JP2014103814A - Power supply device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve disuse of a large-sized DC-DC converter.SOLUTION: The power supply device for vehicle 1 includes: a power battery 2; an energy battery 3; a motor inverter 4 that controls an electric motor for vehicle drive; an electric air conditioner 5 and a car accessory 6 as other loads than the motor inverter 4; a first circuit 8 that connects the power battery 2 with the motor inverter 4; and a second circuit 9 that connects the energy battery 3 with the electric air conditioner 5 and the car accessory 6.

Description

  The present invention relates to a vehicle power supply device including a power battery, an energy battery, and a motor inverter that controls an electric motor for driving the vehicle, and particularly relates to an electric vehicle.

  As a power source for a vehicle that supplies electric power to a load such as a motor inverter that controls an electric motor for driving a vehicle, a power battery and an energy battery are known as conventional technologies. The power battery has a larger output density than the energy battery (the output density is relatively large). The energy battery has a higher energy density than the power battery (the energy density is relatively large).

  Here, if the power source for vehicles is constituted by either a power battery or an energy battery alone, and if such a power source tries to satisfy both the required output and the required travel distance of the motor inverter (electric motor), the power source is large. For example, there is a problem of redundant design.

  In order to solve this problem, a conventional power source for vehicles includes a power source in which a power battery and an energy battery are connected in parallel (see, for example, Patent Document 1). According to this, it is possible to suppress the redundant design of the power supply while satisfying both the required output and the required travel distance.

JP2011-250686A

  Incidentally, as shown in FIG. 5, power from a power source in which a power battery (P battery in FIG. 5) and an energy battery (E battery in FIG. 5) are connected in parallel is supplied to a motor inverter (load in FIG. 5). When taking the configuration and supplying power to the motor inverter by both the power battery and the energy battery, it is conceivable to provide a DC-DC converter between the power battery and the energy battery. This DC-DC converter controls the voltage of the power battery and the energy battery, thereby supplying power to the motor inverter by either the power battery or the energy battery.

  However, in the case shown in FIG. 5, the DC-DC converter is required to have high output performance that can withstand high output (for example, several tens to hundreds of kW) in order to perform the control as described above. There is a problem of increasing the size. As described above, when the DC-DC converter is increased in size, the advantage of suppressing the redundant design of the vehicle power supply is offset as described above.

  This invention is made | formed in view of this point, and the place made into the subject is providing the technique which does not require a large sized DC-DC converter.

  In order to solve the above problems, the present invention is characterized in that power is supplied to the motor inverter only by a power battery.

  Specifically, the present invention is directed to a vehicle power supply device including a power battery, an energy battery, and a motor inverter that controls an electric motor for driving the vehicle, and has taken the following solutions.

  That is, the first invention is a vehicle power supply device comprising a power battery, an energy battery, and a motor inverter that controls an electric motor for driving the vehicle, the load other than the motor inverter, the power battery, A first circuit for connecting the motor inverter and a second circuit for connecting the energy battery and the load are further provided.

  According to this, a power battery, an energy battery, a motor inverter, a load other than the motor inverter, a first circuit that connects the power battery and the motor inverter, and a load other than the energy battery and the motor inverter are connected. Therefore, the power supply to the motor inverter can be performed only by the power battery, while the power supply to the load other than the motor inverter can be performed by the energy battery. For this reason, a large-sized DC-DC converter can be made unnecessary.

  According to a second invention, in the first invention, a third circuit for connecting the power battery and the energy battery, and a connection state between the power battery and the energy battery provided in the third circuit are switched. A charge switching means capable of switching the power battery to the energy battery when the power battery is charged by the energy battery. It is a feature.

  According to this, there is provided a third circuit for connecting the power battery and the energy battery, and a charge switching means arranged in the third circuit and capable of switching the connection state between the power battery and the energy battery. The charge switching means places the power battery and the energy battery in a connected state when the power battery is charged by the energy battery, so that the power battery can be charged by the energy battery while the vehicle is traveling. For this reason, the cruising distance can be extended.

  In a third aspect based on the second aspect, the charge switching means switches the connection state between the power battery and the charger when the charger is connected to the power battery via the charge switching means. When the power battery is charged by the charger, the power battery and the charger are connected, and the power battery and the energy battery are disconnected. It is characterized by being.

