示的油压回路生成。
SM5使小齿轮5a可与发动机3的飞轮3a的外周齿轮3b啮合地进行配置。在将发动机3从冷机状态开始启动(下面称为“初次启动”)的情况下，从低压蓄电池1向SM5供给电力，使小齿轮5a与外周齿轮3b啮合，使飞轮3a、进而曲轴旋转。
需要说明的是，启动发动机3所需要的扭矩、输出在初次启动时最大，自热机状态的启动、即重新启动时比初次启动时小。这是因为，初次启动时发动机机油的温度较低，发动机机油的粘滞阻力较大，与此相对，在初次启动后，发动机机油的温度上升，发动机机油的粘滞阻力降低。后面叙述的SG6经由带进行驱动，所以不能传递较大的扭矩。因此，初次启动时，利用SM5来驱动发动机3。需要说明的是，也可以使SM5与高压回路17连接，由从高压蓄电池2供给的电力进行驱动。
SG6经由V形带22与发动机3的曲轴连接，在从发动机3接受旋转能量的情况下用作为发电机。这样发电产生的电力通过逆变器8，对高压蓄电池2进行充电。此外，由SG6发电产生的电力由DC-DC转换器7降压，对低压蓄电池1也进行充电。
另外，SG6作为接受来自高压蓄电池2的电力的供给来旋转驱动的电动机而工作，产生用于辅助发动机3的驱动的扭矩。此外，SG6用于在从怠速停止状态重新启动发动机3时，旋转驱动发动机3的曲轴，从而将发动机3重新启动。因为SG6由V形带22与发动机3的曲轴连接，所以在启动发动机3时，没有齿轮的啮合声，能够安静且平稳地启动。因此，重新启动时，使用SG6来驱动发动机3。
机械油泵9是通过经由链条23传递发动机3的旋转来工作的油泵。机械油泵9汲取在油底壳中贮存的工作油，经由未图示的油压回路，向锁止离合器11a、前进后退切换机构12以及CVT13供给油。
电动油泵10是利用从低压蓄电池1供给的电力来工作的油泵。电动油泵10在怠速停止状态等发动机3停止、不能由发动机3驱动机械油泵9的情况下工作，与机械油泵9相同地汲取在油底壳中贮存的工作油，经由未图示的油压回路，向锁止离合器11a、前进后退切换机构12及CVT13供给油。特别是通过确保CVT13所需要的油压，抑制带13c打滑。电动油泵10也可以是利用从高压蓄电池2供给的电力来工作的油泵。
控制器20由具有中央运算装置(CPU)、只读存储器(ROM)、随机存取存储器(RAM)以及输入输出接口(I/O接口)的一台或者多台微型计算机构成。控制器20对应于控制装置，由CPU执行在ROM或者RAM中存储的程序，由此，对发动机3、SM5、SG6、DC-DC转换器7、逆变器8、电动油泵10、锁止离合器11a、前进后退切换机构12、CVT13、切换开关40等统一进行控制。
另外，控制器20基于由第一剩余电量检测器31检测出的低压蓄电池1的剩余电量SOC1、以及由第二剩余电量检测器32检测出的高压蓄电池2的剩余电量SOC2，进行低压蓄电池1及高压蓄电池2的充电控制、以及SG6的发电控制。
可是，在这样构成的电源装置P中，当DC-DC转换器7发生异常或故障时，将不能进行低压蓄电池1的充电。因此，在本实施方式中，在DC-DC转换器7发生异常或故障的情况下，通过切换切换开关40，能够向低压蓄电池1充电。下面，参照图3所示的流程图，针对使用本实施方式的切换开关40的充电控制进行说明。需要说明的是，本实施方式的充电控制基于在控制器20中预先存储的程序来执行。
在步骤S1中，判定DC-DC转换器7是否正常。具体而言，控制器20基于DC-DC转换器7的输出电压等，判定DC-DC转换器7是否正常。当DC-DC转换器7正常时，进入RETURN(返回)。当DC-DC转换器7不正常、也就是说DC-DC转换器7发生异常或故障时，进入步骤S2。需要说明的是，在判断DC-DC转换器7发生了异常或故障的情况下，在车内的显示装置显示告知DC-DC转换器7发生了异常或故障的警告。需要说明的是，警告也可以是警报等警告声。
