JPH10145978A - Management system for vehicle mounted battery - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a management system for vehicle mounted battery in which the charged energy can be utilized efficiently even when a battery groups are mounted at a plurality of positions in a vehicle. SOLUTION: When battery groups 1a, 1b, each comprising required number of unit batteries, are mounted at two positions of an electric vehicle and connected in series as a power supply for a motor 9, the battery groups 1a, 1b are charged independently through chargers 7a, 7b integrated with switching power supplies 10a, 10b constituting an auxiliary power supply. A control circuit 11 monitors temperature variation of the battery groups 1a, 1b in charging thereof and during operation of the automobile. When the temperature exceeds 40 deg.C or 50 deg.C, respectively, a cooling fan 4a or 4b is operated to supply cooling air. When the vehicle is operating, an auxiliary power supply is created by operating the switching power supply 10a or 10b having higher residual capacity.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a management system for controlling a battery mounted on a vehicle.

[0002]

In a battery of such a vehicle, for example, an electric vehicle, a voltage necessary for driving the motor is obtained by connecting a plurality of unit batteries having a terminal voltage of about 12 V in series. It is configured as follows. The battery of the electric vehicle is usually arranged in a trunk room, but recently, in order to effectively use the body space of the electric vehicle, the battery is divided into a plurality of battery groups, and each battery group is configured. ,
In addition to being placed in a trunk room, for example, it is being distributed and mounted under a seat.

In the case where charging is performed in a state where batteries are distributed and mounted in this manner, the capacity at the time of full charge per unit battery changes depending on the environment in which each battery group is arranged. For example, FIG. 6 shows the result of charging one cell (a unit battery is composed of, for example, 10 cells) constituting a unit battery at different ambient temperatures, and plots the result on the horizontal axis. The time product of the current (Ah) is shown, and the vertical axis represents the terminal voltage (V). As shown in FIG. 6, the charging capacity of the cell tends to increase as the ambient temperature decreases.

Accordingly, in such a case, if each battery group is collectively charged by a single charger, the charging capacity of each battery group differs depending on the environment of each mounting location. It is determined by the battery group having the lowest charge capacity, and there is a problem that efficient use cannot be performed.

In order to solve such a problem, an individual charger is provided corresponding to each battery group, and each battery group is charged and used in a fully charged state. . However, when an electric vehicle is actually driven, a difference occurs in the discharge state of each battery group according to the driving condition, and as a result, the remaining capacity becomes unbalanced. There was a problem that it was not achieved.

[0006] The present invention is to solve the above problems,
An object of the present invention is to provide a vehicle-mounted battery management system that can efficiently use charged energy in a vehicle-mounted battery in which a battery group is mounted at a plurality of locations in a vehicle, according to a driving state of the vehicle.

[0007]

To achieve the above object, an on-board battery management system according to claim 1, wherein a plurality of battery groups each comprising a required number of unit batteries are mounted on a vehicle. , A plurality of chargers provided to charge the plurality of battery groups from the AC power supply, a plurality of cooling fans provided to cool the plurality of battery groups, and a temperature of each battery group. A plurality of switching power supplies provided for each battery group in order to generate power to be supplied to an auxiliary machine that performs an auxiliary function with respect to the running of the vehicle. Independently controlling the charging performed on a plurality of battery groups by the charger, and charging the plurality of battery groups, The temperature of each battery group detected by the number of temperature detecting means is referred to, and control is performed so as to start the operation of the cooling fan of the battery group in which the temperature has exceeded the predetermined temperature. And control means for controlling a switching power supply provided for a battery group having a large remaining capacity to generate an auxiliary power supply.

With this configuration, the charging of the plurality of battery groups is controlled independently, and at the time of charging, the cooling fan provided for the battery group having exceeded the predetermined temperature is started to perform cooling. In addition, the ambient temperature when each battery group is charged is maintained substantially the same, and during operation of the vehicle, the auxiliary power supply is generated from the switching power supply provided for the battery group having a large remaining capacity. Therefore, even when the vehicle is actually driven, the remaining capacity of each battery group is adjusted in substantially the same manner.

In this case, the control means may be configured to operate the cooling fan in the same manner as during charging when the temperature of each battery group exceeds a predetermined temperature even during operation of the vehicle. With this configuration, the usage environment at the time of discharge of each battery group is maintained in substantially the same manner.