  According to this, when the charger switching unit is connected to the power battery via the charging switching unit, the connection state between the power battery and the charger can also be switched, and charging of the power battery by the charger is possible. Sometimes, the power battery and the charger are connected and the power battery and the energy battery are disconnected, so that the power battery can be charged not only by the energy battery but also by the charger.

  According to a fourth invention, in the second or third invention, the energy battery is configured to be able to charge the power battery within a predetermined charging time by discharging at an allowable discharge rate. It is what.

  According to this, since the power battery is configured to be able to be charged within a predetermined charging time by discharging the energy battery at the allowable discharge rate, the power battery can be charged within the predetermined charging time. .

  According to a fifth invention, in any one of the second to fourth inventions, the energy battery has a plurality of battery cells, and the power battery can be charged by a part of the battery cells. It is characterized by being.

  According to this, since the energy battery has a plurality of battery cells, and the power battery can be charged by some of the battery cells, the power battery is charged by the some battery cells. When possible, the power battery can be charged only by some of the battery cells. For this reason, the power battery can be appropriately charged with the energy battery.

  According to a sixth invention, in any one of the first to fifth inventions, the energy battery is configured to be replaceable.

  According to this, since the energy battery is configured to be replaceable, an energy battery that cannot be discharged can be replaced with an energy battery that can be discharged. For this reason, the power supply to loads other than a motor inverter can be reliably performed by an energy battery. In particular, in claim 2, the power battery can also be reliably charged by the energy battery.

  According to a seventh invention, in any one of the second to sixth inventions, the power battery is a connection state of the first and second battery modules, the battery modules, the energy battery, and the motor inverter. Module switching means that is capable of switching between the power battery and the energy battery while the vehicle is running and the charge switching means connects the power battery and the energy battery. A first state in which the battery module is connected to the energy battery and disconnected from the motor inverter, and the second battery module is connected to the motor inverter and disconnected from the energy battery; When the battery module is connected to the motor inverter and disconnected from the energy battery Moni the second battery module is characterized in that it is configured to switch alternately the second state in which the cutting state and the connected state Toshikatsu the motor inverter and the energy battery.

  According to this, the power battery has the first and second battery modules and module switching means capable of switching the connection state between each battery module and the energy battery and the motor inverter. When the vehicle is running and when the power battery and the energy battery are connected by the charge switching means, the first battery module is connected to the energy battery and the motor inverter is disconnected from the second battery module. Is connected to the motor inverter and disconnected from the energy battery, and the first battery module is connected to the motor inverter and disconnected from the energy battery, and the second battery module is connected to the energy battery. And the second state where the motor inverter is disconnected. Switch back and forth to. That is, during traveling of the vehicle, the first battery module is charged by the energy battery and the electric power is supplied to the motor inverter by the second battery module, and the electric power is supplied to the motor inverter by the first battery module. And it switches to the 2nd state which charges a 2nd battery module with an energy battery alternately. For this reason, the power battery can be charged by the energy battery while the vehicle is traveling. Therefore, the cruising distance can be extended.

  An eighth invention is characterized in that, in any one of the first to seventh inventions, the energy capacity of the power battery is set to an amount capable of running a running distance per day. .

  According to this, since the energy capacity of the power battery is set to an amount that can travel the travel distance per day, the travel distance per day can be traveled.

  According to the present invention, since the first circuit for connecting the power battery and the motor inverter and the second circuit for connecting the load other than the energy battery and the motor inverter are provided, the power supply to the motor inverter is powered. On the other hand, power can be supplied to a load other than the motor inverter by an energy battery while using only a battery, and a large DC-DC converter can be dispensed with.

It is a circuit diagram which shows the vehicle power supply device which concerns on Embodiment 1 of this invention. It is a figure for demonstrating an example of charge of the power battery by an energy battery. It is a figure for demonstrating another example of charge of the power battery by an energy battery. FIG. 5 is a circuit diagram showing a vehicle power supply device according to a second embodiment. It is a circuit diagram for demonstrating the conventional subject.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of the preferred embodiments is merely exemplary in nature and is not intended to limit the invention, its application, or its use.

