JPH0819115A - Hybrid power source for motor driven vehicle - Google Patents

Abstract

PURPOSE:To obtain traveling performance and to prevent the deterioration of a power source (P source) by variably controlling an available voltage variable range in response to a predetermined parameter when power storage of the rated performance or more of the P source is required. CONSTITUTION:A power controller 10 inputs a signal from accelerator opening detecting means 11, a signal from vehicle speed detecting means 12, etc. The controller 10 controls a power regulator 3 based on the input signals, and controls the temperature, the upper and lower limit voltages of a P source 2. The controller 10 controls charging and discharging output share of an E source 1 and the P source 2 in response to the traveling state, the vehicle state and a traffic state, and so controls the regulator 3 as to reduce the use frequency of an overvoltage range so as to store and discharge the power over the range limited by the rated performance of the source 2. As a result, the traveling performance can be obtained and the deterioration of the source 2 can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid power supply device which combines two types of power supplies in an electric vehicle driven by electric energy.

[0002]

2. Description of the Related Art In an electric vehicle which is required to travel for a long time and has a large load change, a hybrid power source is used which is a combination of two types of power sources that meet the respective requirements. That is, traveling is performed by an energy power source (hereinafter referred to as “E power source”) suitable for long-time small power charging and discharging and a power source suitable for short-time large power charging / discharging (hereinafter referred to as “P power source”). Driving an electric motor for use is under way.

In this type of hybrid power supply device, a storage battery is generally used as an E power supply and a capacitor is used as a P power supply, as disclosed in, for example, Japanese Patent Application Laid-Open No. 5-30608.

[0004]

By the way, in the hybrid power supply device for an electric vehicle having the above-mentioned structure, only the E power source is used when the load is small, and both power sources or the P power source is used depending on the load when the load is large. Is configured to supply electric power to the traveling electric motor. That is, the vehicle normally travels only with the E power source, but in order to save the output current of the E power source as much as possible and extend the cruising range, the output of the E power source is limited when a large amount of power is required, such as during acceleration, The shortage of electric power is discharged from the P power source, and is charged from the E power source when the remaining storage amount of the P power source decreases.

However, due to the deterioration of the P power source, there is a case where the running performance required as a vehicle cannot be ensured due to a shortage of a chargeable capacity or a voltage drop due to an increase in internal resistance.

Therefore, an object of the present invention is to provide a hybrid power supply device for an electric vehicle, which is provided with means for ensuring running performance, means for preventing deterioration of the P power supply, and means for taking measures after deterioration.

[0007]

A hybrid power supply device according to the present invention comprises a control means for variably controlling a usable voltage variable range in accordance with a predetermined parameter when a storage capacity higher than the rated performance of a P power supply is required. It is characterized by

The above parameters are the temperature of the element of the P power supply,
It consists of at least one of the operating time and load magnitude that exceeds the rated performance.

Further, in the hybrid power supply device according to the present invention, when a charging / discharging current amount higher than the rated performance of the P power supply is required, charging is performed at a rated current or higher in accordance with at least one of the predetermined parameters. It is characterized in that it is provided with a control means for variably and variably controlling the discharge frequency.

Further, the hybrid power supply device according to the present invention detects deterioration of the P power supply from the decrease of the capacity of the P power supply,
It is characterized by including means for monitoring the amount of energy entering the P power source during charging and controlling distribution of the E power source and the P power source according to the stored energy amount.

In this case, there is provided control means for variably controlling the stored voltage (upper limit voltage) and the discharge end voltage (lower limit voltage) of the P power supply according to the reduced capacity.

Further, the deterioration due to the decrease in the capacity of the P power supply is detected from the slope of the voltage value with respect to the initial time of charge / discharge.

