US20010026142A1 - Hybrid car power supply apparatus - Google Patents

Hybrid car power supply apparatus Download PDF

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Publication number
US20010026142A1
US20010026142A1 US09/770,650 US77065001A US2001026142A1 US 20010026142 A1 US20010026142 A1 US 20010026142A1 US 77065001 A US77065001 A US 77065001A US 2001026142 A1 US2001026142 A1 US 2001026142A1
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battery
driving
automotive
hybrid car
power supply
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US09/770,650
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US6392380B2 (en
Inventor
Tadashi Furukawa
Shoichi Toya
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Sanyo Electric Co Ltd
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Sanyo Electric Co Ltd
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Assigned to SANYO ELECTRIC CO., LTD. reassignment SANYO ELECTRIC CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: TOYA, SHOICHI, FURUKAWA, TADASHI
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor

Definitions

  • This invention relates to a power supply apparatus to drive a hybrid car.
  • a hybrid car runs by driving wheels with an engine and an electric motor.
  • a driving battery is installed as the power source to drive the electric motor.
  • This driving battery is charged by a generator.
  • the generator is driven by the engine or by regenerative braking which uses inertial force to drive the generator when the automobile is stopping.
  • the amount of charge and discharge for the driving battery is controlled by a battery control circuit, and the remaining battery capacity is regulated within a specified range. This is because over-charging and over-discharging cause rapid degradation in the electrical characteristics of the driving battery.
  • the battery control circuit which controls charging and discharging of the driving battery is contained along with the driving battery within the battery system.
  • This situation can be corrected by charging the driving battery from an external source.
  • the driving battery contains more than 1000 rechargeable batteries to attain a substantially high voltage, it is necessary to charge the driving battery with a special-purpose battery charger. Inability to drive the vehicle due to discharge of the driving battery is an extremely rare event. Therefore, it is impossible from a practical standpoint to provide a special-purpose battery charger to correct this rare event.
  • the present invention was developed to resolve these types of problems Thus it is a primary object of the present invention to provide a hybrid car power supply apparatus which can charge the driving battery with an automotive electrical system battery and a low cost system, and which can start the engine when the driving battery has been over-discharged.
  • the hybrid car power supply apparatus of the present invention is provided with a battery system, an inverter to supply power output from a driving battery inside the battery system to the electric motor, and an automotive battery used as power source for standard automobile electrical equipment.
  • the battery system is provided with a driving battery for powering the vehicle driving motor and a battery control circuit to control charging and discharging of the driving battery.
  • the battery system contains a charging circuit for charging the driving battery with the automotive electrical system battery. When the remaining battery capacity of the driving battery drops below a set value, the charging circuit charges the driving battery with power from the automotive electrical system battery. The charged driving battery drives the electric motor to start the engine.
  • the hybrid car power supply apparatus described above has the characteristic that a low cost system allows the vehicle to be started when the driving battery has been over-discharged This is because the battery system which houses the driving battery also contains a charging circuit.
  • This charging circuit charges the driving battery via the automotive electrical system battery. Namely, the charging circuit within the battery system charges the driving battery with power from the automotive battery and the charged driving battery operates the electric motor to start the engine.
  • This configuration has the characteristic that the charging circuit can be made at low cost and with high reliability. This is because the driving battery can be charged by the automotive battery over a given length of time. Therefore, charging circuit output current can be relatively small and still charge the driving battery to operate the electric motor.
  • the electric motor could alternatively be directly powered by the automotive battery to start the engine without relying on the system above.
  • an extremely high output special-purpose inverter is required to drive the electric motor with the automotive battery. Since extremely high current must flow at the instant the electric motor is turned over, this inverter must be designed for high power output and becomes an expensive item.
  • the inverter provided in the hybrid car for running the electric motor via the driving battery can be used to avoid driving the electric motor directly with the automotive battery. This is possible by charging the driving battery with the automotive battery and running the electric motor via the driving battery.