(Embodiment 1)
The vehicle on which the power supply device according to Embodiment 1 of the present invention is mounted is an electric vehicle. As shown in FIG. 1, the power supply device 1 includes a power battery (P battery in FIG. 1 and the like) 2, an energy battery (E battery in FIG. 1 and the like) 3, a motor inverter 4, an electric air conditioner 5 (load), a car, and the like. An accessory 6 (load, ACC in FIG. 1 and the like), a 12V battery 7, first to fourth circuits 8 to 11, and a control device 12 are provided.

The power battery 2 is a lithium ion secondary battery. The power battery 2 has a single battery module 20 (see FIGS. 2 and 3). The battery module 20 includes a plurality (six in this embodiment) of battery cells 21. These battery cells 21 are connected in series with each other. The power battery 2 has a higher output density than the energy battery 3. The power battery 2 satisfies the required output of the motor inverter 4.
The energy capacity of the power battery 2 is set to an amount capable of traveling the vehicle mileage per day in the general market. Specifically, the mileage per day that covers (covers) a predetermined percentile of the market in general (80th percentile in this embodiment) is L (km), and the power consumption (electric vehicle power consumption rate) is ε (km / kWh), where the effective energy capacity of the power battery 2 is E ′ (kWh), the energy capacity of the power battery 2 satisfies L / ε ≦ E ′ (hereinafter, this inequality is referred to as equation (1)). Here, the energy capacity of the power battery 2 is E (kWh), the usage range of the charging rate (SOC) of the power battery 2 (range from a predetermined upper limit charging rate to a predetermined lower limit charging rate of the power battery 2) is β. Then, the effective energy capacity E ′ of the power battery 2 is expressed by E ′ = E · ε.

  For example, the mileage L per day covering the 80th percentile of the market in general is 40 (km), the power consumption ε is 10 (km / kWh), the power battery charge rate usage range is 0.7 (power battery 2 The upper limit charging rate is set to 0.9, and the lower limit charging rate is set to 0.2). At this time, if these values are substituted into the equation (1) and transformed, E ≧ 5.7. A power battery that satisfies this inequality and satisfies the required output of the motor inverter 4 is selected as the power battery 2 of the power supply device 1. The selected power battery 2 is preferably light and compact.

  The power battery 2 is charged by an energy battery 3 or an external quick charger (hereinafter simply referred to as a quick charger). This charging is completed when the charging rate of the power battery 2 reaches a predetermined upper limit charging rate. The power battery 2 can be charged by the energy battery 3 while the vehicle is running. Quick chargers are installed in car dealers, convenience stores, highway parking areas, and the like. The power battery 2 is also regeneratively charged via a motor inverter 4 by an electric motor (not shown) for driving the vehicle.

  The energy battery 3 is a lithium ion secondary battery. The energy battery 3 has a plurality (L (L ≧ 3) in this embodiment) of battery modules 30 (see FIGS. 2 and 3). These battery modules 30 are connected in parallel to each other. Each battery module 30 includes a plurality (eight in this embodiment) of battery cells 31. These battery cells 31 are connected in series with each other. The energy battery 3 has a higher energy density than the power battery 2. The energy battery 3 has a battery capacity larger than that of the power battery 2. The energy battery 3 can be replaced in whole or in part.

  The energy battery 3 can be charged within a predetermined required charging time (for example, within 30 minutes) set in advance by discharging at the allowable continuous discharge rate. Specifically, the use range of the charging rate of the power battery 2 is β, the ratio of the energy capacity of the energy battery 3 to the energy capacity of the power battery 2 is α, the allowable continuous discharge rate of the energy battery 3 is x (C), energy When the usage range of the charging rate of the battery 3 (the range from the predetermined upper limit charging rate to the predetermined lower limit charging rate of the energy battery 3) is β ′ and the required charging time is T (h), the energy battery 3 x · α · β ′ ≦ T (hereinafter, this inequality is referred to as equation (2)).

  For example, the use range β of the charge rate of the power battery 2 is 0.7 (the upper limit charge rate of the power battery 2 is 0.9, the lower limit charge rate is 0.2), and the use range β ′ of the charge rate of the energy battery 3 is 0.7 (the upper limit charging rate of the energy battery 3 is 0.9, the lower limit charging rate is 0.2), and the required charging time T is set to 0.5 (h). At this time, if these values are substituted into the equation (2) and transformed, x · α ≧ 1.56. An energy battery that satisfies this inequality is selected as the energy battery 3 of the power supply device 1. The selected energy battery 3 is preferably light and compact.