The capacity of each switching power supply is set to approximately 1 / n of the maximum capacity of the auxiliary power supply, where n is the number of battery groups (claim 3).
When the capacity of the auxiliary power supply is required in the operating state of the vehicle, the switching power supplies sequentially selected from the plurality of battery groups in order from the one with the larger remaining capacity are simultaneously operated to simultaneously operate the auxiliary power supply. A configuration for ensuring the capacity of the power supply (claim 4) may be adopted. With this configuration, the power supply for the auxiliary equipment is generated from the battery group having a large remaining capacity, and the power supply having the required capacity is generated and supplied according to the operation state of the auxiliary equipment.

Each switching power supply may be integrally formed inside the charger of the corresponding battery group.
With this configuration, it is easy to supply the input power to each switching power supply (claim 5).

The temperature detecting means is constituted by temperature sensors arranged at a plurality of locations in one battery group, and the control means is set to an arithmetic average of the temperatures detected by the plurality of temperature sensors as the temperature of each battery group. Preferably, the temperature of each battery group is obtained as an averaged value.

An inverter for converting an input power supply to a high-frequency power supply, a high-frequency transformer for boosting the high-frequency power supply voltage converted by the inverter, and a rectifier for rectifying the high-frequency power supply voltage boosted by the high-frequency transformer It is preferable that the AC power supply and each battery group are electrically insulated from each other.

Further, it is also possible to provide one rectifier circuit for rectifying the AC power supply, and to provide an input section of each charger with a DC power supply rectified by one rectifier circuit. If constituted, the whole is made small (claim 8).

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to an electric vehicle (hereinafter, simply referred to as an automobile) as a vehicle will be described below with reference to FIGS. FIG.
FIG. 1 is a schematic diagram showing a state in which two battery groups 1a and 1b (specifically, see FIG. 1) are dispersedly mounted on a vehicle body 2 of an automobile. The unit batteries constituting the battery groups 1a and 1b have one cell voltage of 1.2.
It is composed of 10 cells of about V and has a terminal voltage of about 12V.

For example, when the voltage required to drive the motor 9 (see FIG. 1) is 288 V, this voltage is
Since the battery groups 1a and 1b (n = 2) are divided by the two battery groups 1a and 1b, for example, 11 and 13 unit batteries are connected in series, respectively.
It is configured to have terminal voltages of 132V and 156V, respectively. Further, these battery groups 1a, 1
b is housed and integrated in the battery cases 3a and 3b.

The battery groups 1a and 1b are arranged in the lower part of the vehicle body 2 under the seats of the automobile and in the rear trunk room, and provided with cooling fans 4a and 4b for cooling the battery groups 1a and 1b, respectively. ing. The cooling fans 4a and 4b cool the battery groups 1a and 1b by blowing outside air taken in from the air intake ports 2a and 2b provided on the side of the vehicle body 2 into the battery cases 3a and 3b. ing.

In FIG. 1 showing the electrical configuration of the management system during charging, an AC input terminal of a rectifier circuit 5 composed of a diode bridge is connected to a 200 V commercial AC power supply (AC power supply) via a plug and an outlet (not shown).
The DC output terminal of the rectifier circuit 5 is connected to the input terminals of the chargers 7a and 7b.

The positive and negative output terminals of the chargers 7a and 7b are connected to the positive and negative terminals of the battery groups 1a and 1b, respectively. The drive circuit 8 forms an inverter by three-phase bridge-connected transistors.
The positive and negative input terminals of the drive circuit 8 are connected to the positive terminal of the battery group 1a and the negative terminal of the battery group 1b. The negative terminal of the battery group 1a is connected to the positive terminal of the battery group 1b. Although not specifically shown, U, V, W
These three-phase output terminals are respectively connected to the corresponding stator coils of each phase of the motor 9 constituted by, for example, an induction motor.