Further, in the hybrid power supply device according to the present invention, the P power supply is composed of a plurality of elements, the magnitude of the internal resistance is detected from the voltage drop of the P power supply at the initial stage of charging and discharging, and the internal resistance is set to a predetermined value. When the above is reached, it is determined that the element of the P power supply has deteriorated, and means for executing the internal resistance reduction processing is provided.

Means for executing the internal resistance reduction process are as follows:
A plurality of means for heating / cooling the elements of the P power supply according to the magnitude of the charging / discharging current, a means for bypassing the elements having an internal resistance equal to or higher than a predetermined value, and a plurality of the above-mentioned elements so that the internal resistance of the P power supply has a predetermined value. It comprises at least one of the means for combining the elements of.

[0015]

As shown in FIG. 4, when the stored voltage (upper limit voltage) of the P power source is V ₁ , the discharge end voltage (lower limit voltage) is V ₂ , and the capacity is C, the dischargeable energy amount U Is generally represented by the following formula.

U = 1 / 2C (V ₁ ² -V ₂ ² ) When acceleration of a predetermined value or more continues for a predetermined time or more while the vehicle is traveling, P is determined according to the amount determined by the function of the acceleration and the acceleration duration. Although the amount of energy stored in the power supply will be increased, in the present invention, when the storage performance equal to or higher than the rated performance of the P power supply is required, the temperature of the element of the P power supply, the operating time exceeding the rated performance, and the uphill of the traveling path. Since the control means for variably controlling the usable voltage variable range according to the parameters such as the angle and the vehicle weight is provided, it is possible to ensure the required traveling performance.

Further, when acceleration of a predetermined amount or more continues for a predetermined period of time or more, the amount of charging current to the P power source and the amount of discharging current from the P power source are increased according to the amount determined by the function of the acceleration and the acceleration duration. However, when a charging / discharging current amount higher than the rated performance of the P power supply is required, the temperature locally rises due to the resistance loss of the internal resistance of the P power supply, causing electrochemical deterioration such as electrode breakdown. May occur. In the present invention, when a charge / discharge current amount exceeding the rated performance of the P power supply is required, the charging / discharging frequency above the rated current is determined according to parameters such as the temperature of the element of the P power supply and the operating time exceeding the rated performance. Since the control means for variably controlling is provided, deterioration of the P power supply can be prevented.

Next, the voltage Vp between the terminals of the P power supply is expressed by the following equation (t is time and α is a constant).

Vp = 1 / C (ta) (when the charging current value is constant) That is, in the case of constant current charging / discharging at the beginning of charging and at the beginning of discharging, the capacity C that can be stored by the P power source is
As shown in FIG. 5, it is obtained from the slope of the voltage value Vp with respect to time t.

In the present invention, the capacitance C is constantly monitored from the slope of the voltage value Vp, and when it is detected that the capacitance C has decreased to a predetermined value or less, it is determined that the element of the P power supply has deteriorated. During charging, the amount of energy entering the P power source is monitored, the output sharing of the E power source and the P power source is determined according to the stored energy amount, and the storage voltage V ₁ and P _{1 of the} P power source are determined according to the reduced capacity. Discharge end voltage V ₂
Since P is varied, it is possible to ensure the required traveling performance even after the P power source has deteriorated.

Further, as is clear from FIG. 4, since the internal resistance Rp causes a voltage drop of ΔVp at the initial stage of charging and discharging of the P power supply, the present invention, in the present invention, shows the amount of voltage drop with respect to the charging / discharging current Ip at this time. By monitoring ΔVp, the magnitude of the internal resistance Rp is detected (Rp = ΔV
p / Ip), when it is determined that the internal resistance Rp is equal to or more than a predetermined value, it is determined that the element of the P power supply has deteriorated, and a means for executing the internal resistance reduction process is provided. The required running performance can be secured even after deterioration.

[0022]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing the system configuration of a hybrid power supply device according to the present invention. In the figure, an E power source 1 is any one of various batteries using an electrochemical reaction such as a fuel cell or a lead storage battery, or a combination thereof, or an engine generator equipped with a generator driven by an engine. Is a long-time small-output type power supply configured to supply load power to the electric motor 4 and charging power to the P power supply 2.