在步骤S2中，执行SG6的发电控制。具体而言，控制器20对SG6的励磁电流进行调整，将SG6的输出(发电电力)调整为适合低压蓄电池1充电的值。
在步骤S3中，将切换开关40切换至LOW侧。具体而言，控制器20将切换开关40切换至SG6与低压蓄电池1连接的位置。由此，能够将由SG6发电产生的电力不经由DC-DC转换器7而直接向低压蓄电池1供给，对低压蓄电池1进行充电。另外，控制器20基于由第一剩余电量检测器31检测出的低压蓄电池1的剩余电量SOC1，进行低压蓄电池1的充电控制(SG6的发电控制)。
这样，在本实施方式中，在DC-DC转换器7发生异常或故障的情况下，将切换开关40切换至LOW侧，并且执行SG6的发电控制，由此能够不经由DC-DC转换器7而由SG6对低压蓄电池1进行充电。
另外，在将切换开关40切换至LOW侧之前，通过将SG6的输出(发电电力)调整为适合低压蓄电池1充电的值，能够防止向低压蓄电池1施加过电压及过电流。
需要说明的是，在上述实施方式中，以正常时SG6与高压蓄电池2连接的情况为例进行了说明，但也可以在正常时使SG6与低压蓄电池1连接。在该情况下，正常时由SG6发电产生的电力经由DC-DC转换器7，向高压蓄电池2充电。另外，在DC-DC转换器7发生异常或故障的情况下，将切换开关40切换至HIGH侧，并且执行SG6的发电控制，由此，能够不经由DC-DC转换器7而由SG6对高压蓄电池2进行充电。
接着，参照图4，对本实施方式的充电控制的变形例进行说明。在图4所示的变形例中，控制器20除了图3的步骤S1至步骤S3以外，此外还执行步骤S4至步骤S6的判定及控制。
在步骤S4中，控制器20判定剩余电量SOC2是否为规定值E1以下。具体而言，控制器20判定由第二剩余电量检测器32检测出的高压蓄电池2的剩余电量SOC2是否为规定值E1以下。当剩余电量SOC2为规定值E1以下时，进入步骤S5，当剩余电量SOC2比规定值E1大时，进入RETURN(返回)。
在步骤S5中，将切换开关40切换至HIGH侧。具体而言，控制器20将切换开关40切换至SG6与高压蓄电池2连接的位置。由此，将由SG6发电产生的电力向高压蓄电池2供给，对高压蓄电池2进行充电。此时，控制器20对SG6的励磁电流进行调整，将SG6的输出(发电电力)调整为适合高压蓄电池2充电的值。
在步骤S6中，控制器20判定高压蓄电池2的充电是否完成。具体而言，控制器20判定由第二剩余电量检测器32检测出的高压蓄电池2的剩余电量SOC2是否为规定值E2以上。当高压蓄电池2的剩余电量SOC2为规定值E2以上时返回步骤S2，再次将切换开关40切换至LOW侧。与此相对，当高压蓄电池2的剩余电量SOC2不足规定值E2时，重复步骤S6的判定，直至高压蓄电池2的剩余电量SOC2为规定值E2以上。
根据上述变形例，在DC-DC转换器7发生异常或故障的情况下，能够对低压蓄电池1进行充电，并且也能够对高压蓄电池2进行充电。
需要说明的是，上述实施方式的充电控制也可以应用在具有电动发电机的混合动力汽车中。下面，参照图5，针对该变形例进行说明。
图5所示的车辆100还具有电动发电机4(下面称为“MG4”)作为行驶用驱动源。需要说明的是，在该变形例中，MG4包括在电源装置P中。
MG4是在转子埋入永磁体、在定子卷绕定子线圈的同步式旋转电机。MG4经由在MG4的轴设置的链轮与在初级带轮13a的轴设置的链轮之间卷绕的链条21，与初级带轮13a的轴连接。MG4通过基于来自控制器20的指令施加由逆变器8产生的三相交流电来进行控制。