Switching power supplies 10a and 10b are provided inside the chargers 7a and 7b as auxiliary power supplies, respectively. The switching power supplies 10a and 10b receive terminal voltages of the battery groups 1a and 1b and are required as auxiliary power supplies. Level voltage (for example,
12V). The “auxiliary equipment” referred to here is an instrument panel display lamp (not shown) that performs an auxiliary function with respect to driving of the automobile.
It is a general term for headlights, wiper motors, stop lamps, direction indicators, and the like. The capacity of each of the switching power supplies 10a and 10b is set to be approximately 1/2 (approximately 1 / n) of the maximum capacity required as the auxiliary power supply. For example, when the maximum capacity is 50A, the capacities of the switching power supplies 10a and 10b are each set to approximately 25A.

An input terminal of a control circuit (control means) 11 constituted by a microcomputer or the like is connected to a voltage detector 1 provided between terminals of each of the battery groups 1a and 1b.
They are connected to output terminals 2a and 12b, respectively. Current detectors 13a and 13b are provided between the negative terminals of the battery group 1a and the charger 7a and between the negative terminals of the battery group 1b and the charger 7b, respectively.
The input terminal 1 is also connected to the output terminals of the current detectors 13a and 13b, respectively.

Then, the control circuit 11 refers to the output signals of the voltage and current detectors 12a, 12b and 13a, 13b to determine the terminal voltages Va, Vb and the charging current Ic of each battery group 1a, 1b during charging.
The values of a and Icb are obtained respectively.

The input terminals of the control circuit 11 are connected to output terminals of temperature detectors (temperature detecting means) 14a and 14b for detecting the temperatures of the battery groups 1a and 1b, respectively. Then, the control circuit 11 includes a temperature detector 14a,
The temperature of the battery groups 1a and 1b is obtained by referring to the output signal of the battery group 14b. still,
The temperature detectors 14a and 14b each include a plurality of, for example, three temperature sensors 14aa, 14ab, 14ac, and 14b.
a, 14 bb, and 14 bc, and the three temperature sensors are attached to the battery case 3 a, 3 b at three locations: a front end, a center, and a rear end.

The control circuit 11 includes a temperature detector 14
a, 14b, three temperature sensors 14aa to 14ac,
The battery cases 3a detected by 14ba to 14bc,
By arithmetically averaging the temperatures of the respective parts of the battery group 3b, the temperatures of the battery groups 1a and 1b are obtained.

For the battery groups 1a and 1b,
Remaining capacity meters 15a and 15b for detecting the respective remaining capacities are provided. These remaining capacity meters 15a, 15b
Detects the terminal voltage and the discharge current of the battery groups 1a and 1b independently, and detects the remaining capacity of each battery group 1a and 1b by calculation. And the remaining capacity meter 1
The output terminals 5a and 15b are connected to the input terminals of the control circuit 11, and output the detected remaining capacity to the control circuit 11.

The output terminal of the control circuit 11 is connected to the cooling fan 4
a, 4b are connected to the control input terminals
Reference numeral 1 designates a control signal supplied to the cooling fans 4a and 4b to control the operation. The output terminal of the control circuit 11 is connected to the chargers 7a and 7b and the switching power supply 10
a, 10b are connected to the control input terminals of the chargers 7a, 7b and the switching power supply 1 respectively.
A control signal is given to each of 0a and 10b for control.

FIG. 2 shows in detail the electrical configuration of the charger 7a for charging the battery group 1a and the control circuit 11 relating to the portion for controlling the charger 7a. The DC output terminal of the rectifier circuit 5 is connected to the input terminal of the inverter 16a that forms the charger 7a. The inverter 16a is composed of four transistors TA, TB, TX and TY connected in a single-phase bridge, and has an output terminal connected to a step-up transformer 17 composed of a high-frequency transformer.
a is connected to both terminals on the primary side.

The middle tap on the secondary side of the step-up transformer 17a is connected to the negative terminal of the charger 7a. Further, both secondary terminals of the step-up transformer 17a are connected to anodes of rectifiers (rectifier circuits) 18a and 19a whose cathodes are commonly connected to the positive terminal of the battery group 1a. The charger 7a is connected in parallel with a noise removing capacitor 20a made of a small film capacitor.