  • a charging circuit to charge the driving battery from the automotive battery is required, but it is not necessary to instantaneously charge the driving battery and the charging circuit can be a low current, low cost device. Further, since there is no high current flow over short periods, reliability is improved, operating life extended, and maintenance simplified.
  • This system has the characteristic that simply by connecting an automotive battery to the hybrid car, the driving battery can be charged and the engine started by the electric motor even when remaining battery capacity becomes low. This is because the battery system is equipped with a charging circuit to charge the driving battery via the automotive battery.
  • the battery system charging circuit can also house a circuit to charge the automotive battery from the driving battery.
  • the battery control circuit detects remaining battery capacity of the driving battery and automotive battery. When remaining driving battery capacity is above a specified level, and remaining automotive battery capacity is below a specified level, the driving battery charges the automotive battery.
  • the driving battery of this power supply apparatus can charge the automotive battery, power from the driving battery taken during forced discharge of the driving battery can be efficiently used to charge the automotive battery.
  • the driving battery is actually many rechargeable batteries connected together. Therefore, the driving battery has the property that battery capacity differences between individual batteries become large through repeated charge-discharge cycles, upsetting the balance of battery capacities. If a driving battery having rechargeable batteries with unbalanced capacities is charged and discharged, some battery may over-charge or some battery may over-discharge. Further, to extend driving battery life as much as possible, shallow charging and discharging is repeatedly performed. As a result, depending on battery type, effective usable battery capacity can decrease due to the “memory effect”. A driving battery in these conditions can be forcibly discharged to recover from battery capacity imbalance and “memory effect”. At these times, if discharge power is used to charge the automotive battery, driving battery discharge is not wasted and the automotive battery can be efficiently charged.
  • the battery system can be provided with a driving battery cooling fan powered by the automotive battery to avoid driving battery over-heating. Still further, the automotive battery can also be used as back-up power for the battery control circuit.
  • the hybrid car power supply apparatus of FIG. 1 is provided with a battery system 1 equipped with a driving battery 2 to run an electric motor 3 to drive the vehicle, an inverter 4 to supply output from the driving battery 2 contained in the battery system 1 to the electric motor 3 , and an automotive electrical system battery 5 used as a power source for automobile electrical equipment.
  • the battery system 1 is provided with a driving battery 2 , a battery control circuit 6 to charge and discharge the driving battery 2 while avoiding over-charge and over-discharge, a charging circuit 7 to charge the driving battery 2 via the automotive electrical system battery 5 , and a driving battery 2 cooling fan 10 .
  • the driving battery 2 comprises many battery modules connected in series.
  • a battery module contains one or a plurality of rechargeable batteries.
  • the rechargeable batteries of a battery module are nickel-cadmium batteries, nickel-hydrogen batteries, or lithium-ion rechargeable batteries.
  • the battery control circuit 6 detects driving battery 2 voltage, current flow, and temperature.
  • Battery temperature is detected by temperature sensors. Temperature sensors are provided either in close proximity to each battery module or in contact with each battery module. Battery current flow is detected by amplifying the voltage generated across a current detecting resistor (not illustrated) in series with the battery. Since the positive/negative polarity of the voltage generated across the current detecting resistor is opposite for charging and discharging, charging and discharging can be distinguished by the positive/negative polarity of the voltage.
  • the voltage and temperature is detected independently for each rechargeable battery. Otherwise, voltage and temperature is detected for a battery module taken as one unit comprising a plurality of rechargeable batteries connected in series.
  • the battery control circuit 6 subtracts discharged capacity from charged capacity to compute remaining battery capacity of the driving battery 2 .
  • Charged capacity is computed by taking the product of charging efficiency and integrated charging current. Discharged capacity can be computed from the integrated discharge current.
  • the battery control circuit 6 is controlled by the automobile control unit 11 .
  • the battery control circuit 6 controls charging and discharging to keep the remaining battery capacity of the driving battery 2 within a specified range.
  • the battery control circuit 6 detects the voltage of the automotive electrical system battery 5 and determines the remaining battery capacity of the automotive battery 5 .
