JP2005050758A - Power supply device of electric vehicle - Google Patents

Power supply device of electric vehicle Download PDF

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JP2005050758A
JP2005050758A JP2003284018A JP2003284018A JP2005050758A JP 2005050758 A JP2005050758 A JP 2005050758A JP 2003284018 A JP2003284018 A JP 2003284018A JP 2003284018 A JP2003284018 A JP 2003284018A JP 2005050758 A JP2005050758 A JP 2005050758A
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fuel cell
secondary battery
power supply
electric vehicle
drive motor
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JP4540950B2 (en
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Hiroshi Shimizu
浩 清水
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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Abstract

<P>PROBLEM TO BE SOLVED: To provide a power supply device of an electric vehicle in which the arrangement of a fuel cell and secondary batteries is made appropriately and complementary relation of them is constructed precisely. <P>SOLUTION: In the power supply device of an electric vehicle comprising a fuel cell and secondary batteries, the secondary batteries 14, 16 are divided into two channels, and one channel of the secondary battery 14 is connected to the drive system of motors 31-34 for driving RFF, LFF, RRR, and LRR and the other channel of the secondary battery is connected to the drive system of the motors 35-38 for driving RFR, LFR, RRF, and LRF respectively, and when any one channel of the secondary batteries has a failure, output of the fuel cell is supplied to the secondary battery of a normally operating channel. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は電気自動車の電源装置に係り、特に駆動モータ用電源として燃料電池と二次電池とを用いた電源装置に関する。   The present invention relates to a power supply device for an electric vehicle, and more particularly to a power supply device using a fuel cell and a secondary battery as a power supply for a drive motor.

従来の燃料電池と二次電池よりなる電源装置には次のような問題点があった。   A conventional power supply device including a fuel cell and a secondary battery has the following problems.

（１）燃料電池と二次電池が一系統で直列に接続されているため、二次電池が故障すると燃料電池の出力が直接駆動用モータに供給されることになり、モータ出力が燃料電池の出力に制限される。通常、燃料電池の出力はモータ出力の平均値に設定されている。   (1) Since the fuel cell and the secondary battery are connected in series in one system, if the secondary battery fails, the output of the fuel cell is directly supplied to the drive motor, and the motor output is the same as that of the fuel cell. Limited to output. Usually, the output of the fuel cell is set to the average value of the motor output.

（２）また、二次電池故障時にもモータの大出力を得るようにするためには、燃料電池を大出力化する必要があった。   (2) Further, in order to obtain a high output of the motor even when the secondary battery fails, it is necessary to increase the output of the fuel cell.

（３）さらに、燃料電池を搭載するための大きな空間を車内に設ける必要があった。
特開２００２−１８６１０７号公報 (3) Furthermore, it is necessary to provide a large space in the vehicle for mounting the fuel cell.
JP 2002-186107 A

上記したように、電気自動車の電源装置の構成及び搭載にあたっては、種々の問題があり、その電源装置の適切な構成及び搭載が望まれていた。   As described above, there are various problems in the configuration and mounting of a power supply device for an electric vehicle, and an appropriate configuration and mounting of the power supply device has been desired.

また、二種の電池を搭載するに当たっては、両者の補完関係を的確に構成することが必要であった。   Moreover, when mounting two types of batteries, it was necessary to accurately configure the complementary relationship between them.

本発明は、上記状況に鑑みて、燃料電池と二次電池の配置を適切に行うとともに、それらの補完関係を的確に構成した電気自動車の電源装置を提供することを目的とする。   In view of the above situation, an object of the present invention is to provide a power supply device for an electric vehicle in which the fuel cell and the secondary battery are appropriately arranged and the complementary relationship between them is accurately configured.

本発明によれば、上記目的を達成するために、
〔１〕燃料電池と二次電池を具備する電気自動車の電源装置において、二次電池を二系統に分割するとともに、前記二次電池の一系統が右前部前輪、左前部前輪、右後部後輪および左後部後輪駆動用モータの駆動系に、前記二次電池の他の一系統が右前部後輪、左前部後輪、右後部前輪および左後部前輪駆動用モータの駆動系にそれぞれ接続され、前記二次電池の何れか一系統が故障したとき、燃料電池の出力を正常な系統の二次電池に供給することを特徴とする。 According to the present invention, in order to achieve the above object,
[1] In an electric vehicle power supply device including a fuel cell and a secondary battery, the secondary battery is divided into two systems, and one system of the secondary battery is a front right front wheel, a front left front wheel, and a rear rear wheel. And another drive system of the secondary battery is connected to the drive system of the right front rear wheel, the left front rear wheel, the right rear front wheel, and the left rear front wheel drive motor. When any one of the secondary batteries fails, the output of the fuel cell is supplied to a secondary battery of a normal system.

〔２〕上記〔１〕記載の電気自動車の電源装置において、前記正常な系統の二次電池および燃料電池で前記両系統の駆動系を駆動することを特徴とする。   [2] The electric vehicle power supply apparatus according to [1], wherein the drive systems of both systems are driven by the normal system secondary battery and the fuel cell.

