JP2007336715A - Power supply device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To supply power to a travel motor from a capacitor and a battery, so that a vehicle can achieve behavior which an operator demands. <P>SOLUTION: ECU performs a program comprising a step (S100) of acquiring self-vehicle travel information from a navigation device provided for the vehicle; a step (S600) of detecting (S300) a charging amount Q of the capacitor when an acceleration request for convergence to a driveway is detected (YES in S200), and for preferentially charging the capacitor compared to the battery by dynamic electric regenerative braking power when the charging amount Q is not less than a threshold, and a brake is turned on (NO in S400 and YES in S500); and a step (S1100) of performing preferential discharge from the capacitor, and supplying power to the travel motor during convergence acceleration. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an apparatus for supplying electric power to a traveling electric load from a plurality of power storage mechanisms, and more particularly to an apparatus for supplying electric power from an electric storage mechanism having different characteristics to a traveling electric load so as to realize a behavior suitable for a vehicle. .

  A vehicle equipped with a power train called a hybrid system combining an engine (for example, a known engine such as a gasoline engine or a diesel engine) and an electric motor has been developed and put into practical use. Furthermore, vehicles (electric vehicles, fuel cell vehicles) equipped with a power train that uses only an electric motor as a travel source without an engine are also being developed. In order to supply electric power to this electric motor, a power storage mechanism is mounted on the vehicle. As a power storage mechanism, a secondary battery (battery) is generally often mounted because of energy density, charge / discharge efficiency, and the like. As the type of the secondary battery, a high voltage nickel metal hydride battery, a lithium ion battery, or the like is used. Incidentally, a motor generator is used for the electric motor for traveling, and energy is regenerated during braking to improve the fuel consumption rate.

  Japanese Unexamined Patent Publication No. 2000-324609 (Patent Document 1) discloses a hybrid vehicle control device that can minimize fuel consumption using a navigation device. This control device for a hybrid vehicle controls a hybrid vehicle having an internal combustion engine that generates a driving force, an electric motor connected to the internal combustion engine, and a battery that supplies electric power to the electric motor. The control device includes: a route calculation unit that calculates a travel route from the first point to the second point; an information detection unit that detects road environment information related to the travel route calculated by the route calculation unit; A driving force calculating means for calculating a driving force required for traveling when the vehicle travels on a travel route based on road environmental information detected by the means, and for calculating a driving force to be generated by each of the internal combustion engine and the motor; Fuel consumption rate calculation means for calculating the fuel consumption rate of the internal combustion engine during traveling on the travel route based on the calculation result of the force calculation means and the characteristics of the internal combustion engine, and battery remaining amount detection means for detecting the remaining charge of the battery The power consumption calculating means for estimating the amount of power consumed by the motor from the calculation result of the driving force calculating means, and calculating the required power generation amount from the estimated power consumption and the detected remaining charge amount, and the fuel consumption rate calculating means Calculate Based on the fuel consumption rate of the internal combustion engine and the required power generation amount calculated by the power generation amount calculation means, a power generation plan that creates a power generation plan that minimizes the fuel consumption amount by generating power when the fuel consumption rate is low Means.

  According to this hybrid vehicle control device, since the power generation plan predicting the future driving state of the vehicle from the road environmental information regarding the driving route is performed, the internal combustion engine is efficiently driven while maintaining the charge amount of the battery. It is possible to reduce the fuel consumption. Further, in this Patent Document 1, the main battery is described as various batteries such as a lithium ion battery, a nickel metal hydride battery, and a lead battery, or an electric double layer capacitor (in the following, the capacitor and the capacitor are not distinguished from each other). ) Etc. can be used.

  As described above, a capacitor can be used as the power storage mechanism in addition to the secondary battery (battery). Furthermore, a battery and a capacitor may be mounted on the vehicle.