  When the power battery 2 can be charged by a part of the battery cells 31, the energy battery 3 can be charged only by the part of the battery cells 31. Specifically, as shown in FIG. 2, for example, when the chargeable amount of the power battery 2 is smaller than the dischargeable amount of the first battery module 30 of the energy battery 3, the power battery 2 is charged with the energy battery 3. This is performed only by the battery cell 31 of the first battery module 30. On the other hand, as shown in FIG. 3, for example, when the chargeable amount of the power battery 2 is larger than the dischargeable amount of the first battery module 30 of the energy battery 3, the charging of the power battery 2 is performed. This is performed by the dischargeable battery cell 31 of the first battery module 30 and the battery cell 31 of the second battery module 30.

In addition, when the power battery 2 is charged by the quick charger, the energy battery 3 is charged by the quick charger for the remaining time from the completion of the charging of the power battery 2 to the required charging time. This charging is completed when the charging rate of the energy battery 3 reaches a predetermined upper limit charging rate.
The motor inverter 4 is a high voltage / high output load. An electric motor is electrically connected to the motor inverter 4. The motor inverter 4 is supplied with power from the power battery 2. The motor inverter 4 controls the electric power and supplies it to the electric motor. The electric motor is driven and controlled by the motor inverter 4. The electric motor drives a driving wheel (not shown) by its driving force.

  The electric air conditioner 5 is a low voltage / low output load. The electric air conditioner 5 operates by being supplied with electric power from the energy battery 3. The electric air conditioner 5 adjusts the temperature, humidity, cleanliness, etc. of the air in the passenger compartment. The car accessory 6 is a low voltage / low output load. The car accessory 6 operates by being supplied with electric power from the energy battery 3 via the DC-DC converter 13 or electric power from the 12V battery 7. The car accessory 6 has car audio, car navigation, and the like. The electric air conditioner 5 and the car accessory 6 are connected in parallel to each other. The 12V battery 7 is charged by the power from the energy battery 3 supplied through the DC-DC converter 13.

  The first circuit 8 electrically connects the power battery 2 and the motor inverter 4. That is, the first circuit 8 is provided with the power battery 2 and the motor inverter 4. The second circuit 9 electrically connects the energy battery 3 to the electric air conditioner 5 and the car accessory 6. That is, the second circuit 9 is provided with the energy battery 3, the electric air conditioner 5, and the car accessory 6. The third circuit 10 electrically connects the power battery 2 and the energy battery 3. That is, the power battery 2 and the energy battery 3 are provided in the third circuit 10. The third circuit 10 branches from the second circuit 9. The third circuit 10 is provided with an in-vehicle charger 14. The in-vehicle charger 14 includes a charge switching device 14a (charge switching means). That is, the power battery 2 and the energy battery 3 are connected to each other via the charge switching device 14a. A plug 15 for a quick charger is electrically connected to the in-vehicle charger 14. A quick charger can be connected to the plug 15.

  The charge switching device 14a is a relay although a detailed description thereof is omitted. That is, the charge switching device 14a can switch the connection state between the power battery 2 and the energy battery 3. When the quick charger is electrically connected to the power battery 2 via the in-vehicle charger 14 (charge switching device 14a) and the plug 15, the charge switching device 14a is connected to the power battery 2, the energy battery 3, and the quick charger. The connection state between each other can be switched. When the power battery 2 is not charged, the charge switching device 14a disconnects the power battery 2 and the energy battery 3 from each other. The charge switching device 14a places the power battery 2 and the energy battery 3 in a connected state when the power battery 2 is charged by the energy battery 3.

  The charge switching device 14a is also a case where a quick charger is connected to the power battery 2, and when the power battery 2 is charged by the energy battery 3, the power battery 2 and the energy battery 3 are connected and the power battery 2 is connected. 2 and the energy battery 3 and the quick charger are disconnected. Although the quick charger is connected to the power battery 2, it is rare that the power battery 2 is charged by the energy battery 3.