〔３〕上記〔１〕記載の電気自動車の電源装置において、前記正常な系統の二次電池および燃料電池で前記駆動系の内、片方の駆動系のみを駆動することを特徴とする。   [3] The power supply apparatus for an electric vehicle according to [1], wherein only one of the drive systems is driven by the normal system secondary battery and fuel cell.

〔４〕上記〔１〕記載の電気自動車の電源装置において、前記燃料電池を二系統に分割するとともに、この二系統の全ての燃料電池を前記正常な系統の二次電池に供給する。   [4] In the electric vehicle power supply apparatus according to [1], the fuel cell is divided into two systems, and all the fuel cells of the two systems are supplied to the secondary battery of the normal system.

〔５〕上記〔１〕記載の電気自動車の電源装置において、前記燃料電池を二系統に分割するとともに、この二系統の内、片方の系統の燃料電池を前記正常な系統の二次電池に供給することを特徴とする。   [5] In the electric vehicle power supply apparatus according to [1], the fuel cell is divided into two systems, and one of the two systems is supplied to the secondary battery of the normal system. It is characterized by doing.

〔６〕上記〔１〕記載の電気自動車の電源装置において、前記燃料電池を二系統に分割し、それぞれの燃料電池を、車床を構成する方形中空フレーム内に収納するようにしたことを特徴とする。   [6] The electric vehicle power supply apparatus according to [1], wherein the fuel cell is divided into two systems, and each fuel cell is housed in a rectangular hollow frame constituting a vehicle floor. To do.

〔７〕上記〔６〕記載の電気自動車の電源装置において、前記方形中空フレームがサイドフレームであることを特徴とする。   [7] In the electric vehicle power supply device described in [6], the rectangular hollow frame is a side frame.

本発明によれば、次のような効果を奏することができる。   According to the present invention, the following effects can be achieved.

（Ａ）電気自動車の電源装置において、燃料電池と二次電池の配置を適切に行うとともに、それらでもって、駆動モータへの供給の補完関係を確実にすることができる。   (A) In a power supply device for an electric vehicle, the fuel cell and the secondary battery can be appropriately arranged, and with these, the complementary relationship of supply to the drive motor can be ensured.

（Ｂ）二次電池を二系統にし、いずれか一系統の二次電池が故障したとき、燃料電池の出力を正常な系統の二次電池に供給することにより、モータの出力を通常通り制御することができる。   (B) The secondary battery is divided into two systems, and when one of the secondary batteries fails, the output of the fuel cell is supplied to the secondary battery of the normal system, thereby controlling the output of the motor as usual. be able to.

（Ｃ）燃料電池を二系統に分割することにより、車床を構成する電気自動車の方形中空フレームに収納することが可能となり、燃料電池の搭載を合理的に行うことができる。   (C) By dividing the fuel cell into two systems, the fuel cell can be housed in a rectangular hollow frame of an electric vehicle constituting the vehicle floor, and the fuel cell can be mounted rationally.

（Ｄ）燃料電池の配置を方形中空フレームのサイドフレームに分散させることにより、安定性のある床下荷重を得ることができる。   (D) A stable underfloor load can be obtained by dispersing the arrangement of the fuel cells in the side frames of the rectangular hollow frame.

二次電池を二系統にし、いずれか一系統の二次電池が故障したとき、燃料電池の出力を正常な系統の二次電池に供給することにより、モータの出力を通常通り制御する。   When the secondary battery is divided into two systems and any one of the secondary batteries fails, the output of the fuel cell is supplied to the secondary battery of the normal system, thereby controlling the output of the motor as usual.

燃料電池も二系統にし、二次電池との補完を円滑に行うようにする。   Fuel cells are also divided into two systems so that they can be complemented smoothly with secondary batteries.

燃料電池を二系統に分割することにより、車床を構成する方形中空フレームに収納することが可能となり、燃料電池の搭載を合理的に行うことができる。   By dividing the fuel cell into two systems, the fuel cell can be housed in a rectangular hollow frame constituting the vehicle floor, and the fuel cell can be mounted rationally.

さらに、二次電池および燃料電池は、車床にバランスよく配備することができ、また、安定性のある床下荷重を得ることができる。   Further, the secondary battery and the fuel cell can be arranged on the vehicle floor in a well-balanced manner, and a stable underfloor load can be obtained.

以下、本発明の実施形態について図面を参照しながら詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

図１は本発明の実施例を示す電気自動車の電源システムの全体構成図、図２はその電気自動車の電源装置の模式図、図３はその電気自動車の模式図である。   FIG. 1 is an overall configuration diagram of a power system for an electric vehicle showing an embodiment of the present invention, FIG. 2 is a schematic diagram of a power supply device for the electric vehicle, and FIG. 3 is a schematic diagram of the electric vehicle.

