JPH05244704A - Auxiliary power supply for motor vehicle - Google Patents
Auxiliary power supply for motor vehicleInfo
- Publication number
- JPH05244704A JPH05244704A JP4075173A JP7517392A JPH05244704A JP H05244704 A JPH05244704 A JP H05244704A JP 4075173 A JP4075173 A JP 4075173A JP 7517392 A JP7517392 A JP 7517392A JP H05244704 A JPH05244704 A JP H05244704A
- Authority
- JP
- Japan
- Prior art keywords
- storage battery
- voltage
- auxiliary storage
- auxiliary
- charging
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- 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
-
- 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
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、電気自動車などに搭載
される電動車両の補助電源供給装置に関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary power supply device for an electric vehicle mounted on an electric vehicle or the like.
【０００２】[0002]
【従来の技術】ガソリンエンジンで走行する従来の乗用
車では、各種のモータや制御用のマイコンなどへの直流
給電が１２volt乃至２４voltの蓄電池から行われてきた
が、現在開発中の電気自動車では、電動機への給電が１
００volt乃至３００voltの高電圧の蓄電池から行われ
る。2. Description of the Related Art In a conventional passenger car that runs on a gasoline engine, DC power is supplied to various motors and control microcomputers from a storage battery of 12 to 24 volts. Power supply to 1
It is performed from a high voltage storage battery of 00 volt to 300 volt.
【０００３】この種の電気自動車では、既存の１２volt
や２４volt給電系との整合性を図るために、電動機への
高電圧給電を主目的とする高電圧（例えば１００volt）
給電用の主蓄電池の他に１２voltや２４volt給電用の補
助蓄電池を設置すると共に、これらの主蓄電池と補助蓄
電池との間にＤＣーＤＣダウンコンバータを設置し、こ
れを介して主蓄電池により補助蓄電池を充電する構成が
考えられている。In this type of electric vehicle, the existing 12volt
High voltage (eg 100 volt) whose main purpose is to supply high voltage to the motor in order to achieve consistency with the 24 volt power supply system.
In addition to the main storage battery for power supply, an auxiliary storage battery for 12 volt or 24 volt power supply is installed, and a DC-DC down converter is installed between these main storage battery and auxiliary storage battery. A configuration for charging the battery is considered.
【０００４】従来、上記主蓄電池による補助蓄電池の充
電は、主蓄電池が車両の走行のために放電中であるか、
あるいは車庫内などで充電中であるかとは無関係に、補
助蓄電池の端子電圧が所定の閾値以下になり次第自動的
に開始する構成となっている。Conventionally, the auxiliary storage battery is charged by the main storage battery, whether the main storage battery is being discharged for traveling of the vehicle,
Alternatively, it is configured to automatically start as soon as the terminal voltage of the auxiliary storage battery becomes equal to or lower than a predetermined threshold, regardless of whether the auxiliary storage battery is being charged in the garage or the like.
【０００５】[0005]
【発明が解決しようとする課題】上記従来の電源構成で
は、主蓄電池の充放電状態とは無関係に補助蓄電池の電
圧値が所定の閾値になり次第主蓄電池からの充電を開始
している。このため、主蓄電池が車庫内などで充電中で
あるにもかかわらず補助蓄電池への充電が行われない場
合が生ずる。この場合、充電のためにあえて確保した不
走行期間を補助蓄電池への充電には利用できなくなると
いう不都合がある。これに付随して、主蓄電池からの放
電電力を走行用に極力限定したい走行期間中に補助蓄電
池への充電を開始しなければならなくなるという不都合
も生じる。In the above conventional power supply configuration, charging from the main storage battery is started as soon as the voltage value of the auxiliary storage battery reaches a predetermined threshold value regardless of the charge / discharge state of the main storage battery. Therefore, there is a case where the auxiliary storage battery is not charged even though the main storage battery is being charged in the garage or the like. In this case, there is an inconvenience that the non-traveling period reserved for charging cannot be used for charging the auxiliary storage battery. Along with this, there also arises a disadvantage that charging of the auxiliary storage battery must be started during a traveling period when it is desired to limit the discharge power from the main storage battery for traveling.
【０００６】[0006]
【課題を解決するための手段】本発明に係わる電動車両
の補助電源供給装置は、主蓄電池の充電期間内はこの主
蓄電池に供給する充電電力の一部を電圧変換回路を介し
て補助蓄電池にも供給する制御手段を備えている。In the auxiliary power supply device for an electric vehicle according to the present invention, a part of the charging power supplied to the main storage battery is supplied to the auxiliary storage battery via the voltage conversion circuit during the charging period of the main storage battery. Is also provided with a control means for supplying.