  • the remaining battery capacity of the automotive battery 5 is not determined from the difference between charge and discharge capacities, but rather is determined from the battery voltage. When the voltage of the automotive battery 5 drops below a set voltage, remaining battery capacity is judged to be smaller than a prescribed value.
  • the battery control circuit 6 uses power supplied by the driving battery 2 with voltage stepped down via an inverter (not illustrated) as a power source. However, if the remaining battery capacity of the driving battery 2 drops below a prescribed value, power from the driving battery 2 is suspended and power from the automotive battery 5 is supplied to the battery control circuit 6 as a back-up. In this circuit, the battery control circuit 6 can operate on the automotive battery 5 even when remaining driving battery capacity has become low.
  • the battery control circuit 6 also controls the charging circuit 7 to charge the driving battery 2 with the automotive battery 5 and to charge the automotive battery 5 with the driving battery 2 .
  • the battery control circuit 6 uses the charging circuit 7 to charge the driving battery 2 with the automotive battery 5 .
  • the capacity to which the driving battery 2 is charged at this time is that necessary to run the electric motor 3 and start the engine 8 . Consequently, when the remaining battery capacity of the driving battery 2 reaches a capacity capable of starting the engine 8 , charging of the driving battery 2 is suspended. Further, when remaining automotive battery 5 capacity becomes low, and remaining driving battery 2 capacity is greater than a prescribed value, the driving battery 2 charges the automotive battery 5 until driving battery 2 voltage and remaining battery capacity reach prescribed values.
  • the charging circuit 7 converts voltage to allow the automotive battery 5 to charge the driving battery 2 .
  • the driving battery 2 is a higher voltage battery. Consequently, the charging circuit 7 contains a voltage step-up inverter to increase the DC voltage of the automotive battery 5 to a DC voltage capable of charging the driving battery 2 .
  • the charging circuit 7 it is preferable for the charging circuit 7 to be capable of quickly charging the driving battery 2 .
  • Charging circuit charging current must be increased to shorten charging time.
  • an automotive battery is discharged with large current over a very short time interval, its actual output capacity decreases.
  • Charging circuit 7 output current is set to an optimum value considering the timing involved in charging the driving battery with the automotive battery.
  • charging circuit output current is made high. This is because the engine is started after waiting for the driving battery to charge.
  • the ignition switch is turned on and it is detected that the remaining driving battery capacity is below the prescribed value and the electric motor cannot be turned over, charging of the driving battery from the automotive battery is started.
  • the driving battery has been charged enough to start the engine with the electric motor, charging is suspended, the electric motor is operated with the driving battery, and the engine is started.
  • the electric motor is not operated from the time the ignition switch is turned on until the driving battery is charged. Since the driver is required to wait during that period, charging circuit output current is increased to shorten the charging time. However, the time to charge the driving battery with the automotive battery is set considerably longer than the time for a starter motor to start an engine. In this type of system, when the ignition switch is off, even if remaining driving battery capacity drops below the prescribed value, the automotive battery does not charge the driving battery.
  • the charging circuit 7 contains a circuit to convert driving battery 2 output to a voltage for charging the automotive battery 5 .
  • the charging circuit 7 charges the automotive battery 5 with the driving battery 2 .
  • the circuit for charging the automotive battery 5 with the driving battery 2 is an inverter which steps down driving battery 2 voltage to the charging voltage of the automotive battery 5 .
  • This system has the characteristic that it can charge the automotive battery 5 much more efficiently than an alternator installed in a standard automobile. This is because the charging circuit 7 can charge the automotive battery 5 extremely efficiently compared to an alternator.
  • a cooling fan 10 cools the driving battery 2 with controlled air flow when driving battery 2 temperature becomes abnormally high. Consequently, the battery control circuit 6 controls operation of the cooling fan 10 .
  • the cooling fan 10 is supplied power from the automotive battery 5 .
  • This cooling fan 10 can use an off-the-shelf motor operated by the automotive battery 5 .
  • the cooling fan 10 can also be driven by the driving battery 2 .