これらの図において、１は第１の燃料タンク、２はその第１の燃料タンク１への燃料の供給経路、３はその燃料の供給経路２に配置される逆止弁、４は第２の燃料タンク、５はその第２の燃料タンク４への燃料の供給経路、６はその燃料の供給経路５に配置される逆止弁、７は燃料注入口、８は第１の燃料タンク１からの燃料の送出管、９は第２の燃料タンク４からの燃料の送出管、１０は第１の燃料電池、１１は第１の燃料電池１０の監視装置、１２は第２の燃料電池、１３は第２の燃料電池１２の監視装置、１４は第１群の二次電池（リチウムイオン電池）、１５は第１群の二次電池監視装置、１６は第２群の二次電池（リチウムイオン電池）、１７は第２群の二次電池監視装置、１８は電池の切換装置であり、この電池の切換装置１８は第１の切換部１８−１，第２の切換部１８−２，第３の切換部１８−３，第４の切換部１８−４からなる。１９は動力系統制御装置、２０は動力制御監視装置であり、この動力制御監視装置２０は第１の系統のインバータ２１〜２４、第２の系統のインバータ２５〜２８とを備え、モータ故障検知装置３０を有し、このモータ故障検知装置３０は、第１の系統として、右前部前輪（ＲＦＦ）駆動モータ３１、左前部前輪（ＬＦＦ）駆動モータ３２、右後部後輪（ＲＲＲ）駆動モータ３３、左後部後輪（ＬＲＲ）駆動モータ３４を、第２の系統として、右前部後輪（ＲＦＲ）駆動モータ３５、左前部後輪（ＬＦＲ）駆動モータ３６、右後部前輪（ＲＲＦ）駆動モータ３７、左後部前輪（ＬＲＦ）駆動モータ３８を備えている。   In these drawings, 1 is a first fuel tank, 2 is a fuel supply path to the first fuel tank 1, 3 is a check valve disposed in the fuel supply path 2, and 4 is a second fuel tank. The fuel tank 5 is a fuel supply path to the second fuel tank 4, 6 is a check valve disposed in the fuel supply path 5, 7 is a fuel inlet, and 8 is from the first fuel tank 1. 9 is a fuel delivery pipe, 9 is a fuel delivery pipe from the second fuel tank 4, 10 is a first fuel cell, 11 is a monitoring device for the first fuel cell 10, 12 is a second fuel cell, 13 Is a monitoring device of the second fuel cell 12, 14 is a secondary battery (lithium ion battery) of the first group, 15 is a secondary battery monitoring device of the first group, and 16 is a secondary battery (lithium ion) of the second group. Battery), 17 is a secondary battery monitoring device of the second group, 18 is a battery switching device, and this battery switching device 18 The first switching unit 18-1, a second switching unit 18-2, a third switching unit 18-3, and a fourth switching unit 18-4. Reference numeral 19 denotes a power system control device, and 20 denotes a power control monitoring device. The power control monitoring device 20 includes inverters 21 to 24 of a first system and inverters 25 to 28 of a second system, and a motor failure detection device. This motor failure detection device 30 includes, as a first system, a right front front wheel (RFF) drive motor 31, a left front front wheel (LFF) drive motor 32, a right rear rear wheel (RRR) drive motor 33, The left rear rear wheel (LRR) drive motor 34 is a second system, and a right front rear wheel (RFR) drive motor 35, a left front rear wheel (LFR) drive motor 36, a right rear front wheel (RRF) drive motor 37, A left rear front wheel (LRF) drive motor 38 is provided.

また、図２及び図３において、電気自動車はインホイールモータ型の８輪駆動自動車であり、その車体４０の下部には車床５０を構成する中空フレーム５１〜５４（ＢＢＦ）が配置されている。すなわち、センターフレーム５１と５２内には第１群の二次電池１４と第２群の二次電池１６とがそれぞれ搭載され、センターフレーム５１側のサイドフレーム５３に、第１の燃料タンク（水素タンク）１と第１の燃料電池１０とが、センターフレーム５２側のサイドフレーム５４に、第２の燃料タンク（水素タンク）４と第２の燃料電池１２とがそれぞれ搭載されている。   2 and 3, the electric vehicle is an in-wheel motor type eight-wheel drive vehicle, and hollow frames 51 to 54 (BBF) constituting the vehicle floor 50 are arranged at the lower part of the vehicle body 40. That is, the first group of secondary batteries 14 and the second group of secondary batteries 16 are mounted in the center frames 51 and 52, respectively, and the first fuel tank (hydrogen) is mounted on the side frame 53 on the center frame 51 side. The tank) 1 and the first fuel cell 10 are mounted on the side frame 54 on the center frame 52 side with the second fuel tank (hydrogen tank) 4 and the second fuel cell 12, respectively.