【０００７】[0007]
【作用】本発明の補助電源供給装置によれば、主蓄電池
の充電期間内には補助蓄電池の端子電圧が所定の閾値以
下になったか否かとは無関係に、すなわち強制的に電圧
変換回路を介して補助蓄電池への充電が行われることに
なり、上記従来の欠点が有効に解決される。According to the auxiliary power supply device of the present invention, regardless of whether the terminal voltage of the auxiliary storage battery becomes equal to or lower than a predetermined threshold value during the charging period of the main storage battery, that is, the auxiliary storage battery is forcibly passed through the voltage conversion circuit. As a result, the auxiliary storage battery is charged, and the above-mentioned conventional drawbacks are effectively solved.
【０００８】この強制的な補助蓄電池の充電をより確実
にするには、電圧変換回路の出力電圧を制御することに
より補助蓄電池への充電電圧をその端子電圧の定格値よ
りも高めの値に設定すればよい。また、走行中は補助蓄
電池への供給電圧をその定格値近傍まで低下させること
により走行中の充電を抑制すれば、主蓄電池の消耗の度
合いと補助蓄電池の消耗の度合いとが接近することにな
り、上記強制的な充電がより確実になる。以下、本発明
の更に詳細については以下の実施例と共に説明する。In order to more reliably charge the auxiliary storage battery, the charging voltage for the auxiliary storage battery is set to a value higher than the rated value of the terminal voltage by controlling the output voltage of the voltage conversion circuit. do it. If the charging voltage during running is suppressed by lowering the supply voltage to the auxiliary storage battery near the rated value during running, the degree of consumption of the main storage battery and the degree of consumption of the auxiliary storage battery will be close to each other. , The above-mentioned forced charging becomes more reliable. Hereinafter, further details of the present invention will be described together with the following examples.
【０００９】[0009]
【実施例】図１は、本発明の一実施例の補助電源供給装
置の構成を関連の装置と共に示すブロック図である。こ
の補助電源供給装置は、高端子電圧の主蓄電池１、低端
子電圧の補助蓄電池２、ＤＣーＤＣダウンコンバータ
３、ジャンクションボックス４、コントローラ５とから
構成されている。1 is a block diagram showing the structure of an auxiliary power supply device according to an embodiment of the present invention together with related devices. This auxiliary power supply device comprises a main storage battery 1 having a high terminal voltage, an auxiliary storage battery 2 having a low terminal voltage, a DC-DC down converter 3, a junction box 4, and a controller 5.
【００１０】端子電圧１００volt程度の主蓄電池１は、
電動機などの高電圧負荷ＬＨへの給電を行うと共に、Ｄ
ＣーＤＣダウンコンバータ３を介して１２voltの端子電
圧の補助蓄電池２とこれに並列に接続された低電圧負荷
ＬＬへの給電を行う。The main storage battery 1 having a terminal voltage of about 100 volts is
While supplying power to the high voltage load LH such as an electric motor, D
Power is supplied to the auxiliary storage battery 2 having a terminal voltage of 12 volt and the low-voltage load LL connected in parallel with the auxiliary storage battery 2 via the C-DC down converter 3.
【００１１】ジャンクションボックス４は、コントロー
ラ５によって開閉されるリレー群を内蔵する配電回路で
あり、主蓄電池１と高電圧負荷ＬＨ間の接／断、主蓄電
池１とＤＣーＤＣダウンコンバータ３間の接／断、車外
の充電器ＢＣと主蓄電池１間の接／断、あるいは、充電
器ＢＣとＤＣーＤＣダウンコンバータ３間の接／断を行
う。コントローラ５は、電動車両が走行中であるか否
か、車外の充電器ＢＣが動作中であるか、補助蓄電池２
の端子電圧が閾値以下であるかなど各種の状況に応じて
ジャンクションボックス４内のリレーを開閉することに
より、主電源系内と補助電源系内の動作を制御する。The junction box 4 is a power distribution circuit containing a relay group that is opened and closed by the controller 5, and connects / disconnects the main storage battery 1 and the high voltage load LH, and connects the main storage battery 1 and the DC-DC down converter 3. Connection / disconnection, connection / disconnection between the charger BC outside the vehicle and the main storage battery 1, or connection / disconnection between the charger BC and the DC-DC down converter 3. The controller 5 determines whether or not the electric vehicle is traveling, whether the charger BC outside the vehicle is operating, and whether or not the auxiliary storage battery 2 is used.