  • the inverter 4 converts DC power from the driving battery 2 to, for example, three-phase alternating current (AC) to drive the electric motor 3 with the driving battery 2 .
  • the inverter 4 converts power from the generator 9 to DC at the driving battery charging voltage to charge the driving battery 2 with the generator 9 . Therefore, the inverter 4 is connected between the driving battery 2 and the electric motor 3 and is also connected between the generator 9 and the driving battery 2 .
  • the automotive battery 5 is a 12V lead storage battery.
  • the automotive battery is not limited to this type of battery and, for example, a battery with an output voltage of 24V, or a rechargeable battery other than a lead storage battery can be used. Regardless of what type of battery is used, there is no requirement for the automotive battery 5 to output very high power. Therefore, a battery with considerably lower output voltage than the driving battery 2 is used.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
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  • Hybrid Electric Vehicles (AREA)

Abstract

The hybrid car power supply apparatus is provided with a battery system having a driving battery to run an electric motor to drive the vehicle, an inverter to drive the electric motor with the driving battery, and an automotive battery. The battery system houses a charging circuit to charge the driving battery with the automotive battery. The charging circuit charges the driving battery with the automotive battery when remaining driving battery capacity becomes low. The charged driving battery runs the electric motor to start the engine.

Description

  • This application is based on application No. 021425 filed in Japan on Jan. 31, 2000, the content of which incorporated hereinto by refernce. [0001]
    • BACKGROUND OF THE INVENTION
  • This invention relates to a power supply apparatus to drive a hybrid car. [0002]
  • A hybrid car runs by driving wheels with an engine and an electric motor. A driving battery is installed as the power source to drive the electric motor. This driving battery is charged by a generator. The generator is driven by the engine or by regenerative braking which uses inertial force to drive the generator when the automobile is stopping. The amount of charge and discharge for the driving battery is controlled by a battery control circuit, and the remaining battery capacity is regulated within a specified range. This is because over-charging and over-discharging cause rapid degradation in the electrical characteristics of the driving battery. The battery control circuit, which controls charging and discharging of the driving battery is contained along with the driving battery within the battery system. [0003]
  • In this power supply apparatus, over-discharge of the driving battery will not occur as long as the automobile is operated under normal conditions. However, if the vehicle is not used for a long period, the driving battery may discharge and not be able to drive the electric motor. Since the electric motor which drives the wheels of a hybrid car serves a dual purpose as starter motor for the engine, the engine cannot be started if the driving battery is discharged. [0004]
  • This situation can be corrected by charging the driving battery from an external source. However, since the driving battery contains more than [0005] 1000 rechargeable batteries to attain a substantially high voltage, it is necessary to charge the driving battery with a special-purpose battery charger. Inability to drive the vehicle due to discharge of the driving battery is an extremely rare event. Therefore, it is impossible from a practical standpoint to provide a special-purpose battery charger to correct this rare event.