このように、本発明の電気自動車は、インホイールモータ型の８輪駆動電気自動車である。すなわち、車体４０の下部にはセンターフレーム５１，５２及びサイドフレーム５３，５４を具備するとともに、タンデムホイール式サスペンションで支持される車輪系を有し、車輪全輪（８個）に各々モータを組み込んだインホイール式ドライブを備えた各駆動輪独立駆動型電気自動車であり、上記したフレーム構成により、各車輪毎の支持荷重を少なくでき、走行安定性を向上させることができる。   Thus, the electric vehicle of the present invention is an in-wheel motor type eight-wheel drive electric vehicle. That is, the vehicle body 40 has center frames 51 and 52 and side frames 53 and 54 at the lower part thereof, and has a wheel system supported by a tandem wheel type suspension, and motors are incorporated in all wheels (eight wheels). This is an independent drive type electric vehicle equipped with an in-wheel drive, and with the above-described frame configuration, the support load for each wheel can be reduced and the running stability can be improved.

また、燃料電池１０，１２の配置を方形中空フレームのサイドフレーム５３，５４に分散させることにより、安定性のある床下荷重を得ることができる。   Moreover, a stable underfloor load can be obtained by dispersing the arrangement of the fuel cells 10 and 12 in the side frames 53 and 54 of the square hollow frame.

ここで、タンデムホイール式サスペンションで支持される車輪系には、右前部前輪ＲＦＦ駆動モータ３１、右前部後輪ＲＦＲ駆動モータ３５、左前部前輪ＬＦＦ駆動モータ３２、左前部後輪ＬＦＲ駆動モータ３６、右後部前輪ＲＲＦ駆動モータ３７、右後部後輪ＲＲＲ駆動モータ３３、左後部前輪ＬＲＦ駆動モータ３８および左後部後輪ＬＲＲ駆動モータ３４がそれぞれ組み込まれている。   Here, the wheel system supported by the tandem wheel type suspension includes a right front front wheel RFF drive motor 31, a right front rear wheel RFR drive motor 35, a left front front wheel LFF drive motor 32, a left front rear wheel LFR drive motor 36, A right rear front wheel RRF drive motor 37, a right rear rear wheel RRR drive motor 33, a left rear front wheel LRF drive motor 38, and a left rear rear wheel LRR drive motor 34 are incorporated.

ここで、重要なことは、二次電池の故障時においても支障のない走行を行わせるために、第１群の二次電池１４は第１の系統に、すなわち、右前部前輪ＲＦＦ駆動モータ３１、左前部前輪ＬＦＦ駆動モータ３２、右後部後輪ＲＲＲ駆動モータ３３および左後部後輪ＬＲＲ駆動モータ３４の駆動系に接続され、第２群の二次電池１６は第２の系統に、すなわち、右前部後輪ＲＦＲ駆動モータ３５、左前部後輪ＬＦＲ駆動モータ３６、右後部前輪ＲＲＦ駆動モータ３７、左後部前輪ＬＲＦ駆動モータ３８の駆動系に接続するように構成されている点である。   Here, it is important that the secondary battery 14 of the first group is connected to the first system, that is, the right front front wheel RFF drive motor 31 in order to allow the secondary battery 14 to travel without trouble even when the secondary battery fails. The left front wheel LFF drive motor 32, the right rear rear wheel RRR drive motor 33 and the left rear rear wheel LRR drive motor 34 are connected to the drive system, and the second group of secondary batteries 16 is connected to the second system, that is, The right front rear wheel RFR drive motor 35, the left front rear wheel LFR drive motor 36, the right rear front wheel RRF drive motor 37, and the left rear front wheel LRF drive motor 38 are connected to the drive system.

このように構成することにより、いずれか片方だけの駆動系の駆動によっても、車両の走行を継続させることができる。   With this configuration, the vehicle can continue to travel even by driving only one of the drive systems.

また、第１群の二次電池１４および第２群の二次電池１６は二次電池監視装置１５，１７によって監視されており、また、第１の燃料電池１０と第２の燃料電池１２は燃料電池監視装置１１，１３により監視されており、それぞれ異常時には、それらの監視装置１１，１３，１５，１７でその異常を検知して、その状態に応じて動力系統制御装置１９は電池が適切な組み合わせとなるように、切換装置１８の切り換えのための切換信号を送る。したがって、二次電池と燃料電池との適切な組み合わせを実現でき、走行に支障のない最適な電源を構築できるように構成されている。   Further, the secondary battery 14 of the first group and the secondary battery 16 of the second group are monitored by secondary battery monitoring devices 15 and 17, and the first fuel cell 10 and the second fuel cell 12 are Monitoring is performed by the fuel cell monitoring devices 11 and 13, and when there is an abnormality, the monitoring devices 11, 13, 15, and 17 detect the abnormality, and the power system control device 19 uses an appropriate battery according to the state. A switching signal for switching the switching device 18 is sent so as to achieve a proper combination. Therefore, an appropriate combination of the secondary battery and the fuel cell can be realized, and an optimum power source that does not hinder traveling can be constructed.