On the other hand, an output terminal of the current detector 13a is connected to an effective value conversion circuit 22 through an amplifier 21a of the control circuit 11.
a is connected to the input terminal. This effective value conversion circuit 2
2a converts a pulse-like waveform of the charging current Ica detected by the current detector 13a into a constant DC level signal Vda, that is, an effective value. The output terminal of the effective value conversion circuit 22a is connected to the inverting input terminal of the differential amplifier 23a, and the non-inverting input terminal of the differential amplifier 23a has a level reference according to a current command value set from outside. Voltage V
r is applied.

The output terminal of the differential amplifier 23a is connected to the input terminal of the PWM control circuit 24a. The differential amplifier 23a controls the differential amplified output signal Vdia of the DC level signal Vda and the reference voltage Vr by PWM control. The signal is supplied to a circuit 24a. The output terminal of the PWM control circuit 24a is connected to the transistors TA, TB, TX of the inverter 16a.
And TY respectively. The PWM control circuit 24a generates a PWM signal corresponding to the level of the output signal Vdia of the differential amplifier 23a based on a carrier having a frequency of, for example, about several tens KHz, and generates the transistors TA and T.
Base signals BA, BB and B are applied to bases of B, TX and TY.
They are output as X and BY, respectively.

For example, as shown in FIG. 3, when the level of the signal Vdia is lower than the proper case (a), the PWM
The duty ratio of the PWM signal output by the control circuit 24a increases (see (b)), and when the level of the signal Vdia is higher than in the case of (a), the output PWM signal is increased.
The duty ratio of the signal decreases (see (c)). The base signals BA and BY and the base signals BB and BX applied to the transistors TA and TY and the transistors TB and TX are the same, respectively, and the phases of both are 18
It is output so as to differ by 0 degrees. Although not shown, the portion related to the battery group 1b is similarly configured.

Next, the operation of this embodiment will be described with reference to FIG. (1) Charging of Battery Groups 1a and 1b When charging the battery groups 1a and 1b, the input terminals of the chargers 7a and 7b are supplied with the AC voltage of the commercial AC power supply 6 after being subjected to full-wave rectification. Hereinafter, the battery group 1a will be described. Inverter 16 of charger 7a
a is a signal obtained by turning on / off the transistors TA to TY in accordance with the PWM signals (base signals BA, BB, BX, BY) provided by the control circuit 11 to convert the full-wave rectified DC voltage into an AC voltage (high-frequency power supply voltage). Is generated to energize the primary side of the step-up transformer 17a.

Then, the boosted AC output voltage appearing on the secondary side of the step-up transformer 17a is applied to the rectifiers 18a and 18a.
9a is applied to the anode. And the rectifying element 18a
The DC voltage, which has been rectified by the first and second transistors 19a and whose switching noise has been removed by the noise removing capacitor 20a, is applied to the battery group 1a to perform charging.

At this time, the control circuit 11
By supplying a PWM signal (base signals BA, BB, BX, BY) to the inverter 16a based on the charging current Ica detected by the signal a, the charging current Ica is fed back so as to follow an externally supplied current command value. Control. Then, as shown in FIG. 3 described above, the PWM signal (base signal B)
The duty ratio of (A, BB, BX, BY) changes small and large, so that the charging current Ica is controlled to maintain a constant value. FIG. 4 shows an example in which the states of changes of the terminal voltage Va and the charging current Ica over time when the battery group 1a is charged are measured. It can be seen that the charging current Ica is controlled to be substantially constant at 8 A from the start to the end of charging.

The control circuit 11 includes a temperature detector 14a
By monitoring the temperature change of the battery group 1a, when the temperature exceeds a predetermined temperature (for example, 40 degrees), the cooling fan 4a is operated to blow air, and the battery group 1a (the battery case 3a Cool). The same operation is performed independently for the battery group 1b.

The control circuit 11 includes a voltage detector 12
With reference to a and 12b, when it is determined that the battery groups 1a and 1b have reached the fully charged state by reaching the terminal voltages of 132V and 156V, respectively, the charging operation by the chargers 7a and 7b is stopped.

(2) When driving an electric vehicle When driving an electric vehicle, the battery group 1a
And 1b discharge with a voltage of 288V while connected in series. The control circuit 11 supplies a control signal to the drive circuit 8 to rotate the motor 9, thereby rotating a shaft and running wheels connected to a rotating shaft of the motor 9 via a transmission or the like, and To run.