  On the other hand, the charge switching device 14a is a case where a quick charger is connected to the power battery 2, and when the power battery 2 is charged by the quick charger, the power battery 2 and the quick charger are connected and energy The battery 3, the power battery 2 and the quick charger are disconnected. When the charging of the power battery 2 by the quick charger is completed, the charge switching device 14a puts the energy battery 3 and the quick charger in a connected state so that the energy battery 3 is charged by the quick charger. The battery 2, the energy battery 3, and the quick charger are disconnected.

  The fourth circuit 11 electrically connects the car accessory 6 and the 12V battery 7. That is, the fourth circuit 11 is provided with the car accessory 6 and the 12V battery 7. The fourth circuit 11 branches from the second circuit 9. A small-sized and low-cost DC-DC converter 13 is provided at a branch portion from the second circuit 9 in the fourth circuit 11. The DC-DC converter 13 converts a high voltage (for example, 300 to 350 V) from the energy battery 3 into a voltage of 12 V and supplies it to the car accessory 6 or the 12 V battery 7.

Although not shown, the first to fourth circuits 8 to 11 are commonly grounded.
The control device 12 is electrically connected to an in-vehicle charger 14, a power battery charge rate sensor 16, and an energy battery charge rate sensor 17. The power battery charging rate sensor 16 detects the charging rate of the power battery 2. The energy battery charging rate sensor 17 detects the charging rate of the energy battery 3.

  Based on the input signal from power battery charge rate sensor 16, control device 12 determines whether the charge rate of power battery 2 is equal to or lower than a predetermined lower limit charge rate (for example, 0.2). When it is determined that the charging rate of the power battery 2 is equal to or lower than a predetermined lower limit charging rate, an alarm device (not shown) is activated to warn that the power battery 2 should be charged, assuming that the power battery 2 is used up. To do. The user who has received this warning selects whether to charge the power battery 2 with the energy battery 3 or with the quick charger. This selection is performed as follows, for example. That is, when there is a quick charger near the host vehicle, charging is selected by the quick charger, while when there is no quick charger nearby, charging by the energy battery 3 is selected. This selection information is input to the control device 12.

  Based on the input selection information, the control device 12 controls the charge switching device 14a to switch the connection state among the power battery 2, the energy battery 3 and the quick charger as described above. That is, when charging by the energy battery 3 is selected, the power battery 2 and the energy battery 3 are connected. On the other hand, when charging by the quick charger is selected, the power battery 2 and the quick charger are connected, and the energy battery 3, the power battery 2 and the quick charger are disconnected.

  When charging power battery 2, control device 12 determines whether the charging rate of power battery 2 is equal to or higher than a predetermined upper limit charging rate (for example, 0.9) based on the input signal from power battery charging rate sensor 16. Determine whether. When it is determined that the charging rate of the power battery 2 is equal to or higher than the predetermined upper limit charging rate, the power battery 2 and the energy battery 3 or the quick charger are disconnected and the charging of the power battery 2 is completed. When the charging of the power battery 2 by the quick charger is completed, the energy battery 3 and the quick charger are connected, and the power battery 2, the energy battery 3 and the quick charger are disconnected.

  When the energy battery 3 is charged by the quick charger, the control device 12 determines that the charging rate of the energy battery 3 is equal to or higher than a predetermined upper limit charging rate (for example, 0.9) based on the input signal from the energy battery charging rate sensor 17. It is determined whether or not. When it is determined that the charging rate of the energy battery 3 is equal to or higher than the predetermined upper limit charging rate, the energy battery 3 and the quick charger are disconnected and the charging of the energy battery 3 by the quick charger is completed.

  The control procedure of the charge switching device 14a by the control device 12 will be described below.

  First, when the charging rate of the power battery 2 falls below a predetermined lower limit charging rate, an alarm device is activated to warn that the power battery 2 should be charged. When the user who has received this warning selects charging of the power battery 2 by the energy battery 3, the charge switching device 14a is activated to bring the power battery 2 and the energy battery 3 into a connected state. Thereby, the power battery 2 is charged by the energy battery 3. When the charging rate of the power battery 2 is equal to or higher than a predetermined upper limit charging rate, the charge switching device 14a is activated to disconnect the power battery 2 and the energy battery 3 from each other. Thereby, the charging of the power battery 2 by the energy battery 3 is completed.