このように、二次電池１４，１６及び燃料電池１０，１２は、各モータ３１〜３８への駆動電力供給源であり、第１の系統の場合は、その出力はインバータ２１を介して右前部前輪ＲＦＦ駆動モータ３１へ、インバータ２２を介して左前部前輪ＬＦＦ駆動モータ３２へ、インバータ２３を介して右後部後輪ＲＲＲ駆動モータ３３へ、インバータ２４を介して左後部後輪ＬＲＲ駆動モータ３４へ、第２の系統の場合は、その出力はインバータ２５を介して右前部後輪ＲＦＲ駆動モータ３５へ、インバータ２６を介して左前部後輪ＬＦＲ駆動モータ３６へ、インバータ２７を介して右後部前輪ＲＲＦ駆動モータ３７へ、インバータ２８を介して左後部前輪ＬＲＦ駆動モータ３８へ、それぞれ給電されている。このように、各インバータ２１〜２８は各車輪毎に備えられるようになっている。   As described above, the secondary batteries 14 and 16 and the fuel cells 10 and 12 are driving power supply sources to the motors 31 to 38. Front wheel RFF drive motor 31, inverter 22 through left front front wheel LFF drive motor 32, inverter 23 through right rear rear wheel RRR drive motor 33, inverter 24 through left rear rear wheel LRR drive motor 34 In the case of the second system, the output is supplied to the right front rear wheel RFR drive motor 35 via the inverter 25, to the left front rear wheel LFR drive motor 36 via the inverter 26, and to the right rear front wheel via the inverter 27. Power is supplied to the RRF drive motor 37 via the inverter 28 to the left rear front wheel LRF drive motor 38. Thus, each inverter 21-28 is provided for every wheel.

また、インバータ２１〜２８は動力系統制御装置１９によって制御され、そのインバータ２１〜２８の動作状態は、動力制御監視装置２０によって監視されている。   The inverters 21 to 28 are controlled by the power system control device 19, and the operation states of the inverters 21 to 28 are monitored by the power control monitoring device 20.

以下、実施例を具体的に詳細に説明する。   Hereinafter, examples will be described in detail.

図４は本発明の第１態様を示す電気自動車の電源システムの全体構成図である。ここでは、二次電池の異常時に、二つの燃料電池からのバックアップで全ての駆動モータを駆動する例を説明する。   FIG. 4 is an overall configuration diagram of a power supply system for an electric vehicle showing the first aspect of the present invention. Here, an example will be described in which all drive motors are driven by backup from two fuel cells when the secondary battery is abnormal.

例えば、第１群の二次電池１４が異常状態になると、第１群の二次電池監視装置１５がこれを検知して、動力系統制御装置１９へ信号を送り、これを受けた動力系統制御装置１９の指示で第１の切換部１８−１のスイッチＳ13が閉じて、第１の燃料電池１０の出力が第２群の二次電池１６の出力側へ供給されるとともに、第３の切換部１８−３のスイッチＳ23が閉じて第２の燃料電池１２の出力が第２群の二次電池１６の出力側へ供給される。つまり、第１の燃料電池１０と第２の燃料電池１２とが第２群の二次電池１６をバックアップする。 For example, when the secondary battery 14 of the first group is in an abnormal state, the secondary battery monitoring device 15 of the first group detects this, sends a signal to the power system control device 19, and receives the power system control. indicated by closed switch S 13 of the first switching unit 18-1 of the device 19, the output of the first fuel cell 10 is supplied to the output side of the second group of the secondary battery 16, the third the output of the second fuel cell 12 is supplied to the output side of the second group of the secondary battery 16 by closing switches S 23 of switching unit 18-3. That is, the first fuel cell 10 and the second fuel cell 12 back up the secondary batteries 16 in the second group.

そこで、第１の燃料電池１０と第２の燃料電池１２と第２群の二次電池１６との電力が各インバータ２１〜２８へ供給される。つまり、第２の切換部１８−２のスイッチＳ16と第４の切換部１８−４のスイッチＳ26とが閉じられて、インバータ２１〜２８は駆動され、全ての駆動モータ３１〜３８が駆動されて、車両は走行を持続させることができる。 Therefore, the electric power of the first fuel cell 10, the second fuel cell 12, and the second group of secondary batteries 16 is supplied to the inverters 21 to 28. That is, the switch S 16 of the second switching unit 18-2 fourth closed and the switch S 26 of switching unit 18-4, the inverter 21 to 28 is driven, all of the drive motors 31 to 38 is driven Thus, the vehicle can keep running.

図５は本発明の第２態様を示す電気自動車の電源システムの全体構成図である。ここでは、二次電池の異常時に、二つの燃料電池からのバックアップで一つの系統の駆動モータを駆動する例を説明する。   FIG. 5 is an overall configuration diagram of an electric vehicle power supply system showing a second aspect of the present invention. Here, an example will be described in which the drive motor of one system is driven by backup from two fuel cells when the secondary battery is abnormal.