The P power source 2 is composed of any one of electric double layer capacitors, large-capacity electrolytic capacitors or the like that stores electricity without using chemical reaction, or a combination of these, and load power to the electric motor 4 Is a power source suitable for charging and discharging a large amount of electric power for a short period of time, which absorbs braking power based on the regenerative function of the electric motor 4.

The output power Pe of the E power source 1 and the output power Pp of the P power source 2 are supplied to the power regulator 3, and by this power regulator 3, the power Pm output from both power sources 1 and 2 to the electric motor 4 is supplied. The power distribution of the power sources 1 and 2 and the charging power Pc from the E power source 1 to the P power source 2 and the charging power Pc to the P power source 2 by the regenerative function of the electric motor 4 are adjusted.

The electric power control device 10 for controlling the electric power controller 3 and the P power supply 2 has an accelerator opening detecting means 1 provided in an electric vehicle equipped with this hybrid power supply device.
A signal indicating the accelerator opening a from 1 and the vehicle speed detecting means 1
2, a signal representing the vehicle speed V, a signal representing the climbing angle r from the climbing angle detecting means 13, a signal representing the vehicle weight w from the vehicle weight detecting means 14, and a P power source from the P power source voltage detecting means 15. A signal representing the voltage Vp and the P power supply current detection means 1
6, a signal representing the P power supply current Ip from the P power supply 6, a signal representing the P power supply temperature Tp from the P power supply temperature detecting means 17, a signal representing the E power supply voltage Ve from the E power supply voltage detecting means 18,
A signal representing the E power supply current Ie from the power supply current detection means 19 is input. Based on these input signals, the power control device 10 outputs signals representing the output power Pe of the E power source 1, the output power Pp of the P power source 2 and the charging power Pc for the P power source to the power regulator 3 to adjust the power. It is configured to control the temperature of the P power supply 2 and the upper limit voltage V ₁ and the lower limit voltage V ₂ while controlling the container 3.

FIG. 2 is a control block diagram showing the structure and function of the power control device 10. The power control device 10 opens the accelerator based on a signal output from the accelerator opening detection means 11 indicating the accelerator opening a. The required output detecting / calculating means 21 for calculating the electric power Pa required from the degree a, and the electric power Pv required for maintaining the vehicle speed V are calculated based on the signal representing the vehicle speed V output from the vehicle speed detecting means 12. Required output detecting / calculating means 22, an acceleration determining means 23 for determining whether or not there is an acceleration request by comparing the magnitudes of electric power Pa and Pv, and detecting an acceleration duration and an acceleration frequency,
Acceleration time / frequency detection means 24 for calculating the acceleration increase coefficient Cac and the electric power Pd necessary for acceleration, and the electric power P of the E power source 1.
Power distribution command means 25 for determining a power distribution between e and the power Pp of the P power source 2 and outputting a command signal to the power controller 3.

Further, the power control device 10 detects P voltage source temperature control means 26 for controlling the temperature Tp of the P power source 2 by heating or cooling the P power source 2 and the voltage Vp and the charging / discharging current Ip of the P power source 2. Based on the slope of the voltage value Vp with respect to the time t shown in FIG. 4 and the magnitude of the internal resistance Rp of the P power supply 2 represented by the voltage drop ΔVp with respect to the charging / discharging current Ip, the deterioration of the P power supply 2 is determined P Power deterioration determination means 27 and P power supply 2 by this P power deterioration determination means 27
Charging power Pc for the P power source 2 based on the deterioration determination of
When, and a P source discharge instruction means 28 for determining the upper limit voltage V ₁ and the lower limit voltage V ₂ of the P supply 2.