  On the other hand, when charging of the power battery 2 by the quick charger is selected, the charge switching device 14a is operated to connect the power battery 2 and the quick charger, and the energy battery 3, the power battery 2, and the quick charger. Are in a disconnected state. Thereby, the power battery 2 is charged by the quick charger. When the charging rate of the power battery 2 is equal to or higher than the predetermined upper limit charging rate, the charge switching device 14a is activated to connect the energy battery 3 and the quick charger, and the power battery 2 and the energy battery 3 and Turn off the quick charger. Thereby, the charging of the power battery 2 by the quick charger is completed, and the energy battery 3 is charged by the quick charger. Then, when the charging rate of the energy battery 3 becomes equal to or higher than a predetermined upper limit charging rate, the charge switching device 14a is operated to disconnect the energy battery 3 and the quick charger. Thereby, the charging of the energy battery 3 by the quick charger is completed.

-Effect-
As described above, according to the present embodiment, the power battery 2, the energy battery 3, the motor inverter 4, the electric air conditioner 5 and the car accessory 6, and the power battery 2 and the motor inverter 4 are electrically connected. Since one circuit 8 and the second circuit 9 for electrically connecting the energy battery 3 to the electric air conditioner 5 and the car accessory 6 are provided, the power supply to the motor inverter 4 is performed only by the power battery 2. The power supply to the electric air conditioner 5 and the car accessory 6 can be performed by the energy battery 3. For this reason, a large-sized and high-cost DC-DC converter can be made unnecessary.

  Also, a third circuit 10 that electrically connects the power battery 2 and the energy battery 3, and a charge switching device 14 a that is arranged in the third circuit 10 and that can switch the connection state between the power battery 2 and the energy battery 3. The charging switching device 14a uses the energy battery 3 to charge the power battery 2 while the vehicle is traveling, so that the power battery 2 and the energy battery 3 are connected when the energy battery 3 is charged. This can be done by the battery 3. For this reason, the cruising distance can be extended.

Furthermore, when the quick switching device 14a is connected to the power battery 2 via the charging switching device 14a, the charging switching device 14a can also switch the connection state between the power battery 2 and the quick charging device. When charging the power battery 2, the power battery 2 and the quick charger are connected, and the power battery 2 and the energy battery 3 are disconnected. It can also be done with a quick charger.
Moreover, since the power battery 2 is configured to be able to be charged within a predetermined required charging time by discharging the energy battery 3 at the allowable continuous discharge rate, the power battery 2 is charged within the predetermined required charging time. be able to.

  Furthermore, since the energy battery 3 has a plurality of battery cells 31 and the power battery 2 can be charged by some of the battery cells 31, When charging is possible, the power battery 2 can be charged only by a part of the battery cells 31. For this reason, the power battery 2 can be appropriately charged by the energy battery 3.

  In addition, since the energy capacity of the power battery 2 is set to an amount capable of traveling the mileage per day that covers a predetermined percentile of the market in general, the mileage per day that covers the predetermined percentile of the market in general. Can drive.

  In this embodiment, the energy battery 3 is charged by the quick charger. However, for example, when this charging takes a long time, the energy battery 3 may be replaced. At this time, it is preferable to replace only the battery module 30 (a part of the energy battery 3) that cannot be discharged. According to this, vehicle travel can be resumed in a short time.

(Embodiment 2)
In the present embodiment, the power battery 2 has a plurality of battery modules 20, and some of these battery modules 20 are charged by the energy battery 3, while power from other battery modules 20 is received. Although the point supplied to the motor inverter 4 differs from Embodiment 1, it is the same structure as Embodiment 1 about another point. Therefore, in the following description, the same components as those of the first embodiment will be described using the same reference numerals.

  As shown in FIG. 4, the power battery 2 includes first and second battery modules 20 a and 20 b and a module switching device 22 (module switching means). The battery modules 20a and 20b are connected in parallel to each other. Each battery module 20a, 20b satisfies the required output of the motor inverter 4. Each battery module 20a, 20b includes a plurality of battery cells (not shown). In FIG. 4, the illustration of the electric air conditioner 5, the car accessory 6, the 12V battery 7, the third circuit 10, and the fourth circuit 11 is omitted for easy understanding of the drawing.