  Japanese Patent Laying-Open No. 2000-156919 (Patent Document 2) discloses a power supply device for a hybrid vehicle that can suppress wasteful consumption of electric energy of a capacitor for driving a motor generator. The power supply device of the hybrid vehicle supplies an electric power to the engine that transmits power to the wheels, a first starter that has a function of transmitting power to the wheels and a function of starting the engine, and the first starter. A power supply for a starter (capacitor), a power supply for a functional device (battery) that is provided separately from the power supply for the starter and supplies power to the functional device of the vehicle, a power supply for the starter, and a power supply for the functional device It is a power supply device of a hybrid vehicle which has the power supply circuit which enables transmission / reception of electric power between. The power supply control means provided in the power supply device supplies the power of the power supply for the starter to the power supply for the functional device when the engine start request is not generated.

  According to the hybrid vehicle power supply device, the electrical energy stored in the starter power supply is charged into the functional device power supply under a condition where no engine start request is generated. Therefore, even when a long period of time has elapsed without an engine start request being generated, the electric energy stored in the power supply for the starter is used as the power for the functional device, and waste of electric energy can be prevented. . In Patent Document 2, the battery is used only for supplying power to the auxiliary machine, and the capacitor is used only for starting the engine and charging the battery.

  Furthermore, Japanese Patent Application Laid-Open No. 11-252711 (Patent Document 3) discloses a power supply device for an electric vehicle suitable for the performance of an electric vehicle, particularly a hybrid electric vehicle. This power supply device uses a storage battery (including a chemical storage battery such as a lead storage battery that operates by a reversible reaction and a fuel cell in the future) that is charged and discharged for a long time with a small amount of charge / discharge current. A power storage device is connected to an output terminal through a current control device that controls the amount of charge / discharge current of a flashing storage battery (capacitor-type charged physical storage battery having a capacitance) that can be charged / discharged with a large amount of current at a time. It is characterized by the configuration connected to the output terminal. Furthermore, the current control circuit controls the terminal voltage of the instantaneous storage battery to be higher than the terminal voltage of the persistent storage battery when detecting that the vehicle is currently accelerating based on the detection information from the driving state detection means of the automobile. When it is detected that the vehicle is currently decelerating, the terminal voltage of the persistent storage battery is controlled to be higher than the terminal voltage of the instantaneous storage battery.

According to this electric vehicle power supply device, the output voltage of the power supply device is governed by the electromotive force of the constant storage battery, and the instantaneous storage battery functions when a large current charge / discharge action is required. Therefore, when the required amount of charge / discharge is small, the current sharing ratio of the instantaneous storage battery is limited to a small value to prevent fluctuations in the output terminal voltage of the power supply device. In addition, when it is currently accelerating, it is required to discharge a large current from the instantaneous storage battery, so the instantaneous storage battery is controlled by controlling the terminal voltage of the instantaneous storage battery to be higher than the terminal voltage of the persistent storage battery. It is possible to meet the demand for discharge mainly by discharging a large current, and when the vehicle is currently decelerating, the instantaneous storage battery is required to be charged with a large current. By controlling the voltage higher than the terminal voltage of the rechargeable storage battery, the charge amount of the instantaneous storage battery can be increased to meet the demand for charging.
JP 2000-324609 A JP 2000-156919 A JP-A-11-252711

  However, Patent Document 1 only describes that various batteries and capacitors can be used as the main battery. In Patent Document 2, a battery and a capacitor are mounted on a vehicle, but the capacitor is used only for starting the engine or charging the battery. In Patent Document 3, a persistent storage battery (battery) and an instantaneous storage battery (capacitor) are mounted on a vehicle, and during acceleration, the terminal voltage of the instantaneous storage battery is controlled to be higher than the terminal voltage of the persistent storage battery. Thus, it is only possible to discharge a large current from the instantaneous storage battery. That is, even if a high-current discharge from the instantaneous storage battery is required when acceleration is required, it is impossible to discharge unless the instantaneous storage battery is charged.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a traveling electric motor from a plurality of power storage mechanisms having different characteristics so that the vehicle can realize the behavior required by the driver. It is to provide a power supply device for a vehicle that supplies electric power.