With such a configuration, the power control device 10
Controls the charge / discharge output sharing of the E power source 1 and the P power source 2 according to the running state of the vehicle (magnitude of acceleration / deceleration, acceleration frequency, etc.), vehicle state (total weight of the vehicle, etc.) and traffic state. In order to prevent a situation in which the P power supply 2 is deteriorated and sufficient capacity required for traveling cannot be secured, an overvoltage region in which the power is stored and discharged beyond the overvoltage region limited by the rated performance of the P power supply 2. Control to reduce the frequency of use. Then, in the frequency control as described above, the power control device 10 changes the voltage use range of the P power supply 2 according to the traveling state, the vehicle state, and the traffic state to reduce the use frequency of the excessive overvoltage region. ing.

Further, the power control device 10 monitors the temperature inside the element of the P power source 2 and, if the temperature rises locally, performs control to prevent the temperature rise by using a refrigerant or the like.

Further, the power control device 10 is configured so that when the P power source 2 is deteriorated and it is not possible to secure a sufficient capacity required for running if the P power source 2 is used within the rated performance range, the running state and the vehicle state. In addition, the power controller 3 is controlled so that power storage and discharge are performed using the overvoltage region limited by the rated performance of the P power supply 2 according to the traffic state. As a result, the vehicle can travel without causing problems such as poor acceleration or insufficient absorption of regenerative braking energy.

In this case, the power control device 10 uses the voltage of the P power source 2 so as to secure the initial amount of energy before deterioration in the use of the overvoltage region, or according to the magnitude of acceleration / deceleration and the acceleration frequency. Change the range.

In addition, the power control device 10 stores electricity in the P power source 2 when the P power source 2 is deteriorated and it is not possible to secure a sufficient capacity required for running if the P power source 2 is used within the rated performance range. The measured energy amount is measured, the power sharing of the P power source 2 and the E power source 1 is determined according to the usable energy amount, and the power regulator 3 is controlled.

Further, in order to prevent the power control device 10 from having a shortage of electric power, the P power source 2 is deteriorated and the internal resistance Rp is increased, so that resistance loss increases at the time of charging / discharging a large current and power is insufficient. The ambient temperature of the power source 2 is controlled to be heated to a temperature within the temperature range where the internal resistance Rp is low, at which deterioration due to chemical change does not proceed. In that case,
Temperature control is performed according to the magnitude of charge / discharge current. That is, the current value is controlled according to the acceleration frequency, the total weight of the vehicle body, and the traffic condition, and the temperature is increased when the current is large and the temperature is decreased when the current is small.

Further, in the power control device 10, when the P power supply 2 is composed of a plurality of elements (cells) connected in series and in parallel, the P power supply 2 is deteriorated and the internal resistance Rp is increased. At this time, an element having a high internal resistance is detected, and when the charge / discharge current amount is larger than a predetermined amount, the element having a high internal resistance is bypassed to control so as to reduce the resistance loss.

FIG. 3 is a circuit diagram schematically showing an example configuration of the power controller 3. The power controller 3 is a pulse generator 30.
, Three pulse modulators 31 to 33 to which pulse signals are supplied from the pulse generator 30, and a regenerative signal generator 34.
And transistors 35-38. A signal representing the power Pe of the E power source 1 is input to the pulse modulator 31,
A signal indicating the power Pp of the P power supply 2 is input to the pulse modulator 32, and the pulse modulator 33 and the regenerative signal generator 34 are input.
A signal representing the charging power Pc of the P power supply 2 is input to the pulse generator 2, and the pulse widths of the modulated pulse signals output from the pulse modulators 31 to 33 are determined according to the magnitudes of Pe, Pp, and Pc, respectively. The electric power Pe supplied from the E power source 1 to the electric motor 4 is controlled by the transistor 35 receiving the output of the pulse modulator 31, and the electric power Pp supplied from the P power source 2 to the electric motor 4 receives the output of the pulse modulator 32. The charging power Pc controlled by the transistor 36 and supplied from the E power source 1 to the P power source 2 is controlled by the transistor 37 that receives the output of the pulse modulator 33. During this charging, the braking power is regenerated by the regenerative function of the electric motor 4. When generated, the regeneration signal generator 34 causes the transistor 38
Turns on.