  The module switching device 22 is provided at a terminal of the power battery 2. The module switching device 22 is a relay although a detailed description thereof is omitted. That is, the module switching device 22 can switch the connection state between the battery modules 20 a and 20 b of the power battery 2, the energy battery 3, and the motor inverter 4. When the module switching device 22 is running on the vehicle and the power switching device 14a is connected to the power battery 2 and the energy battery 3, the module switching device 22 is connected to the energy battery 3 and the motor inverter 4 is connected. A first state in which the second battery module 20b is connected to the motor inverter 4 and disconnected from the energy battery 3, and a first battery module 20a is connected to the motor inverter 4 and in the energy battery 3 The second battery module 20b is alternately connected to the energy battery 3 and switched to the second state in which the motor inverter 4 is disconnected.

  A module switching device 22 is further electrically connected to the control device 12. When charging the first battery module 20a or the second battery module 20b of the power battery 2 by the energy battery 3, the control device 12 uses the first battery module 20a or the second battery module 20b based on the input signal from the power battery charge rate sensor 16. It is determined whether or not the charging rate of the battery module 20b is greater than or equal to a predetermined upper limit charging rate. When it is determined that the charging rate of the first battery module 20a or the second battery module 20b of the power battery 2 is equal to or higher than a predetermined upper limit charging rate, the charging of the first battery module 20a or the second battery module 20b is completed. , Switching from the first state to the second state or from the second state to the first state.

  A control procedure of the module switching device 22 by the control device 12 while the vehicle is traveling will be described below.

  First, the charge switching device 14a and the module switching device 22 are operated to connect the power battery 2 and the energy battery 3, and the first battery module 20a of the power battery 2 is connected to the energy battery 3 and the motor inverter. 4, the second battery module 20b is connected to the motor inverter 4 and the energy battery 3 is disconnected from the first state. Thereby, the first battery module 20 a is charged by the energy battery 3, and the electric power from the second battery module 20 b is supplied to the electric motor via the motor inverter 4.

  When the charging rate of the first battery module 20a of the power battery 2 is equal to or higher than a predetermined upper limit charging rate, the first battery module 20a is connected to the motor inverter 4 and disconnected from the energy battery 3 from the first state. And the second battery module 20b is switched to the second state where the energy battery 3 is connected and the motor inverter 4 is disconnected. Thereby, the second battery module 20b is charged by the energy battery 3, and the electric power from the first battery module 20a is supplied to the electric motor via the motor inverter 4.

  Then, when the charging rate of the second battery module 20b of the power battery 2 becomes equal to or higher than a predetermined upper limit charging rate, the second state is switched to the first state. Thereafter, the control procedure is repeated as described above.

-Effect-
As described above, according to the present embodiment, the power battery 2 can switch the connection state between the first and second battery modules 20a and 20b and the battery modules 20a and 20b, the energy battery 3, and the motor inverter 4. The module switching device 22 has a first battery module 20a when the vehicle is running and when the power battery 2 and the energy battery 3 are connected by the charge switching device 14a. Is connected to the energy battery 3 and disconnected from the motor inverter 4, and the second battery module 20b is connected to the motor inverter 4 and disconnected from the energy battery 3, and the first battery module 20a. Is connected to the motor inverter 4 and disconnected from the energy battery 3. Moni switch the second battery module 20b alternately and a second state in which the energy battery 3 connected state Toshikatsu motor inverter 4 and the cutting condition. That is, while the vehicle is running, the first battery module 20a is charged by the energy battery 3 and the power supply to the motor inverter 4 is supplied by the second battery module 20b, and the power supply to the motor inverter 4 is first. The first battery module 20a is alternately switched to the second state in which the second battery module 20b is charged and the energy battery 3 is charged. For this reason, the power battery 2 can be charged by the energy battery 3 while the vehicle is traveling. Therefore, the cruising distance can be extended.

  In the present embodiment, the power battery 2 includes two battery modules 20a and 20b. However, the power battery 2 may include three or more battery modules 20. At this time, a part of the battery module 20 is charged by the energy battery 3, while power from the other battery modules 20 is supplied to the motor inverter 4.

  Moreover, in this embodiment, although the module switching apparatus 22 was comprised with the relay provided in the terminal of the power battery 2, as long as the above switching can be performed, the arrangement | positioning and structure are not limited to said thing.

(Embodiment 3)
Although the present embodiment is different from the first embodiment in that the energy battery 3 is a primary battery, the other configurations are the same as those in the first embodiment. Therefore, in the following description, the same components as those of the first embodiment will be described using the same reference numerals.