  The power supply device for a vehicle according to the first aspect of the present invention supplies power to a traveling motor that is driven via an inverter with power output from a secondary battery and whose rated voltage is higher than the voltage of the secondary battery. . This power supply device includes a secondary battery, a converter that transforms and outputs the power of the secondary battery, an inverter that converts and outputs the input power, and a power line between the converter and the inverter. A capacitor provided in parallel with the battery, a switching means for switching the capacitor and the power line to either a connected state or a non-connected state, and a control means for controlling the switching means are included.

  According to the first invention, since the voltage of the secondary battery is lower than the rated voltage of the motor for traveling, when the electric power is supplied from the secondary battery to the inverter, the voltage is boosted by the converter. A capacitor provided in parallel with the secondary battery on the power line between the converter and the inverter can supply power to the inverter without going through the converter. In other words, by connecting a storage battery capacitor with high instantaneous power to the traveling motor side, when the traveling motor load increases momentarily (for example, sudden acceleration), the capacitor is not connected via the converter (via the converter). Power is supplied to the traveling motor via the inverter. Furthermore, by providing switching means (for example, a relay), the circuit can be connected or disconnected, so that the capacitor is not affected by voltage fluctuations after boosting the power output from the secondary battery. The amount of charge can be secured. In this way, a converter (boost) is connected to the secondary battery to achieve low-voltage charging and sustained discharge at high voltage, and the characteristics of a capacitor that can input and output high-voltage power instantaneously. Electric power can be supplied by utilizing power storage mechanisms having different characteristics so that the instantaneous load increase of the traveling motor can be utilized. As a result, it is possible to provide a vehicular power supply device that supplies electric power to a traveling electric motor from a plurality of power storage mechanisms having different characteristics so that the vehicle can achieve the behavior required by the driver.

  In addition to the configuration of the first invention, the power supply apparatus according to the second invention further includes a prediction means for predicting that a momentary high output is required for the traveling motor. The control means includes means for controlling the switching means to charge the capacitor in preference to the secondary battery when an instantaneous high output is predicted to be required.

  According to the second invention, for example, when the merging to the automobile road approaches or the timing for overtaking the preceding vehicle approaches, it is predicted that instantaneous high output is required for the traveling motor. . In such a case, the capacitor is preferentially charged in advance in order to utilize the characteristics of the capacitor that can output (discharge) high-voltage power instantaneously. As a result, when the instantaneous high output is actually required for the traveling motor, a sufficiently large driving force can be output from the traveling motor. As a result, the vehicle can achieve the driving performance required by the driver.

  In the power supply apparatus according to the third invention, in addition to the configuration of the second invention, the control means uses the power generated by the regenerative braking to charge the capacitor in preference to the secondary battery. including.

  According to the third invention, the capacitor is charged using the electric power generated during regenerative braking by a motor generator different from the driving motor, or by causing the driving motor to function as a motor generator. Thereby, since the kinetic energy of the vehicle can be recovered, the energy efficiency is improved and the fuel consumption rate is ultimately improved.

  In the power supply device according to the fourth invention, in addition to the configuration of the second invention, the control means includes means for charging the capacitor using the power of the secondary battery.

  According to the fourth invention, when the vehicle is not required to be braked and the amount of charge of the capacitor is not sufficient, the capacitor is charged using the power of the secondary battery. As a result, when an instantaneous high output is actually required for the traveling motor, power is supplied from the capacitor instead of the secondary battery to the inverter, and a sufficiently large driving force can be output from the traveling motor.

  In the power supply device according to the fifth invention, in addition to the configuration of any one of the second to fourth inventions, the predicting means requires an instantaneous high output based on information from the navigation device. Means for predicting.

  According to the fifth aspect, based on information from the navigation device, it can be predicted that instantaneous high output is required for the traveling motor when the merging to the exclusive road for vehicles approaches.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a power supply apparatus according to an embodiment of the present invention will be described with reference to FIG. This vehicle includes a battery 100, an inverter 200, a traveling motor 300, a capacitor 400, a system main relay 510 (SMR (1) 500, limiting resistor 502, SMR (2) 504, SMR (3) 506). ECU (Electronic Control Unit) 600. The power supply device according to the present embodiment is controlled by a program executed by ECU 600. In the present embodiment, the vehicle will be described as an electric vehicle that travels only by the driving force from the traveling motor 300, but the vehicle on which the power supply device according to the present invention is mounted is not limited to an electric vehicle, You may mount in a hybrid vehicle, a fuel cell vehicle, etc.