例えば、第１群の二次電池１４が異常状態になると、第１群の二次電池監視装置１５がこれを検知して、動力系統制御装置１９へ信号を送り、これを受けた動力系統制御装置１９の指示で第１の切換部１８−１のスイッチＳ13が閉じて、第１の燃料電池１０の出力が第２群の二次電池１６の出力側へ供給されるとともに、第３の切換部１８−３のスイッチＳ23が閉じて第２の燃料電池１２の出力が第２群の二次電池１６の出力側へ供給される。つまり、第１の燃料電池１０と第２の燃料電池１２とが第２群の二次電池１６をバックアップする。 For example, when the secondary battery 14 of the first group is in an abnormal state, the secondary battery monitoring device 15 of the first group detects this, sends a signal to the power system control device 19, and receives the power system control. indicated by closed switch S 13 of the first switching unit 18-1 of the device 19, the output of the first fuel cell 10 is supplied to the output side of the second group of the secondary battery 16, the third the output of the second fuel cell 12 is supplied to the output side of the second group of the secondary battery 16 by closing switches S 23 of switching unit 18-3. That is, the first fuel cell 10 and the second fuel cell 12 back up the secondary batteries 16 in the second group.

そして、第１の燃料電池１０と第２の燃料電池１２と第２群の二次電池１６との電力が第２の系統のインバータ２５〜２８に供給される。つまり、第３の切換部１８−３のスイッチＳ23と第４の切換部１８−４のスイッチＳ24が閉じられて、インバータ２５〜２８が駆動され、右前部後輪ＲＦＲ駆動モータ３５、左前部後輪ＬＦＲ駆動モータ３６、右後部前輪ＲＲＦ駆動モータ３７、左後部前輪ＬＲＦ駆動モータ３８が駆動される。これらの駆動モータは、右前部、左前部、右後部、左後部にそれぞれ配置された車輪の駆動モータであるため、車両は走行を持続させることができる。 Then, power from the first fuel cell 10, the second fuel cell 12, and the second group of secondary batteries 16 is supplied to the inverters 25 to 28 of the second system. That is, the third switch S 23 of switching unit 18-3 and a fourth switching switch S 24 of section 18-4 are closed, the inverter 25-28 is driven, right front rear wheel RFR driving motor 35, left front The rear rear wheel LFR drive motor 36, the right rear front wheel RRF drive motor 37, and the left rear front wheel LRF drive motor 38 are driven. Since these drive motors are wheel drive motors respectively disposed at the right front part, the left front part, the right rear part, and the left rear part, the vehicle can keep running.

図６は本発明の第３態様を示す電気自動車の電源システムの全体構成図である。ここでは、二次電池の異常時に、一つの燃料電池からのバックアップで全ての駆動モータを駆動する例を説明する。   FIG. 6 is an overall configuration diagram of an electric vehicle power supply system showing a third aspect of the present invention. Here, an example in which all the drive motors are driven by backup from one fuel cell when the secondary battery is abnormal will be described.

例えば、第１群の二次電池１４が異常状態になると、第１群の二次電池監視装置１５がこれを検知して、動力系統制御装置１９へ信号を送り、これを受けた動力系統制御装置１９の指示で第３の切換部１８−３のスイッチＳ21が閉じて、第２の燃料電池１２の出力が第２群の二次電池１６の出力側へ供給されるようになる。つまり、第２群の二次電池１６を第２の燃料電池１２がバックアップする。 For example, when the secondary battery 14 of the first group is in an abnormal state, the secondary battery monitoring device 15 of the first group detects this, sends a signal to the power system control device 19, and receives the power system control. The switch S 21 of the third switching unit 18-3 is closed by the instruction of the device 19, and the output of the second fuel cell 12 is supplied to the output side of the secondary battery 16 of the second group. That is, the second fuel cell 12 backs up the second group of secondary batteries 16.

そこで、第２の燃料電池１２と第２群の二次電池１６との電力が各インバータ２１〜２８へ供給される。つまり、第２の切換部１８−２のスイッチＳ16と第４の切換部１８−４のスイッチＳ26とが閉じられて、インバータ２１〜２８は駆動され、全ての駆動モータ３１〜３８が駆動されて、車両は走行を持続させることができる。 Therefore, electric power from the second fuel cell 12 and the second group of secondary batteries 16 is supplied to the inverters 21 to 28. That is, the switch S 16 of the second switching unit 18-2 fourth closed and the switch S 26 of switching unit 18-4, the inverter 21 to 28 is driven, all of the drive motors 31 to 38 is driven Thus, the vehicle can keep running.

このように、二次電池を適切に燃料電池でバックアップすることにより、二次電池の異常時にも円滑な車両の走行を継続させることができる。   As described above, by appropriately backing up the secondary battery with the fuel cell, smooth running of the vehicle can be continued even when the secondary battery is abnormal.