When driving an automobile, in addition to driving the motor 9 to rotate, it is necessary to supply power to the above-mentioned auxiliary equipment to operate it. For this purpose, the control circuit 11 refers to the remaining capacity meters 15a and 15b, and for example, when the remaining capacity of the battery group 1b is
If the number is larger than a, the switching power supply 10b provided on the battery group 1b side is operated by applying a control signal to generate and supply the auxiliary power supply.

In particular, when a large capacity of the auxiliary power supply is required, such as when driving at night with the headlights turned on, the switching power supply 10a is also operated to switch the power supply of the required capacity. Supply.

The control circuit 11 monitors temperature changes of the battery groups 1a and 1b by the temperature detectors 14a and 14b even when the vehicle is running, and the temperature exceeds a predetermined temperature (for example, 50 degrees). The cooling fan 4a or 4b provided on the other side is operated to blow air to cool the battery group 1a or 1b. Accordingly, the temperature at the time of discharge of each of the battery groups 1a and 1b is kept substantially the same, so that the discharge characteristics of both battery groups 1a and 1b, that is,
The state of decrease in the remaining capacity is substantially the same.

As described above, according to the present embodiment, the battery groups 1a and 1b composed of the required number of unit batteries
Is mounted on two places of the vehicle body 2 of the automobile, and these battery groups 1a and 1b are connected in series to serve as a power source for driving the motor 9;
a and 1b are independently charged by chargers 7a and 7b, respectively, and switching power supplies 10a and 10b that generate power for operating auxiliary equipment during operation of the vehicle are connected to chargers 7a and 1b.
a and 7b were provided integrally.

The control circuit 11 monitors the temperature changes of the battery groups 1a and 1b during charging and during operation of the vehicle with the temperature detectors 14a and 14b, and determines whether the temperature exceeds 40 degrees or 50 degrees. By operating the cooling fan 4a or 4b provided on the side, the battery group 1a or 1b is blown and cooled, and at the time of operation of the vehicle, the battery group 1a or 1b is provided on the side having the larger remaining capacity. Switching power supply 1
By operating 0a or 10b, an auxiliary power supply is generated.

Therefore, even when the battery groups 1a and 1b installed in different environments are maintained in substantially the same ambient temperature to make each of them fully charged, and both are connected in series and used, The fully charged capacity in each of 1a and 1b can be used effectively.

Also, during the operation of the vehicle, the ambient temperature of the battery groups 1a and 1b is kept substantially the same, and furthermore, the battery groups 1a and 1b are changed depending on the operation state of the vehicle.
1b, it is possible to compensate for the imbalance, to extend the mileage of the vehicle by one charge, and to increase the battery group 1b.
It is also possible to extend the life of a and 1b. In addition, switching power supplies 10a and 10b are connected to chargers 7a and 7b.
b, the switching power supply 10
Supply of the input power to the a and 10b is facilitated.

Further, according to the present embodiment, the power supply capacity of the switching power supplies 10a and 10b is set to approximately の of the maximum capacity required for the auxiliary power supply, and the auxiliary power supply is changed depending on the driving state of the vehicle. When the rate of power consumption increases, the switching power supply 10b or 10a provided on the other side is simultaneously operated to generate the auxiliary power supply. be able to.

In addition, according to the present embodiment, the temperature detector 1
Each of three temperature sensors 14a constituting 4a and 14b
a, 14ab, 14ac and 14ba, 14bb, 14
bc are attached to the front end, the center, and the rear end of the battery cases 3a and 3b, respectively, and the control circuit 11 controls the battery cases 3a detected by the three temperature sensors 14aa to 14ac and 14ba to 14bc, respectively. The temperatures of the battery groups 1a and 1b are calculated by arithmetically averaging the temperatures of the respective parts of the battery groups 1a and 1b, so that the temperatures of the battery groups 1a and 1b having a relatively large volume can be properly obtained as an average value. it can.

According to the present embodiment, the charger 7a is
Each of the chargers 7b has the same configuration as the inverter 16a and the step-up transformer 17a.
a and 7b are provided with a rectifier circuit
As a result, the commercial AC power supply 6 can be insulated from the battery groups 1a and 1b, and the battery groups 1a and 1b can be charged with a constant current. , The whole can be made small.