  The battery 100 is an assembled battery in which a plurality of modules in which a plurality of cells are connected in series are further connected in series. Capacitor 700 is provided in addition to battery 100, and both supply power to traveling motor 300 according to the respective characteristics.

  Inverter 200 includes six IGBTs (Insulated Gate Bipolar Transistors) and six diodes connected in parallel to each IGBT so that a current flows from the emitter side to the collector side of the IGBT. The inverter 200 converts the current supplied from the battery 100 from a direct current to an alternating current by turning on / off (energizing / cutting off) the gate of each IGBT based on a control signal from the ECU 600. 300. Inverter 200 and IGBT may use a well-known technique, and therefore, detailed description thereof will not be repeated here.

  Traveling motor 300 is a three-phase AC motor. The rotation shaft of the traveling motor 300 is finally connected to a drive shaft (not shown) of the vehicle. The vehicle travels by the driving force from the travel motor 300.

  The capacitor 400 is connected in parallel with the inverter 200. Capacitor 400 temporarily stores electric charge in order to smooth the power supplied from battery 100 or the power supplied from inverter 200. The smoothed power is supplied to the inverter 200 or the battery 100.

  The system main relay 510 includes SMR (1) 500 and SMR (2) 504 on the positive side and SMR (3) 506 on the negative side. SMR (1) 500 and SMR (2) 504 are provided on the positive electrode side of battery 100. SMR (1) 500 and SMR (2) 504 are connected in parallel. A limiting resistor 502 is connected to the SMR (1) 500 in series. SMR (1) 500 is a precharge SMR that is connected before SMR (2) 504 is connected and prevents an inrush current from flowing through inverter 200. SMR (2) 504 is a positive SMR connected after SMR (1) 500 is connected and precharge is completed. SMR (3) 506 is a negative SMR provided on the negative electrode side of battery 100. Each SMR is controlled by ECU 600.

  ECU 600 executes a program stored in a ROM (Read Only Memory) based on the amount of depression of an ignition switch (not shown), an accelerator pedal (not shown), the amount of depression of a brake pedal (not shown), etc. Then, the inverter 200 and each SMR are controlled to drive the vehicle in a desired state. ECU 600 is connected to a voltmeter that detects the voltage of capacitor 400. By detecting the voltage of the capacitor 400, the voltage V (I) of the inverter 200 (traveling motor 300) is detected.

  ECU 600 is connected to a voltmeter for detecting voltage V (B) of battery 100 and an ammeter for detecting current I (B) of battery 100. The SOC (States Of Charge) of the battery 100 can be calculated from the voltage value and current value detected by these voltmeters and ammeter.

  SMR (1) 500, SMR (2) 504, and SMR (3) 506 are relays that close contacts that are turned on when an exciting current is applied to the coil. The relationship between the operation state of SMR (1) 500, SMR (2) 504, and SMR (3) 506 and the position of the ignition switch will be described. The ignition switch has an OFF (off) position, an ACC position, an ON (on) position, and a STA (start) position. When the power is shut down, that is, when the position of the ignition switch is in the OFF position, SMR (1) 500, SMR (2) 504, and SMR (3) 506 are turned off. That is, the excitation current for the coils of each SMR (1) 500, SMR (2) 504, and SMR (3) 506 is turned off. The position of the ignition switch is switched in the order of OFF position → ACC position → ON position → STA position by inserting the engine key into the key cylinder and turning it, and automatically returns from the STA position to the ON position. In addition, it is not limited to such an ignition switch, The following may be sufficient. Inserting a key (also called a smart entry key) instead of an engine key into the key slot (or carrying it in the driver's seat) and pressing a push button switch (also called a power switch) turns the power position OFF The position is switched in the order of ACC position → ON position → HV system starting position.