MG4作为接受来自高压蓄电池2的电力供给进行旋转驱动的电动机来工作，产生用于驱动车辆100的扭矩。另外，MG4在转子从发动机3或驱动轮18接受旋转能量的情况下，可以用作为在定子线圈的两端产生电动势的发电机，经由逆变器8对高压蓄电池2进行充电。
在MG4的轴设置的链轮与在初级带轮13a的轴设置的链轮使后者的齿数多地构成(例如，齿数＝1:3)，并使MG4的输出旋转减速，向初级带轮13a传递。由此，降低MG4所要求的扭矩，使MG4小型化，提高MG4的配置自由度。需要说明的是，也可以替代链条21而使用齿轮系。
这样，在该变形例中，能够由MG4对高压蓄电池2进行充电。由此，能够抑制高压蓄电池2的电压降低，所以，在DC-DC转换器7发生异常或故障的情况下，能够减少用于对高压蓄电池2进行充电的切换开关40的切换频率。
对如上所述构成的上述实施方式的作用效果进行总结说明。
本实施方式的电源装置P具有：向在车辆100上搭载的电器元件15供给电力的低压蓄电池1、在车辆100上搭载且输出电压比低压蓄电池1高的高压蓄电池2、从发动机3接受旋转能量并产生用于对低压蓄电池1及高压蓄电池2进行充电的电力的旋转电机(SG6)、设置在连接低压蓄电池1与高压蓄电池2的电路上且将输入的电压进行转换并输出的DC-DC转换器7、对旋转电机(SG6)与低压蓄电池1及高压蓄电池2的连接进行切换的切换开关40、以及对旋转电机(SG6)、DC-DC转换器7及切换开关40进行控制的控制器20，控制器20在DC-DC转换器7正常时，控制切换开关40，将旋转电机(SG6)与低压蓄电池1及高压蓄电池2的任意一方的蓄电池连接，并且经由DC-DC转换器7而将低压蓄电池1及高压蓄电池2的另一方的蓄电池与旋转电机(SG6)连接，在DC-DC转换器7发生异常或故障时，控制切换开关40，将旋转电机(SG6)与另一方的蓄电池不经由DC-DC转换器7而连接，并且配合已连接的另一方的蓄电池来控制旋转电机(SG6)的输出。
根据该结构，在DC-DC转换器7发生异常或故障的情况下，通过控制切换开关40，能够将旋转电机(SG6)与另一方的蓄电池不经由DC-DC转换器7而连接。此外，通过配合已连接的另一方的蓄电池来控制旋转电机(SG6)的输出，在DC-DC转换器7发生异常或故障的情况下，也能够对另一方的蓄电池进行充电。
另外，旋转电机(SG6)在从低压蓄电池1或高压蓄电池2供给电力的情况下，产生用于启动发动机3、或辅助发动机3的驱动的扭矩。
通过使用SG6作为旋转电机，不仅可以发电，在启动发动机3时，还没有齿轮的啮合声，能够安静且平稳地启动。
电源装置P还具有电动发电机4，该电动发电机4在存在来自驱动轮18或发动机3的输入的情况下，能够产生用于对低压蓄电池1及高压蓄电池2进行充电的电力，在从高压蓄电池2供给电力的情况下，产生用于驱动驱动轮18的扭矩。
电源装置P也可以应用在混合动力汽车中。在DC-DC转换器7发生异常或故障的情况下，能够由电动发电机4对高压蓄电池2进行充电。
在DC-DC转换器7发生异常的情况下，一方的蓄电池的剩余电量低至规定值以下时，控制器20控制切换开关40，将旋转电机(SG6)与一方的蓄电池连接。
在DC-DC转换器7发生异常或故障的情况下，不仅可以对另一方的蓄电池进行充电，也可以对一方的蓄电池进行充电。
在电源装置P中，一方的蓄电池为高压蓄电池2，另一方的蓄电池为低压蓄电池1。
在该情况下，在DC-DC转换器7发生异常或故障时，用于对低压蓄电池1进行充电的电力比用于对高压蓄电池2进行充电的电力小，所以，能够抑制向SG6施加过度的负载。