  The energy battery 3 is a metal air battery (for example, a zinc air battery). Only a part of the energy battery 3 can be replaced. Specifically, the energy battery 3 can replace only the battery module 30 that cannot be discharged. This exchange is performed by exchanging the entire battery module 30 or exchanging only the electrodes. When there is a battery module 30 that cannot be discharged, the control device 12 activates an alarm device to warn that the battery module 30 should be replaced. The user who has received this warning can recognize that there is a battery module 30 that cannot be discharged.

-Effect-
As described above, according to the present embodiment, since the energy battery 3 can replace only the battery module 30 that cannot be discharged, only the battery module 30 that cannot be discharged can be replaced with the battery module 30 that can be discharged. it can. For this reason, the power supply to the electric air conditioner 5 and the car accessory 6 and the charging of the power battery 2 can be reliably performed by the energy battery 3.

(Other embodiments)
In addition, in each said embodiment, although the vehicle power supply device 1 which concerns on this invention was applied to the electric vehicle, you may apply to other motor vehicles.

  Moreover, in each said embodiment, although the power battery 2 was comprised with the lithium ion secondary battery and the energy battery 3 was comprised with the lithium ion secondary battery and the metal air battery, it does not restrict to this, For example, the energy battery 3 is a solid battery. (Primary battery) may be used.

  Furthermore, in each said embodiment, although the charge switching apparatus 14a was comprised with the relay provided in the 3rd circuit, as long as the above switching can be performed, the arrangement | positioning and structure are not limited to said thing.

  Further, the constituent elements of the above embodiments may be arbitrarily combined without departing from the spirit of the present invention.

  As described above, the vehicular power supply apparatus according to the present invention can be applied to uses that require no large DC-DC converter.

1 Vehicle power supply
2 Power battery
20 battery module 20a first battery module
20b Second battery module
22 Module switching device (module switching means)
3 Energy battery
30 Battery module 31 Battery cell 4 Motor inverter
5 Electric air conditioner (load)
6 Car accessories (load)
8 First circuit
9 Second circuit
10 Third circuit
14 Car charger
14a Charge switching device (charge switching means)

Claims (8)

A power supply device for a vehicle comprising a power battery, an energy battery, and a motor inverter for controlling an electric motor for driving the vehicle,
A load other than the motor inverter,
A first circuit connecting the power battery and the motor inverter;
The vehicle power supply device further comprising a second circuit connecting the energy battery and the load. The vehicle power supply device according to claim 1,
A third circuit connecting the power battery and the energy battery;
A charge switching means provided in the third circuit and capable of switching a connection state between the power battery and the energy battery;
The power supply device for vehicles, wherein the charge switching means is configured to connect the power battery and the energy battery when the power battery is charged by the energy battery. The vehicle power supply device according to claim 2,
When the charger switching unit is connected to the power battery via the charging switching unit, the connection state between the power battery and the charger can also be switched. A power supply device for a vehicle, wherein the power battery and the charger are connected to each other and the power battery and the energy battery are disconnected when charging. In the vehicle power supply device according to claim 2 or 3,
The energy battery is configured to be capable of charging the power battery within a predetermined charging time by discharging at the allowable discharge rate. In the vehicle power supply device according to any one of claims 2 to 4,
The energy battery includes a plurality of battery cells, and the power battery can be charged by a part of the battery cells. In the vehicle power supply device according to any one of claims 2 to 5,
The vehicle power supply device, wherein the energy battery is configured to be replaceable. In the vehicle power supply device according to any one of claims 2 to 6,
The power battery includes first and second battery modules, and module switching means capable of switching connection states between the battery modules, the energy battery, and the motor inverter,
When the module switching means is traveling in a vehicle and the power switching battery and the energy battery are connected by the charge switching means, the first battery module is connected to the energy battery and the motor inverter A first state in which the second battery module is connected to the motor inverter and disconnected from the energy battery, and the first battery module is connected to the motor inverter and is connected to the energy battery. The vehicle power supply is configured to be switched to a second state in which the second battery module is connected to the energy battery and the motor inverter is disconnected from the energy battery. apparatus. In the vehicle power supply device according to any one of claims 1 to 7,
The power capacity of the power battery is set to an amount capable of traveling a traveling distance per day.

Images