  • This dilemma can be solved by starting the engine with an automotive electrical system battery. However, since the output voltage of automotive electrical system batteries is almost without exception 12V, either a special starter motor must be used to start the engine, or an inverter is necessary to raise the voltage from 12V DC to the voltage of the electric driving motor. In providing a starter motor, it is necessary to equip the engine with a starter motor which is almost never used, and increase manufacturing cost. In providing an inverter, it is necessary to make inverter output extremely high, and this also has the drawback of excessively high manufacturing cost. [0006]
  • The present invention was developed to resolve these types of problems Thus it is a primary object of the present invention to provide a hybrid car power supply apparatus which can charge the driving battery with an automotive electrical system battery and a low cost system, and which can start the engine when the driving battery has been over-discharged. [0007]
  • The above and further objects and features of the invention will more fully be apparent from the following detailed description with accompanying drawings. [0008]
    • SUMMARY OF THE INVENTION
  • The hybrid car power supply apparatus of the present invention is provided with a battery system, an inverter to supply power output from a driving battery inside the battery system to the electric motor, and an automotive battery used as power source for standard automobile electrical equipment. The battery system is provided with a driving battery for powering the vehicle driving motor and a battery control circuit to control charging and discharging of the driving battery. Further, the battery system contains a charging circuit for charging the driving battery with the automotive electrical system battery. When the remaining battery capacity of the driving battery drops below a set value, the charging circuit charges the driving battery with power from the automotive electrical system battery. The charged driving battery drives the electric motor to start the engine. [0009]
  • The hybrid car power supply apparatus described above has the characteristic that a low cost system allows the vehicle to be started when the driving battery has been over-discharged This is because the battery system which houses the driving battery also contains a charging circuit. This charging circuit charges the driving battery via the automotive electrical system battery. Namely, the charging circuit within the battery system charges the driving battery with power from the automotive battery and the charged driving battery operates the electric motor to start the engine. This configuration has the characteristic that the charging circuit can be made at low cost and with high reliability. This is because the driving battery can be charged by the automotive battery over a given length of time. Therefore, charging circuit output current can be relatively small and still charge the driving battery to operate the electric motor. [0010]
  • When remaining driving battery capacity becomes low, the electric motor could alternatively be directly powered by the automotive battery to start the engine without relying on the system above. However, in this case, an extremely high output special-purpose inverter is required to drive the electric motor with the automotive battery. Since extremely high current must flow at the instant the electric motor is turned over, this inverter must be designed for high power output and becomes an expensive item. [0011]
  • However, the inverter provided in the hybrid car for running the electric motor via the driving battery can be used to avoid driving the electric motor directly with the automotive battery. This is possible by charging the driving battery with the automotive battery and running the electric motor via the driving battery. A charging circuit to charge the driving battery from the automotive battery is required, but it is not necessary to instantaneously charge the driving battery and the charging circuit can be a low current, low cost device. Further, since there is no high current flow over short periods, reliability is improved, operating life extended, and maintenance simplified. [0012]
  • This system has the characteristic that simply by connecting an automotive battery to the hybrid car, the driving battery can be charged and the engine started by the electric motor even when remaining battery capacity becomes low. This is because the battery system is equipped with a charging circuit to charge the driving battery via the automotive battery. [0013]
  • In this battery system, it is preferable to detect remaining battery capacity of the driving battery and the automotive battery via the battery control circuit. When remaining driving battery capacity drops below a specified level, and remaining automotive battery capacity is above a specified level, the automotive battery charges the driving battery. [0014]
  • In addition, the battery system charging circuit can also house a circuit to charge the automotive battery from the driving battery. In this battery system, the battery control circuit detects remaining battery capacity of the driving battery and automotive battery. When remaining driving battery capacity is above a specified level, and remaining automotive battery capacity is below a specified level, the driving battery charges the automotive battery. [0015]
  • Since the driving battery of this power supply apparatus can charge the automotive battery, power from the driving battery taken during forced discharge of the driving battery can be efficiently used to charge the automotive battery. The driving battery is actually many rechargeable batteries connected together. Therefore, the driving battery has the property that battery capacity differences between individual batteries become large through repeated charge-discharge cycles, upsetting the balance of battery capacities. If a driving battery having rechargeable batteries with unbalanced capacities is charged and discharged, some battery may over-charge or some battery may over-discharge. Further, to extend driving battery life as much as possible, shallow charging and discharging is repeatedly performed. As a result, depending on battery type, effective usable battery capacity can decrease due to the “memory effect”. A driving battery in these conditions can be forcibly discharged to recover from battery capacity imbalance and “memory effect”. At these times, if discharge power is used to charge the automotive battery, driving battery discharge is not wasted and the automotive battery can be efficiently charged. [0016]
  • Further, the battery system can be provided with a driving battery cooling fan powered by the automotive battery to avoid driving battery over-heating. Still further, the automotive battery can also be used as back-up power for the battery control circuit.[0017]
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • FIG. 1 is a block diagram showing an embodiment of the hybrid car power supply apparatus of the present invention.[0018]
    • DETAILED DESCRIPTION OF THE INVENTION
  • The hybrid car power supply apparatus of FIG. 1 is provided with a battery system [0019] 1 equipped with a driving battery 2 to run an electric motor 3 to drive the vehicle, an inverter 4 to supply output from the driving battery 2 contained in the battery system 1 to the electric motor 3, and an automotive electrical system battery 5 used as a power source for automobile electrical equipment.