Next, an example of the control routine executed by the power control device 10 will be described with reference to the flow charts shown in FIGS. In addition, S represents each step.

First, in FIG. 6, a map showing the electric power Pa required from the accelerator opening a based on the detected accelerator opening a and a function faa representing the relationship of the electric power Pa to the accelerator opening a is shown. Calculated using (S1),
Based on the detected vehicle speed V, the electric power Pv required to maintain this vehicle speed V is calculated using a map showing a function fav representing the relationship of the electric power Pa to the vehicle speed V (S).
2). Then, the magnitudes of Pa and Pv are compared (S3), and Pa is
If> Pv (S3: YES), it is determined that there is a driver's acceleration request, and the constant-speed electric power for maintaining the current vehicle speed is E.
It is determined that the power Pe of the power source is used and that the power required for acceleration is supplied from the P power source (S4). Next acceleration duration T
The initial value of the acceleration increase coefficient Cac for counting a and the acceleration frequency Na is set to 0 (S5), and the electric power required for acceleration (hereinafter simply referred to as "acceleration electric power") P from the difference between Pa and Pv.
d is calculated (S6), and the process proceeds to S7 in FIG.

S7 to S9 in FIG. 7 are processes relating to the acceleration duration time Ta. That is, the comparison constant Ka1 for determining the length of the acceleration duration Ta equal to or greater than the predetermined acceleration is compared with the acceleration power Pd (S7), and if Pd> Ka1 (S
7: YES), the acceleration duration time Ta is incremented (S8). Therefore, as shown in the map of the function fa1 representing the relationship of the acceleration increase coefficient Cac with respect to the acceleration duration time Ta, the acceleration increase coefficient Cac also increases. When the acceleration power Pd is large, the slope of the function fa1 also becomes large.
On the other hand, if Pd ≦ Ka1 (S7: NO), the acceleration duration time Ta is cleared to 0 (S9). In this way, the acceleration increase coefficient Cac based on the acceleration duration time Ta is determined (S10).

The following S11 to S15 are the processes related to the acceleration frequency. That is, the comparison constant Ka2 for determining the magnitude of the acceleration frequency Na is compared with the acceleration power Pd (S11), and P
If d> Ka2 (S11: YES), it is determined whether it is within a fixed time (S12), and if it is within a fixed time (S1).
2: YES), the acceleration frequency Na is incremented (S1
3) If it is not within the fixed time (S12: NO), the acceleration frequency Na is cleared to 0 (S14), and the acceleration increase amount based on the acceleration frequency Na is calculated from the map showing the function fa2 of the acceleration increase coefficient Cac with respect to the acceleration frequency Na. The coefficient Cac is determined and added to the acceleration increase coefficient Cac based on the acceleration duration time Ta (S15). On the other hand, if Pd ≦ Ka2 (S1
1: NO), S12 to S15 are skipped.

Next, the acceleration increase coefficient Cac for the uphill angle r
The acceleration increase coefficient Cac based on the uphill angle r is determined from the map representing the function far of, and the value of the acceleration increase coefficient Cac is added to the value of the acceleration increase coefficient Cac calculated previously (S1
6), further, the acceleration increase coefficient Cac with respect to the vehicle weight w
The acceleration increase coefficient Cac based on the vehicle weight w is determined from the map representing the function faw of the above, and the value of this acceleration increase coefficient Cac is added to the previously obtained value of the acceleration increase coefficient Cac (S1
7), the value of the obtained acceleration increase coefficient Cac is set to the acceleration power Pd.
Is added to the power Pe for maintaining the vehicle speed of the E power source, and this is used as the power shared by the E power source during acceleration (S1
8) and proceeds to S19 of FIG.