The operation in the main power supply system and the operation in the auxiliary power supply system are controlled by opening and closing the relays in the junction box 4 according to various situations such as whether the terminal voltage of is less than or equal to the threshold value.
【００１２】電動車両の走行中には、ジャンクションボ
ックス４を通して高電圧負荷ＬＨとＤＣーＤＣダウンコ
ンバータ３の双方が主蓄電池１に接続される。この電動
車両の走行中には、ＤＣーＤＣダウンコンバータ３の出
力電圧は、図２の上段に例示するように、コントローラ
５の制御のもとに補助蓄電池２の端子電圧の定格値（１
２volt）よりも多少高めの値に設定される。なお、補助
蓄電池２の端子電圧は、その充電時には充電時間の経過
や充電終了時の充電電圧、充電電流に応じて変動すると
共に、その放電時には放電の進行に応じて変化（減少）
する。そこで、補助蓄電池を単独で使用する場合におい
て充放電サイクルを含む全動作期間にわたって平均した
端子電圧の期待値をここでは端子電圧の定格値と称す
る。従って、車両の走行中に低電圧負荷ＬＬが消費する
電力は、主蓄電池１からの放電電力と補助蓄電池２から
の放電電力とによって賄われ、補助蓄電池２の蓄電量
は、放電時間の経過と共に図２の下段に例示するように
漸減してゆく。While the electric vehicle is running, both the high voltage load LH and the DC-DC down converter 3 are connected to the main storage battery 1 through the junction box 4. While the electric vehicle is running, the output voltage of the DC-DC down converter 3 is the rated value (1) of the terminal voltage of the auxiliary storage battery 2 under the control of the controller 5 as illustrated in the upper part of FIG.
It is set to a value slightly higher than 2 volt). The terminal voltage of the auxiliary storage battery 2 changes according to the progress of charging time or charging voltage and charging current at the end of charging during charging, and changes (decreases) according to the progress of discharging during discharging.
To do. Therefore, when the auxiliary storage battery is used alone, the expected value of the terminal voltage averaged over the entire operation period including the charge / discharge cycle is referred to as the rated value of the terminal voltage here. Therefore, the electric power consumed by the low-voltage load LL while the vehicle is traveling is covered by the discharged electric power from the main storage battery 1 and the discharged electric power from the auxiliary storage battery 2, and the amount of electricity stored in the auxiliary storage battery 2 changes as the discharging time elapses. It gradually decreases as illustrated in the lower part of FIG.
【００１３】主蓄電池１の充電期間内は、充電器ＢＣが
ジャンクションボックス４を介して主蓄電池１とＤＣー
ＤＣダウンコンバータ３の双方に接続される。この接続
制御は、充電器ＢＣがジャンクションボックス４の対応
の入力端子に接続されたことを検出したコントローラ５
によって行われる。コントローラ５は、上記ジャンクシ
ョンボックス４による接続の制御と共に、図２に例示す
るように、ＤＣーＤＣダウンコンバータ３を制御するこ
とによりその出力電圧を補助蓄電池２の端子電圧の定格
値（１２volt）よりも２０％程度高い１４．５volt程度
の値に設定する。この充電の進行に伴い、補助蓄電池２
の蓄電量を完全充電状態以下の適宜な値、例えば８０％
程度まで上昇する。During the charging period of the main storage battery 1, the charger BC is connected via the junction box 4 to both the main storage battery 1 and the DC-DC down converter 3. This connection control is performed by the controller 5 which detects that the charger BC is connected to the corresponding input terminal of the junction box 4.
Done by The controller 5 controls the connection by the junction box 4 and controls the DC-DC down-converter 3 so that its output voltage is lower than the rated value (12 volt) of the terminal voltage of the auxiliary storage battery 2 as illustrated in FIG. Also, set it to a value of about 14.5 volt, which is about 20% higher. As this charging progresses, the auxiliary storage battery 2
The amount of electricity stored in the battery is an appropriate value below the fully charged state, for example 80%
Rise to a degree.