  Further, as described above, this vehicle includes a capacitor 700 in addition to the battery 100 as a device for supplying electric power to the traveling motor 300. Capacitor 700 supplies (discharges) electric power to inverter 200 by ECU 600 controlling opening and closing of relay 702 and relay 704. The relays 702 and 704 are relays that close contacts that are turned on when an exciting current is applied to the coil.

  The capacitor 700 is charged by supplying power from the battery 100 via a step-up converter 800 described later (the step-up converter 800 can perform step-down operation in addition to step-up operation). Furthermore, the capacitor 700 is charged by the regenerative power supplied by the motor 300 functioning as a generator during regenerative braking. The connection point of the capacitor 700 is between the input side terminal of the inverter 200 and the capacitor 400.

  Further, this vehicle is provided with a boost converter 800 between battery 100 and inverter 200. With this boost converter 800, for example, the rated voltage of the battery 100 of about 200V is boosted to about 500V (motor rated voltage). Boost converter 800 includes two IGBTs and a reactor that reduces a current change.

  When the power source is connected, that is, when the ignition switch position is switched from the OFF position to the STA position via the ACC position and the ON position, ECU 600 first turns on SMR (3) 506 and then turns on SMR (1) 500. Then, precharge is executed. Since the limiting resistor 502 is connected to the SMR (1) 500, the inverter voltage V (I) gradually rises even when the SMR (1) 500 is turned on, and the occurrence of an inrush current can be prevented.

  ECU 600 completes the precharge when inverter voltage V (I) reaches about 80% of battery voltage V (B), for example, and turns on SMR (2) 504. ECU 600 turns off SMR (1) 500 and turns on power from battery 100 when inverter voltage V (I) becomes substantially equal to battery voltage V (B).

  On the other hand, when the position of the ignition switch is switched from the ON position to the OFF position, ECU 600 first turns off SMR (2) 504 and then turns off SMR (3) 506. As a result, the electrical connection between the battery 100 and the inverter 200 is cut off, and the power supply is cut off. At this time, the remaining voltage on the drive circuit side is discharged, and the inverter voltage V (I) gradually converges to about 0 V (voltage at the time of interruption). Note that the cutoff voltage is not necessarily 0 V, and may be a weak voltage of about 2 or 3 V, for example.

  Further, the ECU 600 turns the system main relay 510 from the on state to the off state in this way, but the ECU 600 turns the system main relay 510 to the off state and performs the control specific to the present invention as described below. Execute.

  When the acceleration is requested instantaneously based on information from the navigation device 900 connected by a communication line or the like, the ECU 600 supplies power to the traveling motor 300 from the capacitor 700 instead of the battery 100 via the inverter 200. Supply. When acceleration that requires such instantaneous characteristics is predicted, ECU 600 increases charge amount Q of capacitor 700 in advance. In this way, the capacitor 700 can be charged in advance in preparation for an instantaneous high output of acceleration, so that sufficient acceleration performance can be ensured.

  With reference to FIG. 2, a control structure of a program executed by ECU 600 that controls electric power supply apparatus according to the present embodiment will be described. The program represented by the flowchart shown below is a flowchart limited to acceleration control, and is repeatedly executed at a predetermined time interval.

  In step (hereinafter, step is abbreviated as S) 100, ECU 600 acquires host vehicle travel information from navigation device 900. The vehicle travel information includes the travel position on the map of the vehicle based on the position information of the vehicle received by the navigation device 900 from a GPS (Global Positioning System) satellite and the map data recorded in the navigation device 900. Contains information. Thereby, the road information of the traveling direction of the own vehicle can also be acquired.