The present invention is not limited to the embodiment described above and shown in the drawings, and the following modifications or extensions are possible. The number (n) of battery groups may be three or more. Also, the number of unit batteries constituting each battery group may be appropriately changed according to the required voltage. The number of temperature sensors constituting the temperature detecting means is not limited to three and may be changed as appropriate. Chargers 7a, 7
A rectifier circuit for supplying input power to b may be separately provided.

When charging or discharging the battery groups 1a and 1b, the predetermined temperature at which the cooling fans 4a and 4b start operating may be changed as appropriate without being limited to 40 degrees or 50 degrees. The temperature of the battery groups 1a, 1b is
The temperature is not limited to the arithmetic average of the temperatures detected by the three temperature sensors 14aa to 14ac and 14ba to 14bc, and a maximum value or an intermediate value among the three temperatures may be selected. Also, the number of temperature sensors may be more or less than three, the more the number, the more average temperature can be obtained, and the less the number, the lower the cost. Switching power supplies 10a, 10b
May be configured separately from the chargers 7a and 7b. Further, the power supply capacities of the switching power supplies 10a and 10b are not limited to approximately の of the maximum capacities required for the auxiliary power supplies, but may be set to different ratios.

The auxiliary power supply may be constituted by a circuit using a linear regulator or the like instead of using the switching power supplies 10a and 10b.
Further, only one auxiliary power supply may be provided between the positive and negative terminals of a plurality of battery groups connected in series. Each battery group is not limited to those connected and used in series,
If necessary potentials can be secured in each battery group, they may be connected in parallel and used. The motor 9 is not limited to an induction motor, but may be a brushless motor, a reluctance motor, or a two-phase motor. The vehicle is not limited to an electric vehicle, but may be applied to any vehicle driven by a mounted battery.

[0051]

Since the present invention is as described above,
The following effects are obtained. According to the vehicle battery management system of the first aspect, the control means independently controls charging performed by the plurality of chargers on the plurality of battery groups, and controls charging of the plurality of battery groups during charging of the plurality of battery groups. Referring to the temperature of each battery group detected by the temperature detecting means, control is performed so as to start the operation of the cooling fan of the battery group in which the temperature has exceeded the predetermined temperature, and the remaining capacity of the plurality of battery groups is controlled. Since switching power supplies provided for a large number of power supplies are controlled to generate auxiliary power supplies, even if the remaining capacity of each battery group is unbalanced due to the operating state of the vehicle, the imbalance is not affected. It is possible to compensate for the balance, extend the mileage of the vehicle on a single charge, and increase the life of each battery group. It becomes possible to prolong.

According to the vehicle battery management system according to the second aspect, the control means operates the cooling fan in the same manner as during charging when the temperature of each battery group exceeds a predetermined temperature even during operation of the vehicle. In addition, the usage environment at the time of discharging of each battery group can be maintained in substantially the same manner.

According to the third aspect of the present invention, the control means sets the capacity of each switching power supply to the maximum capacity of the auxiliary power supply when the number of battery groups is n. 1 / n (Claim 3), and when the capacity of the auxiliary power supply is required to be large in the operating state of the vehicle, the control means may be a battery group having a large remaining capacity among a plurality of battery groups. Since the switching power supplies sequentially selected from are operated simultaneously (claim 4), it is possible to cope with an increase in the consumption of the auxiliary power supply.

According to the vehicle battery management system of the present invention, since each switching power supply is integrally formed inside the charger of the corresponding battery group, it is easy to supply input power to each switching power supply. Become.

According to the vehicle battery management system of the present invention, the control means calculates the arithmetic average of the temperatures detected by the plurality of temperature sensors arranged at a plurality of locations of one battery group, for each battery group. Because it is temperature
The temperature of each battery group can be properly obtained as an average value.

According to the vehicle battery management system of the present invention, the charger converts the input power supply into a power supply having a frequency higher than the AC power supply frequency, and the high-frequency power supply voltage converted by the inverter. And a rectifier circuit that rectifies the high-frequency power supply voltage boosted by the high-frequency transformer, so that the AC power supply and each battery group can be electrically insulated and the battery group can be charged. Can be performed with a constant current.