【００１４】なお、補助蓄電池２を完全充電させないの
は、完全充電のためにＤＣーＤＣダウンコンバータ３の
出力電圧を更に高めようとすると電池の寿命劣化などの
弊害が伴うからである。充電の停止と共に、補助蓄電池
２の端子電圧は短時間で端子電圧の定格値よりも多少高
めの値まで低下（回復）する。The reason why the auxiliary storage battery 2 is not fully charged is that if the output voltage of the DC-DC down converter 3 is further increased for complete charging, the battery life is deteriorated. With termination of charging, the terminal voltage of the auxiliary storage battery 2 drops (recovers) to a value slightly higher than the rated value of the terminal voltage in a short time.
【００１５】この充電の終了後は、ＤＣーＤＣダウンコ
ンバータ３は充電器ＢＣからも主蓄電池１からも切り離
される。この充電の終了後に、電動車両を長時間にわた
って放置した場合には、補助蓄電池２の蓄電量は、図４
に示すように、自己放電などによって次第に低下してゆ
く。通常、主蓄電池１は補助蓄電池２と同一種類の蓄電
池（例えば鉛蓄電池）を補助蓄電池２よりも多段に直列
接続することによって構成されるので、自己放電による
蓄電量の低下の比率は両者共に同程度である場合が多
い。しかしながら、電動機を主体にする高電圧負荷が完
全な停止状態に保たれるのに対し、制御用のマイクロコ
ンピータなどを含む低電圧負荷では、監視動作などのた
めに一部動作状態にありこれに伴い電力消費が行われる
ため、主蓄電池１よりも補助蓄電池２の方が蓄電量の低
下の比率が大きくなりがちである。After this charging is completed, the DC-DC down converter 3 is disconnected from the charger BC and the main storage battery 1. When the electric vehicle is left for a long time after the end of this charging, the amount of electricity stored in the auxiliary storage battery 2 is as shown in FIG.
As shown in, it gradually decreases due to self-discharge. Normally, the main storage battery 1 is configured by connecting a storage battery of the same type as the auxiliary storage battery 2 (for example, a lead storage battery) in multiple stages in series than the auxiliary storage battery 2, so that the rate of decrease in the amount of stored electricity due to self-discharge is the same for both. It is often a degree. However, while a high voltage load mainly consisting of an electric motor is kept in a completely stopped state, a low voltage load including a micro computer for control etc. is in a partial operating state for monitoring operation. Since power is consumed accordingly, the auxiliary storage battery 2 tends to have a larger rate of reduction in the amount of stored electricity than the main storage battery 1.
【００１６】補助蓄電池２の端子電圧が定格値よりも低
い所定の値に設定されている閾値まで低下すると、これ
を検出したコントローラ５は、ジャンクションボックス
４を制御することにより主蓄電池１をＤＣーＤＣダウン
コンバータ３に接続して動作を開始させると共に、その
出力電圧を充電器ＢＣからの充電中の場合と同程度の１
４．５volt程度の値に設定し、主蓄電池１による補助蓄
電池２の充電を開始させる。この充電の進行に伴い、補
助蓄電池２の端子電圧が定格値よりも高めに設定された
所定値まで回復すると、これを検出したコントローラ５
はジャンクションボックス４を制御して、ＤＣーＤＣダ
ウンコンバータ３を主蓄電池１から切り離すことにより
補助蓄電池２の充電を終了させる。When the terminal voltage of the auxiliary storage battery 2 drops to a threshold value which is set to a predetermined value lower than the rated value, the controller 5 which detects this decreases the main storage battery 1 to a DC voltage by controlling the junction box 4. The operation is started by connecting to the DC down converter 3, and the output voltage thereof is about the same as 1 during charging from the charger BC.
The value is set to about 4.5 volt, and the main storage battery 1 starts charging the auxiliary storage battery 2. When the terminal voltage of the auxiliary storage battery 2 recovers to a predetermined value set higher than the rated value as the charging progresses, the controller 5 that detects this
Controls the junction box 4 to disconnect the DC-DC down converter 3 from the main storage battery 1 to terminate the charging of the auxiliary storage battery 2.