上面，针对本发明的实施方式进行了说明，但上述实施方式只是表示了本发明的应用例之一，并非旨在将本发明的技术范围限定于上述实施方式的具体结构。
在上述实施方式中，作为旋转电机，以SG6为例进行了说明，但旋转电机也可以只发电。
此外，变速器不限于无级变速器，也可以是有级变速器。
本申请基于2019年6月21日在日本提交的第2019-115815号专利申请主张优先权，该申请的所有内容通过引用而包含在本说明书中。

Claims (6)

1.一种车辆的电源装置，其特征在于，具有：
第一蓄电池，其向在车辆上搭载的电器元件供给电力；
第二蓄电池，其搭载在所述车辆上，输出电压比所述第一蓄电池高；
旋转电机，其从发动机接受旋转能量，产生用于对所述第一蓄电池及所述第二蓄电池进行充电的电力；
DC-DC转换器，其设置在连接所述第一蓄电池与所述第二蓄电池的电路上，将输入的电压进行转换并输出；
切换装置，其对所述旋转电机与所述第一蓄电池及所述第二蓄电池的连接进行切换；
控制装置，其对所述旋转电机、所述DC-DC转换器及所述切换装置进行控制；
所述控制装置在所述DC-DC转换器正常时，控制所述切换装置，将所述旋转电机与所述第一蓄电池及所述第二蓄电池的任意一方的蓄电池连接，并且经由所述DC-DC转换器将所述第一蓄电池及所述第二蓄电池的另一方的蓄电池与所述旋转电机连接，
所述控制装置在所述DC-DC转换器发生异常或故障时，控制所述切换装置，将所述旋转电机与所述另一方的蓄电池不经由所述DC-DC转换器而连接，并且配合已连接的所述另一方的蓄电池来控制所述旋转电机的输出。
2.如权利要求1所述的车辆的电源装置，其特征在于，
所述旋转电机在从所述第一蓄电池或所述第二蓄电池供给电力的情况下，产生用于启动所述发动机、或辅助所述发动机的驱动的扭矩。
3.如权利要求1或2所述的车辆的电源装置，其特征在于，
还具有电动发电机，所述电动发电机在存在来自驱动轮或所述发动机的输入的情况下，能够产生用于对所述第一蓄电池及所述第二蓄电池进行充电的电力，在从所述第二蓄电池供给电力的情况下，产生用于驱动所述驱动轮的扭矩。
4.如权利要求1至3中任一项所述的车辆的电源装置，其特征在于，
在所述DC-DC转换器发生异常的情况下，所述一方的蓄电池的剩余电量低至规定值以下时，所述控制装置控制所述切换装置，将所述旋转电机与所述一方的蓄电池连接。
5.如权利要求1至4中任一项所述的车辆的电源装置，其特征在于，
所述一方的蓄电池为所述第二蓄电池，
所述另一方的蓄电池为所述第一蓄电池。
6.一种车辆的电源装置的控制方法，对车辆的电源装置进行控制，该车辆的电源装置具有：
第一蓄电池，其向在车辆上搭载的电器元件供给电力；
第二蓄电池，其搭载在所述车辆上，输出电压比所述第一蓄电池高；
旋转电机，其从发动机接受旋转能量，产生用于对所述第一蓄电池及所述第二蓄电池进行充电的电力；
DC-DC转换器，其设置在连接所述第一蓄电池与所述第二蓄电池的电路上，将输入的电压进行转换并输出；
切换装置，其对所述旋转电机与所述第一蓄电池及所述第二蓄电池的连接进行切换；
该车辆的电源装置的控制方法的特征在于，
在所述DC-DC转换器正常时，控制所述切换装置，将所述旋转电机与所述第一蓄电池及所述第二蓄电池的任意一方的蓄电池连接，并且经由所述DC-DC转换器将所述第一蓄电池及所述第二蓄电池的另一方的蓄电池与所述旋转电机连接，
在所述DC-DC转换器发生异常或故障时，控制所述切换装置，将所述旋转电机与所述另一方的蓄电池不经由所述DC-DC转换器而连接，并且配合已连接的所述另一方的蓄电池来控制所述旋转电机的输出。
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