  • The battery system [0020] 1 is provided with a driving battery 2, a battery control circuit 6 to charge and discharge the driving battery 2 while avoiding over-charge and over-discharge, a charging circuit 7 to charge the driving battery 2 via the automotive electrical system battery 5, and a driving battery 2 cooling fan 10.
  • The [0021] driving battery 2 comprises many battery modules connected in series. A battery module contains one or a plurality of rechargeable batteries. The rechargeable batteries of a battery module are nickel-cadmium batteries, nickel-hydrogen batteries, or lithium-ion rechargeable batteries.
  • The [0022] battery control circuit 6 detects driving battery 2 voltage, current flow, and temperature. Battery temperature is detected by temperature sensors. Temperature sensors are provided either in close proximity to each battery module or in contact with each battery module. Battery current flow is detected by amplifying the voltage generated across a current detecting resistor (not illustrated) in series with the battery. Since the positive/negative polarity of the voltage generated across the current detecting resistor is opposite for charging and discharging, charging and discharging can be distinguished by the positive/negative polarity of the voltage. For a driving battery 2 comprising a plurality of rechargeable batteries connected in series, the voltage and temperature is detected independently for each rechargeable battery. Otherwise, voltage and temperature is detected for a battery module taken as one unit comprising a plurality of rechargeable batteries connected in series.
  • The [0023] battery control circuit 6 subtracts discharged capacity from charged capacity to compute remaining battery capacity of the driving battery 2. Charged capacity is computed by taking the product of charging efficiency and integrated charging current. Discharged capacity can be computed from the integrated discharge current. The battery control circuit 6 is controlled by the automobile control unit 11. The battery control circuit 6 controls charging and discharging to keep the remaining battery capacity of the driving battery 2 within a specified range.
  • Further, the [0024] battery control circuit 6 detects the voltage of the automotive electrical system battery 5 and determines the remaining battery capacity of the automotive battery 5. The remaining battery capacity of the automotive battery 5 is not determined from the difference between charge and discharge capacities, but rather is determined from the battery voltage. When the voltage of the automotive battery 5 drops below a set voltage, remaining battery capacity is judged to be smaller than a prescribed value.
  • The [0025] battery control circuit 6 uses power supplied by the driving battery 2 with voltage stepped down via an inverter (not illustrated) as a power source. However, if the remaining battery capacity of the driving battery 2 drops below a prescribed value, power from the driving battery 2 is suspended and power from the automotive battery 5 is supplied to the battery control circuit 6 as a back-up. In this circuit, the battery control circuit 6 can operate on the automotive battery 5 even when remaining driving battery capacity has become low.
  • The [0026] battery control circuit 6 also controls the charging circuit 7 to charge the driving battery 2 with the automotive battery 5 and to charge the automotive battery 5 with the driving battery 2. When remaining battery capacity of the driving battery 2 drops below a prescribed value and the driving battery 2 can no longer turn the electric motor 3 to start the engine 8, the battery control circuit 6 uses the charging circuit 7 to charge the driving battery 2 with the automotive battery 5. The capacity to which the driving battery 2 is charged at this time is that necessary to run the electric motor 3 and start the engine 8. Consequently, when the remaining battery capacity of the driving battery 2 reaches a capacity capable of starting the engine 8, charging of the driving battery 2 is suspended. Further, when remaining automotive battery 5 capacity becomes low, and remaining driving battery 2 capacity is greater than a prescribed value, the driving battery 2 charges the automotive battery 5 until driving battery 2 voltage and remaining battery capacity reach prescribed values.