【００１７】図３は、図１のＤＣーＤＣダウンコンバー
タ３の最も簡単な構成の一例を示す回路図である。この
ＤＣーＤＣダウンコンバータ２は、図４のジャンクショ
ンボックス４から一次側の入力端子（Ｉ1 ，Ｉ2 ）に供
給される１００volt程度の直流電圧をスイッチングトラ
ンジスタ（Ｑ）でオン／オフして交流に変換し、変成器
Ｔを介して二次側に伝達し、整流器（ＲＥＣ）で整流
し、平滑回路（Ｓ）で平滑化したのち、補助蓄電池２と
低電圧負荷に連なる出力端子（Ｏ）に出力する構成とな
っている。FIG. 3 is a circuit diagram showing an example of the simplest configuration of the DC-DC down converter 3 of FIG. This DC-DC down converter 2 turns on / off a DC voltage of about 100 volt supplied from the junction box 4 of FIG. 4 to the input terminals (I 1 , I 2 ) on the primary side by a switching transistor (Q) to generate an alternating current. Output to the secondary side through the transformer T, rectified by the rectifier (REC), smoothed by the smoothing circuit (S), and then connected to the auxiliary storage battery 2 and the low voltage load (O) It is configured to output to.
【００１８】ＩＣで構成される制御回路（ＣＯＮＴ）
は、出力端子（Ｏ）に出現する出力電圧と、図１のコン
トローラ５から入力端子（Ｉ3 ）に供給される基準電圧
との誤差信号を発生させる差動増幅器（ＡＭＰ）と、所
定周期の鋸歯状波を発生する発振回路（ＯＳＣ）と、こ
の鋸歯状波を上記誤差電圧でスライスすることにより誤
差電圧の大小に応じてデューティ比が変化するパルス列
を出力する比較器（ＣＯＭ）から構成されている。この
制御回路（ＣＯＮＴ）から出力されるパルス列は変成器
ｔを介してスイッチングトランジスタＱのベース端子に
供給され、その導通時間率によってこのＤＣーＤＣダウ
ンコンバータの出力電圧を制御する。なお、電源回路Ｒ
ＥＧは、上記制御回路に動作電力を供給するものであ
り、入力端子Ｉ1 に直流電圧が出現すると同時に制御回
路への給電を開始する。また、サイリスタＴｈは、並列
接続された抵抗器と併せて一次側の突入電流を制限する
ためのものである。Control circuit (CONT) composed of IC
Is a differential amplifier (AMP) for generating an error signal between the output voltage appearing at the output terminal (O) and the reference voltage supplied to the input terminal (I 3 ) from the controller 5 of FIG. An oscillator circuit (OSC) for generating a sawtooth wave and a comparator (COM) for slicing the sawtooth wave with the error voltage to output a pulse train whose duty ratio changes according to the magnitude of the error voltage. ing. The pulse train output from the control circuit (CONT) is supplied to the base terminal of the switching transistor Q via the transformer t, and the output voltage of the DC-DC down converter is controlled by its conduction time ratio. The power circuit R
The EG supplies operating power to the control circuit, and starts supplying power to the control circuit at the same time when a DC voltage appears at the input terminal I 1 . The thyristor Th is for limiting the inrush current on the primary side together with the resistor connected in parallel.
【００１９】以上、車両の走行中には、主蓄電池１から
ＤＣーＤＣダウンコンバータ３を介して常時補助蓄電池
２と低電圧負荷とに給電を行う構成を例示した。しかし
ながら、車両の走行中にはＤＣーＤＣダウンコンバータ
３の動作を停止させて補助蓄電池２の放電電力のみによ
る低電圧負荷への給電を行わせ、この補助蓄電池２の端
子電圧が所定の閾値まで低下した時に、ＤＣーＤＣダウ
ンコンバータ３の動作を開始させることにより、低電圧
負荷への給電と補助蓄電池２の充電を行わせる構成とし
てもよい。In the above, the configuration in which the auxiliary storage battery 2 and the low-voltage load are constantly supplied with power from the main storage battery 1 via the DC-DC down converter 3 while the vehicle is traveling has been illustrated. However, while the vehicle is running, the operation of the DC-DC down converter 3 is stopped to supply power to a low voltage load only by the discharge power of the auxiliary storage battery 2, and the terminal voltage of the auxiliary storage battery 2 reaches a predetermined threshold value. When the voltage decreases, the operation of the DC-DC down converter 3 may be started to supply power to a low-voltage load and charge the auxiliary storage battery 2.