  In S200, ECU 600 determines whether or not there is an acceleration request for merging with, for example, an automobile exclusive road in the near future. If it is determined that there is an acceleration request for merging in the near future (YES in S200), the process proceeds to S300. Otherwise (NO in S200), this process ends. In addition to determining that there is an acceleration request for merging when approaching the merging section with an automobile road, it is determined that there is an instantaneous acceleration request in the following cases: Also good. For example, when driving in the left lane of two or more lanes on one side and the vehicle is detected in front of the vehicle by the radar sensor (passing acceleration), in addition to this, There is a case where the vehicle is traveling in the left lane of two or more lanes, the vehicle is detected in front of the own vehicle by inter-vehicle communication, and the vehicle is not detected in front of the overtaking lane (overtaking acceleration). In these cases, the lane in which the vehicle is traveling is detected based on information from the navigation device 900, for example.

  In S300, ECU 600 detects charge amount Q of capacitor 700. Regarding the detection of the charge amount Q of the capacitor 700, for example, a voltmeter for detecting the voltage V (C) of the capacitor 700 and an ammeter for detecting the current I (C) of the capacitor 700 are provided on the connection line of the capacitor 700. Thus, the charge amount Q of the capacitor 700 may be calculated from the voltage value and current value detected by these voltmeters and ammeter.

  In S400, ECU 600 determines whether or not charge amount Q of capacitor 700 is equal to or greater than threshold value Q (TH). This threshold value Q (TH) is substituted with a value for determining whether or not the charge amount Q of the capacitor 700 is an amount of electric power sufficient for instantaneous acceleration in the near future. If charge amount Q of capacitor 700 is equal to or greater than threshold value Q (TH) (YES in S400), the process proceeds to S1100. If not (NO in S400), the process proceeds to S500.

  In S500, ECU 600 determines whether or not the brake is on. This determination is made based on a signal such as a brake switch input to ECU 600. If the brake is on (YES in S500), the process proceeds to S600. If not (NO in S500), the process proceeds to S700.

  In S600, ECU 600 preferentially charges capacitor 700 over battery 100 with regenerative braking power. At this time, the traveling motor 300 functions as a generator, and the ECU 600 turns off the system main relay 510 (the battery 100 and the traveling motor 300 are not connected), and turns on the relay 702 and the relay 704. In a state (a state in which the capacitor 700 and the traveling motor 300 are connected), the capacitor 700 is charged using the electric power regenerated by the traveling motor 300. Although details are not described in this flowchart, ECU 600 causes system main relay 510 to be in an ON state when the regenerative braking state is in effect even when charge amount Q of capacitor 700 exceeds threshold value Q (TH). (Battery 100 and travel motor 300 are connected), relay 702 and relay 704 are turned off (capacitor 700 and travel motor 300 are not connected), and travel motor 300 The battery 100 is charged using the electric power regenerated in step. At this time, boost converter 800 performs a step-down operation. After the process of S600, the process proceeds to S1100.

  In S700, ECU 600 detects the SOC of battery 100. In S800, ECU 600 determines whether or not SOC of battery 100 is greater than or equal to threshold value SOC (TH). This threshold value SOC (TH) is assigned a value for determining whether or not it is sufficient to charge capacitor 700 (at least charge amount Q of capacitor 700 to Q (TH)). . If SOC of battery 100 is equal to or greater than threshold value SOC (TH) (YES in S800), the process proceeds to S1000. If not (NO in S800), the process proceeds to S900.

  In S900, since the SOC of battery 100 is not sufficient, ECU 600 charges capacitor 700 with engine power. At this time, a traveling motor (or another motor) may be rotated by the engine to generate electric power. After the process of S900, the process proceeds to S1100.

  In S1000, since the SOC of battery 100 is sufficient, ECU 600 boosts the voltage with boost converter 800 using the power of battery 100 to charge capacitor 700. After the process of S1000, the process proceeds to S1100.

  In S1100, ECU 600 preferentially discharges from capacitor 700 during merging acceleration, and supplies power to inverter 200.

  In the above description, when charging the capacitor 700, it is determined based on the SOC of the battery 100 whether to use the power of the battery 100 or the power generated by the engine power. It is not limited to this. For example, if the operating state of the engine is in the engine speed range (or the load range) where the engine efficiency is high, the capacitor 700 is charged using the electric power generated by the engine power. May be. Further, this engine efficiency and the SOC of the battery 100 may be combined for determination.