  • The [0027] charging circuit 7 converts voltage to allow the automotive battery 5 to charge the driving battery 2. Compared to the automotive battery 5, the driving battery 2 is a higher voltage battery. Consequently, the charging circuit 7 contains a voltage step-up inverter to increase the DC voltage of the automotive battery 5 to a DC voltage capable of charging the driving battery 2.
  • It is preferable for the charging [0028] circuit 7 to be capable of quickly charging the driving battery 2. However, it is not necessary to charge the driving battery 2 in the short period typical of starting an engine with a starting motor in a standard automobile, for example, in several seconds. Charging circuit charging current must be increased to shorten charging time. Further, if an automotive battery is discharged with large current over a very short time interval, its actual output capacity decreases. To efficiently charge the driving battery with automotive battery output, it is advantageous to set the charging circuit output current low.
  • Charging [0029] circuit 7 output current is set to an optimum value considering the timing involved in charging the driving battery with the automotive battery. In a power supply apparatus which begins charging the driving battery with the automotive battery when the automobile ignition switch is turned on, charging circuit output current is made high. This is because the engine is started after waiting for the driving battery to charge. In this type of system, when the ignition switch is turned on and it is detected that the remaining driving battery capacity is below the prescribed value and the electric motor cannot be turned over, charging of the driving battery from the automotive battery is started. When the driving battery has been charged enough to start the engine with the electric motor, charging is suspended, the electric motor is operated with the driving battery, and the engine is started.
  • In this type of system, the electric motor is not operated from the time the ignition switch is turned on until the driving battery is charged. Since the driver is required to wait during that period, charging circuit output current is increased to shorten the charging time. However, the time to charge the driving battery with the automotive battery is set considerably longer than the time for a starter motor to start an engine. In this type of system, when the ignition switch is off, even if remaining driving battery capacity drops below the prescribed value, the automotive battery does not charge the driving battery. [0030]
  • In contrast, in a system which charges the driving battery with the automotive battery when remaining driving battery capacity drops below the prescribed value even when the ignition switch is off, charging circuit output current can be made extremely small. Even if it takes some time to charge the driving battery, the driver is not required to wait for the engine to start. Consequently, this type of system has the characteristic that the driving battery can be charged with a charging circuit having an extremely small output current. [0031]
  • Further, the charging [0032] circuit 7 contains a circuit to convert driving battery 2 output to a voltage for charging the automotive battery 5. For example, when automotive electrical equipment is used and remaining automotive battery 5 capacity becomes low, the charging circuit 7 charges the automotive battery 5 with the driving battery 2. The circuit for charging the automotive battery 5 with the driving battery 2 is an inverter which steps down driving battery 2 voltage to the charging voltage of the automotive battery 5. This system has the characteristic that it can charge the automotive battery 5 much more efficiently than an alternator installed in a standard automobile. This is because the charging circuit 7 can charge the automotive battery 5 extremely efficiently compared to an alternator.
  • In a standard automobile, a dedicated alternator is turned by a belt connected to the engine crankshaft to charge the automotive battery. Since this system charges the automotive battery with a high output alternator, charging efficiency is extremely low. At low output levels, alternator efficiency drops remarkably. [0033]
  • A cooling [0034] fan 10 cools the driving battery 2 with controlled air flow when driving battery 2 temperature becomes abnormally high. Consequently, the battery control circuit 6 controls operation of the cooling fan 10. The cooling fan 10 is supplied power from the automotive battery 5. This cooling fan 10 can use an off-the-shelf motor operated by the automotive battery 5. However, the cooling fan 10 can also be driven by the driving battery 2.
  • The [0035] inverter 4 converts DC power from the driving battery 2 to, for example, three-phase alternating current (AC) to drive the electric motor 3 with the driving battery 2. In addition, the inverter 4 converts power from the generator 9 to DC at the driving battery charging voltage to charge the driving battery 2 with the generator 9. Therefore, the inverter 4 is connected between the driving battery 2 and the electric motor 3 and is also connected between the generator 9 and the driving battery 2.