【００１８】[0018]
【発明の効果】以上詳細に説明したように、本発明補助
電源供給装置は、主蓄電池の充電期間内には補助蓄電池
の端子電圧が所定の閾値以下になったか否かとは無関係
に、すなわち強制的に電圧変換回路を介して補助蓄電池
への充電が行われる構成であるから、主蓄電池の充電の
ためにあえて確保した不走行期間を補助蓄電池への充電
にも利用できるという利点がある。As described in detail above, the auxiliary power supply device of the present invention is forced, regardless of whether the terminal voltage of the auxiliary storage battery is below a predetermined threshold value during the charging period of the main storage battery, that is, it is forced. Since the auxiliary storage battery is electrically charged through the voltage conversion circuit, there is an advantage that the non-traveling period that is intentionally reserved for charging the main storage battery can be used for charging the auxiliary storage battery.
【図１】本発明の一実施例に係わる電動車両の補助電源
供給装置の構成を関連の装置と共に示すブロック図であ
る。FIG. 1 is a block diagram showing a configuration of an auxiliary power supply device for an electric vehicle according to an embodiment of the present invention together with related devices.
【図２】図１のＤＣーＤＣダウンコンバータ３の出力電
圧（上段）と、補助蓄電池２の蓄電量の時間的変化（下
段）の様子を例示する概念図である。2 is a conceptual diagram exemplifying how the output voltage (upper stage) of the DC-DC down converter 3 and the amount of electricity stored in the auxiliary storage battery 2 with time (lower stage) in FIG. 1 are illustrated.
【図３】図１のＤＣーＤＣダウンコンバータ３の最も簡
単な構成の一例を示す回路図である。FIG. 3 is a circuit diagram showing an example of the simplest configuration of the DC-DC down converter 3 of FIG.
１ 主蓄電池 ２ 補助蓄電池 ３ ＤＣーＤＣダウンコンバータ（電圧変換回路） ４ ジャンクションボックス ５ コントローラ 1 Main storage battery 2 Auxiliary storage battery 3 DC-DC down converter (voltage conversion circuit) 4 Junction box 5 Controller
Claims (5)
も低い端子電圧の補助蓄電池と、前記主蓄電池の端子電
圧を低電圧に変換して前記補助蓄電池及びこれに並列接
続された低電圧の負荷に供給する電圧変換回路とを備え
た電動車両の補助電源供給装置において、 前記主蓄電池の充電期間内はこの主蓄電池に供給する充
電電力の一部を前記電圧変換回路を介して前記補助蓄電
池にも供給する制御手段を備えたことを特徴とする電動
車両の補助電源供給装置。1. A main storage battery, an auxiliary storage battery having a terminal voltage lower than a terminal voltage of the main storage battery, a terminal voltage of the main storage battery converted into a low voltage, and the auxiliary storage battery and a low voltage connected in parallel therewith. In the auxiliary power supply device for an electric vehicle, which is provided with a voltage conversion circuit for supplying to the load, a part of the charging power supplied to the main storage battery during the charging period of the main storage battery is supplemented via the voltage conversion circuit. An auxiliary power supply device for an electric vehicle, comprising a control means for supplying also to a storage battery.
変換回路の出力電圧を前記補助蓄電池の端子電圧の定格
値よりも高い値に設定して前記補助蓄電池に供給する制
御手段を備えたことを特徴とする電動車両の補助電源供
給装置。2. The control means according to claim 1, wherein the control means sets the output voltage of the voltage conversion circuit to a value higher than a rated value of the terminal voltage of the auxiliary storage battery during the charging period of the main storage battery. An auxiliary power supply device for an electric vehicle, comprising a control means for supplying the battery.
変換回路の出力電圧を前記補助蓄電池の端子電圧の定格
値よりも高い第１の値に設定して前記補助蓄電池に供給
すると共に、車両の実走行期間内は前記電圧変換回路の
出力電圧を前記第１の値よりも低くかつ前記定格値より
も高い第２の値に設定して前記補助蓄電池に供給する手
段を備えたことを特徴とする電動車両の補助電源供給装
置。3. The control means according to claim 1, wherein the output voltage of the voltage conversion circuit is set to a first value higher than a rated value of the terminal voltage of the auxiliary storage battery during the charging period of the main storage battery. Is supplied to the auxiliary storage battery, and the output voltage of the voltage conversion circuit is set to a second value lower than the first value and higher than the rated value during the actual traveling period of the vehicle. An auxiliary power supply device for an electric vehicle, comprising:
変換回路の出力電圧を前記補助蓄電池の端子電圧の定格
値よりも高い第１の値に設定して前記補助蓄電池る供給
すると共に、車両の不使用期間内に前記補助蓄電池の端
子電圧が前記定格値よりも低い所定の閾値以下になった
ことを検出して前記電圧変換回路の出力電圧を前記第１
の値に設定して前記補助蓄電池に供給する手段を備えた
ことを特徴とする電動車両の補助電源供給装置。4. The control means sets the output voltage of the voltage conversion circuit to a first value higher than the rated value of the terminal voltage of the auxiliary storage battery during the charging period of the main storage battery. The auxiliary storage battery is supplied, and the output voltage of the voltage conversion circuit is detected by detecting that the terminal voltage of the auxiliary storage battery has become equal to or lower than a predetermined threshold value lower than the rated value while the vehicle is not in use. First
An auxiliary power supply device for an electric vehicle, comprising means for setting to the value of and supplying to the auxiliary storage battery.