In S19 of FIG. 8, the difference between the electric power Pa required from the accelerator opening a and the electric power Pe shared by the E power source is obtained, and this difference is taken as the electric power Pp shared by the P power source during acceleration, and Pe + Pp is The power output from the hybrid power source to the electric motor is determined (S20). Then, the power regulator outputs the power Pe from the E power source, the power Pp from the P power source, and the power Pm to the electric motor (S2).
1), and proceeds to S36 of FIG. 11 described later.

Next, when it is determined in S3 of FIG. 6 that the vehicle is running at low speed or during inertial running (S
3: NO), it is checked whether or not the charging of the P power supply is completed (S
22), if the charging of the P power supply is completed (S22: YE
S), the electric power Pa required from the accelerator opening a is set as the electric power Pe of the E power source (S23), and the electric power Pp handled by the P power source is set to 0 (S24), and the process proceeds to S20 of FIG. If the charging of the P power supply is not completed (S22: N
O), in order to supply the charging power Pc from the E power source to the P power source, the process proceeds to S25 in FIG.

S25 to S29 of FIG. 9 and S3 of FIG.
2 to S35 are control routines during charging of the P power supply. First, in S25 of FIG. 9, it is determined whether or not the P power supply including the large-capacity capacitor is deteriorated. This deterioration of the P power source
This is due to the increase in the capacitance C and / or the internal resistance Rp. However, as described above, when the charge / discharge current Ip of the P power supply is constant, the capacitance C of the P power supply is the voltage Vp between the terminals of the P power supply shown in FIG. The internal resistance Rp can be detected from the drop ΔVp of the voltage Vp at the end of charging and the start of discharging (Rp = ΔVp / Ip), based on the fact that the slope of the rising line of is proportional to 1 / C. The capacitance C of the P power supply is equal to or larger than the initial capacitance C ₀ and the internal resistance Rp is the initial internal resistance R _0.
If the following is true (S25: YES), the P power supply is determined to be normal, and the charging power Pc for the P power supply is determined in S26 to S29 of FIG. That is, a function ft of the control temperature Tp of the P power supply with respect to the acceleration increase coefficient Cac of the acceleration duration time Ta.
The control temperature Tp of the P power supply is determined from the map representing p (S
26), a function fc of the charging power Pc with respect to the acceleration frequency Na
The charging power Pc is determined from the map representing t (S27),
To this charging power Pc, the charging power Pc obtained from the map showing the function fcr of the charging power Pc with respect to the uphill angle r is added (S28), and the function fcw of the charging power Pc with respect to the vehicle weight w is further added to this charging power Pc. The charging power Pc obtained from the map shown is added (S29), and the process proceeds to S30 of FIG. In S30, the power Pe obtained by adding the charging power Pc to the power Pe of the E power supply is used as the power Pe shared by the E power supply (S30), the charging power Pc is supplied to the P power supply (S31), and the process proceeds to S20.

On the other hand, in the determination of S25 in FIG. 9, when the condition that the capacitance C of the P power supply is the initial capacitance C ₀ or more and the internal resistance Rp is the initial internal resistance R ₀ or less is not satisfied (S25: NO). , P power supply has deteriorated,
A deterioration countermeasure is executed by changing the function as shown in S32 to S35 of FIG. That is, the function ftp is changed to ftpp to raise the control temperature Tp of the P power supply to activate the P power supply (S32), and the functions fct, fcr, and fcw are changed to fctt, fcrr, and fcww to increase the charge amount. After that (S33, S34, S35), S in FIG.
Proceed to 26.