  • The automotive battery [0036] 5 is a 12V lead storage battery. However, in the present invention, the automotive battery is not limited to this type of battery and, for example, a battery with an output voltage of 24V, or a rechargeable battery other than a lead storage battery can be used. Regardless of what type of battery is used, there is no requirement for the automotive battery 5 to output very high power. Therefore, a battery with considerably lower output voltage than the driving battery 2 is used.
  • As this invention may be embodied in several forms without departing from the spirit of essential characteristics thereof, the present embodiment is therefore illustrative and not restrictive, since the scope of the invention is defined by the appended claims rather than by the description preceding them, and all changes that fall within the meets and bounds of the claims or equivalence of such meets and bounds thereof are therefore intended to be embraced by the claims. [0037]

Claims (16)

What is claimed is:
1. A hybrid car power supply apparatus comprising:
(a) an automotive battery used as a power source for automobile electrical equipment;
(b) a battery system; and
this battery system including
(1) a driving battery to run an electric motor for driving the vehicle;
(2) a battery control circuit to control charging and discharging of the driving battery;
(3) a charging circuit to charge the driving battery with power from the automotive battery when remaining battery capacity of the driving battery drops below a specified value; and
(c) an inverter to supply the electric motor with output from the driving battery contained in the battery system.
2. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging control circuit computes remaining battery capacity of the driving battery by subtracting discharged capacity from charged capacity.
3. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging control circuit determines remaining battery capacity of the automotive battery by detecting automotive battery voltage.
4. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging control circuit uses power supplied by the driving battery as a power source by stepping down the voltage.
5. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging control circuit suspends supply of power from the driving battery and supplies power from the automotive battery when remaining battery capacity of the driving battery drops below a specified value
6. A hybrid car power supply apparatus as recited in
claim 1
 wherein the battery control circuit of the battery system detects remaining battery capacity of the driving battery and the automotive battery, when remaining battery capacity of the driving battery is below a specified value, and remaining battery capacity of the automotive battery is greater than a specified value, the automotive battery charges the driving battery.
7. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging circuit of the battery system contains a circuit to charge the automotive battery with the driving battery.
8. A hybrid car power supply apparatus as recited in
claim 7
 wherein the battery control circuit of the battery system detects remaining battery capacity of the driving battery and the automotive battery, when remaining battery capacity of the driving battery is greater than a specified value, and remaining battery capacity of the automotive battery is below a specified value, the driving battery charges the automotive battery.
9. A hybrid car power supply apparatus as recited in
claim 1
 wherein when remaining battery capacity of the driving battery drops below a specified value and the driving battery cannot turn over the electric motor and start the hybrid car engine, the battery control circuit uses the charging circuit to charge the driving battery with the automotive battery.
10. A hybrid car power supply apparatus as recited in
claim 9
 wherein the capacity to which the automotive battery charges the driving battery is a battery capacity allowing the driving battery to run the electric motor and start the hybrid car engine.
11. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging circuit contains an inverter circuit to step up the DC voltage of the automotive battery to a DC voltage capable of charging the driving battery.
12. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging circuit begins charging the driving battery with the automotive battery when the automobile ignition switch is turned on.
13. A hybrid car power supply apparatus as recited in
claim 12
 wherein the charging circuit suspends charging when the driving battery has been charged enough to start the engine with the electric motor.
14. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging circuit charges the driving battery with the automotive battery when the ignition switch is in the off position and remaining battery capacity of the driving battery drops below a specified value.
15. A hybrid car power supply apparatus as recited in
claim 1
 wherein the charging circuit contains a circuit to convert driving battery output to the automotive battery charging voltage.
16. A hybrid car power supply apparatus as recited in
claim 1
 wherein the battery system is provided with a cooling fan for the driving battery and this cooling fan is driven by the automotive battery.
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JP2001218306A (en) 2001-08-10
US6392380B2 (en) 2002-05-21
KR20010077993A (en) 2001-08-20
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EP1122857B1 (en) 2010-11-17
KR100758868B1 (en) 2007-09-14

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