According to the vehicle battery management system of the present invention, since the DC power rectified by one rectifier circuit is supplied to the input section of each charger, the whole is made compact. can do.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an electrical configuration according to an embodiment of the present invention.

FIG. 2 is a detailed electrical configuration diagram of a part related to constant current control of the charger and a control circuit of the charger.

FIG. 3 is a waveform diagram of a PWM signal output by a PWM control circuit.

FIG. 4 is a diagram showing voltage and current characteristics during charging of a battery group;

FIG. 5 is a schematic view of a vehicle body showing a mounting position of each battery group.

FIG. 6 is a diagram showing charging characteristics of a battery when ambient temperatures are different.

[Explanation of symbols]

1a, 1b is a battery group, 2 is a vehicle body, 4a, 4b
Is a cooling fan, 5 is a rectifier circuit 5, 6 is a commercial AC power supply (AC power supply), 7a and 7b are chargers, 10a and 10b are switching power supplies, 11 is a control circuit (control means), 14a and
14b is a temperature detector (temperature detection means), 14aa, 14
ab, 14ac and 14ba, 14bb, 14bc are temperature sensors, 16a is an inverter, 17a is a step-up transformer (high-frequency transformer), and 18a and 19a are rectifiers (rectifier circuits).

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Haruhiko Ishihara 991 Anata-cho, Seto-shi, Aichi Prefecture Aichi Factory, Toshiba Corporation (72) Inventor Shozo Hashizume 3-2-2 Nakanoshima, Kita-ku, Osaka-shi, Osaka Kansai Within Electric Power Company (72) Inventor Koichi Nishiyama 1

Claims (8)

[Claims] 1. An in-vehicle battery having a plurality of battery groups each composed of a required number of unit batteries mounted on a vehicle, wherein a plurality of charging units are provided so as to be charged from an AC power supply for each of the plurality of battery groups. , A plurality of cooling fans provided to perform cooling for each of the plurality of battery groups, a plurality of temperature detecting means for respectively detecting the temperature of each battery group, and performing an auxiliary function with respect to running of the vehicle A plurality of switching power supplies provided for each battery group to generate power to be supplied to the auxiliary equipment, and independently controlling charging performed to the plurality of battery groups by the plurality of chargers. When charging a plurality of battery groups, the temperature of each battery group detected by the plurality of temperature detecting means is referred to. It is controlled to start the operation of the cooling fan of the battery group whose temperature has exceeded the predetermined temperature, and is provided for a battery group having a large remaining capacity among a plurality of battery groups during operation of the vehicle. Control means for controlling the switching power supply to operate to generate the auxiliary power supply. 2. The control device according to claim 1, wherein the controller controls the cooling fan to operate in the same manner as when charging when the temperature of each battery group exceeds a predetermined temperature during operation of the vehicle. The vehicle battery management system according to the above. 3. The capacity of each switching power supply is set to approximately 1 / n with respect to the maximum capacity of the auxiliary power supply, where n is the number of battery groups. The vehicle battery management system according to the above. 4. When a large capacity of the auxiliary power supply is required in the operating state of the vehicle, the control means simultaneously switches the switching power supplies sequentially selected from the plurality of battery groups in order from the one with the largest remaining capacity. By operating
4. The on-vehicle battery management system according to claim 1, wherein a necessary capacity of an auxiliary power supply is secured. 5. The on-vehicle battery management system according to claim 1, wherein each switching power supply is integrally formed inside a charger of a corresponding battery group. 6. The temperature detecting means is constituted by temperature sensors arranged at a plurality of positions of one battery group, and the control means calculates an arithmetic average of the temperatures respectively detected by the plurality of temperature sensors for each battery group. The in-vehicle battery management system according to any one of claims 1 to 5, wherein the system is a temperature. 7. A charger for converting an input power supply to a high-frequency power supply, a high-frequency transformer for boosting the high-frequency power supply voltage converted by the inverter, and a rectifier for the high-frequency power supply voltage boosted by the high-frequency transformer. The on-vehicle battery management system according to any one of claims 1 to 6, further comprising a rectifier circuit that performs the control. 8. A rectifying circuit for rectifying an AC power supply, wherein an input unit of each charger is supplied with a DC power rectified by the one rectifying circuit. The vehicle-mounted battery management system according to claim 1.