Next, S36 to S4 in FIGS.
Reference numeral 8 is a control routine for the next acceleration during power running.
First, in S36 of FIG. 11, it is determined whether the P power supply has deteriorated. If the capacitance C of the P power supply is equal to or larger than the initial capacitance C ₀ and the internal resistance Rp is equal to or smaller than the initial internal resistance R ₀ (S36: YES), it is determined that the P power supply is normal, and S37 is performed.
In step S40, the voltage use range of the P power supply is expanded. That is, the acceleration increase coefficient Cac is compared with the comparison constant Ka3 based on the rated performance of the P power supply (S37), and if Cac> Ka3 (S37: YES), it is determined that the storage capacity equal to or higher than the rated performance of the P power supply is required. It is determined that the upper limit voltage V ₁ is increased based on the map representing the function fch1 of the upper limit voltage V ₁ of the P power supply with respect to the acceleration increase coefficient Cac (S38), and the function of the lower limit voltage V ₂ of the P power supply with respect to the acceleration increase coefficient Cac. fc
The lower limit voltage V ₂ is lowered based on the map representing h2 (S3
9) Further, the control temperature Tp is increased based on the map showing the function ftp of the control temperature Tp of the P power supply with respect to the output Pp from the P power supply (S40), and the process returns to S1 of FIG.

On the other hand, in the determination of S36 in FIG. 11, if the condition that the capacitance C of the P power supply is the initial capacitance C ₀ or more and the internal resistance Rp is the initial internal resistance R ₀ or less is not satisfied (S36: NO). , P power supply has deteriorated,
The process proceeds to S41 in FIG. 12 and it is checked whether or not the cause of the deterioration of the P power source is the decrease in the capacity. Then, if the capacity of the P power source has decreased (S41: YES), the acceleration increase coefficient Ca
The function fch1 of the upper limit voltage V ₁ of the P power supply with respect to c is fc
Change to h11 and raise the upper limit voltage V ₁ of the P power supply (S4
2), and the function fch2 undervoltage V ₂ of P supply for acceleration increase coefficient Cac Lower the lower limit voltage V ₂ of the P source is changed to fch22 (S43), S37 of FIG. 11
Go to.

When it is determined in S41 that the capacity of the P power supply has not decreased (S41: NO), it is determined that the cause of the deterioration of the P power supply is the increase of the internal resistance, and the above-mentioned function is used. While changing ftp to ftpp to raise the control temperature Tp of the P power supply to activate the P power supply (S4
4) Search for deteriorated elements of P power supply composed of a large number of elements (S45), classify the elements according to the size of the internal resistance (S46), and select the elements according to the discharge current amount (defective elements are (Not connected) (S47), after measuring the total capacity (S48), the process proceeds to S37 in FIG.

By the electric power control device 10 executing the above control, it is possible to secure the traveling performance and prevent the deterioration of the P power supply 2, and even when the P power supply 2 deteriorates. It becomes possible to secure driving performance.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of a hybrid power supply device according to the present invention.

FIG. 2 is a control block diagram showing a configuration and a function of a power control device included in the hybrid power supply device according to the present invention.

FIG. 3 is a circuit diagram schematically showing an example configuration of a power regulator included in the hybrid power supply device according to the present invention.

FIG. 4 is a diagram for explaining the operation of the hybrid power supply device according to the present invention.

FIG. 5 is a diagram for explaining the operation of the hybrid power supply device according to the present invention.

FIG. 6 is a part of a flowchart for explaining a control routine of a power control device provided in a hybrid power supply device according to the present invention.

FIG. 7 is a part of a flowchart for explaining a control routine of a power control device included in the hybrid power supply device according to the present invention.

FIG. 8 is a part of a flowchart for explaining a control routine of a power control device included in the hybrid power supply device according to the present invention.

FIG. 9 is a part of a flowchart for explaining a control routine of a power control device provided in a hybrid power supply device according to the present invention.

FIG. 10 is a part of a flowchart for explaining a control routine of a power control device included in the hybrid power supply device according to the present invention.

FIG. 11 is a part of a flow chart for explaining a control routine of a power control device included in the hybrid power supply device according to the present invention.