なお、上記では、第１群の二次電池が異常状態となった例を示したが、第２群の二次電池が異常状態となった場合にも、同様である。また、上記第２態様では、第２の系統の駆動モータのみを駆動する例を示したが、同様に、第１の系統の駆動モータのみを駆動するようにしてもよい。   In addition, although the example in which the secondary batteries in the first group are in an abnormal state has been described above, the same applies to the case in which the secondary batteries in the second group are in an abnormal state. Moreover, although the example which drives only the drive motor of a 2nd system was shown in the said 2nd aspect, you may make it drive only the drive motor of a 1st system | strain similarly.

さらに、燃料電池の一方が異常である場合には、その異常状態をその燃料電池監視装置で検出して、動力系統制御装置の動作により切換装置を切り換えて、異常状態の燃料電池を除外した他の燃料電池のみを二次電池のバックアップのために用いるようにすることができる。   Further, when one of the fuel cells is abnormal, the abnormal state is detected by the fuel cell monitoring device, the switching device is switched by the operation of the power system control device, and the abnormal fuel cell is excluded. Only the fuel cell can be used for backup of the secondary battery.

また、最悪の事態で、二系統の二次電池の両方が異常である場合には、その異常状態をその二次電池監視装置で検出して、動力系統制御装置の動作により切換装置を切り換えて、二系統の燃料電池のみで、駆動モータを駆動して、緊急避難的に車両を走行させることができる。   In the worst case, when both secondary batteries are abnormal, the abnormal state is detected by the secondary battery monitoring device, and the switching device is switched by the operation of the power system control device. By using only two fuel cells, the drive motor can be driven to drive the vehicle in an emergency evacuation manner.

また、二次電池および燃料電池は車床に合理的に配置することができ、実装空間の利用度を高めることができる。   Further, the secondary battery and the fuel cell can be reasonably disposed on the vehicle floor, and the utilization of the mounting space can be increased.

さらに、二次電池および燃料電池は、車床にバランスよく配備することができ、また、安定性のある床下荷重を得ることができ、安定な車両の走行に資することができる。   Further, the secondary battery and the fuel cell can be arranged in a well-balanced manner on the vehicle floor, and a stable underfloor load can be obtained, which can contribute to stable vehicle travel.

なお、本発明は上記実施例に限定されるものではなく、本発明の趣旨に基づいて種々の変形が可能であり、これらを本発明の範囲から排除するものではない。   In addition, this invention is not limited to the said Example, A various deformation | transformation is possible based on the meaning of this invention, and these are not excluded from the scope of the present invention.

本発明の電気自動車の電源装置は、電源の異常時にも的確に対応することができ、走行の信頼性の高い電気自動車の電源装置として適している。   The power supply apparatus for an electric vehicle according to the present invention can accurately cope with a power supply abnormality and is suitable as a power supply apparatus for an electric vehicle with high driving reliability.

本発明の実施例を示す電気自動車の電源システムの全体構成図である。1 is an overall configuration diagram of a power system for an electric vehicle showing an embodiment of the present invention. 本発明の実施例を示す電気自動車の電源装置の模式図である。It is a schematic diagram of the power supply device of the electric vehicle which shows the Example of this invention. 本発明の実施例を示す電気自動車の模式図である。It is a schematic diagram of the electric vehicle which shows the Example of this invention. 本発明の第１態様を示す電気自動車の電源システムの全体構成図である。1 is an overall configuration diagram of a power supply system for an electric vehicle showing a first aspect of the present invention. 本発明の第２態様を示す電気自動車の電源システムの全体構成図である。It is a whole block diagram of the electric vehicle power supply system which shows the 2nd aspect of this invention. 本発明の第３態様を示す電気自動車の電源システムの全体構成図である。It is a whole block diagram of the electric vehicle power supply system which shows the 3rd aspect of this invention.