  An operation of a vehicle equipped with the power supply device according to the present embodiment based on the above-described structure and flowchart and controlled by ECU 600 will be described.

  If it is predicted that the position of the own vehicle will be before the junction of the automobile exclusive road or the own vehicle is overtaking acceleration while the vehicle is traveling (YES in S100 and S200), the charge amount Q of the capacitor 700 is detected. (S300).

  If the charge amount Q of the capacitor is high enough to be supplied from the capacitor 700 in order to realize instantaneous acceleration at the time of merging or overtaking by the traveling motor 300 (YES in S400), the state remains as it is. In this state, power is preferentially supplied (discharged) from the capacitor 700 to the inverter 200 during merge acceleration.

  If the charge amount Q of this capacitor is not so high (NO in S400) and the brake is on (YES in S500), the electric power generated by the traveling motor 300 functioning as a generator is used. The capacitor 700 is charged with priority over the battery 100 (S600).

  Further, if the charge amount Q of this capacitor is not so high (NO in S400) and the brake is not on (YES in S500), based on the SOC of battery 100, as follows: Capacitor 700 is charged.

  If SOC of battery 100 is not sufficiently high (NO in S800), capacitor 700 is charged with the electric power generated by the power of the engine (S900). On the other hand, when SOC of battery 100 is sufficiently high (YES in S800), power of battery 100 is boosted by boost converter 800 to charge capacitor 700 (S1000).

  In this way, when the merge acceleration is predicted, the capacitor 700 is charged to a sufficient charge amount before that, so that an instantaneous acceleration can be realized.

  As described above, when it is predicted that instantaneous acceleration is required by the program executed by the ECU that functions as the power supply device according to the present embodiment and the control device that controls the power supply device, Sufficiently charge the capacitor that can supply high-voltage power to the inverter instantaneously. In such a state, when instantaneous acceleration is required, high-speed power can be supplied from the capacitor (directly without going through the boost converter) to the inverter to realize instantaneous acceleration.

  In particular, since the battery is connected to the capacitor and the inverter via a boost converter, the battery can be stored at a low voltage, and the battery can be continuously supplied at a high voltage (supplied to the driving motor via the converter and the inverter) It has an advantage that it can be charged (capacitor is charged). Capacitors can be charged and discharged instantly, storing power at a high voltage, and supplying high voltage instantaneously (without going through a converter) when instantaneous acceleration is required Thus, there is an advantage that instantaneous acceleration can be realized. Thus, it has the structure which made the characteristic of each of a battery and a capacitor advantageous.

  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.

It is a figure which shows the whole structure of the electric power supply apparatus which concerns on embodiment of this invention. It is a flowchart which shows the control structure of the acceleration control program performed with ECU of FIG.

Explanation of symbols

  100 battery, 200 inverter, 300 driving motor, 400 capacitor, 510 system main relay, 500, 504, 506 SMR, 502 limiting resistor, 600 ECU, 700 capacitor, 800 boost converter, 900 navigation device.

Claims (5)

A device that supplies electric power output from a secondary battery to an electric motor that is driven via an inverter and whose rated voltage is higher than the voltage of the secondary battery,
A secondary battery,
A converter that transforms and outputs power of the secondary battery;
An inverter that converts and outputs input power; and
A capacitor provided in parallel with the secondary battery on a power line between the converter and the inverter;
Switching means for switching the capacitor and the power line to a connected or non-connected state;
A power supply device for a vehicle, including control means for controlling the switching means. The power supply device further includes a predicting means for predicting that a momentary high output is required for the traveling motor,
The control means includes means for controlling the switching means to charge the capacitor in preference to the secondary battery when the instantaneous high output is predicted to be required. Item 2. The power supply device according to Item 1.   The power supply device according to claim 2, wherein the control means includes means for charging the capacitor in preference to the secondary battery using electric power generated by regenerative braking.   The power supply apparatus according to claim 2, wherein the control means includes means for charging the capacitor using the power of the secondary battery.   The power supply device according to claim 2, wherein the prediction unit includes a unit for predicting that the instantaneous high output is required based on information from the navigation device.

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