FIG. 12 is a part of a flowchart for explaining a control routine of a power control device included in the hybrid power supply device according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 P power supply 2 E power supply 3 Electric power controller 4 Electric motor 10 Electric power control device 11 Accelerator opening detection means 12 Vehicle speed detection means

Claims (11)

[Claims] 1. An energy source having a long-time low-power type characteristic, and a power source having a short-time high-power type characteristic to which power is supplied from the energy source, and when the load is small, only the energy source supplies a large power. In a hybrid power supply device for an electric vehicle that is configured to supply electric power to a traveling electric motor from both power supplies or only the power supply according to the load at the time of load, it is required to store more than the rated performance of the power supply. In this case, the hybrid power supply device for an electric vehicle is provided with a control means for variably controlling the usable voltage range of the power supply according to a predetermined parameter. 2. The predetermined parameter comprises at least one of a temperature of the power supply, an operating time exceeding a rated performance of the power supply, and a magnitude of the load. A hybrid power supply device for the electric vehicle described. 3. An energy source having a long-time low-power type characteristic and a power source having a short-time high-power type characteristic to which power is supplied from the energy power source. In a hybrid power supply device for an electric vehicle configured to supply electric power to a traveling electric motor from both power sources or only the power source depending on the load at the time of load, a charging / discharging current amount equal to or higher than the rated performance of the power source is provided. A hybrid power supply device for an electric vehicle, comprising control means for variably controlling a charging / discharging frequency of a rated current or more according to a predetermined parameter when required. 4. The predetermined parameter comprises at least one of a temperature of the power source, an operating time exceeding a rated performance of the power source, and a magnitude of the load. A hybrid power supply device for the electric vehicle described. 5. An energy source having a long-time low-power type characteristic and a power source having a short-time high-power type characteristic to which power is supplied from the energy power source, and when only a small load is used, only the energy source is used. In a hybrid power supply device for an electric vehicle configured to supply electric power to a traveling electric motor from both power sources or only the power source depending on the load when the load is applied, deterioration of the power source due to a decrease in capacity of the power source. Is detected, the amount of energy entering the power source is monitored during charging, and means for controlling distribution of the energy source and the power source according to the stored energy amount is provided. Hybrid power supply. 6. A control means for variably controlling a storage upper limit voltage and a discharge end voltage of the power supply according to a decrease in the capacity of the power supply.
A hybrid power supply device for an electric vehicle according to item 1. 7. The hybrid power supply device for an electric vehicle according to claim 5, wherein deterioration of the power supply is detected from a slope of a voltage value with respect to an initial time of charging / discharging of the power supply. 8. An energy source having a long-time low-power type characteristic and a power source having a short-time high-power type characteristic to which electric power is supplied from the energy power source, and when the load is small, only the energy source is used. In a hybrid power supply device for an electric vehicle configured to supply electric power to a traveling electric motor from both power sources or only the power source according to the load when the load is applied, the power source includes a plurality of elements, The magnitude of the internal resistance Rp is detected from the voltage drop at the initial charging / discharging time, and when the internal resistance becomes equal to or higher than a predetermined value, it is determined that the element of the power supply has deteriorated, and the internal resistance reduction processing is performed. A hybrid power supply device for an electric vehicle, which is provided with a means for executing. 9. The electric vehicle according to claim 8, wherein the means for executing the internal resistance reduction process comprises means for heating / cooling the element of the power supply according to the magnitude of the charge / discharge current. Hybrid power supply. 10. The hybrid of an electric vehicle according to claim 8, wherein the means for executing the internal resistance reduction processing comprises means for bypassing an element having an internal resistance of a predetermined value or more. Power supply. 11. The means for executing the internal resistance reduction process comprises means for combining the plurality of elements so that the internal resistance of the power supply becomes a predetermined value. A hybrid power supply device for an electric vehicle according to one of the above.