符号の説明Explanation of symbols

１ 第１の燃料タンク
２，５ 燃料の供給経路
３，６ 逆止弁
４ 第２の燃料タンク
７ 燃料注入口
８，９ 燃料の送出管
１０ 第１の燃料電池
１１ 第１の燃料電池の監視装置
１２ 第２の燃料電池
１３ 第２の燃料電池の監視装置
１４ 第１群の二次電池（リチウムイオン電池）
１５ 第１群の二次電池監視装置
１６ 第２群の二次電池（リチウムイオン電池）
１７ 第２群の二次電池監視装置
１８ 電池の切換装置
１８−１ 第１の切換部
１８−２ 第２の切換部
１８−３ 第３の切換部
１８−４ 第４の切換部
１９ 動力系統制御装置
２０ 動力制御監視装置
２１〜２４ 第１の系統のインバータ
２５〜２８ 第２の系統のインバータ
３０ モータ故障検知装置
３１ 右前部前輪（ＲＦＦ）駆動モータ
３２ 左前部前輪（ＬＦＦ）駆動モータ
３３ 右後部後輪（ＲＲＲ）駆動モータ
３４ 左後部後輪（ＬＲＲ）駆動モータ
３５ 右前部後輪（ＲＦＲ）駆動モータ
３６ 左前部後輪（ＬＦＲ）駆動モータ
３７ 右後部前輪（ＲＲＦ）駆動モータ
３８ 左後部前輪（ＬＲＦ）駆動モータ
４０ 車体
５０ 車床
５１，５２ センターフレーム
５３，５４ サイドフレーム DESCRIPTION OF SYMBOLS 1 1st fuel tank 2, 5 Fuel supply path 3, 6 Check valve 4 2nd fuel tank 7 Fuel inlet 8, 9 Fuel delivery pipe 10 1st fuel cell 11 Monitoring of 1st fuel cell Device 12 Second fuel cell 13 Second fuel cell monitoring device 14 First group of secondary batteries (lithium ion batteries)
15 Second Group Secondary Battery Monitoring Device 16 Second Group Secondary Battery (Lithium Ion Battery)
17 Second Group Secondary Battery Monitoring Device 18 Battery Switching Device 18-1 First Switching Unit 18-2 Second Switching Unit 18-3 Third Switching Unit 18-4 Fourth Switching Unit 19 Power System Control device 20 Power control monitoring device 21-24 First system inverter 25-28 Second system inverter 30 Motor failure detection device 31 Right front front wheel (RFF) drive motor 32 Left front front wheel (LFF) drive motor 33 Right Rear Rear Wheel (RRR) Drive Motor 34 Left Rear Rear Wheel (LRR) Drive Motor 35 Right Front Rear Wheel (RFR) Drive Motor 36 Left Front Rear Wheel (LFR) Drive Motor 37 Right Rear Front Wheel (RRF) Drive Motor 38 Left Rear Front wheel (LRF) drive motor 40 Car body 50 Car floor 51, 52 Center frame 53, 54 Side frame

Claims (7)

燃料電池と二次電池を具備する電気自動車の電源装置において、二次電池を二系統に分割するとともに、前記二次電池の一系統が右前部前輪、左前部前輪、右後部後輪および左後部後輪駆動用モータの駆動系に、前記二次電池の他の一系統が右前部後輪、左前部後輪、右後部前輪および左後部前輪駆動用モータの駆動系にそれぞれ接続され、前記二次電池の何れか一系統が故障したとき、燃料電池の出力を正常な系統の二次電池に供給することを特徴とする電気自動車の電源装置。   In a power supply device for an electric vehicle including a fuel cell and a secondary battery, the secondary battery is divided into two systems, and one system of the secondary battery is a right front front wheel, a left front front wheel, a right rear rear wheel, and a left rear part. The other system of the secondary battery is connected to the drive system of the rear wheel drive motor, the right front rear wheel, the left front rear wheel, the right rear front wheel and the left rear front wheel drive motor, respectively. A power supply device for an electric vehicle, characterized in that when any one of the secondary batteries fails, the output of the fuel cell is supplied to a secondary battery of a normal system. 請求項１記載の電気自動車の電源装置において、前記正常な系統の二次電池および燃料電池で前記両系統の駆動系を駆動することを特徴とする電気自動車の電源装置。   2. A power supply apparatus for an electric vehicle according to claim 1, wherein the drive systems of both systems are driven by the normal system secondary battery and the fuel cell. 請求項１記載の電気自動車の電源装置において、前記正常な系統の二次電池および燃料電池で前記駆動系の内、片方の駆動系のみを駆動することを特徴とする電気自動車の電源装置。   2. The electric vehicle power supply apparatus according to claim 1, wherein only one of the drive systems is driven by the normal system secondary battery and fuel cell. 請求項１記載の電気自動車の電源装置において、前記燃料電池を二系統に分割するとともに、該二系統の全ての燃料電池を前記正常な系統の二次電池に供給することを特徴とする電気自動車の電源装置。   2. The electric vehicle according to claim 1, wherein the fuel cell is divided into two systems, and all the fuel cells of the two systems are supplied to the secondary batteries of the normal system. Power supply. 請求項１記載の電気自動車の電源装置において、前記燃料電池を二系統に分割するとともに、該二系統の内、片方の系統の燃料電池を前記正常な系統の二次電池に供給することを特徴とする電気自動車の電源装置。   2. The power supply device for an electric vehicle according to claim 1, wherein the fuel cell is divided into two systems, and one of the two systems is supplied to the secondary battery of the normal system. Electric vehicle power supply. 請求項１記載の電気自動車の電源装置において、前記燃料電池を二系統に分割し、それぞれの燃料電池を、車床を構成する方形中空フレーム内に収納するようにしたことを特徴とする電気自動車の電源装置。   2. The electric vehicle power supply device according to claim 1, wherein the fuel cell is divided into two systems, and each fuel cell is accommodated in a rectangular hollow frame constituting a vehicle floor. Power supply. 請求項６記載の電気自動車の電源装置において、前記方形中空フレームがサイドフレームであることを特徴とする電気自動車の電源装置。   7. The electric vehicle power supply device according to claim 6, wherein the rectangular hollow frame is a side frame.
JP2003284018A 2003-07-31 2003-07-31 Electric vehicle power supply Expired - Fee Related JP4540950B2 (en)

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