変換回路の出力電圧を前記補助蓄電池の端子電圧の定格
値よりも高い第１の値に設定して前記補助蓄電池に供給
すると共に、車両の使用期間内は前記補助蓄電池の端子
電圧が前記定格値よりも低い所定の閾値以下になったこ
とを検出して前記電圧変換回路の出力電圧を前記第１の
値よりも低くかつ前記閾値よりも高い第２の値に設定し
て補助蓄電池に供給する手段を備えたことを特徴とする
電動車両の補助電源供給装置。5. The control means according to claim 1, wherein the output voltage of the voltage conversion circuit is set to a first value higher than a rated value of the terminal voltage of the auxiliary storage battery during the charging period of the main storage battery. The auxiliary storage battery is supplied to the auxiliary storage battery, and the terminal voltage of the auxiliary storage battery is detected to be equal to or lower than a predetermined threshold value lower than the rated value during the period of use of the vehicle to detect the output voltage of the voltage conversion circuit as the first voltage. An auxiliary power supply device for an electric vehicle, comprising means for setting a second value lower than the value of 1 and higher than the threshold value to supply the auxiliary storage battery.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4075173A JPH05244704A (en) | 1992-02-26 | 1992-02-26 | Auxiliary power supply for motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4075173A JPH05244704A (en) | 1992-02-26 | 1992-02-26 | Auxiliary power supply for motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05244704A true JPH05244704A (en) | 1993-09-21 |
Family
ID=13568549
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4075173A Pending JPH05244704A (en) | 1992-02-26 | 1992-02-26 | Auxiliary power supply for motor vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05244704A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07131940A (en) * | 1993-11-02 | 1995-05-19 | Nec Corp | Charge controller |
| JP2004260948A (en) * | 2003-02-26 | 2004-09-16 | Furukawa Electric Co Ltd:The | Power supply device |
| US6806671B2 (en) * | 2001-09-25 | 2004-10-19 | Toyota Jidosha Kabushiki Kaisha | Power supply system and power supply method |
| JP2004320877A (en) * | 2003-04-15 | 2004-11-11 | Toyota Motor Corp | Power device for drive unit and automobile equipped with the same, and control method of power device |
| JP2010226776A (en) * | 2009-03-19 | 2010-10-07 | Nissan Motor Co Ltd | Device and method for controlling power supply circuit |
| CN113022287A (en) * | 2021-03-01 | 2021-06-25 | 西华大学 | Continuous battery replacement system with auxiliary driving mode and battery replacement method |
-
1992
- 1992-02-26 JP JP4075173A patent/JPH05244704A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07131940A (en) * | 1993-11-02 | 1995-05-19 | Nec Corp | Charge controller |
| US6806671B2 (en) * | 2001-09-25 | 2004-10-19 | Toyota Jidosha Kabushiki Kaisha | Power supply system and power supply method |
| JP2004260948A (en) * | 2003-02-26 | 2004-09-16 | Furukawa Electric Co Ltd:The | Power supply device |
| JP2004320877A (en) * | 2003-04-15 | 2004-11-11 | Toyota Motor Corp | Power device for drive unit and automobile equipped with the same, and control method of power device |
| JP2010226776A (en) * | 2009-03-19 | 2010-10-07 | Nissan Motor Co Ltd | Device and method for controlling power supply circuit |
| CN113022287A (en) * | 2021-03-01 | 2021-06-25 | 西华大学 | Continuous battery replacement system with auxiliary driving mode and battery replacement method |
| CN113022287B (en) * | 2021-03-01 | 2023-11-10 | 中京未来(北京)科技有限公司 | Continuous power conversion system with auxiliary driving mode and power conversion method |
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